Guidelines on Projects with At-Grade Crossings

  1. Design matches field notes from diagnostic inspection.
  2. Design incorporates findings from crash reports.
  3. Are there any adjacent intersections that require preemption or does project include a traffic signal with preemption? Warrant 9 in Section 4C.10 of the TMUTCD may be used as justification for the traffic signal. As an alternative, a 4 way stop or a 2 way stop (stop signs on roadway parallel to rail line) may be used to assist in moving traffic over an at-grade crossing.
  4. Signing:
    1. Do Not Stop on Tracks (R8-8) signs on any approaches over at-grade crossings heading towards an adjacent intersection where vehicles may stop.
    2. Stop (R1-1) or Yield (R1-2) sign at a passive crossing; Stop Ahead (W3-1) and Yield Ahead (W3-2) signs may also be required (see Section 2C.36 of the TMUTCD).
    3. Crossbuck (R15-1) signs on right side of roadway; a second on left may also be present.
    4. Number of Tracks (R15-2P) sign if more than one track.
    5. Emergency Notification Signs (ENS) on all approaches (I-13, not R15-4).
    6. Low Ground Clearance Grade Crossing signs (W10-5; W10-5p) if crossing has a high vertical profile.
    7. Grade Crossing Advance Warning Signs (W10-1; W10-2; W10-3; W10-4) on all approaches and parallel roads within 100 feet of
      roadway
       intersection; if parallel road is within 100 feet of crossing, install W10-1 sign on opposite side of roadway from tracks.
    8. Warning signs may be supplemented with No Gates or Lights (W10-13P) plaque at passive crossings.
  5. Sidewalks and shared use pathways:
    1. Gates typically not required, but bell must be present.
    2. Crossbuck signs on both sides of roadway for both approaches.
    3. Sidewalks
      shall
       cross perpendicular to rail. Sidewalks do not
      end
       at railroad right of way.
    4. Railroad masts adjacent to sidewalks include backlights.
    5. Sidewalks and shared use pathways shall have sufficient clearance around rail signal systems so as not to conflict with them when activated.
    6. ADA ramps and proper crosswalks shown at adjacent traffic signals with pedestrian signals.
  6. Crossing has been evaluated for truck traffic:
    1. Turning radii at adjacent intersections.
    2. Turning vehicles will not hit gates and cantilevers.
  7. Humped crossings have been evaluated and mitigated.
  8. Curbs or islands should not be closer than 10 feet from center of rail, but many railroad companies prefer not closer than 10 feet from nearest rail.
  9. Medians:
    1. Needed for island gates.
    2. Protected with painted curb or object marker so they are not hit at night.
    3. 10-foot minimum width (back of curb to back of curb) preferred.
    4. Edge of island is parallel to rail, not perpendicular to roadway.
  10. Any culverts under roadway need to be adjusted for roadway widening.
  11. Is metal beam guard fence (MBGF) needed to protect gates or for roadway drop-offs? (See Appendix A of the TxDOT Roadway Design Manual.)
  12. Any sight distance issues on either approach such as curved approaches? A Train When Flashing (W10-4B) side-mounted or overhead device may be used. Alternate method such as a cantilevered flashing light may be used.
  13. Superelevation on track accounted for on roadway design.
  14. Any track being abandoned should be removed along with crossing surface panels and replaced with same material as adjacent pavement.
  15. An Exempt Sign (R15-3P, W10-1aP) may be placed when a rail line is not used, but the track is not out of service. This plaque informs drivers that a stop is not required except when rail traffic is approaching or occupying the grade crossing, or the driver's view is blocked.
  16. A Tracks Out of Service (R8-9) sign is used with bagged railroad signals in lieu of the Crossbuck sign (R15-1) for tracks temporarily placed out of service.
  17. Active or passive devices must be relocated by the railroad company if an existing track is removed at a multiple track crossing.
  18. Striping is correct:
    1. Stop bars are 8 feet from centerline of the railroad signal post or 15 feet from near rail for passive crossings; may be located further back based on site evaluation
      and studies
      .
    2. Distance to nearest railroad crossing solid line varies based on approach speed (TMUTCD, Table 2C-4, Condition B, Deceleration to 0 mph):
      Solid Line Placement for Railroad Crossings
      Approach Speed (mph)
      Distance from Centerline of Track
      20
      100
      25
      100
      30
      100
      35
      100
      40
      125
      45
      175
      50
      250
      55
      325
      60
      400
      65
      475
      70
      550
      75
      650
    3. 50 feet from railroad crossing solid line to railroad crossing solid line.
    4. Solid 8-inch white line separates multiple approach lanes and extends 10 feet from back railroad crossing solid line.
    5. Grade Crossing Advanced Warning Sign (W10-1) sign adjacent to railroad crossing pavement markings.
    6. Double yellow line extends back a minimum 50 feet from nearest rail on two-way left turn lane; area should be hashed out.
    7. Pavement markings required where speed
      limit
       is 40 mph or greater and at all active crossings on
      every
       approach lane; exceptions may be granted at passive crossings in urban areas. (See Section 8B.27 of the TMUTCD.)
  19. Sign sizes correct per Table 8B-1 of the TMUTCD.