In addition, in cases where construction of an overpass or underpass results in the closure of a crossing with gates and lights on it, the railroad involved is obligated by the federal government to pay for a portion (5 percent) of the construction of that overpass or underpass.
Communities are free to use those dollars as they see fit. We are very much in favor of cities, counties and states pursuing similar improvements in public mobility for their roads and highways.īNSF has a program to help eliminate crossings on our track, which actually pays communities to close crossings. One of the great benefits of the federal interstate system is that there is not a single at-grade rail crossing on it. Unfortunately, that leaves motorists in potential conflict with trains. Most chose the less expensive option, which was to build the road at grade level with the tracks. When most communities built roads across rail lines, they had the option of building an overpass or underpass over, or under, the track. The decisions to build streets or highways at grade-level with the tracks were not made by the railroads but by the owners of the roadways crossing the track at any given location.
BNSF works cooperatively with the states on our network to install active warning devices on the public crossings that the state has determined are in need of such upgrades.įind more information in the Public Projects Manual. If you believe a railroad crossing near you is a good candidate for upgrading from a passive warning sign to an active warning, please contact your state’s department of transportation.
Once the location for a warning device is determined, the state reviews and approves the cost and enters into an agreement with the railroad to install the specified signals. Each state determines if it is appropriate to equip public rail crossings with active warning devices, such as gates and flashing lights.Įach state makes a determination on whether to use state or federal safety funds to help pay for the appropriate warning devices based upon the state's priority list of crossings for improvement. Any change from passive warning devices to active warning devices is determined by individual state agencies and the appropriate road authorities, which typically involves the state’s department of transportation. This FR Scenario was created using 64-bit version of TS:2019, but should have no issues with 32-bit users.Most public rail crossings are equipped with passive rail crossing warning signs, such as crossbucks, yield signs, stop signs and pavement markings. Norfolk Southern SD70Aces Heritage Loco Add-on TS: Peninsula Corridor: San Francisco - Gilroy Route Expansion Add-on
TS: Donnor Pass: Southern Pacific Route Add-on Locomotive Power available to Drive in Scenario:
(RIP = Repair, Inspect, Paint - Units needing minor attention)(C&D = These units need full start up procedure to start, or may run as dead in tow) There is also several Cold & Dark(C&D) engines. Please Note: At Sparks and Roseville Yards, there is several broken down (RIP) engine unit undergoing repairs.
At Truckee Yard there is a dead consist waiting near the mainline, so please check on approach. The main line from Sparks Yard throughout the route is clear of any traffic/consists, however always check your switches ahead while enroute. The power from several Class I railroads are commonly available Locomotive/Route add-ons. There is also a heritage Southern Pacific Office Car Special consist available at Roseville.Īlong the route east there is considerable rail miles to allow consist runs or road switching duties.įreight Operations on this route take place with current day 2019-era. Several other power units are located throughout the route, including sidings.Īn Amtrak passenger train is available at Sparks Station. Main Line operations have a varied choice of power as well, including BNSF, Norfolk Southern and Union Pacific (including old Southern Pacific livery). The Sparks Yard, has a wide choice of yard switching or you may run main line work, with a good selection of available yard cars for switching and road/yard switching power close by. You may also wish to run as Light Engine further along the mainline to pickup freight cars along the mainline to be switched into manifest or unit trains back at the Roseville Yard, or continue through to other locations further along the route, terminating at Roseville Yard, California. As engineer, your shift begins on an wet spring afternoon, with a variety of trains ready to go, or switch/cut your own together. Starting at Sparks Yard, Nevada, there is a selection of freight (including foreign) power units available. M5 FR HU "Rainy Freight Afternoon" Sparks Yard, NV.