Ever wondered what it’s like to step into the heart of traffic control decision-making?
In January 2024, I found myself at my first assembly of the National Committee on Uniform Traffic Control Devices (NCUTCD) which happened to also be the NCUTCD’s first meeting since the Manual on Uniform Traffic Control Devices (MUTCD) 11th Edition was released. I wasn’t sure what to expect, but I quickly discovered a group of people who share my passion for making a difference.
The 11th Edition of the MUTCD is a substantial update, expanding by nearly 300 pages compared to the 2009 Edition. Part 8 grew by 50% in length, reflecting significant modifications crucial for all engineering practitioners. In this third installment of our Mead & Hunt blog series on the changes in MUTCD’s 11th Edition, I will highlight the most notable updates in Part 8 and offer insights beyond the MUTCD updates.
Meet the Team
Section 1C.02 of the 11th Edition includes a new-to-MUTCD term: “Diagnostic Team.” Defined as a group of knowledgeable representatives of the parties of interest in a grade crossing or group of grade crossings (see 23 CFR Part 646.204), this newly defined team is mentioned 66 times within Part 8.
Who Is on the Diagnostic Team?
A Diagnostic Team includes, at a minimum, the:
- Highway agency with jurisdiction
- Railroad company and/or transit agency
- Regulatory agency with statutory authority, if applicable
- Federal Railroad Administration (FRA), if appropriate
In Wisconsin, where I reside, the Office of the Commissioner of Railroads (OCR) is our regulatory agency. Illinois has the Illinois Commerce Commission (ICC), and California has the California Public Utilities Commission (CPUC), but not all states have a regulatory agency. Familiarize yourself with who the key players are in your state.
When Is a Diagnostic Team Needed?
Under the new guidance in 8A.03, the diagnostic team is called to action before any new grade crossing traffic control system is installed or modifications are made to an existing one. But what exactly qualifies as a modification? While paragraph five of that section offers some clarification, my advice is to play it safe. Check with one of your typical Diagnostic Team members before proceeding with work at or near a grade crossing. Since this is a relatively new concept for many, there might be a bit of a learning curve as the Diagnostic Team figures out how they want to define “modification.”
Why Is a Diagnostic Team Needed?
At highway-rail and highway-light rail transit grade crossings, we see an intersection of different systems, each with its own maintenance teams, operational goals, and priorities. Given the unique variables at each location, it’s clear that a one-size-fits-all approach to traffic control devices won’t apply. This is where the Diagnostic Team steps in. They’re the experts who review the specific attributes of each crossing and make tailored recommendations. Think of them as the guardians assuring that every “should” and “shall” in the MUTCD is applied correctly, leveraging their collective wisdom and experience.
Traffic Signal Preemption Expanded
Significant work went into updating Part 8 of the Manual to incorporate terms and definitions and add guidance on the Preemption of Highway Traffic Signals at or Near Grade Crossings. National best practice guides such as Preemption of Traffic Signals Near Railroad Grade Crossings, A Recommended Practice of the ITE, 2nd Edition, have long served as the premier source for guidance on the topic. However, now Part 8 more fully incorporates traffic signal design guidance on this topic as well as on queue management strategies such as pre-signals and queue cutter signals.
Compliance Expected, Safety Enhanced
Section 1B.03 of the Manual has set a specific compliance date for the review of existing preemption and queue management strategies, giving agencies a decade from the Manual’s effective date to fully assess their highway traffic signals at or near grade crossings. In simpler terms, if you represent an agency that operates a traffic signal with railroad preemption, the clock is ticking! You have nine years left to review each preempted system to confirm it meets the newly elaborated requirements and determine a plan to fix any deficiencies.
As a member of the traveling public and a dedicated advocate for grade crossing safety, I’m delighted about this new compliance requirement—because it forces agencies to verify that their preempted crossings are operating in the safest manner possible. Here in Wisconsin, when the OCR mandated joint annual inspections, we saw a significant improvement in crossing safety. Agencies that once maintained a “set it and forget it” approach to their traffic signals discovered that seemingly minor changes, such as new traffic signal cabinets or controllers, had unforeseen effects on preemption operations.
Feeling Overwhelmed? Wondering Where to Start?
Preemption is far more niche and nuanced than I realized when I completed my first TTI preemption form back in 2004. Over the years, I’ve learned that unless you work with preemption systems regularly, it’s challenging to gain the experience and confidence needed to design and implement them effectively. The stakes are high—the consequences of not clearing a crossing ahead of a train’s arrival can make all the difference in whether someone makes it home that night.
If you are responsible for operating a traffic signal with preemption and would like assistance figuring out where and how to start, I highly recommend you reach out for help. Mead & Hunt has a proud history of assisting agencies in the review, operation, and design of preempted systems.
