General Engineering Consultant

Diagnostic Review Process for TTA Regional Rail Implementation of Grade Crossings alongside Freight Railroads John Roberson, Director of Engineering Triangle Transit Authority, 68 T. W. Alexander Drive, Research Triangle Park, NC 27709 Steve Hannaman, Sr. Supervising Signal Engineer PB Transit and Rail Systems, 68 T. W. Alexander Drive, Research Triangle Park, NC 27709 1.0 INTRODUCTION

The study and planning of some form of higher capacity public transportation system for the

Triangle Region has been in progress for at least 15 years by various agencies, including TTA,

NCDOT, the Capital Area Metropolitan Planning Organization (CAMPO), the Durham/Chapel

Hill/Carrboro MPO (DCHC), and Wake, Durham and Orange Counties.

The Project is a direct outgrowth of prior transportation planning activities in the Triangle

Region. In October 1995, the TTA adopted a Regional Transit Plan based on a study

conducted for the three county (Wake, Durham, and Orange counties) Triangle Region. The

study, along with additional engineering and operations analyses, satisfied the FTA’s

requirements for a Major Investment Study. The study resulted in the selection of a locally

preferred alternative, which was adopted by the TTA as part of its Recommendations for a

Regional Transit Plan and subsequently incorporated into the regions’ long-range

Transportation Plans.

The Preliminary Engineering/Environmental Impact Statement (PE/EIS) studies

developed site level analyses, including more detailed design issues and an implementation

plan. These studies looked at alternative design scenarios and station locations and assessed

the social, economic, and environmental impacts of the Project. An Environmental Assessment

(EA) addresses all concerns that resulted from the final design process. Detailed operating and

maintenance costs, as well as feeder bus plans, have been developed. Station locations have

been finalized and financing commitments are essentially in place.

2.0 PROJECT OVERVIEW

The Project consists of regional rail service from Durham to downtown Raleigh, utilizing the

existing North Carolina Railroad and CSX Transportation railroad rights-of-way, see Figure 2-1.

The total length of TTA Regional Rail System is 28.1 miles.

FIGURE 2-1 – TTA REGIONAL RAIL SYSTEM

The service will serve 12 stations, linking Durham, Research Triangle Park, Morrisville,

Cary and Raleigh. The system will connect residential areas; major employment areas,

including downtown business districts and the Research Triangle Park; RDU International

Airport via shuttle; three major universities; and sports and entertainment destinations. The

service will use exclusive railroad tracks located adjacent to the existing tracks and operate rail

vehicles that will be married pairs, bi-directional, diesel-powered multiple units (DMUs).

Proposed service headways are 15-minutes in the peak-period, and 30-minutes in the

off-peak. Increased service frequency is expected to occur in 2015 with 10-minute headways

during peak periods and 20-minutes during off peak and weekends. The Regional Rail service

is projected to carry approximately 22,000 riders per day by 2025.

Regional rail service refers to the use of diesel-powered, vehicles sometimes known as

diesel multiple units, or DMUs. Vehicles will operate in two-car trainsets, with a length of

approximately 170 feet and a width of 10 feet. The trains will operate at maximum speeds of 60

to 65 miles per hour. High level station platforms will be constructed.

2.1 Initial Operating Segment (28 miles)

The Project corridor is an exclusive, dedicated double track system for regional rail use. The

alignment would be constructed within the NCRR and CSX rights-of-way, largely independent of

any other rail operations though the corridor, such as freight and Amtrak passenger service.

Use of the existing railroad rights-of-way provide an opportunity for minimizing construction and

environmental impacts.

Service will be provided 7 days per week from approximately 6:00 a.m. to midnight. On

weekdays, peak period service will operate from 6:00 a.m. to 9:30 a.m. and 3:00 p.m. to 7:00

p.m. Midday service will operate between the hours of 9:30 a.m. and 3:00 p.m. Evening

service will begin at 7:00 p.m. and extend to midnight. Special events may alter the planned

service schedule.

Operating plans assume the use of two-car trains throughout the day. Service between

the Ninth Street and Government Center Stations will require 8 peak period train sets with

headways of 15 minutes. Two train sets will be required as spare or gap vehicles to replace

defective trains, or trains that are out of service because of required maintenance. Station dwell

times for the trains will depend on the level of ridership at each station, however it is expected

that dwell times will range from 30 to 60 seconds.

Fare collection would be on the proof-of-payment or “honor” system. There would be no

turnstiles or other barriers regulating access to the platforms. Riders would either use a pre-

purchased weekly or monthly pass or purchase a ticket at one of the fare vending machines at

each station. TTA representatives would roam the Regional Rail System to perform spot

checks that passengers have paid the appropriate fare.

2.2 Highway Grade Crossings

There are 41 existing grade crossings in the Project corridor. One crossing will be fully grade

separated by the Project. Two other crossings will be partially grade separated with TTA

elevated or depressed. Four crossings are private access roads that will be removed by

providing alternate means of access.

Due to the outcome of the Diagnostic Reviews, one public grade crossing is planned to

be closed. The existing Plum Street crossing in East Durham consists of five freight tracks and

a crossover within yard limits for a CSX Transportation branch line, and near the west end of the

East Durham Yard for Norfolk Southern. In April 2004, Amtrak speeds were increased through

this area to 79 mph. The addition of two TTA tracks adjacent to parallel Pettigrew Street would

overly complicate this crossing, which is among the most dangerous in the entire state.

The resultant 28.1-mile Initial Operating System (IOS) will operate across 34 grade

crossings, all shared with adjacent freight tracks.

Ninth Street Duke University

Downtown Durham

North RTP

Triangle Metro Center

Northwest Cary

Downtown Cary West Raleigh NC State

University

Downtown Raleigh

AMTRAKCary

AMTRAK Raleigh

GovernmentCenter

AMTRAK Durham

TTA Rail OperationsMaintenance Facility (ROMF)

Alston Avenue NC Central University

StateFairgrounds

TTA Regional Rail System

Norfolk Southern NCRR H-Line (former Southern) D-Line (former Norfolk & Western) NS-Line (former Norfolk & Southern RR)

CSXT Transportation S-Line (former Seaboard) Durham Subdivision (former Seaboard) D&S Subdivision (former Durham & Southern)

LEGEND

Existing Grade Crossings and Adjacent RoadwaysExisting Public Crossings to be Closed Existing Private Crossings to be Closed

D&S JUNCTION (NSR)DURHAM YARD (CSXT)

EAST DURHAM YARD (NSR)

FETNER JUNCTION (CSXT)

BOYLAN JUNCTION (NSR)

SOUTHERN JUNCTION (CSXT)

2.3 Adjacent Railroads

The Regional Rail System will operate along existing freight railroads for the entire Initial

Operating System, as well as most of the planned extensions. Additionally, the Project corridor

will cross under or over freight lines at various points. The general track layout of the Project,

showing adjacent Railroads, is shown in Figure 2-2.

FIGURE 2-2. TTA TRACK LAYOUT SHOWING ADJACENT RAILROADS

There are five Railroad entities that interface with TTA:

• North Carolina Railroad – the NCRR manages much of the property over which the

TTA Regional Rail System will operate. NCRR owns 317 miles of railroad lines from the

Port of Morehead City to Charlotte. NCRR is a Real Estate Investment Trust (REIT) that

is wholly owned by the State of North Carolina. In general, NCRR Right-of-Way extends

100 feet either side of the existing track centerline. TTA has engaged in a 50-year

license to operate in the corridor on nearly 30 miles of the NCRR property.

• Norfolk Southern – NSR operates one line alongside and three lines across the

TTA Regional Rail System. NSR operates on the H-Line along the NCRR corridor from

Morehead City to Greensboro. The H-Line is a former Southern line. The TTA Regional

Rail System is parallel to the H-Line from West Durham to Boylan Junction in Downtown

Raleigh. NSR operates East Durham Yard where the TTA Regional Rail System will

cross via a flyover.

NSR owns the NS-Line (the old Norfolk Southern Railroad, a subsidiary of the

former Southern), which crosses the H-Line via diamonds at Boylan Junction just west of

Downtown Raleigh. NSR also owns the D-Line and the Duke Belt Line, which run

alongside the H-Line through East Durham and Downtown Durham, respectively. The

H-Line and the D-Line run parallel through one crossing at the west end of the East

Durham Yard. The D-Line and the Duke Belt Line are former Norfolk & Western.

Additionally, NSR services an industry siding and spur tracks to the General

Electric Aircraft Engine Plant in Research Triangle Park, and an industry spur to the

Brenntag plant in East Durham. TTA will cross the GE Spur at grade via diamonds

controlled by an automatic interlocking. TTA will cross the Brenntag Spur via a flyover

over the CSXT D&S Subdivision.

• CSX Transportation – CSXT operates one line alongside and one line that crosses

the TTA Regional Rail System. The S-Line is the former Seaboard mainline from

Richmond to Florida, and the TTA Regional Rail System will operate parallel to the S-

Line from Downtown Cary through Downtown Raleigh. The S-Line and the NSR H-Line

are parallel from Downtown Cary to Boylan Wye in Downtown Raleigh, and currently

operate unidirectional with southbound/westbound on CSXT and eastbound/northbound

on NCRR/NSR. Also, the S-Line and the NSR NS-Line run parallel through a single

crossing in Downtown Raleigh.

CSXT also owns the D&S Branch, which crosses the H-Line in East Durham.

CSXT operates its own yard in East Durham that is parallel to the H-Line and handles

freight between moves the D&S Branch and the Durham Branch. This CSXT yard, the

NSR H-Line and the NSR D-Line all are parallel through three crossings in East Durham,

but CSXT no longer operates across one of these crossings.

Additionally, CSXT services an industry siding for Public Service of North

Carolina (PNSC) Fuel Facility east of Cary, and a circus track at the North Carolina State

Fairgrounds in West Raleigh. Both sidings will be removed by the Project, but a new

Fairgrounds Siding will be constructed on the NCRR/NSR side of the NCRR corridor.

• Amtrak – the National Railroad Passenger Corporation (Amtrak) operates three

passenger services alongside the TTA Regional Rail System corridor. The Silver Star

operates from New York to Miami via Raleigh and Columbia, SC. The Carolinian

operates from New York to Charlotte via Raleigh and Greensboro. The Piedmont is a

State-funded passenger train that is operated by Amtrak from Raleigh to Charlotte via

Greensboro.

• NCDOT Rail Division – As the owner of the Piedmont trainset, the State of North

Carolina is also considered a Railroad entity. Rail Division is also a regulatory,

administrative and funding agency for various rail projects throughout the State.

2.4 NCDOT

The North Carolina Department of Transportation (NCDOT) serves in many capacities on the

TTA Regional Rail System Project.

• NCDOT Rail Division – The NCDOT Rail Division is responsible for most of the

regulatory responsibilities for railroad operations in the State. Rail Division serves as the

primary authority for Grade Crossings treatments throughout the State. The Diagnostic

Reviews for the Project were jointly sponsored by Rail Division and TTA.

Rail Division also serves as the regulatory agency for compliance with Federal

Railroad Administration (FRA) regulations in North Carolina. Also, Rail Division is

authorized by the State to serve as the Safety Certification agency for all federally-

funded transit projects, as required by Federal Transit Administration (FTA) regulations.

In addition to the Amtrak Piedmont service, Rail Division also serves as the

funding administrator for other rail projects within the State. Rail Division also

administers the North Carolina Railroad Improvement Program (NCRRIP), the North

Carolina High Speed Rail Program and the North Carolina Sealed Corridor Program.

These rail programs are all active within the TTA portion of the NCRR corridor.

• NCDOT Division of Highways – Of course, NCDOT is also the highway authority

within the State. Because the TTA Regional Rail System interfaces with numerous

roadways and traffic signals, the Division of Highways also has a significant role as a

regulatory agency on the Project. The TTA Regional Rail Project crosses two local

NCDOT Districts (Wake County and Durham County) within NCDOT Division 5.

NCDOT Signals and Geometrics is the primary authority for railroad preemption

for traffic signals adjacent to grade crossings.

2.5 Railroad Operational Jurisdiction

Obviously, there are some complications in keeping track of the jurisdictional issues associated

with the adjacent Railroads. Working west to east, the Railroad maintenance and operations

are as follows:

• West Durham to East Durham – The NSR H-Line is entirely within the NCRR

Right-of-Way. Track and signals are maintained by NSR. Amtrak operates Carolinian

and Piedmont Services. 7 grade crossings.

• D&S Junction (East Durham) – The NSR H-Line, a lead track from the NSR D-Line

to the NSR Duke Belt Line and the CSXT Yard in East Durham are parallel through 3

grade crossings. NSR maintains signals. TTA plans to construct a flyover that crosses

the Brenntag spur track and the D&S Branch, as well as one of these grade crossings.

One grade crossing is planned to be closed.

• East Durham Yard – The NSR H-Line and the NSR D-Line are parallel at the west

end of the yard through one grade crossing. NSR maintains signals. TTA plans to

construct a flyover that crosses the east end of the yard.

• East Durham to Fetner Junction (Downtown Cary) – The NSR H-Line is entirely

within the NCRR Right-of-Way. Track and signals are maintained by NSR. Amtrak

Carolinian and Piedmont Services. 13 grade crossings, one to be grade separated. The

two crossings in Downtown Cary are adjacent to crossings on the CSXT S-Line.

• Fetner Junction to Boylan Junction – The CSX S-Line and the NSR H-Line are

parallel, entirely within the NCRR Right-of-Way. Train operations are controlled by

CSXT. Signals are maintained by CSXT. Tracks are maintained by both Railroads.

Amtrak operates Silver Star, Carolinian and Piedmont services. 8 grade crossings.

• Boylan Junction (west of Downtown Raleigh) – The NSR NS-Line crosses the

CSXT S-Line and the NSR H-Line at grade interlocking. The west leg of Boylan Wye

carries two tracks of the CSXT S-Line northward out of the NCRR Right-of-Way. TTA

plans to construct its track in a trench that crosses beneath the NS-Line and both legs of

Boylan Wye. Boylan Junction is controlled by NSR, which maintains the interlocking. All

three Amtrak services continue to/from the east on the NSR H-Line.

• Southern Junction – CSXT controls the north end of Boylan Wye and a crossover

between the CSXT S-Line and the NSR NS-Line. NSR can interchange between the

NS-Line and H-Line over either leg of the wye. CSXT maintains the signals. There are

two grade crossings. TTA plans to construct a depressed station in the trench beneath

one of these crossings. The S-Line and the NS-Line are parallel at the other crossing.

• Downtown Raleigh – The CSXT S-Line continues to weave through the

Powerhouse District in downtown Raleigh. TTA has purchased property from CSXT for

the construction of the Regional Rail System. CSXT maintains track and signals.

Currently no passenger trains, but this section is planned as part of the SEHSR corridor.

2 grade crossings.

2.6 Municipal Jurisdictions

The TTA Regional Rail System will operate in two counties (Wake and Durham) and four

municipal jurisdictions (City of Raleigh, Town of Cary, Town of Morrisville, City of Durham).

Most of these jurisdictions are represented on the TTA Board of Trustees.

A portion of the Project is in the Research Triangle Park (RTP), a large, renowned

research business development zone located between Raleigh, Durham and Chapel Hill.

Although RTP is not itself a municipality, the park is managed by the Research Triangle

Foundation, which is influential in many activities within RTP.

TTA itself is incorporated as a municipal entity, the Research Triangle Regional Public

Transportation Authority (RTRPTA), which conducts all of its transit operations under the name

Triangle Transit Authority.

3.0 CHALLENGES

3.1 NCDOT Sealed Corridor Program

The TTA Regional Rail System will operate within a corridor designated by NCDOT Rail Division

as a Sealed Corridor. Sealed Corridor requirements require one of the following treatments at

grade crossings:

• Four-Quadrant Gates

• Two-Quadrant Gates with Median Separators (or Lane Separators)

• North Carolina “Long Gates” (Three-Quarter Gate Coverage)

Sealed Corridor requirements were previously imposed on most of the recent grade crossing

work on the NCRR corridor from Downtown Raleigh to Charlotte as an incremental step toward

the Southeast High Speed Rail (SEHSR) Program.

Since inception, the program has been expanded to include the TTA Regional Rail

System, the Charlotte Area Transit System (CATS) South Corridor LRT and CATS North

Corridor Commuter Rail systems, and a newly-planned extension of the SEHSR from

Downtown Raleigh northward on the CSXT S-Line.

3.1.1 Four-Quadrant Gates

Many of the existing grade crossings along the Project corridor are already equipped with four-

quadrant gates. Upgrades under the NC Sealed Corridor Program recently implemented four-

quadrant gates on an additional 6 crossings on the NCRR/NSR portion. Two crossings on the

CSXT portion were previously with four-quadrant gates prior to the NC Sealed Corridor

Program. One of these CSXT crossings uses four-quadrant gates with median separators.

NCDOT Rail Division has indicated a strong preference toward the use of exit gate fail-

down technology, also known as a standard gate mechanism. NSR requires these standard

gate mechanisms for all gates, whereas CSXT requires exit gate fail-up mechanisms that return

fully to the raised position when power is removed. Detection of trapped vehicles is not required

in North Carolina. The TTA Train Control Designer (PB Transit & Rail Systems) has requested

that exit gate fail-up technology be used on the Project.

3.1.2 Two-Quadrant Gates with Median Separators

Alternatively, two standard approach gates (also known as primary or entrance gates) can be

used with median separators to discourage vehicles from gate violations. Concrete non-

mountable medians or vulcanized rubber curbing can be used. NCDOT Rail Division requires

yellow tubular plastic poles every 6 feet along the median separator.

On the Project, the term “median separator” is used to describe non-mountable concrete

medians that are a minimum of 2 feet wide and 6 inches tall. Rubber curbing is referred to as

“lane separators”, which are typically 6 inches wide.

3.1.3 North Carolina “Long Gates” (Three-Quarter Coverage)

Unique to North Carolina is the three-quarter length “long” gates, which are used at lightly

traveled crossings to partially reach into the opposite lane when decending to discourage gate

violations. Only two of TTA crossings are subject to “long” gates.

3.1.4 Combination Treatments

In the design development and design review process, installation of median separators of

sufficient lengths was not possible at every crossing. Also, NCDOT Signals and Geometrics

raised objections to TTA plans to employ “protected left turns” at certain traffic signals in lieu of

exit gates where tracks are adjacent to parallel roadways. As a result, NCDOT Rail Division has

permitted the use of combination treatments at certain crossings.

One crossing will be equipped with approach and exit gates on TTA side, and an

approach gate and median separator on the freight side. Another crossing will be equipped with

an approach gate and median separator on the TTA side, and a three-quarter length “long” gate

on the freight side.

3.2 Constructability Issues

There are a number of complex issues that needed to be considered in the design of grade

crossings on the Project.

3.2.1 Gate Lengths and Coverage

One of most critical issues is the proper coverage of roadway lanes using adjustable length gate

arms. The maximum length practical gate arm is considered by many to be no greater than 38

feet. In simple terms, this means that the maximum gate coverage is three roadway lanes, or

two roadway lanes and a sidewalk. Turning radius from parallel roadways complicates the

coverage of roadway lanes.

At three crossings, gates installed in center islands or turn lane “gore” islands have been

required to address insufficient gate coverage due to roadway widths. TTA considered the use

of gate extension technologies to avoid the installation of additional extra gates, but each

technology presented certain drawbacks and objections from other parties.

3.2.2 Crossing Throat Lengths

TTA tracks are typically at a track separation of 26 feet from the freight tracks, or even further to

accommodate future freight realignments. Crossing “throat” lengths between the opposing

gates are longer than 50 feet for almost every crossing, and can reach upwards of 120 feet for

some crossings. For this reason, the TTA Train Control Designer considers two-quadrant gates

with median separators to be preferable over four-quadrant gates. NCDOT Rail Division

typically considers four-quadrant gates as a better treatment than two-quadrant gates and

median separators.

3.2.3 Freight Switching and Yard Movements

Yard movements for NSR, CSXT and even TTA will affect a number of grade crossings along

the Project corridor. Other crossings are adjacent to industrial sidings and spur tracks that will

experience switching movements from time to time. The affect of switching operations influence

the design of crossings and need to be considered.

3.2.4 Downtown Durham

From West Durham to East Durham, much of Project corridor will be squeezed between the

existing freight track and Pettigrew Street to the south. This requires retaining walls along

numerous sections of TTA tracks, sometimes on both sides of the TTA tracks.

In some cases, the retaining walls are so close to the TTA tracks that they permit the

existing roadway to remain very close to the new track centerline, albeit well below top-of-rail.

In some cases, the roadway is less than 17 feet from track centerline. In several locations, TTA

equipment houses for cab signals and crossing warning systems must be installed on the freight

side due to insufficient space allowances on the TTA side.

In approach to adjacent grade crossings, Pettigrew Street must be raised to near the

elevation of TTA tracks to prevent low-clearance vehicles from becoming stuck on tracks.

These retaining walls are often in approaches to grade crossings, creating obstacles for the

placement of TTA equipment, gates and traffic signals along the Project corridor. The close

proximity of Pettigrew Street at these crossing significantly increases roadway widths adjacent

to gates due to turning radius requirements.

3.2.5 D&S Flyover in East Durham

TTA tracks will cross above Driver Street via the D&S Flyover in East Durham. This requires a

4% grade on retained fill just west of the existing grade crossing to the single column structure

above the street. This presents an obstruction to crossing visibility and sight lines that must be

considered in the design process.

3.2.6 Downtown Raleigh (U-Channel)

The trench for depressed TTA tracks in Downtown Raleigh is referred to as the U-Channel

Section. CSXT has raised concerns about the possibility of the derailment of a freight train into

the U-Channel at the Downtown Raleigh station, which is adjacent to the existing Hargett Street

crossing at the north end of Boylan Wye. The planned construction of a deflection wall adjacent

to the existing freight track raises several critical issues at the grade crossing.

As the U-Channel comes back up to grade into the Powerhouse District of Downtown

Raleigh, the TTA tracks are located on retained fill adjacent to the Jones Street crossing.

Space is quite limited for the placement of equipment houses for CSXT and TTA crossing

warning system controls at this crossing.

Drainage issues along the walls at both Hargett Street and Jones Street create

additional obstructions for crossing equipment that must be considered in the TTA designs.

4.0 GOALS AND EXPECTATIONS

Like all transit agencies administering Federal funds, the Triangle Transit Authority is required to

design and construct the Regional Rail System to provide a safe, efficient public transit system.

Grade crossings are where all of the safety issues converge. Although some of the demands

and requirements of the different agencies, Railroads and municipalities are conflicting, the

primary goal of the System Design Process is to reasonably address as many safety concerns

and other issues as possible.

4.1 Federal Requirements for Transit Agency

The Federal role for most rail transit agencies is limited to project evaluation (rating process),

funding administration, and project management oversight. The Project is not only governed by

these FTA requirements, but also by the FRA regulations. With respect to grade crossings,

FRA requirements per 49 CFR Part 234 are now mandated, but most New Start rail transit

systems voluntarily comply with these requirements.

Many public transit projects are misconstrued as an opportunity by stakeholders as an

opportunity to improve existing conditions. Federal funding guidelines generally require that

projects be constructed to current standards, but any betterments must be avoided or paid for

by other entities.

Because most of the TTA project will be constructed only on one side of the existing

freight corridors, grade crossing improvements on the freight side must be well justified.

4.2 Railroad respect of NCDOT Authority for Grade Crossings

Per the North Carolina General Statute, NCDOT is the designated agency to administer and

fund public transportation programs within the State, including those grade crossing projects

funded by Highway Funds under FHWA Section 130. NCDOT specifically has the authority to

regulate, abandon and close to use, grade crossings on any road designated as part of the

State highway system. As a result, NCDOT Rail Division is generally viewed by the Railroads

as the final authority for all decisions regarding grade crossing treatments.

TTA is required to properly administer Federal funding for the Regional Rail System,

including grade crossings. Since it is not obvious that NCDOT has authority for non-public

grade crossings, or even for crossings related to transit projects, the TTA General Engineering

Consultant (GEC) recommended that TTA be prepared to take a primary role to administer

grade crossing design and interfaces for the Project. However, TTA also needed to understand

that Railroads would not generally take direction from a transit authority with respect to grade

crossings. Therefore, it was appropriate to request that NCDOT Rail Division become a joint

sponsor of any grade crossing design efforts and approvals.

As a result, NCDOT Rail Division and TTA have jointly prepared design requirements for

all grade crossing construction that is required for the Project. TTA will administer contracts with

the Railroads and the TTA Train Control Contractor that will provide for the complete interface.

4.3 Regulations, Rules, Standards and Instructions

Railroad grade crossing safety is regulated by the FRA under 49 CFR Part 234, which specifies

design safety, testing requirements, testing frequency and recordkeeping. However, there are

no regulations for the specification of grade crossing treatments, unless specifically required by

State laws or regulations. There are no such regulations in North Carolina.

Adherence to applicable recommended practices from the American Railway

Engineering and Maintenance-of-Way Association (AREMA) is also required. AREMA

Communications and Signals Manual, Volume 1, Section 3 specifies crossing treatments and

other design requirements. Other sections also apply to control system safety.

The Manual for Uniform Traffic Control Devices (MUTCD) is prepared under the

auspices of the Federal Highway Adminstration (FHWA). The TTA Regional Rail Project

requires adherence to applicable portions of the recommended standards in MUTCD Section 4

for grade crossing treatments. Additional recommendations from the light rail crossing

standards found in MUTCD Section 8 can be considered. Many states have a supplement to

the MUTCD for grade crossings.

NCDOT Rail Division does not have a Supplement to MUTCD Section 4, but there are

several statewide preferences that should be implemented on the TTA Regional Rail Project.

Because there are no written standards for these NCDOT preferences, there has been

confusion at various stages of the project. For instance, CSXT Signal Standards indicate a

different listing of requirements in North Carolina than are typically administered by NCDOT.

4.4 Development of TTA Directives and Standards

During the Design Phase, TTA has prepared a Design Criteria Manual governing the design of

all components of the Project. Since TTA is a New Start rail transit agency, these Design

Criteria are somewhat vague with respect to details in order to allow a flexible design approach.

While this should reduce project costs and avoid designs that favor a particular Supplier or

Contractor, the lack of design standards leaves a lot to the imagination.

As the Diagnostic Reviews progressed, site-specific design requirements were issued to

the TTA Train Control Designer, Section Designers and affected Station Designers. Changes to

the design requirements were issued in response to Design Review Comments and resolution

of other project issues. In the final design stages, markups of detailed designs were issued to

create a convergence in the different designs affecting grade crossings.

4.5 Design Review and Approvals

NCDOT, the Railroads, the municipalities and other stakeholders are participating in a design

review process, and these designs are subject to an approval process as regulated or

specifically designated by agreements. In general, TTA has carefully considered design review

comments and requests. This has caused many changes in the project, particularly at grade

crossings.

4.6 Diagnostic Reviews

Historically, Diagnostic Reviews have been associated with crossing design planning for rail

transit systems alongside freight railroads. However, many states have legislated that

Diagnostic Reviews be conducted by state agencies for all grade crossing improvements. North

Carolina does not require such Diagnostic Reviews, but often uses the term “Diagnostics” to

describe field meetings required for most of its crossing improvement projects.

Diagnostic Reviews involve a field meeting of the agencies, Railroads and other

stakeholders to resolve design requirements for grade crossing treatments, strictly defined as

flashing lights, gates and audible warnings. Traditionally, other issues related to grade crossing

take center stage at these Diagnostic Reviews and cause significant distraction to the primary

issues. Lengthy discussion of issues not related to crossing treatments has been known to

cause delays in the development of design requirements. In certain cases, Diagnostics have

only conducted a few field meetings per day.

Since the Shanklin Ruling for railroad liability regarding grade crossing treatments

specifically applies to state mandates and/or Diagnostic Review requirements, the need for true

Diagnostic Reviews have been raised to a higher level at a national level. The design

requirements specified under Diagnostics Reviews are now considered to have a high level of

legal significance.

The GEC recommended that Diagnostic Reviews be conducted as part of Final Design

phase to avoid future mandates that potentially require significant change orders. On the other

hand, Diagnostic Reviews were not held on the Charlotte CATS South Corridor LRT System

until after construction was started.

5.0 DIAGNOSTIC REVIEW PROCESS

The TTA Diagnostic Plan defined the process for the diagnostic reviews, including the roles and

responsibilities of participants in the reviews, documentation to be prepared before and after the

reviews, and the Diagnostic process during the review.

The goals of the Diagnostic Review process were to:

1. Provide TTA, NCDOT and the railroads a forum to work together to develop a

consensus to the scope of the grade crossing work and confirmation of their

concurrence with the proposed design.

2. Provide invited parties an opportunity to voice comments on elements of the

proposed grade crossing design affecting their responsibilities.

3. Provide clear direction to the Project design team of the Design Requirements

needed to progress as the final design for the grade crossing.

Diagnostic Reviews were carried out by TTA, in association with North Carolina Department of

Transportation, during the Final Design period. Ideally these reviews would be completed

before affected 60% design submittals, but in all cases must be completed before the affected

90% design submittals.

Diagnostic Reviews neither duplicate nor replace the need for due diligence and design

checking by the element Designer and the design discipline management. Neither do they

remove the authority of those agencies (and other parties) that have review and approval

authority over elements of the Project Design. However, the design requirements of the

Diagnostic Reviews do have a legal importance to parties that should be considered in the

Design Review and Approval process.

5.1 Diagnostic Review Participants and Roles

The original TTA Diagnostic Reviews required field meetings at 34 grade crossings. In an

attempt to maintain a pace that allowed 5 to 6 field meetings per day, careful planning of the

roles for each of the participants was required. Table 5-1 indicates the roles of each participant.

TABLE 5-1. DIAGNOSTIC REVIEW PARTICIPANTS AND ROLES TTA: TTA, as the review sponsor, will have at least one representative at

each diagnostic review. TTA is responsible for providing review materials before the meetings, facilitating the review meetings, and producing review reports following the meetings. TTA will be supported by its General Engineering Consultant (GEC).

General Engineering Consultant:

The GEC will be responsible to making notes during the review meetings and photographing any items or issues that are identified during the meeting as requiring special consideration. The GEC will support TTA in its responsibilities.

Section Design Consultant:

The SDC, a subcontractor to the GEC, will attend review meetings to provide support for any questions related to roadway geometry, traffic signal design, drainage, utilities, and any structural design elements. The SDC will provide 1:20 scale working drawings (latest working copy) of the crossing area for use at the diagnostic meeting.

NCDOT Rail Division:

NCDOT Rail Division will provide leadership for the diagnostic review meetings, being the focal point for all recorded comments, and review comments related to the selection and location of railroad warning equipment. Subsequent to the meeting, NCDOT Rail Division will review and provide concurrence with TTA’s review report.

NCDOT Division of Highways:

NCDOT Division of Highways will provide review comments related to the design and location of traffic signals associated with the grade crossing, and to any proposed alterations to the roadway layout, marking and signage.

North Carolina Railroad Company:

NCRR will provide review comments on the basis of its ownership of the railroad ROW (where applicable).

Norfolk Southern Railroad:

NS will provide review comments on the basis of its operation of the grade crossings and its responsibility as the maintainer of the existing warning equipment (where applicable).

CSX Transportation: CSXT will provide review comments on the basis of its ownership of the railroad ROW, operation of the grade crossings, and its responsibility as the maintainer of the existing warning equipment (where applicable).

Municipalities: Representatives of the municipality in which the grade crossing is located will be invited to provide relevant information and comments related to the effects on local traffic.

Property Owners: Where grade crossings are located on private property, or provide access to only private properties, those property owners will be invited to provide review comments on the crossing design.

5.2 Diagnostic Field Meetings

The original field meetings were scheduled for the 34 grade crossings subject to Diagnostic

Reviews in two four-day blocks, held in October and November of 2003. Because of significant

changes over the course of the project, additional Diagnostic Reviews were held on a two-day

block in March of 2005.

5.2.1 Focus on Crossing Treatments

The TTA Diagnostic Reviews reinforced that decisions related to design requirements for grade

crossing treatments should be the responsibility of only the Key Participants, namely the

crossing safety specialists in attendance at each of the field meetings. Other participants were

asked to serve as advisors to and knowledge resources.

Jason Field, PE, a Crossing Safety Engineer with NCDOT Rail Division, took the lead

role at each of the field meetings.

5.2.2 Safety for Participants and Stakeholders

As with all activities performed in support of the Project, safety was a primary concern

and as such precautions were taken to ensure the highest level of safety was provided to all

diagnostic review participants. For this reason, safety briefings were held in accordance with

Roadway Worker Protection regulations to explain the safety rules and procedures while

performing the Diagnostic Reviews.

Diagnostic Review participants were required to remain with the group and on public

property at all times. Participants were prohibited from entering into the railroad right-of-way,

except when all of the following were met:

• The participant must have successfully completed the Roadway Worker Protection

course and obtained his/her certification card.

• A flagman from the representative railroad was present and on-track safety rules

were previously established.

• All required personal protective equipment (i.e., hard hat, steel toed shoes, safety

glasses, orange vests) was being worn.

Diagnostic Review participants were required to wear all required personal protective equipment

while performing the reviews. Additionally, participants were required to move to a place of

safety at least 25 feet away from the crossing when trains or rail equipment are in approach of

the grade crossing.

All vehicles were required to be parked a minimum of 25 feet away from the crossing in

an area that would not restrict vehicular traffic.

5.2.3 Diagnostic Review Documentation and Resources

Prior to the field meetings, a Diagnostic Package for each grade crossing was sent to each

participant and invitee. These Diagnostic Packages included crossing information, site

photographs, aerial photographs, proposed crossing signal layouts and markups, proposed civil

plans, utility plans, sketches with equipment locations and utility conflicts, a preliminary “single

line” track and signal plans, as well as existing traffic signal plans.

Safety equipment was brought to each field meeting, including personal protective

equipment, flagging signs and cones, audible warnings (handheld air horns and whistles), and

orange traffic flags. Water and soft drinks were provided throughout the day.

NCDOT Rail Division utilized a large sport utility vehicle equipped with strobe flashers

and strobe headlights. This vehicle was used in the set up and removal of advance warning

signs and traffic cones.

On the first day of field meetings, there was significant attendance. To limit the numbers

of vehicles congregating at the crossings, TTA provided up to two full-size passenger commuter

vans. A small public address speaker system was used on the first day to help with

announcements and the initial safety briefing.

5.2.4 Diagnostic Markups

Two copies of in-progress 60% civil roadway alignment plans showing utilities were presented

by the Section Designers at each field meeting. As part of a wrap-up review of the design

requirements, Jason Field prepared a color markup of the crossing treatments as a record of the

field meeting.

To better facilitate plan review and markups, a small folding table was brought to each

field meeting. Color markers and masking tape was provided.

Copies of these markups were sent to the Key Participants for review after the field

meetings. These markups were also sent to each of the affected Designers to be used as a

cross-check for the Design Requirements in the draft versions of the Diagnostic Reports.

5.3 Diagnostic Reports

Diagnostic Reports will be issued by TTA and NCDOT Rail Division as a record of the design

requirements and recommendations from the TTA Diagnostic Reviews. Subject to much

debate, the final versions of these Diagnostic Reports are being held until completion of the

Final Design phase so that they are complete. Signed versions of the Diagnostic Reports will

be used in the contracting with Railroads and the TTA Train Control Contractor for the

implementation of the integrated crossing warning systems.

These Diagnostic Reports include an executive summary, attendance sheets, table of

field meeting notes, listings of design requirements and recommendations, as well as the

crossing signal plans.

Draft versions of the Diagnostic Reports were issued to the various Designers as a

formal directive for use in the development of the crossing signal designs, roadway alignments,

and utility rearrangements.

The results of the Diagnostic Reviews and subsequent changes are shown in Table 5-2

(TTA crossings shared with NSR) and Table 5-3 (TTA crossings shared with CSXT).

TABLE 5-2. CROSSING TREATMENTS REQUIRED BY DIAGNOSTIC REVIEWS CROSSINGS SHARED BY TTA AND NORFOLK SOUTHERN

AAR CrossingIndex Number Crossing Name

Warning System TreatmentRequirements from Diagnostic Reviews

Design Changes andAdditional Design Requirements

735223X Swift Avenue/Broad StreetExisting traffic signal with RR preemption on north side

Four-quadrant gatescantilever only on NCRR/NSRR sideadditional median gate on TTA side

New sidewalk on west sideRealign TTA tracks further from freight track

735225L Buchanan BoulevardExisting traffic signal with RR preemption on north side

Two-quadrant gates with median separatorsCombination Treatment

median separator on NCRR/NSR sideexit gate on TTA side to maintain driveway access

735227A Duke StreetTwin gates for one-way traffic northbound

single cantilever over center and right lanestwin downstream flasher masts

Relocate left-hand gate onto NCRR right-of-way

735229W Blackwell Street/Corcoran StreetExisting traffic signals with RR preemption on both sides

Four-quadrant gatescantilever only on NCRR/NSRR side

Additional Diagnostic ReviewRelocate crossing perpendicular further east

735231PMangum Street (Business US-15/US-501 southbound)Existing traffic signals with RR preemption on both sides

Twin gates for one-way traffic southboundtwin downstream flasher masts

Maintain parallel street alignmentRelocate downstream flashers closer to TTA tracks

735389C630477U

Dillard StreetExisting traffic signal with RR preemption on south side

Two-quadrant gates median separator on NCRR/NSR sideprotected left turn signal on TTA side

Extend sidewalk on west side of crossing Combination Treatment

median separator on NCRR/NSR side - exit gate on TTA side

910605Y Fayetteville StreetExisting traffic signal with RR preemption on south side

Two-quadrant gates median separator on NCRR/NSR sideprotected left turn signal on TTA side

Four-quadrant gates median separator on NCRR/NSR side

protected left turn on TTA side

630474Y Ramseur StreetExisting traffic signal with RR preemption on south side

Two-quadrant gates median separator and cantilever on NCRR/NSR side

protected left turn signal on TTA side

Four-quadrant gates cantilever on NCRR/NSR side

630471D Driver Street (TTA Grade Separated)New traffic signal with RR preemption on south side

Two-quadrant gates advance traffic signal on CSXT side

protected left turn on NCRR/NSR side

Four-quadrant gates (NCDOT Project) preempted traffic signal on CSXT side

preempted traffic signal on NCRR/NSR side

735236Y Ellis Road WestTwo-quadrant gates

protected left turn on NCRR/NSR sideprotected left turn on TTA side

improved turn radius in southwest quadrantCombination Treatment

exit gate on NCRR/NSR side - protected left turn on TTA sideNCRRIP to construct additional freight track

734735L Glover Road Four-quadrant gates NCRRIP to construct additional freight trackNCRRIP to relocate parallel road away from freight

734736T Wrenn Road Two-quadrant gates with median separators Keep temporary crossing as permanent roadwaySituate NSR house to accommodate both crossings

734737A Ellis Road EastTTA Rail Operations Maintanence Facility (2 yard tracks)

Two-quadrant gates with lane separationmedian separator on TTA side

lane separator on NCRR/NSR sideAdjust track separation between TTA main and yard

734740H Hill Drive (IBM Private) Two-quadrant gates with median separators GE Spur Track interlocking relocated near crossing

726293N IBM Access Road (Private) Four-quadrant gates New sidewalk on east side

Maintain existing pavement width through crossing

734742W Cornwallis Road Two-quadrant gates with median separators

734746Y Hopson Road Four-quadrant gates

734748M Church Street (To Be Relocated) Two-quadrant gates with median separatorsShort median and preempted traffic signal on TTA side

734749U Barbee Road Two-quadrant gates with lane separators Realign TTA tracks further from freight track

734750N McCrimmon Parkway (Koppers Road) Two-quadrant gates with median separators

734751V Long Beverage/Truss Builders Access (Private)

Two-quadrant gates with "long gate arms"three-quarter length gate coverage

734753J Morrisville-Carpenter Road/Aviation Parkway Four-quadrant gatesAdditional Diagnostic Review

Town of Morrisville Roadway Wideningadditional exit gate for turn lane on TTA (north) side

734755X Harrison AvenueTwo-quadrant gates with median separators

cantilevers on both sidesdownstream flasher masts on both sides

interim left-hand cantilever required

Extend sidewalk on east side of crossing

734756E Academy Street Four-quadrant gatesRelocate sidewalks inside gates on both sides

Possible interconnect with CSXT crossingCSXT preemption removed from adjacent intersection

TABLE 5-3. CROSSING TREATMENTS REQUIRED BY DIAGNOSTIC REVIEWS CROSSINGS SHARED BY TTA AND NORFOLK SOUTHERN

AAR CrossingIndex Number Crossing Name

Warning System TreatmentRequirements from Diagnostic Reviews

Design Changes andAdditional Design Requirements

630662N Reedy Creek Road Two-quadrant gates with lane separators Remove driveway entranceRealign TTA gate/cantilever perpendicular to roadway

643351A904421K Maynard Road East Four-quadrant gates with median separators Relocate TTA primary gate outside of sidewalk

630657S Trinity Road Proposed Crossing RelocationFour-quadrant gates

Additional Diagnostic ReviewCrossing to remain at existing location

Three adjacent driveways on TTA side

630654W Nowell Road (To Be Relocated) Four-quadrant gates Provisions for future sidewalk on west side

630650U Powell Drive Two-quadrant gates with lane separators

Additional Diagnostic ReviewTwo additional Fairgrounds siding track

Median separator and left-hand cantilever on TTA sideLong gate arm on NCRR/NSR side

Island circuits and flashers on both sides of sidingProvisions for future sidewalk on west side

633973A Blue Ridge RoadFour-quadrant gates

protected left turns on both TTA and NCRR/NSR sides(four additional median island gates)

Additional Diagnostic ReviewFairgrounds siding terminated west of crossing

630647L Beryl Road ConnectorTwo-quadrant gates

median separator on NCRR/NSR sideexit gate on TTA side

New sidewalk on east side of crossingFairgrounds siding terminated west of crossing

Add exit gate due to short median on NCRR/NSR side

630646E Royal Street Two-quadrant gates with median separators Provisions for future sidewalk on west side

Hargett Street No changes from TTA project

Additional Diagnostic ReviewReduced separation between U-Channel and CSXT

Deflection wall required through grade crossing areaProvisions for future four-quadrant gates

Narrowed roadway for 8' clearance behind gates

630629N Jones StreetFour-quadrant gates

cantilever on TTA sidenew cantilever on NSR side due to City trees along street

Keep TTA and CSXT houses on TTA property

630628G West Street Two-quadrant gates with median separators Two-quadrant gates with median separators

630627A Harrington Street Four-quadrant gatescantilevers on both sides

Removed street parking to narrow roadway

5.4 Design Changes

Since the original Diagnostic Reviews, there have been numerous Design Review comments and

other issues that have affected grade crossing alignments and placement of warning devices.

5.4.1 Modifications due to Track Realignments

There have been various realignments of the TTA tracks, primarily to allow the future

realignment of the freight tracks toward the TTA side to increase curve speeds. In most cases,

the relative location of warning devices was not affected. However, 3 crossings required

modifications to design requirements related to reduced distances between TTA tracks and

adjacent roadway intersections.

The relocation of the circus track at the State Fairgrounds has experienced a number of

iterations due to storage length, avoiding turnouts in curves, and track separation issues,

affecting 4 crossings. In the final arrangement, the new siding will be comprised of two siding

tracks through only 1 crossing.

A realignment of grade separated TTA tracks in the U-Channel closer to the CSXT

tracks also impacted an existing crossing where no changes were originally planned. An

additional Diagnostic Review was required to review this and other impacts to the grade

crossing.

5.4.2 Modifications due to Roadway Changes

There have been a few roadway alignment changes that have affected the relative placement of

warning devices. However, there have been many issues regarding improper interpretation of

design requirements regarding the details associated with curblines, medians and sidewalks

adjacent to the crossing.

Turning radius issues have required changes to 5 grade crossings. One crossing was

impacted when objections by Durham County to the realignment of a parallel roadway towards

its County Jail facility. Two crossings required changes to avoid modifications to existing

crossing panels.

A recurrent Design Review issue was related to curb and gutter installed to reduce the

setback distances for warning devices. NCDOT typically requires gutters to be turned down at

13 feet from track centerline, with pavement extending from the curbline through the crossing.

Designers were often confused about the difference between lane widths, pavement width, and

the interfaces to the existing crossing panels and bumpouts. Simply put, the designs should not

permit a vehicle to run off the gutter into the track ballast.

NCRR is generally opposed to additional roadway lanes within its right-of-way, either

through the crossings or parallel to its track. One crossing that is planned to be widened under

a Town of Morrisville project obviates this concern.

5.4.3 Impacts from Other Related Projects

NCDOT Rail Division is administering several projects under NCRRIP that can impact the

phasing of the TTA Regional Rail Project. A new bypass track around the East Durham Yard

will affect 2 crossings. Since the TTA switches sides of the corridor at the East Durham Yard

Flyover, this impacts the final arrangement at one of the crossings, and impacts interim

arrangements at the other.

NCDOT has approached TTA with the possibility of coordinating a planned NCRRIP

freight track realignment through 1 crossing during the installation of TTA crossing panels.

One crossing in Downtown Durham was planned to be relocated under a City project.

The relocation will be constructed on the Project. One crossing in East Cary was originally

planned to be relocated in accordance with Town of Cary plans for a future roadway extension.

NCRR objected to the relocation of the crossing, hoping to require a grade separation at this

location. The crossing will remain at its current location, but a section of this roadway that is

parallel to the TTA tracks requires significant relocation.

5.4.4 Protected Left Turn Issue

In several cases, the Diagnostic Reviews did not require an exit gate when directly adjacent to

intersections utilizing preempted traffic signals. NCDOT Signals & Geometrics objected to the

use of “protected left turns” at these adjacent traffic signals. These objections were primarily

due to the need to upgrade existing traffic controllers with additional phases, and to avoid

queueing of left turn traffic into the through lane during “normal” conditions. As a result, 4 crossings

need additional exit gates that were not required in the original Diagnostic Reviews.

5.4.5 Additional Sidewalk and Pedestrian Improvements

TTA has made commitments to the four municipalities to improve sidewalks in grade crossings

adjacent to stations, and also to extend the existing sidewalks over the TTA tracks throughout

the corridor. At a number of grade crossings, the municipalities have asked for new sidewalks

that are not being implemented on the project. On the other hand, NCRR is opposed to any

sidewalks at grade crossings. After numerous meetings, TTA decided on a consistent approach

for sidewalk requirements throughout the project.

Provision for future sidewalks by increasing gate setbacks to the maximum distance was

required at 3 crossings.

In North Carolina, flashing lights and bells are considered to be the primary warning

devices for pedestrians. Although NCDOT Rail Division has a preference to route sidewalks

between gate masts and roadways, some crossings have sidewalks behind the gates. In some

cases, sidewalks abruptly end at the gate itself due to maximum gate arm lengths. TTA also

decided on a consistent approach to route all sidewalks inside gates. This was previously

envisioned at certain crossings by providing median island gates, and thus resulted in changes

at only 2 crossings.

The GEC has imposed the minimum 2-foot clearance recommended by AREMA and

MUTCD for all warning devices adjacent to sidewalks. Typically, this results in a minimum 4’-3”

setback (the TTA project has standardized at a 4’-6” setback). In a few cases where this is

impractical, NCDOT Rail Division granted permission to reduce this to a 2’-6” setback (zero

clearance). After other projects, including the Diagnostic Reviews for the CATS South Corridor

LRT System, NCDOT Rail Division now prefers zero clearance to keep the flashing lights as

close to the edge of travel lanes as possible.

5.4.6 Updates to Diagnostic Reports (Standardized Changes)

After completion of the original Diagnostic Reviews and some of the changes due to Design

Review comments as discussed above, there was an obvious need to group all of the similar

issues on the project. After several meetings, a consolidated list of required Updates to the

original design requirements was approved by NCDOT Rail Division. Additionally, the changes

listed above were reviewed and approved. In September 2004, the GEC provided a directive

with markups to inform the various Designers of these changes.

5.4.7 Additional Diagnostic Field Meetings

Some of the changes to grade crossings had such a significant impact that the original

Diagnostic Reviews were no longer considered applicable. In March 2005, additional field

meetings were conducted at 6 crossings. One of the crossings is being relocated due to a City

of Durham project, one crossing is being widened under a Town of Morrisville project, one

crossing is no longer being relocated, two crossing were significantly impacted by the new

Fairgrounds siding track, and one CSXT crossing in Downtown Raleigh was impacted by

changes to TTA alignments in the U-Channel.

6.0 LESSONS LEARNED

The process developed for TTA involved rapid-paced meetings that were concise and closely

focused on the planned scope of work. Overall, the effort was considered quite successful,

particularly in fostering a good working relationship with the freight railroads and other agencies.

With careful planning, a Diagnostic Review process can be successfully implemented on

a major rail transit project alongside adjacent freight tracks. The TTA Diagnostic Reviews were

all performed within the schedule allotted, usually quite close to the time schedules published

prior to these field meetings.

6.1 Diagnostic Field Meetings

The field meetings used an “Around the Table” process that encouraged lively, but

controlled discussion. Key elements of the field meetings:

• Significant preparation in advance of the field meetings

• Attention to small details, such as safety and flagging equipment

• Staging of each field meeting to set up signs and cones

• Frequent safety briefings, particularly for any new participants

• Provide a folding table to review full-size drawings (masking tape needed)

• Staging for lunch box meals and drinks in the field to avoid delays

• Considerable effort required to facilitate transportation needs

The folding table itself was a key to this success, since the table allowed easy viewing of

drawings and allowed the markups to be prepared in short order.

There is a constant need to keep the participants focused on the Diagnostic Review

process. An informal referee system was often necessary. In most cases, the field meetings

were limited to 2 hours between locations, which needed to include staging and transportation

time between crossings.

By involving the Railroads early in the process and understanding their requirements

early in the process, the Railroads were quite helpful in the Diagnostic Review process. The

Railroads have raised other significant design issues, including a strong desire to close many of

the grade crossings. By strictly focusing on crossing treatments, these other issues were tabled

to appropriate venues and engineers were able to focus on the key issues related to the

crossing warning systems.

6.2 Recommended Practices

Standardization of certain elements was eventually needed to provide consistent direction to all

of the various Designers. Some of the technical details that should be standardized early in the

Diagnostic Review process are:

• Consistent setbacks and clearances for warning devices

• Use of Center Island Gates to provide adequate gate coverage

• Consistency for sidewalks and pedestrian treatments

• Need to standardize “clearance zones” for required utility relocations

• Provide clear design requirements for all details

6.3 How to Improve the Process

There is a need to clarify who is specifically in charge of the field meetings themselves. Since

the GEC did not have a professional engineer appropriate as a Key Participant, everyone was

anticipating that NCDOT Rail Division would lead the field meetings. Jason Field was

somewhat surprised that he was the center of attention. TTA is quite fortunate that he was quite

capable of conducting the roundtable meetings and consistently providing NCDOT

recommendations.

Participants should be given an opportunity to differentiate between design requirements

and recommendations. Not all of the recommendations could be implemented on the TTA

Regional Rail Project. A significant effort was expended to clearly detail which portions of the

Diagnostic Reports were considered recommendations as opposed to design requirements.

The Railroads should be more closely involved with the decisions that affect grade

crossings. On several occasions, the Railroads were unaware of changes to warning devices

and/or their locations, although these changes were ultimately due to requests and comments

by the Railroads themselves.

Difficulty in the production of roadway alignment backgrounds for the crossing signal

plans has been one of the biggest challenges on the project. The Section Designers are

responsible for roadway alignment mainly on the TTA side of the corridor. Therefore, the

remaining information about the roadway itself is from survey data, which although fairly

accurate, does not give a clear picture of the intended lane widths, sidewalk widths, and

additional pavement for bumpouts that comprises the crossing panels. Most of this information

is irrelevant to the crossing signal layout, but continually creeps into the picture. It is

recommended that a consistent set of master drawings be maintained that show simple features

of the crossings. Changes to the crossing layout must first require changes to these master

drawings.