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SARA 006:2012 Edition 1

Railway Safety Management: Technical Requirements for Engineering and Operational Standards – Track, Civil and Electrical Infrastructure – Level Crossings

FOR

SOUTHERN AFRICAN RAILWAYS ASSOCIATION

NAMIBIA

BOTSWANA

ANGOLA

LESOTHO

ZAMBIA

SWAZILAND

MOCAMBIQUE

TANZANIADRC

CONGOKENYA

RAILWAY MAP OF SARA MEMBERSRAILWAY MAP OF SARA MEMBERS

BEIRA

MOMBASA

WALVISBAAI

MAPUTOLÜDERITZ

DAR-ES-SALAAM

PORT ELIZABETH

EAST LONDON

DURBAN

CAPE TOWN

SALDANHA

LOBITO

LUANDA

NACALA

RICHARDS BAY

MALAWI

ZIMBABWE

SOUTH AFRICA

LUSAKA

GABORONE

WINDHOEK

HARARE

JOHANNESBURG

KINSHASA

BLANTYRE

BEITBRIDGE

PLUMTREE

VICTORIA FALLS

Issued with the Authority of the SARA Board, November 2012.

Juntos Somos Melhores Ensemble Nous Sommes Meilleurs

PHONE: +263-4-736777 FAX: +263-4-736813 E-mail: [email protected] WEBSITE: http://www.sararail.org

SARA REGIONAL SECRETARIAT 67 FIFE AVENUE HARARE, ZIMBABWE

mailto:[email protected]

http://www.sararail.org/

Acknowledgement Southern African Railways Association (SARA) wishes to acknowledge the valuable assistance of the following organizations in the preparation of this document:

a) Railway Safety Regulator(RSR) of South Africa b) South African Bureau of Standards(SABS): Standards Division c) Transnet Freight Rail(TFR) d) Swaziland Railways(SR) e) Botswana Railways(BR) f) Transnamib Railways g) The Passenger Rail Association of South Africa (PRASA) h) Mozambique Ports & Railways (CFM) i) National Railways of Zimbabwe (NRZ) j) Zambia Railway Limited(ZRL)

Foreword This SARA standard was approved by the SARA Board in November 2012. This document was published in November 2012. Many references are made to relevant national legislation and in these instances; the specific national legislation would depend on the country in which the Railway Administration (RA) operates in. Where there is no relevant national legislation, best practice shall prevail. The following references are made: Reference is made in 1.1, 5.5, 6.4, 16.2(a), 16.2(b), 18.5 and B.4.3.2 (d) to the “relevant national regulating authority for railway safety” Reference is made in 1.1, 4.4.3(c) and 11.2(a) to the "relevant national legislation" for railway safety and “relevant national legislation for road safety” Reference is made in 1.2, 7.3 and C.18.2 to the "relevant national legislation” for road safety Reference is made in 11.1, the note to 18.1 and A.1.2(c)(2) to the "relevant national legislation for railway safety". Reference is made in 10.1(j), 16.2(d)(3) and 16.3.2(d) to the "relevant national legislation” for environmental management. Reference is made in 16.2(b) to the "relevant national authorities" for rail and road associations and local government agencies.

SARA 006:2012 Edition 1 Reference is made in table A.3 to the "relevant national legislation" for police, civil protection and land transport. SARA Regional Safety Standards consists of the following documents: SARA 001: SARA Railway Safety Management. SARA 002: Technical requirements for engineering and operational standards – General. SARA 003: Technical requirements for engineering and operational standards – Track, civil and electrical infrastructure. SARA 004: Technical requirements for engineering and operational standards – Rolling stock. SARA 005: Human Factors Management. SARA 006: Technical requirements for engineering and operational standards – Track, Civil and Electrical Infrastructure – Level Crossings. SARA 007: Technical requirements for engineering and operational standards – Train Operations Management. (In course of preparation) SARA 008: Railway occurrence management. (In course of preparation) SARA 009: Technical requirements for engineering and operational standards – Train control systems and equipment. (In course of preparation) Annexes A to C form an integral part of this document. Annex D is for information only. Introduction This document has been developed primarily with a view to providing RAs with the view of achieving uniformity in the management of safety at level crossings, both as a general principle and with specific reference to ensure the safe usage and management of level crossings. Key to safety at level crossings is an appropriate physical assessment model and a risk assessment model that aim to ensure that road authorities and network operators (RAs) identify their technical and operational hazards and manage the resultant risks to people, property and the environment to a level that is as low as is reasonably practicable with a clear understanding of each other’s roles and responsibilities. This approach recognizes that, whilst there is an ideal level of safety, the costs of achieving this might far outweigh the benefits and limit the viability of railway operations. However, it is understood that road authorities and network operators (RAs) address their commercial and social responsibilities by providing the appropriate level of protection to ensure safety at level crossings. This document outlines a common approach to the management of the interfaces between road authorities and network operators and intrafaces within RAs activities that are crucial for ensuring safety at level crossings.

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SARA 006:2012 Edition 1 Contents

Page Acknowledgement Foreword Introduction 1 Scope ........................................................................................................................................... 4

2 Normative references .................................................................................................................. 4

3 Definitions .................................................................................................................................... 5

4 General ........................................................................................................................................ 6

5 Physical assessments ................................................................................................................. 8

6 Risk management ........................................................................................................................ 9

7 Signage ...................................................................................................................................... 10

8 Feasibility studies ...................................................................................................................... 11

9 Prioritizing and funding .............................................................................................................. 11

10 Design ........................................................................................................................................ 11

11 Construction ............................................................................................................................... 12

12 Inspection, testing and commissioning ...................................................................................... 13

13 Operations ................................................................................................................................. 13

14 Monitoring and maintenance ..................................................................................................... 14

15 Modification ................................................................................................................................ 15

16 Decommissioning ...................................................................................................................... 15

17 Roles and responsibilities .......................................................................................................... 16

18 Occurrence management .......................................................................................................... 19

19 The national database ............................................................................................................... 20

Annex A (normative) Physical assessments of level crossings ....................................................... 21

Annex B (normative) Risk assessment methodology ......................... Error! Bookmark not defined.

Annex C (normative) Signage for level crossings .............................. Error! Bookmark not defined.

Annex D (informative) Model for the division of costs for the elimination of level crossings ...... Error! Bookmark not defined.

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SARA 006:2012 Edition 1 Railway safety management SARA 006 Technical requirements for engineering and operational standards — Track, civil and electrical infrastructure — Level crossings 1 Scope 1.1 Once approved by the SARA Board and acknowledged by the relevant road authorities and implemented by the RAs this standard may supersede and replace existing agreements between network operators (RAs) and the relevant road authorities and private road owners with respect to existing level crossings. 1.2 This SARA standard applies to network operators (RAs), road authorities and private road owners as defined in the relevant national legislation (see foreword). 1.3 It clarifies the role(s) of road authorities in respect of their responsibilities in terms of level crossing safety. 1.4 It applies to proposed new level crossings, and the modification, elimination or decommissioning or re-commissioning of existing level crossings. 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. Information on currently valid national and international standards can be obtained from the SABS Standards Division. 2.1 Standards SARA 001: SARA Railway Safety Management. SARA 002: Technical requirements for engineering and operational standards – General. SARA 003: Technical requirements for engineering and operational standards – Track, civil and electrical infrastructure. SANS 10007/ISO 10007, Quality management systems – Guidelines for configuration management. 2.2 Other publications Southern African Development Community Road Traffic Signs Manual (SADCRTSM).

Comment [NdJ1]: Refer to SARA Board for actions how to involve all stakeholders

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SARA 006:2012 Edition 1 Southern African Development Community Road Traffic Signs Manual (SADCRTSM) (Volume 1, Chapter 1):1997. Southern African Development Community Road Traffic Signs Manual (SADCRTSM) (Volume 1, Chapter 3):2001. Southern African Development Community Road Traffic Signs Manual (SADCRTSM) (Volume 4, Chapter 2). 3 Definitions & abbreviations 3.1 Definitions For the purposes of this document, the following definitions apply. 3.1.1 design vehicle road vehicle selected when conducting physical and risk assessments and for the design of new level crossings or the modification of existing level crossings 3.1.2 level crossing place approved by the network operator (RA) and the road authority (or the land owner in the case of a private road) where a road crosses the railway line(s) at grade 3.1.3 network operator (RA) person who has the ultimate accountability for one or more of the following: a) ensuring the safety of a network or part thereof, including the proper design, construction,

maintenance and integrity of the network; b) ensuring compliance of rolling stock with the applicable standards of the network; or c) authorizing and directing the safe movement of rolling stock on the network 3.1.4 pedestrian crossing place approved by the network operator and the road authority (or the land owner in the case of a private road) where a pedestrian walkway crosses the railway line(s) at grade 3.1.5 private level crossing level crossing where a private road crosses the railway line(s) at grade 3.1.6 private road road that is not a public road 3.1.7 private road owner owner or person responsible for a private road and who has the right of use of such road 3.1.8 public level crossing level crossing where a public road crosses the railway line(s) at grade

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SARA 006:2012 Edition 1 3.1.9 public road any road, street or thoroughfare or any other place or any section thereof (whether a thoroughfare or not) that is commonly used by the public or to which the public has a right of access, and that includes a) the verge of any such road, street or thoroughfare, and b) any other work or object forming part of or connected with or belonging to such road, street or

thoroughfare 3.1.10 railway reserve width of the land at railway crossings between the proclaimed boundaries, usually demarcated by fences including railway lines, stations, yards, sidings, gates, fences and other related facilities on which is found railway infrastructure elements on railway running lines, yards, sidings, terminals, depots and stations, and other related facilities 3.1.11 road authority authority, municipal council or municipality (or both), excluding a private road owner, that has the legal authority over proclaimed urban or rural (or both) roads, including the maintenance of the road surface, drainage, road markings, signage, control of vegetation and law enforcement 3.1.12 significant large or important enough to have an effect or to be noticed 3.1.13 structure bridge or subway, including the approaches thereto, by means of which a road is carried over or under a railway line 3.2. Abbreviations (RAs) railway administrators (SSDs) stopping sight distances (SSDs); (SADCRTSM) Southern African Development Community Road Traffic Signs Manual (SANS) south African national standard (SABS) south African bureau of standards 4 General 4.1 Approval in principle to construct a new level crossing, or to modify, decommission or re-commission an existing level crossing Processes and procedures shall be established, developed or adopted, documented and maintained by network operators (RAs) and road authorities for the approval in principle by the network operator (RA) and the road authority or the private road owner, as the case may be, of a proposal to construct a new level crossing, or to modify, decommission or re-commission an existing level crossing.

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SARA 006:2012 Edition 1 4.2 Exclusion criteria If any of the following exclusion criteria exist, the application for a new level crossing, or to modify an existing level crossing, shall not be considered: a) where train speeds exceed 100 km/h; b) if the road is classified in the Geometric Design Guidelines, the SADCRTSM, as a freeway or

the level crossing is within 1 km of another level crossing; c) where there is an existing accessible grade separated crossing facility within 10 km or other

agreed distance from the proposed level crossing; d) the level crossing is within 500 m from the end of a station platform; e) a road approach gradient is steeper than 1:50 within 8 m of the nearest rail and 1:20 for 10 m

and beyond; f) the line of sight along the railway line is less than 230 m for a running line and 50 m for a yard

line; and g) when a level crossing, or road intersection or property access on the road approach to a level

crossing is to be constructed, the location shall be such that no part of the travelled way of the intersecting road or entranceway, or the stop line or the position for a traffic control device, is closer than 50 m to the nearest rail of the level crossing.

4.3 Application 4.3.1 The following documents shall be part of the submission for approval in principle of public level crossings: a) an integrated development plan for the area served by the level crossing; b) an environmental scoping report for the area served by the level crossing; c) a public awareness communication plan; and d) a general layout and locality plan for the level crossing. 4.3.2 The following documents shall be part of the submission for approval in principle of private level crossings: a) an environmental report for the area served by the level crossing; and b) a general layout and locality plan for the level crossing. 4.4 Life-cycle phases of level crossings 4.4.1 Processes and procedures shall be established, developed or adopted, documented and maintained by network operators (RAS) and road authorities for a) the re-introduction of a dormant level crossing, b) the upgrading/modification of an existing level crossing, c) the elimination/decommissioning of an existing level crossing, or d) the construction of a new level crossing.

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SARA 006:2012 Edition 1 4.4.2 The life-cycle process comprises the following phases: a) a feasibility study (see clause 8); b) prioritizing and funding (see clause 9); c) design (see clause 10):

1) conceptual design; and 2) detailed design;

d) construction (see clause 11); e) inspection, testing and commissioning (see clause 12); f) operations (see clause 13); g) monitoring and maintenance (see clause 14); h) modification (see clause 15); and i) decommissioning (see clause 16); Private road owners are not required to have such processes and procedures and the relevant network operator (RA) shall ensure that due processes and procedures are followed. 4.4.3 Network operators (RAs) and road authorities shall establish, develop or adopt processes and procedures for the validation and verification of a) the conceptual and detailed design, b) the construction methodologies, and c) all other life-cycle phases of road signage, road surface geometry, track geometry and track

signage, civil and electrical infrastructure and train control and authorization systems, where applicable, including systems, sub-systems and components. This is to ensure that the appropriate safety requirements and standards are met for all new and existing level crossings in accordance with the relevant national legislation (see foreword), the SADCRTSM, Geometric Design Guidelines, SARA 001,Railway Safety Management, SARA Safety Policy, SARA 002 and SARA 003.

Private road owners are not required to have such processes and procedures and the relevant network operator (RAs) shall ensure that due processes and procedures are followed. 5 Physical assessments NOTE See A.1 and A.2. 5.1 Processes and procedures shall be established, developed or adopted, implemented and maintained by network operators (RAs) and road authorities for the conducting of physical assessments of public and private level crossings in accordance with the physical assessment model as given in annex A. NOTE The field sheets specified in annex A for the physical assessments of level crossings are available at http://www.sararail.org & <www.rsr.org.za>. 5.2 Physical assessments shall be conducted on existing level crossings in the following circumstances:

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SARA 006:2012 Edition 1 a) after two or more collisions at the level crossing in one calendar year; b) after a collision resulting in a fatality at the level crossing; c) when there are significant changes in road traffic patterns, including a change in the road

design vehicle passing over the level crossing; d) when there are significant changes in railway traffic patterns, including the introduction of a new

service; e) when there are proposed changes in land use, including residential, recreational, commercial

and industrial developments; f) when there is an increase in the maximum operating speed of road traffic or line speed of the

railway at the level crossing; g) when the road is reclassified; h) when there is a proposed development that might impact on the line of sight of both train drivers

and road users; i) when the level crossing is intended to be relocated; j) if instructed by the relevant authorities; and k) if a dormant level crossing is re-introduced. 5.3 Physical assessments shall be conducted on proposed new level crossings. 5.4 Physical assessments shall be conducted at least once every five years, jointly between the network operator (RA) and road authority, unless a) the parties agree at the time of the physical assessment to extend the deadline for the next

assessment from five years to a maximum of 10 years, and b) the parties provide reasons for concluding that the safety conditions will remain stable for the

extended period. 5.5 Physical assessment records shall be retained for review by the relevant national regulating authority. 6 Risk management 6.1 Further to the operational risk management processes described in SARA 001 Railway Safety Management and SARA Safety Policy, network operators (RAs) and road authorities shall establish, develop or adopt, implement and maintain policies and procedures to conduct level crossing risk assessments as given in annex B on existing or proposed public level crossings, including a) identification of hazards associated with the level crossing including those arising from

1) railway traffic, 2) road traffic, 3) the railway network, 4 the road layout and condition,

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5) adjoining property, and 6) geographical considerations,

b) evaluation of the hazards identified in (a) (i.e. quantification in terms of frequency, probability

and severity, resulting in risk ranking), c) determination of the level of control required to mitigate the risks to acceptable levels, and d) implementation of the controls and monitoring of the effectiveness thereof in accordance with

the information obtained from the level crossing physical assessment with full appreciation of the need to balance costs, benefits and opportunities.

6.2 Risk assessments shall be conducted jointly by the network operator (RA) and the relevant road authority at least once every five years, unless a) the parties agree at the time of the risk assessment to extend the deadline for the next

assessment from five years to a maximum of 10 years, and b) the parties provide reasons for concluding that the safety conditions will remain stable for the

extended period. 6.3 Risk assessments of private level crossings shall be required in the circumstances described in 5.2 and after the conducting of a physical assessment described in 5.1. 6.4 The records of risk assessments shall be retained for review by relevant national regulating authority. NOTE The risk assessment model is available at http://www.sararail.org & <www.rsr.org.za>. 7 Signage NOTE See annex C. 7.1 Signage for level crossings is one of the control measures contemplated in clause 6. 7.2 Signage for level crossings shall be in accordance SADCRTSM, and annex C. 7.3 Processes and procedures shall be established, developed or adopted, implemented and maintained by road authorities and network operators (RAs) to ensure that road traffic warning and regulatory signs, road markings and traffic signals are erected and maintained in accordance with the relevant national legislation (see foreword), the SADCRTSM, SARA 002 and SARA 003. 7.4 The level of protection described in SADCRTSM and annex C shall be as determined by the outcome of the risk assessment of the level crossing. Certain circumstances might require a higher level of protection than described. The residual risk after applying the appropriate level of protection might necessitate the elimination of the level crossing by closure or the construction of a bridge or subway. 7.5 Processes and procedures shall be established, developed or adopted, implemented and maintained by network operators (RAs) to ensure that a) whistle boards are erected alongside the railway line to inform train drivers to sound the

locomotive whistle, and

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SARA 006:2012 Edition 1 b) provision is made for the erection of road vehicle height gauges and warning signs at level

crossings on electrified railway lines. 8 Feasibility studies Processes and procedures for the conducting of feasibility studies for new level crossings, modification of existing level crossings, re-introduction of dormant level crossings or decommissioning of level crossings shall include the following: a) exclusion criteria; b) physical assessments; c) risk assessments; d) alternative solutions; e) environmental impact assessments of the alternatives; and f) a preliminary life-cycle cost estimation of the alternatives. 9 Prioritizing and funding Processes and procedures for the prioritizing and funding for new level crossings, modification of existing level crossings, re-introduction of dormant level crossings or decommissioning of level crossings shall include a) prioritization according to the allocated risk score and preferred option, and b) allocation of the life-cycle costs to the network operator (RA) and road authority. 10 Design 10.1 The design of a new level crossing or the modification of an existing level crossing shall take into account the results of the physical and risk assessments and shall include the following: a) the classification of the road (public or private); b) the type of road traffic, patterns and volumes (urban or rural); c) pedestrian traffic patterns and volumes; d) the road geometry; e) the characteristics of the design vehicle for the prevailing conditions; f) stopping sight distances (SSDs); g) the line of sight for pedestrians, road vehicle drivers and train drivers; h) the rail network geometry; i) the rail traffic patterns and volumes, such as

1) the train operating parameters including: bi-directional traffic, 2) train lengths,

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3) the section speed, 4) the location of level crossing (mainlines, service lines, yards, sidings), and 5) the re-introduction of a dormant level crossing; and

j) environmental impact assessments in terms of the relevant national legislation (see foreword). 10.2 The design of a new level crossing or the modification of an existing level crossing, including road signage, road surface, and track, civil and electrical infrastructure (including systems, sub-systems and components) should aim at mitigating the risks and reducing the impact of occurrences. The design should not only eliminate failures, but also ensure that the consequences arising from any failure will be minimized. 10.3 The design of a new level crossing or the modification of an existing level crossing shall be approved by the road authorities and relevant network operators (RAs) respectively before proceeding with construction. 11 Construction 11.1 Processes and procedures shall be established, developed or adopted, documented and maintained for the construction of new level crossings or the modification of existing level crossings. Road authorities and network operators (RAs) shall ensure that level crossings are constructed in accordance with the standards set out in the relevant national legislation (see foreword), the SADCRTSM, SARA 002 and SARA 003. 11.2 Processes and procedures for the construction of new level crossings and the modification of existing level crossings or the re-introduction of dormant level crossings shall include the following: a) compliance with the relevant national legislation (see foreword), the SADCRTSM, Geometric

Design Guidelines, SARA 001, SARA Safety Policy, SARA 002 and SARA 003. b) compliance with the approved design, drawings and specifications; c) maintenance of safe road and rail operations during construction; d) process control in accordance with the SARA 001, SARA Safety Policy and SARA 002; e) work-site operation and management including safety and environmental considerations; and f) access control and protection. 11.3 If during construction a deviation from the approved design is required, a new physical and risk assessment shall be conducted and the design revised accordingly.

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SARA 006:2012 Edition 1 12 Inspection, testing and commissioning 12.1 General Processes and procedures shall be established, developed or adopted, documented and maintained for the inspection, testing, and commissioning & of new level crossings or the modification of existing level crossings and include road signage, road surface geometry, track geometry and track signage, civil and electrical infrastructure and train control and authorization systems where applicable, including systems, sub-systems and components, which are essential elements in ensuring safety integrity. Inspection, testing and commissioning should complement and in no way substitute quality control of conceptual and detailed design, production and installation. 12.2 Requirements for inspection and testing Processes and procedures shall include inspection and testing requirements of the following, where applicable: a) the level of competency of the commissioning organization or the individual (or both); b) demonstration of independence of the commissioning organization or the individual (or both); c) compatibility with the existing infrastructure and systems; d) validation of the safety performance, i.e. confirmation that the particular safety performance

requirements for each specific use are fulfilled; e) verification through testing and evaluation of the system to assure compliance with its design

specification and the operating parameters of the level crossing; f) the assurance of safe transition during any system change; g) the handover process; h) the provision of as-built drawings, where relevant; and i) recording in the configuration management system. 12.3 Requirements for commissioning 12.3.1 Public awareness Processes and procedures shall be established, developed or adopted, implemented and maintained for public awareness with regard to the commissioning of level crossings. 12.3.2 Operational readiness Processes and procedures shall be established, developed or adopted, implemented and maintained to ensure that level crossings are operational ready during the commissioning phase. NOTE The main objective of operational readiness is to handover a quality product to the end-user/owner by enabling a seamless transition from the design and construction phase of the project throughout to the close-out phase, where the handover to the owner takes place in an operational environment. 13 Operations Processes and procedures shall be established, developed or adopted, documented and maintained for level crossings in operation and shall include the following:

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SARA 006:2012 Edition 1 a) physical and risk assessments; b) road user education and awareness; c) enforcement of safe road usage; d) train operator (RA) education and awareness; e) enforcement of safe railway operations; f) monitoring usage of the level crossing, including notification by train operators to network

operators of any changes to the property of adjacent land owners that might impact on safety at level crossings;

g) occurrence management (see clause 18); h) occurrence investigations (see clause 18); and i) operating procedures. 14 Monitoring and maintenance Processes and procedures shall be established, developed or adopted, documented and maintained for monitoring and maintenance of level crossings and shall include the following: a) The monitoring of the relevant road and railway infrastructure and systems by means of

1) condition monitoring,

2) assessment rules,

3) detailed fault analysis, or

4) any combination of the above. b) Preventive maintenance and corrective actions that shall include the following:

1) process control in accordance with the SARA 001, SARA Safety Policy, SARA 002 and SANS 10007;

2) work-site operation and management; 3) access control and protection; 4) use of appropriate maintenance practices, procedures and records; 5) procedures to ensure restoration of the level crossing to the required standard, including

maintenance of the road surface, maintenance of the track geometry, erection and maintenance of the road signage and road markings, maintenance of line-of-sight along the railway line and along the road, installation and maintenance of integrated drainage system, provision and maintenance of train-activated level crossing warning and protection systems, effective vegetation control, erection and maintenance of the overhead track equipment (electric power lines) height gauges, including warning signs, erection and maintenance of track-side warning boards, including whistle and speed boards, installation and maintenance of level crossing advance warning systems, provision and maintenance of fences, gates, cattle guards and cattle grids, and effective access control by private road owners;

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6) resources and competencies for maintenance; and 7) maintenance manuals.

15 Modification Processes and procedures for the modification of level crossings shall include the following: a) the design, implementation and commissioning of the modification in accordance with clauses 8

to 14 (inclusive); b) the effects of the proposed modification on safety at the level crossing during the modification

transitional phase; c) the communication of changes, modifications and transitional arrangements to all role players

during the transition and implementation phases; and d) the recording of the modifications in a configuration management system. 16 Decommissioning 16.1 General 16.1.1 The decommissioning of an existing level crossing may be the result of a) the elimination of the level crossing by means of a structure, b) the closure of the road, or c) the closure of the railway line. 16.1.2 In cases where the residual risk at a level crossing is unacceptably high after applying the maximum level of protection described in and SADCRTSM annex C, the level crossing shall be listed for elimination by means of a structure, or where possible, shall be closed. 16.2 Elimination When a level crossing cannot be closed as described in 16.3, the level crossing shall be eliminated by means of a structure following the life-cycle phases described in clauses 8 to 13 (inclusive). Processes and procedures shall be established, developed or adopted, documented and maintained for such elimination, and shall include the following: a) listing the level crossing in the level crossing elimination register maintained and updated by the

relevant national regulating authority (see foreword); b) prioritizing level crossings that have to be eliminated on an annual basis by the relevant railway

safety legislation (foreword) and the relevant national authorities (see foreword) and any other relevant authority requesting the allocation of funds by relevant authorities to the respective road authorities and network operators (RAs);

c) ensuring the division of costs in accordance with the model provided in annex D; d) undertaking the following once the structure has been completed and introduced for operations:

1) uplifting and removal of the associated level crossing infrastructure elements; 2) removal of redundant road infrastructure and signage;

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3) environmental restoration in terms of the relevant national legislation (see foreword); and 4) recording the elimination in a configuration management system.

16.3 Closure 16.3.1 A level crossing may be closed as a result of a) the residual risk as given in 16.1.2 being unacceptably high, b) an alternative access across the railway line being available, and c) a reduction of level crossings. See SARA 001 & SARA Safety Policy 16.3.2 Processes and procedures shall be established, developed or adopted, implemented and maintained for the closure of level crossings and shall include the following: a) public notification of the intention to close the level crossing; b) uplifting and removing the associated level crossing infrastructure elements; c) removing redundant road infrastructure and signage; d) environmental restoration in terms of the relevant national legislation (see foreword); e) recording the closure in a configuration management system; f) uplifting the track where appropriate and removing the related civil, and electrical infrastructure,

train control and authorization systems where applicable, including systems, sub-systems and components, and preventing access to that portion of the railway line; and

g) reinstating the road structure and surface to the same standard as the road on both sides of the

level crossing. 16.3.3 Closure of the railway line due to it being out of service may be acceptable with the proviso that the network operator has the right to reinstate the level crossing at any time in the future having followed due process as described for the application for a new level crossing. (See 4.1.) 17 Roles and responsibilities 17.1 General In order to ensure continual improvement of safety at level crossings, processes and procedures shall be established, developed or adopted, implemented and maintained by network operators (RAs), road authorities and private road owners to ensure that defined roles and responsibilities are implemented during the life cycle, which include a) the management of the interfaces between the network operator (RA), the road authority or

private road owner (as applicable), b) funding, c) the management of occurrences, and the investigations thereof, and d) the management of level crossings that are not in use or that are redundant. 17.2 Public level crossings

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SARA 006:2012 Edition 1 17.2.1 The responsibilities of network operators (RAs) are limited to the activities within the railway reserve. To ensure compliance with this SARA series of standard these responsibilities include the following: a) the approval in principle of new level crossings and modifications to existing level crossings as

described in 4.1, 4.2 and 4.3; b) the life-cycle phases as described in 4.4; c) the scheduling and conducting of physical and risk assessments together with the relevant road

authorities as described in clauses 5 and 6 and annexes A and B; d) compliance with the signage for level crossings, in accordance with SADCRTSM and annex C; e) the conducting of feasibility studies as described in clause 8; f) the prioritizing and funding of new level crossings and modifications to existing level crossings

as described in clause 9; g) the design of new level crossings and modifications to existing level crossings that include the

requirements as described in 10.1(g) to (j), 10.2 and 10.3; h) the construction of new level crossings and modifications to existing level crossings that include

the requirements as described in 11.1, 11.2 and 11.3; i) the inspection, testing and commissioning of new level crossings and modifications to existing

level crossings that include the requirements as described in 12.1, 12.2 and 12.3; j) the operation of level crossings that includes the requirements as described in 13(a) and (d)

to (i); k) the monitoring and maintenance of level crossings that include the requirements as described

in 14(a) and (b); l) the modification of level crossings that includes the requirements as described in clause 15; m) the decommissioning of level crossings that includes the requirements as described in 16.1,

16.2(a), (b), (c) and (d)(1), (3) and (4), 16.3.1.1, 16.3.1.2(a), (b), (d) and (e); and n) the maintenance and updating of the national database of level crossings as described in

clause 19. 17.2.2 The responsibilities of road authorities are limited to the activities outside the railway reserve. To ensure compliance with this SARA standard these responsibilities include the following: a) the approval in principle of new and modifications to existing level crossings as described in 4.1,

4.2 and 4.3; b) the life-cycle phases as described in 4.4; c) co-operation with the relevant network operators (RAs) for the conducting of physical and risk

assessments as described in clauses 5 and 6 and annexes A and B; d) compliance with the signage for level crossings in accordance with chapter SADCRTSM and

annex C; e) the conducting of feasibility studies as described in clause 8;

17

SARA 006:2012 Edition 1 f) the prioritizing and funding of new level crossings and modifications to existing level crossings


requirements as described in 10.1(a) to (g) and (j), 10.2 and 10.3; h) the construction of new level crossings and modifications to existing level crossings that include


level crossings that include the requirements as described in 12.1, 12.2 and 12.3; j) the operation of level crossings that includes the requirements as described in 13(b), (c), and (f)

to (i); k) the monitoring and maintenance of level crossing and includes the requirements as described

in 14(a) and (b); l) the modification of level crossing that includes the requirements as described in clause 15; m) the decommissioning of level crossings that includes the requirements as described in 16.1,

16.2(a), (b), (c) and (d)(2), (3) and (4), 16.3.1.1, 16.3.1.2(a), (c), (d) and (e); and n) the maintenance and updating of the national database for level crossings as described in

clause 19. 17.3 Private level crossings 17.3.1 The responsibilities of network operators (RAs) to ensure compliance with this SARA standard include the following: a) the approval in principle of new and modifications to existing level crossings as described in 4.1,

4.2 and 4.3; b) the life-cycle phases as described in 4.4; c) the scheduling and conducting of physical and risk assessments together with the relevant

private road owner as described in clauses 5 and 6 and annexes A and B; d) compliance with the signage for level crossings in accordance with SADCRTSM and annex C; e) the conducting of feasibility studies as described in clause 8; f) the prioritizing and funding of new level crossings and modifications to existing level crossings


requirements as described in 10.1(b) to (j), 10.2 and 10.3; h) the construction of new level crossings and modifications to existing level crossings that include


level crossings that include the requirements as described in 12.1, 12.2 and 12.3; j) the operation of level crossings that includes the requirements as described in clause 13;

18

SARA 006:2012 Edition 1 k) the monitoring and maintenance of level crossings that include the requirements as described in

clause 14; l) the modification of level crossings that includes the requirements as described in clause 15; m) the decommissioning of level crossings that includes the requirements as described in

clause 16; and n) the maintenance and updating of the national database for level crossings, as described in

clause 19. 17.3.2 The responsibilities of private road owners to ensure compliance with this SARA standard include the following: a) the approval in principle of new level crossings and modifications to existing level crossings as

described in 4.3.2; b) the design of new level crossings and modifications to existing level crossings that include the

requirements as described in 10.1(b) to (e) and (g); c) the operation of level crossings that includes the requirements as described in 13(b) and (c); d) the monitoring and maintenance of level crossings that include the requirements as described

in 14(b)(3), (4) and (5); e) informing the network operator (RA) of any envisaged changes in traffic patterns, volumes, land

ownership and usage. 18 Occurrence management 18.1 Further to the provisions of the SARA 001 Railway Safety Management & SARA Safety Policy, processes and procedures shall be established, developed or adopted, implemented and maintained by road authorities and RAs to ensure that all occurrences at level crossings are managed and investigated. NOTE RA in this context means the network and train operator as defined in the relevant national legislation (see foreword). 18.2 The management of occurrences shall include the measures to be taken to minimize hazards at the scene and consequences of the occurrences. 18.3 The road authorities and RAs shall establish, develop or adopt, communicate and maintain contingency plans, including emergency preparedness plans for safe operations at level crossings. Such plans shall be integrated with similar plans of other RAs and authorities at the interfaces/intrafaces and also with those of relevant external emergency responders, including the relevant national and provincial departments that are responsible for disaster management. 18.4 The contingency plans, including emergency preparedness plans (see 18.3) shall be based on risk assessments to provide for the prevention and mitigation of the consequences of all potential occurrences associated with operations at level crossings. The emergency preparedness plans shall be simulated and shall address specifically, as a minimum, the following: a) initial response procedures; b) call-out procedures; c) on-site management of an occurrence;

19

SARA 006:2012 Edition 1 d) liaison with emergency responders; e) evacuation procedures; f) initiation of an investigation; g) environmental response and rehabilitation; and h) restoration of normal operations. 18.5 Network operators (RAs) shall ensure that all level crossing occurrences are reported to relevant national authority bodies and/RSR, and recorded in the SARA/national database of level crossings. 19 The SARA/national database 19.1 Processes and procedures shall be established, developed or adopted, implemented and maintained by road authorities and network operators (RAs) to ensure that all level crossings are recorded on the national database, which shall be readily available and accessible to all road authorities and RAs. 19.2 This database shall include the following information: a) a unique identification number; b) the location of the level crossing:

1) the province or geographical area, 2) geo-tags (GPS co-ordinates), 3) the railway network (line, yard, siding) 4) between which stations and kilometre point, 5) the road route number, 6) between which towns and road kilometre point,

c) the classification of the level crossing; d) the classification of the road; e) the network operator (RA) name and contact details; f) the road authority name and contact details; g) the private road owner name and contact details; h) records of physical and risk assessment data of each level crossing; i) the adjacent land owner's name and contact details, where applicable; k) the occurrence history; and l) the status of the level crossing.

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Annex A (normative)

Physical assessments of level crossings

A.1 Assessments A.1.1 General A.1.1.1 The physical assessment methodology for level crossings is developed to assist network operators (RAs) and road authorities with the evaluation of the efficiency of new and existing public and private level crossings. The methodology enables the assessment team to perform the evaluation by undertaking site investigations and making use of data from existing management systems. It provides the assessment objectives and process, guidelines for selecting an assessment team, and the methodologies for conducting the physical assessments. A.1.1.2 The physical assessment methodology for level crossings is intended to provide consistent and comprehensive guidelines for conducting assessments at public and private level crossings. The output of this process will be the input into the risk assessment model. A.1.2 Objectives of the physical assessment methodology The objectives of the level crossings physical assessment methodology include the following: a) Procedures to evaluate the efficiency of new and existing public and private level crossings as

input into the risk assessment model. It introduces practical guidelines to assess the operational, physical, geographical and environmental and safety conditions of a level crossing. The assessment focuses on aspects that shall be included in the safety management system.

b) Assisting the assessment team in identifying any existing deficiencies and deviations in the

design, layout and level of protection that are not consistent with the level crossing’s function and usage. Although the physical assessment is not aimed at highlighting problems, items may be identified that require immediate attention whilst others are items of routine maintenance. The benefit of the physical assessment process is thus to ensure that optimum safety at the level crossing is maintained.

c) Level crossing physical assessment is a systematic process to evaluate the efficiency of new

and existing public and private level crossings. It is a proactive strategy to

1) identify the conditions that could increase the risk of level crossing accidents by considering the safety aspects of all level crossing users including trains, pedestrians, and motorized and non-motorized vehicles, and

2) verify compliance with the requirements of the relevant national legislation (see foreword),

this SARA standard, SADCRTSM and, other applicable regulations, guidelines and documents.

d) Complementing existing safety programmes at public and private level crossings, and routine

level crossing maintenance programmes, as well as identifying high accident locations. A.1.3 Physical assessments A.1.3.1 Physical assessments of level crossings shall be performed by a team of people who have sufficient experience and expertise in the life-cycle process of level crossings, risk management and occurrence investigations.

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SARA 006:2012 Edition 1 A.1.3.2 Network operators (RAs) and road authorities are required to take joint responsibility for level crossing physical assessments. The team shall consist of at least two people with each one representing an organization to conduct the assessments. The road authority and the network operator (RA) shall jointly plan and execute the physical assessments. Guidelines regarding the composition of the assessment team are provided in A.1.6. A.1.3.3 The assessment teams are required to review each level crossing on site to identify and evaluate all the factors that might impact on the integrity of the level crossing. The team shall review all relevant guidelines and standards considering the site characteristics, the existing traffic control system, and the railway and road operational characteristics including the types of vehicle and pedestrians that use the crossing. A.1.3.4 The teams shall consider the cumulative effect of the individual standards and guidelines on the overall integrity of the level crossing. A.1.4 Roles and responsibilities of the assessment team The physical assessment teams’ responsibilities include the following: a) to conduct the physical assessment in an ethical, objective and professional manner; b) to remain independent and to inform the road authority or network operator (RA) (or both)

should the status of its independence be jeopardized or altered during the physical assessment process;

c) to conduct the assessment in accordance with the assessment methodology; d) to restrict the assessment to aspects that can physically impact on level crossing integrity; and e) to report items that require immediate attention. A.1.5 Roles and responsibilities of the physical assessment programme co-ordinator An assessment programme co-ordinator shall be selected jointly by the road authority and RA to manage the physical assessment programme, including: a) selection of the assessment team members; b) selection of the level crossings to be assessed; c) overseeing of the physical assessment process; d) ensuring communications; e) conflict resolution; and f) ensuring the submission of reports for the risk assessment process. NOTE The physical assessment co-ordinator should ideally be an employee of the network operator (RA) or the road authority, should be competent in safety engineering and should understand the physical assessment process. A.1.6 The physical assessment team A.1.6.1 The level crossing physical assessment team shall encompass a set of skills that will ensure that the most relevant aspects of the level crossing are addressed. A team approach should 22

SARA 006:2012 Edition 1 be taken with representation from both the road authority and the network operator (RA). The following core skills are typically required of the team as a whole: a) Railway safety: Understanding the causes of railway occurrences and the countermeasures

that might be effective in reducing the risk of accidents at level crossings. b) Road safety: A road safety specialist with experience in the investigation of hazardous accident

locations, road safety engineering principles and practice, the understanding of the causes of accidents and the countermeasures that might be effective in reducing the risk of accidents at level crossings.

c) Traffic operations: Knowledge of the principles of traffic engineering, including traffic flow,

capacity, design and placement of traffic control devices, traffic signal timings and interconnection systems.

d) Geometric design: Knowledge of road and railway geometric design. e) Railway operations: Knowledge of active train control systems, interconnection with active

warning systems, including booms and flashing lights/traffic signals, and general railway operations experience and maintenance.

A.1.6.2 The physical assessment team a) may include persons with more than one of the above noted skill sets, b) shall have good knowledge of local conditions, including railway and road traffic patterns, c) shall have knowledge of proposed local and regional developments, d) may include other specialist skills required other than the ones mentioned above when

assessing complex level crossings, and e) shall have a designated team leader. A.1.7 Independence of the physical assessment team A.1.7.1 The assessment team shall demonstrate independence by a) acting independently from the design team; b) being independent of the design process; and c) being independent of the work that is being assessed. A.1.7.2 The independence of the assessment team is important as it ensures that a) the design or site is viewed objectively, b) the assessment team is not limited by an involvement in the design, and c) the assessment team can enquire objectively into details, design policies and approaches. A.2 Selection of level crossings to be assessed A.2.1 Physical assessments shall be done on all existing level crossings, jointly by network operators (RAs) and road authorities at least once every five years, unless

23

SARA 006:2012 Edition 1 a) the parties agree at the time of an physical assessment to extend the frequency from five years

to a maximum of 10 years, and b) the parties provide reasons for concluding that the safety conditions will remain stable for the

extended period. A.2.2 Physical assessments shall be done on all existing, modified and any new or proposed level crossings, jointly by network operators (RAs) and road authorities on public and private level crossings in the following circumstances: a) after two or more accidents at the level crossing in one calendar year; b) after an accident resulting in a fatality at the level crossing; c) when there are significant changes in road traffic patterns, including a change in the road

design vehicle crossing over the level crossing; d) when there are changes in railway traffic patterns, including the introduction of a new railway

service; e) when there are proposed changes in land use, including residential, recreational, commercial

and industrial developments; f) when there is an increase in the maximum operating speed of road traffic or line speed of the

railway at the level crossing; g) when the road has been reclassified; h) when a development is proposed that might physically impact on the line of sight of train drivers

and road users; i) when there is a proposed relocation of the level crossing; and j) when instructed by the relevant authorities. A.2.3 Physical assessments shall be done on all existing, modified and any new or proposed private level crossings by network operators (RAs) in the circumstances described in A.2.1 and A.2.2. A.3 Application of the physical assessment methodology A.3.1 Methodology A comprehensive set of field sheets have been included in this SARA standard (see A.17) that shall be used for physical assessments at level crossings. Most field sheets are linked to specific sections of this SARA standard and are referenced to sections, tables and figures of design documents unless otherwise noted. Most line items are linked to a source such as road, rail, measure, calculate, field and lookup. Data that are sourced as coming from either road or rail should be provided by the respective road authorities or network (RAs) operators before the field visit, if possible. NOTE The field sheets for the physical assessments are available at http://www.sararail.org & <www.rsr.org.za>. A.3.2 Field sheets Field sheets 24


http://www.rsr.org.za/

SARA 006:2012 Edition 1 a) should be used as a “memory prompt” and a form of guidance to ensure that all issues are

considered, b) do not restrict the assessment team that will make extensive use of its members' knowledge

and prior experience to conduct the assessment, c) form part of the formalization of the assessment process that will ensure that assessments

conducted are standardized, and d) can be used by the design team to improve the safety of the design. A.3.3 Tools for assessments The following tools might be useful during physical assessments: a) appropriate temporary traffic warning signs to be placed on the road network; b) appropriate temporary railway protection to be placed on the railway network; c) personal protective equipment (such as safety boots, high visibility safety vests and hard hats); d) two-way radios; e) a measuring wheel (or laser range finder and target); f) a tape measure; g) surveying equipment; h) a digital camera; i) a stopwatch; j) a laser or radar speed detector; k) a retro-reflectometer (for sign-face reflectivity evaluation); l) a drawing or recent aerial photograph (or both) of the level crossing (if available); and m) a step ladder. A.4 The physical assessment process The physical assessment process can be summarized as shown in table A.1.

Table A.1 — Steps in the physical assessment process

1 2

Steps Actions

Step 1: Appointment of the co-ordinator and the assessment team

a) Appoint a co-ordinator who appoints the assessment team members b) Guidelines are presented in A.1.4 to A.1.7

Step 2: Project organization, planning and data collection

a) Jointly prepare a project plan and identify a priority schedule of level crossings to be evaluated

b) Collect and exchange all relevant railway and road data c) Hold a start-up meeting with the assessment team to 1) confirm the project plan and schedule

25


2) review and exchange project information/data 3) confirm applicable design standards 4) agree on the data to be collected in the field

Step 3: Site visit a) Make arrangements for work zone safety on both the railway and the road (for example temporary signage for workmen ahead)

b) Conduct a site visit (mandatory) c) Complete the field sheets (see A.17) while conducting the site visit d) Collect the data

Step 4: Physical assessment analysis

a) Review responses to the field sheets to ensure all relevant factors have been considered and identified

b) Conduct a detailed assessment of the field data including any necessary calculations, design drawings and other relevant documents

c) Jointly assess the accident risks based on the detailed safety review of the data

d) Develop and agree on a list of key findings and recommendations from the site visit for the assessment report

Step 5: Physical assessment report

a) Prepare a physical assessment report b) Ensure that the report list the findings and recommendations from the site

visit, provide alternatives where required and indicate the date for the next physical assessment

c) Jointly review and sign off the physical assessment report d) Conduct the risk assessment within four (4) weeks of receiving the physical

assessment report (see B.1 and B.2)

Step 6: Post assessment The network operator (RA) and road authority shall maintain a copy of the report and relevant documentation and ensure that their respective roles and responsibilities are fulfilled as required by this SARA standard

A.5 Confirming and verifying design standards The physical assessment team shall confirm and verify the design standards during the site visit at existing and proposed new level crossings. The design standards shall be confirmed and applied uniformly by the network operators (RAs) and the road authorities (see clause 10). A.6 Selection of design vehicles A.6.1 A design vehicle shall be identified for the physical assessment of a level crossing for vehicular use. The design of a level crossing and its approaches for pedestrians, cyclists and persons using assistive devices depend upon such users' abilities and the characteristics of the devices they use. A.6.2 In selecting the design vehicle, consideration shall be given to a vehicle that is expected to be routinely used at the level crossing. It is not practical to design each level crossing for all types of road vehicle. A.6.3 The general classes and lengths of vehicles are described in table A.2. In addition, there are other special vehicles not included, which routinely operate on some public and private roads over level crossings. These special vehicles include those in service for agricultural, industrial, and natural resources.

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Table A.2 — General vehicles

1 2 3

Class General description of vehicles Length m

Passenger vehicles a) Passenger vehicles, motor cycles, LDVs and vans 5,6

b) Passenger vehicles, with caravan, trailer, etc. 13,0

Trucks

Single-unit trucks a) Light single-unit trucks 6,0

b) Medium single-unit trucks 10,0

c) Heavy single-unit trucks 12,5

Articulated trucks a) Articulated motor vehicles 18,5

b) Long articulated motor vehicles 22,0

Combination vehicles 22,0

Buses Standard buses 15,0

Articulated buses (such as bus trains) 22,0

A.6.4 Table A.3 shall be used as a guide for the selection of design vehicles for level crossings. Once the design vehicle has been selected, the other important design considerations can be determined using the procedures outlined in this SARA standard. These considerations include safe SSDs, the length of the level crossing clearance distance, sightline requirements along the railway line, and the advance warning time and boom closing time requirements of level crossing warning systems.

Table A.3 — Selection of design vehicles

1 2

Design vehicles and types of goods Vehicle use

Adaptor dolly A semi-trailer with one or more axles, designed or adapted

a) to be attached between a truck tractor and a semi-trailer, and

b) not to carry any load other than that imposed by a semi-trailer

Ambulance A motor vehicle that is specially constructed or adapted for the conveyance of sick or injured persons to or from a place for medical treatment and that is registered as an ambulance

Articulated motor vehicle A combination of motor vehicles consisting of a truck tractor and a semi-trailer

Breakdown vehicle A motor vehicle that is designed or adapted solely for the purpose of recovering or salvaging motor vehicles and that is registered as a breakdown vehicle

Bus A motor vehicle designed or adapted for the conveyance of more than 16 persons (including the driver)

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Table A.3 (continued)

1 2


Bus train A bus that

a) consists of two sections connected to form a unit

b) can swivel in a horizontal plane at the connection between such sections,

c) is designed or adapted solely or principally for the conveyance of the driver and at least 100 other persons, and

d) has a continuous passageway over the length thereof

Caravan An enclosed vehicle that is designed or adapted solely to live in and that is drawn by another vehicle

Combination of motor vehicles Two or more motor vehicles coupled together

Converter dolly A trailer that has one or more axles and, when used in combination with a semi-trailer, converts the semi-trailer into a trailer

Convoy of motor vehicles Six or more motor vehicles that are operated in a group on a public road

Dangerous goods vehicle A vehicle that is designed for the transportation of the commodities, substances and goods listed in SANS 10228

Emergency vehicle A fire-fighting vehicle, rescue vehicle, ambulance, a vehicle driven by a traffic officer in the execution of his/her duties, a vehicle driven by a member of the police services or a member of a municipal police service, both as defined in the relevant national legislation (see foreword), in the execution of his/her duties, and a vehicle driven by a person engaged in civil protection as contemplated in the relevant national legislation (see foreword)

Fire-fighting vehicle A motor vehicle that designed or adapted solely or mainly for fighting fires and that is registered as a fire-fighting vehicle

Goods vehicle A motor vehicle other than a motor cycle, motor tricycle, motor quadrucycle, motor car, mini bus or bus that is designed or adapted for the conveyance of goods on a public road and that includes a truck tractor, adaptor dolly, converter dolly and breakdown vehicle

Midi bus A sub-category of a bus that is designed or modified solely or principally for the conveyance of more than 16 and not more than 35 persons (including the driver)

Mini bus A motor vehicle designed or adapted solely or principally for the conveyance of more than nine, but not more than 16 persons (including the driver)

Motor car A motor vehicle, other than a motor cycle, motor tricycle or motor quadrucycle, designed or adapted solely or principally for the conveyance of not more than nine persons (including the driver)

Motor home An enclosed motor vehicle that is designed or adapted solely to live in and that is self-propelled

Motor cycle A motor vehicle that has two wheels and that includes any such vehicle having a side car attached

Motor quadrucycle A motor vehicle, other than a tractor, that has four wheels and that is designed to be driven by the type of controls usually fitted to a motor cycle

Motor tricycle A motor vehicle, other than a motor cycle or a tractor, that has three wheels and that is designed to be driven by the type of controls usually fitted to a motor cycle

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Table A.3 (concluded)

1 2


Motor vehicle Any self-propelled vehicle and includes

a) a trailer, and

b) a vehicle that has pedals and an engine or an electric motor as an integral part thereof or attached thereto and that is designed or adapted to be propelled by means of such pedals, engine or motor, or both such pedals and engine or motor, but does not include

1) any vehicle that is propelled by electrical power derived from storage batteries and that is controlled by a driver, or

2) any vehicle with a mass not exceeding 230 kg and that is specially designed and constructed, and not merely adapted, for the use of any person with a disability and used solely by such person

Pedal cycle Any bicycle or tricycle that is designed for propulsion solely by means of human power

Public transport vehicle A motor vehicle that conveys persons for reward and that operates in terms of an operating license issued in accordance with the provisions of the relevant national authority (see foreword)

Rescue vehicle A motor vehicle that is designed or adapted solely for the purpose of rescuing persons, and that is owned or controlled by a department of State, a local authority or a body approved by the MEC concerned and that is registered as a rescue vehicle

School bus A mini bus or bus, owned by or contracted to, or on behalf of, a school, and used principally for the conveyance of school children and other persons associated with such school

Semi-trailer A trailer that has no front axle and that is so designed that at least 15% of its tare is superimposed on and borne by a vehicle drawing such trailer

Tractor A motor vehicle that is designed or adapted mainly for drawing other vehicles and not to carry any load thereon, but that does not include a truck tractor

Trailer A vehicle that is not self-propelled and that is designed or adapted to be drawn by a motor vehicle, but that does not include a side car attached to a motor cycle

Truck tractor A motor vehicle that is designed or adapted

a) for drawing other vehicles, and

b) not to carry any load other than that imposed by a semi-trailer or by ballast, but that does not include a tractor

Vehicle A device that is designed or adapted mainly to travel on wheels or crawler tracks and that includes a device which is connected with a draw-bar to a breakdown vehicle and is used as part of the towing equipment of a breakdown vehicle to support any axle or all the axles of a motor vehicle which is being salvaged other than such a device which moves solely on rails

A.7 Stopping sight distances (SSDs)

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SARA 006:2012 Edition 1 A.7.1 The SSD is a fundamental criterion in the design of a road. It is important to the driver of a vehicle to be able to detect any hazard timely and to execute corrective or evasive actions. It is important for the driver to have proper sight distances at level crossings. A.7.2 The SSD is the minimum distance required by the driver of a vehicle, travelling at the average operating speed related to the particular design speed, to bring it safely to a stop before reaching an object in its path. The SSD is the sum of the distance travelled during perception and reaction time and braking distance. Braking distance is the distance that it takes to stop the vehicle once the brakes have been applied. A.7.3 The following formula applies to the general design vehicles described in table A.2 approaching and departing from level crossings:

d = ( )f)81.9(2

6.3 2V = f

V254

2

where

d is the braking distance, expressed in metres (m); V is the maximum road operating speed, expressed in kilometres per hour (km/h); f is the coefficient of friction between tyres and the road (see table A.5); g is 9,81 m/s².

Then

SSD = 0,278 t V + d where

SSD is the stopping sight distance, expressed in metres (m); t is 2,5 s perception and reaction time; V is the maximum road operating speed, expressed in kilometres per hour (km/h); d is the braking distance, expressed in metres (m).

A.7.4 The SSD for the selected design vehicle shall be measured during field observations. The SSD for special vehicles shall be measured during field observations. A.7.5 Table A.4 gives the minimum SSDs on level grade, on wet pavement and gravel, for the general design vehicles included in table A.2. These indicative values shall be used for design of the road approaches, assessment of SSDs for existing level crossings, line of sight, and the placement and alignment of signs and level crossing warning signals. A.7.6 The SSDs in table A.4 may require an increase or may be decreased for a variety of reasons related to grade, vehicle braking capability, and road surface condition. (Formulae may be used.)

Table A.4 — Stopping sight distances (level grade on paved surfaces)

1 2 3

Maximum road operating speed km/h

Stopping sight distances

Passenger car class Trucks and buses

30


M m

40 45 70

50 65 110

60 85 130

70 110 180

80 140 210

90 170 265

100 210 330

110 250 360

120 290 440

A.7.7 While a truck driver can generally see further than a passenger car driver owing to eye height advantage, in some instances the truck driver eye height is a disadvantage, for example, a sag curve where visibility is cut off by an overpass. Also, truck braking characteristics are highly variable and often increase effective braking distance and, thus the SSD. A.7.8 The braking distance will increase on downgrades and decrease on upgrades. When the roadway is on a gradient, the formula for the braking distance is:

d = ( )GfV

±254

2

where

G is the per cent grade divided by 100 (up is positive, down is negative); V is the maximum road operating speed, expressed in kilometres per hour (km/h); f is the coefficient of friction between tires and the roadway (see table A.5).

Table A.5 — Coefficient of friction

1 2

Maximum road operating speed km/h

Coefficient of friction f

30 0,40

40 0,38

47 to 50 0,35

55 to 60 0,33

63 to 70 0,31

70 to 80 0,30

77 to 90 0,30

85 to 100 0,29

91 to 110 0,28

98 to 120 0,28

A.8 Clearance distances A.8.1 Factors that increase the clearance distance

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SARA 006:2012 Edition 1 The clearance distance (cd) of the level crossing is the distance between a point in advance of the level crossing, 5 m or more from the closest rail, to the point 4,5 m beyond the furthest rail. Factors that increase the length of the cd include the following: a) a crossing angle greater or less than 90°; b) multiple tracks; c) significant spacing between multiple tracks; and d) placement of a crossing signs, signals, stop sign, or stop-line road markings. A.8.2 Stopping at an R1 stop sign or RTM1 stop-line marking Vehicle drivers are expected to stop their vehicle with its front end in line with the R1 stop sign or if an RTM1 stop-line marking has been provided immediately behind such stop line. The stop line should be a minimum of 4,5 m from the closest rail as shown in SADCRTSM. Pedestrians, cyclists and persons using assistive devices are expected to stop 5 m from the nearest rail, or directly behind a stop sign, railway crossing sign, warning signals, or boom, where they exist. A.8.3 Crossing angle greater or less than 90° Where the crossing angle is 90°, the stop position of the front of a vehicle would be 5 m for the calculation of the clearance distance. Where the crossing angle is greater or less than 90°, the stopped position of the front of a vehicle would be greater than 5 m for the calculation of the clearance distance. A.8.4 Measurement of the clearance distance The clearance distance (cd) of the level crossing is calculated as shown in figure A.1 and can be measured on site. A.8.5 Calculation of the distance traversed by the design vehicle The travel distance of the design vehicle is the total distance the vehicle shall travel to pass completely through the clearance distance shown in figure A.1 and is calculated using the following formula:

s = cd + L where

s is the distance the design vehicle shall travel to pass through the clearance distance of the level crossing, expressed in metres (m);

cd is the clearance distance of the level crossing (see figure A.1); L is the length of the design vehicle (see table A.2).

A.8.6 Safe crossing time A.8.6.1 The time required for the full length of the design vehicle to pass completely through the clearance distance (cd) shall be assessed. This is the design vehicle departure time (Td). It includes the time required for the driver to get the vehicle in motion and to pass completely through the clearance distance. A.8.6.2 The design vehicle’s safe crossing time depends upon the clearance distance, the length of the design vehicle, and the acceleration of the vehicle. The acceleration of the vehicle from standstill and the time taken to completely cross the clearance distance depend on a number of factors that include the following:

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SARA 006:2012 Edition 1 a) the condition of the road and surface of the level crossing; b) prevailing traffic conditions; c) the layout of the track geometry; d) the layout of the road geometry; e) the presence of an intersection on the far side of the level crossing where vehicles are required

to stop, which will slow vehicle acceleration over the crossing; and f) the power to mass ratio of the design vehicles.

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Figure A.1 — Clearance distance (cd) of a level crossing A.8.7 Acceleration curves for design vehicles

34

SARA 006:2012 Edition 1 A.8.7.1 The acceleration curves for design vehicles starting from standstill on level and good road surface are shown in figure A.2 and can be used to assist in the determination of the time for the design vehicles to travel through the level crossing clearance distance. A.8.7.2 The acceleration curve for single-unit trucks may be used for standard buses. A.8.8 Level crossing conditions Additional time shall be added to the time calculated in accordance with the acceleration curves of figure A.2 to account for reduced acceleration caused by the factors in A.8.6.2. A.8.9 Road gradient effect A.8.9.1 An adjustment for the gradient can be made to the acceleration time for a design vehicle on level ground by multiplying the acceleration time on level ground by a constant ratio relating to the road gradient. Ratios for increasing or decreasing the acceleration time along continuous grades of 2% and 4% are provided in table A.6 and can be used to assist in the determination of the time for the design vehicle to travel through the clearance distance. A.8.9.2 Because road gradients are not consistent within the vehicle travel distance over a level crossing, the effect of the gradient may be approximated within the traversed distance affected by the gradient by applying the ratio in table A.6 only to the travel time through that portion of the road including the gradient and using the maximum gradient in any area of transition.

Table A.6 — Ratios of acceleration times on grades

1 2 3 4 5 6

Design vehicle Road grade

%

-4 -2 0 +2 +4

Passenger car 0,7 0,9 1,0 1,1 1,3

Single-unit truck and bus 0,8 0,9 1,0 1,1 1,3

Articulated truck 0,8 0,9 1,0 1,2 1,7

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Figure A.2 — Assumed acceleration curves – General design vehicle A.8.10 Determination of design vehicle’s safe crossing time The design vehicle’s safe crossing time (Tv) is given by the following formula:

36


Tv = J + T where

J is 2 s perception reaction time of the driver to look in both directions, shift gears if necessary, and prepare to start moving;

T is the time taken for the design vehicle to completely cross the clearance distance.

T may be obtained through direct measurement of time taken for the design vehicle to completely cross the clearance distance either at the specific level crossing, or at an equivalent alternative level crossing. Alternately, T may be calculated using the following formula: T = (t × G) + K where

t is the time for the design vehicle to accelerate through the distances from figure A.2; G is the increase or decrease in t due to the effect of any road gradient from table A.6; K is the additional time required for design vehicle acceleration through the clearance

distance due to the level crossing conditions. The values for t, G and K may be reasonably estimated by a qualified person. A.8.11 Special vehicles The safe crossing time for a special vehicle shall be assessed independently from that of a general design vehicle given in figure A.2 and table A.5. It may be that this can only be done practically by actual measurement of the safe crossing time for the special vehicles using the level crossing. A.8.12 Safe crossing time — Pedestrians, cyclists and persons using assistive devices A.8.12.1 Pedestrians, cyclists and persons using assistive devices travel at an assumed speed of 4,4 km/h or 1,22 m/s. A.8.12.2 The crossing clearance distance for pedestrians, cyclists and persons using assistive devices is the distance between 5 m from the closest rail where there are no signs or signals, and at a crossing sign, stop sign or signal, to the point where the person is 5 m beyond the furthest rail. A.8.13 Determination of the safe crossing time — Pedestrians, cyclists and persons using assistive devices A.8.13.1 The safe crossing time (Tp) is calculated by the following formula:

Tp (s) = pV

cd =

1,22cd

where

cd is the clearance distance, expressed in metres (m);

37


Vp is the travel speed of pedestrians, cyclists and persons using assistive devices of 1,22 m/s.

A.8.13.2 The time required to travel some clearance distances are given in table A.7.

Table A.7 — Safe crossing time — Pedestrians, cyclists and persons using assistive devices

1 2

Clearance distance m

Safe crossing time s

9 7,4

14 12

18 15

22 18

26 22

30 25

A.8.14 Boom delay A.8.14.1 Time is required for the design vehicle to pass the boom of a level crossing warning system before it descends to block the vehicle path, if the driver is committed to continue over the crossing at the time that the traffic signal (flashing light) of a level crossing warning system starts to operate. Consideration shall be given to the following two circumstances when the traffic signal (flashing light) starts to operate a) at a time the design vehicle is past the SSD, and b) at a time after the design vehicle starts up to go over the level crossing from its stopped

location 2 m in advance of the gate arm. A.8.14.2 The boom clearance distance (bcd) from the SSD is calculated as follows:

bcd = rosbcd

where

bcd is the boom clearance distance, expressed in metres (m); ros is the maximum road operating speed, expressed in seconds (s).

A.8.14.3 The boom clearance distance (bcd) from a stop is calculated as follows:

bcd = 2 m + dvl where

dvl is the design vehicle length obtained from table A.2. The boom clearance time from a stop equals the time for the design vehicle to accelerate and travel completely through the boom clearance distance. While the SSD includes perception reaction time,

38

SARA 006:2012 Edition 1 a driver stopped at a crossing, the decision to proceed would be made only after determining that the warning lights are not flashing. At this point, the driver should be set and begin to move without delay. There should be sufficient time for the vehicle to clear the boom gate before it strikes the vehicle. Calculation of the boom clearance time for stopped vehicles should be done at the same time as calculation of the departure time of design vehicles given in A.8.10. The time required for stopping or accelerating vehicles on descending or ascending grades shall be considered. See A.8.9 and this subclause to calculate the effect of the gradient on the SSD or acceleration, and to calculate the delay requirement for other special vehicles. NOTE This subclause will not be applicable in case where traffic lights have been used instead of flashing lights. A.9 Locations When a level crossing, a road intersection or property access on the road approach to a level crossing is to be constructed, the location shall be such that no part of the travelled way of the intersecting road or entranceway, the stop line or the position for a traffic control device is closer than 50 m to the nearest rail of the level crossing. See figure A.3.

NOTE D is not less that 50 m.

Figure A.3 — Restrictions on the proximity of intersections and entranceways to level crossings

A.10 Widths and surfaces A.10.1 The minimum width of the level crossing surface over the railway lines shall not be less than the width of the prevailing road and shoulders. The minimum width of the level crossing surface for a sidewalk, or path or trail, or any other route for regular use by a person using an assistive device is 1,5 m. In general, the surfaces of level crossings shall be smooth and continuous so that design vehicles can use the level crossing safely at the maximum permissible road speed. Where the classification of the level crossing is classified as a class 3 level crossing and higher as described in SADCRTSM the level crossing shall be equipped with level crossing blocks as a minimum. A.10.2 The surfaces of level crossings shall be as shown in figures A.4 and A.5.

39

SARA 006:2012 Edition 1 A.10.3 The crossing surface of a sidewalk, path, trail, or any other route identified for regular use by a person using an assistive device shall be constructed with a) a smooth surface made of metal, concrete, a composite material of rubber or fibreglass, or any

other smooth continuous material, and b) a distance of 3 m on each side of the outer tracks to allow a person using an assistive device,

without hesitation, to approach and cross each track at a right angle. A.10.4 Roads that cross straight railway tracks shall be level with the top of the rail for a minimum distance of 3 m from the outer rail. A.10.5 The gradient of a level crossing at a single curved railway track shall follow the cant of the track (but not steeper than 1 on 15) for a minimum distance of 3 m beyond the rails on both sides of the track. A.10.6 The requirements of A.10.4 and A.10.5 apply to both road and track maintenance work.

Figure A.4 — Level crossing surface – Plan view

Figure A.5 — Level crossing surface – Cross section

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a) a) Flange way:

Width: Installation all level crossings 65 mm to 76 mm

Maximum wear limit: level crossings regularly used by persons using an assistive devices

76 mm

All other level crossings 100 mm

Depth: Minimum 50 mm

Maximum: Urban areas and any other level crossing regularly used by a persons using assistive devices 76 mm

All other level crossings no limit

b) Space for field side rail grinding: A space is permitted on the outer side of the rail at locations where there is frequent rail grinding, except for level crossings regularly used by persons using assistive devices.

Maximum width: 50 mm

Minimum depth: 38 mm

c) Elevation of top of rail with respect to the crossing surface: The top of the crossing surface shall be as close as possible to the top of the rail.

Wear limits:

Any route identified for regular use by persons using assistive devices

Maximum distance above crossing surface +13 mm

Minimum distance below crossing surface -7 mm

Vehicular use Public level crossings for vehicle use and other level crossings for design vehicles as listed in table A.2.

± 25 mm

Private level crossings ± 50 mm

Figure A.6 — Level crossing surface – General condition A.11 Road geometry

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SARA 006:2012 Edition 1 A.11.1 The condition of the road over the level crossing shall be as follows: a) The horizontal and vertical alignment of the road approach and the road over a level crossing

shall be smooth and continuous within the safe SSD. b) The horizontal alignment of the road over the tracks shall be straight extending beyond the

outer rails for a distance equal to the length of the design vehicle. c) The profile and elevation of the level crossing surface and the rest of the road shall match and

safely accommodate the maximum road operating speed. A.11.2 Subject to the conditions in A.11.1 and except to provide for level crossings of superelevated tracks as required in A.11.3, the maximum gradients for roads, on both sides of level crossings for a distance of 4,5 m from the outer rail for vehicular use and 5 m from the outer rail for pedestrians, cyclists and persons using assistive devices shall not exceed the following: a) a ratio of 1:50 (2%) for the length of the design vehicle of the outer rail and 1:20 (5%) for 10 m

beyond, at public level crossings; b) a ratio of 1:50 (2%) for the length of the design vehicle of the outer rail and 1:10 (10%) for 10 m

beyond, at private level crossings; c) a ratio of 1:50 (2%) within 5 m of the outer rail at level crossings for pedestrian or cyclist use

only; and d) a ratio of 1:100 (1%) within 5 m of the nearest rail at level crossings specifically identified as a

route for persons using assistive devices. A.11.3 At vehicular level crossings incorporating superelevated tracks, the difference between the gradient of the level crossing surface on superelevated tracks and the gradient of the adjacent road shall not exceed the specified wear limits. See figure A.5. A.11.4 A level crossing where the maximum railway operating speed exceeds 30 km/h shall be constructed with the angle of the intersection between the road and the track as specified in table A8.

Table A.8 — Angle of an intersection between the road and tracks

1 2

Angle of skew (α) Distance from outer rail (x) M

150 18 to 20

140 13 to 15

130 10 to 12

120 8 to 10

70 to 110 4,5 to 6,5

60 5,2 to 7,2

50 6 to 8

40 7 to 9

30 9 to 11 A.11.5 The surface of the road approaches and that part of the road forming the level crossing shall be in good condition for the permissible maximum road operating speeds, including during adverse weather conditions, in a manner that will permit vehicles

42

SARA 006:2012 Edition 1 a) to stop safely within safe SSD of the level crossing, and b) to start from a stopped position at the level crossing and safely traverse the level crossing (see

figure A.7).

Figure A.7 — Maximum crossing angle: Level crossings A.12 Line of sight A.12.1 General The area within 15 m of the outer rail or up to the railway line reserve limits, whichever is less, shall be clear of brushes, trees and other vegetation for a minimum distance of 50 m along the track(s) from the level crossing surface. The road reserve shall be clear of brushes, trees and other vegetation for a minimum of 30 m along the road from the outer rail of the level crossing. The line of sight is measured from a point above the road of 1,05 m for drivers of passenger vehicles and pedestrians, cyclists and persons using assistive devices, 1,8 m for buses and single-unit trucks, and 2,1 m for large trucks and truck-trailer combinations, to a point 1,2 m above the top of the rail. A.12.2 Line of sight for level crossings without warning systems The line of sight at a level crossing without a warning system shall be as specified in figure A.8. If clearing of obstructions for the line of sight is impracticable for existing train and vehicle speeds, it might be practicable to attain a line of sight in accordance with figure A.8 by reducing vehicle or train speeds, reducing road gradients or the crossing clearance distance, or restricting use by heavy or long vehicles. A.12.3 Line of sight for level crossings with warning systems A.12.3.1 The line of sight at level crossings with warning systems shall be provided in accordance with figure A.9. A.12.3.2 Trees, brushes and other vegetation within the railway reserve shall be removed. Signal, communication or other equipment housings, tool sheds or any other buildings, or materials cannot

43

SARA 006:2012 Edition 1 be placed within DStopped where it would obscure the line of sight of approaching trains for a person that stopped at the crossing. NOTE The line of sight of approaching trains is a safety benefit at level crossings with warning systems and should be provided along the rail line where practicable. A.12.3.3 These lines of sight are of benefit because, according to the rules of the road, while drivers are required to stop at level crossings when warning signals are flashing, they are permitted to proceed where there is a warning system without gates if they conclude that they can do so in safety. In most instances, drivers do not know the maximum railway operating speed, nor can they determine how far they should be able to see along the track to make this judgement. A.12.3.4 Level crossing warning systems are designed for the optimum warning time for routine train operations, and the signals could be flashing for extended periods of time owing to slower moving or stopped trains. These warning systems are also designed for continuous operation of the flashing lights, and lowered gate arms where they exist during warning system malfunctions. A warning system might be operating for extended periods, lasting for several hours, during which time the network operator might be unaware that there is a problem and that the warning system credibility and dependability are lessened for drivers. Additional sightlines that may be provided are of benefit to persons who are attempting to determine whether or not it is safe to cross the railway line. A.12.3.5 In figures A.8 and A.9, the SSD is calculated in accordance with A.8.13. It is the minimum distance, from the stopped position before the crossing, at which a driver of a vehicle approaching the crossing should be able to see, without obstruction a) a railway crossing sign, b) a stop sign, c) a level crossing warning signal, and d) a train occupying the level crossing. A.12.3.6 DSSD is the minimum distance along the rail line that a driver should be able to see an approaching train from the safe stopping distance, unless the level crossing is equipped with a stop sign or warning signals. A.12.3.7 DSSD is equal to the greater of the distances that a train at the maximum railway operating speed will travel in 10 s, and during the time required for the design vehicle at its maximum operating speed to go from the safe stopping distance completely past the clearance point on the side of the level crossing.

DSSD = 0,278V t × TSSD where

V t is the maximum railway operating speed, expressed in kilometres per hour (km/h); TSSD is the greater of [(SSD + cd + L)/ (0,28V)] and 10 s.

where

V is the maximum road operating speed; cd is the clearance distance of the level crossing; L is the length of the design vehicle.

44

SARA 006:2012 Edition 1 DSSD may be obtained directly from table A.9 using TSSD. A.12.3.8 DStopped is the distance along the rail line from the level crossing that a train operating at the maximum railway operating speed will travel during the departure time for the design vehicle calculated in accordance with A.8.10, or the departure time for pedestrians, cyclists and persons using assistive devices calculated in accordance with A.8.12. The following formula is used to calculate Dstopped:

DStopped = 0,92V t × Td where

V t is the maximum railway operating speed along the rail line; Td is the departure time, calculated in accordance with A.8.6.2.

DStopped may be obtained directly from table A.9 using Td.

Table A.9 — Required sightlines along the rail line (DSSD and DStopped)

1 2 3 4 5 6 7 8 9 10 11 12 13

Maximum railway

operating speed, V t

km/h

Required sightlines along railway line (DSSD and DStopped) Departure time TV and TP (seconds)

minimum m

Above 20 s add for each

additional second to 10 11 12 13 14 15 16 17 18 19 20

STOP 30 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a

1 to 16 45 50 55 60 65 70 72 76 80 85 90 +5

17 to 32 90 100 110 120 125 135 145 155 165 170 180 +10

33 to 48 135 150 165 175 190 205 215 230 245 255 270 +15

49 to 64 180 200 220 235 250 270 285 305 325 340 360 +20

65 to 80 225 250 270 290 315 335 360 380 405 425 450 +25

81 to 96 270 300 325 350 380 405 430 460 485 510 540 +30

97 to 122 315 350 380 415 445 470 505 535 565 595 630 +35

123 to 138 360 395 435 465 505 540 580 610 650 680 720 +40

139 to 154 405 445 490 535 570 605 650 685 730 765 810 +45

155 to 160 450 500 540 580 630 670 715 760 805 850 895 +50

NOTE To use this table, first calculate the departure time required for the crossing in accordance with A.12.3.8 and determine the maximum railway operating speed. Then select the horizontal line in the table corresponding to the maximum railway operating speed, and move to the right to the column under the departure time required for the crossing, in which the line of sight distance along the railway is found.

A.12.3.9 The line of sight along the railway and road reserves and over any other property within the limits established in A.12.1 and A.12.2 shall not be obstructed by a) signs, utility poles or other roadside installations, b) parked vehicles or buses that stopped to load or unload passengers, c) trees, brushes, crops, hedges, other vegetation, or stored materials, or d) any other structure that might, by obscuring clear vision of the road, the line of railway or traffic

control devices, constitute a threat to safe operations at level crossings.

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SARA 006:2012 Edition 1 A.12.3.10 Road signs and utility poles along the road approaches, or poles along the railway reserves shall be regarded as obstructions when obscuring lines of sight between persons on the road and railway crossing signs or warning signals. A.12.3.11 In determining whether line of sight requirements are met, consideration shall be given to the ability to maintain an uninterrupted line of sight. Where minimum line of sight cannot be assured on an ongoing basis, some other means of positive control of road or rail traffic over the crossing shall be provided.

a) — Minimum sightlines for vehicles approaching a grade crossing

b) — Minimum sightlines for vehicles that stopped at a level crossing

c) — Minimum sightlines for pedestrians and cyclists that stopped at a level crossing

Figure A.8 — Minimum sightlines – Level crossing without an active warning system

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Figure A.9 — Minimum sightlines – Level crossing with an active warning system NOTE The SSD and DStopped are obtained in accordance with A.12.2.5. A.13 Signs and road markings A.13.1 Traffic control devices All traffic signs and road markings are specified in SADCRTSM and annex C. The safety assessment process requires the team to assess the condition, placement and to assess compliance with this SARA standard for all traffic control devices that are required at level crossings. It is important to site check the traffic controls in daytime and night-time conditions. A.13.2 Classification of level crossings Level crossings can be classified as follows: a) Private level crossings:

1) class E private or farm road level crossing; 2) shunting yards; and 3) industrial areas.

b) Public level crossings:

1) tourist areas;

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2) urban crossings; 3) class C or D rural road crossings; 4) class B rural road crossings; 5) urban industrial siding crossings; 6) class B urban street crossings; 7) railway stations or siding environments; 8) private land with limited public access; 9) local roads serving seasonal residences; 10) agricultural areas; 11) access roads to residential property; 12) industrial areas; 13) local residential roads; 14) residential collectors; 15) urban and rural arterial roads; 16) designated truck routes; 17) designated special vehicle routes; 18) shunting yards; and 19) restricted areas, mines, factories, etc.

c) Pedestrian level crossings. A.14 Modes of control A.14.1 Warning systems SADCRTSM and annex C specify the warrants for installing a level crossing warning system at level crossings. These warrants should be referenced during the safety assessment process to determine if the existing or proposed conditions warrant the upgrading of a level crossing warning system. The level crossing control measures include the following: a) locked gates; b) flagmen; c) road signs only (stop and yield signs); d) road signs and road markings; e) a visible alarm;

48

SARA 006:2012 Edition 1 f) traffic signals; g) booms; h) an audible alarm; i) a train whistle; j) whistle boards; k) a height gauge; and l) any combination of the above. A.14.2 Flag control SADCRTSM and annex C specify the need for flagman controlled level crossings. The design standards shall be referenced during the assessment process to determine if the existing or proposed conditions comply with the technical standards. A.14.3 Locked-gate control (private roads) SADCRTSM and annex C specify the need for installing locked gates at level crossings. The design standards shall be referenced during the assessment process to determine if the existing or proposed conditions comply with the technical standards. A14.4 Advance warning signs and road markings SADCRTSM and annex C specify the need for advance warning signs (for example W318, W361 W301 and W302) and road markings (for example WM1 and GM7) at level crossings. The design standards shall be referenced during the assessment process to determine if the existing or proposed conditions comply with the technical standards. A14.5 Road traffic signage control SADCRTSM and annex C specify the need for the erection of regulatory signs, R1 stop or R2 yield control signs and road markings (for example RTM1, RM1, GM7 and WM5). The design standards regarding control signs shall be referenced during the assessment process to determine if the existing or proposed conditions comply with the technical standards. A14.6 Traffic signal control The number, type and location of traffic signal control are specified in SADCRTSM and annex C. The effectiveness of a level crossing warning system is dependent upon the capability of the warning lights to attract the attention of a driver looking ahead along the road in the direction of travel. The design standards regarding traffic signals shall be referenced during the assessment process to determine if the existing or proposed conditions comply with the technical standards. A.14.7 Boom operation SADCRTSM and annex C specify the need for installing booms at level crossings that are equipped with level crossing warning systems. The design standards shall be referenced during the assessment process to determine if conditions warrant the upgrading to booms. A.15 Height gauges warning systems

49

SARA 006:2012 Edition 1 SADCRTSM and annex C specify the requirements for the installation of height gauges and signage details for warning systems at level crossings where the overhead electrical power cables are lower than 5,1 m over these crossings. These standards shall be referenced during the assessment process to determine if the existing or proposed conditions require the upgrading of the level crossing warning height gauges and sign display details. A.16 Illumination The prevailing risk at level crossings necessitates the installation of illumination at level crossings to mitigate the existing level of risk at level crossings. Network operators (RAs) shall ensure that all train locomotive head lights are switched on during the day as well as at night-time. A.17 Field sheets The field sheets for the physical assessments of level crossings below are also available at http://www.sararail.org &<www.rsr.org.za>.

50

http://www.rsr.org.za/


Sheet 1 — Level crossing: Description

Date of assessment: yyyy/mm/dd

Time [24:00] Time of day

Level crossing protection level : select from table A.2: Class

Assessment team members and affiliations:

Reason for assessment of a level (grade) crossing : Mark applicable box (LHS) with an X

After two or more collisions per year

An increase in road or rail operating speed

Significant change in design vehicle type

After a collision resulting in a fatality

Proposed changes to land use including developments of any nature

Significant change in rail traffic patterns including new services

Reclassification of the road

A development impacting on the line of sight by road or rail

Significant change in road traffic patterns including new services

Instructed by local authority

Scheduled assessment Intention to relocate the crossing

Proposed new level X Other

Network operator Municipality:

Crossing place/name Road name/number:

Coordinates GPS X GPS Y Province:

Railway: km point Location reference (control section etc.):

Nearest town if not in a municipality

Road classification

Siding number Type of level crossing:

Track type:

Occurrence history (five-year period):

Occurrences resulting in property damage:

Occurrences resulting in personal injuries: Number of persons injured:

Occurrences resulting in fatal injury : Number of persons killed:

= Total collisions in last five-year period: Total persons involved:

Provide details of the collisions and any remedial measures taken if available:

Sheet 2 — Level crossing: Scene photographs

Note as a minimum, take pictures of all road/rail approaches and each quadrant – key the orientation of pictures to the scene sketch (below)

Side 1 : Rail approach 1 Side 2 : Road approach 1

Comment [NdJ2]: Should be deleted and replaced with the signage that is been used in the particular country, from page 9 until the end, if it i only Zimbabwe that have not the same signage a different approach should be taken for them.

51


Side 3 : Rail approach 2 Side 4 : Road approach 2

NOTE Photographs are in a clockwise sequence starting with the rail at 1

Side 1 Rail approach 1


Side 4 Road approach 2

Side 2 Road approach 1

52


Sheet 3 — Level crossing: Scene sketch

Include:

-- designate road and rail "approach 1" and "approach 2" on the sketch for future reference

-- directions to nearby municipalities for both road and rail approaches (use arrows)

-- adjacent intersections – landmarks

-- geographical features -- relevant road signs/signals

-- crosswalks/paths -- bus stops etc.

53


Example of level crossing: Scene

sketch



54




55


Sheet 4.1 — General information

Item

Source Information required Response

Surrounding area What is the predominant surrounding land use: Select?

Are any schools, retirement homes, etc. nearby? Y/N

Rail Administrator

Daily train volume

Number of freight trains during daytime

Number of freight trains during night-time

Number of passenger trains during daytime

Number of passenger trains during night-time

High seasonal fluctuation in volumes Y/N

Train operations

V t : Maximum railway operating speed in kilometres per hour (km/h)

Site observation rail

Number of railway lines at level crossing?

Bi-direction lines during daytime? Y/N

Bi-direction lines during night-time? Y/N

Road authority

Road traffic

Average annual daily traffic (AADT) in vehicles per day

Year of AADT count [yyyy]

High seasonal fluctuation in volumes? Y/N

Pedestrian volumes in pedestrians per day

Cyclist volumes in cyclists per day

Forecasted AADT in vehicles per day

Year of AADT forecast [yyyy]

Site observation road

Is the level crossing on a school bus route? Y/N

Do dangerous goods trucks use this roadway? Y/N

Regular use of crossing by persons with assistive devices? Y/N

Other special road users? Y/N

Type

Number per day

Approach 1

Design speed: km/h Posted speed: km/h

Maximum operating speed: km/h

Road surface type (asphalt, concrete, gravel, etc.):

Approach 2

Design speed: km/h Posted speed: km/h

Maximum operating speed: km/h

Road surface type (asphalt, concrete, gravel, etc.):

Comments

Sheet 4.2 — Design vehicle

56


Item


Design vehicle (longest vehicle known to use the crossing)

Referred Predominant surrounding land use

Table 2 Predominant general type:

Table 3 Length, L = m

Calculated Road speed in kilometres per hour (km/h)

Calculated Stopping sight distance (SSD) in metres (m)

Measure in accordance with figure 1

Clearance distance, cd, in metres (m)

Calculated Vehicle travel distance: S = L + cd in metres (m)

Site observation Deviation from level continuous smooth surface

Site observation How long do vehicles take to traverse crossing intact in seconds (s)

Figure 2 Vehicle departure time, t, in seconds (s)

Road grade effect:

maximum approach grade within ‘S’: = ± % (- downhill)

grade adjustment factor =

T= t × adjustment factor in seconds

Design vehicle departure time, Td = J + T + K

where J = 2 s perception and reaction

where K = additional time due to crossing conditions

Td, in seconds, =

Pedestrian, cyclist and assistive devices departure time

Tp = sec

Hazard Tact > Td indicates a threat

Comments

57


Sheet 5 — Location of grade crossing Sketch 1 Sketch 2

Item Source Information required Response Observation Sketch 1: what is D in metres (m) closest to crossing Observation Sketch 2: what is D in metres (m) closest to crossing Observation Are there any crossings on either road approach that could

cause vehicles to queue back to the tracks? Y/N

Observation Is “D” insufficient such that road vehicles might queue onto the rail tracks? Y/N

Hazard D < 50 m or a YES indicates a threat Threat

Comments

58


Sheet 6 — Level crossing surface

Item


Observation

Is the level crossing surface smooth enough to allow road vehicles, pedestrians, cyclists and other road users to cross at their normal speed without consequence? [Y/N]

Observation Type of grade crossing surface material

Observation Approach road surface type

Observation Approach road surface condition:

Observation Roadway illumination in place? [Y/N]

Observation Roadway illumination operational? [Y/N]

Measure Road surface crossing width measured at right angle to roadway centre line in metres (m) (note: min. = 8 m) dimension A

Measure Level crossing surface extension beyond travel lanes measured in millimetres (mm), dimension B (note: min. = 500 mm)

Measure Level crossing surface extension beyond travel lanes measured in millimetres (mm), dimension C (note: min. = 500 mm)

Measure Level crossing surface width across sidewalk/path/trail measured in millimetres (mm) dimension D (note: min. = 1 500 mm)

Measure Level crossing surface extension beyond sidewalk/path/trail measured in millimetres (mm) dimension E (note: min. = 500 mm)

Measure Level crossing surface extension beyond sidewalk/path/trail measured in millimetres (mm) dimension F (note: min. = 500 mm)

Measure Distance between travel lane and sidewalk, edge to edge, measured in metres (m) dimension G

Deducted Distance between the travel way, sidewalk, etc. level crossing surfaces in millimetres (mm) dimension H (note min. = 1 000 mm)

Measure Cross-section (see figure A.5)

Measure Is the crossing in an urban area [Y/N]

Measure Flangeway width in millimetres (mm) dimension B (max. = 76 mm or 100 mm)

Measure Flangeway depth in millimetres (mm) dimension A (min. = 50 mm max. = 76 mm or none)

Measure Side grinding width in millimetres (mm) dimension C (max. = 50 mm)

Measure Side grinding depth in millimetres (mm) dimension D (min. = 38 mm)

Measure Elevation of top rail above road surface = mm dimension E (max. = 13 mm, 25 mm or 50 mm)

Measure Elevation of top rail below road surface = mm dimension F (max. = 7 mm, 25 mm or 50 mm)

59


Comments regarding level crossing surface

Photo

60


Road including a path or a shoulder

Sidewalk, path or trail alongside a road

61


Sheet 7 — Road geometry

Item Source Information required Response

Approaches 1 and 2 are as defined in the scene sketch of sheet 3

Road approach 1

Road approach 2

Sheet 4.2 Safe stopping distance (SSD) in metres (m) Observation Are horizontal and vertical alignments smooth and

continuous throughout the SSD? [Y/N]

Measure For what distance, in metres (m), is the horizontal alignment straight beyond the rails?

Sheet 4.2 Design vehicle length, in metres (m) Measure What is the width of the road dimension A in metres (m) Measure What is the width of the rail level crossing itself,

dimension B in metres (m)

Grades Measure Slope within 5 m of outer rail, as a percentage (%)

(Limits are 1% in urban areas, 2% for cyclists/pedestrians)

Measure Slope within 8 m of outer rail, as a percentage (%) (max. = 2% = 1 in 160 mm over 8 m)

Measure Slope between 8 m and 18 m of outer rail, as a percentage (%) (limits are 5% for unrestricted crossing or 10% elsewhere)

Observation Is the level crossing unprotected (no signage/no flagmen/no gates) [Y/N]

Observation Is the level crossing used only by cyclists and pedestrians [Y/N]

Deducted General approach grade, as a percentage (%) (max. = ± 5%)

Observation Are rail tracks superelevated? [Y/N] Measure Superelevation in millimetres (mm) Select Track gauge in millimetres (mm) Deducted Superelevation in degrees Observation Does the level crossing have warning systems? [Y/N] Measure What is the angle between the crossing and the

roadway? In degrees (see sketch)

Measure What is the distance from the outer rail to the stop/yield sign, in metres (m)?

Condition of road approaches Observation For example anything that might affect stopping or

acceleration [Y/N]

Observation Is there any evidence that “low-bed” trucks have difficulty negotiating the crossing (i.e. might they bottom-out or get stuck)? [Y/N]

Visibility along rail line Deducted Train speed Observation Type of area urban/rural Observation Type of control yield/stop Deducted Vehicle speed Deducted Distance from outer rail along roadway [X] Measure Standing at X (see sketch), what is the visibility

distance along rail line in metres (m) dimension S1 | S4

Measure Standing at X (see sketch), what is the visibility distance along rail line in metres (m) dimension S2 | S3

Limits Standing at X the visibility distance along rail line in metres (m) must be

Comments

62


63


Sheet 8 — Line of sight

Assumptions

Driver eye height =

1,05 m passenger vehicles, pedestrians, cyclists and assistive devices 1,80 m buses and trucks 2,10 m large trucks and semi-trailers

Target height = 1,20 m above rails Approaches 1 and 2 are as defined in sketches A, B and C

Item


Observation Is the visibility within the rail reserve clear of bushes/vegetation; 15 m on each side of the track? [Y/N]

Observation Is the visibility within the rail reserve clear of bushes/vegetation; 30 m along the track, on each side of the crossing? [Y/N]

Observation Is the visibility on the road reserve within 15 m of the rail crossing clear of bushes/vegetation – approach 1? [Y/N]

Observation Is the visibility on the road reserve within 15 m of the rail crossing clear of bushes/vegetation – approach 2? [Y/N]

Sheet 4.2 SSD minimum in metres (m) Measure SSD actual: approach 1 in metres (m) Measure SSD actual: approach 2 in metres (m) Sheet 4.1 V t Sheet 4.2 Road operating speed V Sheet 4.2 L + cd

Deduct Tssd is the greater of: [(SSD + cd + L)/0,278 V] ’ V = max. road operating speed in kilometres per hour (km/h) or 10 s

Deduct DSSD minimum in metres (m) = 0,278 V t × TSSD, where V t is from sheet 4 DSSD actual: Measure approach 1 in metres (m) (to driver’s left) Measure approach 1 in metres (m) (to driver’s right) Measure approach 2 in metres (m) (to driver’s left) Measure approach 2 in metres (m) (to driver’s right) Sheet 4.2 Td Deduct DSTOPPED minimum in metres (m) = 0,278 V t × Td, with Td from sheet 4 DSTOPPED actual: Measure approach 1 in metres (m) (to driver’s left) Measure approach 1 in metres (m) (to driver’s right) Measure approach 2 in metres (m) (to driver’s left) Measure approach 2 in metres (m) (to driver’s right) Sheet 4.2 Tp Deduct Pedestrian/cyclist DSTOPPED , in metres (m) using sheet 4.1 and Tp (from sheet 4) Pedestrian/cyclist DSTOPPED actual: Measure approach 1 in metres (m) (to cyclist’s left) Measure approach 1 in metres (m) (to cyclist’s right) Measure approach 2 in metres (m) (to cyclist’s left) Measure approach 2 in metres (m) (to cyclist’s right)

Are there any obstacles within the sight triangles other than traffic signs/utility poles that might affect visibility? [Y/N]

Observation Approaching the level crossing – approach 1

Observation Approaching the level crossing – approach 2

Observation Vehicles stopped at the level crossing – approach 1

Observation Vehicles stopped at the level crossing – approach 2

Observation Pedestrians or cyclists stopped at the level crossing – approach 1

Observation Pedestrians or cyclists stopped at the level crossing – approach 2

Comments

Minimum lines of sight — Level crossing without an active warning system

64


65


Sheet 9 — Class 1 level crossing protection

Class 2A: Yield R2 and W318 Check Is a flagman used at this level crossing? [Y/N] Continue? Respond to the check statement please

Item Source Information required Response


Approach 1

Approach 2

Observation Flagman present Observation Flagman present appropriately positioned and visible Observation Clothing and flag in accordance with requirements? Observation Correct flag signals SS2? Observation Does shunting at night occur? Observation Other warning signs or systems? Observation WM1 number-of-tracks sign present?

Comments

66


Sheet 9.1 — Class 2 level crossing protection

Class 2A: Yield R2 and W318

Check Is this level crossing controlled by means of a gate? [Y/N]

Continue? Respond to the check statement please

Item



Approach 1

Approach 2

Observation Are the gates provided in good condition and locked?

Enquire How many farms make use of this level crossing?

Enquire How many vehicles make use of this level crossing?

Enquire How many pedestrians make use of this level crossing?

Observation Road surface – gravel? [Y/N] Asphalt Asphalt

Observation Is a W314-gate-ahead warning sign present? [Y/N]

Observation Overhead power lines [Y/N]

Observation Are the W361-electrical-shock warning signs provided on both approaches? [Y/N]

Observation Any other warning signs or systems [Y/N]

W314-gate-ahead warning sign

Comments

67


Sheet 9.2 — W314-gate-ahead warning sign

Minimum

Speed V (km/h) H (mm) W (mm)

V d 60 600 450

60 > V > 100 900 675

V e 100 1 200 900

V = 0 450 340

Overhead sign 1 600 1 200

Class 2A: Yield R2 and W318 600

Check Is this level crossing controlled by means of a gate? [Y/N] 0 450

Continue? Respond to the check statement on sheet9.3

Distance D2

Norm (m)

Control item Road operating speed (km/h) 120

Item


Approaches 1 and 2 are as defined in the scene sketch of sheet 3 Approach 1

Approach 2

Measure What is the distance from the outer rail to the road marking in metres (m)?

Measure What is the distance from the edge of the road to the sign in metres (m)?

Measure What is the size of the sign, width, w in millimetres (mm)?

Measure What is the size of the sign, length, L in millimetres (mm)?

Measure What is the size of the sign, height, H in millimetres (mm)?

Measure Retro-reflectivity at night

Observation Are signs orientated correctly? [Y/N]

Observation Type of sign supports

Observation Condition of sign supports

Observation General condition of the sign

Observation Manufacturing date of the sign [yy/mm/dd]

Observation Installation date of the sign [yy/mm/dd]

Observation Is the message correct for road users? [Y/N]

Observation Are the signs clearly visible? [Y/N]

Comments Condition of sign supports

68


Sheet 9.3 — R1 stop sign and R2 yield sign

Minimum


V d 60

600 450

60 > V > 100 900 675

V e 100 1 200 900

V = 0 450 340



Check Which control sign is used, R1 or R2? R1 450

Continue? Complete the form Distance D2

Norm (m)

Control item Road operating speed km/h 120

Item



Approach 2

Measure What is the distance from the outer rail to the road marking, in metres (m)?

Measure What is the distance from the edge of the road to the sign, in metres (m)?











Observation Is the message correct? [Y/N]


Lookup/measure Visibility appropriate for R1 or R2 control

Comments

69


Sheet 9.4 — W318 railway crossing

Minimum


V d 60 600 450

60 > V >100 900 675

V e 100 1 200 900

V = 0 450 340



Check Is this sign being used? [Y/N] 450

Continue? Respond to the check statement Distance D2

Norm (m)


Item



Approach 2















Comments

70


Sheet 9.5 — W302 traffic control stop ahead

Minimum


V d 60 600 450

60 > V > 100 900 675

V e 100 1 200 900

V = 0 450 340





Norm (m)


Item



Approach 2














Comments

71


Sheet 9.6 — W361-electrical-shock warning sign

Minimum


V d 60 600 450

60 > V > 100 900 675

V e 100 1 200 900

V = 0 450 340





Norm (m)


Item



Approach 2















Comments

72


Sheet 9.7 — W403/W404 railway crossing

Minimum


V d 60 600 450

60 > V > 100 900 675

V e 100 1 200 900

V = 0 450 340





Norm (m)


Item



Approach 2















Comments

73


Sheet 9.8 — IN11 supplementary plates

Minimum


V d 60 600 450

60 > V > 100 900 675

V e 100 1 200 900

V = 0 450 340



Check Are any of these signs being used? [Y/N] 450


Norm (m)


Item



Approach 2




Measure What is the size of the sign, length, L in millimetres (mm)

Measure What is the size of the sign, height, H in (mm)?









Comments

74


Sheet 9.9 — GS901 diagrammatic sign

Minimum


V d 60 600 450

60 > V > 100 900 675

V e 100 1 200 900

V = 0 450 340



Check Is this sign being used? [Y / N] 450


Norm (m)


Item



Approach 2


0 0


0 0

Measure What is the size of the sign, width, w in millimetres (mm)? 0 0

Measure What is the size of the sign, length, L in (mm)? 0 0

Measure What is the size of the sign, height, H in millimetres (mm)? 0 0









Comments

75

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