(1) Eliminate grade crossings as rapidly as possible. For this a coöperation between public and railroad by legislation might be fair. Some States already do this going “fifty-fifty” on the expense.
(2) By combining public roads, that is vacating some, changing others by relocation following along the railroad rather than cross over the track twice as may be necessary if section lines be followed. Frequently the shortening of the distance and betterment of grades will pay for the improvement.
(3) By taking advantage of natural features in the location of new lines of road and railway, and the relocation of old, to avoid grade crossings. This has been done to a considerable extent in the more recent locations.
(4) By proper location and construction details:
(a) Sharp angles in crossing should be avoided. The crossing should be made as nearly at right angles to the track as possible. Flat easy curves can usually be made to lead up to the crossing to accomplish this. Secure an angle greater than 60° if possible. Catching wheels in the flangeways or slipping along the track is common when the angle is sharp. Also a view of the track to the rear is difficult.
(b) Steep grades near the track should be avoided. In Kansas and Colorado the rule is for a level grade for 20 feet from the track. It would be better to have this read “not steeper than a 2 per cent grade downward from the track for at least 40 feet.” The roadway would by this slight slope of not more than 2 feet in 100 feet be better drained and therefore would keep in better condition. Level roads are liable to hold water in the ruts and depressions softening them and the railway track as well. A definite rule should not be made, for circumstances alter cases. The rails are not always level. If the track is in curve at point of crossing one rail will be superelevated above the other. If the track is in cut, or half cut, it may require different treatment than if in fill. The following sketches will illustrate this.
Steep grades at a crossing should be avoided. The grade of the highway must conform to the elevation of the rails.
(c) For the same reason the road should have a crown, the amount depending on the type, earth, sand-clay, and gravel roads from 1⁄2 to 1 inch per foot of width, concrete, asphalt, brick and other hard surfaces may have less.
(d) Clear vision for several hundred feet from the roadway along the track should be secured if possible. This may often be done by the removal of brush and weeds and the trimming of trees. During certain seasons of the year cornfields may obstruct the view from some little distance down the road, but if there is a comparatively level stopping place near the crossing the driver ought to be able to slow down his machine, to have it under thorough control, so that it could be stopped quickly and far enough away from the track for safety, while he looks both ways along the track. A little coöperation between railroad and farmer may result in the planting of low growing crops where the view would be obstructed by the high growing corn. The farmer might also be willing to have hedges trimmed low and trees trimmed high in such localities. In some states the laws provide for the annual trimming of trees and hedges near railway crossings.