Item B: RR Crossing Quiet Zones - Laserfiche WebLink

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Pacific, must also be involved in the design and approval process as it owns and maintains all devices installed in the railroad right-of-way. The new rule establishes supplemental safety measures (SSMs) required to obtain a "quiet zone." One of the principal goals of SSMs is to prevent vehicles from weaving through the existing crossing gates. There are several ways to accomplish this. Quad gates completely close the crossing by barring the vehicle from ducking around the gate to the left. Various forms of channelizing islands or medians also can be used to protect the crossing from unauthorized entry. Attachment B provides a schematic view of these two alternatives. Other options include changing the street to a one-way street with two gates to stop driving around a single gate or completely closing the railroad crossing to all other traffic. Under the new rule there is a wide variety of alternatives, each with a range of construction, maintenance, business and community costs (see attachments C and D). The FRA rule establishes a minimum time frame of six months to complete the approval process of establishing a "quiet zone." Approval to make modifications to the crossing must be obtained from the ODOT Rail Division. ODOT's six- to eight-month approval process would not start until after the first two months of the FRA process but may overlap the final four months of it. The design and construction processes would add to the total time to finally implement a "quiet zone." Community decisions as to the nature of the crossing modifications and a funding mechanism should proceed an initial application for the zone. In Oregon, Pendleton is the only city with an existing "quiet zone," which was obtained under previous rules. Hood River is in the process of applying for "quiet zone" designation. The new federal rule allows the creation of a "quiet zone" under three different alternatives. The first alternative is if the local agency installs approved SSMs at all crossings in the zone. This is the most expensive alternative but ensures a truly "quiet zone" and maximizes public safety. A zone created in this manner will need recertification on an estimated five-year schedule. There is an option to attempt to establish a "quiet zone" by only installing sufficient SSMs to bring the average risk index for the zone below the current risk index with horns. This zone would require recertification on a two- to three-year cycle. The third alternative is to propose a series of SSMs that would lower the risk index below an established national risk level. The acceptable national risk level is higher than our current risk level and would result in a decrease in public safety. The national index is continually updated and, if a "quiet zone" were established under these conditions, it must be re-evaluated every year. If the national index falls, the City would be required to install new SSMs to retain a "quiet zone" designation. RELATED CITY POLICIES Train horns impact both public safety and community livability policies. However, there are no specific policies related to the sounding of train horns. FINANCIAL, SAFETY AND OTHER CONSIDERATIONS There are no City funds specifically earmarked for the construction or maintenance of the SSMs required under the new rule to obtain a "quiet zone." Railroads, ODOT and FRA do not participate in the cost of installing SSMs to implement a local "quiet zone." The installation costs of all SSMs would L:\CMO\2005 Council Agendas\M050720\S050720B.doc