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Journal articles on the topic 'Highway-railroad crossings'

Author: Grafiati

Published: 4 June 2021

Last updated: 6 February 2022

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1

Noyce, David A., and Daniel B. Fambro. "Enhanced Traffic Control Devices at Passive Highway-Railroad Grade Crossings." Transportation Research Record: Journal of the Transportation Research Board 1648, no. 1 (1998): 19–27. http://dx.doi.org/10.3141/1648-03.

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More than 2,000 crashes and 239 fatalities were reported at public passive highway-railroad grade crossings in 1994. Driver error, often due to a breakdown in communication between traffic control devices and the driver, is commonly cited as a factor in passive grade crossing crashes. The objective of this study was to evaluate an improved method for communicating with drivers in an effort to improve safety at passive grade crossings. Specifically, this study evaluated the effectiveness of a vehicle-activated strobe light and supplemental sign as enhancements to the railroad advance (W10-1) warning sign at a passive highway-railroad grade crossing near Temple, Texas. Three study methods were used to evaluate this enhanced sign system including a before and after speed study, a driver survey, and a driver observation study. The results indicated that average speeds on the approaches to the grade crossing were lower after the installation of the enhanced sign system. Drivers responded favorably to the enhanced sign system, and no adverse driver reactions were observed at the onset of the flashing strobe light. The strobe light was effective in directing drivers’ attention to the railroad advance warning and supplemental signs. The enhanced sign system appears to increase driver awareness of the passive grade crossing, cause some drivers to approach the grade crossing with additional caution, and reduce the average speed near the nonrecovery zone on both approaches.

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2

Pasha, Junayed, Maxim A. Dulebenets, Olumide F. Abioye, et al. "A Comprehensive Assessment of the Existing Accident and Hazard Prediction Models for the Highway-Rail Grade Crossings in the State of Florida." Sustainability 12, no. 10 (2020): 4291. http://dx.doi.org/10.3390/su12104291.

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Accidents at highway-rail grade crossings can cause fatalities and injuries, as well as significant property damages. In order to prevent accidents, certain upgrades need to be made at highway-rail grade crossings. However, due to limited monetary resources, only the most hazardous highway-rail grade crossings should receive a priority for upgrading. Hence, accident/hazard prediction models are required to identify the most hazardous highway-rail grade crossings for safety improvement projects. This study selects and evaluates the accident and hazard prediction models found in the highway-rail grade crossing safety literature to rank the highway-rail grade crossings in the State of Florida. Three approaches are undertaken to evaluate the candidate accident and hazard prediction models, including the chi-square statistic, grouping of crossings based on the actual accident data, and Spearman rank correlation coefficient. The analysis was conducted for the 589 highway-rail grade crossings located in the State of Florida using the data available through the highway-rail grade crossing inventory database maintained by the Federal Railroad Administration. As a result of the performed analysis, a new hazard prediction model, named as the Florida Priority Index Formula, is recommended to rank/prioritize the highway-rail grade crossings in the State of Florida. The Florida Priority Index Formula provides a more accurate ranking of highway-rail grade crossings as compared to the alternative methods. The Florida Priority Index Formula assesses the potential hazard of a given highway-rail grade crossing based on the average daily traffic volume, average daily train volume, train speed, existing traffic control devices, accident history, and crossing upgrade records.

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3

Yeh, Michelle, and Jordan Multer. "Applying a Sociotechnical Framework for Improving Safety at Highway-Railroad Grade Crossings." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 51, no. 24 (2007): 1550–54. http://dx.doi.org/10.1177/154193120705102408.

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To understand drivers' decisions and actions at grade crossings, we examined human factors contributing to noncompliance at grade crossings using a sociotechnical framework. This perspective allows driver behavior at grade crossings to be examined not as individual elements but rather as a function of how each element interacts with other elements within the system. In this paper, we present a model that addresses driver decision-making at grade crossings at a systems level. We identify and describe four elements of the grade crossing system influencing driver compliance: the design of the grade crossing environment, driver characteristics, the role of organizations and management, and social and political forces. We then apply the model to identify how failure to consider safety from a systems perspective contributed to the grade crossing accident that occurred in Fox River Grove, Illinois, in 1995.

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4

Estes, R. Matthew, and Laurence R. Rilett. "Advanced Prediction of Train Arrival and Crossing Times at Highway-Railroad Grade Crossings." Transportation Research Record: Journal of the Transportation Research Board 1708, no. 1 (2000): 68–76. http://dx.doi.org/10.3141/1708-08.

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There are many issues related to highway–railroad grade crossings. For historic and practical reasons, trains have the right-of-way at grade crossings, which results in delays to motorists. In addition, the differential in size, speed, and stopping ability between motor vehicles and trains raises many serious safety concerns. Historically, the methods used to address these delay and safety problems at grade crossings have been reactive in nature. For example, the Manual on Uniform Traffic Control Devices specifies a minimum of 20 s of warning time for active warning devices at grade crossings. Intelligent transportation system (ITS) technology offers potential solutions for increasing the warning time at grade crossings. Advanced on-board devices and off-track detection equipment can allow train position and speed to be monitored. This information can be shared through wireless and wireline telecommunications equipment being deployed for ITS. Transportation management center personnel can then predict the arrival and crossing times of trains at grade crossings. It is hypothesized that if the warning time could reliably be increased, the traffic-operation strategies in the vicinity of grade crossings could be more proactive, reducing delay to motorists and increasing safety for both trains and automobiles. The research focuses on a second-generation technology approach to an advanced prediction of train arrival and crossing (gate-up and gate-down) times at highway–railroad grade crossings, including problems faced at grade crossings, background on detection and prediction technology for grade crossings, the train monitoring system used as the test bed for the research, the development of the methodology, the results of the analysis, and the conclusions of the research and potential applications for the model.

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5

Carlson, Paul J., and Kay Fitzpatrick. "Violations at Gated Highway–Railroad Grade Crossings." Transportation Research Record: Journal of the Transportation Research Board 1692, no. 1 (1999): 66–73. http://dx.doi.org/10.3141/1692-08.

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6

Khattak, Aemal J., and Gregory A. McKnight. "Gate Rushing at Highway–Railroad Grade Crossings." Transportation Research Record: Journal of the Transportation Research Board 2056, no. 1 (2008): 104–9. http://dx.doi.org/10.3141/2056-13.

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7

Cho, Hanseon, and Laurence R. Rilett. "Modeling Signalized Intersections near Highway–Railroad Grade Crossings." Transportation Research Record: Journal of the Transportation Research Board 1973, no. 1 (2006): 149–56. http://dx.doi.org/10.1177/0361198106197300118.

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8

Mortimer, Rudolf G. "Oh! Say, Can You Hear that Train Coming to the Crossing?" Proceedings of the Human Factors and Ergonomics Society Annual Meeting 38, no. 14 (1994): 898–902. http://dx.doi.org/10.1177/154193129403801422.

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How effective is the horn on trains in alerting motorists, cyclists and pedestrians of the approach of a train to a highway-railroad crossing? Road users become aware of trains approaching crossings either by seeing them, hearing the warning horn or by warning devices at the crossing. Auditory warnings have some advantages over others, but practical problems of sound transmission and the noise environment of road users limit their effectiveness. Factors that affect the audibility of train horns and crossing bells are discussed. Train and crossing bells are generally effective for persons in their immediate environment, but are relatively ineffective for occupants of closed vehicles. Because of the lack of reliability of the detectability of auditory warning signals provided to motorists and others approaching rail-highway crossings, they should visually scan the tracks to ascertain the presence of a train.

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9

Linja, Anne, Pasi Lautala, David Nelson, and Elizabeth S. Veinott. "Rail Safety: Examining the Effect of Driving Experience and Type of Crossing on Safety Concerns." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 64, no. 1 (2020): 1461–65. http://dx.doi.org/10.1177/1071181320641348.

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Vehicle-train collisions at Highway-Rail Grade Crossings continue to be a safety concern and despite improvements in warnings, many of these incidents are attributed to human error. In some cases, distractions other than railroad traffic, such as nearby highway intersections, may create additional burdens for drivers’ decision making. In this study, we systematically examined safety concerns across two types of Highway-Rail Grade Crossings: non-short storage and short-storage. In a controlled experiment, 48 college-aged drivers viewed a series of driving scene images and identified, rated, and explained up to five safety concerns in each image. Participants reported more safety concerns and higher average severity of those concerns for short-storage rail crossings than non-short storage, but these findings did not depend on rural vs. urban driving experience. Content analysis of the 1,230 safety concerns using chi-squared analysis revealed differences in attention to dynamic safety concerns by rail crossing type, but not to static concerns.

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10

Stephens, Burton W., and Gary Long. "Supplemental Pavement Markings for Improving Safety at Railroad–Highway Grade Crossings." Transportation Research Record: Journal of the Transportation Research Board 1844, no. 1 (2003): 18–24. http://dx.doi.org/10.3141/1844-03.

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An evaluation was performed of special X-box pavement marking configurations at railroad–highway grade crossings, originally used in several European countries. The intent is to provide motorists with supplemental visual cues about whether sufficient space is available for safe storage of a vehicle beyond the track for a motorist to proceed across. It is intended for application where nearby intersections can cause queues to back up to the track. These conspicuous markings, configured as an X in a box, were tested at two Florida locations, one in an urban area and one in a rural area, over a 1 ½-year period. The rates of cars hazardously stopping on or closely adjacent to the railroad tracks at the crossings were compared under pre- and postinstallation conditions. Results at the rural location showed a decline of more than 60% in hazardous stoppage rates over an extended period. No significant differences were found between the pre- and postinstallation tests at the urban location. A control site was utilized near the crossing in the urban location, and it showed no significant differences between the two test periods that were concurrent with the analysis at the treated site. Recommendations are provided for application of these markings at grade crossing sites in rural and urban locations.

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11

Crowley, Larry G., Brian L. Bowman, and Cecil Colson. "Computerized Office Support for State Highway-Rail Crossing Programs." Transportation Research Record: Journal of the Transportation Research Board 1553, no. 1 (1996): 132–40. http://dx.doi.org/10.1177/0361198196155300119.

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State programs in grade crossing safety are an important and successful traffic safety initiative. Their cost-benefit ratios are close to those achieved on all other highway safety projects. Estimates suggest these railroad crossing improvements have contributed to an 88 percent reduction in fatalities and a 62 percent reduction in injuries. While these achievements were obtained through the combined efforts of railroad companies and federal, state, and local governments, the primary responsibility for carrying out the program has fallen upon the states. States have developed individual procedures in identifying and improving high-risk grade crossings. These procedures, which constitute a naturally collaborative process, often lead to long periods of time between the initial identification of high-risk crossings and the physical installation of improvements. Most states either have initiated action or are considering procedural changes to reduce these times. One particularly beneficial action is a status tracking procedure. Described here is a computerized office support system that combines status tracking and reporting capability with the ability to produce system-compiled documents necessary for the functioning of the office. Alabama's Multimodal Office Support System (AlaMOSS), is designed to improve the productivity and effectiveness of Alabama's grade-crossing safety program.

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12

Gent, Steve J., Scott Logan, and David Evans. "Automated-Horn Warning System for Highway-Railroad Grade Crossings: Evaluation at Three Crossings in Ames, Iowa." Transportation Research Record: Journal of the Transportation Research Board 1708, no. 1 (2000): 77–82. http://dx.doi.org/10.3141/1708-09.

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Traditionally, locomotive engineers begin sounding the train horn approximately one-quarter mile from the crossing to warn motorists and pedestrians approaching the intersection. To be heard over this distance, the train horn must be very loud. This combination of loud horns and the length along the tracks that the horn is sounded creates a large area adversely impacted by the horn noise. In urban areas, this area likely includes many nearby residents. The automated-horn system provides a similar audible warning to motorists and pedestrians by using two stationary horns mounted at the crossing. Each horn directs its sound toward the approaching roadway. The horn system is activated using the same track–signal circuitry as the gate arms and bells located at the crossing. Once the horn is activated, a strobe light begins flashing to inform the locomotive engineer that the horn is working. Horn volume data collected near the crossings clearly demonstrate the significant reduction of land area negatively impacted by using the automated horns. Residents overwhelmingly accepted the automated-horn systems and noted a significant improvement in their quality of life. Motorists preferred the automated-horn systems, and locomotive engineers rated these crossings slightly safer compared with the same crossings in the before (train horn) condition.

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13

Randorff, Jack E. "Audibility of locomotive horns inside highway vehicles near highway–railroad grade crossings." Journal of the Acoustical Society of America 114, no. 4 (2003): 2403. http://dx.doi.org/10.1121/1.4778324.

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14

Yıldız, Kürşat, and Harun Kınacı. "Evaluation of Safety Performance of Level Crossings in Turkey with Data Envelopment Analysis." Sains Malaysiana 50, no. 4 (2021): 1113–20. http://dx.doi.org/10.17576/jsm-2021-5004-21.

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Level crossing, also known as railroad and highway crossings, pose a risk to those who use both modes of transport due to collisions that may occur. This risk associated with level crossings is of great importance both in Turkey and in the world. In this study, data envelopment analysis was performed on the accident data occurring on five types of level crossings in Turkey and a measurement of safety performances of level crossings in Turkey was provided. As a result of the analysis, the most efficient three-level crossings were found to be Hilal-Bandırma in Manisa, Samsun-Kalın in Amasya_1, and Samsun-Kalın in Amasya_2. In addition, a linear regression model that serves with the variables which are the components of level crossing and the number of accidents is established. In this model, it is seen that the ratio of independent variables to dependent variables was statistically significant.

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15

Iranitalab, Amirfarrokh, Yashu Kang, and Aemal Khattak. "Modeling the Probability of Hazardous Materials Release in Crashes at Highway–Rail Grade Crossings." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 10 (2018): 28–37. http://dx.doi.org/10.1177/0361198118780885.

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Crashes at Highway–Rail Grade Crossings (HRGCs) that involve a truck or a train carrying hazardous materials (hazmat) expose people and the environment to potentially severe consequences of hazmat release. This research involved statistical modeling of the probability of hazmat release from trucks and/or trains in crashes at HRGCs to identify factors associated with hazmat release. The Federal Railroad Administration (FRA) HRGC crash dataset (2007–2016) yielded two subsets of crashes: 1) those involving hazmat-carrying trucks, and 2) those involving hazmat-carrying trains. Results from a logistic regression model using data subset 1 (crashes involving hazmat-carrying trucks) with hazmat release/no release as the response variable showed that standard flashing signal lights, railroad crossbucks, and railroad classes II and III (relative to railroad class I) were associated with lower hazmat release probability from hazmat-carrying trucks. Hazmat release probability from trucks was higher with freight train involvement. Results from a logistic regression model using data subset 2 (crashes involving hazmat-carrying trains) revealed that hazmat release probability from trains was lower with warmer temperature. However, the probability of release from trains was greater with railroad class II (relative to railroad class I), type of highway user (different types of trucks and motorcycle relative to automobiles), and weather conditions (fog, sleet or snow, relative to clear). A comparison of the results from this study with HRGC crash severity studies highlighted the importance and usefulness of this study.

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16

Easa, Said M., Xiaobo Qu, and Essam Dabbour. "Improved Pedestrian Sight-Distance Needs at Railroad-Highway Grade Crossings." Journal of Transportation Engineering, Part A: Systems 143, no. 7 (2017): 04017027. http://dx.doi.org/10.1061/jtepbs.0000047.

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17

Ko, Byungkon, Scott S. Washburn, Kenneth G. Courage, and H. Michael Dowell. "Evaluation of Flexible Traffic Separators at Highway–Railroad Grade Crossings." Journal of Transportation Engineering 133, no. 7 (2007): 397–405. http://dx.doi.org/10.1061/(asce)0733-947x(2007)133:7(397).

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18

Alligood, Anna Bovbjerg, Manali Sheth, Anne Goodchild, Edward McCormack, and Polina Butrina. "Rails-Next-to-Trails: A Methodology for Selecting Appropriate Safety Treatments at Complex Multimodal Intersections." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 10 (2018): 12–27. http://dx.doi.org/10.1177/0361198118792763.

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There are more than 212,000 at-grade railroad crossings in the United States. Several feature paths running adjacent to the railroad tracks, and crossing a highway; they serve urban areas, recreational activities, light rail station access, and a variety of other purposes. Some of these crossings see a disproportionate number of violations and conflicts between rail, vehicles, and pedestrians and bikes. This research focuses on developing a methodology for appropriately addressing the question of treatments in these complex, multimodal intersections. The methodology is designed to be able to balance a predetermined, prescriptive approach with the professional judgment of the agency carrying out the investigation. Using knowledge and data from the literature, field studies, and video observations, a framework for selecting treatments based on primary issues at a given location is developed. Using such a framework allows the agency to streamline their crossing improvement efforts; to easily communicate and inform the public of the decisions made and their reasons for doing so; to secure stakeholder buy-in prior to starting a project or investigation; to make sure that approach and selected treatments are more standardized; and to ensure transparency in the organization to make at-grade crossings safer for pedestrians and bicyclists, without negatively impacting trains or vehicles.

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19

Brennan, Thomas M., Eric A. Hulme, Christopher M. Day, et al. "Decision Tree Model to Prioritize Signalized Intersections near Highway–Railroad Crossings for Railroad Interconnect." Transportation Research Record: Journal of the Transportation Research Board 2192, no. 1 (2010): 116–26. http://dx.doi.org/10.3141/2192-11.

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20

Coleman, Fred, and Young J. Moon. "System Simulation of Dual-Gate At-Grade Railroad-Highway Crossings: Development and Verification." Transportation Research Record: Journal of the Transportation Research Board 1605, no. 1 (1997): 88–95. http://dx.doi.org/10.3141/1605-11.

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A simulation model of a dual-gate railroad-highway grade crossing was developed, validated, and applied to six crossings on the Chicago–St. Louis High Speed Passenger Rail Corridor. Simulation was used to demonstrate the feasibility of modeling the interaction of active safety devices, driver behavior, and vehicular and train traffic, and the dual-gate model served as the basis for development of a four-quadrant gate simulation model. Findings from the dual-gate simulation indicate that aggressive or inattentive drivers in the nonrecovery zone frequently exceed stopping distances and more beyond gate arms, and therefore are likely to proceed at high risk of a collision between their vehicle and a train.

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21

Mathew, Jacob, Rahim (Ray) F. Benekohal, and Juan C. Medina. "Nested Sorting and Clustering for Visualization of Accidents in Highway–Rail Grade Crossings." Transportation Research Record: Journal of the Transportation Research Board 2608, no. 1 (2017): 46–57. http://dx.doi.org/10.3141/2608-06.

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Safety at railroad grade crossings is a critical issue for highway and rail networks. Relevant databases can be analyzed to find the causes of or factors contributing to crossing accidents so that appropriate counter-measures can be applied. Manually establishing the order of the contributing factors of the accidents and extracting useful information from accident databases are not feasible because of the enormous number of possible permutations of contributing factors. This paper presents a new automated method for sorting and clustering accident attributes to identify and visualize trends in the accident databases. The method is called modified nested sorting and crossing cluster (M+C). The method creates a dynamic tree visualization that highlights attributes resulting in the greatest accident concentration along a tree branch, uncovering the most common nested accident factors. This approach is a significant improvement over static methods that rely on a fixed hierarchy of attributes. With the M+C method, a unique hierarchy of the attributes can be determined for a single crossing or for a set of crossings. This approach is completely data driven and is suitable for corridors and large groups of accidents that are otherwise difficult to analyze. The method is illustrated for single crossings and a corridor with several crossings identified from the FRA online database. Absolute sorting and nested sorting are discussed, and the evolution of M+C is presented. The M+C method is useful for assessing many single grade crossings or crossings that are along a corridor or within a region.

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22

Khattak, Aemal J. "Comparison of Driver Behavior at Highway–Railroad Crossings in Two Cities." Transportation Research Record: Journal of the Transportation Research Board 2122, no. 1 (2009): 72–77. http://dx.doi.org/10.3141/2122-09.

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23

Saunders, William J., Saleh R. Mousa, and Julius Codjoe. "Market basket analysis of safety at active highway-railroad grade crossings." Journal of Safety Research 71 (December 2019): 125–37. http://dx.doi.org/10.1016/j.jsr.2019.09.002.

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24

Bowman, Brian L., Kristen Stinson, and Cecil Colson. "Plan of Action To Reduce Vehicle-Train Crashes in Alabama." Transportation Research Record: Journal of the Transportation Research Board 1648, no. 1 (1998): 8–18. http://dx.doi.org/10.3141/1648-02.

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In April 1996, the state of Alabama Legislature, through the passage of Act 503, directed the Alabama Department of Transportation (ALDOT) to conduct a comprehensive study of rail-highway grade crossings in the state and recommend methods to drastically reduce the number of vehicle-train crashes. Senate Act 503 states: “… That the Alabama Department of Transportation is directed to conduct a comprehensive study of the rail/highway grade crossings in the state and present a plan to this body recommending methods to dramatically reduce vehicle/train accidents by the first day of the 1997 Regular Session.” In response to Act 503, the Multimodal Bureau of ALDOT developed an Action Plan that compared Alabama’s grade crossing crash experience with the experience of the national and southeastern states to identify the prevalent characteristics, identified the perceived needs of safety and railroad professionals required to decrease vehicle-train crashes and crash severity, and compiled a list of recommendations and activities required for implementation. The activities and results of the Act 503 study documented in the final report are summarized (1). It discusses the engineering, economic, educational, enforcement, and emotional impediments to increasing rail-highway intersection safety and presents a broad range of realistic countermeasures. These countermeasures include legislative action; judicial reform; and enforcement, economic, and education initiatives.

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25

Zwahlen, Helmut T., and Thomas Schnell. "Evaluation of Two New Crossbuck Designs for Passive Highway–Railroad Grade Crossings." Transportation Research Record: Journal of the Transportation Research Board 1692, no. 1 (1999): 82–93. http://dx.doi.org/10.3141/1692-10.

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26

Khattak, Aemal J. "Reducing Undesirable Actions of Motor Vehicle Drivers at Railroad–Highway Grade Crossings." Transportation Research Record: Journal of the Transportation Research Board 2030, no. 1 (2007): 54–58. http://dx.doi.org/10.3141/2030-08.

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27

Millegan, Hal, Xuedong Yan, Stephen Richards, and Lee Han. "Evaluation of Effectiveness of Stop Sign Treatments at Highway–Railroad Grade Crossings." Transportation Research Record: Journal of the Transportation Research Board 2122, no. 1 (2009): 78–85. http://dx.doi.org/10.3141/2122-10.

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28

Millegan, Hal, Xuedong Yan, Stephen Richards, and Lee Han. "Evaluation of Effectiveness of Stop-Sign Treatment at Highway–Railroad Grade Crossings." Journal of Transportation Safety & Security 1, no. 1 (2009): 46–60. http://dx.doi.org/10.1080/19439960902735253.

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29

Hu, Shou-Ren, Chin-Shang Li, and Chi-Kang Lee. "Model crash frequency at highway–railroad grade crossings using negative binomial regression." Journal of the Chinese Institute of Engineers 35, no. 7 (2012): 841–52. http://dx.doi.org/10.1080/02533839.2012.708527.

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30

Khan, Waleed A., and Aemal J. Khattak. "Injury Severity of Truck Drivers in Crashes at Highway-Rail Grade Crossings in the United States." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 10 (2018): 38–47. http://dx.doi.org/10.1177/0361198118781183.

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The physical and operational characteristics of large trucks distinguish them from other types of vehicles in terms of facility design needs and safety requirements. A critical node in the surface transportation network is the highway-rail grade crossing (HRGC) because it represents a conflict point between different modes of transportation. The focus of this research was to identify factors related to different injury severity levels of truck/truck-trailer drivers in crashes reported at HRGCs. This study utilized a mixed logit model to investigate injury severity of those drivers and relied on 2007–2014 Federal Railroad Administration (FRA) crash and inventory data involving trucks/truck-trailers. Results showed that truck/truck-trailer drivers’ injuries in crashes reported at HRGCs were positively associated with train speed, when train struck the road user (truck/truck-trailer), when the driver “went around crossing gates”, older drivers, crashes reported in rural areas, and crashes at crossings with a minimum crossing angle of 60–90 degrees. Presence of crossbucks, gates, track obstructions, and HRGCs located within 500 feet of a highway were associated with relatively less severe driver injuries. The paper provides recommendations for safety improvements at HRGCs and recommendations for future research.

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31

Coleman, Fred, and oung J. Moon. "Design of Gate Delay and Gate Interval Time for Four-Quadrant Gate System at Railroad-Highway Grade Crossings." Transportation Research Record: Journal of the Transportation Research Board 1553, no. 1 (1996): 124–31. http://dx.doi.org/10.1177/0361198196155300118.

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A design methodology for gate delay and gate interval time for at-grade crossings using four-quadrant gates is developed. The design approach is based on the concept of dilemma zones related to signal change intervals at signalized intersections. The design approach is validated based on data from six sites in Illinois on a proposed high-speed rail corridor. Gate delay and gate interval times are determined that provide an optimal safe decision point to allow a driver to stop before the crossing or to proceed through the crossing without becoming trapped by the exit gates.

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32

Sivanandan, R., Francois Dion, Hesham Rakha, and Michel Van Aerde. "Effect of Variable-Message Signs in Reducing Railroad Crossing Impacts." Transportation Research Record: Journal of the Transportation Research Board 1844, no. 1 (2003): 85–93. http://dx.doi.org/10.3141/1844-11.

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At-grade highway–railroad crossings cause traffic control problems that have a bearing not only on traffic safety but also on traffic flow efficiency. Crossings located near freeway exits pose particularly acute problems, as long closures could result in vehicle queues that spill back onto freeway lanes. A potential solution to this problem was evaluated by investigating the use of variable message signs to divert exiting freeway traffic through non-congested alternate exits. This was done using the crossing near the Fredericksburg Road exit on Interstate 10 (I–10) in San Antonio, Texas, as a case study. In the evaluation, microscopic simulation was used to determine the impacts of train operations at the crossing and the potential benefits of a variable-message sign (VMS) system installed on I–10. These effects were gauged by considering scenarios with varying levels of train duration, traffic demand on the freeway exit, and driver compliance to the displayed messages. While little network improvements were obtained, the analysis demonstrates the capability of the INTEGRATION software in analyzing such scenarios and the extent to which exiting freeway traffic may benefit from the VMS system, as well as the need to consider fuel consumption and vehicles emissions in the evaluations.

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33

Wigglesworth, Eric C. "A human factors commentary on innovations at railroad–highway grade crossings in Australia." Journal of Safety Research 32, no. 3 (2001): 309–21. http://dx.doi.org/10.1016/s0022-4375(01)00053-6.

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34

Hu, Shou-Ren, and Jhy-Pyng Lin. "Effect of Train Arrival Time on Crash Frequency at Highway–Railroad Grade Crossings." Transportation Research Record: Journal of the Transportation Research Board 2298, no. 1 (2012): 61–69. http://dx.doi.org/10.3141/2298-07.

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35

Liu, Huiyuan, Myungwoo Lee, and Aemal J. Khattak. "Updating Annual Average Daily Traffic Estimates at Highway-Rail Grade Crossings with Geographically Weighted Poisson Regression." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 10 (2019): 105–17. http://dx.doi.org/10.1177/0361198119844976.

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Highway-rail grade crossings (HRGCs) are unique nodes in the transportation system that facilitate the movement of rail and highway traffic. Various mathematical models are available that provide safety assessments of HRGCs. A chief ingredient of these models is the annual average daily traffic (AADT). One of the main sources of data for such models is the Federal Railroad Administration (FRA)’s Grade Crossing Inventory. A substantial portion of the AADT data in the inventory is outdated. This paper investigates the effects of using out-of-date rather than up-to-date AADT values, using two safety assessment models to isolate the differences. Results show that the use of out-of-date AADT data generates biased rankings of HRGCs based on safety considerations. Since collection of AADT data is resource-intense, a methodology based on a geographic information system for estimating updated AADT is presented. This methodology utilizes limited traffic counts that are supplemented with additional publicly available data. An application using a geographically weighted Poisson regression model for 14 HRGCs gave results that closely matched AADT values based on 2018 field traffic counts at those HRGCs. This method provides an alternative to costly field-data-based updating of AADT in the relatively extensive Grade Crossing Inventory database. Limitations of the research and suggestions for future research complete this paper.

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Haleem, Kirolos, and Albert Gan. "Contributing factors of crash injury severity at public highway-railroad grade crossings in the U.S." Journal of Safety Research 53 (June 2015): 23–29. http://dx.doi.org/10.1016/j.jsr.2015.03.005.

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Haleem, Kirolos. "Investigating risk factors of traffic casualties at private highway-railroad grade crossings in the United States." Accident Analysis & Prevention 95 (October 2016): 274–83. http://dx.doi.org/10.1016/j.aap.2016.07.024.

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Cho, Hanseon, and Laurence R. Rilett. "Forecasting Train Travel Times at At-Grade Crossings." Transportation Research Record: Journal of the Transportation Research Board 1844, no. 1 (2003): 94–102. http://dx.doi.org/10.3141/1844-12.

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The ability to accurately forecast train arrival times is essential for the safe and efficient operation of highway–railroad grade crossings (HRGCs). Trains in the United States are required to give a minimum of 20 s of warning time before arriving at an HRGC. With the recent development of new detection-equipment technology, detectors potentially could be employed further upstream of the HRGC, which would result in earlier detection times. This information would be particularly useful for preemption strategies at signalized intersections located near the HRGC (IHRGCs). For example, earlier warning times could be used to reduce or eliminate the risk of unsafe pedestrian movements at IHRGCs. In this study, a modular artificial neural network (ANN) was used to forecast the train arrival time at an HRGC. An ANN was adopted because there is a nonlinear relationship between the independent variables such as train speed profile and the dependent variable arrival time at an HRGC. A modular approach was used because the trains often have different characteristics depending on their cargo and the operational rules in effect at the time they are detected. Because the train detection is continuous, different models were developed for each separate data input. In this case, the prediction interval update was assumed to be 10 s and 24 models were developed. Approximately 499 trains were used for training the ANN and 183 trains were used for testing. It was found that a modular architecture gave superior results to that of a simple ANN model, standard regression techniques, and current forecasting methods for the entire detection time period. It was found that, with an increase in detection time, the forecast accuracy increases for all methods and the prediction interval tends to decrease.

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Soleimani, Samira, Saleh R. Mousa, Julius Codjoe, and Michael Leitner. "A Comprehensive Railroad-Highway Grade Crossing Consolidation Model: A Machine Learning Approach." Accident Analysis & Prevention 128 (July 2019): 65–77. http://dx.doi.org/10.1016/j.aap.2019.04.002.

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Konur, Dinçer, Mihalis M. Golias, and Brandon Darks. "A mathematical modeling approach to resource allocation for railroad-highway crossing safety upgrades." Accident Analysis & Prevention 51 (March 2013): 192–201. http://dx.doi.org/10.1016/j.aap.2012.11.011.

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Dian, Setiawan M., Mayang Sari, and Noor Mahmudah. "Safety inspection on level crossing JPL 727 km 537+453 Patak-Pathukan Road, Sleman, Yogyakarta." MATEC Web of Conferences 181 (2018): 04005. http://dx.doi.org/10.1051/matecconf/201818104005.

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Level crossing (LC) safety inspection between a highway and a railroad on Pirak-Pathukan Road, Sleman, Yogyakarta is necessary because this LC is located near various community centers, has high traffic volume, intersects with railway double tracks, and intersecting angle that is not perpendicular. This study aims to evaluate LC technical condition, analyse delay time and vehicles queue length, and evaluate pavement structure condition. The research results indicate: 1) LC technical conditions do not meet the requirements of Regulation of Director General of Land Transport No. 770 Year 2005; 2) The longest duration of LC gate closure occurred on Sunday at 15:05, that is 360 seconds, the highest traffic flow occurred on Monday (from the South side) that is equal to 1443 skr/day, and the longest delay time occurs on Sunday at 15:05, that is 498 seconds; 3) The value of pavement condition index (PCI) is 82% very good.

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Soleimani, Samira, Michael Leitner, and Julius Codjoe. "Applying machine learning, text mining, and spatial analysis techniques to develop a highway-railroad grade crossing consolidation model." Accident Analysis & Prevention 152 (March 2021): 105985. http://dx.doi.org/10.1016/j.aap.2021.105985.

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Valenti, Robert, Alex Brudno, Michael Bertoulin, and Ian Davis. "Fort Point Channel: Concrete Immersed-Tube and Ventilation Building Design." Transportation Research Record: Journal of the Transportation Research Board 1541, no. 1 (1996): 147–52. http://dx.doi.org/10.1177/0361198196154100119.

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The Central Artery/Third Harbor Tunnel Project in Boston, Massachusetts, is one of the largest highway projects over undertaken in the country. It requires the replacement of the existing elevated artery, I-93, with an underground tunnel extending through downtown Boston and an extension of the Massachusetts Turnpike Authority (MTA) I-90 from its existing termination at the I-93 interchange to Boston's Logan International Airport. The I-90 extension tunnels east under the existing South Station intercity and commuter railroad tracks, under historic Fort Point Channel while crossing above the 1915 twin subway tunnels, and continues through industrial South Boston with ramps surfacing in a new South Boston interchange, the heart of tremendous growth in Boston. From there the tunnel connects to the recently completed Ted Williams Tunnel harbor crossing to East Boston and Logan International Airport. The unique design challenges and solutions relating to the Fort Point Channel crossing, particularly the use of in-the-wet construction with concrete immersed-tube tunnels and the design interface to the ventilation structures, are presented. Structures required for the I-90 extension are concrete immersed tubes and jacked tunnels, as well as more conventional cut-and-cover tunnels, bridges, surface roads, and ancillary buildings. The geometric and physical restraints of the alignment initially required the placement of the ventilation building, which serves the tunnels, on a cut-and-cover tunnel transition section between the jacked tunnels and the concrete immersed tubes. Ultimately, placement of the ventilation building on the immersed tubes created a substantial cost and schedule benefit.

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Turla, Tejashree, Xiang Liu, and Zhipeng Zhang. "Analysis of freight train collision risk in the United States." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 233, no. 8 (2018): 817–30. http://dx.doi.org/10.1177/0954409718811742.

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Rail transportation is pivotal for the national economy. Despite being rare, a train accident can potentially result in severe consequences, such as infrastructure damage costs, casualties, and environmental impacts. An understanding of accident frequency, severity, and risk is important for rail safety management. In the United States, extensive prior research has focused on risk analyses of train derailments and highway–rail grade crossing accidents. Relatively less work has been conducted regarding train collision risk. The US Federal Railroad Administration identifies various accident causes, among which the authors of this study have analyzed the major collision causes. For each major accident cause, the authors have analyzed its resultant collision frequency, severity (in terms of damage cost or casualties), and correspondingly the risk, which is the combination of the frequency and severity. The analysis was based on train collision data in the United States from 2001 to 2015. This analysis focuses on freight trains in the United States, due to their immense traffic exposure. On the temporal scale, collision rate (the number of collisions normalized by traffic exposure) has an approximately 5% annual reduction. In terms of collision cause, failures to obey signals, overspeeds, and violations of mainline operating rules accounted for more collisions than other causes. Two alternative risk measures, namely the expected consequence and conditional value at risk, were used to evaluate the freight train collision risk on main tracks, accounting for both the average and worst-case scenarios. This collision risk analysis methodology may provide the US Department of Transportation and railroad industry with information and decision support for identifying, evaluating, and implementing cost-effective risk mitigation strategies.

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Lasisi, Ahmed, Pengyu Li, and Jian Chen. "Hybrid Machine Learning and Geographic Information Systems Approach — A Case for Grade Crossing Crash Data Analysis." Advances in Data Science and Adaptive Analysis 12, no. 01 (2020): 2050003. http://dx.doi.org/10.1142/s2424922x20500035.

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Highway-rail grade crossing (HRGC) accidents continue to be a major source of transportation casualties in the United States. This can be attributed to increased road and rail operations and/or lack of adequate safety programs based on comprehensive HRGC accidents analysis amidst other reasons. The focus of this study is to predict HRGC accidents in a given rail network based on a machine learning analysis of a similar network with cognate attributes. This study is an improvement on past studies that either attempt to predict accidents in a given HRGC or spatially analyze HRGC accidents for a particular rail line. In this study, a case for a hybrid machine learning and geographic information systems (GIS) approach is presented in a large rail network. The study involves collection and wrangling of relevant data from various sources; exploratory analysis, and supervised machine learning (classification and regression) of HRGC data from 2008 to 2017 in California. The models developed from this analysis were used to make binary predictions [98.9% accuracy & 0.9838 Receiver Operating Characteristic (ROC) score] and quantitative estimations of HRGC casualties in a similar network over the next 10 years. While results are spatially presented in GIS, this novel hybrid application of machine learning and GIS in HRGC accidents’ analysis will help stakeholders to pro-actively engage with casualties through addressing major accident causes as identified in this study. This paper is concluded with a Systems-Action-Management (SAM) approach based on text analysis of HRGC accident risk reports from Federal Railroad Administration.

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Ford, Garry L., and Dale L. Picha. "Teenage Drivers’ Understanding of Traffic Control Devices." Transportation Research Record: Journal of the Transportation Research Board 1708, no. 1 (2000): 1–11. http://dx.doi.org/10.3141/1708-01.

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Teenage drivers are involved in traffic crashes more often than any other driver group, and their fundamental knowledge of traffic control devices and rules of the road is extremely important in safe driving. Only limited data exist, however, on teenage drivers’ understanding of traffic control devices, and little research has been done on determining their comprehension thereof. Research was performed to document teenage drivers’ ability to understand 53 traffic control devices. These traffic control devices included 6 combinations of sign shape and color; 8 regulatory signs; 14 warning signs; 7 school, highway–railroad grade crossing, and construction warning signs; 7 pavement markings; and 11 traffic signals. Research results were then compared with previous comprehension studies to identify specific traffic control devices that the driving public continually misunderstands. In general, the results indicated that surveyed teenage drivers understood the traffic control devices to some degree. Only nine devices were understood by more than 80 percent of the respondents. The devices found problematic to teenage drivers include combinations of sign shape and color, warning-symbol signs, white pavement markings, flashing intersection beacons, and circular red/green arrow left-turn-signal displays. Recommendations include revising states’ drivers handbooks and increasing emphasis in the driver education curriculum to clarify the meaning and intent of problematic traffic control devices.

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Rys, Margaret J., Harshit D. Shah, and Eugene E. Russell. "Study of Driver’s Behavior at Passive Railroad-Highway Grade Crossings." Journal of the Transportation Research Forum 48, no. 2 (2012). http://dx.doi.org/10.5399/osu/jtrf.48.2.2266.

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Railway highway grade crossing safety has always been a concern for railroads, state DOTs, and the driving population. This paper presents an overview of drivers' behavior at different passive warning sign systems present at a selected number of Kansas railroad-highway grade crossings. Emphasis in this study was on drivers' stopping behavior at the STOP signs, as that has been a major concern of Kansas DOT (KDOT). A field study was conducted on nine grade crossings with selected warning devices to determine driver's approach behavior, particularly stopping behavior at STOP signs. Various statistical analysis and comparisons are done for stopping of heavy trucks, school buses and other vehicles at crossings with both poor and good sight distance on their approaches. Based on the field tests conducted it was found that the majority of drivers did not stop at the STOP signs at the grade crossings. A higher percentage of drivers actually stopped at crossings with poor sight distance on the approach than on approaches with good sight distance. The use of the STOP sign at passive grade crossings has been controversial for several decades. This paper presents a brief history of their use and the controversy. Based on this limited study, the authors recommended that a STOP sign should not be used at grade crossings without a valid engineering study that includes an evaluation of the sight distance.

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Hintersteiner, Robert T. "Railroad-Highway Grade Crossing Accidents - The Problems." Journal of the National Academy of Forensic Engineers 13, no. 2 (1996). http://dx.doi.org/10.51501/jotnafe.v13i2.543.

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The Paper Will Address The Crisis Of Railroad-Highway Grade Crossing Accidents In The United States. A Railroad-Highway Grade Crossing Is Where A Public Or Private Roadway Crosses Railroad Tracks. Over The Years, There Have Been Many Studies And Programs To Warn The General Public Of The Hazards Of Crossing Railroad Tracks. However, The Same Types Of Railroad-Highway Crossing Accidents Continue To Occur, Despite Attempts To Educate The Public. As Will Be Discussed, Communication Between Transportation Professionals And Coordination Of Railroad And Highway Operations Also Contributes To The Crisis. The Most Effective Way To Eliminate Grade Crossing Accidents Is To Provide Grade Separation Of The Railroad From Vehicle And Pedestrian Traffic. This Has Been Completed At 39,68 1 Locations. It Is A Very Expensive Proposition. Therefore, It Has Been Done Only In Urban Areas, And Along Limited Access Highways And Arterials. The Cost Of Constructing A Grade Separated Crossing Is Estimated To Be Five Million Dollars Per Location.

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"Human factors in highway-railroad grade crossing accidents." Applied Ergonomics 21, no. 3 (1990): 256. http://dx.doi.org/10.1016/0003-6870(90)90058-6.

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Hintersteiner, Robert T. "Forensic Engineering - Review Of Causation Of Multiple Accidents At A Railroad Grade Crossing." Journal of the National Academy of Forensic Engineers 24, no. 1 (2007). http://dx.doi.org/10.51501/jotnafe.v24i1.671.

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This Paper Will Describe A Situation At A Specific Highway Railroad Grade Crossing Which Has Existed For Over 25 Years, During Which Time There Have Been Twelve Recorded Accidents. Three Governmental Jurisdictions Have Claimed That These Accidents Were Not Their Responsibility, And They Concluded That Nothing Could Be Done To Improve The Safety Of The Intersection. Three Of These Twelve Accidents Will Serve As Examples To Illustrate The Problems That Arose At This Highway Grade Crossing, Along With The Resulting Governmental Finger Pointing, Which Left The Public Facing A Hazardous And Unsafe Situation.

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