# Presentation: 373706

## MUTCD Part 10: Highway-Light Rail Transit Grade Crossings

**Notes:**
I will now complete today’s presentation with Part 10, Highway-Light Rail Transit Grade Crossings.

## New Part

- http://davesrailpix.railfan.net/sf/htm/sf207.htm

- Thanks to AAA’s photo library

**Notes:**
This is a new section.
A study on highway-light rail transit grade crossings indicated that light rail differs sufficiently from rail to warrant its own Part in MUTCD 2000.
The principles of Part 10 are the same as those in Part 8, but Part 10 specifically takes into account that light rail vehicles sometimes operate in mixed traffic with automobiles. 

## General Background

- Reason:
- to provide standards and guidelines for the design, installation, and operation of TCDs at grade crossings of highway traffic and light rail transit vehicles
- Light rail transit vehicles:
- metropolitan
- light rail vehicles, streetcars, trolleys
- operations in mixed traffic, semi-exclusive rights of way, or exclusive rights of way

**Notes:**
The Millennium Edition contains an entirely new section that addresses the needs of Highway-Light rail transit vehicles operating in the roadway and at grade crossings.  A study on highway-light rail transit vehicles operating on the roadway and at grade crossings indicated that light rail differs sufficiently from heavy rail to warrant its own part.  The principles of Part 10 are the same as those in Part 8, but Part 10 specifically takes into account that light rail vehicles sometimes operate in mixed traffic with automobiles. 

Light rail transit vehicles are characterized as:
Metropolitan
Including, light rail, streetcars and trolleys.
They operate in mixed traffic, semi-exclusive or exclusive right-of-ways.

Only transportation officials in jurisdictions with light rail will be affected.

## Changes in General

- Only transportation officials in jurisdictions  with light rail transit will be affected
- Affected officials will need to pay particular attention to Section 10C.11, highway-rail advance warning signs, which requires advance warning signs in advance of  most light rail grade crossings. Any W10-6 signs will have to be removed and replaced with W10-1, W10-2, W10-3 , or W10-4

**Notes:**
An overview of the general changes includes:
Only transportation officials in jurisdictions with light rail will be included.
Particular attention needs to be paid to the necessity for Highway Rail Advance Warning Signs. Any W10-6 signs will have to be replaced with W10-1-4 signs instead. 

## Highway-Rail Advance Warning Signs

**Notes:**
Particular attention needs to be paid to the necessity for Highway Rail Advance Warning Signs. The Millennium Edition requires the use of Highway-Rail Advance Warning signs as shown on this slide instead of the proposed Light Rail Transit Warning Signs (W10-6 and W10-6a).  This was done to remove the potential for confusion because the public doesn’t differentiate between what runs on the rails.  The public needs to receive a uniform message regardless of the type of vehicle operating on the tracks.  Thus, light rail transit advance warning signs will have to be replaced with W10-1 through 4 signs instead. The FHWA is allowing a five year compliance period for removal of the Light Rail Advance Warning signs.

## New Standards

- STANDARD:  light-rail transit versus railroads - use part 8  (10A.01)
- same tracks
- adjacent tracks
- automatic gates, flashing-light signals, and blank-out sign use has 5 year compliance period
- Temporary traffic control zone operations (10A.05/8A.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

**Notes:**
Light Rail Vehicles vs. Railroads
Where light rail transit and railroads use the same tracks or adjacent tracks, the traffic control devices, systems, and practices shall be governed by Part 8.
When temporary work zones need to be set up, operations shall not be performed in a manner that would cause vehicles to stop on the tracks, unless a law enforcement officer or flagger is provided at the crossing to minimize the possibility of vehicles stopping on tracks, even if automatic warning devices are in place. 

## New Standards (cont’d)

- STANDARD:  “...crossings shall be equipped with (10B.01)
- a combination of traffic gates and flashing light signals,
- or flashing-light signals only,
- or traffic control signals,
- unless an engineering study indicates that the use of STOP, YIELD, or advance warning signs alone would be adequate”

**Notes:**
This new standard takes into account the eligibility of OTHER traffic control devices for highway-light rail transit crossings.  ISTEA gave States and local governments the discretionary authority to install STOP or YIELD signs at crossings with 2 or more trains but without automatic traffic control devices 

## New Standards (cont’d)

- STANDARD:  sign design and size shall conform to chapter 2A. (10C.01)
- STANDARD:  STOP and YIELD sign placement shall conform to section 2B.06 and 2B.10.  STOP AHEAD or YIELD AHEAD shall be installed with section 2C.26.  (10C.03)
- GUIDANCE: use of signs limited to where engineering study determines it is needed and feasible

**Notes:**
Sign sizes and placement similar to standard highway signs are required because of the similarity of motor vehicle drivers needs.  Thus, signs shall conform to Chapter 2Aa.
The use of STOP and YIELD signs is limited to crossings where engineering studies determine it is needed and feasible.  When used, placement shall conform to Sections 2B.06, 2B.10, and 2C.26 

## New Standards (cont’d)

- STANDARD:  use of highway-rail advance warning signs   (10C.11)
- universal acceptance
- removal of existing W10-6 series
- STANDARD:  text on signal phases for exclusive turn lanes parallel to tracks  (10D.06)
- from option to standard
- separately-controlled, protected only mode turn movements toward the crossing
- display of a red indication during the approach

**Notes:**
To remove the potential for confusion, the new manual requires the use of Highway-Rail Advance Warning signs (W10-1, W10-2, W10-3, and W10-4) instead of the proposed Light Rail Transit Warning Signs (W10-6 and W10-6a).  The W10-1 sign is already universally accepted and required in other Parts of the MUTCD (Part 8).  The FHWA has set the compliance date for removal of the Light Rail signs to be 5 years after the effective date of the final rule.
It is now required that a protected only turn phase be provided and a red indication to be displayed in order to prohibit vehicles from turning onto the tracks when trains are approaching or occupying the crossing.

## New Standards (cont’d)

- STANDARD:  use of a separate set of standard traffic control signal indications**   **(10D.07)
- for controlling light rail transit movements
- need to separate  from other traffic signal heads by at least 1m (3ft**)**
- avoid motorist confusion

**Notes:**
If using a separate set of traffic control signal indications (typical red, yellow, green – ball and/or arrow) for controlling light rail transit vehicles, they must be separated from other traffic signals by at least 1m or 3feet.  This is required to avoid motorist confusion.  The light rail transit indications shall be positioned so they are NOT visible to drivers, pedestrians and bicyclists.

## New Guidance 

- Light-rail transit-activated blank-out turn prohibition signs  (10C.06)
- should be used at:
- STOP sign controlled intersections adjacent to a highway-light rail transit crossing or
- signalized intersections with permissive turn movements

**Notes:**
Light rail transit operations can include the use of activated blank-out sign technology for turn prohibition signs.  The signs are typically used on roads paralleling a semi-exclusive or mixed-use light rail transit alignment where road users might turn across the light rail tracks.  A blank-out sign displays its message only when activated.  When not activated, the sign face is blank.

## New Guidance (cont’d)

- Pedestrian and bicyclist crossings and sight distance  (10D.08)
- use of flashing-light signals with a cross-buck sign
- engineering study determines sight distance is not sufficient to complete crossing or
- light-rail transit speeds exceed 60 km/h (35 mph).

**Notes:**
Guidance is issued on the use of flashing-light signals with a crossbuck sign.  These signs should be  installed at crossings under one of the following two conditions:
where engineering studies have determined that the sight distance is not sufficient for pedestrian and bicyclists to complete their crossings prior to the arrival of light rail transit vehicles at the crossing,
or where light rail transit speeds exceed 60 km/h (35 mph).  
Gates are an option if flashing-light signals are not sufficient. 

## Figure 10D-2

**Notes:**
Figure 10D-2 illustrates the flashing-light signals with the crossbuck sign (R15-1).

## New Options

- Four-quadrant gate systems (10D.02)
- use is optional
- if used, requirements in 10D.02 shall be followed
- similar to part 8, sections 8D.01 through 8D.03.  Also, see figure 8D-2

**Notes:**
The 2000 MUTCD provides a new Option: A Four-Quadrant Gate system consists of a series of automatic gates used as an adjunct to flashing-light signals to control traffic on all lanes at the highway-light rail transit grade crossing.  If used:
It  has a drive mechanism and fully retroreflectorized red- and white-striped gate arms with lights. Standards contained in Sections 8D.01 through 8D.03 for flashing-light signals shall be followed for signal specifications, location, and clearance distances.
In the normal sequence of operation, the flashing-light signals and the lights on the gate arms (in their normal upright positions) shall be activated immediately upon detection of the approaching light rail transit vehicle. The gate arms for the approaching lanes of traffic shall start their downward motion not less than 3 seconds after the flashing-light signals start to operate and shall reach their horizontal position at least 5 seconds before the arrival of the light rail transit vehicle. Exit lane gate arm activation and downward motion shall be based on timing requirements established by an engineering study of the individual site. 

## Questions?