Appendixes to TCRP RRD 84: Audible Signals for Pedestrian Safety in LRT Environments (2007)

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Appendix B Summary of Transit System Survey Annex 1 Transit System Questionnaire Annex 2 Summary of Completed Transit System Surveys

SUMMARY OF TRANSIT SYSTEM SURVEY (PREPARED JULY 2004) INTRODUCTION AND SUMMARY This report summarizes the results of the survey of transit systems (Task 2) conducted by the KORVE Team for TCRP Project D-10, Audible Signals for Pedestrian Safety in LRT Environments. The purpose of this survey is to gather information regarding operating procedures relating to pedestrian safety and audible warning devices on LRT systems across North America. This information will be incorporated into the upcoming State of the Practice Report. In addition, the accident data collected as part of this survey will be used for Task 3, Evaluation of the Effectiveness of Audible Warning Devices Based on Historical Data. The survey was generated by the KORVE Team with feedback from the TCRP panel. The survey included questions relating to: ƒ Alignment type and route miles, ƒ Operating procedures (headways, frequency, consist, etc), ƒ Types, sound level, and use of audible warnings, ƒ Grade crossings design, ƒ Community noise impacts, ƒ New or innovative approaches to audible warnings and pedestrian safety, and ƒ Pedestrian accident data. Surveys were sent to 17 transit agencies, including 15 in the United States and 2 in Canada. A total of 11 agencies responded. A list of agencies receiving and responding to the survey is included in Table 1. After reviewing the surveys, the KORVE Team contacted agencies to ask follow-up questions and get more detailed information about operating conditions, grade crossing equipment, and procedures for using audible warnings. Agencies were contacted when there were unclear or incomplete responses to questions and when the agency indicated that they have considered or implemented some unique means of improving pedestrian safety and/or minimizing community noise impacts through audible warning devices. Some of the most useful information was obtained during these telephone conversations. Key findings from the transit agency surveys and follow-up discussions include: 1. Agencies need flexibility in order to adjust standard procedures to fit local conditions. 2. Operating procedures and equipment are fairly consistent between agencies in the U.S. and Canada. 3. There are only a few LRT-specific standards that address pedestrian safety using audible warnings. 4. The steps that have been taken by agencies to address community complaints associated with audible warnings are not ground-breaking; however, these steps illustrate that relatively minor modifications can be very effective at reducing community annoyance from audible warnings without compromising pedestrian safety. The remainder of this report includes: (1) an overview of conclusions from the system surveys, (2) discussions of some innovative approaches to address pedestrian safety and community noise issues, and (3) tables summarizing key data from the surveys. A copy of the survey is included as Annex 1 to this appendix. Detailed agency responses are included as Annex 2.

Table 1. Summary of Transit Agency Surveys Response Transit Agency Location Yes No Los Angeles County Metropolitan Transportation Authority (Metro) Los Angeles, CA 9 Sacramento Regional Transit District (Sac RT) Sacramento, CA 9 San Diego Trolley, Inc. San Diego, CA 9 San Francisco Municipal Railway (MUNI) San Francisco, CA 9 Santa Clara Valley Transportation Authority (VTA) San Jose, CA 9 TRIMET Portland, OR 9 Maryland Mass Transit Administration (MD MTA) Baltimore, MD 9 Massachusetts Bay Transportation Authority (MBTA) Boston, MA 9 Houston Metro Houston, TX 9 Niagara Frontier Transportation Authority Buffalo, NY 9 Calgary Transit (Calgary) Calgary, Alberta, Canada 9 Denver Regional Transit District (RTD) Denver, CO 9 Edmonton Transit System (Edmonton) Edmonton, Alberta, Canada 9 Dallas Area Rapid Transit (BART) Dallas, TX 9 Bi-State Metro Development Agency (Bi-State) St. Louis, MS 9 New Jersey Transit Bloomfield, NJ 9 Utah Transit Authority (UTA) Salt Lake City, UT 9 CONCLUSIONS Overall, there is a relatively common and straightforward approach to using audible warnings for pedestrian safety, with the use of crossing bells and on-vehicle warnings being fairly standard among transit agencies. Somewhat surprisingly, there are very few state-imposed regulations and industry standards that address the design or use of audible warnings for pedestrian safety. Much of existing guidance comes from freight railroad system standard practices, which are based on AREMA standards and FRA requirements. Some agencies have modified their audible warning procedures or equipment in response to community complaints over grade crossing noise. These changes, while relatively minor, have the potential to significantly reduce community noise impacts. The general perception is that these changes have not compromised pedestrian safety. Following are more detailed conclusions regarding the type and use of wayside and on-vehicle audible warning devices, operating rules and procedures governing the use of audible warnings, and other information relevant to pedestrian safety in LRT environments. Additional summary tables are included at the end of this report. Crossing Bells The use of crossing bells by the type of crossing is listed in Table 2. Specific conclusions are:

ƒ Passive crossings are often found in pedestrian malls, other low-speed environments, or at pedestrian-only crossings with low pedestrian volumes. These crossings do not have any physical barriers or active visual warnings (i.e. flashing lights). Crossing bells are not used at these locations. ƒ Active, gated crossings are usually found along semi-exclusive rights-of-way where LRT speeds are in excess of 35 mph. Mechanical or electronic bells are used always used at these types of crossings in conjunction with conventional railroad-type flashing lights. ƒ Active, non-gated crossings include some traffic signal controlled intersections, pedestrian malls, and similar environments. Active non-gated crossings differ from passive crossings in that they have a visual warning (i.e. flashing lights). Active, non-gated crossings use either crossing bells or non-standard audible warnings. Examples of non-standard treatments include verbal announcements of “train approaching.” Table 2. Summary of Crossing Bell Use by Type of Crossings Crossing Audible Devices at Crossing Passive None -- Active, Gated Standard Crossing Bells Standard Crossing Bells Active, Non-Gated Non Standard Other ƒ Grade crossing bells are sounded the entire time the crossing is active at most locations. In response to community complaints, some agencies have limited the duration of the crossing bells so that they are sounded only until the gates reach the horizontal (closed) position. This can reduce the total duration of the bell from one minute or more to approximately 10-15 seconds per pass-by. ƒ The operation of crossing bells at pedestrian-only crossings is similar to gated crossing except that typically the bells sound continuously from the time they are activated until the train has passed. ƒ The sound level of crossing bells are generally based on American Railway and Maintenance-of-Way Association (AREMA) standards and come pre-set from the supplier. ƒ Mechanical bells have been replaced by electronic bells in noise-sensitive communities (it is inferred that the electronic bells are preferred because the sound level can adjusted). ƒ Crossing bells seem to be a bigger source of community noise complaints than the on-vehicle audible warning. ƒ In response to these complaints, the loudness and annoyance of the crossing bells have been reduced in several communities by: - Adjusting the sound level of the device, - Covering the device with a shroud to “focus” the sound towards the crossing, or - By installing soft clappers on mechanical bells. ƒ It has been reported that, in place of a crossing bell, installations in Japan and Germany use a loudspeaker mounted on top of a pole at the crossing. The loudspeaker is pointed down to direct the sound towards the pedestrian walkway.1 On-Vehicle Audible Warnings 1 Telephone conversation with Mr. Richard A. Mather, Railroad Grade Crossing Signal Consultants, June 6, 2004.

Different types of audible warnings used in LRT environments, their relative sound level, and the locations where they are sounded are summarized in Table 3. In general, on-vehicle warnings are sounded at grade crossings, at stations, and in emergency situations. Table 3. Summary of Type and Use of On-Vehicle Audible Warnings Alignment & Crossing Type Sound Level 1 Audible Warning Description 2 Street running, traffic signal controlled crossings and arriving/departing at stations Low (≤ 75 dBA) Bell/Gong Semi-exclusive gated and pedestrian crossings Medium (75 – 85 dBA) Whistle/Quacker/Clacker/ Low Horn High noise and hazard environments, joint use corridors, and emergency situations High (≥ 85 dBA) Horn Notes: 1 Approximate sound level of audible warning as measured at 100 feet from vehicle. 2 The names used for different audible warnings vary between systems. For example, in many rail environments, the terms whistle and horn are synonymous. In Dallas, the “whistle” has a 10 dBA lower sound level than the “horn.” ƒ On-vehicle audible warnings are sounded in advance of all gate-protected grade crossings. The medium to high sound level device is typically used at these locations. ƒ At traffic-signal controlled grade crossings, the use of on-vehicle warnings is less consistent among transit systems. At those locations where a warning is sounded, the low to medium sound level device is typically used. ƒ In pedestrian malls, mid-block locations, and along exclusive rights-of-way away from grade crossings, the on-vehicle audible warnings are used prophylactically (i.e. to keep pedestrians near the tracks off the tracks) and in emergency situations (i.e. potential incidents). In these cases, the medium to high sound level devices are commonly used. ƒ The lower sound level on-vehicle audible warnings are sometimes sounded to signal the arrival or departure from a station. ƒ A few transit agencies give the LRT operator complete discretion as to whether or not to sound an audible warning and, if so, what type should be sounded. All agencies give LRT operators discretion in emergency situations. ƒ Most systems do not test or calibrate the on-vehicle audible warning devices but rather rely on information provided by LRV manufacturer. ƒ Systems with more than one type of on-vehicle audible warning typically sound the mid-range sound level device at gate-protected grade crossings unless it is located in a high noise environment, is a “high-risk” crossing, or if emergency conditions warrant the use of the louder device. These procedures are in large part designed to minimize community complaints over grade crossing noise. ƒ In joint-use corridors, LRT horns are often specified to meet the Federal Railroad Administration’s minimum requirement of 96 dBA at 100 feet. Operating Rules The following reference manuals were cited as dictating the sound level or use of audible warnings: ƒ American Railway and Maintenance-of-Way Association (AREMA)

Sound level for electronic crossing bells are recommended in Section 3.2.61.G.5 of the AREMA Communication & Signals Manual, which states that, “In a 360° plane the peak sound reading in decibels (A scale) measured in an anechoic test chamber at a point 10 feet from the face of the sound horn and in increments of 20° should not be more than 105 dBA or less than 75 dBA.” ƒ California Public Utilities Commission (CPUC) The CPUC General Orders regulate the sound level and use of audible warning devices in California. These standards are also often adopted by other transit agencies outside California, particularly where there is no state PUC.2 CPUC General Order 143-B, Section 3.04 requires that, “[E]very LRV shall be quipped with a bell or horn capable of producing a clearly audible warning measuring at least 75 dBA at a distance of 100 feet from the vehicle. In addition, every LRV operating on separate right-of-way over motor vehicle grade crossings shall be equipped with a horn or whistle capable of producing a clearly audible warning measuring at least 85 dBA at a distance of 100 feet from the LRV.” This General Order does not specify which audible warning must be sounded at grade crossings. As for crossing bells, Section 7.8 of General Order 75-C requires that all warning aspects “be accompanied by the sounding of a bell.” However, the General Order does not specify the sound level of the bell or provide any other specifications as to its use. ƒ Federal Railroad Administration (FRA) The FRA requires that trains sound their horns starting a quarter mile or 20 seconds from a highway- railroad grade crossing. These horns must measure at least 96 dBA at 100 feet. Experience tells us that they typically measure up to 105 dBA. LRTs traveling on joint use corridors (especially those where light rail vehicles and freight trains are not time-separated) are sometimes required to sound an FRA-compliant audible warning. The FRA recently announced the “Interim Final Rule” regarding the use of audible warnings at highway- railroad crossings. Although this rule does not directly apply to LRT systems, some of the supplementary safety measures approved in the rule are being tested on joint-use corridors (see discussion of the DART system). Also, the issue regarding its applicability is often raised by community groups trying to reduce noise levels from LRT operations. The rule includes, “specific standards local decision-makers can use to silence locomotive horns, while improving safety at public highway rail grade crossings.”3 Under the rule, local jurisdictions can establish quiet zones at crossings (1) with either a low risk of collision or (2) through the use of supplemental safety measures, such as four quadrant gates or other type of median divider, temporary crossing closures, or an automated wayside horn system. Operating Procedures ƒ Agencies generally have the same daytime and nighttime operating rules even though traffic and pedestrian volumes and background noise levels are lower during the night. ƒ At least four of the agencies operate on joint-use freight corridors. Some use the same tracks but are time- separated from LRT operations (i.e. freight traffic running during the nighttime hours) and others, like Denver RT, DART, Metro’s Blue Line and Edmonton, share the same crossing protections but have different tracks. For the most part, LRT operating procedures are different from those of freight trains on the same corridor. Other Pedestrian Protections ƒ Pedestrian gates and Z crossings are the two most common types of pedestrian safety improvement measures tested and implemented by transit agencies. 2 One respondent indicated that the CPUC General Order 75-C and 143-B are the only LRT-specific design/operating guidance documents widely available to transit agencies. 3 U.S. Department of Transportation, Office of Public Affairs, “FRA Issues Rule Providing Local Communities the Opportunity to Silence Train Horns at Railroad Crossings,” December 17, 2003.

ƒ Some systems have audible announcements on the station platforms, such as “train approaching, stand back.” OTHER ISSUES TO BE CONSIDERED Based on these surveys, we have identified a few innovative approaches used by transit agencies to address community noise impacts while protecting pedestrian safety. Following is a discussion of the approaches or issues that could be applied in Phase II of the D-10 study or the guidebook. Los Angeles County Metropolitan Transportation Authority (Metro) Metro, the Los Angeles to Pasadena Metro Blue Line Construction Authority (Authority), and the City of South Pasadena (South Pasadena) recently entered into a proposed settlement regarding the construction and operation of the new Metro Gold Line light rail transit system. Many of the issues in the proposed settlement address grade crossing audible warnings. The proposed settlement is currently being considered by the California Public Utilities Commission (CPUC), which has safety oversight responsibilities for LRT systems in California. The Gold Line is a new 14-mile LRT system extending from Downtown Los Angeles east to Pasadena, connecting many eastern communities in Los Angeles (Chinatown, Mt. Washington, and Highland Park), and the cities of South Pasadena and Pasadena. The system was constructed under the direction of the Authority, which is a Joint Powers Authority established by the state legislature for the express purpose of constructing the Gold Line, and opened for revenue service in July 2003. Metro is responsible for system operation and maintenance. South Pasadena is primarily a residential community. Even though the Gold Line is a former freight railroad corridor that had regularly scheduled service up until the early 1990s, many single- and multi-family residences are right next to the tracks. In some cases the building setback is within 10 feet of the right-of-way. As a result, noise has been a major concern for residents and city officials. During the later stages of construction, through system testing and acceptance, and continuing on during operations, South Pasadena has raised issues regarding both the on-vehicle and wayside (crossing bells) audible warnings. In order to seek relief, South Pasadena and an interested third party (Pasadena Avenue-Monterey Road Committee, PAMRC) filed several actions with the CPUC. In particular, South Pasadena was requesting changes to the sound level and operating procedures for the audible warning devices along with other matters unrelated to grade crossing noise. The terms agreed to by the three parties in the proposed settlement are summarized below. Individually, each term has the potential to reduce community annoyance and, collectively, represent a significant change the standard LRT operating procedures in California. 1. On-Vehicle Audible Warnings. The Gold Line vehicles are equipped with three audible warnings, a horn, a lower sound level “quacker,” and a gong. The gong is not routinely used, although it is sometimes sounded when entering or exiting a station. The quacker measures 75 dBA at 100 feet and the horn measures 85 dBA at 100 feet. a. Sound Level: This term requires that Metro sound the quacker twice as trains approach the crossing. As noted above, the sound level of the quacker is 10 dBA lower than the horn. b. Hours of Use: The Gold Line operates between 20 and 21 hours per day. As agreed to in the settlement, Metro will participate in a CPUC directed safety study to silence the quacker between 10 p.m. and 6 a.m. It should be noted that the CPUC has not yet agreed to sponsor this study. 2. Crossing Bells: South Pasadena is proposing a number of modifications to the crossing bells. Generally speaking, as part of the settlement, Metro and Authority agree not to oppose any action taken by South Pasadena to modify the crossing bells as long as they demonstrate that these changes will not compromise public or operator safety. Possible changes include: a. Duration: When the Gold Line opened for revenue service, the grade crossing bells were active the entire time the crossing was occupied. As a result, the crossing bells rang for up to a minute per train pass-by. In fact, at a crossing near the South Pasadena station, the bells would often ring for up to two minutes. With a train in each direction every 5 to 6 minutes, this represents a significant source of

annoyance to the local community. In response to a previous application filed by South Pasadena in 2003, the CPUC permitted the Authority to modify five of the eight crossing bells in South Pasadena so that they stopped ringing once the gates reached the horizontal position. This change reduced the total ring time to approximately 10-12 seconds. South Pasadena proposes modifying the remaining bells to the same standard. b. Sound Level: The sound level from the existing crossing bells measures between 80 and 90 dBA at 10 feet. Although this conforms to the AREMA specification, it is in the mid- to upper-end of the allowable range. The Authority has agreed to either adjust or install new bells that have sound levels near the lower end of the range (75-80 dBA). c. Hours of Use: The safety study to silence the on-vehicle audible warnings during nighttime and early morning hours will also include the crossing bells. d. Directional Bells: Bell “shrouds” are to be provided at all crossings as part of the settlement. The bells are placed on top of the crossing posts (12-16 feet above the ground) and generally radiate sound in a 360° plane. The purpose of the shroud is to focus the noise towards the crossing where it is needed and to limit the noise that is unnecessarily radiated out into the community. There are some important conditions relative to Gold Line operations through South Pasadena that facilitate the adoption of the proposed settlement terms. These conditions should be considered when assessing the applicability of the terms to other LRT environments: ƒ Existing Noise Level. South Pasadena is characterized by relatively low ambient noise levels. As a result, lower sound level audible warnings are sufficient to alert pedestrians to on-coming trains. ƒ Alignment Type: The Gold Line operates on a semi-exclusive right-of-way through South Pasadena. Therefore, access to the right-of-way is limited to the grade crossings. ƒ Operating Speeds. LRT speeds are generally between 25 and 35 mph in the more noise-sensitive areas. ƒ Crossing Protections: All grade crossings in South Pasadena are equipped with pedestrian crossing arms and swing gates. Most of the proposed settlement terms relating to audible warning devices are subject to detailed field safety studies and CPUC and Metro approval. Therefore, if the CPUC agrees with the terms of the settlement, some useful information regarding the ability of the proposed measures to maintain adequate levels of pedestrian and operator safety while minimizing community noise impacts may be available to the D-10 Project and will be considered for the Phase II study. Santa Clara Valley Transportation Authority (VTA) The VTA vehicles have four different audible warnings: an electro-mechanical bell (gong), an electronic “church” bell, a low horn, and a high horn. The sound level of these audible warnings ranges from approximately 60 dBA at 100 feet for the gong up to 85 dBA for the louder horn. Different warnings are used based on alignment type, speed, and the noise-sensitivity of the adjacent land uses. Following complaints from local property owners, VTA was granted a “Low Noise Zone” by the CPUC at Whisman Road. The operating conditions at this crossing are: ƒ The crossing bells are turned down to the lowest acceptable level (audible to pedestrians and to motorists with the windows rolled down). ƒ The crossing bells stop ringing once the gates have reached the horizontal (closed) position. ƒ The gong is sounded in advance of the crossing. The approval of these measures was, in part, due to the low operating speed. Nonetheless, they have been very successful in limiting community noise complaints with no accidents being reported since the changes were implemented. Calgary Transit Numerous changes to crossing bells have been made by Calgary Transit. Specifically, softer tone electronic bells are used at pedestrian crossings that are close to residential areas. Also, a “shield” with opening slots is

used to “direct” sound towards the crossing. Photographs of a normal bell and one with a shield are included as Figure 1 and Figure 2, respectively. Dallas Area Rapid Transit (DART) Outside of the Central Business District (CBD), some of the DART system is on shared-use freight corridor. DART uses an FRA-compliant horn along this section. FRA regulations state that these horns must measure at least 96 dBA at 100 feet, which is substantially louder than typical LRT on-vehicle audible warnings. DART vehicles also have a gong and a whistle, both of which are specified to be 75 dBA at 100 feet in front of the vehicle. Although the use of the whistle is not required, it is sounded at most grade crossings except those in “high hazard” and “high noise” areas where the horn is used. The gong is used when leaving stations in the CBD. The City of Richardson, TX is testing a wayside horn system at one of the joint freight/DART crossings. The wayside horn is only being used for freight trains. DART vehicles continue to sound their horn in advance of the crossing. Table 4. Summary of Alignment Type Alignment Type Metro Sac RT San Diego VTA MD MTA Cal- gary RTD Edmon- ton DART Bi- State UTA Exclusive 25.5 3.7 55.5 11.1 21.1 10.7 Semi-Exclusive/ Fenced 23.2 20.2 5.7 1.7 x 44.0 37.0 11.5 Street Median/ Fence & Curb Side Alignment/ Fence & Curb Street Median/ Curb (No Fence) 5.5 4.5 18.2 x 3.0 1.5 Side Alignment/ Curb (No Fence) 0.6 3.4 2.0 Street Median/ Transit Lane x 2.5 Side Alignment/ Transit Lane 2.7 Non-Exclusive/ Mixed Traffic 2.7 0.1 x 1.3 Non-Exclusive/ Pedestrian Mall 0.4 1.3 Total Miles 54.7 29.7 60.0 36.4 22.3 15.8 8.1 47.0 37.0 17.5 No. of Lines 3 2 3 3 2 4 3 1 2 2 3

Table 5. Summary of Crossing Bells Xing Bells Metro Sac RT San Diego VTA MD MTA Cal- gary RTD Edmon- ton DART Bi- State UTA Type of Bell Mechanical x x x x x x x x x x x Electronic x x x x x Wayside Special Other Xing Type Gated x x x x x x x x x x Traffic Signal x x x Pedestrian x x x x x x Use Approach x x x x x x x Occupied x x x x x x x Other Complaints x x x x x x X Notes: Approach = Crossing bell sounds until gates reach horizontal position. Occupied = Crossing bell sounds entire time gates are active. Complaints = Agency has received complaints from local community about sound level or general annoyance from bell. Table 6. Summary of On-Vehicle Audible Warnings Warning Metro Sac RT San Diego VTA MD MTA Cal- gary RTD Edmon- ton DART Bi- State UTA Type of Device Horn x x x x x x x x x x x Bell Type x x x x x x x x x x Other x x x x Use Gated High x x x x x x x Low x x x x x Non Gated High x Low x x x x x x Sound Level dBA 75-85 60-85 80-90 75-95 Calibrated Y Y Y N N N Y N N N Special Procedures Y N Y Y Y N N Y Y N N Notes: Metro Different devices are used based on alignment. Higher sound level horn used on Blue Line shared-use corridor. "Quacker" or lower sound level bell type device used at all other crossings (gated and non-gated). Sac RT Lower sound level bell in residential areas and horn only in emergencies. San Diego Lower sound level clacker used in noise-sensitive communities. VTA 4 types of devices: gong, "church" bell, low horn, high horn. MD MTA Change during nighttime operation.

Calgary "Use bell/horn as need - no special instructions." RTD Horn used at gated crossings, horn or bell used at non-gated based on operator's discretion. Edmonton Change during nighttime operation. DART Horn used in “high noise” and “high hazard” areas, lower sound level whistle used outside the CBD. Bi-State Similar procedures in Illinois and Missouri. Figure 1. Example of a Typical Electronic Crossing Bell (Calgary) Figure 2. Example of an Electronic Crossing Bell with a Shield (Calgary)

Annex 1 Transit System Questionnaire

QUESTIONNAIRE 1 QUESTIONNAIRE TRANSPORTATION RESEARCH BOARD TRANSIT COOPERATIVE RESEARCH PROGRAM (TCRP) PROJECT D - 10 AUDIBLE SIGNALS FOR PEDESTRIAN SAFETY IN LIGHT RAIL TRANSIT ENVIRONMENTS Transit Agency _____________________________________ Attn: TCRP Project D-10 Contact Address __________________________ Address __________________________ City, State Zip Code ____________________ Name of person(s) completing this Interview Guide: Title: Phone: Email: RESEARCH PURPOSE The overall goal of this research is to develop guidelines for LRT systems on the use of audible warnings to reduce risky behavior by pedestrians while simultaneously minimizing adverse noise impacts on adjacent communities. Specifically, the objective of this research is to develop a guidebook on the use of audible signals and related operating procedures for pedestrian-crossing safety in a light rail transit environment. The areas to be addressed in order to achieve the research objective are described below. • Integration of these audible devices with other crossing measures (e.g., signage, channelization, warning and control devices) to maximize safety. • Types of on-vehicle and wayside audible signals. The types of audible warning devices currently in use, or available for use, vary widely, even among similar devices. General categories include: ƒ On-vehicle horns and bells ƒ Crossing gate bells ƒ Wayside horns ƒ Other Wayside Audible Devices • Needs of disabled individuals.

QUESTIONNAIRE 2 • Operating procedures used for the audible warnings. This includes: ƒ Transit system operating procedures vary for the use of audible devices. ƒ Distance the train is from the crossing when the warning sounds are initiated ƒ Patterns of sounds ƒ Special procedures for particular areas. • Safety levels associated with pedestrian crossings with alternative audible treatments in distinctively different environments (e.g., low-speed street running, stations, and highway- rail at-grade crossings in semi-exclusive rights-of-way). • Identify practical solutions and recommendations in a final guidebook for implementation on existing and future light rail systems. Some key factors that will be considered in developing the guidebook are: ƒ Cost ƒ Best practices for use of existing devices ƒ Potential for new or modified devices ƒ Legal challenges and existing legislation ƒ Other Implementation issues STRUCTURED INTERVIEW A. General Characteristics of the LRT System Please provide the following general LRT system information: 1) Number of route-miles in the following types of right-of-way (include line name/number, segment and year opened): Line ____________ Line ____________ Line ____________ Segment _________ Segment _________ Segment ________ Year Opened _____ Year Opened _____ Year Opened ____ Exclusive Semi-Exclusive/Fenced Street Median/Fence & Curb Side Alignment/Fence & Curb Street Median/Curb (No Fence) Side Alignment/Curb (No Fence) Street Median/Transit Lane Side Alignment/Transit Lane Non-Exclusive/Mixed Traffic

QUESTIONNAIRE 3 Non-Exclusive/Pedestrian Mall 2) Principle Types of LRVs in use (please check and list by line where applicable): LRV Manufacturer/Model/Year: LRV Articulated: Yes No Floor: Low Floor High Floor Stations: high platform low platform low platform with high block Audible Warning Device on LRV: LRV Horn Bell Type (Please list audible warning messages also): 3) Typical train consist length by line (include time of operation if appropriate, i.e., rush hour, off-peak, weekend, summer/winter): Line____:______________________________________________________________ Line____:______________________________________________________________ Line____:______________________________________________________________ 4) Service frequency/headway by line (include time of operation if appropriate): Line____:______________________________________________________________ Line____:______________________________________________________________ Line____:______________________________________________________________ For the remainder of this survey, it would be beneficial to consider the following factors when answering the questions: • Alignment type • Pedestrian crossing type: • With traffic – gated crossings • With traffic – traffic signal controlled • Pedestrian only 5) Operating speeds, policies, and instructions (e.g., use of horns, chimes, other on vehicle warning devices) for the various lines (Is a copy of an operator's rule book available?):

QUESTIONNAIRE 4 6) Types of wayside audible devices used (please check where applicable): Pedestrian Crossing Type Device With Traffic, Gated With Traffic, TS Controlled Ped. Only 1. Mechanical bells 2. Electronic bells 3. Wayside horn 4. Special wayside ped. audible device 5. Other (Please describe if special wayside pedestrian audible device or other device is used): 7) Operating characteristics of grade crossing bells and other wayside audible devices (please check where applicable): Pedestrian Crossing Type Device With Traffic, Gated With Traffic, TS Controlled Ped. Only 1. Active only on train approach, until gates are in horizontal position. 2. Active during approach and entire time crossing is occupied. 3. Other (Please describe if other operating characteristics is used): 8) Operating speeds, polices, and instructions for night operations (e.g., use of headlights, strobe lights, audible devices) for the various lines: 9) Do any of your LRT lines intersect with designated bicycling/walking facilities, such as Class I off-road paths, Class II bike lanes, or Class III marked bike routes? Yes No If yes, please identify: B. Highway-light Rail Grade Crossing Operations General

QUESTIONNAIRE 5 1) Have any changes been made to the grade crossing audible devices (either on the LRV or wayside) since the LRT started operations, or are there any changes planned in the near future? Yes No If yes, please identify: 2) If devices have changed since opening of service or from line to line, describe rational and noted effects: 3) Please provide your experience, ideas, and/or comments in relation to the various types of problems/techniques identified in the Research Purpose of this questionnaire: 4) Please provide comments on the results of any demonstration projects related to grade crossing safety improvements involving audible devices: 5) Does your LRT system have at-grade shared crossings with freight railroad in an immediately adjacent right-of-way to your LRT right-of-way or shared crossings where freight trains use the same set of tracks as LRT (but at a different time of the day)? Yes No If yes, please identify and provide operations details (or operating agreements) and any special traffic control devices that indicate an LRV or train is about to pass through the crossing: How does audible device use vary between LRV and freight operations at the crossing? Background 1) Are there any crossings with special or unique operating characteristics with regard to audible device use that are described In the Operating Rule Book or other Special Instructions? Yes No If yes, please explain:

QUESTIONNAIRE 6 2) Does your agency have a written policy for the selection of highway-rail grade crossing safety improvements? Yes No If yes, please provide: 3) To what extent do you rely on the supplier of the audible equipment for the development of plans and specifications for audible improvements? 4) How do you determine what the noise level (loudness) of the audible devices will be? 5) Do you test the noise levels of the audible devices after the installation (i.e. take measurements of decibels)? Yes No If yes, how? 6) Are noise levels of audible warning devices calibrated? Yes No If yes, how often? 7) Are there any guidelines or warrants for the use of special audible pedestrian/bicycle control devices at LRT (or rail) crossings? Yes No

QUESTIONNAIRE 7 If yes, please identify: 8) Which of the following procedures does the agency use in the evaluation of safety at highway-rail crossings (please check where appropriate)? Engineering study as defined in the MUTCD Diagnostic team study as defined in the Rail-Highway Grade Crossing Handbook Others If others, please describe: 9) Do you have an inventory of all highway-rail grade crossings? Yes No 10) Is this inventory consistent with the U.S. DOT/AAR national inventory? Yes No 11) From what source(s) do you obtain motor vehicle/train accident reports and statistics? 12) Is the disabled community involved in the selection of audible devices (i.e. through task forces or other means)? Yes No If yes, how? 13) Can you provide a contact person (or persons) for the disabled community task force that we could contact? 14) From what source(s) do you obtain pedestrian/train collision reports and statistics? 15) Has your agency investigated the possible application of new technology listed below (please check where applicable)? Automated train horn at the crossing. Special pedestrian crossing control devices

QUESTIONNAIRE 8 Audible Devices Z Crossings Pedestrian Automatic Gates 16) Have any community noise concerns caused a change in the type of audible device used or the way it is operated? Yes No If yes, please explain: 17) Have there been any changes to audible devices use resulting from legal challenges? Yes No If yes, please explain: 18) Have there been any legal challenges resulting from changes in audible device use? Yes No If yes, please explain: D. Collision Data Note: This information will be used for research purposes only. 1) Please provide pedestrian collision experience summary of your system by type, locations, and severity: 2) For two to three high accident crossing locations, please provide the following data (where available): • Detailed accident records (collision diagrams if available) • Type of warning devices in place, including audible devices • Information on site specific conditions • Ambient noise level

QUESTIONNAIRE 9 rection een conducted by your agency to determine factors contributing an collis • Train speed and di • Traffic volume • Pedestrian volume • Information on contributing factors • Steps taken after collision to address causal factors any safety studies b3) Have to pedestri ions? Yes No If yes, can they be provided to us? 1) tory tests, valuation before being re E. Conclusion Would your light rail system be interested in participating further in Phase II of TCRP Project D-10? Phase II of this project will test (either via focus groups, labora field tests, etc.) audible devices that warrant further e commended for inclusion in Part X of the MUTCD. Yes No We may be conducting field survey and video taping at four to five of your at-grade LRT crossings. Which crossings would you recommend v 2) isiting (crossings with unique audible devices, high number of pedestrian collisions, etc.)?

QUESTIONNAIRE 10 cerns, please contact: sen Avenue D-203 1 elson@korve.com or tjensen@korve.com For any questions or con Korve Engineering, Inc. Jay Nelson, PE, PTOE or Travis Jen 935 E. South Union Midvale, UT 84047 Phone: (801) 569 – 213 Fax: (801) 569 – 2149 jn

Annex 2 Summary of Completed Transit System Surveys

QUESTIONNAIRE Transportation Research Board Transit Cooperative Research Program (TCRP) PROJECT D - 10 Audible Signals for pedestrian Safety in Light Rail Transit Environments Bi-State Metro St. Louis, MO A. General Characteristics of the LRT System 1) LRT System in use A. Line Phase 1 St. Clair B. Right of Way Type C. Segment 17 Miles 20 Miles D. Length E. Year Opened 1993 2001 2) LRVs Type in use A. Manufacturer/Model/Year 1992, 2000 B. Articulated Yes C. Floor High floor D. Stations E. Audible Warning Device on LRV LRV Horn F. Audible warning messages 3) Typical train consist length A. Line 1 St. Clair B. Length Two Car Consist 188' Two Car Consist 188' C. Time of Operation 4) Service frequency/headway by line (include time of operation if appropriate): A. Line 1 St. Clair B. Frequency/Headway 7.5 Headways 7.5 Headways C. Time of Operation 5) Operating speeds, policies, and instructions Yes 6) Types of wayside audible devices A. Mechanical bells Gated B. Electronic bells C. Wayside horn D. Special wayside ped. audible device E. Other (describe) 7) Operating characteristics of grade crossing bells and other wayside audible devices A. Active only on trainap proach, until gatesare in horizontal position. Gated B. Active during approach and entire time crossing is occupied. C. Other (describe) 8) Operating speeds, polices, and instructions for night operations Yes 9) LRT lines intersect with designated bicycling/walking facilities No B. Highway-Light Rail Grade Crossing Operations General 1) Changes made and/or planned to the grade crossing audible devices since the LRT started operations No 2) Describe rational and noted effects of the changes made and.or planned N/A 3) Agency inputs in relation to the various types of problems/techniques identified in the Research Purpose of this questionnaire N/A 4) Results of any demonstration projects related to grade crossing safety improvements involving audible devices N/A 5) At-grade shared crossings with freight railroad (adjacent to LRT r-o-w to or using the same set of tracks), operation details/traffic control device and variation between LRV and Freight operations. No Background 1) Crossings with special or unique operating characteristics No 2) Available written policy for the selection of highway-rail grade crossing safety improvements No 3) The audible device supplier involvement development of plans and specifications for audible improvements 100% 4) Determination of audible device noise level (loudness) N/A 5) Testing noise levels after audible device installation No 6) Calibration audible device noise levels No 7) Guidelines or warrants for the use of special audible pedestrian/bicycle control devices at LRT (or rail) crossings No 8) Procedures use in the evaluation of safety at highway-rail crossings Engineering Study as defined in the MUTCD 9) Available inventory of all highway-rail grade crossings Yes 10) Inventory consistent with the U.S. DOT/AAR national inventory Yes 11) Source motor vehicle/train accident reports and statistics N/A 12) Involvement of the disabled community selection of audible devices No 13) Contact person (or persons) for the disabled community task force No 14) Source(s) for pedestrian/train collision reports and statistics N/A 15) Investigation/consideration of possible application of new technology as follow: A. Automated train horn at the crossing. No B. Special pedestrian crossing control devices No C. Audible Devices No D. Z Crossings No E. Pedestrian Automatic Gates No 16) Change in type of audible device used caused by community noise No 17) Changes to audible devices use resulting from legal challenges No 18) Legal challenges resulting from changes in audible device use No

North-South 13 km 1977 North-South 1-4 car trains North-South 5 Minutes, 10 Minutes & 15 Minutes 5) 8) 9) 1) 2) 3) 4) 5) 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 16) 17) 18) QUESTIONNAIRE Transportation Research Board Transit Cooperative Research Program (TCRP) PROJECT D - 10 Audible Signals for pedestrian Safety in Light Rail Transit Environments Edmonton Transit System A. General Characteristics of the LRT System 1) LRT System in use A. Line B. Right of Way Type C. Segment D. Length E. Year Opened 2) LRVs Type in use A. Manufacturer/Model/Year B. Articulated Yes C. Floor High Floor D. Stations E. Audible Warning Device on LRV LRV Horn F. Audible warning messages 3) Typical train consist length A. Line B. Length C. Time of Operation 4) Service frequency/headway by line (include time of operation if appropriate): A. Line B. Frequency/Headway C. Time of Operation Operating speeds, policies, and instructions Operator's rule book is available 6) Types of wayside audible devices A. Mechanical bells Gated, TS Controlled, Ped. Only B. Electronic bells Gated, TS Controlled, Ped. Only C. Wayside horn D. Special wayside ped. audible device E. Other (describe) 7) Operating characteristics of grade crossing bells and other wayside audible devices A. Active only on trainap proach, until gatesare in horizontal position. B. Active during approach and entire time crossing is occupied. Gated, TS Controlled, Ped. Only C. Other (describe) Operating speeds, polices, and instructions for night operations Headlights, horns or bells by the operator LRT lines intersect with designated bicycling/walking facilities Yes, class 3 B. Highway-Light Rail Grade Crossing Operations General Changes made and/or planned to the grade crossing audible devices since the LRT started operations No Describe rational and noted effects of the changes made and.or planned Instead of mechanical bells, electronic bells were used in residential areaas a trial at grade crossing with flashing red lights and gates Agency inputs in relation to the various types of problems/techniques identified in the Research Purpose of this questionnaire Electric bells do not work well in -30 degree temperature which is quite common in Edmonton, Alberta, Canada Results of any demonstration projects related to grade crossing safety improvements involving audible devices Electromechanical bells with flashing red lights and gate crossings provide to highest safety for ped. Traffics and LRT system. At-grade shared crossings with freight railroad (adjacent to LRT r-o-w to or using the same set of tracks), operation details/traffic control device and variation between LRV and Freight operations. Yes, at certain segments of the line, we have the LRT and freight trains sharing the same grade crossing protection but on separate tracks. Background Crossings with special or unique operating characteristics No Available written policy for the selection of highway-rail grade crossing safety improvements No The audible device supplier involvement development of plans and specifications for audible improvements We buy whatever the supplier provide audible devices, namely the electromechanical bells. Determination of audible device noise level (loudness) As per AREMA standard, about 80 to 90db Testing noise levels after audible device installation Yes Calibration audible device noise levels No Guidelines or warrants for the use of special audible pedestrian/bicycle control devices at LRT (or rail) crossings No Procedures use in the evaluation of safety at highway-rail crossings Other, we do not have highway-rail crossings in our system Available inventory of all highway-rail grade crossings No Inventory consistent with the U.S. DOT/AAR national inventory N/A Source motor vehicle/train accident reports and statistics We write our own motor vehicle/train accident reports and have our own statistics. Involvement of the disabled community selection of audible devices Yes, we have regular meetings with the disabled community to discuss on items that they have concern Contact person (or persons) for the disabled community task force Diane Bergeron (780) 496-5822,City of Edmonton, Community Services Department Source(s) for pedestrian/train collision reports and statistics We write our own pedestrian/train incident report and have our own statistics. 15) Investigation/consideration of possible application of new technology as follow: A. Automated train horn at the crossing. No B. Special pedestrian crossing control devices Yes C. Audible Devices Yes D. Z Crossings Yes E. Pedestrian Automatic Gates Yes Legal challenges resulting from changes in audible device use No Change in type of audible device used caused by community noise Not at present, however, when we extend our line further south, we will run into some residential area, directional electronic bells are in consideration at the moment. Changes to audible devices use resulting from legal challenges No

South Northeast Northwest Exclusive Exclusive Exclusive 14.3 9.8 9.6 1981/2001 1985 1987/91/03 South Northeast Northwest 3 Car Trains/ 2 Cars 3 Car Trains/ 2 Cars 3 Car Trains/ 2 Cars During Most times/ Late Evening, Weekend, Evening During Most times/ Late Evening, Weekend, Evening During Most times/ Late Evening, Weekend, Evening South Northeast Northwest Peak (0600-0900), (1500-1800) Every 5 Minutes/ Off Peak- Every 15 Minutes Downtown 7 Avenue Transit mall- 2 min Downtown 7th Avenue Transit mall 2 min. Peak (0600-0900), (1500-1800) Every 5 Minutes/ Off Peak- Every 15 Minutes Downtown 7 Avenue Transit mall- 2 min Peak (0600-0900), (1500- 1800) Every 5 Minutes/ Off Peak- Every 15 Minutes Downtown 7 Avenue Transit mall- 2 min Downtown 7th Avenue Transit mall 2 min. 5) 8) 9) 1) 2) 3) 4) 5) 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 16) 17) 18) Legal challenges resulting from changes in audible device use No Changes to audible devices use resulting from legal challenges No E. Pedestrian Automatic Gates Change in type of audible device used caused by community noise Yes, residents adjacent to Ped. Crossing have complaine of noise levels. These complaints weresolved by muting bells and creating directional bell ringing. 15) Investigation/consideration of possible application of new technology as follow: A. Automated train horn at the crossing. B. Special pedestrian crossing control devices C. Audible Devices D. Z Crossings Contact person (or persons) for the disabled community task force Source(s) for pedestrian/train collision reports and statistics In house records Source motor vehicle/train accident reports and statistics In house records? Involvement of the disabled community selection of audible devices No Available inventory of all highway-rail grade crossings Yes . Inventory consistent with the U.S. DOT/AAR national inventory No, don't know, list kept is an "in house" list. Guidelines or warrants for the use of special audible pedestrian/bicycle control No Procedures use in the evaluation of safety at highway-rail crossings Others LRT Crossing Protection Committee evaluates safety at crossing. Testing noise levels after audible device installation Yes, use of DB meter after installation. Monthly inspections done by ear. Will measure noise level inspecial circumstances or if bell is suspected. Calibration audible device noise levels No, only when muted to satisfy residential concerns. The audible device supplier involvement development of plans and specifications for audible improvements Improvement specifications left to supplier. Only modifications made by Calgary Transit and muting of bells and creating directional bells. Determination of audible device noise level (loudness) As supplied by supplier provided they comply to AREMA/AAR standard. Crossings with special or unique operating characteristics No Available written policy for the selection of highway-rail grade crossing safety improvements Yes, Calgart Transit has a Crossing Protection Committee to review safety issues and improvement. At-grade shared crossings with freight railroad (adjacent to LRT r-o-w to or using the same set of tracks), operation details/traffic control device and variation between LRV and Freight operations. Yes, shared R-O-W only, we do not share tracks at intersections, Standard Crossing Protection equipment at crossing and is "called on" by either LRT or freight train movement. Background Agency inputs in relation to the various types of problems/techniques identified in the Research Purpose of this questionnaire Results of any demonstration projects related to grade crossing safety improvements involving audible devices Changes made and/or planned to the grade crossing audible devices since the LRT started operations Yes,after complaints about noise from residents,.some bells have been muted, and made directional. Some bells have also been filled with soft clappers. Describe rational and noted effects of the changes made and.or planned Noise complaints from residents. Residents satisfied with resulting noise levels after change. B. Highway-Light Rail Grade Crossing Operations General Operating speeds, polices, and instructions for night operations No special instructions LRT lines intersect with designated bicycling/walking facilities Yes, one Ped. Pathway through college SAIT campus ground crosses LRT line-with protection signalized. 7) Operating characteristics of grade crossing bells and other wayside audible devices A. Active only on trainap proach, until gatesare in horizontal position B. Active during approach and entire time crossing is occupied. Gated, Ped. Only C. Other (describe) D. Special wayside ped. audible device E. Other (describe) Operating speeds, policies, and instructions Use bell/horn as needed- no special instructions at intersections 6) Types of wayside audible devices A. Mechanical bells Gated, Ped. Only B. Electronic bells Gated, Ped. Only C. Wayside horn 4) Service frequency/headway by line (include time of operation if appropriate): A. Line B. Frequency/Headway C. Time of Operation 3) Typical train consist length A. Line B. Length C. Time of Operation E. Audible Warning Device on LRV LRV Horn, Bell Type F. Audible warning messages D. Stations High Platform 2) LRVs Type in use A. Manufacturer/Model/Year B. Articulated LRV articulated C. Floor High Floor A. General Characteristics of the LRT System 1) LRT System in use A. Line B. Right of Way Type C. Segment D. Length E. Year Opened Audible Signals for pedestrian Safety in Light Rail Transit Environments Calgary Transit QUESTIONNAIRE Transportation Research Board Transit Cooperative Research Program (TCRP) PROJECT D - 10

Line_Metro Blue_ Line_Metro Green__ Line_Metro Gold_ Exclusive, Semi-Exclusive/Fenced, Street Median/Curb(No fence), Side Alignment/Curb (No fence) Exclusive Exclusive, Semi-Exclusive/Fenced, Street Median/Curb(No fence) 21.35 19.7 13.8 1990 1995 2003 Blue_ Green_ Gold_ Rush Hour- 2 & 3 car trains, Off peak- 3 car trains, Evening- 2 car trains Rush hour- 2 car trains, off peak- 2 car trains, Evening- 1 car trains Rush hour- 2 car trains, off peak- 2 car trains, Evening-1 car trains During Most times/ Late Evening, Weekend, Evening During Most times/ Late Evening, Weekend, Evening During Most times/ Late Evening, Weekend, Evening Blue_ Green_ Gold_ 07:00-09:00 & 15:30- 19:30 Peak Service @ 5-6 min. headways, @ 10-12 south of Willow 09:00-15:30 & 19:30- 20:00 Off Peak Service @ 10 min. headways 04:30- 07:00 & 20:00-01:40 Evening Service @ 20 min.headways Weekend service: A.M., @ 15 min., mid-day & P.M. @ 12 min., night @ 20 min. 07:00-09:00 & 15:30- 19:30 Peak Service @ 7-8 min. headways, 09:00-15:30 & 19:30-20:00 Off Peak Service @ 15 min. headways 03:40- 07:00 & 20:00- 02:10Evening Service @ 20 min.headways Weekend service: A.M.,mid-day & P.M. @ 15 min., night @ 20 min. 07:00-09:00 & 15:30- 19:30 Peak Service @ 10 min. headways, 09:00-15:30 & 19:30-20:00 Off Peak Service @ 12 min. headways 03:50- 07:00 & 20:00-02:10Evening Service @ 20 min.headways Weekend service: A.M., mid-day & P.M. @ 15 min., night @ 20 min. 5) This Line semi exclusive ROW operates at 55 MPH in a shared corridor with Union Pacific (UP) and has standard highway rail grade crossing warning gatees, lights, and bells; as such the trains us the electronic horn set at 85 db and sound the conventional 2 long, short, long signal. In the Street Running ROW the Metro Blue Line operates at 35 MPH with an Electronic Bell set at 75 db and sounds on approach until the crossing is occupied This line has no At Grade Highway Rail Grade Crossings and travels up to 65 MPH. This line semi exclusive ROW has all Highway Rail Grade Crossing supported by 4 quad Crossing Warning Devices (gates, lights, & bells) and operates up to 55 MPH; as such the Trains use an Electronic "Quaker" set at 75 db and sound two long signals on approach. In the Street Running ROW this line operates at 20MPH with the Electronic "Quaker" set at 75 db and sounds on approach until the crossing is occupied. Gated Gated, Ped only Cerain Crossings only Gated, Ped only Gated, Ped only Gated, Ped only Station entrances on this line have been constructed with ped. Swing Gates as well as the tradtional Flashing Lights and Bells. (Installed "second train coming" sign at the Verno Ave. Station Entrance to enhance the ped. Warning on this line) Installed "No left Turn" sings that acitvat when a train approaches at driveways and "Train" signs above left turn pockets on the streets in Street Running Territory in LA. Installed "Train Coming" signs that activate when a train apporaches Marmion Way and the street running portion of LA Installed "No left Turn" sings that acitvat when a train approaches at driveways and "Train" signs above left turn pockets on the streets in Street Running Territory i LA. Installed "Train Coming" signs that activate when a train apporaches Marmion Way and the street running portion of LA Installed "No left Turn" sings that acitvat when a trai approaches at driveways and "Train" signs above left turn pockets on the streets in Street Running Territory in LA. Installed "Train Coming" signs that activate when a train apporaches Marmion Way and the street running portion of LA 8) 9) 1) 2) Mechanical Bells--non-adjustable Electronic Bells--can be adjested to mitigat noise forresidents 3) 4) 5) 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 16) 17) 18) QUESTIONNAIRE Transportation Research Board Transit Cooperative Research Program (TCRP) PROJECT D - 10 Audible Signals for pedestrian Safety in Light Rail Transit Environments Los Angeles County MTA A. General Characteristics of the LRT System 1) LRT System in use A. Line B. Right of Way Type C. Segment D. Length E. Year Opened 2) LRVs Type in use A. Manufacturer/Model/Year B. Articulated LRV Articulated C. Floor High Floor D. Stations High Platform E. Audible Warning Device on LRV LRV Horn, Bell Type F. Audible warning messages 3) Typical train consist length A. Line B. Length C. Time of Operation 4) Service frequency/headway by line (include time of operation if appropriate): A. Line B. Frequency/Headway C. Time of Operation Operating speeds, policies, and instructions 6) Types of wayside audible devices A. Mechanical bells B. Electronic bells C. Wayside horn D. Special wayside ped. audible device E. Other (describe) 7) Operating characteristics of grade crossing bells and other wayside audible devices A. Active only on trainap proach, until gatesare in horizontal position. B. Active during approach and entire time crossing is occupied. C. Other (describe) Operating speeds, polices, and instructions for night operations Train operations is same day or night and the trains have all been configured with the FRA traingle of light (two headlights "ditch lights" that flash alternateively and have added a Cyclops light on the roof of the LRT's to indicate the triangle of light similar to the FRA LRT lines intersect with designated bicycling/walking facilities No B. Highway-Light Rail Grade Crossing Operations General Changes made and/or planned to the grade crossing audible devices since the LRT started operations Yes, on Metro GOLD Line, Installed a 75 db "quaker" horn, turn off bells after gates lower, changed pattern of sounding warning, and plan to consider reducing warning bells to approximately 785 db Describe rational and noted effects of the changes made and.or planned Agency inputs in relation to the various types of problems/techniques identified in the Research Purpose of this questionnaire N/A Results of any demonstration projects related to grade crossing safety improvements involving audible devices Wayside horn demo conducted on Metro Blue Line--results were not favorable-problem of 2nd train approaching crossing at same time (simultaneous), and increased no for residents at the crossing. At-grade shared crossings with freight railroad (adjacent to LRT r-o-w to or using the same set of tracks), operation details/traffic control device and variation between LRV and Freight operations. Yes, the Metro Blue Line shares grade crossings with the adjacent Union Pacific Railroad and when paralleling a UP Train or overtaing a UP Train at a highway rail grade crossing, the LRT Trains slow until they (UP) actually occupy the crossing due to the possible anxious person or motorist not waiting for the gates and bells to de-activate. Background Crossings with special or unique operating characteristics Yes, we have some Highway Rail Grade Crossings adjacent to senior nursing homes at those locations, we have silenced the bells once the gates have reached the horizontal position. Also, a reduction pattern is usedc at these crossings. Available written policy for the selection of highway-rail grade crossing safety improvements No The audible device supplier involvement development of plans and specifications for audible improvements Have not relied on supplier since the start of LRT in Los Angeles as we approached various industries and suppliers to try and service our special needs with horn modifications, etc. Determination of audible device noise level (loudness) Have to comply with the minimum requirements established by the State Oversight--CPUC. Testing noise levels after audible device installation Yes, we use calibrated equipment and measured distances to ensure that the audible devices both on the trains at the yards and at wayside locations where the crossing bells have been lowered comply with state requirements. Calibration audible device noise levels Yes, the validation of the audible warning devices on the train are checked daily to ensure they work and the calibrated evaluation is done as part of the routine maintenance associated with the manufacturer's recommended practices. Guidelines or warrants for the use of special audible pedestrian/bicycle control devices at LRT (or rail) crossings No Procedures use in the evaluation of safety at highway-rail crossings Diagnostic team study as defined in the Rail-Highway Grade Crossing Handbook Available inventory of all highway-rail grade crossings Yes, Inventory consistent with the U.S. DOT/AAR national inventory No Source motor vehicle/train accident reports and statistics We monitor and maintain our own records for accident based on initial reports generated by the Rail Operations Control Center. Thus we have a comprehensive list of accident statistics for all crossings associated with the Light Rail Lines. Involvement of the disabled community selection of audible devices No Contact person (or persons) for the disabled community task force Source(s) for pedestrian/train collision reports and statistics Same as #11 15) Investigation/consideration of possible application of new technology as follow: A. Automated train horn at the crossing. Yes B. Special pedestrian crossing control devices Yes C. Audible Devices Yes D. Z Crossings Yes E. Pedestrian Automatic Gates Yes Change in type of audible device used caused by community noise Yes, see details listed previously Legal challenges resulting from changes in audible device use No Changes to audible devices use resulting from legal challenges No

CLRL, I CLRL, II Non-exclusive/ mixed traffic Non-exclusive/ mixed traffic 1992 1997 CLRL, I CLRL, II 5) 8) 9) 1) 2) 3) 4) 5) 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 16) 17) 18) Change in type of audible device used caused by community noise Yes, vehicle horn for night time operation 20 minutes Peak (with overlap) 30 minutes off peak. LRT System in use Audible Signals for pedestrian Safety in Light Rail Transit Environments Maryland Mass Transit Administration QUESTIONNAIRE Transportation Research Board Transit Cooperative Research Program (TCRP) PROJECT D - 10 D. Length ADRANZ 1 Yes High FloorC. Floor 15) Changes to audible devices use resulting from legal challenges Legal challenges resulting from changes in audible device use C. Segment A. Line B. Right of Way Type A. Active only on trainap proach, until gatesare in horizontal position. B. Active during approach and entire time crossing is occupied. C. Other (describe) 4) 6) LRT lines intersect with designated bicycling/walking facilities B. Highway-Light Rail Grade Crossing Operations 7) Operating speeds, policies, and instructions Operating speeds, polices, and instructions for night operations Service frequency/headway by line (include time of operation if appropriate): B. Frequency/Headway A. Line No No Only in second train coming Project D. Z Crossings E. Pedestrian Automatic Gates Available written policy for the selection of highway-rail grade crossing safety improvements Crossings with special or unique operating characteristics Calibration audible device noise levels C. Audible Devices Testing noise levels after audible device installation The audible device supplier involvement development of plans and specifications for audible improvements Determination of audible device noise level (loudness) D. Stations E. Audible Warning Device on LRV 2) LRVs Type in use F. Audible warning messages How platform with high block 1) Yes Yes Bell Type No No D. Year Opened A. Manufacturer/Model/Year B. Articulated 3) Types of wayside audible devices A. Mechanical bells Safety and Risk Management DepartmentSource(s) for pedestrian/train collision reports and statistics Gated Engineering Study as defined in the MUTCD No No General No No N.A. Safety and Risk Management Department Investigation/consideration of possible application of new technology as follow: Yes C. Time of Operation A. Automated train horn at the crossing. B. Special pedestrian crossing control devices Involvement of the disabled community selection of audible devices No Contact person (or persons) for the disabled community task force Available inventory of all highway-rail grade crossings Procedures use in the evaluation of safety at highway-rail crossings A. Line B. Length C. Time of Operation Typical train consist length 2 Car trains- normal service, 3 Car trains- stadium events Being Re-written for ATP/Double Track Yes, Lake Roland Gated B. Electronic bells E. Other (describe) C. Wayside horn D. Special wayside ped. audible device Operating characteristics of grade crossing bells and other wayside audible devices No Guidelines or warrants for the use of special audible pedestrian/bicycle control devices at LRT (or rail) crossings Inventory consistent with the U.S. DOT/AAR national inventory Source motor vehicle/train accident reports and statistics For recommendations MUTCD Changes made and/or planned to the grade crossing audible devices since the LRT started operations Describe rational and noted effects of the changes made and.or planned Results of any demonstration projects related to grade crossing safety improvements involving audible devices Background At-grade shared crossings with freight railroad (adjacent to LRT r-o-w to or using the same set of tracks), operation details/traffic control device and variation between LRV and Freight operations. Agency inputs in relation to the various types of problems/techniques identified in the Research Purpose of this questionnaire

Main Line South Line Exclusive, Semi-exclusive, Side alignment/ Transit Line, Non- exclusive/ Mixed Traffic, Non-exclusive/ ped. mall Semi-exclusive/ fenced Watt/Mather Meadowview 20.7 6.3 1987 2003 Main Line South Line 4 car trains during peak (M-F 6 am-9 am & 3:30 pm- 6 pm 2 car trains during off peak hours, single car trains late evening (after 6 pm) and Sundays Main Line South Line 8 trains running at 15 min. intervals during day,4 trains running at 30 min intervals during evening and early weekend 4 trains running at 15 min intervals during the day, 4 trains running at 30 min intervals during evening and early weekend 5) 8) 9) 1) 2) 3) 4) 5) 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 16) 17) 18) QUESTIONNAIRE Transportation Research Board Transit Cooperative Research Program (TCRP) PROJECT D - 10 Audible Signals for pedestrian Safety in Light Rail Transit Environments Sacramento Regional Transit District 1) LRT System in use A. Line B. Right of Way Type C. Segment D. Length D. Year Opened 2) LRVs Type in use A. Manufacturer/Model/Year B. Articulated Yes C. Floor High Floor D. Stations Low Platform E. Audible Warning Device on LRV LRV Horn, Bell Type F. Audible warning messages "This train is out of service","The train is departing, please stand clear." 3) Typical train consist length A. Line B. Length C. Time of Operation 4) Service frequency/headway by line (include time of operation if appropriate): A. Line B. Frequency/Headway C. Time of Operation Operating speeds, policies, and instructions Yes, copies are available for operators 6) Types of wayside audible devices A. Mechanical bells Gated, B. Electronic bells Gated, Ped only C. Wayside horn D. Special wayside ped. audible device E. Other (describe) TS controlled 7) Operating characteristics of grade crossing bells and other wayside audible devices A. Active only on trainap proach, until gatesare in horizontal position. Gated B. Active during approach and entire time crossing is occupied. Ped only C. Other (describe) Operating speeds, polices, and instructions for night operations RR headlights on at all times, different speed limits at different segments of the track LRT lines intersect with designated bicycling/walking facilities Yes, train crosses over American River bike trail on bridge B. Highway-Light Rail Grade Crossing Operations General Changes made and/or planned to the grade crossing audible devices since the LRT started operations Yes, there are currently some changes in the works Describe rational and noted effects of the changes made and.or planned N/A Agency inputs in relation to the various types of problems/techniques identified in the Research Purpose of this questionnaire N/A Results of any demonstration projects related to grade crossing safety improvements involving audible devices N/A At-grade shared crossings with freight railroad (adjacent to LRT r-o-w to or using the same set of tracks), operation details/traffic control device and variation between LRV and Freight operations. Yes, the South line runs adjacent to the UP tracks Background Crossings with special or unique operating characteristics No Available written policy for the selection of highway-rail grade crossing safety improvements No The audible device supplier involvement development of plans and specifications for audible improvements N/A Determination of audible device noise level (loudness) Try to keep noise level below 80 db and they are dtermined by Civil and System Engineering Testing noise levels after audible device installation Yes, Construction and RT personnel Calibration audible device noise levels Yes, every year Guidelines or warrants for the use of special audible pedestrian/bicycle control devices at LRT (or rail) crossings No Procedures use in the evaluation of safety at highway-rail crossings Engineering Study as defined in the MUTCD Available inventory of all highway-rail grade crossings Yes Inventory consistent with the U.S. DOT/AAR national inventory Yes Source motor vehicle/train accident reports and statistics Safety department and NSTB Involvement of the disabled community selection of audible devices Yes, RT has a group dedicated to this, Accessible Services Contact person (or persons) for the disabled community task force Laura Forester (916) 321-3871 Source(s) for pedestrian/train collision reports and statistics Safety department 15) Investigation/consideration of possible application of new technology as follow: A. Automated train horn at the crossing. B. Special pedestrian crossing control devices C. Audible Devices D. Z Crossings E. Pedestrian Automatic Gates Change in type of audible device used caused by community noise Yes, try to keep noise level below 80 db Changes to audible devices use resulting from legal challenges No Legal challenges resulting from changes in audible device use No

Estimate Blue Estimate Orange Exclusive, Street Median/ Curb (no fence) Exclusive, Street Median/ Curb (no fence) 16 22 1981 1995 Blue Orange 3 car trains, 15 min/7.5 peak periods, 21 hour operations 2 cars (3 rush hour), 15 min all day, 21 hour operations 15 to 7.5 during rush (4:30 pm- 1:30 am) 15 all day (4:30 am-1 am) Blue Orange 15 to 7.5 during rush (4:30 pm- 1:30 am) 15 all day (4:30 am-1 am) 5) 8) 9) 1) 2) 3) 4) 5) 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 16) 17) 18) Change in type of audible device used caused by community noise Yes, some communities we use the quieter clacker type horn, The louder horn is used only when a potential sutation could occur. Determination of audible device noise level (loudness) California Public Utilities (CPVE) regulates Testing noise levels after audible device installation Yes, San Diego Imperial Valley Railroad--Same as LRT--speeds lower however. (Freights use standard heavy rail horns, far above levels of LRT operations.) Guidelines or warrants for the use of special audible pedestrian/bicycle control devices at LRT (or rail) crossings Inventory consistent with the U.S. DOT/AAR national inventory Source motor vehicle/train accident reports and statistics None at this time Engineering study as defined in the MUTCD No Grated TS Controlled Grated, Ped only Available inventory of all highway-rail grade crossings Procedures use in the evaluation of safety at highway-rail crossings C. Wayside horn D. Special wayside ped. audible device At-grade shared crossings with freight railroad (adjacent to LRT r-o-w to or using the same set of tracks), operation details/traffic control device and variation between LRV and Freight operations. Agency inputs in relation to the various types of problems/techniques identified in the Research Purpose of this questionnaire No Safety DepartmentSource(s) for pedestrian/train collision reports and statistics Involvement of the disabled community selection of audible devices No Contact person (or persons) for the disabled community task force Yes A. Automated train horn at the crossing. B. Special pedestrian crossing control devices C. Audible Devices No No No Maintained in our safety department from 1981--Listing of all crossings, types of accidents, etc. 80 Investigation/consideration of possible application of new technology as follow: Background N/A None, we have been very sucessful with the warning equipment we have currently Describe rational and noted effects of the changes made and.or planned Results of any demonstration projects related to grade crossing safety improvements involving audible devices No No General Changes made and/or planned to the grade crossing audible devices since the LRT started operations 1) Yes Yes, San Diego Imperial Valley Railroad--Same as LRT--speeds lower however. (Freights use standard heavy rail horns, far above levels of LRT operations.) LRV Horn No No E. Year Opened A. Manufacturer/Model/Year D. Length Siemens Dunwag 1980-1988 No High FloorC. Floor B. Articulated A. Line C. Time of Operation F. Audible warning messages Low PlatformD. Stations 3) A. Line B. Length C. Time of Operation Typical train consist length Service frequency/headway by line (include time of operation if appropriate): B. Frequency/Headway Operating characteristics of grade crossing bells and other wayside audible devices A. Mechanical bells B. Electronic bells Max speed 55 MPH, city streets 25-30 MPH -regular horn- & clacker type horn (no bell) rule book available. Operating speeds, policies, and instructions No Same as day D. Z Crossings E. Pedestrian Automatic Gates Available written policy for the selection of highway-rail grade crossing safety improvements Crossings with special or unique operating characteristics The audible device supplier involvement development of plans and specifications for audible improvements Calibration audible device noise levels 6) LRT lines intersect with designated bicycling/walking facilities B. Highway-Light Rail Grade Crossing Operations 7) Operating speeds, polices, and instructions for night operations Types of wayside audible devices (Horn, clacker) TS Controlled, Ped only E. Other (describe) C. Other (describe) 15) Changes to audible devices use resulting from legal challenges Legal challenges resulting from changes in audible device use C. Segment A. Line B. Right of Way Type A. Active only on trainap proach, until gatesare in horizontal position. B. Active during approach and entire time crossing is occupied. 4) QUESTIONNAIRE Transportation Research Board Transit Cooperative Research Program (TCRP) PROJECT D - 10 LRT System in use Audible Signals for pedestrian Safety in Light Rail Transit Environments A. General Characteristics of the LRT System San Diego Trolley, Inc. E. Audible Warning Device on LRV 2) LRVs Type in use

Guadalupe Tasman Almaden Exclusive, Street Median/ Curb (no fence), Non-exclusive/ mixed traffic, non-exclusive/ ped. Mall Exclusive, Semi-exclusive/ fenced Street Median/ Curb (no fence) Semi-exclusive All All All 19.8 15.94 1.18 1987-1991 1999-2004 1993 Guadalupe Tasman Almaden 2 to 3 cars rush and mid-day, 1 car night and weekends 1 car 1 car Guadalupe Tasman Almaden 15" 4:15 am- 8 pm, 30" to 11:30 pm, 60" to 2 am 15" 6 am - 9:30 am and 2:30 pm to 7 pm, 30" sll others to 11 pm, 60" to 12 am 15" all day (5:30 am-11 pm) 5) 8) 9) 1) 2) 3) 4) 5) 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 16) 17) 18) QUESTIONNAIRE Transportation Research Board Transit Cooperative Research Program (TCRP) PROJECT D - 10 Audible Signals for pedestrian Safety in Light Rail Transit Environments Santa Clara Valley Transportation Authority (VTA) A. General Characteristics of the LRT System 1) LRT System in use A. Line B. Right of Way Type C. Segment D. Length E. Year Opened 2) LRVs Type in use A. Manufacturer/Model/Year Kinkisharyo B. Articulated Yes C. Floor Low Floor D. Stations How platform E. Audible Warning Device on LRV LRV Horn F. Audible warning messages Please stand clear of track, train out of service 3) Typical train consist length A. Line B. Length C. Time of Operation 4) Service frequency/headway by line (include time of operation if appropriate): A. Line B. Frequency/Headway C. Time of Operation Operating speeds, policies, and instructions Ped mall speed = 10 MPH, Median operation = 30 or 35 MPH, Exclusive = 55 MPH maximum 6) Types of wayside audible devices A. Mechanical bells Gated, Ped only B. Electronic bells Gated, Ped only C. Wayside horn D. Special wayside ped. audible device E. Other (describe) None, none in mal 7) Operating characteristics of grade crossing bells and other wayside audible devices A. Active only on trainap proach, until gatesare in horizontal position. 80% Gated, Ped only B. Active during approach and entire time crossing is occupied. 20% Gated (none in mall) C. Other (describe) Operating speeds, polices, and instructions for night operations High beam and railroad light not to be used where it will blind motorists. No "night only" speed restrictions. We encourage "reasonable" use of audible devices. LRT lines intersect with designated bicycling/walking facilities Yes, no special measure at these facilities B. Highway-Light Rail Grade Crossing Operations General Changes made and/or planned to the grade crossing audible devices since the LRT started operations Yes, LRV has electronic horn and bell. Plus an electromechanical bell similar to P.C.C streetcar. Elec tornic sounds are source of complaints, new sounds being programmed at same db level, but less obnoxious. Crossing bells now silent when gates are down. P.U.C has permitted use to enact "low noise zones" in some neighborhoods. Describe rational and noted effects of the changes made and.or planned Air horn replaced by electronic horns in 1991. Air horn sounded too much like automotive horn. This was one of several steps taken to reduce accidents. Agency inputs in relation to the various types of problems/techniques identified in the Research Purpose of this questionnaire Inour environment we have few exclusively ped only warnings. Results of any demonstration projects related to grade crossing safety improvements involving audible devices Low noise zones approved by C.P.U.C after six-month demonstration at one critical crossing. At-grade shared crossings with freight railroad (adjacent to LRT r-o-w to or using the same set of tracks), operation details/traffic control device and variation between LRV and Freight operations. No, (line opening late 2005= yes) Background Crossings with special or unique operating characteristics Yes, P.U.C. approved "low noise zone" at Whisman Rd. Available written policy for the selection of highway-rail grade crossing safety improvements Yes The audible device supplier involvement development of plans and specifications for audible improvements nil Determination of audible device noise level (loudness) It is stated in C.P.U.C General Order 143-B Testing noise levels after audible device installation Yes Calibration audible device noise levels Yes, at vehicle delivery and when changes made to audible warnings (rare) Guidelines or warrants for the use of special audible pedestrian/bicycle control devices at LRT (or rail) crossings Yes, see C.P.U.C General Orders 72, 75, and 88 Procedures use in the evaluation of safety at highway-rail crossings Available inventory of all highway-rail grade crossings Yes Inventory consistent with the U.S. DOT/AAR national inventory California P.U.C. list Source motor vehicle/train accident reports and statistics Our records based on Operator and Supervisor accident reports, Safety Dept. analysis, etc. Involvement of the disabled community selection of audible devices No Contact person (or persons) for the disabled community task force George Tacke: (408) 321-7040; george.tacke@vta.org Source(s) for pedestrian/train collision reports and statistics Same as # 11 above 15) Investigation/consideration of possible application of new technology as follow: A. Automated train horn at the crossing. Yes B. Special pedestrian crossing control devices Yes C. Audible Devices Yes D. Z Crossings Yes E. Pedestrian Automatic Gates Legal challenges resulting from changes in audible device use No Change in type of audible device used caused by community noise Yes Changes to audible devices use resulting from legal challenges No

Central Corridor Southwest Central Platte Exclusive, Side alignment/Curb (no fence) Exclusive Exclusive, Side alignment/Curb (no fence) 5.3 8.7 1.8 1994 2000 2002 Central Corridor Southwest Central Platte Typical consist is 2 to 3 car with 3 car common during peak periods and for special events. Typical consist is 2 to 3 car with 3 car common during peak periods and for special events. Typical consist is 2 to 3 car with 3 car common during peak periods and for special events. Central Corridor Southwest Central Platte 5 minutes to 30 minutes (peak to non-peak) 5) With traffic, Gated 8) 9) 1) 2) 3) 4) 5) 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 16) 17) 18) LRT System in use Audible Signals for pedestrian Safety in Light Rail Transit Environments Operator may make external and internal PA announcements. Internal passages and also automated A. General Characteristics of the LRT System Denver Regional Transit District E. Audible Warning Device on LRV 2) LRVs Type in use QUESTIONNAIRE Transportation Research Board Transit Cooperative Research Program (TCRP) PROJECT D - 10 15) Changes to audible devices use resulting from legal challenges Legal challenges resulting from changes in audible device use C. Segment A. Line B. Right of Way Type A. Active only on trainap proach, until gatesare in horizontal position. B. Active during approach and entire time crossing is occupied. 4) 6) LRT lines intersect with designated bicycling/walking facilities B. Highway-Light Rail Grade Crossing Operations 7) Operating speeds, polices, and instructions for night operations Types of wayside audible devices E. Other (describe) C. Other (describe) No Night time operating speeds same as daytime. In street running sections, headlights are used in a wig wag fashion day and night. No streets. Audible services same as daytime Operating characteristics of grade crossing bells and other wayside audible devices A. Mechanical bells B. Electronic bells Gated crossings- speed varies from 55 MPH to 25 MPH depending upon type of row, exclusive vs. semi- exclusive. Operators use horns. Traffic controlled by traffic signal- approximate speed of 25 MPH may use horn and/or bells depending on circumstances at time of crossing Operating speeds, policies, and instructions 3) A. Line B. Length C. Time of Operation Typical train consist length Service frequency/headway by line (include time of operation if appropriate): B. Frequency/Headway F. Audible warning messages Low platform with high blockD. Stations B. Articulated D. Length Siemens Duewag/SD100 Yes High FloorC. Floor A. Line C. Time of Operation Results of any demonstration projects related to grade crossing safety improvements involving audible devices 1) Yes LRV Horn, Bell Type No No E. Year Opened A. Manufacturer/Model/Year No No NTSB, USDOT, FTA Investigation/consideration of possible application of new technology as follow: Engineering study as defined in the MUTCD, diagnostic team study as defined in the Rail-Highway Grade Crossing Handbook No No, however, grade crossings are addressed within light rail design criteria Source motor vehicle/train accident reports and statistics Testing noise levels after audible device installation No Yes, during acceptance testing. Regular inspections verify that mechanical bells are functioning. Changes made and/or planned to the grade crossing audible devices since the LRT started operations Describe rational and noted effects of the changes made and.or planned Available inventory of all highway-rail grade crossings Procedures use in the evaluation of safety at highway-rail crossings Background Available written policy for the selection of highway-rail grade crossing safety improvements Crossings with special or unique operating characteristics Determination of audible device noise level (loudness) The audible device supplier involvement development of plans and specifications for audible improvements Guidelines or warrants for the use of special audible pedestrian/bicycle control devices at LRT (or rail) crossings C. Wayside horn D. Special wayside ped. audible device At-grade shared crossings with freight railroad (adjacent to LRT r-o-w to or using the same set of tracks), operation details/traffic control device and variation between LRV and Freight operations. Agency inputs in relation to the various types of problems/techniques identified in the Research Purpose of this questionnaire General Gated Yes, transit maintains transit side of crossing, RR maintains railroad side of crossing. Transit may provide quick repair (broken gate) to railroad side. No special devices to distinguish between LRV and RR. Operating agreement is maintained. LRV follows transit rules--2 long, short, long. RR follows railroad rules FRA & AREMA guidelines. Change in type of audible device used caused by community noise No, not currently, but may be in future C. Audible Devices D. Z Crossings E. Pedestrian Automatic Gates No, not currently, but may be in future Contact person (or persons) for the disabled community task force Calibration audible device noise levels All of these may be investigated for future corridor. NTSB, USDOT, FTASource(s) for pedestrian/train collision reports and statistics Involvement of the disabled community selection of audible devices A. Automated train horn at the crossing. B. Special pedestrian crossing control devices Inventory consistent with the U.S. DOT/AAR national inventory

North/ South University Medical Exclusive, Street Median/ Transit Line Side Alignment/Curb (No fence) Street Median/Curb (No fence) 14 2 1.5 (fence @ 1 Station 1999 2001 2003 North/ South University Medical Peak 3-4 car trains, non peak 2 car trains, Friday Saturday-single car trains after 23:00 Peak AM, PM-one special trip directly to & from Medical Center to far south Station-normally passengers have to transfer to go directly south. 5- 2 car trains, non peak 4-1 car trains, 1-2 car train Peak AM, PM-one special trip directly to & from Medical Center to far south Station-normally passengers have to transfer to go directly south. 5- 2 car trains, non peak 4-1 car trains, 1-2 car train 15 minutes- Mon-Thurs, Fri-Sat after 23:17- 30 minute headways until 1:02 15 minutes- Mon-Thurs, Fri-Sat after22:41-30 minute headways until 1:00 15 minutes- Mon-Thurs, Fri-Sat after22:41-30 minute headways until 1:00 5) With traffic, Gated 8) 9) 1) 2) 3) 4) 5) 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 16) 17) 18) QUESTIONNAIRE Transportation Research Board Transit Cooperative Research Program (TCRP) PROJECT D - 10 Audible Signals for pedestrian Safety in Light Rail Transit Environments Utah Transit Authority A. General Characteristics of the LRT System 1) LRT System in use A. Line B. Right of Way Type C. Segment D. Length E. Year Opened 2) LRVs Type in use A. Manufacturer/Model/Year Siemens, Model 100/1998-1999. Siemens model 160. 2001-2002 B. Articulated Yes C. Floor High Floor D. Stations Low platform with high blocks E. Audible Warning Device on LRV LRV Horn, Bell Type F. Audible warning messages There are audible warning messages on the platforms such as train approaching, stand back 3) Typical train consist length A. Line B. Length C. Time of Operation 4) Service frequency/headway by line (include time of operation if appropriate): A. Line B. Frequency/Headway C. Time of Operation Operating speeds, policies, and instructions Will be sending copy of rules pertaining to the above. 4.24, 4.27, 4.29, 11.15 operating speed in ABS territory 55 MPH unless otherwise posted. Street running 25-40 MPH depending on location 6) Types of wayside audible devices A. Mechanical bells B. Electronic bells C. Wayside horn D. Special wayside ped. audible device With Traffic, Gated- TS Controlled E. Other (describe) The only audible ped device which is used is for people on the platform. This can be heard while entering platforms (Ex- "Please stand behind the yellow line." At all stations in ABS territory at areas where pedestrians cross track to get to the platform there is a yellow information sight to watch for trains. 7) Operating characteristics of grade crossing bells and other wayside audible devices A. Active only on trainap proach, until gatesare in horizontal position. With traffic, Gated B. Active during approach and entire time crossing is occupied. C. Other (describe) Operating speeds, polices, and instructions for night operations Same as day LRT lines intersect with designated bicycling/walking facilities No B. Highway-Light Rail Grade Crossing Operations General Changes made and/or planned to the grade crossing audible devices since the LRT started operations Yes, once gates are locked in a horzontal position mechanical bells on gate mechanism stop. Describe rational and noted effects of the changes made and.or planned Complaints about noise from the community Agency inputs in relation to the various types of problems/techniques identified in the Research Purpose of this questionnaire I think that no matter what you do, a small group of people will always disobey. However, it would be nice to have some sort of audible further away so people don't run in front of the train…. (continued) Results of any demonstration projects related to grade crossing safety improvements involving audible devices I am not aware of any in our area At-grade shared crossings with freight railroad (adjacent to LRT r-o-w to or using the same set of tracks), operation details/traffic control device and variation between LRV and Freight operations. Yes, Freight has a window of operation from midnight to 5:00 AM. They do not run Friday & Saturday nights, See SOP on Freight operations Background Crossings with special or unique operating characteristics Yes, audible devices sound only when gate is going down once it is locked in horizontal position, the bells stop Available written policy for the selection of highway-rail grade crossing safety improvements No The audible device supplier involvement development of plans and specifications for Supplier resposibility Determination of audible device noise level (loudness) As loud as the neighbors will allow Testing noise levels after audible device installation No Calibration audible device noise levels No Guidelines or warrants for the use of special audible pedestrian/bicycle control devices at LRT (or rail) crossings No Procedures use in the evaluation of safety at highway-rail crossings Engineering study as defined in the MUTCD, diagnostic team study as defined in the Rail-Highway Grade Crossing Handbook Available inventory of all highway-rail grade crossings Yes Inventory consistent with the U.S. DOT/AAR national inventory Yes Source motor vehicle/train accident reports and statistics We have a safety administrator who compiles these and we keep our report (a copy of) in our files & safety administrator- Ed Buchanon Involvement of the disabled community selection of audible devices No Contact person (or persons) for the disabled community task force 262-5626, Sherry Repsher- ex. 3436, she is in our Civil Rights department and works closely with the disabled community Source(s) for pedestrian/train collision reports and statistics Again that would be our Safety Administrator Ed Buchanon who can be contacted @ 352-6603 15) Investigation/consideration of possible application of new technology as follow: A. Automated train horn at the crossing. B. Special pedestrian crossing control devices C. Audible Devices D. Z Crossings E. Pedestrian Automatic Gates Change in type of audible device used caused by community noise Yes, afain as the gates go down the bells ring, once the gates are locked the lights still flash but the bells stop Changes to audible devices use resulting from legal challenges No Legal challenges resulting from changes in audible device use No

Red Blue WOC/NC SOC/NE ~25 Miles ~22 Miles 1997/2002 1996/20002 Red Blue 3-car Consist; Operation 4:00am-1:00 am; Peak Time 6am-9am & 3pm-6pm 2-car Consist; Operation 4:00am-1:00 am; Peak Time 6am-9am & 3pm-6pm Red Blue 5 minutes for peak hour/peak direction, 10 minute for remainder of the peak, 20 minutes for base 10 minutes for peak period, 20 minutes for base 5) 8) 9) 1) 2) 3) 4) 5) 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 16) 17) 18) With Traffic, Gated, Ped Only (off quadrant) C. Wayside horn D. Special wayside ped. audible device A. Automated train horn at the crossing. B. Special pedestrian crossing control devices No Contact person (or persons) for the disabled community task force Involvement of the disabled community selection of audible devices Source(s) for pedestrian/train collision reports and statistics In house claims data Specifications & acceptance testing Yes Yes, Design Criteria provides provisions for pedestrian warning gates (including bells) for special circumstances (schools, parks, etc) on a case-by-case basis. Yes, Was conducted for LRV mounted horn, gong & whistle No, adjusted initially Available inventory of all highway-rail grade crossings Procedures use in the evaluation of safety at highway-rail crossings Background Available written policy for the selection of highway-rail grade crossing safety improvements Crossings with special or unique operating characteristics Determination of audible device noise level (loudness) The audible device supplier involvement development of plans and specifications for audible improvements Guidelines or warrants for the use of special audible pedestrian/bicycle control devices at LRT (or rail) crossings Testing noise levels after audible device installation Calibration audible device noise levels Engineering study as defined in the MUTCD, diagnostic team study as defined in the Rail-Highway Grade Crossing Handbook, other (Independent safety review and Agency Systems Safety & Security Certification Plan. Yes, Median running on Lancaster Road requires use of horn. When safety concerns/ hazardous conditions identified, use horn. Yes, Traffic control signals in street or median running operations only. Warning gates, medians, signage typical for other ROW. Part of agency Design Criteria. Also, follow TX MUTCD. Specifications provided to installer/supplier by agency for grade crossing & LRV equipment. Change in type of audible device used caused by community noise No Source motor vehicle/train accident reports and statistics Automated train horn at the crossing (reviewed technology-local freight has demonstration project w/City of Richardson), Special pedestrian crossing control devices, Z Crossings, Pedestrian Automatic Gates. No C. Audible Devices D. Z Crossings E. Pedestrian Automatic Gates No No David Ehrlicher, Marcus Moore In house claims data Investigation/consideration of possible application of new technology as follow: Changes to audible devices use resulting from legal challenges Yes, MOU in place for shared corridor operations. LRT maintains devices. No special indication of LRV vs train. (LRV sound per attached rule. Freight sounds per FRA) Yes, G-1 Fisher Road adjacent to a park. NC-4/5 have adjacent, non-crossing path separated by chain link fence. 12 gongs used Same as daytime operation With Traffic, Gated, Ped Only (off quadrant) General Changes made and/or planned to the grade crossing audible devices since the LRT started operations Results of any demonstration projects related to grade crossing safety improvements involving audible devices Higher hazard (non-gated) on Lanchester Road, High Ambient noise- Hwy 75 adjacency in NC-4, City request Audible devices should be one of many techniques used to warn at crossings. Agencies need flexibility to customize on a case by case basis for mitigation of identified hazards. At-grade shared crossings with freight railroad (adjacent to LRT r-o-w to or using the same set of tracks), operation details/traffic control device and variation between LRV and Freight operations. Agency inputs in relation to the various types of problems/techniques identified in the Research Purpose of this questionnaire Describe rational and noted effects of the changes made and.or planned Yes, use of whistle is standard outside CBD except in known high hazard (Lancaster Rd) or high noise (NC-4) areas where horn is used. Change of horn to whistle @ NC-4 Jackson Street @ City request. LRVs Type in use A. Line C. Time of Operation LRV Horn, Bell Type Gong, Whistle Kinkisharyo/Dart/1995-96 & 1999 & 2000 Yes High FloorC. Floor A. Manufacturer/Model/Year Low platform with high blockD. Stations B. Articulated 3) A. Line B. Length C. Time of Operation Typical train consist length Service frequency/headway by line (include time of operation if appropriate): B. Frequency/Headway Operating characteristics of grade crossing bells and other wayside audible devices A. Mechanical bells B. Electronic bells Operating speeds, policies, and instructions A. Active only on trainap proach, until gatesare in horizontal position. Legal challenges resulting from changes in audible device use Inventory consistent with the U.S. DOT/AAR national inventory 6) LRT lines intersect with designated bicycling/walking facilities B. Highway-Light Rail Grade Crossing Operations 7) Operating speeds, polices, and instructions for night operations Types of wayside audible devices B. Active during approach and entire time crossing is occupied. Dart C. Other (describe) 15) E. Other (describe) C. Segment A. Line B. Right of Way Type A. General Characteristics of the LRT System 1) D. Length E. Year Opened 4) QUESTIONNAIRE Transportation Research Board Transit Cooperative Research Program (TCRP) PROJECT D - 10 LRT System in use Audible Signals for pedestrian Safety in Light Rail Transit Environments 2) F. Audible warning messages E. Audible Warning Device on LRV