Light Rail Vehicle Collisions with Vehicles at Signalized Intersections

28segment in 2004. The LRV icon flashes when the trainis approaching.• All-red signal phase. The Gold Line opened in July 2003and runs 13.7 miles from downtown Los Angeles toPasadena. Only about 3 ⁄4 of a mile of the Gold Line isstreet running operations. Trains operate at 20 mph andparallel very narrow streets through a residential neighborhood.There are seven signalized intersections, all ofwhich have an all-red phase where the parallel traffic isalso held on red as the train passes through the intersection.LRV-activated train-approaching warning signshave also been installed for the cross-street traffic at theseseven intersections (which is not done on the Blue Line).• Pavement treatment. In locations with side-running operation,drivers on the cross-street approach to the intersectionencroach into the dynamic envelope of the train.To keep drivers back, they enhanced the crosswalkbefore the tracks to make it more noticeable. They used acolored concrete pattern, which has worked well.• Video cameras on trains. LACMTA has video camerasmounted on the windshield of the LRV pointing outward.This allows them to review collisions to determine thecause and to develop appropriate mitigation strategies.• Public outreach and education. LACMTA has maintaineda very active and aggressive public outreach program.They distribute brochures and DVDs at schools,public events, churches, and businesses. They are currentlyplanning to produce two videos: one that addressesthe issue of left-turn collisions with LRVs at signalizedintersections and one that addresses the issue of pedestrianaccidents with LRVs at gated crossings. They arecurrently waiting for funding and expect to complete theproject by December 2008.LACMTA has explored a number of other countermeasuresfor mitigating collisions between LRVs and motorvehicles at signalized intersections. These countermeasuresinclude• In-roadway lights. Recently, LACMTA has been lookingat Houston’s use of in-roadway lights. Although Houstonhas installed in-roadway lights to discourage red-lightrunning on the cross-street approaches to signalizedintersections with LRT (to reduce right-angle collisions),LACMTA is considering using in-roadway lights to discouragemotorists from running red left-turn arrows fromthe left-turn pocket lane. LACMTA plans to speak withthe city to determine if this would be possible and, if so,to develop the specifications for the lights.• Retractable delineators. LACMTA is also awaiting theresults of two different tests of retractable delineators.Houston METRO is testing retractable delineators foruse in the TMC area to delineate to drivers when theyare permitted to be on the tracks to make a left turn. TheMichigan DOT is currently testing a type of retractabledelineator to discourage drivers from driving aroundthe crossing gates at a heavy-rail grade crossing. Again,Los Angeles is considering the use of retractable delineatorsalong the far “limit line” for the left-turn pocket tocreate a physical barrier to discourage drivers from makingillegal left turns. Issues they are considering includereliability, maintenance, breakage, and vandalism, aswell as issues with the city that must be explored.• Rear-view type mirrors. LACMTA looked at using rearviewtype mirrors in left-turn pockets to allow left-turndrivers to view LRVs coming from behind; however,they have not used them to this point for multiple reasons.For example, there is an issue of where to put themirrors. They must be in a position where the drivers cansee in them. At the same time, there is the issue of themirrors being hit by large trucks.MARYLAND TRANSIT ADMINISTRATION—CENTRAL LIGHT RAIL LINEDeployment of MUTCD Light Rail Traffic Control Devices toImprove Safety at At-Grade Light Rail Crossings in Baltimore,Maryland (2005) (20) presents the findings of a light railtraffic safety study performed for a 1.9-mile section of theCentral Light Rail Line along the Howard Street corridor inBaltimore. The primary objective of the study was to examinethe effectiveness of various traffic control devices and positiveguidance measures to minimize the number and severity ofaccidents involving light rail, buses, pedestrians, and othervehicular traffic.The 1.9-mile section of the Central Light Rail Line alongthe Howard Street corridor was constructed within the existingright-of-way on Howard Street, with two parallel tracksthat run along the west side of the street for the majority ofits length (Figure 31). The segment includes 17 non-gatedsignalized intersections. The LRT alignment includes semiexclusivetype b.3 (protected by 6-in. high curbs betweencrossings) and type b.4 (separated by mountable curbs, striping,and/or lane designation). Originally, there was no vehicletraffic allowed along Howard Street; however, in 1997,northbound one-way vehicular traffic was added, resulting ina rise in the rate and number of reported accidents involvingLRVs, motor vehicles, and pedestrians.FIGURE 31 Baltimore’s light rail (Courtesy: Jon Bell).