# Presentation: 509857

## MUTCD Part 8: Traffic Control for Highway-Rail Grade Crossings

**MUTCD Part 8: Traffic Control for Highway-Rail ****Grade Crossings**

**Notes:**
Part 8 addresses traffic control devices for highway-rail grade crossings.  The Millennium Edition now applies part 8 to ALL highway-rail grade crossings that are open to public travel, not just new or modernized crossings.  We’ve added sixteen new definitions to help clarify the terminology used throughout part 8.

## Significant Change

- Part 8 applies to all public highway-rail grade crossings** **(8A.02)
- not just new or modernized crossings

**Notes:**
The traffic control devices, systems, and practices shall be consistent with the design and application of the Standards. FHWA wants Part 8 to apply to all crossings, not just new or modernized crossings. 

## Safety, Visibility, Placement, and Operations

**Safety, Visibility, Placement, and Operations**

**Notes:**
The Millennium Edition adds new standards, guidance and options, and revises some existing standards in order to address safety, visibility of traffic control devices, and placement and operation of signs, signal systems, and gate systems.  

These changes address concerns about the need to: 
Ensure the safety and efficiency of travel of all road users including pedestrians 
Eliminate gate running. 
Eliminate vehicles stopping on train tracks, and 
Assisting drivers whose vehicles get stuck on railroad tracks.

## Changes in General

- Terminology changes
- sixteen new definitions added
- Revised titles and order of sections
- Section 8B-5: was moved to a new section 8C.01 in chapter 8C: ILLUMINATION
- Section 8D: systems and devices has been incorporated into 8A and 8D

**Notes:**
To summarize overall changes to the MUTCD, there are changes in the terminology, and titles and sections have been modified or added. The remaining slides describe these changes in detail. 

## New Definitions

- Minimum track clearance distance
- Clear storage distance
- Preemption
- Interconnection
- Monitored interconnected operation
- Minimum warning time – through train movements
- Right-of-way transfer time
- Queue clearance time

**Notes:**
Part 8 added definitions for the following terms:
1) Minimum Track Clearance Distance; 
2) Clear Storage Distance; 
3) Preemption; 
4) Interconnection; 
5) Monitored Interconnected Operation; 
6) Minimum Warning Time--Through Train Movements; 
7) Right-of-Way Transfer Time; 
8) Queue Clearance Time; 
9) Separation Time;  
10) Maximum Preemption Time; 
11) Advance Preemption and Advance Preemption Time;  
12) Simultaneous Preemption; 
13) Pre-Signal; 
14) Cantilevered Signal Structure; 
15) Design Vehicle; and 
16) Dynamic Envelope Delineation 

## New Definitions (cont’d)

- Separation time
- Maximum preemption time
- Advance preemption and advance preemption time
- Simultaneous preemption
- Pre-signal
- Cantilevered signal structure
- Design vehicle
- Dynamic envelope delineation

## Terminology Changes

- Street   Highway
- Grade-crossing  Highway-Rail Grade Crossing

**Notes:**
The term “street” has been replaced with the term “highway”.  This change has been made throughout the Millennium edition of the MUTCD.

The term “grade-crossing”  has been replaced with the term  “Highway-Rail Grade Crossing”.  This change has been made throughout the Millennium edition of the MUTCD. 

## New Standards

- Temporary traffic control zone operations (8A.05/10A.05)
- discusses vehicles stopping on railroad tracks
- STANDARD:  shall not allow, unless a law enforcement officer or flagger is provided
- need to minimize possibility of stopping
- this section expanded in Millennium Edition

**Notes:**
The FHWA wants to prevent the dangerous practice of vehicles stopping on railroad tracks.  The 1988 MUTCD had a small section entitled “Traffic Controls During Construction and Maintenance.”  There was no mention of performance of work zone operations.

The Final Rule states when a highway-rail grade crossing exists either within or in the vicinity of a temporary traffic control zone, lane restrictions, flagging, or other operations shall not be performed in a manner that would cause vehicles to stop on the railroad tracks, unless a law enforcement officer or flagger is provided at the highway-rail grade crossing to minimize the possibility of vehicles stopping on the tracks, even if automatic warning devices are in place. 

## New Standards (cont’d)

- Highway-rail grade crossing (cross-buck) sign R15-1, R15-2  (8B.02)
- use of retroreflective material on back of crossbuck and on supports
- equal to or greater than 50 mm (2inches) in width
- exception:
- cross-buck signs have been installed back-to-back
- compliance period – January 17, 2011
- 10-years for existing installations
- immediately for all new installations

**Notes:**
A new standard has been added that requires a strip of retroreflective white material not less than 50 mm (2 in) in width to be used on the back of each blade of each Crossbuck sign for the length of each blade, at all highway-rail grade crossings, except those where Crossbuck signs have been installed back-to-back.

A strip of retroreflective white material, not less than 50 mm (2 in) in width, shall be used on each support at highway-rail grade crossings for the full length of the front and back of the support from the Crossbuck sign or Number of Tracks sign to near ground level.”

The FHWA is providing a phase-in compliance period of 10 years for existing installations to minimize any potential impact to State and local highway agencies.  This change takes effect immediately for all new installations. 

## New Standards (cont’d)

- NO TRAIN HORN (W10-9)** **(8B.11)
- to be used at each crossing where FRA authorizes trains to not sound a horn
- to be mounted as a supplemental plaque below the advance warning (W10-1) sign

**Notes:**
This helps warn road users to not expect to hear a train horn at crossings where this sign is posted.

## New Standards (cont’d)

- Flashing-light signals, post-mounted** **(8D.02)
- shall include a standard cross-buck sign
- shall include a supplemental number of tracks sign where there is more than one track
- shall display two red lights mounted in a horizontal line flashing alternately
- shall be placed to the right of approaching traffic on all highway approaches
- in conformance with Figure 8D-2

**Notes:**
Post-mounted flashing-light signals at railroad crossings shall include a standard Crossbuck sign, a supplemental Number of Tracks sign where there is more than one track, two read lights mounted in a horizontal line flashing alternately, and should always be placed on the right side of the road because that is where people expect to receive information about the transportation system.  This is a new Standard. 

## New Standards (cont’d)

- Flashing-light signals, post-mounted (8D.02) continued:
- shall include back-to-back pairs of lights when highway traffic approaches in both directions
- on one-way and divided highways, shall be placed on the approach side, on both sides of the roadway, or above the highway
- alternately flashing lights shall flash a number of 35 minimum and 65 maximum per minute

**Notes:**
In continuation of the post-mounted flashing-light signal display, the maximum flash rate was increased to from 55 to 65 flashes per minute to be consistent with the Federal Rail Administration’s rule No. 234.217.  This again is a new Standard. 

## New Standards (cont’d)

- Automatic gates (8D.04)
- used as an adjunct to flashing-light signals
- STANDARD: describes their design, installation, and operation
- specifically, the approach lane gate arms shall be designed to fail safe in the down position

**Notes:**
This was added to cover the design for approach gate arms.  The exit lane gate arms fail safe position is already covered in section 8D.5.

## Four-Quadrant Gate Systems

**Notes:**
A new section on Four Quadrant Gate Systems has been added to the Millennium Edition.   This section was added as a means of eliminating gate running, which is a significant safety concern.

## New Standards

- Four-quadrant gate system
- new section and new technology
- eliminate gate running
- STANDARD:  describes placement and operation
- figure 8D-2 shows placement
- signal specifications, location, and clearance distances in accordance with standards in 8D.01 through 8D.03
- gate arm design, colors, and lighting requirements in accordance with standards in 8D.04

**Notes:**
The new section provides standards, guidance, and options for the use of four-quadrant gate systems.  

## Figure 8D-2

**Notes:**
Figure 8D-2 shows a typical location plan for flashing light signals and four quadrant gates. 

## Changes to Existing Standards

- Traffic control signals at or near highway-rail grade crossings  (8D.07)
- may be used in lieu of flashing-light signals at industrial highway-rail grade crossings and other places where train movements are very slow, such as switching operations
- STANDARD: shall not be used in lieu of flashing-light signals at mainline highway-rail grade crossing

**Notes:**
This was a major proposed change that did not take effect because of docket comments stating the language proposed in the 1999 NPA was not clear about the types of crossings where traffic signals are appropriate.  The NPA proposed to allow signals in lieu of gates or flashing-light signals only where train speeds were equal to or less than 32 km/h (20mph).  The new manual leaves in the 1988 Option and Standard language. 

## Changes to Existing Standards (cont’d)

- Traffic control signals at or near highway-rail grade crossings  (8D.07)
- added new language to the preemption standard to clarify the termination of the preemption condition when crossing gates exist.
- STANDARD:   “...except that when crossing gates exist, the preemption condition shall be maintained until the crossing gates are energized to start their upward movement.”

**Notes:**
This is not in the 1988 MUTCD.  The Final rule in the 2000 MUTCD adds clarifying language on the termination of the preemption condition when crossing gates exist. When crossing gates exist, the preemption position shall be maintained until the crossing gates are energized to start their upward movement. This is important in situations where a second train is approaching as the preemption associated with the first train is ending. 

## New Guidance

- Highway-rail advance warning signs (W10-1, 2, 3, 4)  (8B.03)
- advance warning sign (W10-1) is not required:
- on highways with less than 30 m (100 ft) between the crossing and a highway intersection
- where physical conditions prevent effective display

**Notes:**
This guidance was added to reduce the sign clutter on highways where there is less than 30m (100 ft) between the highway-rail grade crossing and a highway intersection.  If used, the advance warning signs’ placement shall be in accordance with Table 2C-4 in Chapter 2C.

## New Guidance (cont’d)

- Emergency notification signs (I-13 or I-13a)  (8B.09)
- new guidance on posting emergency notification signs at all highway-rail grade crossings
- location and placement to be decided cooperatively by railroad company and highway agencies; however, typically located on the railroad right-of-way
- white message on blue background

**Notes:**
This is new Guidance on the posting of emergency notification signs allows for a cooperative agreement on the posting location between the Railroad Company and the Highway Agency. It is typically located on the railroad ROW, and should be a white message on a blue background. 

## New Guidance (cont’d)

- Low-ground clearance highway-rail crossing sign (W10-5)  (8B.14)
- to be used in advance of crossings when the highway profile conditions are sufficiently abrupt to create a hang-up situation for vehicles with low clearance
- since it is a new sign, an accompanying STANDARD requires an education plaque – LOW GROUND CLEARANCE – to remain for at least three years after its initial installation

**Notes:**
The use of the sign is added as guidance because there is no established means for determining which crossings will create a hang-up of long wheelbase vehicles or trailers with low ground clearance.  Additional guidance describes the use of signs directing vehicles on where to detour or a point on the highway wide enough to permit a u-turn.  Also, if engineering judgment of roadway geometrics and operating conditions confirms that vehicles speeds across the tracks should be below the posted speed limit, a W13-1 advisory speed plaque should be posted.

## New Guidance (cont’d)

- Storage space signs (8 B.15)
- should be mounted in advance of the crossing to advise drivers of the space available for vehicle storage between the intersection and crossing.
- signs W10-11 and W10-11A
- new sign W10-11b; use is optional
- similar use to remind motorists of the storage space

**Notes:**
The 2000 MUTCD provides Guidance concerning Storage Space Signs. This was added to warn road users of locations where the vehicle storage space is limited between the tracks and the adjacent highway intersection.  The Storage Space sign may be mounted in advance of the grade crossing at an appropriate location. 

## New Guidance (cont’d)

- Stop lines (8B.17)
- new guidance added on the placement of stop lines at crossings
- 2.4 m (8 ft) from the gate if present
- no closer than 4.6 m (15 ft) from nearest rail
- transverse line at a right angle to the traveled way

**Notes:**
Guidance in the new Manual states that  “The stop line should be a transverse line at a right angle to the traveled way, at a point where a vehicle is to stop, or as near to that point as possible. The stop line should be placed approximately 2.4 m (8 ft.) from the gate (if present), but no closer that 4.6 m (15 ft.) from the nearest rail.” 

## New Guidance (cont’d)

- Flashing-light signals, gates, & traffic control signals (8D.01)
- new guidance to address pedestrians:  “If a pedestrian route is provided, sufficient clearance from supports, posts, and gate mechanisms should be maintained for pedestrian travel”
- complies with ADA

**Notes:**
This guidance conforms to ADA rules. If there is a pedestrian route, the clearance from support, posts and gate mechanisms should be sufficient for pedestrians to pass through. 

## I-13 and I-13A

**Notes:**
These are typical sign messages that provide emergency notification information to road users.  These signs should be posted at all highway-rail grade crossings to provide for emergency notification.  Location and placement should be decided cooperatively by the railroad company and the public or private highway agencies based on specific site conditions.  However, these signs are typically located on the railroad right-of-way.

## Cross-Buck Sign

**Cross-Buck Sign**

**Notes:**
The Millennium Edition adds new requirements to promote better visibility of the Crossbuck sign.  A strip of retroreflective white material shall be used on the back of each blade of the crossbuck sign, except where the crossbuck signs are installed back-to-back.  It shall also be used on each support for the full length of the front and back of the support, from the crossbuck sign or number of tracks sign to near ground level.  This should provide better warning to motorists of the highway-rail grade crossing.

## New Signs

**New Signs**

**W10-11**

**W10-11b**

**Notes:**
New signs have been added for use by State and local transportation agencies.  These signs should provide information to commercial vehicle drivers and other road users to prevent vehicles stopping on or too close to the tracks.

## New Options

- Use of standard devices, systems, and practices (8A.02)
- added an option and support on National Highway-Rail Intersection (HRI) architecture
- Intelligent Transportation Systems
- links highways, vehicles, and traffic management systems with rail operations and wayside equipment

**Notes:**
In the new Manual, the option was added that the engineering study may include the Highway-Rail Intersection (HRI) components of the ITS architecture, to raise awareness about  HRI as part of the overall USDOT linkage of transportation systems. 

## New Options (cont’d)

- STOP or YIELD signs at highway-rail grade crossings (8B.07)
- state or local highway discretion for sign use
- crossings that have two or more trains per day and are without automatic traffic control devices
- 1988 manual limited use based on engineering study
- if signs are used, their installation shall be in accordance with chapter 2C, section 2C.26

**Notes:**
In the 1988 Manual, STOP and Stop Ahead signs were limited to use at crossings where the need has been established by an engineering study. In the new Manual the Option is at the discretion of the responsible State or local highway agency.  These signs may be used at highway-rail grade crossings that have two or more trains per day, and do not have automatic traffic control devices. 

## New Options (cont’d)

- Delineation of the dynamic envelope (10C.15)
- new markings to indicate required clearance
- conditions are where there is a highway intersection in close proximity to the crossing and an engineering study determines that vehicles might stop within the dynamic envelope area.
- if used, shall be a 100 mm (4 inch) normal solid white line in accordance with part 3

**Notes:**
The option was added that Dynamic envelope markings may be used to mark the edges of the envelope where there is a highway intersection in close proximity to the highway-rail grade crossing and an engineering study determines that vehicles might stop within the dynamic envelope area. That area includes not only the clearance that the train requires, but also any cargo overhang from the train. While the FHWA proposed this as a guidance, railroad companies wanted it as an option. 

## Intelligent Transportation Systems 

- Option for the engineering study to include the highway-rail intersection components of the National ITS Architecture
- To improve highway-rail grade crossing safety and operations

- _Lockheed-Martin Information Management Systems - Photo Enforcement Group_

**Notes:**
As a means of ensuring safety and increasing system performance, the Millennium Edition emphasizes the use of Intelligent Transportation Systems, known as ITS, for highway-rail grade crossings.  ITS includes a provision in its National ITS Architecture that links traffic management systems with rail operations and wayside equipment.  Part 8 of the Millennium Edition highlights this opportunity as a way to raise awareness of the benefits of incorporating advanced technologies into highway-rail grade crossings. 

## From the NPA

- Private highway-rail grade crossings
- Being addressed by the Federal Rail Administration (FRA) in upcoming safety inquiry

**Notes:**
From the NPA, Private Highway/Rail crossings will be addressed by the Federal Railroad Administration in an upcoming safety inquiry. 

## Compliance Considerations

- 8B.02:  highway-rail grade crossing (cross-buck) sign R15-1, R15-2
- 10-year phase in, January 17, 2011

**Notes:**
There is one compliance consideration in Part 8.  The Crossbuck sign has a 10 year phase in period until January 17, 2011.

## Questions?