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Does train horn noise depreciate
the quality of life in your Community?
Is the new Train Horn Rule an issue of safety concern for your Railroad?
Do you want to learn how to plan for Quiet Zones that function safely?
Click on the following topics for additional information.
- Is Train Horn Noise an Issue in Your Town?
- What are the Train Horn Sound Requirements in
the New FRA Train Horn Rule?
- How is Train Horn Noise Understood?
- How Does Train Horn Noise Diminish as Distance
from the Track Increases?
- Does the Interim Train Horn Rule Provide a Method
to Simultaneously Silence the Locomotive Horn and Promote Grade
Crossing Safety?
- What is a Quiet Zone?
- How can a Quiet Zone be established?
- What is the Quiet Zone Risk Index?
- What is the Nationwide Significant Risk Threshold(NSRT)?
- What is the Corridor Risk Index with horns?
- Once a Quiet Zone has been created, can its
quiet zone status be lost?
- What are Supplemental Safety Measures?
- Tell me more about Paired One-way Streets?
- Tell me more about Median Barriers?
- Tell me more about Four Quadrant Gates?
- Tell me more about Permanent Crossing Closure?
- Tell me more about Temporary Crossing Closure?
- What are Alternate Safety Measures?
- How do Automated Train Horns fit into the mix?
- Tell me more about Wayside Horns?
- What is the comparative noise footprint of
the conventional locomotive horn vs. Wayside Horns?
- What other steps must the community take to
achieve a Quiet Zone that satisfies the requirements of the FRA
Rule?
- What does Hanson-Wilson bring to the table?
- What can Hanson-Wilson do to help our community
achieve a Quiet Zone or mitigate train horn noise?
- What can Hanson-Wilson do to help our railroad
respond to the requests of communities that desire to obtain Quiet
Zones or achieve train horn noise mitigation?
- Who should I contact at Hanson-Wilson to discuss
our Train Horn issues?
Is Train Horn Noise an Issue in Your Town?
The locomotive horn is an effective deterrent to accidents at grade
crossings. However, the sound level from the locomotive horn often
creates a significant noise that often depreciates the quality of
life in communities where trains operate. The FRA, on April 22, 2005,
issued its Final Train Horn Rule. The Rule will become effective on
June 24, 2005 and will allow Public Authorities to establish Quiet
Zones where locomotive horns are not routinely sounded at the public
grade crossings. The result may be improved living conditions as annoying
train horns are silenced. However, an effective warning device (the
loud train horn) that has successfully prevented many grade crossing
accidents has been eliminated.
What are the Train Horn Sound Requirements in the
New FRA Train Horn Rule?
· The locomotive horn must be sounded 15 to 20 seconds prior
to and until the train arrives at the crossing.
· The locomotive horn may not be sounded greater than ¼
mile in advance of a grade crossing.
· The minimum sound level of the locomotive horn is 96 decibels
(dBA) 100 feet in front of the train in its direction of travel.
· The new maximum is 110 dBA at 100 feet in front of the train
in its direction of travel.
How is Train Horn Noise Understood?
The following FRA chart provides a comparison of noise levels from
various common noise sources. Normal conversation occurs within a
range of 60 and 70 dBA. A loud voice is between 70 and 80 dBA and
a shout is between 80 and 90 dBA. This chart also indicates that audible
communication usually ceases when background noise exceeds 90 dBA.
It is noted that the noise from a train horn can have an impact greater
than a siren.
How Does Train Horn Noise Diminish as Distance
from the Track Increases?
The FRA has modeled how the train horn sound propagates and dissipates
from its source. The FRA model states that train horn noise is reduced
by 4.5 dBA whenever the distance from the train is doubled. This horn
noise dissipation is caused by divergence of sound and ground interference.
The FRA model also considers shielding from buildings and includes
a 3 dBA reduction at the first row of buildings, located 200 feet
from the track, and additional 1.5 dBA reductions for each succeeding
row at 400, 600, 800 and 1,000 feet.
Assuming an average of 104 dBA of horn noise at 100 feet from the
train, the following chart shows how the FRA models the dissipation
of noise as distance from the grade crossing increases. This model
shows that speech interference can begin to occur approximately 7,000
feet from the track when the train horn is sounding. People, outside
and closer than 1,500 feet from the track, may have to shout to be
heard. Outside conversations, closer than 400 feet from the track,
usually have to cease until the train passes by.
Does the Train Horn Rule Provide a Method to Simultaneously
Silence the Locomotive Horn and Promote Grade Crossing Safety?
The new FRA Rule sanctions the establishment of "quiet zones"
where the conventional train horn may be silenced at the grade crossings.
Flashing light signals with gates, as the minimum level of protection,
are required at all grade crossings within new Quiet Zones. The grade
crossing warning devices must be activated by constant warning circuitry
and power out indicators. A power-out indicator is a device which
is capable of indicating to trains approaching a grade crossing equipped
with an active warning system whether commercial electric power is
activating the warning system at that crossing. Each highway approach
to every public and private grade crossing within a new Quiet Zone
must have an advance warning sign that advises motorists that train
horns are not sounded at the crossing. In addition, the installation
of one of several FRA approved Supplemental Safety Measures or Alternate
Safety Measures may be required at all or some grade crossings within
the Quiet Zone.
What is a Quiet Zone?
A "Quiet Zone" is a segment of rail line where locomotive
horns are not routinely sounded while the train approaches the public
highway/railroad grade crossings within the corridor. The minimum
length of the quiet zone is ½ mile.
How can a Quiet Zone be established?
The FRA Train Horn Rule permits a Quiet Zone to be established via
the following avenues:
1. The calculated Quiet Zone Risk Index (QZRI) is determined to be
less than the Nationwide Significant Risk Threshold (NSRT). In this
situation, no further improvements or upgrades are necessary at the
crossings within the proposed Quiet Zone.
2. One of several FRA approved Supplemental Safety Measures are installed
at all of the crossings in the proposed Quiet Zone.It is the opinion
of Hanson-Wilson that this is the most direct and safest method to
establish a Quiet Zone.
3. One of several FRA Supplemental Safety Measures or Alternate Safety
Measures are installed at some of the crossings in the proposed Quiet
Zone to reduce the Quiet Zone Risk Index (QZRI) below the Nationwide
Significant Risk Threshold (NSRT).
4. One of several FRA Supplemental Safety Measures or Alternate Safety
Measures are installed at some of the crossings in the proposed Quiet
Zone to reduce the Quiet Zone Risk Index (QZRI) below the Corridor
Risk Index with horns.
The FRA has a Quiet Zone Calculator Tool on its website to assist
communities in determining the existing Corridor Risk Index with horns
and the proposed Quiet Zone Risk Index using various safety enhancement
options and crossing upgrade scenarios.
What is the Quiet Zone Risk Index?
The Quiet Zone Risk Index is a measure of risk to the motoring public
in the Quiet Zone and reflects the increased risk due to silencing
of the train horn and the reduced risk due to the implementation of
Supplemental Safety Measures or Alternate Safety Measures.
What is the Nationwide Significant Risk Threshold
(NSRT)?
The Nationwide Significant Risk Threshold is a measure of risk that
reflects the average nationwide level of risk at public grade crossings
equipped with flashers and gates and where train horns are sounded.
What is the Corridor Risk Index with horns?
The Corridor Risk Index with horns is a measure of risk to the motoring
public and reflects the risk if the train horn was sounded at each
grade crossing in the Quiet Zone.
Once a Quiet Zone has been created, can its quiet
zone status be lost?
It depends. A Quiet Zone can remain in effect, without FRA annual
monitoring, if it was created by installing one of the approved Supplemental
Safety Measures at each and every grade crossing in the proposed Quiet
Zone. However, if the quiet zone was established by reducing the QZRI
to below the NSRT, then the quiet zone will be subject to annual review
by the FRA. The QZRI will increase if there are accidents at the crossings
within the Quiet Zone. The NSRT can also fluctuate. If the annual
FRA review determines that the QZRI is above the NSRT then the public
authority will have to take additional steps, and may incur additional
costs to lower the QZRI sufficiently to maintain the quiet zone. In
addition, the FRA may review the status of any quiet zone at any time.
What are Supplemental Safety Measures?
Supplemental Safety Measures (SSMs) is a safety system or procedure
that is provided by the Public Authority and determined by the FRA
to be an effective substitute for the locomotive horn. The FRA Supplemental
Safety Measures that will allow the silencing of the locomotive horn
with the Quiet Zone include the following:
· Paired one-way streets with full closure gates.
· Median barriers in combination with two-quadrant gates,
· Four-quadrant gates,
· Permanent crossing closure
· Temporary crossing closure (during night hours).
Tell me more about Paired One-way Streets?
The Paired One-way Streets option involves full closure gates that
completely block all approach lanes to the crossing. The gate arm,
in the horizontal position, must extend across the road to within
1-foot of the far edge of pavement if one gate is used. In this situation,
the edge of the road opposite the gate mechanism must have a barrier
curb to prevent motorists from veering onto the shoulder and driving
around the descended gate.
If two gates are used, one on each side of the road as shown on this
schematic, the ends of the gate arms in the down position must leave
a gap of no more than 2-feet from each other. The FRA also proposes
that the Paired One-Way Street Option include constant warning time
circuitry and signs alerting motorist that the train horn does not
sound.
Tell me more about Median Barriers?
Many grade crossing accidents occur when queued motorists pull out
of their lane and attempt to drive around the lowered gates.
A "Channelization Device" or median barriers in combination
with two-quadrant gates are intended to constrain vehicles to wait
in their lane until the train passes through the grade crossing. The
line of median barriers begins at the end of the railroad gate when
in its horizontal position, thus obstructing the gate runaround scenario.
The FRA recommended length of the line of median barriers is 100 feet,
with 60 feet minimum. Therefore, median barriers will impact traffic
maneuverability to and from business entrances or driveways if they
are located in the near vicinity of the grade crossing. In order for
Median Barriers to work, these entrances must be closed, relocated
or converted to "right-in, right-out". Median barriers are
relatively inexpensive as compared to other safety enhancement options.
Surface-mounted tubular delineators are not allowed by themselves.
Vertical panels or tubular delineators must be mounted on the raised
longitudinal channelizer. The FRA recommended minimum height of the
raised channelizers is 4 inches
Tell me more about Four Quadrant Gates?
Four quadrant gates are intended to completely block all road lanes
on both sides of the tracks at the grade crossing and thus eliminate
the gate runaround scenario. They are effective in preventing accidents
by effectively sealing the crossing from vehicles However, slow moving
vehicles could conceivably trap in the railroad zone after the gates
descend. Vehicle Presence Detectors (VPD) are often installed that
sense the presence of slow moving vehicles to keep the "supplemental"
exit gate arms in the vertical position until all vehicles have cleared
the track crossing area. The FRA also proposes that four quadrant
gates include constant warning time circuitry and signs alerting motorists
that the train horn does not sound. The cost for a four-quadrant gate
system is relatively expensive compared with other SSM options. Furthermore,
the Railroads have issues regarding the additional maintenance costs,
especially maintenance of the Vehicle Presence Detector system.
Tell me more about Permanent Crossing Closure?
Barricades and signs are used for closure of the roadway on both sides
of the track(s) to prevent crossing use by both highway and pedestrian
traffic. The closure system must be tamper and vandal resistant.
Tell me more about Temporary Crossing Closure?
The temporary closing of the crossing during the same period every
24 hours will allow the locomotive engineer to silence the train horn
during the period when the crossing is closed. This SSM results in
a Partial Quiet Zone. A Partial Quiet Zone is when the train horn
is not routinely sounded at public crossings for a specified period
of time each day. When the crossing is physically closed by barriers,
a relay automatically activates a "crossing closed" signal
that confirms to the locomotive engineer that the crossing is closed.
As long as the locomotive engineer can see the "crossing closed"
confirmation signal, he will not be required to sound the train horn.
This photo shows the locking gates and crossing closed signal used
at a temporary closure crossing in Fort Leavenworth, Kansas. The Army
is responsible for locking the gates at night. The trains are instructed
to whistle unless the see the "crossing closed" confirmation
signal activated. The confirmation signal does not require interconnection
into the crossing signals or track wayside signals. This system was
designed by Railroads Controls Limited.
What are Alternate Safety Measures?
Alternate Safety Measures (ASMs) are safety systems or procedures,
other than a Supplemental Safety Measures, that are provided by the
Public Authority and after review and analysis by the FRA are determined
to be an effective substitute for the locomotive horn. Examples of
Alternate Safety Measures are:
· Supplemental Safety Measures that do not fully comply with
the FRA requirements;
· Programmed Law Enforcement;
· Public Education and Awareness; and
· Video enforcement
Programmed Law Enforcement involves the ongoing measurable monitoring
and traffic law enforcement of the crossings within the quiet zone.
Public Education and Awareness is directed at the vehicle drivers
and pedestrians within the community to emphasize the risks associated
with grade crossings.
Video Enforcement involves the installation of video equipment at
the grade crossing that monitors the vehicle traffic flow and records
traffic violations. The surveillance system is intended to be constant
but the camera only activates and records an event when a violation
is detected. Although video enforcement may discourage motorists who
may consider driving around the railroad gates it can not physically
prevent accidents at crossings because it does not provide any complimentary
protection to compensate for the elimination of the train horn warning,
which is what Supplemental Safety Measures provide. Video enforcement
is an "after the fact" safety enhancement option. Public
awareness efforts are therefore critical to the success of Video Enforcement.
The public must be informed that violations will result in penalties.
Although local driver responsibility may improve due to the awareness
of video enforcement, out of town vehicle behavior may be at risk.
There is also the concern that a judge may not accept video enforcement
to convict errant drivers. Without court enforcement, this alternative
would fail to provide the intended safety enhancement. It is also
noted that video equipment requires continuous monitoring and ongoing
maintenance by the road authority.
How do Automated Train Horns fit into the mix?
The FRA Interim Train Horn Rule allows Automated Train Horns (Wayside
horns) to be used in place of locomotive horns at individual or multiple
at-grade crossings, including those within quiet zones. The wayside
horn is a stationary horn located at a highway-rail grade crossing,
designed to provide audible warning to oncoming motorists of the approach
of a train. The wayside horn is considered as a one-for-one substitute
for the train horn. The crossing must be equipped with flashing lights
and gates. Wayside Horns have been classified by the FHWA as a traffic
control device for inclusion in the Manual on Uniform Traffic Control
Devices (MUTCD).
Tell me more about Wayside Horns?
Wayside Horns are mounted on poles at the crossing and emit a louder,
longer and more consistent audible alarm than the conventional train
horn when the train is ¼ mile from the crossing. The following
table developed by Railroad Controls Limited, the manufacturer of
the ATH equipment, illustrates the sound levels for a motorist at
varying distances from a grade crossing when the train is ¼
mile from the crossing.
The Wayside Horn sound is directed right toward motorists and pedestrians
on the roadway. Wayside Horns typically provide a minimum of 25 to
30 seconds of audible warning. The FRA requires that Wayside Horns
provide a minimum of 92 and maximum of 110 dB(A) when measured 100
feet from the centerline of the nearest track. Wayside Horns are designed
to sound like a train horn. The circuit control board, upon receipt
of the signal from the railroad's signal house, cycles through the
standard railroad whistle pattern of two long blasts and one short
blast followed by another long blast. This pattern continues until
the train reaches the crossing and then the Wayside Horns stop sounding.
When the train activates the crossing signal system, the Wayside Horns
are activated. The horn confirmation signal is activated if the speaker
located in the horn detects the alarm sound at the required decibel
level. As long as the locomotive engineer can see the horn confirmation
signal, he will not be required to sound the train horn unless he
detects some type of emergency. If the locomotive engineer can not
see the horn confirmation signal at the crossing, he is instructed
to sound the train horn.
The following photos show the automated train horns, horn confirmation
signal and master controller mounted on the same pole.
What is the comparative noise footprint of the conventional
locomotive horn vs. Wayside Horns?
It is estimated the noise from ATHs impact less than 10% of the area
impacted by the noise from a conventional locomotive horn. The following
schematics, developed by Railroad Controls Limited, indicate the comparative
noise footprint of the area impacted by the sound of the conventional
locomotive horn vs. the ATH.
The noise intensity of Wayside Horns does not ramp up as the train
approaches the crossing and the "Doppler Effect" of the
conventional locomotive horn is missing. The public is therefore not
able to conclude from which direction the train is approaching upon
hearing the train alarm. However, safety experts acknowledge that
often the public does not know from which direction the train is approaching
with the conventional locomotive horn because either the vehicle windows
are up, the car radio is on or people are not paying that close of
attention.
What other steps must the community take to achieve
a Quiet Zone that satisfies the requirements of the FRA Rule?
1. The Public Authority must provide a Notice of Intent to
create a Quiet Zone. This notification must be sent via certified
mail, return receipt requested, to all railroads operating over the
crossings in the proposed Quiet Zone, to the State Agency responsible
for roadway safety and to the the State Agency responsible for grade
crossing safety. The purpose of this Notice of Intent is to
provide an opportunity for the railroads and State agencies to provide
comments and recommendations to the public authority as it plans the
Quiet Zone. The railroads and State agencies will have 60 days to
provide these comments to the public authority.
The Notice of Intent must include the following information:
- List of all public, private and pedestrian crossings in the
proposed Quiet Zone. The crossings should be identified by its
number in the National Highway-Rail Crossing Inventory as well
as by name.
- The time period when restriction would be placed on the routine
sounding of the locomotive horn (i.e. 24 hours per day or during
night time hours).
- Brief explanation of the plan for achieving the Quiet Zone including
the implementation of the specific type of SSMs or ASMs.
- Name and address of the person in the Public Authority which
will act as the point of contact.
- List of all parties that will receive the Notice of Intent.
2. A complete and accurate Grade Crossing Inventory Form must be on
file with the FRA to reflect the current conditions for each public,
private or pedestrian crossing in the proposed Quiet Zone.
3. A Diagnostic Team Meeting must be held to recommend safety treatments
at pedestrian crossings if they will exist within the Quiet Zone.
What does Hanson-Wilson bring to the table?
The FRA has provided various safety enhancement options to silence
or mitigate train horn noise. Each of these options will be more or
less appropriate based on the unique situation in each specific community.
Hanson-Wilson clearly understands the FRA Train Horn Rule and the
quality of life and safety implications for both communities and railroads.
Our past experience will benefit both communities and railroads through
the Quiet Zone implementation process. We have staff with the unique
ability to understand issues from both the community and railroad
perspective resulting in the ability to develop win-win solutions.
We understand the advantages and disadvantages of the various Supplemental
Safety Measures and Wayside Horns and can provide an expert recommendation
for a specific situation.
What can Hanson-Wilson do to help our community
achieve a Quiet Zone or mitigate train horn noise?
Hanson-Wilson will:
· Analyze the various grade crossings in your town, perform
a cost benefit analysis and recommend the optimal arrangement of FRA
approved safety options that will achieve train horn relief, without
compromising grade crossing safety, based on your town's objectives,
priorities and budget;
· Represent your community during the Diagnostic Team Meeting
process;
· Navigate your train horn project through the regulatory approval
process;
· Prepare design drawings and specifications for construction
purposes; and
· Provide construction support services to insure that the
safety options are properly installed so that train horn relief is
successfully achieved on time and on budget.
What can Hanson-Wilson do to help our railroad respond
to the requests of communities that desire to obtain Quiet Zones or
achieve train horn noise mitigation?
Hanson-Wilson will:
· Represent the railroad during the Quiet Zone development
process so that your interests are protected;
· Provide guidance to communities and public agencies so that
grade crossing safety is not compromised, railroad accident liability
is not increased and railroad maintenance costs are not increased;
· Represent your railroad during the Diagnostic Team Meeting
process;
· Review design drawings and specifications so that grade crossing
safety is not compromised.
Who should I contact at Hanson-Wilson to discuss
our Train Horn issues?
Darryl Cain, P.E.
Hanson-Wilson, Inc.
903 East 104th Street, Suite 250
Kansas City, MO 64131
816.701.3128
dcain@hansonwilson.com
John Redden, P.E.
Hanson-Wilson, Inc.
1001 E. 101st Terrace, Suite 250
Kansas City, MO 64131
816.941.2178
jredden@hansonwilson.com
Relevant Links
The Federal Railroad
Administration
Railroad
Controls Limited
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COPYRIGHT
2005 © HANSON-WILSON INC.