INDOT Traffic Safety administers the federal aid rail-highway crossing program which is authorized by United States Code Title 23, Section 130. The goal of this safety fund, commonly referred to as Section 130, is to improve the safety of the most hazardous public rail-highway crossings in Indiana. Overall, safety at rail-highway crossings has been improved by projects funded with Section 130 assistance. Since 1975, the number of crashes at public rail-highway crossings in Indiana has declined.

Section 130 funds are typically used to install train-activated warning bells, flashing lights, and gates at rail-highway crossings on the state or local highway system. Section 130 funds cannot be used at private rail-highway crossings.

Typical rail-highway crossing upgrades using Section 130 funds mostly fall into two categories:

1. With existing passive protection (such as cross bucks and/or stop signs) at the crossing, a safety project would install train-activated warning devices such as warning bells, flashing lights, overhead cantilevers with flashing lights, and gates.
2. With existing train-activated protection (such as flashing lights and/or gates), a safety project could upgrade the existing signal equipment, add four-quadrant gates, install an overhead cantilever with flashing lights, upgrade circuitry to add constant warning time, or other enhancements to improve safety at the rail-highway crossing.

Section 130 improvements require no matching funds by local government authorities. With the current level of federal funding, the number of Section 130 crossing upgrades in Indiana is about 20-25 crossings per year.

A hazard index for each public rail-highway crossing in the state is calculated annually using Federal Railroad Administration (FRA) formulas and guidelines. The Railroad-Highway Grade Crossing Handbook – Revised Second Edition (the handbook) is used as a basis for the hazard index calculation and is a single reference document based on the prevailing and best practices as well as adopted standards relative to rail-highway crossings. The guidelines and alternative improvements presented in the handbook are primarily those that have proved effective and are accepted nationwide.

A rail-highway crossing is unique in that it constitutes the intersection of two very different transportation modes. The hazard index is a measure of the potential for crashes (or predicted number of crashes per year) at the rail-highway crossing. The FRA safety database serves as the source of information for train traffic and accident history at all crossings. The hazard index is based on many factors including the number trains and vehicles at the crossing, the number of main tracks, is the road surface type, maximum train speed, and the number of highway lanes.

Because the FRA safety data cannot describe the precise characteristics of each crossing, such as sight distances, the calculation of predicted accident rates is improved by the addition of actual accident experience at a rail-highway crossing. The predicted accident rate is calculated using the factors above and the result is then multiplied by a factor containing the actual accident experience (usually the crash rate over a five year period). The final hazard index is obtained after applying a normalizing constant. The normalizing constant correlates the accident prediction formulas with actual crash rates on a nationwide basis. This Accident prediction and resource allocation procedure normalizing constant is provided by the FRA.

The hazard index is used to compare the crash potential (predicted number of crashes per year) of one crossing to another in a consistent manner. Crossings with the highest hazard index value are studied in detail. In order to gauge effectiveness of likely countermeasures, crossings selected for improvement are analyzed based upon seven decision criteria to generate a final score or ranking. The seven decision criteria applied are the hazard index, type of improvement selected, type of protection already on the rail corridor, the type of development near the rail-highway crossing, motorist expectancy with regards to train movements, the type of highway, and finally the public or local authority interest or comments on safety of the rail-highway crossing. The seven decision criteria allows INDOT to incorporate the concerns of local officials, new development issues (such change of traffic patterns), and rail corridor projects into the project selection process.

Unlike most other federal highway funds, local agencies cannot request Section 130 funds. However, comments regarding the safety performance of any public rail-highway crossing are welcome and the comments may be addressed directly to the local INDOT District rail-utility coordinator. The comments will then be forwarded to the Office of Traffic Safety. The comments will be reviewed during the annual project selection process as part of the seven decision criteria.

The hazard index is the primary initial factor used to rank and select Section 130 projects. The final ranking is based on scoring of the seven decision criteria. Certain rail corridors might be identified as needing upgrades based on increasing rail traffic. Projects for the highest ranked locations are funded, limited by the total amount available in each fiscal year. If funded, the selected locations are programmed for project development and most can be constructed within 18 months after they are programmed.

Local government agencies are allowed to fund and improve the crossing protection at public rail-highway crossings under their jurisdiction at any time. There is a common misconception that because the INDOT Office of Traffic Safety administers the Section 130 federal funds, it is therefore responsible for funding all rail-highway crossing safety improvements. Local government agencies should note that the Section 130 funds are used only to address the most critical needs statewide. Local safety concerns and knowledge are very important and there is nothing in Indiana law that prohibits a county, city, or town with jurisdiction over a crossing from funding safety improvements on their own. Local agencies are encouraged to initiate projects for crossing safety improvements using locally available highway safety funding or funds from any other source.

Since INDOT can only fund 20-25 Section 130 crossing improvement projects a year and there are more than 6,000 public rail-highway crossings statewide, local agencies should not wait for INDOT’s funding involvement. The owner of the road at the crossing -- be it the state, the county, or a local municipality -- has the responsibility for deciding what warning devices rail-highway crossings should have and for paying the installation costs.
INDOT also has a program that can assist with funding of passive warning improvements. These funds are administered by the INDOT Railroad Office.

If a local agency wishes to fund a rail safety improvement project at a public rail-highway crossing using their own funds, the INDOT Office of Traffic Safety, INDOT District rail-utility coordinators and INDOT Railroad Office (located within the Division of Local Programs) can assist with developing the project. 

The INDOT Rail Office should be contacted to assist in drafting agreements with the affected railroad when initiating a local rail-highway safety project. INDOT must review the project to insure that it meets all of the necessary requirements under Indiana Code and State of Indiana Special Provisions for Installation of Active Warning Devices at Highway-Railway Grade Crossings, revised March 6, 1997.

Related Links

• INDOT Railroad Office

Contact Information

Kevin Knoke
Rail/ Highway Safety Engineer
Office of Traffic Safety
Indiana Department of Transportation
100 N. Senate Ave. IGCN 955
Indianapolis, IN 46204
317-233-3944
kknoke@indot.in.gov