Here's a map.
http://prntscr.com/10nnw3p
Just some unnecessary waiting and noise. Like there's so many at-grade rail crossings in Greenville. What is the purpose. lol
The problem is overpasses and rail subways are way more expensive than a standard at-grade crossing. One for sure that I would love to see go away is at-grade crossing at Shaw Avenue and North Golden State Boulevard in Fresno. Seemingly the HSR will eventually construct a modern overpass at some point.
The Eglington Crosstown LRT in Toronto haven't opened yet, but I've seen criticism on some Toronto transit forums that this crossing (https://www.google.com/maps/@43.7168832,-79.3501002,3a,69.5y,34.56h,82.29t/data=!3m6!1e1!3m4!1sPgqArDO59ZHs23CyV2eHNg!2e0!7i16384!8i8192) should've been grade separated, as the only at-grade crossing on the LRT for a long length.
Florida Highway 112 near Miami Airport. However raising the height of the freeway would compromise air traffic above and require an extension of the runway which is impossible. The other alternative is to bring the freeway below grade, which in Florida is also hard to do given its low water table below.
So now leave for your flight an hour sooner, to avoid a long slow moving train, as this is just like US 90 & 301 in Baldwin, FL with 20 or more minutes wait time from front to end.
Hammond Ave in Superior, WI. This is the road 535 dumps into coming from Duluth and between the railroad and the intersection spacing around it it creates some major headaches.
Quote from: SkyPesos on March 16, 2021, 09:19:23 PM
The Eglington Crosstown LRT in Toronto haven't opened yet, but I've seen criticism on some Toronto transit forums that this crossing (https://www.google.com/maps/@43.7168832,-79.3501002,3a,69.5y,34.56h,82.29t/data=!3m6!1e1!3m4!1sPgqArDO59ZHs23CyV2eHNg!2e0!7i16384!8i8192) should've been grade separated, as the only at-grade crossing on the LRT for a long length.
Honestly, I think their hands were tied to make that at-grade due to the bridge there for Eglington over the valley.
Quote from: roadman65 on March 16, 2021, 09:27:08 PM
... as this is just like US 90 & 301 in Baldwin, FL with 20 or more minutes wait time from front to end.
I was on one trip where I had to endure that stop
twice (getting there,
and also on my return trip) :banghead: So glad to see last December that the US 301 bypass in Baldwin had been opened.
Moreland Blvd in Waukesha no doubt. When the train comes backups are insane.
Quote from: Max Rockatansky on March 16, 2021, 09:13:00 PM
The problem is overpasses and rail subways are way more expensive than a standard at-grade crossing. One for sure that I would love to see go away is at-grade crossing at Shaw Avenue and North Golden State Boulevard in Fresno. Seemingly the HSR will eventually construct a modern overpass at some point.
Unfortunately, the UP grade crossing at Shaw will remain, with the HSR overcrossing adjacent to it. Since that UP line hosts about a dozen freight trains in each direction per day (that RR's main SoCal-NorCal line), unless a grade separation is also built there, the delays along Shaw won't be ameliorated at all.
Quote from: sparker on March 17, 2021, 02:38:40 AM
Quote from: Max Rockatansky on March 16, 2021, 09:13:00 PM
The problem is overpasses and rail subways are way more expensive than a standard at-grade crossing. One for sure that I would love to see go away is at-grade crossing at Shaw Avenue and North Golden State Boulevard in Fresno. Seemingly the HSR will eventually construct a modern overpass at some point.
Unfortunately, the UP grade crossing at Shaw will remain, with the HSR overcrossing adjacent to it. Since that UP line hosts about a dozen freight trains in each direction per day (that RR's main SoCal-NorCal line), unless a grade separation is also built there, the delays along Shaw won't be ameliorated at all.
I'm hoping they hit the UP also because that would be one hell of a hellacious at grade crossing coming directly off of an overpass of the HSR. Judging by where the new North Golden State Boulevard is going in relative to the HSR I don't think the planners have much choice other than cross the UP also. Unfortunately I don't have any other analogs to go off of yet as it looks like the HSR will cross over Herndon Avenue.
Edit: Actually I do have a couple analogs south of Fresno. The HSR/BNSF overpass was recently finished on Central Avenue. There is another one at South Avenue which is nearing completion along with one at Adams Avenue which just started. It seems that they kind of emulate what the Jensen Avenue did decades ago and just crossed everything in the rail reservation. I guess that will be a pretty wild closure whenever the project at Shaw starts. Ashlan Avenue was recently completed also and even overpasses North Golden State.
Quote from: TheHighwayMan394 on March 16, 2021, 09:31:15 PM
Hammond Ave in Superior, WI. This is the road 535 dumps into coming from Duluth and between the railroad and the intersection spacing around it it creates some major headaches.
Meh. I used to commute up and down Hanmond. It was never a problem during "rush hour" -- which was nonexistent in the area.
I know it caused backups at other times of the day, but those times were definitely not critical.
Is the correct answer "all of them"?
Quote from: webny99 on March 17, 2021, 02:08:36 PM
Is the correct answer "all of them"?
If money grows on trees, yes
Quote from: webny99 on March 17, 2021, 02:08:36 PM
Is the correct answer "all of them"?
Depends on whether you want the answer to be accurate or whether a kernel of truth is enough.
Found this interesting one, though not sure if it really needs to be grade separated: an LRT line through the middle of a DDI interchange (https://www.google.com/maps/@44.8622963,-93.2233972,276m/data=!3m1!1e3)
Quote from: 1995hoo on March 17, 2021, 02:14:05 PM
Quote from: webny99 on March 17, 2021, 02:08:36 PM
Is the correct answer "all of them"?
Depends on whether you want the answer to be accurate or whether a kernel of truth is enough.
Ha. Not bad!
Quote from: webny99 on March 17, 2021, 02:08:36 PM
Is the correct answer "all of them"?
Most, not all. Ping NCDOT into converting many at-grade rail crossings into grade separations.
It's listed in that screenshot.
Muncie Indiana has several that need bridges.
SM-G950U
US 31 north of Argos and north of SR 28 in Tipton.
The single nastiest RR crossings in the South Bay area are those in Sunnyvale and Mountain View along the Caltrain service -- but most of the worst of them would be difficult to remedy, especially Castro Street in downtown Mountain View; the businesses south of the tracks (it's a rather upscale downtown with several locally well-known restaurants) line the street almost to the tracks themselves, and Central Expressway immediately parallels the tracks along their north (east by train direction) side; not nearly enough room to gain or lose elevation for an overpass or underpass. The situation is understandable; these towns were built around the rail line, formerly the main SP route from Los Angeles to San Francisco. Short of diverting traffic to locations where a grade separation can be built, the only "band-aid" is to control traffic movements around train movements -- which doesn't always work optimally during commute hours. But over the 45 years since I first moved to the region, little has changed outside improvements at the margins -- and little probably will in the near future, which is certainly not for the best, as Caltrain is well on its way to shift its service to electric multiple-unit trainsets rather than the conventional commute locomotive/train arrangement; the catenary to allow that is being built right now. But that will make train approaches considerably quieter; their presence at speed may not be ascertained by motorists or pedestrians/bicyclists -- and there certainly are many of the latter at the Sunnyvale and Mountain View rail stops (the station for the latter city is one block east of Castro, its "main drag"). It's bad enough now; but it could get worse without substantial mitigation.
Here in Mason City, there are several that either should be grade separated or just eliminated entirely. However, several have housing or businesses that go right up to the railroad right-of-way that I doubt anything will ever get done with them, although they did close 2 crossings a couple years ago or so.
Along the Eastern Route (MBTA Newburyport/Rockport Line), the cluster of grade crossing in Chelsea, MA really need grade separation. Neither the commuter trains or short local freight trains actually tie up the crossings for long, but there are far too many crashes there. The improvements associated with the Silver Line busway construction along the rail ROW will hopefully help with those crossings but Eastern Ave is the real thorny one.
Oak Island Rd in Rever (https://goo.gl/maps/mun1eFD7GjcqSwdv6)e could also probably use a grade separation - it's a tiny residential street, but the only connection across the tracks to an isolated neighborhood, and a few years ago a child riding a bike was struck by a train there. Would definitely require raising the railroad rather than the street though, so almost certainly cost-prohibitive.
Then there's Cabot St in Beverly (https://goo.gl/maps/ULrakdDuuRrPemzn7), which is in the middle of a complex signalized intersection, and is one of two remaining grade crossings on the MBTA system that is still staffed full-time by a crossing tender - he hangs out in the little building you can see on the far side of the intersection, and comes out before each train to make sure the crossing is clear.
The other grade crossing with a tender is High St in Medford (https://goo.gl/maps/DHB9UK7PAECarviS8) on the Lowell Line - this one ties up traffic pretty badly because trains block the crossing when stopped at the adjacent West Medford station. Hopefully the Green Line extension just to the south will relieve some of the pressure on West Medford, in turn reducing dwell times, because this is another one that would be very difficult to grade separate, and would likely require a viaduct à la Winchester.
Waltham center (https://goo.gl/maps/A59bYkGMWWUUMykR6) is an interesting one because trains block streets when stopped at the station here too, and it's on a short single-track bottleneck due to space, and inbound and outbound trains stop at separate platforms despite the single track (outbound trains stop at the platform west of Moody St, inbound trains at the platform between Moody and Elm).
Stoughton (https://goo.gl/maps/YFtRisddxASNcFXTA) is another one where trains block the crossing, which has been a cause for some debate during South Coast Rail (SCR) planning. Stoughton is a terminal station on a minor branch line right now, but with the final phase of SCR will become a much busier through station, and the town wants a tunnel downtown, Ã la Hingham.
Outside of MBTA territory I'll also throw out there the remaining grade crossings on the Northeast Corridor, all in CT, as they limit operating speeds and have been the scene of fatal crashes. Miner Ln in Waterford (https://goo.gl/maps/Axqo6ujuBkC2sUbA6) is a notorious one.
US 15 between VA 55 and US 29 in Haymarket, Va.
Quote from: webny99 on March 17, 2021, 02:08:36 PM
Is the correct answer "all of them"?
If you go on a Google Earth/Streetview tour of the world, there are many countries that have prioritized grade separating or closing dang near every former "level crossing". There's probably too many in the US to ever consider such a thing, but the UK is eliminating about 100 a year and have about 6,000 to go.
Quote from: Great Lakes Roads on March 17, 2021, 09:06:05 PM
US 31 north of Argos and north of SR 28 in Tipton.
The crossing near Tipton is being replaced with an overpass
fort collins co is a hot mess when the train comes through. there's about 6 blocks where the tracks are down the middle of a street.
bridge them all over, i say, but thats not realistic. maybe a couple of them so at least the ambulance can get through somewhere when the train is plodding through town. i know of one on the east side of town thats getting an overpass, and bypassing a really terrible intersection as well (vine/lemay for those who know the area)
in the downtown area, the tracks cross the main drag (us 287 aka college ave), then turn and run parallel to it about a block away. when the train crosses college, all the lights in that area lock down into 'nobody's going anywhere' mode, and it will take 30 minutes for traffic to start moving reasonably well again.
unrelated but somewhat relevant... why do people sit there, for 10-15 minutes with the car idling in gear with their foot on the brake? omg shut the damn car off.
Quote from: Rick Powell on March 19, 2021, 01:25:19 AM
Quote from: webny99 on March 17, 2021, 02:08:36 PM
Is the correct answer "all of them"?
If you go on a Google Earth/Streetview tour of the world, there are many countries that have prioritized grade separating or closing dang near every former "level crossing". There's probably too many in the US to ever consider such a thing, but the UK is eliminating about 100 a year and have about 6,000 to go.
I'm imagining a lot of rural dirt road level crossings that see maybe twelve vehicles per day. I really don't think they need grade separation.
All north- and westbound trains leaving Chicago's Union Station first see the light of day at a level crossing with Canal Street (https://goo.gl/maps/sLwfeLKFjfZJQDot7), quickly followed by a level crossing with Clinton Street (https://goo.gl/maps/gDFBG97M1wrmvjx49)–then six other minor-ish ones in quick succession after that before joining the fully-grade-separated UP-W line and remaining grade-separated for quite a distance past the Western Avenue split as well.
Grade-separating either the Canal Street or the Clinton Street crossing would be quite the challenge, but I think there would be quite some benefit.
Quote from: dvferyance on March 16, 2021, 11:22:15 PM
Moreland Blvd in Waukesha no doubt. When the train comes backups are insane.
My expectation is that CN will have to double track their former Wisconsin Central, nee SOO LINE mainline through Waukesha, WI over the next 10-20 years, too.
Quote from: Rothman on March 17, 2021, 02:07:12 PM
Quote from: TheHighwayMan394 on March 16, 2021, 09:31:15 PM
Hammond Ave in Superior, WI. This is the road 535 dumps into coming from Duluth and between the railroad and the intersection spacing around it it creates some major headaches.
Meh. I used to commute up and down Hanmond. It was never a problem during "rush hour" -- which was nonexistent in the area.
I know it caused backups at other times of the day, but those times were definitely not critical.
My guess is that that will be a public demand consideration for when the I-535 Blatnik bridge is replaced, expected within the mid-term foreseeable future.
Mike
Quote from: kphoger on March 19, 2021, 11:32:27 AM
Quote from: Rick Powell on March 19, 2021, 01:25:19 AM
Quote from: webny99 on March 17, 2021, 02:08:36 PM
Is the correct answer "all of them"?
If you go on a Google Earth/Streetview tour of the world, there are many countries that have prioritized grade separating or closing dang near every former "level crossing". There's probably too many in the US to ever consider such a thing, but the UK is eliminating about 100 a year and have about 6,000 to go.
I'm imagining a lot of rural dirt road level crossings that see maybe twelve vehicles per day. I really don't think they need grade separation.
The UK is so densely populated that they probably have a fraction of the amount the US has. I agree with your larger point, though - there are plenty in the US that don't need to be grade separated.
Quote from: SkyPesos on March 17, 2021, 02:16:19 PM
Found this interesting one, though not sure if it really needs to be grade separated: an LRT line through the middle of a DDI interchange (https://www.google.com/maps/@44.8622963,-93.2233972,276m/data=!3m1!1e3)
Wow. They built that DDI with an existing LRT line there. Was it MNDOT or Bloomington that built that?
One that should be separated: Spur line crossing WA 432, a freeway. https://goo.gl/maps/4mwUN6vBxJ55znqF9
One that would really impress me: UP crossing NW Naito Pkwy -- the rail line crosses the Willamette on the bottom deck of the Steel Bridge, and immediately swings right and over Naito as it approaches Union Station. https://goo.gl/maps/tsyLvDo2XfimECZV9
Quote from: hbelkins on March 18, 2021, 08:06:47 PM
US 15 between VA 55 and US 29 in Haymarket, Va.
Yes, that is a bad one because traffic volumes on U.S. 15 are pretty high.
Same NS railroad line west of there, where U.S. 17 crosses it (https://www.google.com/maps/place/38%C2%B054'52.9%22N+77%C2%B055'19.0%22W/@38.914698,-77.9224982,201m/data=!3m2!1e3!4b1!4m14!1m7!3m6!1s0x0:0x0!2zMzjCsDUxJzUzLjAiTiA3N8KwNTEnMjguMCJX!3b1!8m2!3d38.864722!4d-77.857778!3m5!1s0x0:0x0!7e2!8m2!3d38.9146978!4d-77.9219507?hl=en) at the bottom of a long descent (both ways, but especially southbound) at Delaplane, between U.S. 50 and I-66 has less traffic but potentially more danger.
Montgomery County, Maryland south of Rockville on county-maintained Randolph Road has a grade crossing (https://www.google.com/maps/place/39%C2%B003'12.2%22N+77%C2%B006'36.7%22W/@39.053376,-77.1112893,402m/data=!3m2!1e3!4b1!4m14!1m7!3m6!1s0x89b62a2cfee39115:0xeca5be10d9c9df24!2sRockville,+MD!3b1!8m2!3d39.0839973!4d-77.1527578!3m5!1s0x0:0x0!7e2!8m2!3d39.053376!4d-77.1101948) that combines plenty of traffic on the CSX Metropolitan Subdivision with a busy suburban street. There have been plans for many years to move the crossing north of there to the planned eastern extension of the Montrose Parkway (the right-of-way can be seen as a strip of heavily forested land, leading more than a few to think it is a park) but that keeps getting deferred various reasons, including lack of money, environmental objections and plain old NIMBYism.
Marysville, WA has three major interchanges with I-5 that are buffered to the east by a busy railroad that opens several times in the evening rush hour, causing backups onto the freeway. There are long-term proposals to elevate the railroad through the city, but it would be expensive and disruptive to BNSF, so they won't consider it seriously.
Quote from: SkyPesos on March 16, 2021, 09:19:23 PM
The Eglington Crosstown LRT in Toronto haven't opened yet, but I've seen criticism on some Toronto transit forums that this crossing (https://www.google.com/maps/@43.7168832,-79.3501002,3a,69.5y,34.56h,82.29t/data=!3m6!1e1!3m4!1sPgqArDO59ZHs23CyV2eHNg!2e0!7i16384!8i8192) should've been grade separated, as the only at-grade crossing on the LRT for a long length.
Firstly, it's Eglinton.
Secondly, not only is this at-grade, so is the rest of the eastern portion of the line.
(https://lh3.googleusercontent.com/proxy/Tcm1N1ZaNI78RNneoAmE8VXjhAEg4Z1eztqjO3s4lXS8nVmBMHiojPPaNAxpdHZVFb_RSEYF34tDd6xF1ukDvZe5mJyvKiWxonS_UH_GTRB_qJv7DdviRY9T67Cl-B9DR1utWrPb-tNxAUmZ8cYX1w)
Quote from: Bickendan on March 19, 2021, 09:45:40 PM
Quote from: SkyPesos on March 17, 2021, 02:16:19 PM
Found this interesting one, though not sure if it really needs to be grade separated: an LRT line through the middle of a DDI interchange (https://www.google.com/maps/@44.8622963,-93.2233972,276m/data=!3m1!1e3)
Wow. They built that DDI with an existing LRT line there. Was it MNDOT or Bloomington that built that?
MnDOT built it, but both contributed funding as well as the Airport Commission (since it's the main access to the Humphrey Terminal) and the state economic development agency.
Quote from: andrepoiy on March 21, 2021, 06:31:19 PM
Quote from: SkyPesos on March 16, 2021, 09:19:23 PM
The Eglington Crosstown LRT in Toronto haven't opened yet, but I've seen criticism on some Toronto transit forums that this crossing (https://www.google.com/maps/@43.7168832,-79.3501002,3a,69.5y,34.56h,82.29t/data=!3m6!1e1!3m4!1sPgqArDO59ZHs23CyV2eHNg!2e0!7i16384!8i8192) should've been grade separated, as the only at-grade crossing on the LRT for a long length.
Firstly, it's Eglinton.
Secondly, not only is this at-grade, so is the rest of the eastern portion of the line.
[image snipped]
It's goes back underground east of that section for the Science Centre station, but I found an explanation for this single at-grade crossing on the Sunnybrook Park Station (located at this intersection) Wikipedia article.
Quote
In 2012, Metrolinx discovered that there would be minimal cost differential between tunnelling under the West Don River at Leslie Street versus laying the track on the surface. Also, tunnelling here would have provided "significant improvements to construction staging, schedule and traffic impacts", according to Jamie Robinson at Metrolinx.[5][6] Thus, in December 2012, Metrolinx proposed continuing the LRT tunnel from Laird station to Science Centre station and eliminating the planned surface stop at Sunnybrook Park (Leslie Street). It did not want to build an underground station at that location as it would cost $80 to $100 million (as compared to about $3 million for a surface stop). Metrolinx considered the cost of an underground station to be unjustified given its low projected ridership (650 passengers at the busiest hour). Local residents objected to the elimination of their stop,[7] and by mid-2013, Metrolinx had relented and the surface stop was restored.[5][8]
Members of the public asked Metrolinx why it was proposing a centre-of-road alignment instead of running the tracks on the south side of Eglinton Avenue through the valley at Leslie Street. The latter would have avoided going through the signaled intersection at Leslie Street. Jamie Robinson at Metrolinx explained that the latter "was more expensive and required an EA amendment. Due to project implementation timelines the project is proceeding with the EA option". He also stated, "It is very difficult (if not impossible) to relocate the portal from the centre of Eglinton (as proposed in the current design) and shift it to the south side of the right-of-way and continue to use the existing bridge." As for building a viaduct across the valley as suggested by some members of the public, Robinson said a viaduct "was more expensive and required an EA amendment".
From what it looks like, if there wasn't a station at Leslie St, the tracks would be completely underground until east of Science Centre.
In Sacramento, some sort of grade separations should be set up on P and Q Streets and J and L Streets at the Union Pacific Railroad tracks. Those east and west bound one way arterial carry a lot of traffic, and when the gates close, those streets clog with traffic. The trains are long, and five to ten minute delays aren't uncommon. Those areas are highly gentrified and densely developed, so grade separations are a non-starter.
In Canada, there are railroad grade crossings on Regina SK's Ring Road and on Quebec Autoroute 20 east of Montreal. Those grade crossings could be easily addressed. A grade level crossing on a freeway is like a screen door on a submarine. I am certain those grade level crossings were built as an interim measure. Unfortunately, sometimes interim measures last for decades.
Quote from: cpzilliacus on March 21, 2021, 10:32:17 AM
Quote from: hbelkins on March 18, 2021, 08:06:47 PM
US 15 between VA 55 and US 29 in Haymarket, Va.
Yes, that is a bad one because traffic volumes on U.S. 15 are pretty high.
Same NS railroad line west of there, where U.S. 17 crosses it (https://www.google.com/maps/place/38%C2%B054'52.9%22N+77%C2%B055'19.0%22W/@38.914698,-77.9224982,201m/data=!3m2!1e3!4b1!4m14!1m7!3m6!1s0x0:0x0!2zMzjCsDUxJzUzLjAiTiA3N8KwNTEnMjguMCJX!3b1!8m2!3d38.864722!4d-77.857778!3m5!1s0x0:0x0!7e2!8m2!3d38.9146978!4d-77.9219507?hl=en) at the bottom of a long descent (both ways, but especially southbound) at Delaplane, between U.S. 50 and I-66 has less traffic but potentially more danger.
Is that crossing the reason trucks are banned from that section of US 17? I drove it once and didn't find the road to be bad at all. It's better than a lot of roads with no truck restrictions.
Quote from: cpzilliacus on March 21, 2021, 10:32:17 AM
Same NS railroad line west of there, where U.S. 17 crosses it (https://www.google.com/maps/place/38%C2%B054'52.9%22N+77%C2%B055'19.0%22W/@38.914698,-77.9224982,201m/data=!3m2!1e3!4b1!4m14!1m7!3m6!1s0x0:0x0!2zMzjCsDUxJzUzLjAiTiA3N8KwNTEnMjguMCJX!3b1!8m2!3d38.864722!4d-77.857778!3m5!1s0x0:0x0!7e2!8m2!3d38.9146978!4d-77.9219507?hl=en) at the bottom of a long descent (both ways, but especially southbound) at Delaplane, between U.S. 50 and I-66 has less traffic but potentially more danger.
Quote from: hbelkins on March 23, 2021, 01:53:12 PM
Is that crossing the reason trucks are banned from that section of US 17? I drove it once and didn't find the road to be bad at all. It's better than a lot of roads with no truck restrictions.
I think that the main reason is that northbound trucks on US-17 have to turn left across downhill traffic on US-50 eastbound. But there's also the nasty corollary: its a long drop from the top of Ashby's Gap (top of the Blue Ridge on US-50/US-17) down to Goose Creek at Delaplane. You know, I think this one also belongs in the Appalachian Trail Crossings thread.
The short cutoff between Delaplane and Winchester was a huge temptation to truckers back in the days of 55MPH speeds on I-66 and I-81. Also, there wasn't much room for extra trucks along Millwood Pike westbound (US-50/US-17) in the commercial area just before the Apple Blossom exit of I-81.
Trucks are banned from that stretch of 17 because the Fauquier County locals managed to convince VDOT, state officials, and then-U.S. Rep Wolf (who represented the area in Congress) that too many trucks were speeding along 17. There was also strong evidence that trucks were using 17 and 50 to avoid the weigh station on 81 between 66 and Winchester. Here's three articles (one from 1994, the other two from 2000) with some background. The actual truck ban came later.
https://www.fauquiernow.com/fauquier_news/article/throwback-thursday-route-17-truck-ban-urged
https://www.washingtonpost.com/archive/local/2000/09/17/va-tackling-truck-traffic-on-route-17/5606b5d9-d9e2-4a30-b496-ea96bc186587/
https://www.washingtonpost.com/archive/local/2000/10/22/rte-17-truck-traffic-sign-of-the-times/8d65c3d0-1289-4764-a60a-27573d2144a2/
They started out by banning oversized trucks in Sept 2000 - see pdf pg 39 at http://www.ctb.virginia.gov/meetings/minutes_pdf/CTB-09-2000-01.pdf which has some truck usage data prior to this.
Quote from: cpzilliacus on March 21, 2021, 10:32:17 AM
Same NS railroad line west of there, where U.S. 17 crosses it (https://www.google.com/maps/place/38%C2%B054'52.9%22N+77%C2%B055'19.0%22W/@38.914698,-77.9224982,201m/data=!3m2!1e3!4b1!4m14!1m7!3m6!1s0x0:0x0!2zMzjCsDUxJzUzLjAiTiA3N8KwNTEnMjguMCJX!3b1!8m2!3d38.864722!4d-77.857778!3m5!1s0x0:0x0!7e2!8m2!3d38.9146978!4d-77.9219507?hl=en) at the bottom of a long descent (both ways, but especially southbound) at Delaplane, between U.S. 50 and I-66 has less traffic but potentially more danger.
Quote from: hbelkins on March 23, 2021, 01:53:12 PM
Is that crossing the reason trucks are banned from that section of US 17? I drove it once and didn't find the road to be bad at all. It's better than a lot of roads with no truck restrictions.
Quote from: Dirt Roads on March 23, 2021, 04:25:42 PMI think that the main reason is that northbound trucks on US-17 have to turn left across downhill traffic on US-50 eastbound. But there's also the nasty corollary: its a long drop from the top of Ashby's Gap (top of the Blue Ridge on US-50/US-17) down to Goose Creek at Delaplane.
Quote from: froggie on March 23, 2021, 04:43:19 PM
Trucks are banned from that stretch of 17 because the Fauquier County locals managed to convince VDOT, state officials, and then-U.S. Rep Wolf (who represented the area in Congress) that too many trucks were speeding along 17. There was also strong evidence that trucks were using 17 and 50 to avoid the weigh station on 81 between 66 and Winchester. Here's three articles (one from 1994, the other two from 2000) with some background. The actual truck ban came later.
Quote from: Mapmikey on March 23, 2021, 08:53:34 PM
They started out by banning oversized trucks in Sept 2000 - see pdf pg 39 at http://www.ctb.virginia.gov/meetings/minutes_pdf/CTB-09-2000-01.pdf which has some truck usage data prior to this.
Great info. I wasn't aware that there was also a ban on trucks on US-50/US-17 between US-340 and US-17 South.
I lived in Clarke County from 1996 to 2000 and was aware of the issues in Fauquier. But the main issue was that left turn trucks trying to cross US-50 downhill traffic would back up traffic on US-17 northbound during the strangest times. I quit using US-17 as a route northward into Clarke County long before I moved there, preferring to use Halfway Road (The Plains Road) from The Plains to Middleburg, and then St. Louis Road up to Snickersville Turnpike. I switched back to using US-17 occasionally after the truck ban was enacted.
Regarding the title of this thread, FHWA has guidance on railroad-roadway crossings (https://safety.fhwa.dot.gov/hsip/xings/com_roaduser/fhwasa18040/fhwasa18040v2.pdf) that includes general criteria for when grade separation should occur. Here's a simplified listing of those criteria:
- When the roadway is a limited-access facility
- Posted speed limit is 55mph or higher
- Maximum authorized train speed is 80mph or higher. A caveat to this one: FHWA and FRA will accept heavily upgraded at-grade crossings for trains between 80 and 125mph. Any rail segment over 125mph automatically requires full grade separation.
- Average daily freight train volume of 30 or greater
- In urban areas, average daily passenger train volume of 75 or greater
- A Train Crossing Exposure value (basically daily # of trains times AADT) of 900K in urban areas or 600K in rural areas. Values are higher for passenger/transit trains.
- The expected crash frequency for an at-grade crossing with signals and gates, as calculated by a USDOT formula, exceeds one crash every other year (0.5 per year). For roadways on the NHS, it exceeds one crash every 5 years (0.2 per year).
Quote from: froggie on April 14, 2021, 11:48:44 PM
Regarding the title of this thread, FHWA has guidance on railroad-roadway crossings (https://safety.fhwa.dot.gov/hsip/xings/com_roaduser/fhwasa18040/fhwasa18040v2.pdf) that includes general criteria for when grade separation should occur. Here's a simplified listing of those criteria:
- When the roadway is a limited-access facility
- Posted speed limit is 55mph or higher
- Maximum authorized train speed is 80mph or higher. A caveat to this one: FHWA and FRA will accept heavily upgraded at-grade crossings for trains between 80 and 125mph. Any rail segment over 125mph automatically requires full grade separation.
- Average daily freight train volume of 30 or greater
- In urban areas, average daily passenger train volume of 75 or greater
- A Train Crossing Exposure value (basically daily # of trains times AADT) of 900K in urban areas or 600K in rural areas. Values are higher for passenger/transit trains.
- The expected crash frequency for an at-grade crossing with signals and gates, as calculated by a USDOT formula, exceeds one crash every other year (0.5 per year). For roadways on the NHS, it exceeds one crash every 5 years (0.2 per year).
So the one on Memorial Dr violates that
Quote from: froggie on April 14, 2021, 11:48:44 PM
Regarding the title of this thread, FHWA has guidance on railroad-roadway crossings (https://safety.fhwa.dot.gov/hsip/xings/com_roaduser/fhwasa18040/fhwasa18040v2.pdf) that includes general criteria for when grade separation should occur. Here's a simplified listing of those criteria:
- When the roadway is a limited-access facility
- Posted speed limit is 55mph or higher
- Maximum authorized train speed is 80mph or higher. A caveat to this one: FHWA and FRA will accept heavily upgraded at-grade crossings for trains between 80 and 125mph. Any rail segment over 125mph automatically requires full grade separation.
- Average daily freight train volume of 30 or greater
- In urban areas, average daily passenger train volume of 75 or greater
- A Train Crossing Exposure value (basically daily # of trains times AADT) of 900K in urban areas or 600K in rural areas. Values are higher for passenger/transit trains.
- The expected crash frequency for an at-grade crossing with signals and gates, as calculated by a USDOT formula, exceeds one crash every other year (0.5 per year). For roadways on the NHS, it exceeds one crash every 5 years (0.2 per year).
Quote from: tolbs17 on April 14, 2021, 11:54:29 PM
So the one on Memorial Dr violates that
Indeed, there isn't anything particular about the Carolina Coastal Railway (CLNA) crossing on Memorial Drive that would force NCDOT to consider grade separation. However, I don't think you should consider the FHWA guidance on grade separations as a "rule" that should be applied to existing crossings. It should be considered a "rule" used for new highway construction, such as the southwest leg of the Greenville Bypass. Also, NCDOT Rail Division is more aggressive than this FHWA guidance in certain parts of the state, particularly on the North Carolina Rail Road corridor (where the state is the sole shareholder). The Rail Division has a particular group that is focused on grade separations and other forms of crossing closures as a safety measure to benefit both trains and automobiles.
https://www.greenvillenc.gov/home/showdocument?id=20340
This shows a handful of rail improvements that are coming.
I'm up in Galt frequently, as a few of our products are assembled there. The original SP (now UP) rail line extends right through the middle of town, with about a dozen grade crossings within the town limits. One of the things I've noticed over the years is that diesel locomotives -- both freight and passenger -- have gotten much quieter over the last decade or so, so that low rumble previously heard from a mile away is drastically reduced in volume (and even vibration). My contractor manager up there has commented on this repeatedly, as she has to cross the tracks several times per day; noting that there are locals biking and walking near the tracks (a number of them with headsets for their phones) -- essentially an accident waiting to happen, since that line is the main UP freight line to SoCal from their main "mixing bowl" yard in Roseville; some 30 freights plus four Amtrak runs daily. About half the grade crossings are local non-arterial streets, and there's plenty of space between the tracks and the nearest business; it wouldn't be difficult to shut down some of the crossings, as the next one is only a couple blocks distant -- and with some of the arterials, there's ample room to place an overpass without significant property acquisition. But apparently every time this issue is raised in city council meetings, there's blowback from older residents who don't want to see anything changed that would require them to alter their routines -- and UP has no intention of contributing unless forced to do so. Public records indicate about a half-dozen incidents per year; fortunately no fatalities for several years, with the last being a senior citizen on a bicycle who just didn't hear the train coming. There are also some more rural crossings both north and south of town outside city limits; some of those have poor lines of sight -- if a driver misses the round yellow approach sign, they're at the tracks (thankfully all are gated these days) before they know it. The San Joaquin and Sacramento valleys have always been problematic regarding grade crossings (SP didn't phase out all the old "wig-wag" signals until the UP purchase); besides the main line there are numerous branches serving agricultural facilities, particularly in the area between Fresno and Visalia. But the "solution" has been to deploy crossing gates at virtually every crossing; grade separations are generally limited to within the larger (50K and up) Valley cities or at freeway/expressway crossings. An illustration of the problem is the fact that until service was ended and the actual tracks removed in the late '90's, the at-grade junction of CA 152/33 and CA 165 in Los Banos was diagonally bisected by the Fresno-Tracy secondary ex-SP line.
Quote from: webny99 on March 17, 2021, 02:08:36 PM
Is the correct answer "all of them"?
Yes.
Quote from: Rick Powell on March 19, 2021, 01:25:19 AM
Quote from: webny99 on March 17, 2021, 02:08:36 PM
Is the correct answer "all of them"?
If you go on a Google Earth/Streetview tour of the world, there are many countries that have prioritized grade separating or closing dang near every former "level crossing". There's probably too many in the US to ever consider such a thing, but the UK is eliminating about 100 a year and have about 6,000 to go.
And Also ...
Quote from: I-55 on March 19, 2021, 01:29:04 AM
Quote from: Great Lakes Roads on March 17, 2021, 09:06:05 PM
US 31 north of Argos and north of SR 28 in Tipton.
The crossing near Tipton is being replaced with an overpass.
Good.
Quote
Oak Island Rd in Revere could also probably use a grade separation - it's a tiny residential street, but the only connection across the tracks to an isolated neighborhood, and a few years ago a child riding a bike was struck by a train there. Would definitely require raising the railroad rather than the street though, so almost certainly cost-prohibitive.
Is possible to squeeze a road bridge by Extending Dashwood Street and Glendale Street in empty space north of the subdivisions. It would connect Woodland Road and Flint Street.
Quote
Those areas are highly gentrified ...
I shall not Cry, nor shed Crocodile Tears, for Gentrifiers.
Quote from: webny99 on March 17, 2021, 02:08:36 PM
Is the correct answer "all of them"?
Quote from: Rick Powell on March 19, 2021, 01:25:19 AM
If you go on a Google Earth/Streetview tour of the world, there are many countries that have prioritized grade separating or closing dang near every former "level crossing". There's probably too many in the US to ever consider such a thing, but the UK is eliminating about 100 a year and have about 6,000 to go.
Quote from: kphoger on March 19, 2021, 11:32:27 AM
I'm imagining a lot of rural dirt road level crossings that see maybe twelve vehicles per day. I really don't think they need grade separation.
Since this subtopic is back up, I'll respond. Historically, many of the nasty crossing accidents resulting derailments involve tractor-trailers at private crossings. Some states like North Carolina are quite aggressive at grade separating these crossings. Very seldom does this involve a bridge. These "landlocked" properties can be opened up with a new access road parallel to the railroad. NCDOT Rail Division has also prioritized landlocked subdivisions and businesses because emergency crews cannot reach them if a train is stalled on the crossing. It's often hard to justify the funding.
The worst at grade crossing in Saginaw is W. Genesee just east of N. Michigan and just west of the Saginaw River.
Us 90 & 301 in Baldwin, FL. Though they just opened a bypass for US 301 that no longer deals with that but if you travel US 90 you still must deal with slow moving 100 plus long freight trains.
^
A) You're in the middle of Baldwin so there isn't really a spot to put one.
B) Both US 301 and I-10 are reasonable alternatives if you do hit a backup from a long train.
There is one in Fort Worth that isn't bad, but I'm surprised there isn't a separation. It's on Berry St. between TCU and I-35W.
https://maps.app.goo.gl/MURsTsNo6QrpQRyL6
I guess the geometry isn't good with Cleburne Rd. crossing right alongside. That RR might not be very busy, either.
Another in Fort Worth is on West 7th between the Clear Fork of the Trinity River and the Cultural District.
https://maps.app.goo.gl/Ar7sFVBDVUTjpZTP9
This crossing may be like the other by TCU, not very busy.
There are 3 in Arlington that surprise me. A very busy UP line goes through downtown, crossing Collins, Center, and Cooper at grade. IINM, the routing of Amtrak between Dallas and Fort Worth was moved off this line in recent years. The crossings aren't far from the UT-Arlington campus, as well as the area where AT&T Stadium (Cowboys' home field) and Globe Life Field (new Rangers ballpark) are.
https://maps.app.goo.gl/5pgaT4AK81BEQG378
If anything could be done to any of these, they would have to go under the RR, but the proximity to Division (TX 180, historic US 80) is probably the kibosh to all 3. There are alternatives (TX 360 to the east, Fielder Rd. to the west), but I'm glad I don't have to wait for UP to do its business at any of those downtown crossings.
Aside from the busy US-15 railroad crossing in Haymarket, another good one would be the Manassas Drive railroad crossing in Manassas Park:
https://www.google.com/maps/@38.7643698,-77.4423283,672m/data=!3m1!1e3?hl=en\
East of this crossing, there are no other at grade railroad crossings for busy four lane roads in Northern Virginia.
West of this crossing the only remaining two are at Wellington Road and Godwin Drive. Might as well add those to the list too.
Winder GA needs more than just 1 grade separated street crossing the railroad. It's a small town but there's always traffic whenever I try to drive through there.
Quote from: Bruce on March 21, 2021, 05:37:54 PM
Marysville, WA has three major interchanges with I-5 that are buffered to the east by a busy railroad that opens several times in the evening rush hour, causing backups onto the freeway. There are long-term proposals to elevate the railroad through the city, but it would be expensive and disruptive to BNSF, so they won't consider it seriously.
But they're already planning to build extra ramps between I-5 and SR 529 so at least there's access to and from the south from the main part of Marysville. Northbound drivers can continue south along 529 and turn around. If the train is going south, they can continue driving along the tracks for a while and hope they pass the tail. https://wsdot.wa.gov/projects/i5/marine-view-sr-529/home
I think I may have posted this one before but since that was a while ago and because it's one of my favorites, I'll post it again.
It's on U.S. Route 31 south of Plymouth, Indiana. You need to realize that much of U.S.31 in that part of Indiana is built to either Interstate Highway standards or near Interstate standards.
So, you feel like you are on the freeway and then all of a sudden out of nowhere you come upon this:
https://www.google.com/maps/@41.2810547,-86.271511,3a,75y,195.46h,74.18t/data=!3m6!1e1!3m4!1sh57yrckAQ_lROmFSwuUZAw!2e0!7i16384!8i8192
I have never encountered a train at that location and this particular line does not see heavy use but it still seems dangerous. Imagine a long grain train lumbering across the highway at night and you're rolling at 65+ and just plain don't see it in time.
YIKES !
You know, I would like to add a small bit of extremely obscure trivia on grade crossings.
Have any of you really wondered why railroads in America employ those grade crossing signals with the alternately flashing red lights? There is a historical reason for this that I only recently found out about.
In the 19th Century, many railroads guarded there busiest crossings with a watchman. At that time, most if not all the traffic on the roads was horse-and-buggy traffic.
At night, when a train would approach, the watchman would come out swinging a red lantern back and forth to warn drivers of the approaching train. That practice may have even lingered in a few places in the very early days of the automobile.
Well, as technology improved in the early 1900s, especially after about 1915 or so, railroads came out with what was called the “wig-wag” signal. Wig wag signals had a large usually black and white target with a red light in the center that showed up at night. The intention was to create the appearance of a swinging red lantern!
Any older members on our forum could very well remember seeing wig wag signals at grade crossings. They were still fairly common up until about 30 or 40 years ago.
Some may have survived into the 1990s or even very early 2000s. Here is a picture:
https://en.wikipedia.org/wiki/Wigwag_(railroad)#/media/File:RoundPrairieWigwag.jpg
Well the problem with wig wag signals is that they had quite a few moving parts and were relatively high maintenance. So, in the late 1930s railroads came out with the type of signals still common today. The alternately flashing red lights were meant to create the appearance of a red light swinging to-and-fro just like the wigwag signal. In other words, a swinging red lantern.
https://www.dreamstime.com/stock-photo-railroad-crossing-signal-lights-red-stop-sign-intersection-train-tracks-image67978726
In later years railroads began adding gates to the standard signal as well. There is a name for that type of signal that escapes me right now. I can't immediately find it online.
Here is an interesting variety where standard traffic signals where added as well.
https://www.flickr.com/photos/7119320@N05/6139117256
That particular feature seems to be somewhat rare. I have only occasionally come across an installation like that.
As Fred Harvey once liked to quip, “And now you know the rest of the story!”
Quote from: fredmcain on July 16, 2021, 10:43:00 AM
Here is an interesting variety where standard traffic signals where added as well.
https://www.flickr.com/photos/7119320@N05/6139117256
That particular feature seems to be somewhat rare. I have only occasionally come across an installation like that.
This is SB US-127 south of Ithaca, MI, just north of the M-57 interchange. This line serves a grain elevator a few miles to the west in Middleton and only sees a handful of trains per year. I've been using this road on and off since the early 1970s and have never seen a train here. I've always wondered if the traffic signals were added to make this an exempt crossing but I don't know for sure.
Adding standard traffic signals like that appears to be more common in Europe than in the U.S. or Canada.
You said that line serves a grain elevator and only has a few trains a year. I believe that's the same case on the U.S. 31 street view that I posted.
Regards,
Fred M. Cain
Quote from: fredmcain on July 16, 2021, 10:43:00 AM
Here is an interesting variety where standard traffic signals where added as well.
https://www.flickr.com/photos/7119320@N05/6139117256
That particular feature seems to be somewhat rare. I have only occasionally come across an installation like that.
Quote from: catch22 on July 16, 2021, 11:09:53 AM
This is SB US-127 south of Ithaca, MI, just north of the M-57 interchange. This line serves a grain elevator a few miles to the west in Middleton and only sees a handful of trains per year. I've been using this road on and off since the early 1970s and have never seen a train here. I've always wondered if the traffic signals were added to make this an exempt crossing but I don't know for sure.
I've never seen that application before. We railroaders were well aware that traffic signals had the benefit of the public associating the enforcement of the red signal with "stoplight tickets", whereas the grade crossing signal is assumed to mean get off the tracks (and keep getting off the tracks until the train arrives).
One issue here is that the MUTCD requires a set of flashing light signals (FLS) above the middle of each lane. Traffic signals are usually placed at the same location, but the railroad flashers have safety precedence over traffic signals. Since this location adds the traffic signals as a measure of safety, the location of the traffic signals shouldn't be a problem but the missing FLS set could become a legal liability. Most railroads prefer to keep the traffic signals away off of the FLS cantilever (because equipment installation and maintenance becomes a union issue). I've worked on a number of projects where the railroads have agreed to an exception to allow the traffic signals on the FLS cantilever.
Regarding standard traffic signals at railroad crossings, are drivers more likely to stop when they see a red light on a generic traffic signal than the flashing red bulbs (which I think some may take it as "proceed with caution)?
Quote from: SkyPesos on July 16, 2021, 12:41:52 PM
Regarding standard traffic signals at railroad crossings, are drivers more likely to stop when they see a red light on a generic traffic signal than the flashing red bulbs (which I think some may take it as "proceed with caution)?
That is indeed an interesting theory that I've always wondered about. Many motorists who would never, never, NEVER even think about running through a red light simply have no problem running past the flashing railroad signals and having a near miss or worse.
The only other place that I can recall having seen this was many, many years ago in downtown La Mesa, CA. There were two or three downtown city streets that crossed the railroad that ran through town protected by a set of crossbucks and a traffic signal on either side of the tracks. When a train approached the signal would change from green to yellow and then to red.
Of course, that's all gone now as the San Diego Light Rail Transit line goes through there. I haven't been in La Mesa for over 45 years.
P.S. Here is a Google Street view looking east at that crossing I remember:
https://www.google.com/maps/@32.7643343,-117.0204048,3a,75y,69.5h,77.96t/data=!3m6!1e1!3m4!1s7g_KL0VcePAVimQfgUiqbA!2e0!7i16384!8i8192
Here is a westbound view:
https://www.google.com/maps/@32.7645707,-117.0201178,3a,75y,249.46h,93.65t/data=!3m6!1e1!3m4!1srd51j5O6GjGgLtJmjtdNow!2e0!7i16384!8i8192
So, it looks as thought they STILL have a red-yellow-green traffic light on the east side of the tracks but not on the westside. That's kind of a puzzle.
Back in the day, this was the property of the Southern Pacific owned SD&AE railroad and they only ran one daily freight out that way. Now it's a light rail line. I'm not sure if they still run freight at night on it or not I think so but I'm not sure.
Moreland Blvd in Waukesha. Backups are horrendous anytime the train comes through.
This is a big issue here in Houston. In most of the city, there are alternate routes for main rail lines that do have underpasses or overpasses. But it can be a pain when you're on shepherd drive in the middle of the inner loop and train comes through.
The worst offenders though are on my side of town, the east end. Only one major street has a grade seperation and that's wayside which is miles away from IH 69, the only other feasible way to avoid the train. And lately these trains have been coming through at all hours and will just stop. And sit. For hours and hours. It's gotten so bad many of us are demanding more overpasses because people have been fired for missing work because they were trapped in the neighborhood for hours. Ems has not been able to access homes during emergencies because there are four rail lines that boundary this area and they all will have a train coming though at the same time with at least two of them stopped for significant amounts of time.
Quote from: ErmineNotyours on June 28, 2021, 10:52:38 PM
Quote from: Bruce on March 21, 2021, 05:37:54 PM
Marysville, WA has three major interchanges with I-5 that are buffered to the east by a busy railroad that opens several times in the evening rush hour, causing backups onto the freeway. There are long-term proposals to elevate the railroad through the city, but it would be expensive and disruptive to BNSF, so they won't consider it seriously.
But they're already planning to build extra ramps between I-5 and SR 529 so at least there's access to and from the south from the main part of Marysville. Northbound drivers can continue south along 529 and turn around. If the train is going south, they can continue driving along the tracks for a while and hope they pass the tail. https://wsdot.wa.gov/projects/i5/marine-view-sr-529/home
The turnaround from SB 529 to NB 529 isn't actually usable for a lot of vehicles. It tends to get flooded, or there's huge trucks blocking it.
Quote from: webny99 on March 17, 2021, 02:08:36 PM
Is the correct answer "all of them"?
IMHO, no. Certainly not for some of the smaller industrial spurs across lower volume streets.
Certainly a lot that still could use to be done in Chicagoland. I'm sure others will be able to add a significant number to this list:
* US 14 at the CN in Barrington (https://goo.gl/maps/DvbsgcwXWzKafi3u7) (in the works, some of the structure demolition is already visible in the aerial photos).
* Ela Road at the CN in Lake Zurich (https://goo.gl/maps/wHdx6179dk56kPhPA)
* Old McHenry Road at the CN in Hawthorn Woods (https://goo.gl/maps/zSDkWPJ8NcA2iYVq6)
* IL 60/IL 83 at the CN in Mundelein (https://goo.gl/maps/BcfzAZQubtmc4aCT9) (IIRC in the planning stages)
* IL 60 and Butterfield Road at the CN/Metra line near Mundelein (https://goo.gl/maps/Zsr5dyKcShmGmpiTA)
* IL 137 at the UP line next to US 41 (https://goo.gl/maps/ZYi8VBFinKdW2D6J7) (ideally combined with a new interchange on US 41)
* IL 120 at the CN/Metra line next to IL 83 (https://goo.gl/maps/F5uF43A6vsn2p78y9)
* Randall Road at Hopps Road near South Elgin (https://goo.gl/maps/8wE1Kxysa868Kekx9) (appears to be under study (http://kdot.countyofkane.org/Pages/Projects/Randall-Hopps/RandallHopps.aspx))
* Stearns Road at the CN near Bartlett (https://goo.gl/maps/WThKrTphSNwKN6pV7)
There are two on the near interstate compatible US 151, one just north of WI 33 in Beaver Dam, WI and the other just southwest of WI 26 near Waupun, WI. WisDOT has been discussing the needed upgrades off and on over the past couple of decades.
Mike
Quote from: SkyPesos on March 17, 2021, 02:16:19 PM
Found this interesting one, though not sure if it really needs to be grade separated: an LRT line through the middle of a DDI interchange (https://www.google.com/maps/@44.8622963,-93.2233972,276m/data=!3m1!1e3)
I am amazed that there is no railroad signals and gates.
In greater Cincinnati, one important crossing is Vine St at Spring Grove Ave (approximate address 5350 Vine St). Vine St is a major road and it's a busy crossing with a lot of train traffic, plus occasionally trains will stop and block the crossing for an extended period of time. The same tracks go on the cross Township Ave, Seymour Ave, and North Bend Rd, which individually are not especially busy but between the three of them there are quite a few cars crossing.
Quote from: In_Correct on June 28, 2021, 02:27:40 AM
And Also ...
Quote from: I-55 on March 19, 2021, 01:29:04 AM
Quote from: Great Lakes Roads on March 17, 2021, 09:06:05 PM
US 31 north of Argos and north of SR 28 in Tipton.
The crossing near Tipton is being replaced with an overpass.
Good.
Found this update on the Midwest - Great Lakes forum, More US 31 upgrades between Indy and South Bend thread:
Quote from: monty on July 21, 2021, 07:39:52 AM
Construction for the bridge over NS RR tracks in Tipton County begins July 26.
Glad this is finally happening! Here's a link to INDOT's website for this project: https://www.in.gov/indot/4050.htm
Quote from: hobsini2 on July 19, 2021, 11:49:56 AM
Quote from: SkyPesos on March 17, 2021, 02:16:19 PM
Found this interesting one, though not sure if it really needs to be grade separated: an LRT line through the middle of a DDI interchange (https://www.google.com/maps/@44.8622963,-93.2233972,276m/data=!3m1!1e3)
I am amazed that there is no railroad signals and gates.
Fully signal controlled, as since it's median-running along 34th, it's part of the intersection. Also, LRT trains have a 35mph speed limit south of the Humphrey station (and lower on the curves down towards the Mall of America).
Being in Illinois, it's simply a metric fuck-ton of rail crossings. Illinois has the second highest track miles (7,028 mi) in the US, only surpassed by Texas (10,384 mi). Metro Chicago alone has 2,140 crossings in the six-county area, with 7,189 grade crossings in the state.
IL Operation Lifesaver Statistics (http://www.iml.org/file.cfm?key=4160#:~:text=Over%2050%20railroad%20companies%20operate%20trains%20in%20and,2%2C775%20public%20highway-%20rail%20grade%20separated%20%28bridge%29%20crossings).
There's several I can name off the top of my head, but IL-126 (Main Street) in Plainfield just east of IL-59 at the CN (former EJE) tracks is one that should be grade separated.
This map shows the active AND abandoned tracks.
https://connect.ncdot.gov/business/trucking/Pages/Rail-Crossing-Map.aspx
Quote from: tolbs17 on November 01, 2021, 04:18:59 PM
This map shows the active AND abandoned tracks.
https://goo.gl/maps/oFiUD23kfpfqrRcj6 (https://goo.gl/maps/oFiUD23kfpfqrRcj6)
fort collins politely requests that you hold its beer.
Quote from: Rick Powell on March 19, 2021, 01:25:19 AM
Quote from: webny99 on March 17, 2021, 02:08:36 PM
Is the correct answer "all of them"?
If you go on a Google Earth/Streetview tour of the world, there are many countries that have prioritized grade separating or closing dang near every former "level crossing". There's probably too many in the US to ever consider such a thing, but the UK is eliminating about 100 a year and have about 6,000 to go.
The UK is a much more densely populated country than the US.
There are many of them in the western US that would be absurd to grade separate for the one farmer that drives over it a day.
Quote from: zachary_amaryllis on November 02, 2021, 06:03:02 PM
Quote from: tolbs17 on November 01, 2021, 04:18:59 PM
This map shows the active AND abandoned tracks.
https://goo.gl/maps/oFiUD23kfpfqrRcj6 (https://goo.gl/maps/oFiUD23kfpfqrRcj6)
fort collins politely requests that you hold its beer.
Love how that Fort Collins one has traffic lights for the trains!
https://goo.gl/maps/APTu9AeTMFGLHR6Y9
https://goo.gl/maps/Bj3CCkPYqL3gWALp7
Quote from: rickmastfan67 on November 06, 2021, 01:24:42 AM
Quote from: zachary_amaryllis on November 02, 2021, 06:03:02 PM
Quote from: tolbs17 on November 01, 2021, 04:18:59 PM
This map shows the active AND abandoned tracks.
https://goo.gl/maps/oFiUD23kfpfqrRcj6 (https://goo.gl/maps/oFiUD23kfpfqrRcj6)
fort collins politely requests that you hold its beer.
Love how that Fort Collins one has traffic lights for the trains!
https://goo.gl/maps/APTu9AeTMFGLHR6Y9
https://goo.gl/maps/Bj3CCkPYqL3gWALp7
up maintains all that like its an active line, but i've not see anything on that line in years, save a work train that might park near there, on / near the bridge over the poudre.