Spruce Street Railroad Crossing Intersection Improvements Traffic Report UPDATE

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Spruce Street Railroad Crossing

Intersection Improvements

Traffic Report UPDATE

Missoula, Montana

Prepared For:

The City of Missoula

435 Ryman St.

Missoula, MT 59802

April, 2021

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List of Figures

Figure 1 – Vicinity Map ...2

Figure 2 – Historic Traffic Trends ...4

Figure 3 –Traffic Congestion Modes ...8

Figure 4 –Conceptual Intersection Plans ...10

List of Tables

Table 1 – Seasonal Traffic Variation by Month in Missoula ...4

Table 2 – MDT Crash History 2010-2019 ...5

Table 3 – 2020 Level of Service Summary Existing ...12

Table 4 – 2020 Level of Service Summary With Roundabout at Spruce ...12

Table 5 – 2020 Level of Service Summary With Roundabout at Spruce + 2nd ...12

Table 6 – Synchro Traffic Simulation Results ...13

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Abelin Traffic Services 1 April, 2021

Spruce Street Railroad Crossing

Intersection Improvements Traffic Report

April, 2021

A. PROJECT BACKGROUND

In April of 2020 Triple Tree Engineering and Abelin Traffic Services (ATS) contracted with the City of Missoula to evaluate the existing traffic controls and roadway operations near the railroad crossing just east of the intersection of Spruce Street and Madison Street at the southern end of Greenough Drive. The purpose of this analysis was to determine if a different method of traffic control would help these intersections clear traffic more efficiently after a train has crossed. This crossing served 9,000 vehicles per day in 2019. The intersection of Madison Street is 70 feet from the Montana Rail Link (MRL) railroad crossing and the intersection with 2nd_{Street is 30 feet north}

of the railroad crossing. The proximity of these roadways to the MRL railroad tracks creates an undesirable situation which prevents traffic from flowing smoothly away from the intersections after a train has crossed. The City of Missoula requested an analysis to determine if lane modification or a roundabout could provide better operations at the intersection while maintaining or enhancing vehicle and pedestrian safety in this area.

Surrounding Road System

The existing road system which currently operates in the vicinity of the Montana Rail Link (MRL) railroad track includes Spruce Street, Madison Street, and Greenough Drive. The roads are part of the City of Missoula major street network and provide access to the areas adjacent to Interstate 90. A map of the study area is shown in Figure 1 and Photo 1.

Adjacent Roadways

Spruce Street is an east/west major collector road which extends from Scott Street to Madison Street. The road provides access to both residential and commercial land uses. The paved width of Spruce Street is 56 feet and the road includes pedestrian sidewalks, bike lanes, and on-street parking. The road has a posted speed limit of 25 MPH and all cross-streets are controlled by STOP signs. Parking is restricted near Madison Street to provide room for a separated right-turn lane. Traffic data collected in 2019 indicates that Spruce Street currently carries 6,129 Vehicles Per Day (VPD).

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collected by the City of Missoula indicates that the roadway currently carries 5,073 VPD north of Broadway Street.

Greenough Drive is a major collector street that begins at the intersection of Spruce Street and Madison Street. The road veers to the north and quickly crosses the MRL railroad tracks 70 feet north of the intersection. The road then intersects with 2nd_Street

East 30 feet north of the railroad tracks and then passes under Interstate 90 and the Van Buren Street off-ramp. The road then continues into the residential areas north of I-90. Near 2nd_{Street the road has a paved width of 32 to 44 feet. The road includes sidewalks}

and bike lanes and has a separated southbound right-lane for traffic turning onto 2nd

Street from the north. Traffic data collected in 2019 by the MDT Rail Division at the Spruce Street railroad crossing indicates that the roadway currently carries 9,007 VPD north of Spruce Street.

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Photo 1 – MRL Railroad Crossing and Madison Street Intersection

Photo 1 depicts the short distance between the railroad crossing and Madison Street as well as the pedestrian and bicycle activity in the area.

B. HISTORIC TRAFFIC DATA

Abelin Traffic Services obtained historic traffic data for area roadways from the Montana Department of Transportation (MDT) and the City of Missoula, which is presented in Figure 2. The traffic data includes historic information for Madison Street, Spruce Street, and Greenough Drive. Data for these locations indicates that traffic volumes have not increased significantly in the area over the last 20 years.

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Missoula, the peak-hour traffic volumes for the approach legs were near the same or slightly higher than the historic peak hourly volumes obtained from the daily traffic counts. Therefore, no adjustments were made to the traffic numbers in the analysis.

Figure 2 – Historic Traffic Trends

Table 1 - Seasonal Traffic Variation by Month in Missoula

Orange Street south of

Bridge # Sta A-37 Poplar Street # Sta A-67 Van Buren Street S of

January 88% 91% February 90% 92 March 95% 91% April 103% 106% May 104% 108% June 105% 106% July 104% 103% August 111% 100% September 109% 106% October 105% 104% November 95% 97% December 91% 94% 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 10,000 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Historic Traffic Volumes 2000-2019

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C. VEHICLE CRASH DATA

Abelin Traffic Services obtained vehicle crash information from the MDT for 2010 to 2019 to evaluate vehicle crash details within the study area. The data indicates that 26 crashes occurred on the section of road between Madison Street and 2nd_{Street in the last ten years. The vehicle}

crash rate for this section of road is 1.1 per MVE, which is in line with the average vehicle crash rates at busy urban intersections. The data showed a variety of crash trends that may be caused by the current geometric configurations of these intersections. Of the 26 recorded crashes, nine (35%) were rear-end collisions. Rear end collisions are more common in areas where traffic congestion is high and/or visibility is restricted. Additionally, nine of the crashes occurred on wet or icy roads. It is also noteworthy that three of the crashes involved bicycles. This is a higher-than-normal rate of bicycle involved crashes and may be associated with general congestions issues. The MDT crash data did not include enough detail to specify the exact traffic movements associated with these crashes, but this information can be requested from MDT. In general, roundabout provide improved safety for pedestrians and bicyclists compared to two-way STOP controlled intersections if designed correctly. The detailed intersection crash information for the corridor is shown in Table 2.

Table 2 - Crash History 2010-2019 (MDT) Madison Street to 2nd_Street

Total 26 Crashes (Ten Years) Percent of Total

Rear End 9 35% Angle Collisions 5 19% Sideswipe 3 12% Bike 3 12% Fixed Object 4 15% Other 2 8%

2019 ADT 6,736 Crash Rate - 1.1 per MVE

D. TRAFFIC DATA

In May 2020 Abelin Traffic Services (ATS) collected traffic data within the study area to evaluate current operational characteristics. These counts included afternoon peak-hour turning movement traffic counts at the intersections of Spruce Street/Madison Street & Greenough Drive/2nd Street. Intersection traffic data was also collected for the morning and afternoon peak traffic periods by the City of Missoula in January 2020. This information was used to establish base traffic flow rates at the study intersections.

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count stations #A-37 and #A-67 located on Orange Street and Van Buren Street. This data indicated that the traffic count data collected in January is approximately 90% of the annual average. For the May 2020 traffic counts, the historic data indicates that the traffic information should be 104% to 108% of the annual average. Instead of using this data to factor the May 2020 traffic counts, ATS used the daily traffic data collected along Madison Street during the May traffic count period and compared that information to the historic averages for this section of road. The May 2020 traffic count on Madison Street was 5,500 VPD, which is near the historic averages for this route. Therefore, the May traffic count data was not factored down the recommend 5-10% to account for the seasonal. This factorization will more accurately account for the unique 2020 traffic variations in this area caused by Covid-19.

ATS also collected pedestrians crossing data for the MRL tracks during the May 2020 traffic count. The count recorded 30 pedestrians per hour using the crossing during the noon count. This is a high rate of pedestrian use for this area. Any roadway improvements should take into consideration pedestrian activity at the intersections and railroad crossing. It should also be noted that this crossing currently has two separate tracks which can each carry train traffic. While multiple tracks do not significantly impact vehicle traffic, the two-track configuration can create safety concerns for pedestrians. Specifically, if pedestrians ignore warning signals a conflict can occur after a train passes if another train is approaching the crossing in the opposite direction on the second track. Additional warning features and pedestrian safety measures may need to be included at the crossing to address this risk.

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E. RAILROAD OPERATIONS

This section of railroad track is currently operated and maintained by Montana Rail Link (MRL). These rail lines are primarily used to serve the rail yards in north Missoula. MRL provided data to ATS for the month of April 2020 which shows the number of gate activations, activations by time of day, and duration of activations. The operations data indicated the gates on Greenough Drive activated on average 28 times per day during the month of May. Gate activations varied from 15 seconds to 40 minutes in duration. The mean closed time was 4.5 minutes and the median closed time was 6 minutes. Typically, longer gate closures occurred during the early morning hours to limit conflicts with vehicle traffic. This data was used to develop the operational model for the study area.

F. TRAFFIC CONGESTION ISSUES

The primary congestions issues with this location are associated with vehicle queuing near the MRL railroad tracks. Under normal peak-hour traffic conditions, the existing lane configuration functions relatively efficiently At LOS A or B under peak traffic conditions (see Tables 3 & 4 on pages 12). However, the roadway configuration causes some congestion issues leading to intermittent vehicle queuing onto the tracks, even in normal operating conditions. The distance between the Madison Street intersection and the MRL railroad tracks is 70 feet. If a vehicle slows or stops to turn left from Greenough Street onto Madison Street, the available queuing distance is limited to 40 feet between Madison Street and the railroad tracks. 40 feet is only adequate space for 1-2 vehicles. The curve in the road at this location also makes visibility difficult so drivers cannot see what the source of the roadway congestion may be (left-turns, pedestrians, etc.). These combined conditions create a hazard of drivers stopping on the tracks. Field observations by ATS indicated that this is a regular occurrence. A similar condition exists north of the railroad track at the intersection with 2nd_{Street. Drivers attempting to turn left at this}

intersection from Greenough Drive onto 2nd_{Street can block traffic and create a vehicle queue}

across the railroad track. The distance from the intersection to the tracks is 30 feet at 2nd_Street,

leaving room for no more than vehicle. The primary queuing deficiencies at this location are shown graphically in Figure 3.

When the railroad gates are closed, traffic can divert around the crossing by diverting a significant distance to the Orange Street underpass, until traffic backs up a sufficient distance to prevent vehicles from making turning movements at the intersections.

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traffic volumes. Additionally, some traffic will re-route when trains are passing which is difficult to account for in the traffic model.

Based on the April 2020 data provided by MRL, the crossing had 77 gate activations during the AM peak weekday traffic period (7:00 AM to 9:00 AM) and 59 gate activations during the PM peak weekday traffic period (4:00 PM to 6:00 PM). Gate activations during the peak traffic periods averaged 1.6 activations per hour in April 2020. The average activation time during the peak period was just over 5 minutes but varied from 20 seconds to 17 minutes.

Figure 3 - Traffic Congestion Modes

G. POTENTIAL TRAFFIC MITIGATION STRATEGIES

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and 2nd_{Street intersection simultaneously while preventing any queuing at the railroad crossing.}

This would require a complicated and abnormal signal timing configuration which would allow all vehicles to clear the crossing zone during every red phase. This would lead to significant deficiencies in the general traffic signal operations and would likely decrease the overall Level of Service (LOS) under most conditions. A traffic signal at this location would also not likely meet warrants for installation as defined by the Manual on Uniform Traffic Control Devices. At this time, a traffic signal is not recommended for this location.

Establishing a roundabout at the Madison Street intersection would provide a variety of benefits at the intersection. The roundabout would accommodate a steady flow of traffic at the intersection and would generally improve the LOS for drivers waiting to turn onto Spruce Street. The roundabout would also lower traffic speeds near the intersection and shorten the crossing distances for pedestrians. The roundabout would allow the area to clear traffic faster after a train has passed by eliminating the left-turn congestion at Madison Street, while making it easier for drivers to make U-turns in search of other routes across the tracks. Conceptual plans for these traffic mitigation measures are shown in Figure 4.

At 2nd_{Street, it would be beneficial to develop a northbound left-turn lane on Greenough Drive}

or a roundabout at this location to improve traffic flow and eliminate the existing left-turn congestion issues. However, the proximity of the intersection to the railroad tracks would make any improvements at this location improbable with the current road layout. It is likely the intersection with 2nd_{Street would need to be moved north away from the railroad crossing by}

50-100 feet to allow the installation of any roadway improvements. Based on a review of the sight-distances at the 2nd_{Street approach, it is likely that the 2}nd_{Street approach was pushed to}

the south near the railroad crossing in order to provide additional sight distance to the north along Greenough Drive. It may be possible to adjust the geometry of this intersection and the design requirements to move this approach to the north far enough to provide room for the recommended left-turn lane without making alterations to the embankment along I-90. The inclusion of a roundabout at the 2nd_{Street approach instead of the turn lane would eliminate the}

sight distance issues associated with moving the approach and may be a preferred alternative if a roundabout can be designed to fit in this space. Determining the details of the approach design will require additional survey data to evaluate if all of the required features can be accommodated.

Overall, it would be more advantageous to make improvements at Madison Street versus 2nd

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A right-turn slip lane along Spruce Street at Madison Street was reviewed for operation with the roundabout to match the existing lane at that location, but this option did not show major improvements to delay or clear time. It is recommended that a right-turn slip lane be explored during the design process but at this time it is unclear if this slip lane could be implemented given the existing ROW restrictions at the site. The existing slip lane is only useful when the gate is closed and vehicles start to queue past Madison Street. The slip lane provides little benefit during normal operations as it is generally unnecessary. The length of the current slip lane 150 feet, while the slip lane does provide some traffic flow improvements at the intersection under some conditions, once the eastbound through vehicle queues extend past the slip lane (approximately 6 vehicles) the slip lane cannot be reached and no longer providers major benefits at the intersection.

Based on the LOS and queuing analysis, the slip lane at Madison Street only provided small improvement to the operations at the intersection (0.2 to 0.8 seconds per vehicle). However, in some instances the slip lane does provide value to keep traffic flowing through the study area. The downstream impacts of the slip lane will be determined in the design review as the impacts of the lane will be largely determined by the possible geometric design options for the roundabout entrance and exit lanes. It may be possible to include two eastbound approach lanes into the roundabout and one exit lane which will not require any downstream road modification for merging.

H. TRAFFIC SIMULATION

Using the data collected for this project ATS developed a corridor traffic model for the study area using the Synchro 10 traffic software. Synchro 10 is a software package which is used to produce accurate simulations of roadway networks for modeling, operations, visualization, and roadway design purposes. The software also automates intersection control, lane, and link modifications. The Synchro 10 software provides valuable information regarding current roadway operations patterns and lets users analyze possible future roadway functionality using existing or alternative intersection configurations and traffic controls.

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Based on the modeling and operations analysis during normal operating conditions, the study intersections along the corridor currently operate at a good LOS based on the wait times for vehicles in the morning, noon and evening (measured in seconds per vehicle, or seconds/vehicle). The LOS with the current traffic configuration and with a roundabout at the Madison is shown in Tables 3 and 4. The proposed roundabout at the Madison Street intersection would significantly improve the LOS for the Madison Street approach under all traffic conditions.

The installation of a roundabout was also explored for the intersection of Greenough Drive and 2nd_{Street. The installation of a roundabout at 2}nd_{Street would improve the LOS at this location}

but would not have a significant influence on the LOS at Madison Street. This option may provide a variety of benefits, but it was unclear if there is sufficient room to include a roundabout north of the railroad track.

Table 3 – 2020 Level of Service Summary Existing

AM Peak Hour Noon Peak Hour PM Peak Hour

Intersection Delay

(Sec.) LOS (Sec.) Delay LOS (Sec.) Delay LOS

Madison & Spruce 14.4 B 8.9 A 11.4 B

Greenough & 2nd _12.5 _B _12.0 _B _13.5 _B

Table 4 – 2020 Level of Service Summary With Roundabout at Spruce

Madison & Spruce 6.8 A 4.6 A 4.6 A

Greenough & 2nd _12.5 _B _12.0 _B _13.5 _B

Table 5 – 2020 Level of Service Summary With Roundabout at Spruce Street & 2nd_Street

Madison & Spruce 5.1 A 4.6 A 4.6 A

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Overall, the installation of roundabouts at Spruce Street and 2nd Street should improve vehicle delay and queuing on all approaches. With the current road configurations and traffic controls, when gate activations cause traffic congestion every traffic movement has the potential of being impacted. Both thru movements at Spruce Street and 2nd Street have left-turn congestion potential and all side-street traffic is obstructed until most of the traffic passes on Spruce Street. Roundabout(s) will provide better operation under almost all conditions assuming people do not enter the roundabout and obstruct traffic when the roundabout is blocked by a gate activation. Extra signing may be necessary to instruct drivers to prevent blockage and keep the roundabout operating at a limited level through a gate activation.

The Synchro model was used to evaluate how long it takes vehicles within the area to clear after the crossing gates had been closed for a period of five minutes during peak-hour traffic conditions. The analysis was performed by simulating the traffic flow at the intersection with the crossing closed and then recording how rapidly the intersections would clear with the current road configuration, with a roundabout at Madison Street, and with an additional left-turn lane at 2nd Street. Without a left-turn treatment or roundabout at 2nd Street, traffic will be more likely to back into the roundabout at Spruce Street. However, this condition currently exists and creates similar congestion issues at the Spruce Street intersection. A left-turn lane or roundabout will largely correct this issue and would improve the intersection operations and total clearing times as shown in Table 5.

The Synchro analysis of these scenarios showed that traffic would clear 1-2 minutes faster after a train has passed with a roundabout at Madison Street and 1-3 minutes faster with a roundabout at Madison Street and additional turning lanes at 2nd_{Street. These improvements are created by}

eliminating the left-turn traffic conflicts at the intersections. It should be noted that the roundabout clearing times are slightly higher if a roundabout is also included at 2nd_{Street. This}

is due to the necessary vehicle slowing and occasional minor cueing of northbound traffic at the 2nd_{Street roundabout which creates slightly more delay than the free-flow of traffic from the}

existing STOP controlled intersection configuration at 2nd_Street.

Table 6 - Synchro Traffic Simulation Results- Average Intersection Clearing Time

Existing

Configuration Roundabout Madison St. Madison Street Roundabout + Left Turn Lane

Roundabouts at Madison Street and 2nd_Street

AM Peak Hour 4:20 3:30 3:20 3:50

Noon Peak Hour 4:40 3:40 3:10 2:20

PM Peak Hour 7:50 5:20 4:15 4:30

I. CHALLENGES WITH ROUNDABOUTS

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weighed against the potential benefits to determine if a roundabout installation would be beneficial at a particular location.

1. Roundabouts can become clogged if drivers are stopped in the roundabout. If a vehicle stops within a roundabout and blocks the approaches, the traffic flow around the circle can be stopped, preventing any traffic movements until the vehicles within the roundabout can flow out of the circle. In this instance, it would be important to direct drivers at the roundabout to not block the approaches if a gate closure is occurring to allow other traffic movements (i.e. northbound left or U-turn) to keep flowing. However, this issue already exists when the vehicle queues become long enough that drivers can no longer reach the intersection under the current conditions.

2. Roundabouts must be designed to allow free movement of all vehicle types and may require significant area to provide a functional design. Typically, the minimum diameter of a roundabout is 100-110 feet. The right-of way restrictions in this area may make fitting a roundabout difficult.

3. Adding additional lanes to a roundabout can be difficult. The existing eastbound right-turn lane at the intersection is valuable to allow drivers to bypass cars stopped at the railroad tracks. There may not be sufficient room to allow this lane to exist with a roundabout.

4. If a roundabout has one predominant traffic flow direction no gaps can remain for side-street traffic. In this case there is a good mix of through and turning vehicles which will allow the roundabout to flow (see traffic volume data in Appendix A).

J. CONCLUSIONS AND RECOMMENDATIONS

Overall, traffic flow rates and intersection operations in this area are typical of many areas in Missoula and are generally functioning properly. Traffic volumes in this area have been relatively consistent over the last 20 years and seasonal traffic variations are relatively small.

The majority of the traffic congestion at this location occurs when vehicles are attempting to clear the nearby intersections after the railway gates have been closed. Gate closures at this location occur 20-30 time each day and average 4-6 minutes in duration.

Based on this traffic analysis, the installation of a roundabout would provide improved traffic flow through this area and would clear traffic faster after a train has passed. The roundabout would also improve safety by allowing vehicles to clear the tracks, lowering vehicle speeds, and providing better pedestrian facilities. It is recommended that the installation of a roundabout design be explored in detail at this location. Geometric challenges of installing a roundabout at this location will need to be considered. If possible, the intersection of 2nd_{Street and Greenough}

Drive should be modified with a roundabout or a separated left-turn lane for northbound traffic. This modification would require moving the 2nd_{Street approach to the north by approximately}

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Given sufficient room to develop roundabouts and additional lanes in this area, we believe constructing these improvements would improve traffic flow patterns and enhance safety at the railroad crossing. The LOS analysis and traffic modeling produced for the traffic report shows that roundabouts and/or additional lanes can improve the traffic flow and reduce overall vehicle delay in this area. However, the exact placement and features of these roundabouts (size, lane configuration, design vehicle, pedestrian/bike facilities, and public guidance) will have significant impacts on the performance of these intersections. These intersection designs will be highly dependent on the existing physical features and right-of-way availability at this location.

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APPENDIX A

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2020 Traffic Counts

Raw Data (City of Missoula) 61

AM N 2nd St 351 7:30-8:30 38 30 50 82 189 405 Spruce St 216 384 59 58 104 78 45 397 Madison Greenaugh 2020 Traffic Counts

Factored Data (ATS) 30

Noon N 2nd St 230 12:00-1:00 46 32 31 215 153 262 Spruce St 109 406 160 30 269 63 109 311 Madison Greenaugh 2020 Traffic Counts

Raw Data (City of Missoula) 26

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APPENDIX B

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Scenario 1 10:25 am 05/14/2020 Baseline AM Peak Hour Synchro 11 Report Page 1 Intersection

Int Delay, s/veh 5

Movement EBT EBR WBL WBT NBL NBR

Lane Configurations

Traffic Vol, veh/h 59 78 216 189 58 45

Future Vol, veh/h 59 78 216 189 58 45

Conflicting Peds, #/hr 0 0 0 0 0 0

Sign Control Free Free Free Free Stop Stop

RT Channelized - None - None - Stop

Storage Length - 150 - - 0

-Veh in Median Storage, # 0 - - 0 0

-Grade, % 0 - - 0 0

-Peak Hour Factor 85 85 85 85 85 85

Heavy Vehicles, % 1 1 1 1 1 1

Mvmt Flow 69 92 254 222 68 53

Major/Minor Major1 Major2 Minor1

Conflicting Flow All 0 0 161 0 799 69

Stage 1 - - - - 69 Stage 2 - - - - 730 -Critical Hdwy - - 4.11 - 6.41 6.21 Critical Hdwy Stg 1 - - - - 5.41 -Critical Hdwy Stg 2 - - - - 5.41 -Follow-up Hdwy - - 2.209 - 3.509 3.309

Pot Cap-1 Maneuver - - 1424 - 356 997

Stage 1 - - - - 956

Stage 2 - - - - 479

-Platoon blocked, % - -

-Mov Cap-1 Maneuver - - 1424 - 283 997

Mov Cap-2 Maneuver - - - - 283

Stage 1 - - - - 956

Stage 2 - - - - 381

-Approach EB WB NB

HCM Control Delay, s 0 4.3 14.4

HCM LOS B

Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT

Capacity (veh/h) 503 - - 1424

-HCM Lane V/C Ratio 0.241 - - 0.178

-HCM Control Delay (s) 14.4 - - 8.1 0

HCM Lane LOS B - - A A

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-Scenario 1 10:25 am 05/14/2020 Baseline AM Peak Hour Synchro 11 Report Page 2 Intersection

Int Delay, s/veh 2.2

Movement EBL EBT WBT WBR SEL SER

Lane Configurations

Traffic Vol, veh/h 32 82 351 61 38 50

Future Vol, veh/h 32 82 351 61 38 50

RT Channelized - None - None - None

Storage Length - - - 120 0 170

Veh in Median Storage, # - 0 0 - 0

-Grade, % - 0 0 - 0

Mvmt Flow 38 96 413 72 45 59

Conflicting Flow All 485 0 - 0 585 413

Stage 1 - - - - 413 Stage 2 - - - - 172 -Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 -Critical Hdwy Stg 2 - - - - 5.42 -Follow-up Hdwy 2.218 - - - 3.518 3.318

Pot Cap-1 Maneuver 1078 - - - 473 639

Stage 1 - - - - 668

Stage 2 - - - - 858

-Mov Cap-1 Maneuver 1078 - - - 455 639

Stage 1 - - - - 643

Stage 2 - - - - 858

-Approach EB WB SE

HCM Control Delay, s 2.4 0 12.3

HCM LOS B

Minor Lane/Major Mvmt EBL EBT WBT WBR SELn1 SELn2

Capacity (veh/h) 1078 - - - 455 639

HCM Lane V/C Ratio 0.035 - - - 0.098 0.092

HCM Control Delay (s) 8.5 0 - - 13.8 11.2

HCM Lane LOS A A - - B B

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Scenario 1 10:25 am 05/14/2020 Baseline Noon Peak Hour Synchro 11 Report Page 1 Intersection

Lane Configurations

Traffic Vol, veh/h 160 63 109 153 30 109

Future Vol, veh/h 160 63 109 153 30 109

-Grade, % 0 - - 0 0

Mvmt Flow 188 74 128 180 35 128

Pot Cap-1 Maneuver - - 1308 - 451 857

Stage 1 - - - - 846

Stage 2 - - - - 654

-Mov Cap-1 Maneuver - - 1308 - 402 857

Stage 1 - - - - 846

Stage 2 - - - - 583

-Approach EB WB NB

HCM LOS A

HCM Lane LOS A - - A A

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-Scenario 1 10:25 am 05/14/2020 Baseline Noon Peak Hour Synchro 11 Report Page 2 Intersection

Lane Configurations

Traffic Vol, veh/h 32 215 230 30 46 31

Future Vol, veh/h 32 215 230 30 46 31

-Grade, % - 0 0 - 0

Mvmt Flow 38 253 271 35 54 36

Pot Cap-1 Maneuver 1255 - - - 464 768

Stage 1 - - - - 775

Stage 2 - - - - 729

-Mov Cap-1 Maneuver 1255 - - - 448 768

Stage 1 - - - - 748

Stage 2 - - - - 729

-Approach EB WB SE

HCM Control Delay, s 1 0 12.4

HCM LOS B

Capacity (veh/h) 1255 - - - 448 768

HCM Lane V/C Ratio 0.03 - - - 0.121 0.047

HCM Control Delay (s) 8 0 - - 14.1 9.9

HCM Lane LOS A A - - B A

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Scenario 1 10:25 am 05/14/2020 Baseline PM Peak Hour Synchro 11 Report Page 1 Intersection

Lane Configurations

Traffic Vol, veh/h 232 90 104 107 83 171

Future Vol, veh/h 232 90 104 107 83 171

-Grade, % 0 - - 0 0

Mvmt Flow 273 106 122 126 98 201

Pot Cap-1 Maneuver - - 1185 - 439 768

Stage 1 - - - - 775

Stage 2 - - - - 701

-Mov Cap-1 Maneuver - - 1185 - 390 768

Stage 1 - - - - 775

Stage 2 - - - - 623

-Approach EB WB NB

HCM LOS B

HCM Lane LOS B - - A A

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-Scenario 1 10:25 am 05/14/2020 Baseline PM Peak Hour Synchro 11 Report Page 2 Intersection

Lane Configurations

Traffic Vol, veh/h 47 351 170 26 72 53

Future Vol, veh/h 47 351 170 26 72 53

-Grade, % - 0 0 - 0

Mvmt Flow 55 413 200 31 85 62

Pot Cap-1 Maneuver 1343 - - - 395 843

Stage 1 - - - - 836

Stage 2 - - - - 597

-Mov Cap-1 Maneuver 1343 - - - 374 843

Stage 1 - - - - 792

Stage 2 - - - - 597

-Approach EB WB SE

HCM LOS B

Capacity (veh/h) 1343 - - - 374 843

HCM Lane V/C Ratio 0.041 - - - 0.226 0.074

HCM Control Delay (s) 7.8 0 - - 17.4 9.6

HCM Lane LOS A A - - C A

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Scenario 1 10:25 am 05/14/2020 Madison Roundabout AM Peak Hour Synchro 11 Report Page 1 Intersection

Intersection Delay, s/veh 6.8

Intersection LOS A

Approach EB WB NB

Entry Lanes 2 1 1

Conflicting Circle Lanes 1 1 1

Adj Approach Flow, veh/h 161 476 121

Demand Flow Rate, veh/h 163 481 123

Vehicles Circulating, veh/h 257 69 70

Vehicles Exiting, veh/h 293 70 350

Follow-Up Headway, s 3.186 3.186 3.186

Ped Vol Crossing Leg, #/h 0 0 0

Ped Cap Adj 1.000 1.000 1.000

Approach Delay, s/veh 5.1 8.6 2.3

Approach LOS A A A

Lane Left Right Left Left Bypass

Designated Moves LT R LT L R

Assumed Moves LT R LT L R

RT Channelized Free

Lane Util 0.429 0.571 1.000 1.000

Critical Headway, s 5.193 5.193 5.193 5.193

Entry Flow, veh/h 70 93 481 69 54

Cap Entry Lane, veh/h 874 874 1055 1054 1818

Entry HV Adj Factor 0.990 0.989 0.989 0.986 0.990

Flow Entry, veh/h 69 92 476 68 53

Cap Entry, veh/h 865 864 1043 1038 1800

V/C Ratio 0.080 0.106 0.456 0.065 0.029

Control Delay, s/veh 4.9 5.2 8.6 4.0 0.0

LOS A A A A A

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Scenario 1 10:25 am 05/14/2020 Madison Roundabout AM Peak Hour Synchro 11 Report Page 1 Intersection

Lane Configurations

Traffic Vol, veh/h 32 82 351 61 38 50

Future Vol, veh/h 32 82 351 61 38 50

Storage Length 0 - - 120 0 170

-Grade, % - 0 0 - 0

Mvmt Flow 38 96 413 72 45 59

Pot Cap-1 Maneuver 1078 - - - 473 639

Stage 1 - - - - 668

Stage 2 - - - - 858

-Mov Cap-1 Maneuver 1078 - - - 456 639

Stage 1 - - - - 645

Stage 2 - - - - 858

-Approach EB WB SE

HCM LOS B

Capacity (veh/h) 1078 - - - 456 639

HCM Lane V/C Ratio 0.035 - - - 0.098 0.092

HCM Control Delay (s) 8.5 - - - 13.8 11.2

HCM Lane LOS A - - - B B

(29)

Scenario 1 10:25 am 05/14/2020 Madison Roundabout Noon Peak Hour Synchro 11 Report Page 1 Intersection

Intersection LOS A

Approach EB WB NB

Entry Lanes 2 1 1

Ped Cap Adj 1.000 1.000 1.000

Approach LOS A A A

RT Channelized Free

Lane Util 0.717 0.283 1.000 1.000

Entry Flow, veh/h 190 75 311 35 129

Flow Entry, veh/h 188 74 308 35 128

Cap Entry, veh/h 983 980 1081 934 1800

V/C Ratio 0.191 0.076 0.285 0.037 0.071

LOS A A A A A

(30)

Scenario 1 10:25 am 05/14/2020 Madison Roundabout Noon Peak Hour Synchro 11 Report Page 1 Intersection

Lane Configurations

Traffic Vol, veh/h 32 215 230 30 46 31

Future Vol, veh/h 32 215 230 30 46 31

-Grade, % - 0 0 - 0

Mvmt Flow 38 253 271 35 54 36

Pot Cap-1 Maneuver 1255 - - - 464 768

Stage 1 - - - - 775

Stage 2 - - - - 729

-Mov Cap-1 Maneuver 1255 - - - 450 768

Stage 1 - - - - 752

Stage 2 - - - - 729

-Approach EB WB SE

HCM Control Delay, s 1 0 12.4

HCM LOS B

Capacity (veh/h) 1255 - - - 450 768

HCM Lane V/C Ratio 0.03 - - - 0.12 0.047

HCM Control Delay (s) 8 - - - 14.1 9.9

HCM Lane LOS A - - - B A

(31)

Scenario 1 10:25 am 05/14/2020 Madison Roundabout PM Peak Hour Synchro 11 Report Page 1 Intersection

Intersection LOS A

Approach EB WB NB

Entry Lanes 2 1 1

Ped Cap Adj 1.000 1.000 1.000

Approach LOS A A A

RT Channelized Free

Lane Util 0.721 0.279 1.000 1.000

Entry Flow, veh/h 276 107 250 99 203

Flow Entry, veh/h 273 106 248 98 201

Cap Entry, veh/h 989 990 1014 849 1800

V/C Ratio 0.276 0.107 0.244 0.115 0.112

LOS A A A A A

(32)

Scenario 1 10:25 am 05/14/2020 Madison Roundabout PM Peak Hour Synchro 11 Report Page 1 Intersection

Lane Configurations

Traffic Vol, veh/h 47 351 170 26 72 53

Future Vol, veh/h 47 351 170 26 72 53

-Grade, % - 0 0 - 0

Mvmt Flow 55 413 200 31 85 62

Pot Cap-1 Maneuver 1337 - - - 393 841

Stage 1 - - - - 834

Stage 2 - - - - 595

-Mov Cap-1 Maneuver 1337 - - - 377 841

Stage 1 - - - - 800

Stage 2 - - - - 595

-Approach EB WB SE

HCM Control Delay, s 0.9 0 14

HCM LOS B

Capacity (veh/h) 1337 - - - 377 841

HCM Lane V/C Ratio 0.041 - - - 0.225 0.074

HCM Control Delay (s) 7.8 - - - 17.3 9.6

HCM Lane LOS A - - - C A

(33)

Scenario 1 10:25 am 05/14/2020 Madison + 2nd Roundabout AM Peak Hour Synchro 11 Report Page 1 Intersection

Intersection LOS A

Approach EB WB NB

Entry Lanes 2 1 1

Ped Cap Adj 1.000 1.000 1.000

Approach LOS A A A

Designated Moves LT R LT L R Assumed Moves LT R LT L R RT Channelized Free Lane Util 0.429 0.571 1.000 1.000 Follow-Up Headway, s 2.535 2.535 2.609 2.609 Critical Headway, s 4.544 4.544 4.976 4.976 54

Entry Flow, veh/h 70 93 481 69 1818

Cap Entry Lane, veh/h 1124 1124 1286 1285 0.990

Entry HV Adj Factor 0.990 0.989 0.989 0.986 53

Flow Entry, veh/h 69 92 476 68 1800

Cap Entry, veh/h 1113 1112 1272 1266 0.029

V/C Ratio 0.062 0.083 0.374 0.054 0.0

Control Delay, s/veh 3.8 3.9 6.4 3.3 A

LOS A A A A 0

(34)

Scenario 1 10:25 am 05/14/2020 Madison + 2nd Roundabout AM Peak Hour Synchro 11 Report Page 2 Intersection

Intersection LOS A

Approach EB WB SE

Entry Lanes 1 2 2

Ped Cap Adj 1.000 1.000 1.000

Approach LOS A A A

Lane Left Left Right Left Right

Designated Moves LT LT R L TR Assumed Moves LT LT R L TR RT Channelized Lane Util 1.000 0.852 0.148 0.434 0.566 Follow-Up Headway, s 2.609 2.535 2.535 2.535 2.535 Critical Headway, s 4.976 4.544 4.544 4.544 4.544

Entry Flow, veh/h 137 421 73 46 60

Flow Entry, veh/h 134 413 72 45 59

Cap Entry, veh/h 1289 1344 1352 947 952

V/C Ratio 0.104 0.307 0.053 0.048 0.062

LOS A A A A A

(35)

Scenario 1 10:25 am 05/14/2020 Madison + 2nd Roundabout Noon Peak Hour Synchro 11 Report Page 1 Intersection

Intersection LOS A

Approach EB WB NB

Entry Lanes 2 1 1

Ped Cap Adj 1.000 1.000 1.000

Approach LOS A A A

RT Channelized Free

Lane Util 0.717 0.283 1.000 1.000

Entry Flow, veh/h 190 75 311 35 129

Flow Entry, veh/h 188 74 308 35 128

Cap Entry, veh/h 983 980 1081 934 1800

V/C Ratio 0.191 0.076 0.285 0.037 0.071

LOS A A A A A

(36)

Scenario 1 10:25 am 05/14/2020 Madison + 2nd Roundabout Noon Peak Hour Synchro 11 Report Page 2 Intersection

Intersection LOS A

Approach EB WB SE

Entry Lanes 1 2 2

Ped Cap Adj 1.000 1.000 1.000

Approach LOS A A A

Designated Moves LT LT R L TR

Assumed Moves LT LT R L TR

RT Channelized

Lane Util 1.000 0.885 0.115 0.598 0.402

Critical Headway, s 5.193 5.193 5.193 5.193 5.193

Entry Flow, veh/h 297 276 36 55 37

Flow Entry, veh/h 291 271 35 54 36

Cap Entry, veh/h 1048 1065 1057 842 834

V/C Ratio 0.278 0.254 0.033 0.064 0.043

LOS A A A A A

(37)

Scenario 1 10:25 am 05/14/2020 Madison + 2nd Roundabout PM Peak Hour Synchro 11 Report Page 1 Intersection

Intersection LOS A

Approach EB WB NB

Entry Lanes 2 1 1

Ped Cap Adj 1.000 1.000 1.000

Approach LOS A A A

RT Channelized Free

Lane Util 0.721 0.279 1.000 1.000

Entry Flow, veh/h 276 107 250 99 203

Flow Entry, veh/h 273 106 248 98 201

Cap Entry, veh/h 989 990 1014 849 1800

V/C Ratio 0.276 0.107 0.244 0.115 0.112

LOS A A A A A

(38)

Scenario 1 10:25 am 05/14/2020 Madison + 2nd Roundabout PM Peak Hour Synchro 11 Report Page 2 Intersection

Intersection LOS A

Approach EB WB SE

Entry Lanes 1 2 2

Ped Cap Adj 1.000 1.000 1.000

Approach LOS A A A

Designated Moves LT LT R L TR

Assumed Moves LT LT R L TR

RT Channelized

Lane Util 1.000 0.864 0.136 0.580 0.420

Critical Headway, s 5.193 5.193 5.193 5.193 5.193

Entry Flow, veh/h 477 204 32 87 63

Flow Entry, veh/h 468 200 31 85 62

Cap Entry, veh/h 1016 1047 1035 900 907

V/C Ratio 0.461 0.191 0.030 0.094 0.068

LOS A A A A A

Spruce Street Railroad Crossing Intersection Improvements Traffic Report UPDATE

Spruce Street Railroad Crossing

Intersection Improvements

Traffic Report UPDATE

Missoula, Montana

The City of Missoula

435 Ryman St.

Missoula, MT 59802

April, 2021

Table of Contents

List of Figures

List of Tables

Spruce Street Railroad Crossing

Intersection Improvements Traffic Report

April, 2021

Historic Traffic Volumes 2000-2019

APPENDIX A

APPENDIX B