From the Editors Desk

REPLACEMENT OF LEVEL CROSSING BY ROAD OVER BRIDGE OR ROAD UNDER BRIDGE

Level Crossings provide a means for vehicles, pedestrians and animals to cross over railway lines. They exist in countries all over the world and in many different forms. Level crossings are definitely impediment to free flow of traffic on approach roads. Due to traffic hold up and road accidents, level crossings are still identified as being a weak point in road infrastructure. This constitute a difficult problem to be solved by Rail Authorities. Indeed, Railways cannot control the actions of road vehicle drivers and pedestrians at level crossings. The layout, configuration and use of level crossings vary from location to location, so each one is essentially unique. To minimize the risk of train striking the road users at crossings, some of the level crossing are manned while others are unmanned. At manned level crossings, physical barrier (gate) stops the vehicle from entering the rail line. The efficacy of manned level crossing depends on the skills of gate operators and supporting infrastructure. Operator and other expenses at manned level crossing comes to nearly Rs.18 lac per year. Accidents are generally reported at Unmanned Level Crossings (UMLC) due to judgement error by road users. In Indian railways, there are about 17000 unmanned level crossings. Railways are preparing Master Plan for elimination of unmanned level crossings by manned level crossings/ROBs/RUBs Government is concerned with number of fatalities at level crossings. In the Central Road Fund (CRF) Act 2000 (Act no. 54 of 2000 para10 (viii) allocation of 12.5% of total of fifty percent of cess on high speed diesel oil and the entire cess collected on petrol shall 2

be for the construction of road either under or over the railway by means of a bridge and erection of safety works at unmanned rail-road crossings. Funds for the construction of ROBs/RUBs are available. Railways on their part to expedite construction of ROBs and RUBs have issued guidelines and drawings for standard span of composite girders as well as has improved their fund utilization in the last couple of years. In 2009-2010, UMLC accidents constituted about 38% (62 out of 162) of the total consequential train accidents and were responsible for 72% (161 out of 225) of the total fatalities. The vulnerability at level crossings has always been a cause of concern to Railway Authorities. One of the measures initiated to reduce the number of level crossings is their replacement with limited height or restricted height subway below railway lines where vertical clearance suitable to the type of vehicle plying may be adopted. These Limited Height Subways (LHSs) are generally being provided on Village Roads and Other District Roads (ODRs). IRC:54-1974 states, Vertical clearance at underpasses shall be at least 5.0 meters. However, in urban areas, this should be increased to 5.5 m so that double-decker buses could be accommodated. However, this provision is not necessarily required for all roads throughout the country. It is seen that light commercial vehicles can easily pass with the vertical clearance of 3.6 m LHS where provided, whereas full height heavy commercial vehicles can pass at nearby located ROBs and level crossings. The proposal of Railways to replace level crossing INDIAN HIGHWAYS, August 2012

EDITORIAL
with limited height subways i.e. for village roads vertical clearance 3.2 m but not less than 2.5 m in any case; and for other district roads 3.6 m in rural and urban areas is a step in right direction. A study of traffic delay and economic loss at selected level crossings on NHs in Gujarat was carried out and reported in Indian Highways, May 1984 issue. Data on traffic classification and volume, frequency and duration of closure of level crossing gates, number of vehicles and the delay caused by closure of gates for all type of vehicles, pedestrian count and spot speed survey was collected under the study. From the economic analysis, it was concluded that cost of construction of ROB/RUBs will be ploughed back after commissioning the same within a period of 44-95 months. The internal rate of return varied between 17% to 29%. This higher rate of return further justifies replacement of level crossings by ROB/RUBs. As per policy of Railways, construction of approaches is under the supervision of NHAI/State PWDs and bridge work over railway portion by Railways on the basis of GAD as agreed upon both by NHAI/State PWDs and Railways. On account of lack of co-ordination between Railways and NHAI/State PWDs, there is delay in construction and opening of ROB to road users. In the case of NHDP projects the civil contractors fixed by NHAI are handling work of both bridge within railway boundary and work of approaches. This policy needs to be extended to other ROB/RUB projects being implemented by State PWDs or a Coordination Committee comprising of respective State PWDs and Railways be set up to oversee timely completion of bridges and approaches. Ministry of Railways through Railway Design and Standards Organization (RDSO), Lucknow has prepared standard working drawings for composite bridges (Steel girders) and reinforced concrete deck for span of 18,24,30 and 36 m. These drawings are available on payment from RDSO, Lucknow. These drawings can be used for bridges over the railway line in railway boundary with advantage and would help in saving time being spent in seeking approval from Railways. These drawings have been developed for IRC loadings and carriageway of 10.5 m (in conformity to MORT&H circular dated 24th March, 2009). On dedicated freight corridor, railways have revised the qualifying value of Train Vehicle Unit from 1.0 lac to 50000 only for cost sharing in respect of construction of ROB/RUB for replacement of an existing level crossing. With the construction of Limited Height Subways, the movement of heavy commercial vehicles may get restricted to NHs and SHs provided with full height. Road over bridges or Road Under Bridges and other roads may cater to the requirement of light vehicles. The authorities will have to take up this challenge of elimination of level crossings to save time, energy & ensure safety of road users. However, the closure of level crossing simultaneously with the commissioning of ROB/RUB remains a challenge in some cases to ensure public safety at large.

(Arun Kumar Sharma) Secretary General

Comments on this Editorial are invited and may be sent by E-mail: [email protected]

INDIAN HIGHWAYS, August 2012