Alabama, California, Florida, Georgia, Illinois, Indiana, Iowa, Louisiana, Ohio, and Texas have until August 27th, 2011, to complete five-year action plans that address the incidence of level crossing accidents. The deadline for having completed these plans is one year on from the implementation date of the final rule published by the Federal Railroad Administration (FRA) on June 28th, 2010.

The top ten states are those with the largest number of level crossing collisions recorded by FRA for the years 2006, 2007 and 2008.

The final rule says that the targeted states “can reasonably develop such plans within one year from the date this regulation goes into effect". The rule further says that a five-year period is appropriate because many of the remedial actions that may be included in these plans (e.g. closures and grade separations) may take up to five years to implement. In addition, any identified State that has already developed an action plan in conjunction with a recommendation from DOT's Office of Inspector General must ensure compliance with this final rule and must resubmit the plan as required.

The FRA received comments and held a public hearing in Washington on February 22nd, 2010. The FRA was urged to consider how many collisions occur in each state relative to the number of vehicles and the number of level crossings there. Also FRA was asked to take account of the actions each state had already taken to reduce level crossing collisions. But FRA declined both suggestions because Congress had made clear that the rule must identify the 10 states that have had the most highway-rail grade crossing collisions, on average, over the past three years and require them to produce an action plan. So much for a risk based approach to safety regulation.

(30th, June 2010)

Metra, Chicago’s commuter rail agency and Union Pacific Railroad (UP), the owner of the railway right of way have agreed a programme of upgrades valued at US$112m. A key component of this programme of works is attention to level crossing issues at stations.

In Wheaton a new footbridge linking the Metra platforms with the station car park will address the access to the station issues which arise when commuters won’t wait to cross the adjacent West Street level crossing because they fear they will miss their intended train. The problem can be exacerbated when the train for which the barriers have been lowered is a slow moving freight train. This work which also involves shifting the entirety of Metra platforms west of West Street will be completed in 2011 at a cost of US$3.3m.

To broadly the same time frame, a grade-separated route across the UP right of way will be created at the Lombard station. Here the solution is a pedestrian underpass rather than the over-bridge as at Wheaton.

Wheaton’s new pedestrian over-bridge at the Metra station will be joined by a pedestrian underpass near Wheaton College as part of a project to eliminate the Chase Street level crossing to allow rail infrastructure improvement to take place. When these works are complete there will be seven underpasses and road-over-rail bridges on the UP corridor through Wheaton.

(June 30th, 2010)

Escobar, Argentina: Residents call for a manually supervised crossing

Residents of Escobar, Buenos Aires, are calling on the rail and highways authorities to replace an automatic half-barrier level crossing with one that is operated manually and to relocate this crossing so that it is less affected by shunting movements at a nearby rail facility.

The requested relocation would see the present level crossing of the Transporte de Buenos Aires (TBA) at Avenida Tapia de Cruz replaced by an upgraded crossing on Paseo de Julio with manual rather than the automated controls presently installed on Avenida Tapia de Cruz. This say the residents will significantly ease the traffic congestion caused by double shunting moves over the Tapia de Cruz crossing.

(June 30th, 2010)

Concerns have been raised in Illinois that the accident which took the lives of 12 young people at Castelldefels Playa in Spain (qv story in the Europe section of this issue of LXinfo) when they crossed the railway at grade into the path of a second train could easily occur in the United States. In Spain, the availability of a pedestrian subway to cross the line appeared to be of secondary importance to getting where they wanted to be in the minimum of time.

Pedestrian fatalities on the Metra suburban rail system in the Chicago area are often associated with impulsive, impromptu behaviours to get across to catch a train or be the first out of the car park. When these behaviours are dominant it seems as if all thought of looking out for a second train disappear.

Simplistically, subways are often seen as bringing with them the hazards associated with dark and uninviting places where personal security may be at risk – or, at the least, where it is perceived to be at risk. Therefore there are always those who will resist using a grade separated route across the railway when there is – in their mind – a perfectly adequate at-grade route across the tracks whether at a formal level crossing.

More needs to be done to address the “I’ll miss the train” mind-set in the morning and the “I’m late, I should have been home for the kids ten minutes ago” type of issue associated the afternoon commute. This sense of urgency must be systematically targeted to generate a mind-set that the extra minutes using a grade separated route across the railway are worthwhile because, being there in the future is what matters to the kids, spouse and indeed one’s work colleagues.

To back up the education messages, there should also be meaningful enforcement activity with the financial penalties associated with improper use of formal level crossings and trespass via informally acceptable routes sufficient that repeat offending is rare.

These same issues, already recognised in Chicago-land need to be addressed in many other jurisdictional contexts across the United States and elsewhere. Second trains are a killer and rightly the focus of awareness campaigns in, for example, Canada. Equally important is research to develop and effectively communicate warnings of the approach of a second train. But, above all, there needs to be a lot more thought given to making grade-separated routes more attractive to those in a hurry and those with fears for their personal safety, particularly in subways.

With the massive investment in higher-speed rail services in the United States, some up-front thinking is needed to ensure the pedestrian safety issues are integral to project planning and design, particularly on routes where there are already suburban passenger train services and the second train may be running at 110 mph in the future rather than the 79 mph which is the case today. Pedestrians and trains don’t mix. Pedestrians and higher-speed trains are even less acceptable. The message is simple and must be integral to the development of higher-speed rail services. At the moment this isn’t always the case – it should be, no question!

(June 30th, 2010)

For 80 years Glew, Buenos Aires, has been divided by the railway with level crossings providing a less than ideal solution in the age of the car. Now, light is in sight as an underpass nears completion. Current forecasts are that it will open to traffic in October 2010 rather than the previously suggested completion date of July 2010. This project is the biggest of its kind in Argentina with a budget of ARS60m.

(June 30th, 2010)

A resident who lives more than a mile from the level crossing at the intersection of Avalon Avenue and the Norfolk Southern (NS) right of way in Muscle Shoals is leading the call for a quiet zone. The call for a quiet zone also includes the level crossing on Sixth Street and has now been lodged with the City Council.

The reaction in City Hall was that there must be a demonstration that the crossings within the proposed quiet zone will be at least as safe as the arrangements they replace. The view that quiet zones are not necessarily a panacea has been echoed from within NS who have highlighted the viewpoint that there is an enhanced risk at quiet zone crossings if they are not managed properly.

(June 28th, 2010)

Two men were injured when the light truck in which they were travelling was struck by a train on a level crossing which is within a “grandfathered” quiet zone. The crossing in question is on Furnace Street in West Graham, near Bluefield. Both the truck driver and his passenger received injuries sufficient that they were hospitalised.

The train involved in the collision on an active open level crossing had not sounded its horn in accordance with the locally mandated quiet zone. However, it should be noted that the mandates for these quiet zones are progressively expiring as the requirement for compliance with the federally mandated quiet zone rule kick in.

(June 25th, 2010)

A California Public Utilities Commission (CPUC) hearings official has come out in favour of the revised plans for an at-grade crossing and passenger rail station adjacent to Dorsey High School. This solution has been challenged by many who argue that the only safe solution is for there to be a bridge over the railway at Farmdale Avenue on The Expo line extension in Los Angeles.

The approval of the contested solution is tentative as the Administrative Law Judge’s opinion has to be ratified by CPUC. The proposed decision was open for public comment until July 13th, 2010.

(June 24th, 2010)

Residents in Trẽs Lagoas are being reminded by Brazilian rail operator America Latina Logistica (ALL) to take care at level crossings. The latest initiative took place on June 25th, 2010 when a safety campaign reached out to motorists and pedestrians using the Avenida Felinto Muller level crossing during the morning commute.

This is just one of more than 80 communities that will, during 2010, be targeted by ALL to get across the importance of using level crossings responsibly.

(June 24th, 2010)

Norfolk Southern (NS) has completed a project to raise train speeds on the rail corridor between Fort Wayne and the Fort Wayne International Airport from 30 to 60 mph. An element of the project has been the reconfiguration of level crossing controls at six public level crossings.

This rail corridor sees about 30 trains each day and thus the reduced delays to road traffic are significant.

(June 24th, 2010)

Idaho Operation Lifesaver, the Union Pacific Railroad (UP) and Idaho State Police have joined forces to promote safety at level crossings through the provision of free train rides. Using UP traction and vintage rolling stock, the excursions on June 22nd, 2010 provided an opportunity to explain the rules for the safe use of level crossings and why trespassing on the railway so often has fatal consequences.

These train rides formed part of a wider initiative in Coeur d’ Alene to promote safe behaviours at level crossings and along the UP right of way through the city. 

(June 22nd, 2010)

Montclair, New Jersey: Train horns for the first time in 30 years

Residents of Montclair have for many years been accustomed to sleeping without the interruption of train horns being sounded on the approach to level crossings. However, as of June 24th, 2010, this came to an end with train horn sounding being resumed because the process of securing agreement to a quiet zone in accordance with the national train horn rule ws not completed before the town imposed ordinance of more than 30-years-standing lapsed.

The town and state officials involved in securing the transition to a quiet zone scheme compliant with the federal rule do not anticipate that horns will need to be sounded long-term for the 12 level crossings in Montclair as they are confident that the works required and approval process for the replacement train horn ban will run smoothly.

The more onerous requirements imposed by the federal rules requires crossings in Montclair to be upgraded at a cost approaching US$1m to prevent motorists zig-zagging around lowered barriers. The works involve installing quad gates at two level crossings, median strips at a further three crossings, converting one from two-way to one-way and closing another altogether.

Before the township can become a Quiet Zone, it must make safety improvements to its railroad crossings, including the installing of more gates to prevent drivers from snaking around them to cross the tracks,

(June 21st, 2010)

The long running project to introduce a quiet zone along the CSX Transportation (CSX) right of way through Rockland County is likely to be completed in 2012-2013.

The latest development is the further joint inspection of level crossings by CSX, county and state officials to determine in detail what needs to be done at 14 level crossings.

As for funding, already in the bag is federal funding of US$3.6m, to which the county must add a further 20%. This amount is included with Rockland County’s capital budget and work is in hand to secure state and further federal funding to allow the project to proceed beyond the detail design of the enhanced protection measures which are likely to be:

Four quadrant barriers: Andre Avenue, Orangetown; Old Tappan Road Orangetown; Glenshaw Street, Orangetown; Bradley Parkway, Orangetown; Pine View Road, Clarkstown; Kings Highway, Clarkstown; Gilchrest Road, Clarkstown; Lake Road East, Clarkstown

Four quadrant barriers and obstacle detection: Erie Street East, Orangetown; New Main Street, Haverstraw; Westside Avenue, Haverstraw; Railroad Avenue, West Haverstraw

One way street with full barriers facing road traffic: Greenbush Road, Orangetown; Highview Avenue, Orangetown

In addition, the presently on-going South Carolina Department of Transportation project to grade separate the Short Clove Road intersection with the CSX right of way will also silence the routine sounding of train horns on the approach to level crossings.

The final scope of the project will also address the train horn use at six private level crossings on the CSX right of way through Rockland County..

(June 21st, 2010)

A seven-month-pregnant woman and her three younger siblings were killed when the vehicle in which they were travelling was struck by an express passenger train near Independence. The collision was on the Caprece road level crossing between Independence and Amite in Tangipahoa Parish.

The passive Caprece Road level crossing was recommended for closure two years ago and was the scene of a previous double fatality accident. As such the level crossing was one of six in Tangipahoa Parish that the Louisiana Department of Transportation said should be eliminated.

Reports attributed to railway staff say that the driver of the van which was hit drove over the level crossing without any attempt to stop as required by the posted highway signs, The track on which the train involved in the collision is cleared for 79 mph operation although Amtrak has not confirmed that the train was travelling at this speed.

(June 19th, 2010)

The construction of a major underpass in Auburn has moved a step nearer with the City having begun acquisition of the land that will be needed. This could be a lengthy process as the land is needed is in multiple ownership. The process could take up to a year if it is not possible to reach voluntary agreements with the various land owners and the City needs to invoke court sanctioned compulsory purchase arrangements.

The total cost of the M Street underpass which will accommodate four lanes of traffic as well as cycle and pedestrian routes under the Burlington Northern Santa Fe Railway’s (BNSF) right of way is estimated at US$22.5m.

Current plans call for physical works to start next year and be completed in 2013. However, before this can the balance of the funding required needs to be put in place to sit alongside contributions from BNSF, ports of Seattle and Tacoma, state and federal sources.

The works separate M Street SE from the present at-grade crossing by building a rail-over-road bridge with the tracks 4ft above their present level and the road around 21 ft lower than at present. The underpass will when complete significantly reduce traffic congestion associated with up to 20 slow moving freight trains a day as well as offering safety benefits for both vehicular and pedestrian traffic.

(June 18th , 2010)

Proposed M Street underpass, source City of Auburn

A truck driver who was critically injured when his truck was hit by a train on a level crossing in Kitchener was evacuated to hospital by air ambulance. The accident occurred at lunchtime on June 17th, 2010 on a private passive level crossing on an access road to a quarry off Snyder’s Road East. It is understood that the truck driver was a regular user of this passive level crossing.

(June 17th, 2010)

As a component of a US$8.8m track upgrade project Union Pacific (UP will upgrade roadways over 65 level crossings. 41 of the level crossing upgrades are on the 46 mile long East Clinton to Dixon line in Illinois. The remainder, 24 in number are on the 20 mile long between Waverly and Marshall, Missouri. Work is scheduled to be complete by the end of July 2010.

(June 17th, 2010)

An attempt to beat the train at a level crossing failed as the car was hit on a level crossing in Pilar, leaving the motorist trapped in his vehicle with critical injuries. The passenger in the car was able to walk away with minor injuries.

The accident occurred on June 11th, 2010 when, it is believed, that the vehicle sought to cross the railway as or after the barriers lowered for the approaching train. A mitigating factor that may have saved the life of the motorist was the train was accelerating away from a station stop rather than running at line speed.

(June 15th, 2010)

A string of fatal accidents on the Calle La Pulpería in the municipality of Florencio Varela has led to calls for the Kilometre 26 level crossing to be staffed around the clock 24/7.
The string of serious accidents within a few months and others in the past are largely attributed to a malaise when the level crossing isn’t supervised that leads to people behaving as if there was no intersection with the railway operated by UGOFE and carrying the General Roca line passenger train service.

In the most recent accident on June 6th, 2010, a taxi driver of 40 years was seriously injured. This has been attributed to there being no staff to supervise the level crossing on a Sunday. As a consequence of there being yet another accident on the level crossing protestors blocked the railway to reinforce their call for action.

(June 14th, 2010)

The demands for a level crossing to link Montréal’s Mile End and Petite Patrie neighbourhoods have reached the point where demonstrations are staged.

While Canadian Pacific’s (CP) right of way is protected by a high fence, there is a long history of it being cut through to create a widely used trespass route across the railway. Indeed, it can be cut at several locations as the trespassers seek the shortest possible route between the neighbourhoods.

The so called “informal level crossings” are systemically used by commuters using the Rosemount level crossing who work in the Mile End district. These  and more local users mean that there are several hundred trespassers a day who are not prepared to add fifteen minutes or more to their journey as would be entailed if they used the nearest legitimate underpass to cross the railway.

CP police officers regularly monitor the situation, handing out CA$150 fines to trespassers. The demonstrators argue that CP should stop handing out tickets and the city to provide a grade separated route across the CP tracks. There is wide support for the provision of a level crossing but not for the costs of constructing a grade separated route. Meanwhile, the view of those protesting is that their “informal level crossing” should remain.

This issue has been festering for decades and it seems that the damage to line-side fencing and endemic trespass will continue unchecked. The CP position is equally clear, ticketing for trespassing will similarly continue to the frustration of those who feel they have to cross the railway where they should not.

(June 14th, 2010)

The Transportation Research Board (TRB) is initiating a study of “The Comprehensive Economic Effects of Highway-Rail At-Grade Crossing Crashes”. The TRB description of the project is as follows:

“Most analysis of the need to invest federal-aid safety funds into safety improvements at highway-rail at-grade crossings has focused on preventing fatalities, injuries, and property damage at specific priority locations. Little information has been developed about the quantifiable overall financial and social impacts of a crash involving a train and one or more motor vehicles at an at-grade crossing. Lacking such information, highway and rail system decision-makers cannot effectively consider the economic benefits of public investments to improve or eliminate at-grade crossings.

While the number of at-grade crossings crashes and fatalities is a small fraction of the number of crashes and fatalities on the roadway system overall, the literature shows that a fatality is at least 20 (often more than 40) times more likely than in other crashes, and costs directly associated with the motor vehicle occupants are substantial. Other costs also accrue, such as damage to rail equipment and infrastructure and injuries to rail employees and passengers; damage to goods, especially intermodal and containerized shipments; investigative costs borne by public agencies and railroad operators; delays to transport on both affected railroads and roadways resulting from temporary, accident-caused closures, including damaged right-of-way; and clean-up of hazardous materials spills. The magnitudes of these additional costs are not well known.

The 20th century highway system was laid mostly at grade on top of a 19th century rail system which has been adapted to the 21st century, leaving thousands of modal intersections that would be unjustifiable and inconceivable were the systems built in the 21st century. Recent reductions in rail track mileage, increases in rail traffic volumes, and changes in the operating strategies of freight railroads have resulted in more and longer trains concentrated on fewer route miles, slowed rail freight movement, obstacles to highway movement, increased safety risks, and bifurcation of communities, all exacerbating urban traffic circulation problems and leading to increased motorist non-compliance with warning devices and harmful outcomes. Because the entire transport system is now highly interdependent, maintaining its fluidity is a local, regional, state, and national goal.

In addition to direct costs, there can be substantial indirect costs resulting from necessitated, unplanned changes in transport systems and rerouting of goods. Shipments can be transferred via trucks to highways or passengers to private automobiles and buses as an alternative when the transport system has been compromised. The National Highway Safety Administration and Federal Railroad Administration regularly provide reports which contain estimated (perhaps underestimated) costs resulting from crashes.

1. Review of pertinent literature on costs of crashes and economic effects of interruptions in shipments of goods
2. Identification of the components of a crash that produce costs including (a) Direct costs of damages and injuries to vehicles, trains, and goods carried

1. Development of a model that recognizes these costs and provides a simplified method of incorporating them into cost-benefit analyses of highway-rail grade crossing upgrades
2. Determination of how the model can be used specifically to enhance the Federal Highway Administration crossing-improvement resource allocations
3. Application of the model to a set of specific but typical incidents to show how the model can be used by decision makers
4. Preparation of a summary report documenting the research findings”

(June 14th, 2010)

A collision between a train and a car on a passive level crossing on the Highlands Avenue private level crossing in Lake Como, Putnam County, claimed the lives of a mother and two children on June 14th, 2010. The accident occurred in the afternoon as the family was returning home from a visit to relatives whose property is accessed via the private crossing.

It is understood that the Amtrak passenger train involved in the collision was travelling in the region of 70 miles per hour at the point of impact.

(June 14th, 2010)

Three occupants of a car were injured when it struck a train near Vicuña Mackenna. The late night collision on June 13th, 2010 occurred when the motorist failed to see that a freight train was traversing the level crossing.

(June 14th, 2010)

City planners in Santa Clarita have put on hold the project to construct a level crossing on an extension of Lyons Avenue in exchange for closure of the 13th Street level crossing in the Newhall district of town.

The reasons behind the suspension are in part a response to residents of the Placerita Canyon district opposing the exchange of a 13th Street for a Lyons Avenue level crossing which would be linked to Dockweiler Avenue. However, the primary reason is the failure to put in place all of the funding needed to complete the project.

The city had hoped they could fund the project which, with connecting roads, has been estimated to cost US$7.5m through an agreement with a developer. However, no developer has been found that is willing to burden their project to the tune of US$7.5m although one has contributed US$0.1m towards the costs of an environmental impact study.

(June 14th, 2010)