Technical Working Group Guidance

Following the 1995 collision in Fox River Grove, IL, between a Metra commuter train and a school bus, which resulted in the deaths of seven students, the USDOT established a Technical Working Group (TWG) to develop “best practices” guidance on a selection of crossing treatments. The TWG included representatives from the FHWA, FRA, FTA, and NHTSA, along with traffic engineers and rail signaling engineers with a working knowledge of crossing treatments. The cooperation among the various representatives of TWG represented a landmark interdisciplinary effort to enhance communication among railroad companies and governmental agencies involved in enhancing grade crossing safety. Note: This document summarizes current practices but does not set standards; practitioners are advised to check current local standards and requirements (refer to Disclaimer and Quality Assurance Statement). Users of the data provided within this document should anticipate possible variations from current information within the FRA databases, which are updated monthly. 120The guidance developed by the TWG notes that a highway-rail crossing differs from a highway- highway intersection in that the train always has the ROW. From this perspective, TWG highlights key considerations for deciding what type of highway traffic control device(s) are to be installed, if in fact a grade crossing should be allowed to remain. This, in turn, requires an assessment of what information the road user (specifically non ‑motorized system users) needs to be able to cross safely and whether the resulting driver response to a traffic control device is “compatible” with the intended function of the highway and railroad facility. The TWG guidance outlines the role of stopping sight distance, approach (corner) sight distance, and clearing sight distance, and integrates this with highway system needs based upon the type and classification of the roadway as well as the allowable track speeds by class of track for the railway system. The TWG guidance provided in this Handbook has been updated to reflect current practice. It is intended to assist engineers in the selection of traffic control devices or other measures at highway-rail crossings. It is not to be interpreted as policy or standards and is not mandatory. Any requirements that may be noted are taken from the MUTCD or other standards. A number of measures are included which may not have been supported by quantitative research but are being used by States and local agencies. This TWG guidance is for information purposes only. 121Minimum Devices: All highway-rail crossings, including street-running railroads or transit systems on public streets or highways should be equipped with approved passive warning devices, as shown in MUTCD Part 8. Minimum Widths: All highway-rail crossing surfaces should extend a minimum of 1 foot beyond the edge of the roadway shoulder, sidewalk, pathway or face of curb, as measured perpendicular to the roadway centerline. Closure: Highway-rail crossings should be considered for closure and physically removed from the railroad right ‑of‑way whenever one or more of the following apply:

•An engineering study determines a nearby crossing otherwise required to be improved or grade separated already provides acceptable alternate vehicular and pedestrian access

•If an engineering study determines any of the following apply: ̶Average Annual Daily Traffic (AADT) less than 1,000 ̶Acceptable alternate access across the rail line exists within one (1) mile measured along the track ̶The median trip length normally made over the subject crossing would not increase by more than 2.5 miles

•If railroad operations will occupy or block the crossing for extended periods of time on a routine basis and it is determined that it is not physically or economically feasible to either construct a grade separation or shift the train operation to another location, and an engineering study determines that such a crossing should be closed to vehicular and pedestrian traffic. Such locations would typically include the following: ̶In or adjacent to rail yards and locations near industrial spur tracks where trains pick up or set out blocks of cars or switch local industries ̶Passing tracks primarily used for holding trains while waiting to meet or be passed by other trains ̶Locations where train crews are routinely required to stop for crew changes or for cross traffic on intersecting rail lines ̶In the proximity of stations where trains dwell for extended periods of time and block the crossing It may be advisable to investigate whether to construct alternative roadway access in conjunction with closing the crossing when the subject crossing is currently the only access to a community. 122Grade Separation: Grade separation should be provided at all limited access facilities and should be considered for whenever one or more of the following conditions exist:

•The posted highway speed equals or exceeds 55 mph

•AADT exceeds 30,000 in urban areas or 20,000 in rural areas

•Maximum authorized train speed exceeds 79 mph

•An average of 30 or more trains per day

•An average of 75 or more passenger trains per day in urban areas or 30 or more passenger trains per day in rural areas

•An average of 150 or more transit trains per day in urban areas or 60 or more passenger trains per day in rural areas

•Freight Train Crossing Exposure (the product of the number of trains per day and AADT) exceeds 900,000 in urban areas or 600,000 in rural areas

•Passenger Train Crossing Exposure (the product of the number of passenger trains per day and AADT) exceeds 2,250,000 in urban areas or 600,000 in rural areas

•Transit Train Crossing Exposure (the product of the number of transit trains per day and AADT) exceeds 4,500,000 in urban areas or 1,200,000 in rural areas

•The expected accident frequency for active devices with gates, as calculated by the USDOT Accident Prediction Formula including five ‑year accident history, exceeds 0.5 (per year). If the highway is a part of the designated National Highway System, the expected accident frequency for active devices with gates, as calculated by the USDOT Accident Prediction Formula including five ‑year accident history, exceeds 0.2 (per year).

•Vehicle delay exceeds 30 vehicle hours per day with consideration for cost effectiveness

•Whenever a new grade separation is constructed, whether or not it replaces an existing highway-rail crossing, consideration should be given to the possibility of closing one or more adjacent crossings. In addition, the railroad should be consulted prior to starting. design to determine the railroad’s future clear span requirements for the tracks crossed

•Utilize Table 7 for LRT grade separations 123Table 7. LRT Grade Separation

Trains Per Hour Peak-Hour Volume (Vehicles Per Lane)

60 200 40 400 20 600 Source: Light Rail Transit Grade Separation Guidelines, An Informational Report. Washington, DC, ITE, Technical Committee 6A-42, March 1992.

PAssive Warning Devices

•A circular railroad advance warning (W10-1) sign shall be used on each roadway in advance of every highway-rail crossing except as described in MUTCD Section 8B.06.

•If a Yield Ahead or Stop Ahead sign is to be installed on the approach to the crossing, the W10-1 sign should be installed upstream (further from the track) from the Yield Ahead or Stop Ahead sign.

•Except for crossings located within railroad yards or port and dock facilities, FRA regulations (49 CFR 234.311) require the installation of Emergency Notification System signs at highway-rail and pathway grade crossings, to provide information to road users so that they can notify the railroad company about unsafe conditions or malfunctioning active crossing warning devices.

•Where the roadway approaches to the crossing are paved, pavement markings are to be installed as described in MUTCD, subject to engineering evaluation.

•Where applicable, the “TRACKS OUT OF SERVICE” sign may be used to notify drivers that the tracks have been temporarily or permanently abandoned, but only until the tracks have been paved over or removed from the crossing.

•MUTCD Section 8B.04 discusses Crossbuck Assemblies, where one reflectorized Crossbuck sign and either a Yield sign or a Stop sign shall be used on each roadway approach to a highway-rail crossing. ̶If there are two or more tracks, the number of tracks should be indicated on a supplemental sign (R15-2) of inverted T shape mounted below the Crossbuck. ̶Strips of retroreflective white or red should be installed on the sign posts in accordance with MUTCD. 124ACTIVE WARNING DEVICES If active devices are selected, railroad flashers with gates may be appropriate if the following conditions exist:

•Inadequate sight distance exists in one or more approach quadrants and it is not physically or economically feasible to correct the sight distance deficiency

•Regularly scheduled passenger trains operate near industrial facilities, such as stone quarries, log mills, cement plants, steel mills, oil refineries, chemical plants, and landfills

•Near schools, industrial plants, or commercial areas where there is substantially higher than normal usage by school buses, heavy trucks, or trucks carrying dangerous or hazardous materials

•Near a highway intersection or other highway ‑rail crossings and the traffic control devices at the nearby intersection cause traffic to queue on or across the tracks (in such instances, if a nearby intersection has traffic signal control, it should be interconnected to provide preempted operation, and traffic signal control should be considered if none)

•The crossing is in a rural area with tangent approaches that extend more than a mile and the speed limit equals or exceeds 55 mph

•Multiple tracks exist at or in the immediate crossing vicinity where the presence of a moving or standing train on one track effectively reduces the visibility of another train approaching the crossing on an adjacent track (absent some other acceptable means of warning drivers to be alert for the possibility of a second train)

•An average of 20 or more trains per day

•Posted highway speed equals or exceeds 40 mph in urban areas or equals or exceeds 55 mph in rural areas

•AADT exceeds 2,000 in urban areas or 500 in rural areas

•Multiple lanes of traffic in the same direction of travel (usually this will include cantilevered signals)

•The crossing exposure (the product of the number of trains per day and AADT) exceeds 5,000 in urban areas or 4,000 in rural areas

•As otherwise recommended by an engineering study or diagnostic team 125If active devices are selected, a preempted traffic control signal without railroad warning devices may be appropriate if the following conditions exist:

•The crossing is located through the center of a roadway intersection. Typically, the traffic signals will be preempted and will hold in a dwell phase showing a red traffic control signal indication to all cross ‑track traffic. The traffic control signal should include battery backup power. Additional flashing ‑lights are not necessary if the traffic control signal will be controlling roadway traffic on and around the railroad track crossing.

•The crossing is located along the shoulder of the roadway that is parallel to the track and there is little to no storage for a design vehicle. Consideration should always be given to school bus use and truck traffic. If a traffic control signal is installed at the adjacent roadway intersection, the stop line should be placed on the opposite side of the track from the roadway intersection and the traffic control signal should be installed and operate in a manner that routinely stops vehicles before they enter the track area. If active devices are selected, railroad flashers without gates may be appropriate if the following conditions exist:

•The crossing is located through the center of a roadway intersection. Typically, the traffic signals will need to be preempted and will hold in a dwell phase showing a red traffic control signal indication to cross ‑track traffic. The traffic control signal should have battery backup power.

•The crossing is located near a yard or multi-track location where frequent switching operations may occur within the approach circuit. Installation of gates may promote gate runner behavior if motorists frequently observe active devices operating with trains that do not cross the crossing. The use of flashing ‑lights alone requires the driver to stop and assess the situation before proceeding.

•The crossing is located on an industrial lead or spur track. Train operations through industrial areas where multiple turnouts leading to multiple dead-end tracks tend to be slow—near walking speed. As operations often necessitate stopping/switching in these areas, gate installation prevents motorists from stopping and proceeding during operations where the train will not cross into the roadway.

•The crossing is located next to an industry gate access. In these locations, train operations often require the train to pull near the gate slowly and stop so a train crew member can get off the train and unlock the gate before the train can proceed. 126Roadway Realignment: In some circumstances, a crossing may have adverse geometric features which can be improved by realignment of the roadway. Examples include the following:

•Skew Angle Crossings

•Crossings with Adverse Profile due to roadway constraints

•Crossings on an approach to a multi-leg intersection

•Adjacent crossings which are on approaches to closely-spaced intersections

•Crossings with extremely poor corner sight distance

•Crossings at locations subject to recurrent queuing which cannot be cleared with typical treatments

•Crossings at locations near rail junctions subject to frequent blockage or switching activity New Crossings: New highway-rail crossings should only be permitted when the following can be demonstrated:

•Where there is a clear and compelling public need (other than enhancing the value or development potential of the adjoining property for new highways or streets)

•Grade separation cannot be economically justified, i.e., benefit ‑to‑cost ratio on a fully allocated cost basis is less than 1.0 (when the crossing exposure exceeds 50,000 in urban areas or exceeds 25,000 in rural areas)

•There are no other viable alternatives to provide access If a crossing is permitted, the following conditions should apply:

•Whenever a new highway-rail crossing is constructed, consideration should be given to closing one or more adjacent crossings

•If it is a main track, the crossing should be equipped with active devices with gates

•The plans and specifications should be subject to the approval of the highway agency having jurisdiction over the roadway (if other than a State agency), the State department of transportation or other State agency vested with the authority to approve new crossings, and the operating railroad

•All costs associated with the construction of the new crossing should be borne by the party or parties requesting the new crossing, including providing financially for the ongoing maintenance of the crossing surface and traffic control devices where no crossing closures are included in the project

•Whenever new public highway-rail crossings are permitted, they should fully comply with all applicable provisions of this proposed recommended practice 127Traffic Control Device Selection Procedure: Step 1—Minimum highway-rail crossing criteria: 1. Gather preliminary crossing data:Highway:

•Geometric configuration (number of approach lanes, alignment, median)

•AADT

•Speed (posted limit or operating)

•Functional classification

•Desired Level of Service (LOS)

•Proximity of other intersections (note active device interconnection)

•Availability and proximity of alternate routes and/or crossings

•Emergency response facilities

•Type of vehicle usage (trucks, buses, etc.)

•Stop line locations and storage distances Railroad:

•Number of tracks (type: FRA classification, mainline, siding, spur)

•Number of trains (passenger, freight, other)

•Timetable track speed and operational characteristics

•Proximity of rail yards, stations, terminals, spurs, and railroad wayside equipment (defect detectors, train signals, etc.)

•Crossing signal control circuitry Traffic Control Device:

•Passive or active

•Existence of traffic signal(s) and preemption

•Road approach traffic control signal timing (coordinated or uncoordinated)

•Supplemental devices (approach warning beacons, supplemental flashers, etc.)

Prior Collision History

2. Based on one or more of the above, determine whether any of the recommended thresholds for closure, installing passive or active devices, or grade separation have been met based on highway or rail system operational requirements 3. Consider crossing closure based on the criteria noted earlier in this section 128Step 2—Evaluate highway traffic flow characteristics: 1. Consider the required motorist response to the existing (or proposed) type of traffic control device. At passive crossings, determine the degree to which traffic may need to slow or stop based on evaluation of available corner sight distances 2. Determine whether the existing (or proposed) type of traffic control device and railroad operations will allow highway traffic to perform at an acceptable LOS for the functional classification of the highway Step 3—Possible revision to the highway-rail crossing: 1. If crossing closure or consolidation is being considered, determine the feasibility and cost of providing of an acceptable alternate route and compare this to the feasibility, benefits of safety modifications and cost of improving the existing crossing 2. If grade separation is being considered:

•Economic analysis should consider fully allocated life-cycle costs

•Consider highway classification and LOS

•Consider the possibility of closing one or more adjacent crossings

•Consider future traffic generation from population growth 3. If there is inadequate sight distance related to the type of control device for stopping, approach speed, or clearing, consider measures such as:

•Trying to correct the sight distance limitation

•Closing the crossing

•Grade separating the crossing

•Performing an engineering study to determine the need for a STOP sign in lieu of the required YIELD sign at the crossing

•Performing an engineering study to determine the safe approach speed and consider either posting an advisory speed plaque at the advance warning sign or reduce the regulatory speed limit on the approach

•Upgrading a passive or flashing ‑light‑only traffic control device to active with gates 4. If active devices are being considered, the devices should be installed with consideration to what is discussed earlier in this section