Who Decides Where Railroad Crossings Are
Located?
Omaha, NE, Dec. 16, 2003 [Union Pacific] - One of the commonly held misconceptions is that railroads decide where and what types of highway crossing signals are installed.
In reality, the process is governed by a federal program since crossing signals are defined by the Federal Highway Administration as highway control devices, not railroad signals.
Railroad crossing signal installations and signal upgrades primarily are funded by federal safety funds, originally through "Section 130 funding," but more recently under other titles. The states receive an allocation of federal money each year for grade crossing improvements.
Each state is tasked to develop a system to determine a priority list for crossing safety improvements. The factors, which can vary from state to state, include such elements as train speed, train volume, average daily traffic and accident history, are calculated by formula.
Once a state determines which crossings are to be upgraded, it contacts the railroad, which meets with state representatives on site to review the project. The process is defined as a "diagnostic." The railroad then designs the circuitry for the specific crossing and determines a cost estimate. The state reviews the estimate and once it approves it, issues an agreement to the railroad to install the desired signals.
Union Pacific averages about 400 diagnostic projects annually on its 23-state system.
Federal funds pay 90 percent of the cost of a signal installation with the local government jurisdiction-city, county, etc. - paying the other 10 percent. The railroad maintains the signals from that time forward, which usually equals the cost of the initial installation in about 10 years.
The railroad cannot, on its own, install crossing signals. It is required to get state permission.
The cost of a basic flashing light with gates crossing signal is about $142,000.
Costs will vary depending on the complexity of the crossing and the sophistication of the equipment needed to meet the desired safety levels.
Generally it takes about a year from the time a crossing is identified for work to go through the complete process.
Ultimately, of course, the safest crossing is no crossing. An on-going goal of the railroad is to close unnecessary crossings. On Union Pacific's system alone more than 1,000 crossings have been closed in the last four years.
In areas where grade separations - either underpasses or overpasses - are planned, funding methods vary. The cost can range from a low of about $8 to $10-million to much more, depending on the complexity of the site.
If the project involves a federal highway and the existing crossing has electrical warning devices, the railroad is required to pay 5 percent of the "theoretical" cost. Theoretical means from the point of where the roadway starts over or under to the end of the project on the other side. If the roadway is to be widened or other improvements added, such as a cloverleaf at one end, the railroad's share is not based on the additions, just the original configuration. The 5 percent charge is based on the anticipated savings the railroad will achieve by not having to maintain the crossing signals that can be retired by the project.
If the separation is not a federal project, state and local government fund the cost since it is understood that the benefit is to the motoring public, not the railroad. If it is agreed that there is some operational benefit to the railroad, it can assist. In California, the railroad is required to pay 10 percent of the cost.
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Rail Crossing Warning Systems: The Stalwart Safety Sentinels of the Road!
Omaha, NE, Dec. 16, 2003 [Union Pacific] - Uniquely American, they are common, highly sought after, and work through seemingly mysterious, but time-tested science.
They are highway-rail grade crossing warning systems.
How they originated is an interesting story.
The basic technology goes back to 1870 when the track circuit was invented. The idea of using electric current in railroad rails for signaling was an idea that had been suggested as early as 1848. By dividing the railroad into "blocks" or sections, a circuit was devised to signal trains when a specific section of track was clear or occupied with other trains.
As America became laced with more railroads in the latter half of the 19th century, it became apparent that warning also should be given to people who wanted to cross the tracks. Initially, a colorful variety of signs were posted at crossings, depending on the whims of the local railroads, and in time, watchmen were stationed at the busier crossings to warn of approaching trains. Some of the crossings were equipped with gates that the watchmen manually cranked to lower or to raise.
As it wasn't practical to have people stationed at all the crossings, a way was sought to automatically alert the public that a train was approaching.
By the 20th century, the use of "cross-buck" - signs the boards forming an "x" - were common. The design formed the basic sign still in use today, but vastly improved with automatic warning advances based on the track circuit concept.
The first automatic crossing signals were bells mounted atop poles. They were activated when a train entered a circuit where the rails were insulated to confine the electric current to a designated piece of track.
The current flowed through the steel wheels and axles of the train, cutting off (short-circuiting) electricity to an electrical relay which needed the power to hold the electrical connection apart that kept the bell off. When the electricity was diverted through the train - which was a path of lower resistance - instead of the relay connection, the contacts connected and the bell rang.
The electric bell idea was quickly expanded to include a swinging round sign with a red light hanging from an arm on the signal pole to simulate a flagman waving a red lantern. Such "automatic flagmen" signals were soon dubbed "wig wags." A few wig wags remain in use today in the United States, much beloved by railfans for their nostalgic warning.
The wig wags gave way to the alternating flashing red lights mounted as part of a cross-buck sign, and often with gates as well, today the industry standard. The first flashing red light signal was installed in New Jersey in 1913.
Today the basic designs come in a wide variety of configurations, depending on the complexity of the street crossing and the railroad. Each one is custom designed to fit a specific need.
Most crossing gates are designed to protect against motor traffic in the oncoming lanes, covering half the street, allowing an escape from the tracks for motorists who happen to be on the crossing when the signal is activated. The use of "four quadrant gates" currently is being considered to prevent motorists from driving around lowered gates, a risky maneuver. The full gates would be timed to allow an escape on the "far side" of the crossing.
At some crossings where the roadway is very wide, a "cantilever" extends out above the street with additional flashing lights to warn motorists in multi-lane situations.
The basic track circuit technology has been advanced to make the signals smarter. Many signals have motion detection devices that will raise the gates and shut off the lights and bells if the train stops short of the crossing for a pre-determined amount of time. This is common where trains might make stops within a warning circuit just short of a crossing. When the train begins to move again, the signal reactivates.
Many modern crossing signals have "constant warning" technology which not only allows for the warning time, but adjusts to the speed of the oncoming train to give the same amount of warning, regardless of whether or not the train is moving slowly or very rapidly. The goal is to give adequate warning, but not too much time that would encourage motorists to disregard the signal.
The Federal Railroad Administration minimum warning time is 20 seconds. Many states issue orders specifying the designed warning time at each crossing. Designed warning times vary from the low 20s to the high 30s, depending on the circumstances at the crossing.
In addition to the signals and signs, Union Pacific rules require train crews to sound the horn a quarter of a mile in advance of each public crossing until they cross the roadway. Locomotives are equipped with a triangle of bright headlights, one mounted high and centered, and two on each lower side of the front of the locomotive. They are illuminated night and day when the train is in motion.
On Union Pacific, crossing signals are inspected regularly for a variety of safety checks. If a malfunctioning signal is noted, the public should report it via the Union Pacific Grade Crossing Hot Line (1-800-848-8715).
Since physics makes it impossible to stop a moving train in time to avoid striking a motorist or pedestrian on the track by the time the train crew realizes the danger, the public must always take extreme care when approaching a train track. It takes more than half a mile to stop a heavy freight train, even when emergency braking is used.
Signals, signs, lights and horns are important safety aids, but ultimately it is the motorist's decision whether or not it is safe to cross the tracks.
[Union Pacific]
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