Commission approves traffic signal at West Washington crossing, moves to pursue permanent two‑lane layout pending OCR approval

The Madison Transportation Commission voted unanimously to adopt staff recommendations to install a full traffic signal at the West Washington Avenue crossing of the Southwest Commuter Path and to pursue a permanent two‑lane curb geometry, while maintaining the existing temporary lane reduction during further study and regulatory review.

Tom Moore, assistant traffic engineer, told the commission that an OCR order associated with the railroad crossing requires a traffic control device that can interconnect with the railroad warning system; that language effectively rules out reinstalling a RRFB (rapid‑flashing beacon) without signalization. Moore said the full traffic signal “is the option that we really the only option we have” under the existing order. The city can file for an amended OCR order to pursue a permanent two‑lane crossing, but Moore said prior experience indicates that petitioning OCR for a geometric change typically takes on the order of six months and could delay final changes.

Staff presented multi‑scenario traffic modeling comparing a 4‑lane curb geometry and a 2‑lane permanent geometry. Under typical afternoon peak volumes the model showed a four‑lane signal timing split with about 30 seconds each for West Washington and the path and an overall intersection delay of about 13.2 seconds (level of service B). A two‑lane permanent geometry increased delay but remained in the range of level‑of‑service C for peak periods. With projected traffic diversion from John Nolan Drive reconstruction, the simulations showed the two‑lane configuration would require lengthening green time for West Washington at times to avoid queuing into adjacent intersections; staff said they would retain flexibility in signal timing to adjust to changing flows.

Moore recommended several operational features with signalization: automatic detection for bicyclists (pavement loops) so users do not have to push a button, accessible pedestrian signals, and a single‑stage crossing for compliance and simplicity. He also recommended maintaining the current temporary lane reduction test while pursuing OCR approval and funding for curb geometry changes, so the city can return lanes to four if operational problems emerge during the John Nolan Drive reconstruction phases through 2030.

Commissioners raised operational questions and voiced support. Bill Bremer asked about train frequency; Moore and other staff said trains at this location are infrequent, with one commissioner estimating about one train per day. Commissioner Pepe Barros praised the staff recommendation as a thoughtful, safety‑oriented approach. Several commissioners emphasized the value of signal‑based detection and the ability to adjust green time as traffic patterns change.

Motion and outcome: Bill Bremer moved adoption of all staff recommendations; Commissioner Chris McHale seconded. The commission voted unanimously in favor; no hands were raised to object or abstain.

Implementation notes and next steps: Staff will file signal plans with the OCR to comply with the existing order if proceeding under the current curb geometry. If the city pursues a permanent two‑lane curb geometry, staff will file a separate petition with OCR to alter the crossing; staff estimated that OCR review could take roughly six months but could be expedited only in limited circumstances. Staff recommended programming curb and storm‑sewer work once funding is secured; staff also recommended using detection loops and accessible signals to improve path user experience. The commission asked staff to continue monitoring operations during John Nolan Drive construction and to retain the option to restore four lanes temporarily if queuing or safety concerns arise.