This study defines the information gathering and communication and response needed for safety at highway-rail crossings. It examines technologies for low-cost, high-safety treatments for low volume highway crossings of higher speed (130-200 kph) rail. Crossing closure and consolidation is a necessary first step. Existing train control and crossing safety systems are examined. Intelligent Transportation System technologies are examined for applicability to the information gathering, communicating, and control functions of grade crossing safety. Guidelines are offered for low volume crossings of the high speed rail line in Oregon. A preliminary cost benefit analysis is presented. Above 200kph, crossing closure or grade separation is required. In the range of 130-200 kph, ITS technologies have the potential to enhance crossing safety at much lower cost than grade separation. A global positioning system based positive train control system provides the train location and speed information needed for advanced crossing control. A traffic management center can receive train and crossing information, operate crossing systems, and grant clearance for train or highway users through the crossing. Remote lock gates provide safety at private crossings. Increased traveler information and four quadrant warning gates increase motorist compliance at public crossings. At train speeds above 175 kph, barrier gates protect rail movements. Video monitoring and detection systems provide reliable, redundant information should a vehicle become trapped in a crossing. / Graduation date: 1996

The purpose of this thesis was to perform microsimulation analyses on intersections near Highway-Railroad Grade Crossings (HRGCs) to determine if controlling mean train speed and train speed variability would improve safety and reduce delays. This research focused on three specific areas. First, average vehicle delay was examined, and this delay was compared for seven specific train speed distributions, including existing conditions. Furthermore, each distribution was associated with train detectors that were placed at the distance the fastest train could travel during the given warning time. Second, pedestrian cutoffs were investigated. These cutoffs represented an occasion when the pedestrian phases were truncated or shortened due to railroad signal preemption. Finally, vehicle emissions were analyzed using a modal emissions model. A microscopic simulation model of the Wellborn Corridor in College Station, Texas was created using VISSIM. The model was run twenty times in each train speed distribution for each of three train lengths. Average vehicle delay was collected for three intersections, and delays were compared using the Pooled t-test with a 95% confidence interval. Comparisons were made between the distributions, and generally, distributions with higher mean train speeds were associated with lower average delay, and train length was not a significant factor. Unfortunately, pedestrian cutoffs were not specifically controlled in this project; therefore, no statistical conclusions can be made with respect to the pedestrian cutoff problem. However, example cases were devised to demonstrate how these cutoffs could be avoided. In addition, vehicle emissions were examined using the vehicle data from VISSIM as inputs for CMEM (Comprehensive Modal Emissions Model). For individual vehicles, as power (defined as the product of velocity and acceleration) increased, emissions increased. When comparing emissions from different train speed distributions, few significant differences were found. However, a scenario with no train was tested, and it was shown to have significantly higher emissions than three of the distributions with trains. Ultimately, this thesis shows that average vehicle delay and vehicle emissions could be lowered by specific train speed distributions. Also, work could be done to investigate the pedestrian cutoff problem.

The purpose of this thesis was to perform microsimulation analyses on intersections near Highway-Railroad Grade Crossings (HRGCs) to determine if controlling mean train speed and train speed variability would improve safety and reduce delays. This research focused on three specific areas. First, average vehicle delay was examined, and this delay was compared for seven specific train speed distributions, including existing conditions. Furthermore, each distribution was associated with train detectors that were placed at the distance the fastest train could travel during the given warning time. Second, pedestrian cutoffs were investigated. These cutoffs represented an occasion when the pedestrian phases were truncated or shortened due to railroad signal preemption. Finally, vehicle emissions were analyzed using a modal emissions model. A microscopic simulation model of the Wellborn Corridor in College Station, Texas was created using VISSIM. The model was run twenty times in each train speed distribution for each of three train lengths. Average vehicle delay was collected for three intersections, and delays were compared using the Pooled t-test with a 95% confidence interval. Comparisons were made between the distributions, and generally, distributions with higher mean train speeds were associated with lower average delay, and train length was not a significant factor. Unfortunately, pedestrian cutoffs were not specifically controlled in this project; therefore, no statistical conclusions can be made with respect to the pedestrian cutoff problem. However, example cases were devised to demonstrate how these cutoffs could be avoided. In addition, vehicle emissions were examined using the vehicle data from VISSIM as inputs for CMEM (Comprehensive Modal Emissions Model). For individual vehicles, as power (defined as the product of velocity and acceleration) increased, emissions increased. When comparing emissions from different train speed distributions, few significant differences were found. However, a scenario with no train was tested, and it was shown to have significantly higher emissions than three of the distributions with trains. Ultimately, this thesis shows that average vehicle delay and vehicle emissions could be lowered by specific train speed distributions. Also, work could be done to investigate the pedestrian cutoff problem.