Railroad Crossing
A railroad crossing includes a turn in a road as the road approaches the railroad, the turn forcing an approaching vehicle to slow down. A impact attenuation zone extends from the turn in the direction of traffic flow so that vehicles failing to make the turn enter a vehicle impact attenuation zone are brought to a stop before coming into the area of danger through which railroad trains traverse.
This invention relates to railroad crossings and in particular to features used to ensure safety at railroad crossings.
Railroad crossings are common throughout the world. Various systems are in use to ensure the safety of vehicle traffic traveling across railroad crossings. Many such systems rely on a mechanical barrier such as a gate across the road to block access by vehicular traffic when a train is approaching the crossing. Other systems rely on warning lights or other signals to inform drivers that a train is approaching. Some crossings have both barriers and warning signals. Such systems present little or no physical attenuation devices to alert vehicular traffic to the impending danger at the crossing. Nor do many present systems provide a passive barrier for the prevention of crossing access by impaired drivers or to drivers traveling at unsafe speeds. Present approaches generally require electrical power and are therefore prone to failure. They may also be costly to install and require significant maintenance. Therefore, there is a need for an improved railroad crossing.
SUMMARY OF THE INVENTIONApproach to an exemplary railroad crossing and progress through it is recognizable by raised, road lane separation discs or otherwise shaped devices, larger (possibly approximately one foot in diameter), in order to distinguish their feel to a motorist driving across them from that of the smaller (approximately four (4) inch diameter) raised road discs and rectangles in use on highways at non-crossing locations. These larger discs or otherwise shaped devices have a gentle, edge slope so as not to create a hazard to traverse. This railroad crossing includes a right angle (ninety (90) degrees) or approximate turn in a road as it approaches the railroad crossing. Extending beyond the end of pavement, at this point, is a ditch or depression, filled to above grade with used wooden railroad ties, which act as an impact attenuation device (vehicle impact attenuation zone) for impaired drivers and vehicles which either did not recognize the crossing approach or were traveling at an unsafe speed approaching the crossing. Beyond the wooden ties, and parallel to the crossing gate (if there is one, or ten (10) feet prior to the tracks otherwise), are cut rails, approximately eight feet long, with four (4) feet embedded into the ground, and approximately four (4) feet above; and spaced approximately two (2) feet apart. Subsequent to the first turn is another right angle (ninety (90) degrees) or approximate turn bringing the approaching vehicle and roadway parallel to the original direction of travel and perpendicular to (or approximately) the railroad tracks. Any vehicle failing to make the first turn enters the vehicle impact attenuation zone and is brought to a stop. The turns are designed so that a vehicle must be going at a safe speed to negotiate the turns (e.g. slow to less than twenty-five (25) miles per hour). The turns prevent a vehicle from crossing the railroad at high speed or without noticing that railroad track is being crossed.
An impact attenuation zone may be formed using railroad ties that are randomly arranged to slow or stop the vehicle. A used and cut rail barrier acts as a final impediment to unsafe crossing of the track. Using expended railroad ties and rails in this way provides a second use for a product that is otherwise creates difficulties in ecological disposal.
Raised discs or other indicators may be placed as lane dividers as the road approaches the railroad crossing, so that drivers are made aware that they are approaching the railroad crossing danger. In one example, the raised discs are a foot in diameter and 2.4 inches high so that they are clearly visible to a driver and cause a vehicle traverse sensation distinct from other road markings.
The turns may be designed so that even a large vehicle such as a school bus can maneuver through the turns without blocking the road. At least a fifty foot zone is provided between the first and second turns and between the second turn and the railroad in certain examples. This would also accommodate a semi-tractor and trailer up to fifty (50) feet combined. A longer approach would need to be constructed for roads that usually accommodate forty five (45) and fifty three (53) foot trailers. Significant modifications would be required for tandem, double bottom, piggy back or triple trailers; probably long, multiple curves.
Crossings which already incorporate barriers such as a gate, warning signs, audible warnings, et cetera, need only be modified to move their locations the approximately fifty (50) feet down the right of way for re-installation.
First turn 112 of
An impact attenuation zone is an area where a vehicle undergoes forced deceleration. Deceleration may be caused by the nature of the surface in the impact attenuation zone. Examples of impact attenuation zones are gravel and inclined runaway truck ramps (escape ramps). Impact attenuation zones may have a gravel or sand surface so that when a vehicle drives onto such a surface, it encounters a resistance to forward travel that causes the vehicle to lose speed rapidly. An impact attenuation zone may have a barrier to prevent any vehicle from continuing through an impact attenuation zone and onto a railway. Examples shown herein contain wooden railroad ties and cut rails; other deceleration and/or attenuation media and/or devices may be utilized.
According to one embodiment of the present invention, an impact attenuation zone such as impact attenuation zone 116 includes railroad ties (sleepers) that are arranged to reduce the speed of a vehicle entering impact attenuation zone 116. The railroad ties may be placed to form a regular or irregular pattern as a deceleration device. For example, ties arranged perpendicularly to the direction of vehicle travel may provide a series of bumps. Alternatively, ties may be arranged in a random manner, in order to markedly reduce the speed of the vehicle. In some cases, ties may be cut into pieces to be used in a deceleration zone. The ties are generally not attached to rails or to each other when they are in a deceleration zone. The size of pieces used may be from full ties to wood chips, or even sawdust. A variety of different sized pieces of railroad ties may be used together in an impact attenuation zone. Ties used for impact attenuation zones are generally old and are available because they have been replaced by new ties. Thus, such ties may be in various states of decay. Generally, the condition of such ties is not critical. Even partially rotten, broken, splintered, cracked or otherwise imperfect ties may be used. An advantage of using ties in this application is that railroads generally have large numbers of old ties available. Such ties may already be located at or near railroad crossings. Disposal of ties may be costly because of transport costs and environmental concerns. In particular, ties are generally treated with chemicals that may cause environmental damage if ties are incorrectly handled. However, by continuing to use them on (or adjacent to) railroad property, environmental concerns may be lessened. Thus, such use is both economically efficient and environmentally friendly. An impact attenuation zone may contain other material in addition to or instead of railroad ties.
Impact attenuation zone 116 of
A railroad crossing such as railroad crossing 100 of
Although the various aspects of the present invention have been described with respect to certain preferred embodiments, it is understood that the invention is entitled to protection within the full scope of the appended claims.
Claims
1. A railroad crossing comprising:
- a road that extends across a railway, the road including a first road portion extending in a first direction;
- a change in road direction at one end of the first road portion; and
- a vehicle impact attenuation zone extending along the first direction from the first portion of the road, the vehicle impact attenuation zone containing one or more railroad ties or portions of railroad ties, arranged at a similar level to the first road portion, the vehicle impact attenuation zone located between the road and the railway or crossing.
2. The railroad crossing of claim 1 further comprising a crossing gate having an open position and a closed position, the crossing gate blocking the road adjacent to the railway when in the closed position.
3. The railroad crossing of claim 1 further comprising surface features on the road that indicate proximity to a railroad crossing.
4. The railroad crossing of claim 1 wherein the railway extends in a second direction that is perpendicular to the first direction.
5. The railroad crossing of claim 1 wherein the railway extends in a second direction, the first and second direction forming an oblique angle.
6. The railroad crossing of claim 1 wherein the change in road direction is a ninety-degree change.
7. The railroad crossing of claim 1 wherein the change in road direction occurs approximately fifty feet from the railway.
8. The railroad crossing of claim 1 further comprising a second portion of the road that extends from the change in direction, at ninety degrees to the first portion, and a third portion of the road that extends from the second portion along the first direction.
9. A method of modifying a railroad crossing between a road that extends in a first direction and a railway that extends in a second direction comprising:
- replacing a portion of the road with a vehicle impact attenuation zone, the vehicle impact attenuation zone extending along the first direction, the vehicle impact attenuation zone including one or more railroad ties or portions of railroad ties; and
- adding a diverted road portion that extends around the vehicle impact attenuation zone, the diverted road portion extending across the railway, the diverted road meeting the road at an angle of greater than thirty degrees.
10. The method of claim 9 wherein the diverted road portion connects portions of the road that are separated by the impact attenuation zone.
11. The method of claim 9 wherein the vehicle impact attenuation zone is on one side of the railroad crossing or track, further comprising forming an additional impact attenuation zone on the opposite side of the railroad crossing or track.
12. The method of claim 9 further comprising forming a plurality of indicators along portions of the road close to the railroad crossing or track.
13. The method of claim 9 wherein the plurality of indicators are raised devices on the surface of the road.
14. The method of claim 9 further comprising forming a gate that blocks traffic on the road from traversing the railway when the gate is closed.
15. A vehicle impact attenuation zone at a road approach to a railroad crossing comprising:
- a plurality of unsecured railroad ties or portions thereof arranged in an area that extends from the road, along a direction of vehicle travel of the road, the area extending from a location where the direction of vehicle travel changes, such that a vehicle failing to change its direction of travel at the location enters the area and continues over the plurality of unsecured railroad ties or portions thereof.
16. The vehicle deceleration zone of claim 15 wherein the vehicle impact attenuation zone extends from the road towards a railway, the road traversing the railway near the vehicle impact attenuation zone.
17. The vehicle impact attenuation zone of claim 15 further comprising a barrier between the area and the railway.
18. The vehicle impact attenuation zone of claim 15 wherein the direction of vehicle travel changes by ninety degrees.
Type: Application
Filed: Feb 5, 2007
Publication Date: Aug 7, 2008
Inventor: Jerome J. Ghigliotti (Novato, CA)
Application Number: 11/671,314
International Classification: B61L 29/00 (20060101);