Illinois ranks third in the nation for collisions at railroad crossings, and safety experts urged pedestrians and motorists to follow some basic rules to avoid tragedy.

Data from Operation Lifesaver showed overall, the incidents are much less common than they used to be but the number in Illinois is growing.

Buck Russel, manager of public safety for Union Pacific Railroad, said since 2018, there has been a 35% increase nationwide in the number of trespassing collisions on railroads. He explained railroads are private property, so people on the tracks are considered trespassers, not pedestrians.

"It's not a place to take wedding pictures, graduation pictures, record albums," Russel stressed. "They have that nostalgia feeling, the train tracks; you know, they continue on forever into the sunset. But when you get on the train tracks, you're exhibiting those bad behaviors that our little ones are going to pick up on."

Interstate Commerce Commission statistics for 2021 indicate Illinois had 124 collisions between trains and motor vehicles or pedestrians at highway-rail crossings. Twenty-one people were killed and another 30 seriously injured. The state ranks fifth for trespassing casualties.

Illinois has more than 7,300 miles of track, with 7,500 public and almost 4,000 private rail crossings. Russel noted a recent report by the Safe Kids Worldwide campaign found a majority of parents do not realize the importance of addressing railroad safety, despite the statistics. Whether it is a railroad crossing or a collision on the tracks, he said nearly all incidents are preventable.

"Approximately every three hours, either a person or a vehicle is struck in the United States," Russel pointed out. "I know personally, when I pass it on to my family members, they're just like, 'There is just no way it can be every three hours.' And it, unfortunately, really does come down to that."

Russel said most of the collision incidents take place between8 a.m. and 4 p.m. Last month, the Biden administration announced it has allocated more than more than $1.4 billion to improve railway safety.


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Massachusetts will receive close to $1 billion in federal funding to replace the Cape Cod bridges.

Lawmakers said it is the largest single bridge funding grant in U.S. history and the biggest federal grant ever awarded to the Commonwealth.

Massachusetts Gov. Maura Healy called it game-changing for the state's economy.

"It is a turning point truly in terms of sustained investments in an infrastructure whose benefits will be felt for generations," Healy emphasized. "It's a victory that we celebrate today."

The nearly 90-year-old Sagamore and Bourne bridges provide the only routes on and off the Cape and are considered "functionally obsolete" despite carrying more than 30 million vehicles each year. Healy explained plans are to focus first on replacing the Sagamore Bridge before turning to the Bourne.

The Biden Administration's Bipartisan Infrastructure Law, which established the Bridge Investment Program, invests a total of $40 billion over five years to help ensure the nation's most important bridges remain safe and operational. Already, the law has funded more than 7,000 bridge projects nationwide.

Sen. Edward Markey, D-Mass., said it feels like "Christmas in July," with the bridge project set to create some 9,000 construction jobs.

"We're going to do this with union labor," Markey pointed out. "It is going to be one of the largest union projects in Massachusetts history."

Markey noted an additional $700 million dollar state investment will allow construction on the Sagamore Bridge to begin. It is projected to be completed sometime in 2034 with the Bourne Bridge replacement completed more than a year later. The new bridges would be built next to the old ones to avoid traffic disruptions during construction.

Last week, the Senate Environment and Public Works Committee heard testimony on the state and federal response to the collapse of the Key Bridge. In addition to a recap of the cleanup efforts, testimony turned to bridge replacement and who is paying for it.

Sen. Ben Cardin, D-Md., and Sen. Chris Van Hollen, D-Md., introduced the Baltimore Bridge Response Invests and Delivers Global Economic Relief Act, in which the federal government would fund 100% of the replacement of the bridge and its approaches. Cardin said the money is needed immediately.

"We are asking for the 100%, because that's what we've done in the past and we need it now," Cardin emphasized. "Because we are lending contracts to start the construction now. We don't want to delay this. Every month it's delayed is additional loss to our communities, and frustration among drivers, not only those that are directly impacted by the port, but those that are using our streets."

The legislation requires any funds recovered from insurance proceeds or as compensation for damages be used to reduce the federal government outlay. The current estimate to replace the bridge is $1.7 billion.

The Maryland Transportation Authority is evaluating proposals from design-build teams and expects to have a team chosen by mid- to late summer. Senators in the committee focused on safety upgrades to protect bridge piers against collisions from Neo-Panamax size ships such as the container ship Dali.

Paul J. Wiedefeld, Maryland transportation secretary, said designers will ensure pier protection.

"Whether it's through islands or actually moving the piers further apart," Wiedefeld explained. "If you put these piers much further apart, obviously, that's a natural protection. That'll be played out through the design as a high priority."

The bridge rebuild completion target is fall 2028.


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Federal officials have opened up a new round of funding under one of the many grant programs tied to the Bipartisan Infrastructure Law.

As the multiyear initiative unfolds, North Dakota cities are getting an education on how to apply for funds. Since the law's passage, North Dakota has been awarded more than $3 billion, with investments in roads and bridges, water systems and high-speed internet.

Matt Gardner, executive director of the North Dakota League of Cities, said what is great about the package is towns and cities have more direct access to funds, instead of most of it being distributed by the states. It also means there is stiff competition.

"One thing to consider is, of the 355 cities in North Dakota, 306 of those are under a thousand people in population," Gardner pointed out.

He suggested smaller communities might lack the capacity to examine the dozens of programs and figure out compliance needs for grants. The National League of Cities is hosting "bootcamps" for local governments to help them become more savvy in applying. The latest funding announcement was for a pilot effort to help reconnect areas cut off from opportunity by past transportation projects.

Gardner acknowledged the Biden administration is trying to make the application process easier with free technical assistance but noted municipalities may need a few more tips on not wasting time in seeking grants that would not fit their needs. And they need to know if they can cover matching funds.

"This money isn't free. I mean, it comes with strings," Gardner emphasized. "If a city is applying directly, in general, it's going to be those local funds (that are also needed)."

He added several towns can work together on a single application with hopes of the state covering matching funds, potentially boosting approval chances. Gardner agreed with elected officials who said the infrastructure law will help communities thrive, creating temporary jobs along the way. His only caution was a potential spike in project costs if the investments collectively drive up demand for supplies.


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