Appendix G:

Railroad Crossing Traffic Effect 

Analysis at C and D Streets

1 

Final Technical Memorandum 

To: WSDOT Rail Office Date: February 14, 2013

From: Cary Stewart, PE Project: Point Defiance Bypass – EA 

cc: Josh Metcalf, PE

WD Baldwin, PE 

Job No.: 151066

Subject: Railroad Crossing Traffic Effect Analysis at C and D Streets

1. Introduction 

The purpose of this technical memorandum is to review the potential level of effect caused by the future 

blocking of East C Street and East D Street two times per day for the six minutes the Amtrak Coast 

Starlight train is stopped at the Tacoma Dome Station. Additionally, this memo is to identify alternate 

routes for detours and measures for identifying these routes to drivers. The analysis of the street network 

operation outside of this area is not part of the scope of this memorandum 

 

The Point Defiance Bypass Project proposes to relocate the Tacoma Amtrak station to the Freighthouse 

Square Building on East 25th Street in the City of Tacoma. The Tacoma Dome Station will be served by 

Sound Transit, Pierce Transit, Intercity Transit and Amtrak upon completion of the Point Defiance Bypass 

Project. A parking structure is located across East 25th Street and two outdoor overflow parking lots are off 

East C Street and East D Street. 

The Tacoma Dome is an indoor arena for sporting events, expos and concerts, and has a seating capacity

of up to 23,000 depending on the type of event. Two of the main access points for the Tacoma Dome and

its parking areas are located on East C Street and East D Street. The Tacoma Dome is roughly 1000 feet

southeast of the proposed location of the Tacoma Dome Station. 

Amtrak will operate two passenger services, the Cascades service and the Coast Starlight long distance

train on the rail line that serves the Tacoma Dome Station. Additionally, Sound Transit operates one 

commuter service, Sounder service, which currently serves the Tacoma Dome Station. All three services

are scheduled to stop at the station for up to six minutes to allow passengers to disembark or board the 

trains. The Cascades and Sounder trains are typically about 700 feet long or less, which is shorter than the 

length of the station and its platform. The Cascades and Sounder trains do not block East C Street and 

East D Street while in the station. The operational intent is that the gates on East D Street will remain up 

while the Cascades and Sounder trains are stopped in the station. The Coast Starlight train is 1235 feet 

long, which is longer than the station and its platform. While stopped at the station, the Coast Starlight will 

extend out of the station and across East C Street and East D Street. This means that surface traffic will be 

affected during the time the Coast Starlight is at the station. Infrequently, the Coast Starlight stop may 

coincide with an event at the Tacoma Dome. Table 1 shows the proposed Coast Starlight train schedule. 

These times are outside of the typical weekday peak hours, 5:00AM to 6:00AM and 5:00PM to 6:00PM, for 

these streets. 
Railroad Crossing Traffic Effect Analysis at C and D Streets 

February 14, 2013 

2 

Table 1: Coast Starlight Tacoma Dome Station Schedule 

Train Arrive Depart 

Southbound 10:25 AM 10:31 AM 

Northbound 7:05 PM 7:11 PM 

2. Study Scope 

The length of the Coast Starlight causes it to block East C Street and East D Street at the roadway grade 

crossing for six minutes while it is stopped at the station. Infrequently, the two times per day these two 

trains blocking the streets can coincide with events at the Tacoma Dome. This traffic study identifies the 

possible effect this has on this short-term increase in vehicle and pedestrian traffic on East C Street and 

East D Street during a Coast Starlight stop. This event is the worst-case scenario in which the maximum 

anticipated surface traffic will coincide with a blockage of East C and East D Streets. Minimization 

measures will be provided if the Coast Starlight dwell times degrade the Level of Service (LOS) on East C 

and D Streets to an unacceptable LOS (LOS E or F). 

The scope of this study is to analyze the effect of this localized, short-term static event on traffic using East 

C Street and East D Street during increased traffic before Tacoma Dome events. The analysis results 

being used to show this effect are the change in average vehicle delay in seconds and the length of the 

queue in feet that develops during this six minute period. No operational analyses looking at optimizing 

signal timing, signal coordination and/or intersections beyond the four identified are part of this study. More 

detailed analysis will occur during the design of the actual improvements. This study is to identify the 

magnitude of this effect and identify potential minimizations for this effect. 

Temporary street blockages of the projects crossings due to a moving train event, were already analyzed 

as part of the Traffic and Transportation Discipline Report, presented as Appendix E of the Point Defiance 

Bypass Project Environmental Assessment (FRA, 2013). 

3. Data Collection 

The City of Tacoma provided an event schedule for upcoming Tacoma Dome events. Manual turning 

movement and pedestrian counts were collected for two hours prior to the starting of several events over 

the January 4th 2013 weekend. A list of events, schedule and time periods selected for data collection are 

shown in Table 2. The Advanced Auto Parts Monster Jam monster truck event is typical of the bigger 

events that occur at the Tacoma Dome. All of the monster truck events were very well attended. 

Additionally, another all-day event was occurring on the same Saturday and Sunday making these days 

good worst case examples. Most of the Tacoma dome events are on weekends. During February and 

March 2013 there are 9 events on 15 days, all on a Friday, Saturday and/or Sunday. 
Railroad Crossing Traffic Effect Analysis at C and D Streets

February 14, 2013 

3 

Table 2: Tacoma Dome Event and Data Collection Schedule 

Date Event Starting Time Data Collection Period 

Friday, January 4th Advanced Auto Parts Monster Jam 7:30 PM 5:30 PM – 7:30 PM 

Saturday, January 5th Tacoma Wedding Expo 9:30 AM Not selected – Ongoing event 

Saturday, January 5th Advanced Auto Parts Monster Jam 2:00 PM 12:00 PM – 2:00 PM 

Saturday, January 5th Advanced Auto Parts Monster Jam 7:30 PM 5:30 PM – 7:30 PM 

Sunday, January 6th Tacoma Wedding Expo 10:30 AM Not selected – Ongoing event 

Sunday, January 6th Advanced Auto Parts Monster Jam 1:00 PM 11:00 AM – 1:00 PM 

Machine tube counters were set up mid-blocks to collect 24-hour traffic counts, recorded in 15 minute 

intervals, for the entire days on Friday, January 4th; Saturday, January 5th; and Sunday, January 6th. 

Figure 1 shows the study area and the various count locations, including machine counts in mid-blocks, 

manual turning movement counts at the intersections, and pedestrian counts near the railroad crossings. 

Printouts of all traffic counts are included in the Appendix A. 

Figure 1: Study Area and Data Collection Map 
Railroad Crossing Traffic Effect Analysis at C and D Streets 

February 14, 2013 

4 

4. Vehicle and Pedestrian Analysis Methodology 

The capacity analysis was performed using the methodology outlined in the Highway Capacity Manual 

2000 (HCM 2000). In particular, vehicular Level of Service (LOS) was the primary measure of 

effectiveness used to identify intersection operation. LOS refers to the degree of congestion on a roadway 

or at an intersection, measured in average vehicle delay. LOS A represents free flow conditions (motorists 

experience little or no delay and traffic levels are well below roadway capacity). LOS F represents forceflow conditions (motorists experience very long delays and traffic levels exceed roadway capacity). In other 

words, when demand volumes exceed the capacity of the lane, extreme delays occur. Queuing may cause 

severe congestion, affecting multiple movements through the intersection. LOS A represents better 

operating conditions than LOS F. 

The vehicle delay calculated by HCM 2000 for unsignalized intersections is determined for each minor or 

controlled movement at an individual intersection. Table 3 shows the LOS criteria for unsignalized 

intersections. For signalized intersections, the average delay per vehicle calculated by HCM 2000 is 

estimated for each lane group and aggregated for each approach and for the intersection as a whole. 

Table 4 shows the LOS criteria for signalized intersections. 

For pedestrians HCM uses pedestrian space as the primary measure of effectiveness, with mean speed 

and flow rates as secondary measures. Table 5 shows the LOS criteria for pedestrians. 

Table 3: Vehicle Level of Service Criteria for Unsignalized Intersections 

Control Delay (d) (seconds/vehicle) 1 Level of Service 

d ≤ 10 A 

10 < d ≤ 15 B 

15 < d ≤ 25 C 

25 < d ≤ 35 D 

35 < d ≤ 50 E 

d > 50 F 

1. Delay is usually measured in seconds per vehicle on average. 

Table 4: Vehicle Level of Service Criteria for Signalized Intersections 

Control Delay (d) (seconds/vehicle) 1 Level of Service 

d ≤ 10 A 

10 < d ≤ 20 B 

20 < d ≤ 35 C 

35 < d ≤ 55 D 

55 < d ≤ 80 E 

d > 80 F 

1. Delay is usually measured in seconds per vehicle on average. 
Railroad Crossing Traffic Effect Analysis at C and D Streets 

February 14, 2013 

5 

Table 5: Recommended HCM Walkway Level of Service (LOS) Criteria 

LOS Space 

(ft2/ped) 

Flow Rate 

(ped/min/ft) 

Average Speed 

(ft/min) 

A >60 <5 >255 

B 40 – 60 5 – 7 250 – 255 

C 24 – 40 7 – 10 240 – 255 

D 15 – 24 10 – 15 225 – 240 

E 15 – 8 15 – 23 150 – 225 

F <8 >23 <150 

Since this was a localized, macroscopic event, the traffic analysis software program Synchro/SimTraffic 

(version 7.0) was selected to analyze the street network and intersections in the study area. Synchro is a 

macroscopic modeling program that uses the methodology in the HCM 2000. 

5. Analyses and Effect Review 

The following two scenarios were analyzed in this study. 

• Existing scenario - before Tacoma Dome event without Coast Starlight train blocking the East C 

Street and East D Street 

• With train scenario – before Tacoma Dome event with Coast Starlight train blocking the East C 

Street and East D Street for six minutes 

Pedestrian and vehicle counts collected two hours prior to the event capturing event pedestrian and vehicle 

traffic in the study area. The highest 15-minute volumes were used in the analyses for each event 

observed. This study evaluates how the intersections performed prior to the Tacoma Dome events when 

there is no train blockage involved, which considers the existing scenario. The result is then used as a 

base to compare to the blocking scenario of East C Street and East D Street for six minutes. The 

differences are the indications of the potential effect from the Amtrak Coast Starlight train. 

The following four intersections are identified as the study intersections based on their close proximity to 

the Tacoma Dome Station and Tacoma Dome. 

1. East C Street & East 25th Street (Signal control) 

2. East D Street & East 25th Street (Signal control) 

3. East C Street & East 26th Street (Two-way stop control) 

4. East D Street & East 26th Street (Signal control) 

Signal timing for the signalized intersections were provided by City of Tacoma and are included in 

Appendix B. The volumes used in the Synchro/SimTraffic model were manually balanced before 

simulating the intersections and rail-crossing operations before the Tacoma Dome events. The balancing

process employed the higher values of the unbalanced counts and these higher values were then used to 

account for a more conservative effect caused by the train on an event day. The following four weekend 

events were observed and analyzed. During these events the highest hourly volume before an event was

as high or higher than the PM peak hour. This analysis assumes that driver behavior will allow these four 

intersections to continue to function. Since these are two lane streets, there is a possibility that an 
Railroad Crossing Traffic Effect Analysis at C and D Streets 

February 14, 2013 

6 

improperly formed queue near the intersections, right-turn vehicles not staying close to the curb and/or leftturn vehicles not staying close to the centerline, could block the lane they are in. If this occurs the longest 

delay will be more than six minutes. 

1. Friday PM event 

2. Saturday Midday event 

3. Saturday PM event 

4. Sunday Midday event 

The results from the Synchro/SimTraffic analyses are shown in Table 6 and Table 7. The numbers 

recorded in Table 6 represent the total delay per vehicle at each intersection. An average of 5 simulation 

runs was done to derive these results. Both the existing scenario and the with train scenario use exactly 

the same variables, except for the train blockage. In other words, a simple comparison between the two 

only yields the effect from the train blockage. The Synchro/SimTraffic reports for the existing scenario and 

the with train scenario are included in Appendix C. 

Table 6: Levels of Services of the Study Intersections 

for Highest 15 Minute Period Before an Event Starting Without Detour

Event Intersection 

Delay/Veh2 (LOS)4

Delay/Veh 

Difference (sec) 

Existing W/O 

Train – C&D 

Open 

With Train – 

C&D Blocked 

Friday PM Event 

East C Street & East 25th Street 8.0 (A) 136.4 (F) 128.4 

East D Street & East 25th Street 8.8 (A) 108.2 (F) 99.4 

East C Street & East 26th Street1,3 38.1 (E) 82.5 (F) 44.4 

East D Street & East 26th Street 12.8 (B) 47.5 (D) 34.7 

Saturday Midday Event 

East C Street & East 25th Street 7.9 (A) 175.5 (F) 167.6 

East D Street & East 25th Street 9.3 (A) 98.9 (F) 89.6 

East C Street & East 26th Street1,3 26.0 (D) 76.5 (F) 50.5 

East D Street & East 26th Street 15.4 (B) 99.3 (F) 83.9 

Saturday PM Event 

East C Street & East 25th Street 6.9 (A) 108.1 (F) 101.2 

East D Street & East 25th Street 7.1 (A) 45.0 (D) 37.9 

East C Street & East 26th Street1,3 28.1 (D) 92.8 (F) 64.7 

East D Street & East 26th Street 9.7 (A) 30.8 (C) 21.1 

Sunday Midday Event 

East C Street & East 25th Street 7.4 (A) 59.0 (E) 51.6 

East D Street & East 25th Street 9.0 (A) 56.7 (E) 47.7 

East C Street & East 26th Street1,3 16.6 (C) 126.0 (F) 109.4 

East D Street & East 26th Street 15.1 (B) 35.0 (C) 19.9 

 Notes: 

1. Two-way stop controlled intersection. 
Railroad Crossing Traffic Effect Analysis at C and D Streets 

February 14, 2013 

7 

2. Delay, measured in seconds per vehicle, is a measure of all the delay contributable to traffic control measures, such as 

traffic signals or stop signs. At signalized intersections and all-way stop controlled intersections, the delay reported is 

the average of all the delay experienced for all the movements. At one-way or two-way stop controlled intersections, 

the reported delay is for only one movement: the movement experiencing the worst delay, which is typically one of the 

stop controlled side street approaches. 

3. Delay reported at two-way stop controlled intersections is not a valid indication of the operations at the entire 

intersection. 

4. LOS is the level of service, a concept based on the 2000 Highway Capacity Manual for unsignalized and signalized 

intersections. 

The results of the analysis for vehicles indicated that all four study intersections are operating under an 

acceptable LOS of D or better before the existing events, except for the SB through movement at East C

Street and East 26th Street before the Friday PM event. When a train blocks the streets for six minutes, the 

overall intersection level of service will decline by a minimum of two LOS levels at most study locations. 

The effect from the train could be as high as an average of 167.6 seconds (under 3 minutes) per vehicle at 

the intersection of East C Street and East 25th Street before a Saturday midday event, or as low as average 

of 19.9 seconds per vehicle at the intersection of East D Street and East 26th Street before a Sunday 

midday event. The total number of vehicles delayed during a Coast Starlight event dwelling at the Tacoma 

Dome Station is approximately 116 vehicles at East C Street/East 25th Street and approximately 109 

vehicles at East D Street/East 25th Street if no detour or other minimization measure was provided. On 

East 26th Street at the intersections with East C Street and East D Street the total vehicles delayed would 

be 40 and 168 respectively. 

Queue length is also a good indication of the effect on intersection performance. The 95th-percentile queue 

is defined to be the queue length (in vehicles) that has only a 5-percent probability of being exceeded 

during the analysis time period. It is a useful parameter for representing the worst condition, but it is not 

typical of what an average driver would experience. The 95th-percentile queue lengths computed by the 

Synchro/SimTraffic results are shown in Table 7. 

Table 7: 95th-Percentile Queue Lengths of the Study Intersections (in feet) 

for Highest 15 Minute Period Before an Event Starting Without Detour

Event Intersection 

Existing With Train 

EB WB NB SB EB WB NB SB 

Friday PM Event 

East C Street & East 25th Street 83 99 66 93 550 385 105 747 

East D Street & East 25th Street 98 124 81 111 197 885 161 720 

East C Street & East 26th Street 42 41 62 141 335 46 109 190 

East D Street & East 26th Street 218 117 114 162 363 568 429 201 

East C Street Railroad Crossing - - 0 57 - - 143 134 

East D Street Railroad Crossing - - 0 47 - - 218 147 

Saturday Midday 

Event 

East C Street & East 25th Street 109 97 82 98 999 375 114 837 

East D Street & East 25th Street 133 89 122 107 308 944 166 566 

East C Street & East 26th Street 46 30 75 148 194 67 141 194 

East D Street & East 26th Street 276 91 249 164 372 507 1600 208 

East C Street Railroad Crossing - - 7 40 - - 160 128 
Railroad Crossing Traffic Effect Analysis at C and D Streets 

February 14, 2013 

8 

East D Street Railroad Crossing - - 76 50 - - 214 152 

Saturday PM Event 

East C Street & East 25th Street 103 81 58 86 562 281 72 674 

East D Street & East 25th Street 90 77 90 89 203 254 134 556 

East C Street & East 26th Street 44 22 34 144 35 30 34 196 

East D Street & East 26th Street 130 96 109 143 204 305 428 181 

East C Street Railroad Crossing - - 0 64 - - 116 121 

East D Street Railroad Crossing - - 16 33 - - 203 147 

Sunday Midday Event 

East C Street & East 25th Street 115 86 80 84 518 216 123 399 

East D Street & East 25th Street 138 86 99 99 371 345 131 475 

East C Street & East 26th Street 53 27 45 105 464 101 106 175 

East D Street & East 26th Street 219 104 158 160 314 233 529 220 

East C Street Railroad Crossing - - 0 0 - - 175 133

East D Street Railroad Crossing - - 22 35 - - 196 157 

The 95th-percentile queue lengths of the existing scenario are shorter than the streets can accommodate. 

The queue length does not spill back to the upstream intersection on any approaches of the study 

intersections. However, when a train blocks the streets for six minutes, the queue length could be as high 

as 1600 feet on northbound of East D Street and East 26th Street before a Saturday midday event. It is 

estimated that it will take 7 to 9 minutes after the train leaves the station before the traffic signals return to 

normal function. Vehicles on southbound East C Street and East D Street tend to back up beyond Puyallup 

Avenue for all events analyzed, which without minimization measures could break down other intersections. 

The diagrams showing the 95th-percentile queue lengths are included in Appendix D. The blue lines 

represent the 95th-percentile queue lengths of the existing scenario, and the orange lines represent the 

blocking scenario. 

No analysis was completed for pedestrians because if the Flow Rate and Average Speed is zero, then the

LOS is F. Also, as additional pedestrians arrive at East D Street the LOS is F based on Space criteria. In a 

developing pedestrian queue the HCM assumes 2 sq. ft. for each pedestrian. There is adequate sidewalk

to store these pedestrians. Pedestrians are arriving the railroad crossing at a continuous flow rate, the 

ones who arrive right after the train arrives will have to wait for six minutes. The next ones to arrive will wait 

less than six minutes depending on when they reach the crossing. Assuming a fraction of the pedestrians 

recorded on East C Street and East D Street between 7:00 pm and 7:15 pm during the data collection were 

blocked by a train for 6 minutes, the total numbers of pedestrian affected by train blockage are identified in 

Table 8.

Table 8: Numbers of Pedestrian Affected by 6-Minute Train Blockage

Event 

East C Street East D Street 

No. of Pedestrian LOS No. of Pedestrian LOS 

Friday PM Event 13 F 52 F 

Saturday PM Event 17 F 146 F 
Railroad Crossing Traffic Effect Analysis at C and D Streets

February 14, 2013 

9 

6. Minimizations 

Based on all the aspects analyzed above, the effect from the train blockage would degrade the intersection 

vehicle LOS from an acceptable level to unacceptable (below LOS D) in most locations. It would cause 

queues that exceed 300 feet backing up to the upstream intersections. 

The pedestrian LOS is F at both East C Street and East D Street. The LOS is based on a pedestrian’s 

ability to continue along their route and total number of pedestrians delayed. It is not reasonable to direct 

pedestrians to use designated detour routes as it will take them longer than six minutes along any available 

detour routes. There are not any reasonably feasible improvements that would assist the pedestrians in

getting past the stopped train. 

To minimize the vehicle effects, this study evaluated the option of detour routes during the train blockage 

period. Figure 2 shows the existing routes and the proposed detour routes. The proposed detour routes 

advise traffic turning off East 25th Street earlier to avoid using East C Street and East D Street. 

Figure 2: Existing Routes and Proposed Detour Routes 

The results of detour routes from the Synchro/SimTraffic analyses are shown in Table 9 and Table 10. 

With the detour plan in place, all intersections will operate at LOS D or better as shown in Table 9. The 

Synchro/SimTraffic reports for detour route analyses are included in Appendix E. This scenario assumes 

100% of the vehicles on East 25th Street and East 26th Street either take the Pacific Avenue or G Street 

detours or continue through the East C Street and East D Street intersections to take the opposite detour. 
Railroad Crossing Traffic Effect Analysis at C and D Streets 

February 14, 2013 

10 

Table 9: Levels of Services of the Study Intersections 

for Highest 15 Minute Period Before an Event Starting

Event Intersection 

Delay/Veh2 (LOS)3

Existing W/O 

Train – C&D 

Open 

With Train – 

C&D Blocked 

w/Detour4 

Friday PM Event 

East C Street & East 25th Street 8.0 (A) 8.0 (A) 

East D Street & East 25th Street 8.8 (A) 8.8 (A) 

East C Street & East 26th Street1 38.1 (E) 38.1 (E) 

East D Street & East 26th Street 12.8 (B) 12.8 (B) 

Saturday Midday Event 

East C Street & East 25th Street 7.9 (A) 8.1 (A) 

East D Street & East 25th Street 9.3 (A) 9.9 (A) 

East C Street & East 26th Street1 26.0 (D) 26.0 (D) 

East D Street & East 26th Street 15.4 (B) 15.4 (B) 

Saturday PM Event 

East C Street & East 25th Street 6.9 (A) 6.9 (A) 

East D Street & East 25th Street 7.1 (A) 7.9 (A) 

East C Street & East 26th Street1 28.1 (D) 28.1 (D) 

East D Street & East 26th Street 9.7 (A) 9.7 (A) 

Sunday Midday Event 

East C Street & East 25th Street 7.4 (A) 7.4 (A) 

East D Street & East 25th Street 9.0 (A) 9.3 (A) 

East C Street & East 26th Street1 16.6 (C) 16.6 (C) 

East D Street & East 26th Street 15.1 (B) 16.4 (B) 

 Notes: 

1. Two-way stop controlled intersection. 

2. Delay, measured in seconds per vehicle, is a measure of all the delay contributable to traffic control measures, such as 

traffic signals or stop signs. At signalized intersections and all-way stop controlled intersections, the delay reported is 

the average of all the delay experienced for all the movements. At one-way or two-way stop controlled intersections, 

the reported delay is for only one movement: the movement experiencing the worst delay, which is typically one of the 

stop controlled side street approaches. The delay reported at two-way stop controlled intersections is not a valid 

indication of the operations at the entire intersection. 

3. LOS is the level of service, a concept based on the 2000 Highway Capacity Manual for unsignalized and signalized 

intersections. 

4. This scenario is best case assuming all of the traffic on 25th St and 26th St going to the Tacoma Dome either take the 

detour or continue straight with the queue not blocking the lanes. 

The 95th-percentile queue lengths computed by the Synchro/SimTraffic results are shown in Table 10. 

When the detour routes are in place, the queue length could be similar to the existing condition or better in 

some cases, even with the train blockage of six minutes. Vehicles on southbound East C Street and East 

D Street will no longer back up beyond Puyallup Avenue for all events analyzed. 
Railroad Crossing Traffic Effect Analysis at C and D Streets 

February 14, 2013 

11 

The cause of the additional delays and LOS failure of the intersections on East C Street and East D Street 

is due to the inability for vehicles to move towards the intersections while the queues exist. No count data 

was collected along the detour, i.e. Pacific Avenue at East 26th Street and East G Street and East 25th

Street. These intersections were reviewed by evaluating how much traffic was diverted to these streets. 

None of these volumes were significant enough to change the LOS at these intersections. 

Table 10: 95th-Percentile Queue Lengths of the Study Intersections with Detour Route (in feet)

Event Intersection 

Existing Detour 

EB WB NB SB EB WB NB SB 

Friday PM Event 

East C Street & East 25th Street 83 99 66 93 88 91 66 102 

East D Street & East 25th Street 98 124 81 111 92 107 83 86 

East C Street & East 26th Street 42 41 62 141 38 40 55 130 

East D Street & East 26th Street 218 117 114 162 195 152 118 151 

East C Street Railroad Crossing - - 0 57 - - 33 37 

East D Street Railroad Crossing - - 0 47 - - 45 50 

Saturday Midday 

Event 

East C Street & East 25th Street 109 97 82 98 131 119 78 77 

East D Street & East 25th Street 133 89 122 107 147 107 90 99 

East C Street & East 26th Street 46 30 75 148 43 46 68 133 

East D Street & East 26th Street 276 91 249 164 265 104 188 125 

East C Street Railroad Crossing - - 7 40 - - 85 80 

East D Street Railroad Crossing - - 76 50 - - 0 0 

Saturday PM Event 

East C Street & East 25th Street 103 81 58 86 104 89 59 94 

East D Street & East 25th Street 90 77 90 89 97 90 85 121 

East C Street & East 26th Street 44 22 34 144 25 36 48 157 

East D Street & East 26th Street 130 96 109 143 120 102 114 110 

East C Street Railroad Crossing - - 0 64 - - 29 61 

East D Street Railroad Crossing - - 16 33 - - 0 0 

Sunday Midday 

Event 

East C Street & East 25th Street 115 86 80 84 133 74 91 75 

East D Street & East 25th Street 138 86 99 99 152 91 82 107 

East C Street & East 26th Street 53 27 45 105 60 31 46 101 

East D Street & East 26th Street 219 104 158 160 235 153 177 126 

East C Street Railroad Crossing - - 0 0 - - 54 43 

East D Street Railroad Crossing - - 22 35 - - 0 0 
Railroad Crossing Traffic Effect Analysis at C and D Streets 

February 14, 2013 

12 

7. Conclusion 

Since no reasonably feasible improvements can be provided for pedestrians, informational signage is 

recommended to minimize the effect from blockage of their path by the Amtrak Coast Starlight train. The 

information on the signs will provide info on what is occurring and how long their wait will be. 

A detour plan is recommended to minimize the effect on vehicle traffic for when the start or finish of a 

Tacoma Dome event coincides with the Amtrak Coast Starlight train schedule. Two recommended 

measures for providing a detour for Tacoma Dome traffic during a Coast Starlight event include: 

1. Static signs identifying the detour routes. 

2. Dynamic message signs that only identify the detour routes during a train blockage. 

The detour routes identified in Figure 2 are Pacific Avenue at East 25th Street to East 26th Street and East 

G Street at East 25th Street to East 26th Street. Static signs placed on East 25th Street would direct vehicle 

traffic down Pacific Avenue and East G Street. The one issue with static signs is drivers don’t know if they 

need to detour until they see a train is blocking East C Street and East D Street. The vehicles on East 25th

Street heading towards East G Street will likely detour then for every train since they will be unable to 

determine whether the streets ahead of the are blocked. The vehicles on East 25th Street heading towards 

Pacific Avenue will not know whether they need to detour or not because of not being able to see the trains. 

Flashing blankout signs on East 25th Street and East 26th Street before Pacific Avenue and East G Street 

that only come on when East C Street and East D Street are blocked would eliminate driver confusion. A 

message such as “TRAIN EVENT – DETOUR LEFT (or RIGHT)” would prepare drivers to detour before 

they reach the beginning of the detour. These signs can run through a controller connected to the railroad 

signaling equipment so that they could potentially be used for all northbound trains and the Coast Starlight 

trains and operate similar to a preemption event. 

Upon review of the data and the subsequent analysis our opinion is that the blankout signs will be the best 

solution to minimize the effect of train blockage of East C Street and East D Street. Connecting these signs 

to the railroad signaling equipment will allow them to come on shortly before the streets are blocked to give 

all vehicles the opportunity to take the detour.