Crystal, MN Quiet Zone Assessment
Final Report
City of Crystal, Minnesota
March 22, 2016
SRF No. 9084
Introduction
The City of Crystal, Minnesota (the City) is investigating options to improve the safety of atgrade highway-rail crossings and to minimize the impacts of train horn noise throughout the
community. The Federal Railroad Administration’s (FRA’s) Train Horn Rule, issued in June
2005, offers an opportunity to accomplish this objective. The rule specifies the procedures
and actions necessary to establish a train horn quiet zone for at-grade highway-rail crossings.
The City retained the services of SRF Consulting Group, Inc. to conduct a Quiet Zone
Assessment to identify the crossing improvements required for quiet zone implementation.
This report provides a summary of the assessment and includes a proposed crossing
improvement scenario with planning level layouts and construction cost estimates for each
crossing.
Two public crossings were included in this study. Both are vehicular at-grade crossings
located along the CP Paynesville subdivision. These include the crossings at Douglas Drive
and West Broadway Avenue. The crossings, including the U.S. Department of
Transportation crossing identification numbers and the most current average daily traffic
volumes, are summarized below in Table 1. The traffic volumes shown were collected in
June 2015. The locations of the proposed quiet zone crossings are shown in Figure 1.
Table 1.
Proposed Quiet Zone Crossings
Crossing Name
USDOT Crossing ID
Average Daily Traffic
Douglas Drive (County Road 102)
688953S
8,357
West Broadway Avenue (County Road 8)
688952K
7,268
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Figure 1. Proposed Quiet Zone Crossings
Train Horn Rule Background
Minimum Quiet Zone Requirements
At a minimum, each public crossing in a proposed quiet zone must be equipped with entry
gates, flashing lights, and constant warning time (CWT) detectors. It was confirmed by CP
that both of the crossings reviewed in this assessment are equipped with all of these features.
Risk Calculations
The FRA evaluates potential quiet zones using a complex risk prediction and assessment
calculation. The FRA’s online Quiet Zone Calculator is used to calculate the risk index at
each crossing. This risk index is based on a number of conditions such as train volumes and
speed, highway traffic volumes, crossing geometry, and crash history.
The FRA determines the viability of quiet zone implementation by comparing three risk
index values:
•
•
•
QZRI – The Quiet Zone Risk Index is the average of the risk indices for each
crossing in a proposed quiet zone assuming horns are not routinely sounded.
RIWH – The Risk Index With Horns is the average risk index for each crossing
in a proposed quiet zone assuming no additional safety improvements and the
routine sounding of horns.
NSRT – The Nationwide Significant Risk Threshold is the average risk level for
all highway-rail crossings in the United States that are equipped with flashing
lights and gates and at which locomotive horns are routinely sounded. The
NSRT is recalculated annually to reflect existing risk trends. The current value of
the NSRT is 14,347.
The QZRI for a proposed quiet zone is reduced through the implementation of FRAapproved Supplementary Safety measures (SSMs) and/or Alternative Safety Measures
(ASMs). A quiet zone may be implemented when SSMs and/or ASMs have been installed
sufficient to bring the QZRI below either the RIWH or the NSRT.
Reducing Risk below National Average
If the QZRI is reduced below the NSRT alone, the quiet zone may be implemented, but the
FRA will conduct an annual risk review to ensure that the quiet zone improvements still
comply with the Train Horn Rule and that the QZRI is still below the NSRT. If an annual
review finds that the quiet zone no longer qualifies, the public authority is given three years
to install additional improvements to bring the quiet zone back into compliance.
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Reducing Risk below Existing Levels
If the QZRI is reduced below the RIWH using SSMs at every crossing, the quiet zone may
be implemented and the City must provide an update to the FRA every five years stating that
the safety measures implemented to achieve the quiet zone are still in place as proposed. If
the QZRI is reduced below the RIWH without the use of SSMs at every crossing, this
update to the FRA must be provided every three years.
For the crossings in the proposed Crystal Quiet Zone, the RIWH is higher than the NSRT
(17,964 compared to 14,347). Given this, a crossing improvement scenario was developed
sufficient to bring the QZRI below the RIWH threshold.
Types of Crossing Improvements
The FRA has pre-approved a variety of Supplementary Safety Measures (SSMs) to be used to
improve safety at each crossing. These options and their corresponding risk reduction values
are as follows:
•
•
•
•
•
Closure or Grade Separation (100 percent risk reduction)
Four-Quadrant Gates (77-82 percent risk reduction)
Channelization Devices (e.g. Tuff Curb, Qwick Kurb) (75 percent risk reduction)
Non-Traversable Medians (80 percent risk reduction)
One-Way Street (82 percent risk reduction)
Of these improvements, four-quadrant gates and non-traversable medians are the most
commonly used. Channelization devices are also frequently used in place of non-traversable
medians where cost, narrow roadway width, or other roadway conditions must be
considered. However, the channelization devices can be damaged easily during snow
removal operations, necessitating ongoing monitoring and maintenance. Non-traversable
medians and channelization devices must also meet minimum length requirements in order
to be used for full risk reduction credit.
The FRA mandates that medians must extend a minimum of 100 feet from the crossing gate
arm. However, a 60-foot median is also acceptable if a longer median would interfere with
either a public roadway or a commercial driveway. Medians that are shorter than these
standards may still be used, but are considered Alternative Safety Measures (ASMs) and
require the submittal of a Quiet Zone Application to the FRA. Risk reduction for reduced
length medians is applied on a prorated basis.
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Quiet Zone Diagnostic Meeting
As required by the Train Horn Rule, this assessment included an on-site diagnostic meeting
with participation by key representatives from the City of Crystal, Hennepin County, the
FRA, the Minnesota Department of Transportation (MnDOT), and Canadian Pacific (CP)
Railway. The Diagnostic meeting was held on January 7, 2016. The diagnostic meeting
minutes are provided in Appendix A.
Proposed Crossing Improvements
Douglas Drive (688953S)
The crossing at Douglas Drive is equipped with the minimum requirements of gates and
flashing lights. It was confirmed at the January 7, 2016 diagnostic meeting that the crossing
is equipped with Constant Warning Time (CWT) detectors.
Based on comments during the diagnostic meeting, the preferred improvement option at this
crossing is reduced length (ASM) non-traversable medians. The proposed median to the
north of the crossing will be 84 feet long. Proximity to a commercial driveway in the
northwest quadrant prevents the use of a longer median.
The proposed median to the south of the crossing will be 20 feet long. This median length is
limited by both the proximity of 51st Place and the need to maintain the pedestrian crosswalk
from the northwest to the northeast corners of the intersection. The southern median is less
than the 60 feet required for consideration as an SSM improvement. The medians at this
crossing will therefore be considered ASM improvements and require an application to the
FRA.
A layout of the crossing and the proposed improvements is shown in Figure 2. The planning
level construction costs for the improvements at this crossing are estimated at approximately
$35,000. This was calculated using a unit cost of $350 per LF based on previous experience.
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Figure 2. Douglas Drive Proposed Improvements
West Broadway Avenue (688952K)
The crossing at West Broadway Avenue is equipped with the minimum requirements of
gates and flashing lights. It was confirmed at the January 7, 2016 diagnostic meeting that the
crossing is equipped with Constant Warning Time (CWT) detectors.
Based on comments during the diagnostic meeting, the preferred improvement option at this
crossing is reduced length (ASM) non-traversable medians. The proposed median to the
north of the crossing will be 68 feet long. Due to the skewed crossing angle at this location,
an 18-foot portion of the median will extend between the gate arm and the railroad tracks.
Under the requirements of the Train Horn Rule, this segment cannot be used for risk
reduction. Instead, the remaining 50-foot portion of median will be used as the effective
length of this median for the quiet zone risk calculations. A longer median is not possible
due to the proximity of Hanson Court in the northeastern quadrant of the crossing.
The proposed median to the south of the crossing will be 35 feet long. Due to the close
proximity of 51st Place in the southwest quadrant of the intersection, it will be assumed that
no risk reduction credit can be claimed for this median. Both medians are less than the 60
feet required for consideration as an SSM improvement and will therefore considered ASM
improvements and require an application to the FRA.
With the placement of this median, the eastbound to northbound left turn movement will no
longer be allowed at this intersection. All other turning movements will remain open. In
order to allow for a northbound left turn movement, the southern median will not be long
enough to physically prevent motorists from making an eastbound left turn. However, the
placement of the median will make this movement more difficult. Following the standards
and guidance in the Minnesota Manual on Uniform Traffic Control Devices (MUTCD), left
turn movement prohibition signs (R3-2) will be placed on the eastbound approach. One sign
will be placed below the stop sign at the intersection and another will be placed 100-200 feet
in advance of the intersection. Violations of this turning restriction are not anticipated to be
a concern. The City reviewed 12 hours of video footage at this intersection (7 a.m. – 7 p.m.)
and found that only 28 vehicles (9 percent of approach volume) made an eastbound left turn
during this time frame. City police will monitor traffic flow at this intersection and enforce
the turning restriction by issuing warnings and citations as necessary.
Movement Prohibition Sign (R3-2)
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A layout of the crossing and the proposed improvements is shown in Figure 3. The planning
level construction costs for the improvements at this crossing are estimated at approximately
$35,000, based on a unit cost of $350 per LF.
51st Place Raised Median (Pork Chop)
Some members of the diagnostic team recommended the consideration of a pork chop
median on 51st Place to help prevent eastbound traffic from making a left turn onto West
Broadway Avenue. Given that a number of tractor-trailers use this intersection, it is also
important that the turning movements of these heavy vehicles not be negatively impacted by
the addition of this median. Figure 4 displays the geometric extents required to allow tractor
trailers to make both a northbound left turn and an eastbound right turn at this intersection.
Under the current configuration, it will not be possible to install a median that will direct
eastbound traffic into a right-turn while also maintaining the ability of tractor-trailers to
make this turn. The truck turning simulations were completed using a WB-62 design vehicle.
To allow for the pork chop median, it would be necessary to relocate and reconstruct a
portion of the sidewalk, roadway, and curb and gutter in the southwest quadrant of this
intersection. Figure 5 displays a potential layout that incorporates a reconstruction of this
corner. The preliminary cost estimate for this reconstruction work is $50,000, which does
not include any potential right-of-way acquisition costs.
Typical Section
Both Douglas Drive and West Broadway Avenue are four-lane roadways with an overall
width of 52 feet from front of curb to front of curb. They are both County roadways subject
to County State Aid Highway (CSAH) design standards. The addition of a median to these
roadways is subject to State Aid standard 8820.946 Minimum Design Standards, Urban;
Reconditioning Projects. Monolithic medians are proposed for each crossing with a width of
four feet and a height of 8 inches. This exceeds the minimum requirements of 6 inches
specified in the Train Horn Rule. The additional height allows for a small degree of
construction error and provides an opportunity for a pavement overlay in the future without
affecting the effectiveness of the medians. The resulting lane widths are 11.5 feet for the
inside travel lanes and 12.5 feet for the outside travel lanes. The existing and proposed
typical sections are displayed in Figure 6.
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Figure 3. Broadway Avenue Proposed Improvements
Figure 6. Roadway Typical Section
Summary of Proposed Improvements
A summary of the proposed improvements is displayed in Table 2 below. After further
coordination with the City of Crystal Fire and Police departments, it was determined that the
previously discussed option of the pork chop median on 51st Place at West Broadway
Avenue would impede the movement of emergency vehicles through this area. Therefore,
the proposed improvements at this crossing do not include this option. The combined
estimated cost of the proposed improvements (excluding potential right-of-way acquisition
costs) is $70,000.
Table 2.
Proposed Crystal Quiet Zone Improvements
Crossing Name
Proposed Improvement
Preliminary
Cost Estimate
Douglas Drive
- 84’ Non-traversable median north of crossing
- 30’ Non-traversable median south of crossing
$35,000
West Broadway Avenue
(County Road 8)
- 68’ Non-traversable median north of crossing
- 35’ Non-traversable median south of crossing
$35,000
TOTAL
$70,000
Quiet Zone Risk Calculations
The existing Quiet Zone Risk Index (QZRI) for the Douglas Drive and West Broadway
Avenue crossings is 35,170, compared to a Risk Index With Horns (RIWH) of 21,085. The
implementation of the improvements for each crossing noted above will reduce the QZRI to
18,743, allowing the implementation of a quiet zone. The FRA risk calculation inputs and
worksheets are provided in Appendix B.
Next Steps and Implementation Timeline
The first step in the quiet zone implementation process is the submittal of a Quiet Zone
Notice of Intent (NOI) to the FRA, CP, MnDOT, Hennepin County, and any other
applicable stakeholders. All recipients of the NOI are allowed 60 days to provide comments.
The proposed improvements described above include the use of ASM improvements. When
ASM improvements are used, a Quiet Zone Application must be submitted to the FRA
following the NOI 60-day comment period. The Application is subject to a 60-day comment
period for all stakeholders and must then be approved by the FRA. Based on prior
experience, it is estimated that this process will take six to nine months to complete.
Once the Quiet Zone Application has been approved, the City may begin construction of
the proposed crossing improvements. The City must also install advance warning signs and
pavement markings conforming to the Manual on Uniform Traffic Control Devices
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(MUTCD) standards, including the installation of “No Train Horn” signs to notify the
public that train horns will no longer routinely sound at these crossings.
Once these improvements have been constructed, the City must then submit a Quiet Zone
Notice of Establishment (NOE) to the FRA and all applicable stakeholders. The railroad
must cease the routine sounding of horns 21 days after the submittal of the NOE. The City
will be required to provide an update to the FRA every three years confirming that the
improvements proposed in the Notice of Establishment are still in place and functional. The
FRA will inform the City when these updates are required.
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Appendix A: Diagnostic Meeting Minutes
SRF No.9084
CRYSTAL, MN
QUIET ZONE DIAGNOSTIC MEETING
MEETING MINUTES
January 7, 2015
ATTENDEES:
John Sutter, City of Crystal
Mark Ray, City of Crystal
Joe Gladke, Hennepin County
Jim Weatherhead, MnDOT
Tom Domres, FRA
Tammy Wagner, FRA
Jim H. Krieger, CP
Chris Ryan, SRF Consulting
Michael Palermo, SRF Consulting
The diagnostic meeting participants, including representatives from the City of Crystal, the Federal
Railroad Administration (FRA), Hennepin County, Canadian Pacific (CP), and the Minnesota
Department of Transportation (MnDOT), met at City of Crystal Public Works Building to discuss
the steps necessary to implement a quiet zone in the City of Crystal under the FRA’s Train Horn
Rule. A copy of the sign-in sheet with contact information is provided as an attachment.
The meeting began with introductions and a brief project overview. The purpose of the meeting
was to investigate and gather input on the various Supplemental Safety Measure (SSM) and
Alternative Safety Measure (ASM) options available at each crossing in the proposed quiet zone.
The quiet zone diagnostic meeting is also an opportunity to identify any other concerns or issues
related to the crossings such as safety, traffic operations, etc.
Two public crossings, located along the Canadian National Railroad at West Broadway Avenue
and Douglas Drive were identified for review. Meeting packets were distributed to the diagnostic
team. The packets included the following materials:
1. 8.5x11 aerial map showing the locations of the railroad and proposed quiet zone crossings
2. 8.5x11 aerial maps showing the layout of each crossing
3. United States Department of Transportation (USDOT) grade crossing inventory forms for
each of the crossings
4. A blank evaluation sheet for the diagnostic team members to document their preferred
SSM/ASM improvement options and other field notes
FRA crash reports for both of the crossings were also collected. The FRA’s risk calculation
formulas consider only crashes occurring within a five-year timeframe. SRF explained that each
crossing meets the minimum quiet zone requirements of gates, lights, and constant warning time
(CWT) detection. The FRA Inventory Form indicated motion detector circuitry. However, CWT
was confirmed on site to be installed at both crossings.
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Crystal, MN Quiet Zone
Diagnostic Team Meeting Minutes
Page 2
A summary of the notes, discussion items, and recommended improvements for each crossing is
provided in the tables on the following pages. General comments from the meeting that apply to
all crossings are as follows:
1. The U.S. DOT Crossing Inventory Form was corrected. The maximum time table speed is
25 MPH not 15 MPH. There are 24 trains running on the line with 12 during the day and
12 at night.
2. The City of Crystal asked if the rear train speed was an issue as opposed to the head of the
train. It was clarified that the current standards for the area do not allow an increase of
speed until the rear of the train crosses the switch. From a quiet zone perspective only the
head speed is important.
3. Either channelization devices or non-traversable medians were identified as the preferred
crossing improvement type for these crossing. Other improvement options were discussed
but determined to be unsuitable or undesirable.
a. In the case of non-traversable medians, the diagnostic team recommended a height
of eight to ten inches rather than the required six. If any portion of the median is
found to be less than six inches, the median will not be compliant with the Train
Horn Rule. The extra height allows for some degree of contractor error and provides
space for a roadway overlay without affecting the effectiveness of the medians.
The next steps of the quiet zone implementation process were also reviewed. Following the
diagnostic meeting, CN and the City will work to identify the appropriate crossing improvements
at each crossing necessary to qualify for a quiet zone. If the quiet zone moves forward, a Notice of
Intent will be submitted to all stakeholders providing an overview of the proposed improvements.
This notice is subject to a 60-day review period. Due to the close proximity of public roadways at
some of the crossings, it is anticipated that ASM crossing improvements will be used, requiring
the submittal of a Quiet Zone Application to the FRA. This application must be reviewed by the
FRA’s Railroad Safety Board and the processing time is currently estimated at six to nine months.
Construction of the improvements typically occurs following FRA approval of this application.
Construction may occur prior to approval, but any modifications required by the FRA would need
to be incorporated. Once the Quiet Zone Application is approved and the crossing improvements
are installed, a Notice of Quiet Zone Establishment will be submitted to all stakeholders. The quiet
zone will go into effect 21 days after this notice.
Crystal, MN Quiet Zone
Diagnostic Team Meeting Minutes
Page 3
West Broadway Avenue
•
•
•
•
•
ASMs:
SSMs:
Crossing Improvement Options (Rank Top 3):
2 4-Quadrant Gate
Non-Traversable Medians
Channelized Delineators
Wayside Horns
Closure
One-Way Streets
Notes:
FRA Crossing ID:
FRA Crossing ID:
ASMs:
SSMs:
Crossing Improvement Options (Rank Top 3):
4-Quadrant Gate
Non-Traversable Medians
Channelized Delineators
Wayside Horns
Closure
One-Way Streets
Notes:
•
No
Treatment
Crossing was confirmed to have CWT.
North side of the crossing would allow for 68’ median before a commercial access.
A left-in, right-in-right-out is suggested for 51st Place due to the skewed crossing. This will
prevent drivers from turning from 51st Place (EB to NB) to circumvent the gates.
A median is proposed south of the crossing to provide additional safety benefits while
still providing westbound access to 51st Place.
If left turn mitigation cannot be achieved with a ¾ median restriction, MnDOT
recommends that 4-Quadrant gates be installed at the West Broadway Crossing.
Douglas Drive
•
•
•
3-Quadrant Gate
1 Reduced Length Non-Traversable Medians
Reduced Length Channelized Delineators
Other (Describe):
688952K
3-Quadrant Gate
1 Reduced Length Non-Traversable Medians
Reduced Length Channelized Delineators
Other (Describe):
688953S
No
Treatment
Crossing was confirmed to have CWT.
North side of the crossing would allow for 84’ median before a commercial access.
South side of the crossing would allow for 31’ median/channelized device due to the
proximity of 51st Place. This length qualifies only as an ASM, requiring a Quiet Zone
Application.
MnDOT noted that they will be reconstructing the crossing in 2017. It will follow the
current layout.
Appendix B: Risk Calculation Worksheets
2/2/2016
FRA ­ Quiet Zone Calculator
Print This Page
Home | Help | Contact | logoff [email protected]
Cancel Create New Zone
Change Scenario: CRYSTAL_ M_47206
Pre­SSM
Continue SSM Risk
Crossing
Street
Traffic Warning Device
688952K
W BROADWAY AVE
7268 Gates
0
0
35,056.01
MODIFY
688953S
DOUGLAS DRIVE
8357 Gates
0
0
35,283.95
MODIFY
Manage Existing Zones
Log Off
Summary
* Only Public At Grade Crossings are listed.
Click for Supplementary Safety Measures
[SSM]
Step by Step Instructions:
Click for ASM spreadsheet: ASM * Note:The use of
ASMs requires an application to and approval from the FRA.
Step 1: To specify New Warning
Device (For Pre­Rule Quiet Zone Only)
and/or SSM, click the MODIFY Button Proposed Quiet Zone:
CRYSTAL_ MN
Type:
New 24­hour QZ
Scenario:
CRYSTAL_ M_47206
Estimated Total Cost:
$0.00
Nationwide Significant Risk
Threshold:
14347 .00
Risk Index with Horns:
21085.12
Quiet Zone Risk Index:
35169.98
Step 2: Select proposed warning
device or SSM. Then click the UPDATE
button.To generate a spreadsheet of
the values on this page, click on ASM
button—This spreadsheet can then be
used for ASM calculations.
Step 3: Repeat Step (2) until the
SELECT button is shown at the
bottom right side of this page. Note
that the SELECT button is shown
ONLY when the Quiet Zone Risk Index
falls below the NSRT or the Risk Index
with Horn.
Step 4: To save the scenario and continue, click the SELECT button https://safetydata.fra.dot.gov/quiet/myzone_2.aspx?zoneid=37699
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Crystal, MN Quiet Zone
ASM Risk Calculation Worksheet
ASM Median Improvements
ZoneID SenarioID Crossing
37665
47172 688952K
37665
47172 688953S
Street
W BROADWAY AVE
DOUGLAS DRIVE
Eff. of Eff. of
new
SSM
WarningD
PreSSM
evice
SSM PreSSM
RiskIndex
Gates
0
0
35,056
Gates
0
0
35,284
-
Average
Crossing
W BROADWAY AVE
DOUGLAS DRIVE
Improvements
50' median north; 0' median south
84' median north; 20' median south
-
Eff. of
RIWH w/PreRIWH w/Pre- New
SSMs
Pre-ASM eff ASMs
ASM
RIWH
21,017
21,153
21,017
21,153
21,085
21,085
Effectiveness Calculation
0.8 * AVERAGE(50/60, 0/60)
0.8 * AVERAGE(84/84, 20/60)
0
0
21,017
21,153
0.333
0.533
21,085
Final Risk
Index
23,371
16,466
19,919
NSRT
RIWH
QZRI
13,347
21,085
19,919