High Speed Rail

Special consideration should be given to highway-rail crossings on high-speed passenger train routes. The potential for a catastrophic collision injuring many passengers demands special attention. This not only includes dedicated routes with train speeds over 79 mph, but also other passenger routes over which trains may operate at speeds higher than freight trains, see Table 11 . Variations in warning time may occur with high-speed passenger trains at crossings equipped with active crossing warning devices. Because of the wide variation in train speeds (passenger trains versus freight trains), train detection circuitry should be designed to provide the appropriate advance warning for all trains. All crossings located on high-speed rail corridors should either be closed, grade separated, or if remaining at grade, equipped in accordance with FRA recommended policies summarized below. The train detection circuitry should provide constant warning time. Where feasible, other site improvements may be necessary at these crossings. Sight distance should be improved by clearing all unnecessary signs, parking, and buildings from each quadrant. Vegetation should be periodically cut back or removed. Improvements in the geometries of the crossing should be made to provide the best braking and acceleration distances for vehicles. The FRA Highway-Rail Grade Crossing Guidelines for High-Speed Passenger Rail (61), address the following topics:

•Consolidation and Grade Separation

•Safety Improvements at Private Crossings

•Creation of “Sealed Corridors”

•Warning Systems and Other Highway Traffic Control Devices

•Train Control Integration

•Barrier Systems

•Pedestrian and Trespass Considerations

•Systems Approach The “Sealed Corridors” approach involves a diagnostic process to assess the appropriate level of safety improvement needed for existing grade crossings which may include closure/ consolidation, enhanced warning devices, medians, and grade separation. For public highway-rail grade crossings within a “sealed corridor,” FRA expects highway authorities will consider installing equipment such as (a) four-quadrant gates, (b) three-quadrant gates (exit gate on one side with a 100-foot minimum non-traversable median on opposite side), (c) 100-foot minimum non-traversable medians, or (d) paired one-way streets. Similarly, FRA expects diagnostic teams will evaluate private crossings for closure or treatment with active warning systems, such as flashing ‑lights and gates or a locked gate system interlocked with the railroad signal system. 161Table 11. Potential Tier Structure for Passenger Systems at Highway-Rail Crossings

Tier I II III

Service

DescriptionFeeder Regional Core

ExpressCore

Express

Speed Range

(mph)0–90 91–110 111–125 126–150 126–220

Other Traffic

Allowed on

Same TrackMixed Use

(passenger and freight)Mixed Use Mixed Use Mixed Use Dedicated

ROw

Maximum

Track ClassClass 5 Class 6 Class 7 Class 8 Class 9

Signals and

Train ControlPTC PTC + vital perimeter protectionPTC + vital perimeter protectionPTC + HSR-125PTC +

HSr-125

Public

Highway—

Rail Grade

Crossing

TreatmentsAutomated warning; supplementary measures or sealed corridor treatments where necessarySealed corridor; evaluate need for presence detection and

PTC feedbackBarrier/warning

systems required per §213.247;

Presence

detection tied to PTCNone above 125 mphNone above 125 mph

Private

Highway—

Rail Grade

Crossing

TreatmentsAutomated warning

or manually locked gate preferred; cross-buck and stop or yield sign where conditions permitAutomated warning or locked gate with signal interlockBarrier/warning systems required per §213.247;

Presence

detection tied to PTCNone above 125 mphNone above 125 mph Source: Highway-Rail Grade Crossing Guidelines for High-Speed Passenger Rail, FRA, 2009, as updated to reflect subsequent changes in FRA allowable maximum speeds. 162Special attention should be given to the interconnection of grade crossing warning systems with other traffic control systems, where applicable. This is to ensure that the traffic/railroad preemption timing is sufficient to safely clear vehicular traffic away from the crossing prior to the activation of the grade crossing flashing ‑lights and gates. A traffic engineering study should be conducted to determine the appropriate timing for the interconnection; whether the interconnection should be simultaneous or advanced preemption. The use of pre-signals and queue-cutter signals should also be explored where warranted. Vehicle Presence Detection (VPD) technology should be considered when four-quadrant gates are present. At highway-rail grade crossings that are near highway-highway crossings, with vehicular storage constraints present, VPD should be provided in connection with the train control system when train speeds above 100 mph are present with crossings equipped with non-traversable medians. As stated in the 2009 Highway-Rail Grade Crossing Guidelines for High-Speed Passenger Rail, the use of Remote Health Monitoring (RHM) technology at grade crossings on high- speed rail lines is clearly indicated. RHM allows immediate reporting to the railroad signal’s trouble desk (or railroad dispatcher) when an intermittent malfunction or a complete failure of the grade crossing signaling system occurs. RHM provides for the continuous monitoring of the crossing system’s health performance. Once a failure is detected and reported, the system enables responsive action by dispatchers, train crews, and signal maintainers to diagnose and correct the problem. Special signing might also be employed at these crossings to remind the public that the crossings are used by high-speed trains. The signing should be in conformance with the guidelines provided in MUTCD Section 8B.20, see Figure 64. Figure 64. Train Speed Warning Sign Source: Manual on Uniform Traffic Control Devices, 2009 Edition. Figure 5F-1 Highway-Rail Grade Crossing Signs and Plaques for Low-Volume Roads, Washington, DC, FHWA, 2009.