Published: January 20, 2023

Rail crossings can present unique challenges to non-motorized traffic. Inadequate traffic control devices may lead to confusion about how and when it is safe to cross the tracks. Additionally, crossing tracks for railroads, trolleys, streetcars, etc. can pose a physical challenge as the flangeway gaps may be a tripping hazard for a person walking and may entrap wheelchair casters or a bike wheel. This chapter provides guidance to support decision-making related to the identification of appropriate traffic control devices for walkways and bikeways for at-grade rail crossings where traffic signals are not provided in accordance with Part 8 of the OMUTCD. Designers should refer to Chapter 10 where highway traffic signals are used as a rail crossing’s primary control. The geometric design guidance provided in Section 11.1 is independent of traffic control devices and is therefore potentially applicable to all at-grade rail crossings.

Railroad and Highway Right-of-Way

Tracks that are not continuously within the roadway (e.g., not a trolley or streetcar) typically have independent right-of-way that typically supersedes the highway right-of-way at a crossing. In most cases, the owners of the railroad right-of-way are responsible for the maintenance of anything in the right-of-way. This chapter is intended to facilitate discussions with rail owners, but the rail owners ultimately have jurisdiction over any work that occurs within their right-of-way. Any design that occurs within the railroad right-of-way must be coordinated with the owner of the railroad right-of-way. If ODOT funding is used, the Ohio Rail Development Commission (ORDC) should also be consulted, and the ORDC may provide conceptual or preliminary reviews before submission to the railroad owner. The coordination process can take an extended period of time, so it is recommended that this coordination begin as early as possible so the design team and railroad owner can determine the preferred treatment and ensure it can be accommodated within the anticipated project schedule and contract documents.

Where work extends outside of the railroad right-of-way, designers should assess if the highway right-of-way is sufficient for the preferred treatment. Acquiring additional right-of-way can be costly and may affect the project schedule. Any right-of-way issues should be identified and resolved as early as possible to ensure the recommended treatment(s) can be built as intended.

Design Considerations

Designers should consider the following five topics during the design of at-grade rail crossings to accommodate pedestrians and bicyclists:

1. Provision of Access and Design for Pedestrians and Bicyclists (Section 11.1).
2. Evaluate Available Sight Distance (Section 11.2).
3. Evaluate Primary Control for Pedestrians and Bicyclists (Section 11.3).
4. Assessing Pedestrian and Bicyclist Crash Risks and Volumes (Section 11.4).
5. Traffic Control Devices and Treatments for Pedestrians and Bicyclists (Section 11.5).

11.1 Provision of Access and Design for Pedestrians and Bicyclists

In general, it is preferable to provide people walking or bicycling their own facility to operate outside the path of motorized traffic—sidewalks, shared use paths or designated bike lanes. Section 5.1.3 discusses the provision of pedestrian facilities based on context and Section 3.3.1 identifies the appropriate bikeway type based on relevant criteria, such as the design user, land use context, operating speed, and motor vehicle volume. The following section describes accessible and geometric design for pedestrian and bicycle facilities at rail crossings.

11.1.1 Accessible Design at Rail Crossings

All crossing surfaces, traffic control devices, and any additional treatments provided shall meet applicable accessibility guidelines. The following is a summary of accessibility guidelines detailed in Chapter R3 of the PROWAG.

Pedestrian Access Route and Accessible Ramps

Pedestrian access route widths, grades, cross slopes, and surface treatments across at-grade rail crossings should follow the same design requirements discussed throughout this guide, and at a minimum shall be compliant with ADA accessibility guidelines. A curb ramp may be necessary if the at-grade crossing and the pedestrian access route are at different elevations. The design of the pedestrian access route and curb ramps as described in Chapter 4 apply at rail crossing locations.

As shown in Figure 11-1, flangeway gaps shall be a maximum of 2.5 inches on non-freight rail track and 3 inches on freight rail track. To minimize hazards posed by the flangeway gap, crossings should be as close to 90 degrees as possible (see Section 11.1.2).

Figure 11-1: Illustration of a Rail and Flangeway Gap

Detectable Warnings

Detectable warning surfaces are required at approaches of all crossings where a sidewalk or shared use path is provided and at locations where a shoulder is intended for pedestrian travel (PROWAG R208.1). Bicycle lanes and separated bike lanes should not include detectable warning surfaces, as they are only intended for bicycle travel.

The detectable warning surface shall be placed so that the edge nearest the rail crossing is 6-15 ft. from the nearest rail. If a gate is present, the detectable warning surface should be located a minimum of 2 ft. from the projection of any gates which extend across the path (placed on the side of the gate opposite the tracks). See Figure 11-2.

Detectable warning surfaces shall be a minimum of 24 inches deep in the direction of pedestrian travel and shall extend the full width of any area in the pedestrian way where there is a level transition between the pedestrian way and the tracks. Where the distance between the centerlines of two tracks exceeds 38 ft., additional detectable warnings designating the limits of a pedestrian crossing island (which shall be minimum length of 6 ft.) should be used at sidewalk or path grade crossings.

Figure 11-2: Placement of Detectable Warnings

11.1.2 Geometric Design for Rail Crossings

Railroad and streetcar tracks that interface with pedestrian and bicycle facilities can be hazardous to non-motorized users. The following design considerations are important for pedestrian and bicycle facilities located near tracks:

• Design the crossing of the tracks to be between 60 and 90 degrees, with closer to 90 degrees preferred.
• Provide firm, stable, and slip-resistant pavement near tracks.
• Provide clear delineation of crossings with pavement markings that indicates to users where they should travel to cross rail tracks at an optimal location and angle.
• Provide warning signs to alert users of the crossing
• Provide adequate sight distances for approaching users to see the crossing ahead.

Generally, there are two configurations of pedestrian and bicycle facilities and rail interfaces: tracks located parallel to the facility, and tracks crossing the facility.

Parallel Tracks

Tracks that are parallel to a pedestrian/bicycle facility may be located in the street (e.g., streetcar) or adjacent to the roadway. These tracks are potentially hazardous to non-motorized users, both when traveling parallel to the track and when crossing over the track.

While traveling parallel to the track, a bicyclist’s wheel, a wheelchair’s caster, or a pedestrian’s skate may fall into the flangeway if they travel too close to the track. This may be particularly noteworthy where pedestrian and bicycle facilities are located in the street but can also occur near some shared use paths. In this case, the facility should be clearly delineated, and the distance between the facility and the track should be maximized.

Pedestrians or bicyclists may need to cross parallel tracks when turning onto or off a corridor. When turning, users should be encouraged (through the use of pavement markings) to cross the track at an angle between 60 and 90 degrees. This reduces the chance of a wheel falling into the flangeway and the chance of a user slipping on the rail. Figure 11-3 shows the design of a bikeway crossing parallel tracks.

Crossing Tracks

Rail tracks that cross a street typically cross at an angle near 90 degrees which is relatively easy for a pedestrian or bicyclist to cross. Where the crossing angle is skewed, the pedestrian/bicycle facility alignment should be adjusted to cross as close as possible to 90 degrees and should be no less than 60 degrees. Figure 11-3 shows an example of a bikeway alignment altered to cross skewed railroad tracks.

Figure 11-3: Rail Crossing Geometry Examples

11.2 Evaluate Available Sight Distance

Table 11-1: Clearing Sight Distance from Stop Position

Notes:

* For far-side stops, the rear buffer should be measured from the nearest edge of crosswalk to the rear of the bus when it is stopped in the stopping area.

Walking 3.5 ft per second across tracks 15 ft. apart, with a 2 second reaction time to reach a decision point 10 ft. before the centerline of the first track, and clearing 10 ft. beyond the centerline of the farthest set of tracks.

Bicycling 8 miles per hour across tracks 15 ft. apart, from a stopped position 10 ft. before the centerline of the first track with an acceleration of 2.5 ft. per second, and clearing 10 ft. beyond the centerline of the farthest set of tracks on a bike of 6 ft. length.

Sight distance can also be restricted at locations with multiple tracks where a stopped train blocks the view of another approaching train. At locations where stopped or slow-moving trains regularly block the view of trains approaching crossings on an adjacent track, the sight distance should be considered restricted and active traffic control devices should be provided.

11.3 Evaluate Primary Control for Pedestrians and Bicyclists

The primary control at a crossing is typically a combination of signs, pavement markings and/or physical barriers that direct the user’s attention to the crossing and aid in identifying the appropriate action to take. Treatments vary based on site geometry, traffic volumes and characteristics (of non- motorized users, vehicles, and trains), or site-specific conditions. All traffic control devices and any additional treatments provided shall meet applicable accessibility guidelines.

The first step is to determine if pedestrians and bicyclists can share the traffic control provided for the roadway or if separate primary or supplementary traffic control devices are required. Typically, pedestrians and bicycles may use the roadway signage and signals if the facility is parallel to the roadway and 25 ft. or less from the edge of pavement (measured from the edge of traveled way of the roadway to the outside edge of the separated facility). The primary control may be supplemented by treatments described in Section 11.5.4.

11.3.1 Grade Crossings 25 Ft. or Less from a Parallel Roadway

Where pedestrians and bicyclists share the roadway with motorized traffic or are on a separated facility that is 25 ft. or less from a parallel roadway, any signage or signals applied to the roadway crossing also applies to people walking or bicycling. If pedestrians and bicyclists are provided a separate facility, it is always preferable to maintain that facility through the crossing rather than to redirect the pedestrian or bicyclist facility immediately adjacent to motorized traffic. In instances where automatic gates are installed, a gate or gates shall be provided such that the pedestrian, bicycle, and roadway facilities are all controlled by a gate arm (see Section 11.5.3).

It is not the intent of this chapter to provide guidance on roadway signage or markings. If it is elected that people walking and biking are to follow the roadway traffic control, the designer should ensure that all traffic control devices required by OMUTCD Chapter 8B are present and visible from the pedestrian and bicycle facilities. Separated facilities should be provided their own pavement markings (if used), but additional signage and/or signals may not be necessary unless the traffic control applied to the roadway is not visible to people on the separated facility. The primary control may be supplemented by treatments described in Section 11.5.4.

Considerations for Two-Way Separated Bicycle Lanes

Although two-way separated bicycle lanes are always within 25 ft. or less of the roadway, one direction of travel on the bike lane will be opposing the direction of the nearest roadway travel lane. The following discusses traffic control placement and gate arm design for two-way separated bicycle lanes.

Sign Placement for Two-Way Separated Bicycle Lanes

Regulatory and warning signage must be provided for each bicycle approach. Refer to Figure 11-4 for reference on the preferable sign placements for a two-way bike lane.

• Signage for bikeway approach A and roadway approach C may be combined. It is preferable to place signage to the right of the bikeway. Depending on site conditions and roadway width, it may be appropriate to place signage within the buffer area if buffer widths are sufficient to accommodate signage while meeting shy distances.
• When a raised buffer is used and is sufficiently wide to accommodate signage and shy distances, railroad signage for bikeway approach B should be placed to the right of the bikeway and within the buffer. Where narrow buffers exist, signage may be placed to the left of the bikeway.

Figure 11-4: Two-Way Separated Bike Lane Rail Crossing

Automatic Gates for Two-Way Separated Bicycle Lanes

If automatic gates are used on a two-way separated bike lane, a gate arm shall be provided for each approach and should extend to cover the entire width of the approach. A centerline raised median or flexible delineators may be used to prevent bicyclists from bypassing the gate.

Where the gate arm for the bike lane and roadway is combined, the gate arm should extend across the entire width of the bike lane. In these instances, the gate should be located far enough from the nearest rail to accommodate a bicyclist with a trailer who may be trapped between the gate and rails.

11.3.2 Grade Crossings Greater Than 25 Ft. from a Parallel Roadway

At locations where sidewalks, separated bike lanes, or shared use paths are greater than 25 ft. away from a parallel roadway—or where the roadway traffic control is not visible to users of these facilities—separate traffic control devices must be provided for pedestrians and bicyclists in accordance with OMUTCD Chapter 8D. This is typical for grade crossings with shared use paths that have their own alignment independent from a roadway.

Passive Traffic Control

Traffic control at passive crossings consists of signing and pavement markings that generally provide static messaging. At a minimum, a CROSSBUCK sign (R15-1) and a STOP sign2 (R1-1) are required at all passive crossings unless the crossing has been declared exempt as defined in the Ohio Revised Code. Designers should also review signing and marking treatments that may be required in addition to the primary traffic control devices discussed in Section 11.5.1.

Active Traffic Control

Active traffic control gives visual and audible warning of the approach of a train. Active devices require power service and are activated by the train, which means users will only interact with them when a train is present. All active traffic control devices at rail crossings include flashing-light signals with an audible warning and a CROSSBUCK sign (R15-1). Designers should also review signing and marking treatments that may be required in addition to the primary traffic control devices discussed in Section 11.5.1. See Section 11.5.2 for guidance for locations that include Accessible Pedestrian Signal (APS).

Where rail operation frequency is more than 4 trains per day, train operating speeds increase beyond 35 mph, or sight distance (as described in Section 11.2) is restricted, active traffic control devices should be considered for at-grade pedestrian and bicyclist rail crossings. It may also be desirable to include supplemental traffic control devices (see Section 11.5.4).

In certain conditions, automatic gates are also provided at rail crossing. For the design and implementation of automatic gates, see Section 11.5.3. Flashing signals with automatic gates should be installed in any of the following cases:

• Any crossing with train operating speeds above 79 mph. 
• Any crossing with train operating speeds 35 mph or greater where an engineering study or diagnostic review has determined that the sight distance is not sufficient for pedestrians and bicyclists to complete their crossing prior to the arrival of the train at the crossing.
• Any crossing with train operating speeds below 79 mph and either of the following conditions exist:
  • An engineering study or diagnostic review determines pedestrians and bicyclists are exhibiting risky crossing behavior (see “Risky Behavior or Crash History” in Section 11.4).
  • There is a high volume of pedestrians or bicyclists crossing per hour any peak hour in the week (see “High Pedestrian and Bicycle Volume” in Section 11.4).

11.4 Assessing Pedestrian and Bicyclist Crash Risks and Volumes

In addition to the basic controls previously discussed, it may be desirable to provide additional traffic control devices or treatments at locations which have any of the following conditions present:

• Restricted Sight Distance – see Section 11.2.
• Risky Behavior or Crash History – Risky behavior is defined as the observation of pedestrians or bicyclists:
  • Ignoring traffic control devices or bypassing traffic control devices.
  • Failing to observe approaching trains.
  • Attempting to cross in front of approaching trains, placing the individual at risk of being struck by the train.
  • Crossing through a stopped train by stepping between cars or rolling under a car.
  • Waiting too close to crossing trains.
  • A history of crashes that have the potential to be corrected by engineering measures.

This behavior should be documented through an engineering study or diagnostic review that demonstrates an existing safety problem.

• High Pedestrian and Bicycle Volumes – High pedestrian and bicycle volumes are relative to the surrounding population and land uses. Designers should consider the context of the crossing location. In urban areas, the minimum value might be 60 pedestrians/bicyclists per hour; however, in some suburban or rural contexts, the minimum value may be lower. Crossings near major pedestrian generators such as stadiums, parks, transit or passenger transfer stations, schools, or other activities can create pedestrian and/or bicyclist surges during specific times. Designers should be aware of the influence of these activity-generators and special events when evaluating user volumes and crossing behaviors.
• Quiet Zone – In an area designated as a quiet zone, trains may not sound their horn when approaching a crossing. In these locations, additional treatments should be considered to mitigate the increased risk caused by the absence of a horn.

11.5 Traffic Control Devices and Treatments for Pedestrians and Bicyclists

Other than grade crossing CROSSBUCK signs (R15-1) that are required at all rail crossings, the decision to provide additional traffic control devices is dependent on a variety of factors. The following describes traffic control devices most often used at rail crossings as well as the design and implementation of primary traffic control devices. Figure 11-5 provides guidance for selecting the recommended and optional traffic control devices and treatments to address specific site conditions and train speeds.

11.5.1 Signing and Markings

Stop Lines

Stop lines indicate a location where bicyclists should stop at rail crossings. Stop lines should be provided at all shared use path, shoulder, separated bike lane, and bike lane crossings to ensure bicyclists are waiting outside the dynamic envelop of a train. They should also be used at all locations with a gate to ensure bicyclists stop prior to a gate. Stop lines may extend across the full width of the bikeway and should be:

• 12 inch – 24 inch wide white lines. Although stop lines of 24 inches are most common for roadways, 12 inch lines may be considered on bikeways (see OMUTCD 3B.16).
• Located no less than 15 ft. nor more than 50 ft. in advance of the nearest rail
• Located a minimum of 2 ft. from the projection of any gates which extend across a path, placed prior to the approach to the gate. If stop lines are co-located with roadway stop lines, they should be located a minimum of 8 ft. from the gate (see OMUTCD 8D.04).

Path Delineation

Path delineation defines the path a pedestrian or bicyclist should take to safely and efficiently navigate an at-grade rail crossing. People should not have to make decisions as to the appropriate direction of travel after entering the grade crossing. Due to the irregular shape of the rails, a longitudinal bar or double-bar style crosswalk is not recommended.

Where pedestrians are expected to cross, path delineation should be provided by either or both of the following:

• Pavement markings (minimum 4 inch white edge lines or crosswalks).
  • 6-12 inch lines may be used to add emphasis to the crossing location and assist people with visual disabilities to identify the edge of the path.
• Color/texture differences which provide visual contrast from the surrounding area

Path delineation should be used at any crossing where one or more of the following conditions exist:

• Crossing length exceeds 40 ft. (such as at skewed crossings).
• Locations with more than 1 track.
• Where the pedestrian or bike path is immediately adjacent to a vehicular traveled way.

Figure 11-5: Decision Tree for Selecting Traffic Control Devices & Treatments for Pedestrian and Bicycle Rail Crossings

Dynamic Envelope Markings

Dynamic envelope markings are a type of pavement marking that identifies the physical boundary of a train as it travels through a crossing. They are recommended at all crossings that include gates where a person may be located between a gate and the tracks. They should be:

• A minimum of 4 inch width white pavement markings.
• Located to create a buffer that is 6 ft. minimum from the nearest rail.

Figure 11-6: Example Dynamic Envelope Markings with Optional Supplemental “Do Not Block Intersection” Markings
(Source: Federal Railroad Administration)

Skewed Crossing Sign (W10-12)

A crossing angle of less than 60 degrees from perpendicular is not recommended (see Section 11.1.2). When a crossing angle less than 60 degrees cannot be avoided, a SKEWED CROSSING sign (W10-12) should be used wherever bicyclists must cross tracks at an angle between 30 and 60 degrees from perpendicular, as they have an increased likelihood of a crash due to a wheel being caught in a rail flangeway.

Grade Crossing (CROSSBUCK) Sign (R15-1)

A CROSSBUCK sign (R15-1) is required at all rail grade crossings. The sign should be installed on the right side of facilities, although it may be located to the left side if the facility is using the roadway signage.

Number of Tracks Plaque

A NUMBER OF TRACKS plaque (R15-2P) supplements a CROSSBUCK sign (R15-1) and shall be provided at all crossings where automatic gates are not present and there are two or more tracks at a grade crossing. When automatic gates are present, a NUMBER OF TRACKS Plaque (R15-2P) may still help inform non-motorized users of the crossing distance and avoid leaving them trapped between the gates.

LOOK Sign (R15-8)

The LOOK sign (R15-8) should be mounted as a supplemental plaque at all locations where trains operate in two directions and where one of the following conditions occurs:

• An engineering study or diagnostic review has determined that the sight distance is not sufficient for pedestrians and bicyclists to complete their crossing prior to the arrival of the train at the crossing (see Section 11.2).
• An engineering study or diagnostic review determines that pedestrians and bicyclists are exhibiting risky crossing behavior (see Section 11.4, “Risky Behavior or Crash History”).
• Locations with passive pedestrian swing gates.
• There are not high pedestrian volumes (see Section 11.4, “High Pedestrian and Bicycle Volumes”). The LOOK Sign (R15-8) should not be used where blank out signs or automatic gates are present.

Blank-Out Warning Sign

A Blank-Out Warning sign, such as the LIGHT RAIL TRANSIT APPROACHING-Activated Blank- Out Warning Sign (W10-7), may be posted at locations where it is desired to provide additional emphasis in place of the LOOK Sign (R15-8) or at locations with multiple tracks where stopped or slow-moving trains block the view of trains approaching on an adjacent track.

Blank-Out Warning signs may also be used when a movement is only prohibited when a train or streetcar is present, such as a turning movement that crosses tracks.

11.5.2 Flashing-Light Signals

Flashing-Light Signals with Audible Warning Device

Flashing light signals consist of two light units arranged horizontally that flash in an alternating pattern. They may be mounted on assemblies next to the roadway or path, overhead, or both, based on site visibility. Flashing-lights shall be accompanied by a CROSSBUCK sign (R15-1) on the mounting assembly and an audible warning device.

Pedestrian Signals and Audible Pedestrian Signals

At crossing locations controlled by highway traffic signals, pedestrian signals are required. All pedestrian at-grade crossings with active controls must provide supplemental bells or other audible warning devices. Locations controlled by traffic signals which include Accessible Pedestrian Signal (APS) equipment do not require supplemental bells or audible devices as they may diminish the effectiveness of the APS equipment.

11.5.3 Automatic Gates

Automatic gates lower when a train is approaching to create a physical barrier between the pedestrian or bicyclist and the tracks. Automatic gates are installed in addition to flashing-light signals in order to enhance visibility and inform pedestrians and bicyclists when it is safe to cross. If a separate pedestrian or shared use path gate is provided, the need for a separate CROSSBUCK sign, audible device, and flashing-light signal should be determined based on site-specific conditions such as the proximity of the sidewalk or shared use path to the roadway grade crossing devices, see Section 11.3.

Automatic gate arms shall extend the full width of the sidewalk or shared use path. The sidewalk or shared use path gate may be combined with adjacent vehicular gates (if pedestrians and bicyclists are following the roadway traffic control), or a separate gate may be provided as shown in Figures 8C-5 and 8C-6 of the OMUTCD, and Figure 11-7 below. There should be a minimum of 2 ft. between the edge of sidewalk or path and any protrusions from the gate arm and counterweights while in its raised position or any portion of the flashing-light signal assembly.

Where automatic gates are installed, channelizing fence and gate skirts may be used to prevent bicyclist and pedestrians from bypassing the gates. A clear zone should be provided between the train’s dynamic envelope and the pedestrian gates that is a sufficient width for the anticipated users, including bicyclists with trailers. The dynamic envelope of the train should be marked. An emergency exit swing gate must allow pedestrians to exit the refuge area so that they do not become trapped on the trackway when the automated gates are activated. This will require the use of a separate gate arm for sidewalks and shared use paths. Each of these treatments are discussed in the subsequent sections.

Figure 11-7: Automatic Gates - Separate from Vehicular Gates (Left) & Combined with Vehicular Gates (Right)

Channelizing Fencing

Fencing may be used to discourage pedestrians from crossing tracks at random by preventing them from bypassing the gate. Fencing should extend parallel to the tracks at least 50-100 ft. back from designated pedestrian crossings to direct pedestrians to the crossing. Where fencing is used, the height should be a maximum of 3.5 ft. within 100 ft. of the crossing to avoid restricting sight distances. Alternatives to fencing less likely to impede sight distance include bollards, short posts with chains, or low landscaping.

Gate Skirts

Crossing gate skirts may be constructed across pedestrian facilities by attaching a horizontal hanging bar to the gate arm (see Figure 11-8) and have been shown to be effective at reducing the likelihood that pedestrians, in particular children, will violate a lowered crossing gate. Gate skirts should be provided where pedestrian traffic is likely.

Figure 11-8: Automatic Gate Arm with Gate Skirt

Entrapment and Emergency Swing Gates

Individual users on bikes or walking will require a broad range of times to complete a crossing. As such, it may not be possible or practical to time the gate arms so that all users can clear the tracks before the arms lower. This may leave some slower-moving users trapped between the tracks and the gate as a train approaches. A refuge area clear of obstructions should be provided between the train’s dynamic envelope and the pedestrian gates that is of sufficient width for the anticipated users, including bicyclists. Gates located a minimum of 14 ft. from the nearest rail would accommodate a typical bicyclist, and a minimum of 18 ft. from the nearest rail to accommodate a bicyclist with a trailer. These minimums assume a dynamic envelope of 6 ft. and should be enlarged if directed by the rail operator. The dynamic envelope should be marked so that any entrapped users are aware of what space may be safely occupied.

In locations where entrapment is possible, an emergency swing gate (see Figure 11-9) shall be provided that allows users to exit the refuge area. Emergency swing gates shall open away from the tracks and should have a latch that only permits the gate to be opened from the track side of the gate. Swing gates shall automatically return to the closed position after each use.

Figure 11-9: Automatic Gate for Pedestrian Facilities with an Emergency Swing Gate
(Source: Los Angeles County Metropolitan Transportation Authority)

The design of the emergency swing gate shall permit the passage of wheelchairs, power-assisted mobility devices, and bicycles (where allowed). The design should permit bicyclists to traverse the gate by dismounting and walking the bicycle through the gated area. If the emergency swing gate is at a different elevation than a bike lane (for example, the bike lane is street level and the gate is on a sidewalk), then a ramp should be provided to allow bicyclists to access the emergency swing gate. Swing gates shall be designed in compliance with current ADA requirements. The gate should be retroreflective.

11.5.4 Supplemental Treatments

The following supplemental treatments are optional treatments that may support the primary and other required traffic control devices when certain conditions are present.

Z-Crossing or Bedstead Barrier Channelization

Z-crossing or Bedstead Barrier channelization requires approaching pedestrians and bicyclists to deviate from their approach path in advance of the crossing. They may be considered for use at crossings where:

• There are not high pedestrian or bicyclist volumes (see Section 11.4, “High Pedestrian and Bicycle Volumes”).
• Sight distance meets requirements for pedestrians and bicyclists (see Section 11.2).
• An engineering study or diagnostic review determines people exhibit risky crossing behavior (see Section 11.4, “Risky Behavior or Crash History”).
• Location does not allow for bicyclists or pedestrians to easily bypass the Z-crossing or Bedstead Barrier.

The design of these crossings needs to permit the passage of wheelchairs and power-assisted mobility devices. The design should also permit bicyclists to traverse the barriers at low speed without dismounting and accommodate the physical lengths of longer bicycles (e.g., cargo bikes, bikes with trailers).

The use of Bedstead Barriers should be limited to locations with a documented risky behavior or crash problem that is caused by bicyclists not stopping at railroad crossing. Bedstead Barriers present a fixed object safety hazard to bicyclists and can impede passage for bicyclists and pedestrians exiting a railroad crossing by slowing the exit if/when groups cross, potentially trapping people within the crossing area.

Pedestrian Swing Gates

Pedestrian swing gates are movable barriers that pedestrians and bicyclists must open manually to cross the tracks. The pedestrian swing gate differs from the emergency swing gate discussed in Section 11.5.3 because pedestrian swing gates are opened to begin a rail crossing whereas emergency swing gates are opened to complete a rail crossing and prevent entrapment. Pedestrian swing gates may be used where:

• There are high pedestrian or bicyclist volumes (see Section 11.4, “High Pedestrian and Bicycle Volumes”).
• Sight distance does not meet requirements for pedestrians and bicyclists (see Section 11.2).
• An engineering study or diagnostic review determines people exhibit risky crossing behavior (see Section 11.4, “Risky Behavior or Crash History”).
• Location does not allow for bicyclists or pedestrians to easily bypass the swing gate.

Pedestrian swing gates shall open away from the tracks and should be able to be easily opened from either side of the gate. Swing gates shall automatically return to the closed position after each use.

The design of the pedestrian swing gate shall permit the passage of wheelchairs, power-assisted mobility devices, and bicycles (where allowed). The design should permit bicyclists to traverse the gate by dismounting and walking the bicycle through the gated area. Swing gates shall be designed in compliance with current ADA requirements, and a detectable warning shall be placed in advance of the gate (see Section 11.1.1). The gate should be retroreflective.

Since swing gates present a fixed object safety hazard to bicyclists, their use should be limited to locations with a documented risky behavior or crash problem that is caused by bicyclists or pedestrians not stopping at railroad crossings. The LOOK sign (R15-8) should be mounted as a supplemental plaque at all locations where trains operate in two directions and a pedestrian swing gate is used.

Channelization

Channelization strategies may be used to guide people to the rail crossing and encourage them to take the desired path through the crossing. It can consist of rough surfaces designed to be unwalkable/rideable, fences, or other similar barriers. Where fencing or barriers are used, the ends should be retro-reflectorized and sufficient lighting should be provided to ensure the crossing area is visible to approaching bicyclists and pedestrians to reduce the potential for a crash.

Supplemental Illumination

Supplemental illumination should be considered to enhance visibility of the crossing and traffic control treatments where one or more of the following conditions occur:

• Road users have trouble seeing trains or traffic control devices during hours of darkness
• A substantial amount of railroad operations occur at night (greater than 4 trains per evening)
• Locations with frequent operation of low speed trains (greater than 4 trains per day)
• Grade crossings are blocked for extended periods of time at night (such as near switching yards)
• A crash history indicating that people fail to detect trains or traffic control devices at night
• Locations with restricted sight distance to the crossing on the approach
• Locations where long dark trains, such as unit coal trains, operate at night

11.6 Additional Resources

The following resources provide information about the design of rail crossings to accommodate people walking and biking:

• Ohio Manual of Uniform Traffic Control Devices (OMUTCD), Part 8. Ohio Department of Transportation, Columbus, Ohio, 2012.
• Traffic Engineering Manual (TEM), Part 8. Ohio Department of Transportation, Columbus, Ohio.
• Highway-Rail Crossing Handbook, 3rd Edition. Federal Highway Administration, U.S. Department of Transportation, Washington DC, 2019.
• Engineering Design for Pedestrian Safety at Highway-Rail Grade Crossings. Federal Highway Administration, U.S. Department of Transportation, Washington DC, 2016.
• Proposed Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG), Chapter R3. United States Access Board, Washington DC, 2011.

Chapter 11 Endnotes

1. This table incorporates the values from Table 41 in the Railroad-Highway Grade Crossing Handbook, Revised 2nd Edition, 2007.
2. A STOP sign is required by ORC 4511.61, which was revised after the publication of the 2012 OMUTCD. See Traffic Engineering Manual (TEM) Section 801-2.