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Re: Road-Rail Grade Separations
Author: Max Wyss
Date: 03-04-2015 - 02:13
With grade separating programs, normally, there is an assessment of the individual level crossings. A considerable number will simply be closed. (yes, there will be a lot of noise about "inconvenient". But so what, if there is another crossing (less than) half a mile apart, it is absolutely acceptable to close. In fact, closing is the cheapest way to fix a grade crossing.
Another group, mainly with major roads involved, will have to get an overpass or an underpass. That's the $25 million per pop. This is justifiable if the rail line has fast traffic (100 mph or more), or/and dense traffic. An overpass/underpass can allow for any other crossing within the range of a half to a full mile to be closed.
And finally, there are the ones to be upgraded. And, as mentioned elsewhere, that means four quadrant gates, etc. coupled with the signalling system. The consequence of that would be that the gates have to be down by the stopping time of an oncoming train. I think this last point would be crucial. For such a crossing, expect to shell out something like $1.5 million. The only thing to take care of would be impatient UAV drivers who would actually break through the gates.
Now who pays for that. I guess for local roads, it is the municipalities, for county roads, the county, for state roads the state. Federal programs can help as well. The railroad can do some contribution (primarily when it comes to add to the signalling systems.
About the speeds when full grade separation becomes a necessity… A common number is 100 mph, although France and Germany have four quadrant gates connected with the signalling system with 200 km/h (125 mph) in use (an example is the Hamburg - Hannover line, which is set for 200 km/h, and which even has quite dense traffic, passenger and freight, or the Alsace main line between Mulhouse and Strasbourg, where TGVs with superior braking capabilities are allowed to run 220 km/h). So, 100 mph would be a rather conservative number.
Another group, mainly with major roads involved, will have to get an overpass or an underpass. That's the $25 million per pop. This is justifiable if the rail line has fast traffic (100 mph or more), or/and dense traffic. An overpass/underpass can allow for any other crossing within the range of a half to a full mile to be closed.
And finally, there are the ones to be upgraded. And, as mentioned elsewhere, that means four quadrant gates, etc. coupled with the signalling system. The consequence of that would be that the gates have to be down by the stopping time of an oncoming train. I think this last point would be crucial. For such a crossing, expect to shell out something like $1.5 million. The only thing to take care of would be impatient UAV drivers who would actually break through the gates.
Now who pays for that. I guess for local roads, it is the municipalities, for county roads, the county, for state roads the state. Federal programs can help as well. The railroad can do some contribution (primarily when it comes to add to the signalling systems.
About the speeds when full grade separation becomes a necessity… A common number is 100 mph, although France and Germany have four quadrant gates connected with the signalling system with 200 km/h (125 mph) in use (an example is the Hamburg - Hannover line, which is set for 200 km/h, and which even has quite dense traffic, passenger and freight, or the Alsace main line between Mulhouse and Strasbourg, where TGVs with superior braking capabilities are allowed to run 220 km/h). So, 100 mph would be a rather conservative number.
