1. Module 13: Highway-Rail Grade Crossings (HRGC)
Highway – Railway Grade Crossings
January 2010
Module 13: Highway-Rail Grade Crossings (HRGC)
This module deals with passive and active (train activated signals) crossing fundamentals. Train activated warning systems will be covered in more detail in the signals module.
The Manual of Uniform Traffic Control Devices provides standards for use by highway agencies and railroads.
Intersection of Railway tracks and Roadway at grade, i.e. a Highway-Rail Grade Crossings (HRGC)
Called highway crossings or Highway-Rail Grade Crossings by railroads
Called Railroad crossings or Highway-Rail Grade Crossings by highway personnel
Commonly Called “Grade crossings” (US), or
Commonly called “Level crossings” ( most of world)
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2. Highway – Railway Grade Crossings
Objectives:
Highway – Railway Grade Crossings
January 2009
Communicate safety and operational considerations and the importance of mutual cooperation and understanding between Railroad and Highway Agencies
Review the process for selection and funding Surface and Traffic Control Projects
Review the types of Passive Crossing Warning Devices
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3. Highway – Railway Grade Crossings
Safety Concepts
Highway – Railway Grade Crossings
January 2009
A person driving a highway vehicle … shall yield right of way to any train
Trains are unable to stop quickly to avoid a collision
Trains sound the horn and ring the bell approaching public crossings (Except in quiet zones)
A collision between a train and highway vehicle is more likely to result in a fatality or serious injury
References:
National Committee on Uniform Traffic Laws and Ordinances, Highway-Rail Grade Crossing Model Law
Trains can take over a mile to stop from 60 mph.
Adequate sight distances for the highway vehicle driver to see an train approaching are essential for safety at passive crossings.
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4. Typical Crossing Operation
Highway – Railway Grade Crossings
Typical Crossing Operation
January 2009
Traffic stopped before stop line complying with warning system lights and gates
Train approaching crossing sounding horn and bell
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5. Highway – Railway Grade Crossings
Cooperation
Highway – Railway Grade Crossings
January 2009
The State DOT or Responsible Agency:
Determines traffic control devices
installs and maintains approach surface, signs and pavement markings
Agencies usually fund projects and possibly maintenance
The Railroad(s) responsible for:
Installing and maintaining track, signals, crossing surface and some signs
Frequent communication necessary between the Agencies and Railroads
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6. Federal Program for HRGC’s
Highway – Railway Grade Crossings
January 2009
The Federal Crossing Program (Sec 130) has significantly reduced grade crossing collisions through installation of active warning devices
The Program is administered by each State DOT
Each Crossing has a unique Inventory Number
States identify potential projects using crossing inventory and accident information
The program has been very successful implementing Traffic Control Device projects for passive and active crossings resulting in a major reduction in crossing collisions.
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7. Highway – Railway Grade Crossings
Crossing Projects
Highway – Railway Grade Crossings
January 2009
Warning system projects use a Diagnostic Review lead by the State Agency with involved parties including the railroad, to develop project information.
Many projects include road configuration and profile changes approaching the crossing
Some crossing surface agreements include sharing of costs.
Flagging by railroad personnel required for other work
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8. Closing and opening new crossings
Highway – Railway Grade Crossings
January 2009
Redundant crossings should be closed whenever possible
New crossings are usually only approved when the project includes offsetting closures
New road corridors should be grade separated
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9. Is This A Closure Candidate?
Highway – Railway Grade Crossings
January 2009
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10. Grade Separation Example
Highway – Railway Grade Crossings
January 2009
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11. Crossing Geometry Design Overview
Highway – Railway Grade Crossings
January 2009
The geometry design by Highway Agency with Railroad review
Intersect track as close to right angle
Avoid curves in the highway and railroad
Sight distances
Drainage
Width at least 1’ wider than travel way
Crossing Surface (Top of rail plane) extends 2’ outside of the outermost rail of all the tracks
Road profile with vertical curves to top of rail plane. New highway surface should not be 3” higher or 6” lower 30’ from rail unless tracks are superelevated.
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12. Typical Surface Responsibility
Highway – Railway Grade Crossings
January 2009
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13. Crossing Surface Types
Highway – Railway Grade Crossings
January 2009
Solid Timber
Rubber
There are many different types of road crossing materials that are commonly found throughout North America. These include: gravel, timber, asphalt, asphalt with timber headers, concrete (both cast in place and precast), and pre‑manufactured rubber.
Timber crossings may be constructed of either treated wooden planks (often used in farm or private crossings) or full gumwood crossings, which have been successfully used for many years. This type of crossing can be used for all types of traffic levels from light to heavy.
Asphalt or Bituminous crossings are used for crossings with all levels of traffic from light to heavy. These crossings are constructed by filling in the area between the rails with compacted base material covered by several inches of asphalt as surfacing material. In some cases, full‑depth asphalt may be used between the rails. Depending on the level of train and highway traffic, the flangeways may either be formed in the asphalt itself or formed by the use of timber flangeway headers, or Rubber headers on each side of each rail.
For road crossings with heavy volumes of vehicular traffic, pre-manufactured rubber road crossings are often used. This type of crossing may be either a full‑depth rubber material or a system of wood shims that are placed on of the ties with the rubber crossing material placed on top of the ties using shims. Current pricing for rubber crossing panels are competitive with full-depth timber crossings, thus making rubber an attractive alternative to timber.
Concrete road crossings may be either cast‑in‑place(rare) or constructed from pre‑cast panels. Concrete crossings are typically used at locations with medium to heavy vehicular traffic. Precast concrete crossing panels are available from several different suppliers.
Concrete Pre-cast
Timber & Asphalt
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14. Highway – Railway Grade Crossings
Humped Crossings
Highway – Railway Grade Crossings
January 2009
Tractor trailer and other low profile vehicles can have difficulties at high profile crossings. The engineer should consult verify that the vertical curve gradients utilized are within local ordinance or the Public Agency or Commerce Commission statutes. Some states require that the railway assume the responsibility of repaving the approaches if the resultant crossing reconstruction will raise the approach grade by more than 1%.
In some states the approach paving for maintenance projects is the responsibility of the Public Agency.
Should be avoided or appropriate signs provided by the highway agency.
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15. Selection of Warning Devices
Highway – Railway Grade Crossings
January 2009
Selection initiated by States
Federal legislation supplying funds (Section 130 funds) requires an annual priority list.
MUTCD Standards apply
Railroads should be involved in diagnostic teams and corridor reviews as part of planning each states annual program.
The Section 130 program, and its predecessor, since the early 1970s have provided dedicated federal funds to upgrade warning devices at rail-highway grade crossings ( grade crossings ) has been one of the most successful surface transportation safety programs of all time. Annual motorist deaths at grade crossings went from around 1600 in 1969 to around 400 currently. However, keep in mind that even though selection is initiated by states and signs on the approaches are highway signs, it is mostly the railroads that get sued for vast sums of money whenever there is a train-vehicle crash at a grade crossing. States, cities and counties don’t have the kind of money lawyers go after. In the last month ( August 2004 ) in the Kansas City area two awards were made by courts in grade crossing cases: one for 12 Million and one for 10 Million. Common complaint against the railroads, particularly at passive grade crossings, are limited sight distance from brush on the right-of-way and crossbucks ( the railroad responsibility in most states) without adequate reflectivity. More information on the MUTCD will be on following slides.
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16. Diagnostic Review of a Crossing
Highway – Railway Grade Crossings
Diagnostic Review of a Crossing
January 2009
Diagnostic Reviews are a special procedure defined in the Federal regulations used to collect information about crossings including review of field conditions, factors to be considered, and discussion of alternatives for each location.
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17. Crossing Warning System Design Overview
Highway – Railway Grade Crossings
January 2009
Railroad operational considerations include:
Train frequency, speeds, switching limits
Track and signal configuration
Highway traffic considerations
Average Daily Traffic Counts (ADT)
Truck traffic
Buses
Hazardous material trucks
Sight distance
Future highway traffic
Current traffic and congestion
Width and number of lanes, and length of gates and cantilevers
Pedestrian traffic
This a list of some of the factors considered in selecting the configuration of Active Warning Devices, train detection equipment, control and monitoring equipment.
Crossing warning systems are designed to comply with MUTCD, State Agency, and railroad requirements using diagnostic review information
Railroad operation considerations include
Train frequency
Train Speeds including mixing fast and slow trains
Train stopping and switching activities in the crossing approach
Track and signal configuration
Highway traffic considerations
Average Daily Traffic Counts (ADTC)
Truck traffic
School and public transportation buses
Hazardous material trucks and others required to stop prior to crossing tracks
Sight distance for approaching and stopped vehicles
Future highway traffic
Current traffic and congestion including stopped traffic
Width of lanes, number of lanes, and length of gates and cantilevers
Pedestrian and trail or path traffic
The configuration and operational features are specified and approved by the State Agency responsible for the project
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18. Complex Crossing Example
Highway – Railway Grade Crossings
Complex Crossing Example
January 2009
Highway traffic intersections near Highway-Rail Grade Crossings can cause traffic to back up on crossings. Additional traffic control devices including addition traffic signal and preemption of the traffic signal sequence by detection of a train approaching the crossing may be used.
This type of situation requires detailed review of different traffic situations and and both normal and non standard operating sequence for all traffic control devices
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19. Complex Crossing Design Considerations
Highway – Railway Grade Crossings
January 2009
Grade Crossings near highway intersections require special consideration
Provide appropriate traffic control devices for both the crossing and the highway intersection
Suitable separation between highway intersection and track
Situations involving vehicles stopping on the crossing are to be avoided
Preemption
Highway-Rail Grade Crossings near highway intersections require special consideration
Provide appropriate traffic control devices for both the crossing and the highway intersection
Space for the largest highway vehicle usually required between the crossing and the stop line for an adjacent highway intersection
Situations involving vehicles stopping on the crossing are to be avoided:
Intersections causing traffic to back up a the crossing
Construction or temporary lane changes
Complex intersections and traffic patterns
Left turn traffic
Preemption of a traffic signal for the adjacent highway intersection may be required
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20. Highway – Railway Grade Crossings
Sight Lines
Highway – Railway Grade Crossings
January 2009
Adequate sight distances-both ahead to recognize the crossing, sight triangles to see train approaching, or down the track for stopped vehicles, are essential for motorist safety at passive crossings
Determine Preview
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21. Highway – Railway Grade Crossings
Sight Lines (con’t)
January 2009
Determine Distance
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22. Highway-Rail Grade Crossings
Highway – Railway Grade Crossings
Highway-Rail Grade Crossings
January 2009
TWO BASIC TYPES OF
CROSSING TRAFFIC CONTROL DEVICES
Typical passive and active highway-rail grade crossings. The differences are outlined in the next slide.
The crossbuck is a yield sign. It is now required by the MUTCD to place a yield or stop sign with the crossbuck sign for most passive crossings.
The conversion is in progress.
PASSIVE: No train activated warning system
Crossbucks
Advance Warning Sign(s)
Pavement Markings (paved roads)
ACTIVE: Also has Train Activated Warning Devices such as flashing lights and gates
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23. Crossbuck Signs w/ Yield or Stop
Highway – Railway Grade Crossings
Crossbuck Signs w/ Yield or Stop
January 2009
New since the 2000 manual is the requirement to have a 2-inch retroreflective strip on both sides of the crossbuck post. This requirement has a 10-year phase in period (Jan 17, 2011). The crossbuck itself must also be retroreflective and, if it is not a two-sided sign ( policy in some states ) there must be a 2-inch retroreflective strip on the back. The next slide illustrates the importance of having the retroreflective strip on the back of the posts.All grade crossings, both passive and active, generally must have a crossbuck on every approach.
New in the 2009 manual is the requirement to have a yield or stop sign with the crossbuck at all public passive grade crossings. This requirement also has a 10-year phase in period (Dec 31, 2019). Yield is the default sign unless an engineering study recommends or a state law requires a stop sign.
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24. Highway – Railway Grade Crossings
Photographic Example
January 2009
Highway-rail grade crossing (cross-buck) sign R15-1, R15-2 (8B.02)
use of retro-reflective material on back of crossbuck and on supports
equal to or greater than 50 mm (2inches) in width
exception:
cross-buck signs have been installed back-to-back
compliance period – January 17, 2011
10-years for existing installations
immediately for all new installations Post-mounted flashing-light signals at railroad crossings shall include a standard Crossbuck sign, a supplemental Number of Tracks sign where there is more than one track, two read lights mounted in a horizontal line flashing alternately, and should always be placed on the right side of the road because that is where people expect to receive information about the transportation system. This is a new Standard.
Without Tape
Tape required by 2011
Gene Russell Photos
With Tape
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25. Highway – Railway Grade Crossings
MUTCD
Highway – Railway Grade Crossings
January 2009
Manual on Uniform Traffic Control Devices
Published by FHWA
Available at MUTCD.FHWA.DOT.GOV
Generally adopted into state statutes by reference
Provides standards, guidance and options
Standards MUST be followed
The new Manual for Uniform Traffic Control Devices (MUTCD) is published by the Federal Highway Administration (FHWA) and it provides standards, guidance and options, and revises some existing standards in order to address safety, visibility of traffic control devices, and placement and operation of signs, signal systems, and gate systems. The MUTCD can be read and /or downloaded from the web at < The “official” version with the most current updates will always be kept on this FHWA web site. Chapter 8 of the MUTCD deals with both railroad and light rail transit grade crossings.
The Manual addresses concerns about the need to:
Ensure the safety and efficiency of travel of all road users including pedestrians
Eliminate gate running.
Eliminate vehicles stopping on train tracks, and
Assisting drivers whose vehicles get stuck on railroad tracks.
The MUTCD can be accessed at
The FHWA is providing a phase-in compliance period of 10 years for existing installations to minimize any potential impact to State and local highway agencies. This change takes effect immediately for all new installations.
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26. CANADIAN DRAFT Version
Highway – Railway Grade Crossings
January 2009
CANADIAN DRAFT Version
The Canadian crossbuck has no lettering and uses a red border.
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27. Highway – Railway Grade Crossings
January 2009
Advance Warning Signs
Required Signs
Required Advance Warning Signs: W10-2,3 and 4 used where there is less than 100 feet between intersection and tracks
This guidance was added to reduce the sign clutter on highways where there is less than 30m (100 ft) between the highway-rail grade crossing and a highway intersection. If used, the advance warning signs’ placement shall be in accordance with Table 2C-4 in Chapter 2C.
advance warning sign (W10-1) is not required:
on highways with less than 30 m (100 ft) between the crossing and a highway intersection ( W10-2,3 or 4 used) where physical conditions prevent effective display
Highway-rail advance warning signs (W10-1, 2, 3, 4) (8B.03)
Example of Optional Signs
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28. MUTCD Pavement Markings
Highway – Railway Grade Crossings
MUTCD Pavement Markings
January 2009
Narrow ‘X’ out of wheel path (To Reduce Traffic Wear). Highway agencies are responsible for markings on the approach. Some part of the marking should be back where the advance warning sign is located, and not up close to the crossing as it is sometimes put in error. The no passing sign , and zone, starts 200 feet from the crossing.
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29. Emergency Notification Signs
Highway – Railway Grade Crossings
January 2009
Emergency Notification sign provides, at a minimum:
Emergency contact number
DOT Inventory Number
This new sign standard of white on blue is required in the 2009 MUTCD. Minimum requirements are the railroad emergency contact number and USDOT inventory number. Individual railroads may also include the railroad name or milepost location.
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30. Additional Considerations?
Highway – Railway Grade Crossings
January 2009
Slide is important because in each case the standards are followed to a T and while you must always comply with the MUTCD and the 49 CFR, there are times when the diagnostic review team must look beyond the quantitative standards an consider supplementary measures.
Top left slide shows the impacts of a grade crossing of a severe angle and how it can create a large area between the gate/stop line and the actual tracks. Use of a median with a supplemental signal or gate could close this up.
Top right/ Bottom Left show two views of a grade crossing with relationship to a station platform. While requirements for warning pedestrians are not mandated in some cases they should be considered. Trains on the second track are also a consideration
Bottom right is a photo of cars blocking the track while waiting for an intersection signal to turn clear. The intersection is in excess of 500’ from the crossing. Consideration in this case may be for cue loop detectors to prevent from this situation occurring, noting that MUTCD recommends not installing preemption beyond 200’, other states such as Florida extend this to 500’. Benefits of cue detection prior to this is there is no dependency on preemption beyond 200’ require. There are solutions to mostly every condition, we sometimes need to think out of the box, but within the industry standards. This is a complex topic and consultation with experts in the field is important during review of the proposed solution and design
Photos Courtesy Of SYSTRA Consulting
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31. Accidents are Preventable
Highway – Railway Grade Crossings
Accidents are Preventable
January 2009
Even with the best design and construction…there are accidents. They may be due to human error by the automobile driver or the train crew or perhaps a rare equipment failure.
Operation lifesaver is an organization whose mission includes educating drivers and pedestrians about the dangers pf grade crossings and trespassing on railroad property.
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32. Grade Crossing Summary
Highway – Railway Grade Crossings
January 2009
Safety is everybody's responsibility!
Cooperation is essential
Become familiar with the MUTCD and other industry references
Complex locations require additional review and involvement of experts in the field.
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33. Reference Information
Highway – Railway Grade Crossings
January 2009
Manual on Uniform Traffic Control Devices and working group publications from USDOT Federal Highway Administration
FRA 49 Code of Federal Regulations and Publications
Railroad-Highway Grade Crossing Handbook August, 2007 USDOT Federal Railroad Administration
AREMA Manuals
Manual for Railway Engineering
Communications and Signal Manual
Operation Life Saver – Safety information and training
Railroad Public Project Information such as csx.com
APTA Recommended practices for Light Rail Transportation
Highway-Rail Grade Crossing Model Law from National Committee on Uniform Traffic Laws and Ordinances
There are additional references and requirements in individual states and from specific railroads
The web sites are the best place to get current information and publications
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34. Highway – Railway Grade Crossings
Questions?
Highway – Railway Grade Crossings
January 2009
Authors:
Gene Russell, P.E., Ph.D.
Kansas State University (ret.)
(785)
Contributors:
Eric G. Peterson, P.E.
CSX (retired)
(904)
Larry Romaine
Rail America
(904)
Todd Kuhn, P.E.
BNSF Railway
(303)
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35. Highway – Railway Grade Crossings
REVISION HISTORY
Highway – Railway Grade Crossings
January 2009
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