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Requirements for
Level Crossings
Synopsis
This document mandates the
requirements for the design,
construction, inspection, maintenance,
operation and decommissioning of
level crossings.
Authorised by
Published by:
Rail Safety and Standards Board
Evergreen House
160 Euston Road
London NW1 2DX
Anne Blakeney
Acting Department Head © Copyright 2004 Rail Safety and
Railway Group Standards Management Standards Board Limited
Uncontrolled copy from the catalogue dated August 2004
Contents
Section Description Page
Part A
A1 Issue record 3
A2 Implementation of this document 3
A3 Scope of Railway Group Standards 4
A4 Responsibilities 4
A5 Health and safety responsibilities 5
A6 Technical content 5
A7 Supply 5
Part B
B1 Purpose 6
B2 Application of this document 6
B3 Definitions 8
B4 Principles 13
B5 Introduction: Alterations to level crossings 14
Part C Level crossing control measures
C1 Minimum combinations of level crossing control measures 15
C2 Lifting barriers 15
C3 Gates and stiles 17
C4 Fixed signs and road markings 18
C5 Telephones to signaller or crossing keeper 19
C6 Active visible warnings 20
C7 Active audible warnings 21
Part D Telephone systems at level crossings
D1 General requirements for level crossing telephone systems 23
D2 Positioning of telephones 25
D3 Labelling of level crossing telephones for use of crossing user 26
D4 Labelling of level crossing telephones for use of railway staff 26
D5 Labelling of equipment at the control or supervising point 27
D6 Additional requirements for crossings worked by automatic control systems
monitored by a signaller 27
Part E Signalling and control systems at level crossings
E1 Crossings with white light indicators 29
E2 Crossings with red/green lights 29
E3 Crossings worked by an automatic control system, monitored by train crew 30
E4 Crossings worked by an automatic control system, monitored remotely by
signaller 33
E5 Crossings worked by train crew 37
E6 Crossings worked by signallers or crossing keepers 38
E7 Operational sequences for barrier crossings 41
E8 Bidirectional controls at automatic crossings 42
E9 General signalling requirements 42
E10 Identification of crossing locations at control and supervising points 43
E11 Local control units 43
E12 Monitoring equipment (event recorders) 44
E13 Sighting of lineside signs and indicators associated with level crosssings 44
E14 Automatic open crossings, locally monitored 45
Part F Track and electrification systems at level crossings
F1 Track system 46
F2 Electrification 46
Part G Level crossing geometry and surfaces
G1 Geometry of crossings used by road vehicles 48
G2 Crossing surfaces 49
Appendix
1 Controls for automatic open crossings, locally monitored 64
References 68
Note:
Part I has not been used, to avoid potential confusion between upper case ‘I’,
lower case ‘L’ and the number ‘1’.
Part A
A1 Issue record
Issue Date Comments
One 7 August 2004 Original document supersedes either wholly
or in part the following standards:
GC/RT5208; GK/RT0029; GK/RT0183;
GK/RT0300; GK/RT0306; GM/TT0146;
GO/OT0003; GO/OT0011; STDG025;
TTI BTEL 9034
A2 Implementation of
this document
The publication date of this document is 7 August 2004.
A3 Scope of Railway
Group Standards
The overall scope of Railway Group Standards is set out in the Railway Group
Standards Code. The specific scope of this document is set out in Part B2.
A4 Responsibilities
Railway Group Standards are mandatory on all members of the Railway Group*
and apply to all relevant activities that fall into the scope of each individual’s
Railway Safety Case. If any of those activities are performed by a contractor, the
contractor’s obligation in respect of Railway Group Standards is determined by
the terms of the contract between the respective parties. Where a contractor is
a duty holder of a Railway Safety Case then Railway Group Standards apply
directly to the activities described in the Safety Case.
* The Railway Group comprises Network Rail Infrastructure Limited, Rail Safety
and Standards Board Limited, and the train and station operators who hold
railway safety cases for operation on or related to infrastructure controlled by
Network Rail Infrastructure Limited.
A6 Technical content
The technical content of this document has been approved by:
A7 Supply
Controlled and uncontrolled copies of this document may be obtained from the
Corporate Communications Dept, Rail Safety and Standards Board, Evergreen
House, 160 Euston Road, London NW1 2DX. Railway Group Standards can
also be viewed at www.rssb.co.uk.
Part B
B1 Purpose
This document mandates the requirements for the design, construction,
inspection, maintenance, operation and decommissioning of level crossings.
B2 Application of this
document
B2.1 To whom the requirements apply
This document contains requirements that are applicable to duty holders of the
infrastructure controller category of Railway Safety Case.
b) the stage reached by the project at the time this document comes into force
(for example, approval in principle)
e) the economic impact of compliance, but subject to its Railway Safety Case
obligations.
The requirements of Part K shall be complied with no later than 5 February 2005,
with the exceptions set out below for existing level crossings:
b) Compliance with clause K9.2 (other engineering work in the vicinity of level
crossings) is required no later than 6 August 2005.
The requirements of Part L shall be complied with no later than 6 August 2005.
After the compliance dates, or after the date by which compliance is achieved (if
earlier), Railway Group members shall not deviate from the requirements set out
in this document.
Design requirements for the avoidance of direct contact between persons and
live parts of electrification equipment are set out in GE/RT8025. These include
requirements for conductor rail layout at level crossings and the minimum height
of the lowest live part of the overhead line equipment (OLE) above the surface of
level crossings.
Requirements for the acceptance of systems, equipment and materials for use
on Network Rail controlled infrastructure are set out in GI/RT7002.
Requirements for the provision of new level crossings and the risk assessment
and risk review of existing level crossings are set out in GI/RT7011. GI/RT7011
also sets out requirements for selecting types of level crossings for use in
particular circumstances, and requirements for level crossings to be closed in
certain circumstances.
Requirements for temporary crossings (see clause B2.3) are set out in
GO/RT3204 Protection of Temporary Vehicular Level Crossings.
B3 Definitions
Absence switch
A switch located at a level crossing control or supervising point which closes
when the railway line is closed to train movements. Operation of the switch
introduces alternative arrangements, which allow use of the crossing by road
traffic to continue safely while the railway line is closed.
Authorised user
A person having the legal or contractual right to use a particular level crossing.
Automatic crossing
A level crossing where the protective equipment, for example, barriers and active
warnings, is automatically activated by the approaching train. The term excludes
a manually controlled crossing where automatic lowering and/or automatic
raising of the barriers is provided.
Automatic lowering
The lowering of the barriers at a crossing initiated by a train.
Automatic raising
The raising of the barriers at a crossing initiated by the passage of a train clear
of the crossing.
Auto-phone
A telephone connected to a telephone exchange.
AWS
Abbreviated term for ‘automatic warning system’.
Blocking back
The formation of a stationary or slow-moving queue of road traffic over a level
crossing, due to road traffic conditions, causing obstruction of the railway line.
Bridleway crossing
A level crossing for pedestrians, cyclists and horses.
Cattle-cum-trespass guard
A device provided adjacent to the level crossing surface designed to deter
animals from straying, and pedestrians from trespassing, onto the railway.
CCTV
Abbreviated term for ‘closed circuit television’.
Closing switch
A switch located at a level crossing supervising point which can close while the
railway line over the level crossing remains open to train movements. Operation
of the switch transfers the level crossing telephones and monitoring circuits to an
alternative supervising point. Where the supervising point is a signal box which
is provided with a block switch or equivalent for signalling purposes, this device
also functions as the closing switch.
Closure sequence
The sequence of events, initiated by the signaller or crossing keeper or the
approach of a train, which applies the protection to the level crossing to prevent
users from crossing the railway.
Control point
The location from which one or more controlled crossings are operated.
Controlled crossing
A level crossing protected by signals or stop boards where the passage of each
train is the subject of a specific action by the signaller, crossing keeper or train
crew.
Crossing
Used in level crossing documentation to mean ‘level crossing’, where the
continued use of ‘level crossing’ becomes repetitive and laboured.
Crossing attendant
A competent person appointed, where required, to provide site supervision or
control at a level crossing when the normal means of control is not available.
This person is required to work under the instruction of the signaller or crossing
keeper.
Crossing keeper
A competent person, other than a signaller, appointed at a permanent control
point to carry out the normal operating procedure of a level crossing.
Crossing length
The distance along the road or path between the gates, barriers or stop lines on
either side of the railway.
Crossing speed
The permissible train speed applying between a special speed restriction sign
and a locally monitored level crossing.
Crossing surface
An installation providing a continuation of the road surface to enable it to be
carried across the railway at the same elevation. This term includes all
associated support and fixing systems.
Crossing width
The width of the road or path crossing the railway.
Decision point
The point at which a level crossing user makes a decision to cross or wait.
Direct line
A telephone circuit providing a dedicated link between two points.
False clearance
The condition where a train detection system indicates that a section is clear
when it is occupied by a train.
False operation
The condition where a train detection system is operated other than by a train.
Footpath crossing
A public or private pedestrian level crossing.
Glare
The undesirable visual effect of lighting when viewed at a given angle which may
cause visual discomfort (discomfort glare) or visual performance impairment
(disability glare). The subjective term 'dazzle' is sometimes used incorrectly for
glare.
Height gauge
A structure over the road at a level crossing that gives a warning to a driver of a
road vehicle if the height of the vehicle exceeds the safe height under electrified
overhead line equipment.
Hunt group
A group of telephone lines linked together. Callers dialling either the first
number in the group, or a special pilot number, are connected to the first
available line in the group.
Illuminance
The luminous flux density at a surface, measured in lux (the Sl unit of
illuminance, equal to one lumen per square m).
Level crossing
An intersection at the same elevation of a road, footpath or bridleway and one or
more rail tracks.
Lift-to-call
A method of initiating a call from a telephone simply by lifting the handset from
its rest.
Maintained illuminance
The average illuminance over the reference surface at the worst condition for
maintenance.
Open crossing
A level crossing that has no barriers, gates or road traffic light signals and which
is protected only by road traffic signs.
Opening sequence
The sequence of events, initiated by the signaller or crossing keeper or the train
clearing the crossing, which withdraws the level crossing protection, allowing
users to cross the railway.
Operational telecommunications
Telecommunications equipment, including level crossing telephones, provided
for the safe working of the railway network.
Overrun
The process whereby a train passes a signal protecting a level crossing at
danger and in so doing activates the red road traffic light signals.
Press-to-call
A method of initiating a call from a telephone involving lifting the handset from its
rest and pressing a call button.
Protecting signal
A signal which allows a signaller or crossing keeper to stop a train approaching a
crossing.
Railway staff
A person employed in the railway industry, acting in accordance with their duties.
Red/green lights
Red and green lights providing an active visible warning and operated by
approaching trains. Sometimes referred to as miniature stop lights or miniature
warning lights.
RETB
The Radio Electronic Token Block system of signalling.
S&C
Abbreviated term for ‘switches and crossings’.
Signaller
A competent person responsible for the operation of the signalling system, to
safely control the passage and regulation of trains, usually located in a signal
box.
Speed discrimination
A feature of the level crossing control system that may be employed to minimise
the road closure time by delaying the strike-in for slower trains.
Stopping/non-stopping control
A control permitting the selection of appropriate conditions for initiation of the
crossing closure sequence according to whether an approaching train is to stop
at a station on the approach to a crossing, or is to pass without stopping.
Strike-in
The initiation of the warning or closure sequence by a train at the approach to an
automatic level crossing or other installation.
Strike-in point
The position on the approach to an automatic level crossing or other installation
at which a train initiates the warning or closure sequence.
Supervising point
The location from which one or more automatic crossings are supervised to
ensure that they are working correctly.
Telephone concentrator
Equipment provided, usually at signal boxes, to combine several direct line
circuits into a simple user interface.
Train crew
A competent person (driver, guard or other) who is authorised to operate level
crossings.
User
A person who uses a level crossing. For the purposes of this document the term
includes the authorised user and invitees of the authorised user.
User-worked crossing
A level crossing, where the user operates the crossing gates or barriers
themselves.
Warning sequence
The order in which the visual and audible active warning devices operate as a
train approaches a crossing.
Warning time
a) applied to a user-worked crossing, the shortest time for a train to travel
from the point where it is first visible (or at a footpath crossing where
whistle boards are provided, from the time when the audible warning given
by the train is heard at the crossing) to its arrival at the crossing, on any of
the lines over the crossing
b) applied to an automatic crossing, the shortest time for a train to travel from
the strike-in point to the crossing. (See the definition of ‘Strike-in point’
above.)
Wicket gate
A smaller separate gate provided adjacent to gates for vehicular use.
B4 Principles
This document supports HM Railway Inspectorate Safety Principle 23:
B5 Introduction:
Alterations to level
crossings
This section is a descriptive introduction to GI/RT7012. It does not contain
mandatory requirements, but draws attention to an important point.
a) If the signs at a level crossing are replaced, they are to meet the
requirements of section C4, but there is no requirement to carry out
additional works at the level crossing.
Part C
Level crossing control measures
C1 Minimum
combinations of level
crossing control
measures
C1.1 Requirements of GI/RT7011
Minimum combinations of level crossing control measures are set out in
GI/RT7011 (in this context, a ‘control measure’ is an item required for the safety
of crossing users). The required control measures include:
b) fixed signs
Part C of this document sets out the requirements for the control measures listed
above.
C2 Lifting barriers
C2.1 Barrier crossings worked by the user
Where barrier crossings are worked by the user, a single lifting barrier shall be
provided on each side of the railway, which when lowered shall fully close the
crossing approaches from the railway.
To prevent vehicles becoming trapped, the clearance between barrier posts shall
be the same at both sides of the railway to ensure that ease of entry and exit is
consistent. This shall usually provide a minimum clearance of 3.0 m and a
maximum of 5.0 m.
Controls for the user shall be provided on each side of the railway. It shall be
possible to raise and lower both barriers from any control point. Both barriers
shall operate simultaneously.
Operating instructions for the user shall be clearly displayed adjacent to each
control point.
The agreement of users of the crossing to lock the barriers shall be sought. If
locking of the barriers is agreed, any failure to do so shall be followed up with the
users.
Barriers shall be pivoted on the left-hand side of the road on each approach.
The default position for barriers at automatic barrier crossings shall be raised.
a) a single barrier on each side of the railway, each barrier extending across
the full width of the carriageway and footways, and
b) two barriers on each side of the railway, each barrier extending to the
centreline of the carriageway.
If automatic lowering is employed, two barriers on each side of the railway shall
be provided.
Where two barriers are provided on each approach, the barrier covering the left-
hand side of the road shall be lowered first. All barriers shall rise together.
Where single barriers are provided, they shall be pivoted on the left-hand side of
the road unless site constraints prevent this.
The default position for barriers at crossings worked by train crew, signallers or
crossing keepers shall be raised. In exceptional circumstances for barriers at
crossings worked by signallers or crossing keepers, it is permissible for the
default position for the barriers to be lowered.
Where supervision is not by means of CCTV, the person operating the barriers
shall have a clear view of approaching road traffic and the whole crossing area.
Each barrier boom shall be fitted with red lights visible in each direction along the
carriageway where this is necessary to ensure visibility. One light shall be within
150 mm of the barrier tip. The lights shall be illuminated at all times when the
barriers are not in the fully raised position.
Where provided, skirts shall be of light colour, light construction and shall fence
in the space between the lowered barriers and the road surface.
The gates shall be arranged so that it is not possible to open the gates towards
the railway or move them into a position where they obstruct the passage of
trains.
The gates shall be sited as close to the track as is practicable, but not less than
2.0 m from the nearest running rail. In determining the position of the gates,
consideration shall be given to the effect on any provision made for safe access
along the railway, for example, cess walkways or continuous positions of safety.
Means shall be available to secure both of the gates in both closed and open
positions.
The agreement of authorised users of the crossing to lock the gates shall be
sought. If locking of the gates is agreed, any failure to do so shall be followed up
with the users.
Where site conditions dictate that the gates open away from the railway, a cattle-
cum-trespass guard shall be provided.
There shall be a means of securely retaining the gates in both open and closed
positions. They shall be lockable in either position.
The default position for gated crossings worked by signallers or crossing keepers
shall be closed across the road, except where formal authorisation has been
obtained from HM Railway Inspectorate for the default position to be closed
across the railway.
The default position for gated crossings worked by train crew shall be closed
across the railway.
Where wicket gates are provided, they shall be on the same side of the
carriageway and shall open away from the railway. They shall be easy to open
from either side and shall be self-closing.
Wicket gates for pedestrians shall be not less than 1.0 m wide.
A crossing shall have the same type of access on both sides of the railway, that
is, it shall not have a gate on one side and a stile on the other.
Where gates are provided, they shall be of the same type and width on both
sides of the railway. The gates shall be arranged to open away from the railway.
The gates shall also carry red lights, illuminated during hours of darkness, facing
towards approaching road traffic, except where road traffic light signals are
provided.
Where the gates, when opened to the road, close across the railway, they shall
be conspicuous to the drivers of approaching trains.
At crossings equipped with white light indicators, instruction signs bearing the
words ‘Caution – cross only when light shows’ shall be provided, and sited to
avoid any conflict with notices for the public, particularly any that prohibit
passengers from crossing the line.
The position of all road signs shall be agreed with the relevant highways
authority. All signs shall be positioned so they can be seen by approaching road
users. The position shall be established jointly by the infrastructure controller
and the highways authority or their nominated representatives.
Requirements for the naming of level crossings are set out in section K1.
In addition to the crossing name, the signs shall show the national grid
reference. Where telephones are not provided, a contact telephone number
shall also be shown.
C5 Telephones to
signaller or crossing
keeper
C5.1 Purpose of telephone systems
Telephone systems, where required, serve two functions:
a) to facilitate the safe operation of the crossing where the signaller authorises
users to cross, and
C5.2.2
Telephone communication to the signaller shall also be provided at crossings for
use by railway staff, bridleway crossings and crossings worked by users (other
than railway staff) where:
a) the warning time is less than the time needed to cross safely, and
C5.2.3
At crossings worked by users (other than railway staff) telephones shall also be
provided where:
C5.2.4
At barrier crossings worked by the signaller or crossing keeper with automatic
lowering facilities, telephones shall be provided where there is known regular
use by animals on the hoof or slow-moving vehicles.
C5.2.5
The provision of additional telephones at level crossings shall be considered
where these may be required for use by railway staff either during normal
operation or during failure of crossing equipment.
The requirements for the installation of all telephones and telephone systems
provided for communications between level crossing users and signaller or
crossing keeper are set out in Part D.
C6 Active visible
warnings
C6.1 Active visible warnings for crossings for use by railway staff
Where direct observation of approaching trains at a crossing for use by railway
staff is inadequate for the safety of users, warning indicators, in the form of a
white light, shall be provided.
Crossings equipped with white lights are not suitable for use by members of the
public (see clause C6.2), unless accompanied by railway staff.
All road traffic light signal units at a level crossing shall be of a similar type and
shall produce outputs of similar light intensity.
At automatic crossings, separate light signals for pedestrians (as set out in the
Traffic Signs Regulations and General Directions 2002) shall also be provided
where a requirement for such signals is identified because of high pedestrian
usage or regular use by vulnerable groups of pedestrians.
C7 Active audible
warnings
C7.1 General requirements for active audible warnings
The requirements to provide active audible warnings are set out in GI/RT7011.
At level crossings with full barriers controlled by railway staff, the audible warning
shall commence when the road traffic light signals are illuminated at the
commencement of the barrier lowering sequence, and shall cease when all
barriers are fully lowered.
At all other types of crossing provided with active audible warnings, the audible
warning shall commence at the initiation of the warning sequence and shall
continue until all approaching trains have passed clear of the crossing. At such
crossings where a second train approaches the crossing during the warning
period for the first train, the audible warning shall change distinctively as soon as
the first train arrives at the crossing.
Permitted variations in the power supply, including any loading effects produced
during the level crossing operating cycle, shall not lead to obvious variation of
audible characteristics.
The audible signal output shall be capable of adjustment in volume to suit local
background noise conditions, including, where appropriate, automatic selection
of differing requirements for day and night conditions.
The audible warnings shall provide the required sound levels, with reasonable
uniformity, over the whole crossing area. At a vehicular crossing this shall
include the roadway and footways within the stop lines and for approximately
5 m on each approach.
The units shall be mounted in a manner that provides an adjustment in both the
horizontal and vertical planes to facilitate focusing of the sound.
Part D
Telephone systems at level crossings
D1 General
requirements for level
crossing telephone
systems
D1.1 Design principles for telephone systems
Level crossing telephones systems shall be designed to ensure that:
a) the crossing user has a simple means of setting up a call, for example, by
operating a single button
b) the crossing user, when initiating a call, receives a ring tone if the call is
successful in ringing in the designated control or supervising point
d) calls from telephones available to a crossing user are routed only to the
designated control or supervising point
e) the control or supervising point has the facility to initiate a call to the level
crossing.
a) allow calls to be made to, or received from, all level crossings for which it is
responsible and which have telephones provided
f) ensure that the signaller is only able to handle one call from a level crossing
at a time.
So long as the requirements of this section and, where relevant, section D6 are
complied with, it is permissible to connect level crossing circuits to a telephone
concentrator, a key system or separate telephones.
It shall be simple to set up a call from the control or supervising point to any
crossing and consideration shall be given to minimising the likelihood of
misdialling. Telephone lines provided for this purpose shall not be used for
general purposes unless calls from level crossings can be prioritised to avoid
receiving an engaged tone.
When a control or supervising point closes and the line is closed to railway
traffic, consideration shall be given to providing an automatic announcing facility
to tell crossing users that the line is closed and that it is safe to cross. If
provided, this facility shall be activated by an absence switch interlocked with the
signals in such a way that the signals cannot be cleared until the switch is
returned to its normal position.
Telephones for crossing users at a particular crossing shall all be of the same
appearance and operate in the same way.
The telephone equipment shall be suitable for its intended use and have
adequate resistance to the effects of foreseeable weather and vandalism.
Special precautions shall be taken in locations where specific problems are
known, for example, sea spray.
a) all other requirements for the telephone operation and monitoring can be
complied with
b) the risk associated with a crossing user having to cross the line to answer a
call is considered
D1.7 Availability
The system design and the maintenance regime shall be determined to provide
availability appropriate to the level of risk associated with the equipment failure.
D2 Positioning of
telephones
D2.1 Minimum requirements
Where telephones are provided for the use of crossing users, there shall be at
least one telephone on each side of the railway line. The telephones shall be
clearly visible from the crossing area and from any sign advising users to
telephone.
Telephones shall be positioned such that the user is in a position of safety from
both road and rail vehicles. Where there is a risk that the user could move out of
the position of safety whilst using the telephone, consideration shall be given to
the provision of a physical barrier.
Where possible, telephones shall be located to permit the user to operate the
telephone whilst standing upright. The height of telephones shall be chosen to
permit all users to make calls and read any information provided. It is
permissible to assume that young children will be accompanied but
consideration shall be given to the possibility of wheelchair users needing
access.
A level, stable surface shall be provided for the user to stand on whilst using the
telephone.
At level crossings with road traffic light signals, telephones shall be positioned
adjacent to the right-hand side light units.
Where crossings are provided with a local control unit (see section E11), a
telephone shall be accessible by the person operating the controls. A dedicated
telephone shall be provided if none of the telephones provided for the crossing
user are within reach.
Telephones provided for the use of railway staff shall be positioned so that users
can safely operate the crossing controls provided whilst using the telephone.
D3 Labelling of level
crossing telephones for
use of crossing user
D3.1 General requirements
Telephones shall be clearly signed externally with an identification label, to allow
a user to identify their function. Telephones shall be clearly labelled internally
with an information label, to instruct the user in their correct use and to give
information likely to be needed in normal and emergency situations.
The location reference shall take the form of the national grid reference of the
telephone, accurate to within 100 m, for example, SW 498 313 – Long Rock
crossing, unless an alternative location reference agreed with the emergency
services is provided.
If the railway line closes at specific times and there is no automatic announcing
facility (see clause D1.4), the label shall state the times when the railway is
usually closed.
The label shall warn the user that calls may be recorded.
D4 Labelling of level
crossing telephones for
use of railway staff
D4.1 General requirements
Telephones shall be clearly signed externally with an identification label, to allow
a user to identify their function. Telephones shall be clearly labelled internally
with an information label, to instruct the user in their correct use and to give
information likely to be needed in normal and emergency situations.
Telephones that have dialling facilities, and are for use of railway staff, shall be
identified by a label depicting a black handset on a white background, as
illustrated in GI/RT7033.
The location reference shall take the form of the national grid reference of the
telephone, accurate to within 100 m, for example, SW 498 313 – Long Rock
crossing, unless an alternative location reference agreed with the emergency
services is provided.
D5 Labelling of
equipment at the control
or supervising point
Visual indicators and call buttons or their equivalent shall be clearly identified
with the name of the level crossing. Where a hunt group is provided for a group
of level crossings (see clause D1.3) and there is insufficient space to list all the
crossing names, it is permissible to identify the level crossings by a single group
name on the equipment if this is supplemented by accessible details of the
individual crossings included in the group.
The location reference (see clauses D3.3 and D4.3) and the track mileage of the
crossing shall be available to the signaller or crossing keeper and, if there is
enough space, displayed on the visual indicator.
D6 Additional
requirements for
crossings worked by
automatic control
systems, monitored
remotely by a signaller
D6.1 Functional requirements
If a single telephone fails, or a user fails to replace the handset, it shall not
prevent the correct operation of the remaining telephones.
At the supervising point, incoming calls from the crossing shall be identified by
an audible signal, which shall be distinguishable both from other types of
telephone and from other equipment alarms and indications used there. The
audible signal shall continue until the call is answered even when another circuit
is in use on an associated concentrator, or the caller ends the call unanswered.
If an absence switch is provided (see clause E4.5.3) its operation shall disable
the audible alarm. Calls made from the crossing when the line is closed shall be
registered by the supervising point equipment. When the absence switch is
returned to its normal position, the audible and visual alarms at the supervising
point shall operate, if an incoming call has been registered.
Part E
Signalling and control systems at level
crossings
E1 Crossings with
white light indicators
E1.1 Provision of protecting signals
There are no specific requirements for the provision of protecting signals.
c) the nature of the crossing user, for example, pedestrians, users of barrows
or other wheeled vehicles.
Where there is a stop signal between the strike-in point and the crossing, it is
permissible to inhibit the warning when the signal is at danger and free of
approach locking, in order to avoid excessive warning times. Where a train
accelerating from the signal would be able to reach the crossing in less than the
minimum warning time, clearance of the signal shall be controlled in accordance
with clause E9.3 to ensure that the minimum warning time will not be reduced.
b) reliable detection of all trains, taking into account possible rail head
contamination
E2 Crossings with
red/green lights
E2.1 Provision of protecting signals
There are no specific requirements for the provision of protecting signals.
Where there is a stop signal between the strike-in point and the crossing, it is
permissible to inhibit the warning sequence when the signal is at danger and free
of approach locking in order to avoid excessive warning times. Where a train
accelerating from the signal would be able to reach the crossing in less than the
minimum warning time, clearance of the signal shall be controlled in accordance
with clause E9.3 to ensure that the minimum warning time will not be reduced.
b) reliable detection of all trains, taking into account possible rail head
contamination
The boundaries of the train detection sections which control the crossing shall be
located as close as is practicable to the edge of the crossing, with due allowance
for the overhang on rolling stock and the need to avoid locating insulated rail
joints or other equipment within the crossing surface or cattle-cum-trespass
guards.
E3 Crossings worked
by an automatic control
system, monitored by
train crew
E3.1 Protection of the crossing
E3.1.1 Provision of protecting signals
There are no specific requirements for the provision of protecting signals.
Where there is a running signal in close proximity to the crossing, the controls
shall be arranged to avoid any possibility of confusion between indications given
by the signal and by the driver’s level crossing indicator. If necessary, in order to
achieve this, it is permissible not to provide a driver’s level crossing indicator; in
this case the proving of the correct operation of the crossing shall be
incorporated into the controls of the signal proceed aspect, as set out in
clause E3.6.
b) reliable detection of all trains, taking into account possible rail head
contamination
The boundaries of the train detection sections which control the crossing shall be
located as close as is practicable to the edge of the crossing, with due allowance
for the overhang on rolling stock and the need to avoid siting insulated rail joints
or other equipment within the crossing surface or cattle-cum-trespass guards.
The requirements for the crossing closure sequence are set out in clause E7.1.
The barriers shall take not more than 10 seconds, from the time when they
commence to lower, to reach the fully lowered position. The train shall arrive at
the crossing not less than 27 seconds after commencement of the closure
sequence.
When the crossing is longer than 15 m, the minimum warning time shall be
increased from 27 seconds by one second for every additional 3 m of crossing
length or part thereof.
On double-track lines, the arrangements for closing the crossing shall ensure
that it remains closed to road traffic if the required minimum road open time
cannot be ensured between trains. In order to achieve this, the crossing shall be
prevented from opening following the passage of one train if another train is
approaching the crossing and will arrive within 10 seconds at the point at which
the crossing closure needs to be initiated. The delay of 10 seconds allows for
the minimum road open time plus the time required to allow the barriers to rise to
the position at which the road traffic light signals are extinguished.
If a separate ‘another train coming’ strike-in point is not provided, the strike-in
point shall be positioned at a distance equivalent to 10 seconds, for a train
running at maximum permissible speed, before reaching the point where the
crossing closure needs to be initiated. If the crossing is already closed when a
train reaches the strike-in point, it shall remain closed; if the crossing is open, the
closure sequence shall be initiated after a delay of 10 seconds.
a) the strike-in point shall be located at the point where the crossing closure
needs to be initiated, and a separate ‘another train coming’ strike-in point
shall be located at a distance in rear of this point equivalent to 10 seconds
for a train running at maximum permissible speed, or
The crossing speed shall be determined for each approach to the crossing to
ensure that an approaching train is able to decelerate from that speed and come
to rest short of the crossing, from the point at which the driver’s level crossing
indicator can be seen and the crossing can be seen to be clear. The crossing
speed shall not be greater than 55 mph.
A level crossing warning sign shall be provided on the approach to the special
speed restriction sign, positioned to allow:
b) all trains to decelerate to the crossing speed before reaching the special
speed restriction sign, in accordance with the deceleration distances
specified in GK/RT0038.
Requirements for special speed restriction signs and level crossing warning
signs are set out in GI/RT7033.
c) at least one red light in each road traffic light signal is proved to be lit
e) the barriers have been lowered and raised correctly for the passage of the
preceding train.
The flashing white aspect of the driver’s level crossing indicator shall cease to
show when the front of the train has passed over the crossing.
Except where it is associated with a signal, the driver’s level crossing indicator
shall display a flashing red light whenever the flashing white aspect is not shown.
Where a driver’s level crossing indicator is not provided (see clause E3.1.2), the
protecting signal shall not be able to display a proceed aspect unless the above
conditions are satisfied.
Resetting of the crossing shall be initiated after a suitable time interval following
a failure, as follows:
b) two minutes after a power supply change-over that interrupts the supply to
the train detection
c) four minutes after a failure of the exit controls to reset the strike-in controls.
When resetting of the crossing is initiated, the flashing white aspect of the
driver’s level crossing indicator shall be extinguished. After a further time of 30
seconds the barriers shall rise and the visual and audible warnings shall cease.
E4 Crossings worked
by an automatic control
system, monitored
remotely by signaller
E4.1 Protection of the crossing
E4.1.1 Provision of protecting signals
For each signalled direction of approach to a crossing, except as permitted in
clause E4.1.2, a protecting signal shall be provided at such a position that the
running time at permissible speed from the signal to the crossing does not
exceed 10 minutes.
Where shunting moves take place over the crossing, shunting signals shall be
positioned to ensure that movements pass completely over the crossing before
setting back and trains are not required to stop on the crossing.
The signal shall be a controlled signal, which can be cleared by the signaller for
one train only, to facilitate cautioning of trains during crossing failure or
maintenance, and the signal identification plate shall identify it as a controlled
(non-passable) signal.
a) continuous voice communication between the signaller and the train crew
(using the RETB voice facilities) is available from the protecting signal or
stop board to the crossing and it can be demonstrated that the risks are
acceptable, or
b) reliable detection of all trains, taking into account possible rail head
contamination
The boundaries of the train detection sections which control the crossing shall be
located as close as is practicable to the edge of the crossing, with due allowance
for the overhang on rolling stock and the need to avoid siting insulated rail joints
or other equipment within the crossing surface or cattle-cum-trespass guards.
The requirements for the crossing closure sequence are set out in clause E7.1.
The barriers shall take not more than 10 seconds, from the time when they
commence to lower, to reach the fully lowered position. The train shall arrive at
the crossing not less than 27 seconds after commencement of the closure
sequence.
When the crossing is longer than 15 m, the minimum warning time shall be
increased from 27 seconds by one second for every additional 3 m of crossing
length or part thereof.
On double-track lines, the arrangements for closing the crossing shall ensure
that it remains closed to road traffic if the required minimum road open time
cannot be ensured between trains. In order to achieve this, the crossing shall be
prevented from opening following the passage of one train if another train is
approaching the crossing and will arrive within 10 seconds at the point at which
the crossing closure needs to be initiated. The delay of 10 seconds allows for
the minimum road open time plus the time required to allow the barriers to rise to
the position at which the road traffic light signals are extinguished.
If a separate ‘another train coming’ strike-in point is not provided, the strike-in
point shall be positioned at a distance equivalent to 10 seconds, for a train
running at maximum permissible speed, before reaching the point where the
crossing closure needs to be initiated. If the crossing is already closed when a
train reaches the strike-in point, it shall remain closed; if the crossing is open, the
closure sequence shall be initiated after a delay of 10 seconds.
a) the strike-in point shall be located at the point where the crossing closure
needs to be initiated, and a separate ‘another train coming’ strike-in point
shall be located at a distance in rear of this point equivalent to 10 seconds
for a train running at maximum permissible speed, or
Where there is a stop signal between the strike-in point and the crossing, the
closure sequence shall be inhibited when the signal is at danger and free of
approach locking so that the warning times do not exceed the maximum
specified in this section. Where a train accelerating from the signal would be
able to reach the crossing in less than the minimum warning time, clearance of
the signal shall be controlled in accordance with clause E9.3 to ensure that the
minimum warning time will not be reduced.
If the route ahead of any protecting signal is subsequently cancelled, the level
crossing shall be reset when the signal is at red and free of approach locking,
provided that any overrun detection has not been operated.
If a track section between any protecting signal and the level crossing becomes
occupied, or an overrun detection device is operated, the crossing closure
sequence shall start immediately.
Where the protecting signal is close to the crossing and overrun detection is
insufficient to ensure that an adequate warning time is given when a train is
instructed to pass the signal at danger, facilities shall be provided to initiate the
crossing closure sequence before the train passes the signal.
Where a train accelerating from the signal would be able to reach the crossing in
less than the minimum warning time, clearance of the signal shall be controlled
in accordance with clause E9.3, to ensure that the minimum warning time is not
reduced.
Where a stop board is provided, a white light associated with the stop board
shall be provided. The white light shall be illuminated when the crossing closure
has been initiated, subject to controls, similar to those applied to signals, set out
in clause E9.3, to ensure that the minimum warning time is not reduced.
a) a power failure
b) a failure of both red lamps in one or more of the road traffic light signals
c) barriers remaining lowered for longer than would be caused by normal train
operations (typically two minutes)
d) any controlling track section remaining occupied for longer than would be
caused by normal train operations (typically four minutes)
f) any access doors to barrier mechanisms or local control unit not proved to
be closed and locked.
Operation of the closing switch shall connect all indications, alarms and
telephones associated with the level crossing to the alternative supervising point.
On reopening the supervising point, the signaller shall not be able to resume
normal working over the crossing until the absence switch has been returned to
its normal position.
The barriers shall remain lowered if, when they have been called to lower, there
is a total failure of the red lights in any of the road traffic light signals, or if any
barrier has not been detected as fully lowered.
The crossing shall be reset (that is, the barriers shall rise) after a suitable time,
typically two minutes, with the strike-in train detection section clear, after any of
the following:
b) a power supply change-over that interrupts the supply to the train detection
Where bidirectional controls are provided, the delay before the crossing is reset
shall be sufficient to prevent slow-moving trains from causing a failure indication
to be given to the signaller.
E5 Crossings worked
by train crew
E5.1 Protection of the crossing
Crossings worked by train crew shall be protected by a stop board, which shall
be at least 50 m from the level crossing, except where the level crossing lies
immediately beyond a station platform, when it is permissible to reduce this
distance to 25 m.
A fixed distant signal, distant board or level crossing warning sign, consistent
with other signals or signs in the area, shall be provided on the approach to the
stop board.
Requirements for signal spacing (including the distance between the stop board
and the distant signal, distant board or level crossing warning sign) are set out in
GK/RT0034.
If another means of operation is provided, for example, a pull wire that can be
operated from the cab of a train stopped at the stop board, it shall only be
effective when a train is detected to be present.
E6 Crossings worked
by signallers or crossing
keepers
E6.1 Protection of the crossing
Level crossings worked by signallers or crossing keepers shall be protected by
signals positioned in accordance with the requirements of GK/RT0032 and
GK/RT0034.
Crossings shall be interlocked with the protecting signals to ensure that no signal
can be cleared to authorise a train to proceed over the crossing unless the
crossing is closed to road users. It shall not be possible to open the crossing to
road users unless all protecting signals are at danger and free of approach
locking.
GK/RT0061 sets out the requirements where the level crossing is controlled by a
crossing keeper, at a gate box, who may not have direct control of the protecting
signals.
The protecting signals shall be at least 50 m from the level crossing, except
where the level crossing lies immediately beyond a station platform, when it is
permissible to reduce this distance to 25 m. Where this is not practicable, the
crossing shall generally be proved closed to road traffic before the signal in rear
of the protecting signal can be cleared. Where there is a requirement to permit
trains to approach the protecting signal with the crossing open to road traffic, a
restricted overlap shall be provided in accordance with GK/RT0064.
The protecting signals shall not usually be more than 600 m from the crossing.
This is to minimise the time that the road is closed and to reduce the risk of
errors due to premature opening of the crossing when trains are called past the
protecting signals at danger. Exceptionally, it is permissible for this distance to
be increased if it can be demonstrated that the increased risk is acceptable.
Where shunting movements take place over the level crossing, shunting signals
shall be positioned so that movements pass clear over the crossing before
The signaller or crossing keeper shall be provided with controls to initiate the
lowering and raising of the barriers. These controls shall be designed to ensure
that a failure will not allow the barriers to rise when they are required to be
maintained lowered.
The signaller or crossing keeper shall also be provided with a control to stop the
barriers at any position; this control shall be designed to ensure that whenever it
is operated the movement of the barriers will be stopped as quickly as
reasonably practicable.
Indications shall be provided to the signaller or crossing keeper to show that the
barriers are detected raised or lowered, and that the road traffic light signals are
operating.
A ‘crossing clear’ control, by means of which the signaller or crossing keeper can
confirm that the crossing has been observed to be clear, shall be provided. This
control shall be effective only when the barriers are proved to be lowered. It
shall not be possible to clear the protecting signals unless the ‘crossing clear’
control has been operated. The infrastructure controller shall determine the
safety integrity level necessary for the ‘crossing clear’ control, taking into account
the safety criticality of this function.
Automatic lowering shall only be provided at crossings with two barriers on each
approach. If automatic lowering is employed, the train detection and controls
shall be designed to initiate the crossing closure in sufficient time to allow for
completion of the crossing closure sequence, observation of the crossing,
operation of the ‘crossing clear’ control and clearance of the protecting signal, in
order to give the train driver an unrestricted aspect sequence on the signals
approaching the crossing. If a road open time of at least 10 seconds cannot be
achieved between trains, the crossing shall remain closed to road traffic for the
passage of the second train.
If the barriers are permitted to rise automatically, they shall not do so until the
train detection confirms that the train has passed completely over the crossing.
The infrastructure controller shall determine the safety integrity level necessary
for this control, taking into account the safety criticality of this function.
crossing keeper not having the information necessary to supervise the operation
of the crossing or control the trains passing over it.
At a crossing provided with barriers and road traffic signals, if a track section
between any protecting signal and the crossing becomes occupied when the
barriers have not been lowered, for example, if a train overruns a signal at
danger, the red flashing lights of the road traffic signals shall immediately be
activated without being preceded by the amber lights. The barriers shall not
lower unless the ‘lower’ control is operated.
E6.4 Closure of a control point when the line over a crossing is closed to
rail traffic
Where the control point can close when the line over the level crossing is closed
to rail traffic, an absence switch shall be provided. An indication shall be
provided to show that the absence switch has been operated and is effective.
Operation of the absence switch shall:
a) inhibit failure or interruption of the power supply from initiating a road traffic
light signal sequence
On reopening the control point, the signaller shall not be able to clear the
protecting signals and resume normal working over the crossing until the
absence switch has been returned to its normal position.
If the level crossing controls form part of a signalling control panel, the CCTV
monitor shall be logically positioned in relation to the track layout, and
associated controls shall be close by.
Requirements for CCTV systems in relation to lighting of level crossings are set
out in section H2.
E7 Operational
sequences for barrier
crossings
E7.1 Crossing closure sequence
At crossings provided with barriers and road traffic light signals (other than
red/green stop lights), the sequence of operations to close the crossing to road
traffic shall be as follows:
a) when the sequence is initiated, the amber lights of the road traffic light
signals shall illuminate and the audible warning devices shall begin to sound
c) approximately five seconds after the red road lights have commenced
flashing, the barriers shall begin to lower.
At crossings with four barriers (that is, with separate barriers covering the
entrance and exit side of each road approach), the entrance barriers shall lower
first; when they have reached the lowered position, the exit barriers shall begin to
lower. At long crossings, the lowering of the exit barriers shall be delayed, if
necessary, to allow sufficient time for users, especially pedestrians, to clear the
crossing.
a) initiation of the crossing opening sequence shall cause the barriers to begin
to rise. All barriers shall rise simultaneously
b) the red road traffic light signals shall be extinguished when all the barriers
have risen to an angle of approximately 45 degrees above the horizontal.
At automatic crossings, the audible warning shall cease when the red road traffic
light signals are extinguished.
If the red road traffic light signals have been extinguished as in b) above, but any
barrier is not detected as fully raised within the maximum time that it would
normally be expected to take to reach this position, the red road traffic light
signals shall again be illuminated, and shall continue to flash until all barriers are
detected fully raised.
E8 Bidirectional
controls at automatic
crossings
E8.1 Bidirectional lines
All automatic crossings on bidirectionally signalled lines shall be designed to
operate for trains approaching in either direction.
For locally monitored automatic crossings, the arrangements provided for wrong
direction movements shall be the same as those for normal direction
movements, including the determination of crossing speed and the provision of
level crossing warning signs, special speed restriction signs and driver’s level
crossing indicators; set out in section E3 or Appendix 1.
At automatic crossings other than locally monitored crossings, the design of the
system shall ensure that no failure permits directional information to be stored
after the passage of a train, in a way that could inhibit initiation of the crossing by
a subsequent train, unless such failure either prevents the clearance of the
signal controlling the approach to the crossing or is indicated to the signaller as a
failure of the crossing in sufficient time for the signaller to stop and caution the
train.
E9 General signalling
requirements
E9.1 Over-run protection
Where trains are able to approach a signal at danger or a stop board when a
level crossing beyond the signal or stop board is open to road or pedestrian
traffic, or without activating any active warning system at the crossing, the risk of
overrun shall be assessed and appropriate control measures shall be identified
and implemented. (GI/RT7006 sets out methods for assessing overrun risk.)
Requirements for the provision of AWS equipment on all lines, including at level
crossings, are set out in GE/RT8035.
E10 Identification of
crossing locations at
control and supervising
points
At every control and supervising point, the signal box diagram or its equivalent
shall clearly show the locations of:
a) all controlled and automatic level crossings within its normal control area
b) all user-worked crossings with telephones within its normal control area
c) any level crossing, whether within or outside the normal control area of the
control or supervising point, from which control or supervision may be
transferred by operation of a closing switch at its usual supervising point.
Information shall be available, for example, in the form of a list, to enable the
signaller to identify the location of all other level crossings in the control area of
the signal box, where these crossings are not shown on the signal box diagram
or its equivalent.
b) controlled barrier level crossings less than 50 m from the control point.
Clause D2.2 sets out requirements for the provision of telephones in connection
with local control units.
In the case of controlled barrier crossings, the local control unit shall also allow
the movement of the barriers to be stopped at any position.
The control facility permitting the required functions to be selected shall be such
that it cannot be left in an intermediate state.
During hand operation, provided electrical power is available, the lowering of any
barrier below the nominal raised position shall cause the red road traffic light
signals to show.
The unit shall be suitable for use in all predictable weather conditions.
The enclosure shall have a lockable door giving access to the control facility. It
shall not be possible to close the door unless the local control unit is set for the
automatic or normal mode. It shall not be possible to operate the crossing in
automatic or normal mode unless the door is proved to be closed and locked.
A permanent label shall be fixed on the door of the local control unit, bearing the
words ‘Have you received authority from the signaller to operate this crossing?’.
E12 Monitoring
equipment
(event recorders)
E12.1 Requirement to provide monitoring equipment
At controlled crossings with barriers and at automatic crossings, including those
equipped with red/green lights, equipment shall be provided to record the
operation and performance of the crossing. As a minimum, this equipment shall
monitor and record the state of train detection and the operating cycle, including
the initiation of level crossing operation, operating times and the control of road
signals and barriers.
Part F
Track and electrification systems at level
crossings
F1 Track system
F1.1 General requirements for the design of the track system
General requirements for the design of the track system are set out in other
Railway Group Standards, principally GC/RT5021, GC/RT5022 and GC/RT5014.
The following requirements are additional to the general requirements set out in
these other standards.
b) the additional wear and loadings caused by road vehicles using the
crossing
Fish-plated rail joints shall not be located within the surface system of a
crossing.
Site-made welded rail joints shall not be located within the surface system of a
crossing unless site constraints prevent this.
F2 Electrification
F2.1 Traction bonding of electrified lines
Design requirements for traction bonding for AC and DC electrified lines are set
out in GL/RT1254.
a) the minimum height of live parts of the overhead line equipment above the
crossing surface, and
a) the minimum distance between the ends of conductor rails and the nearest
edge of a level crossing
Part G
Level crossing geometry and surfaces
G1 Geometry of
crossings used by road
vehicles
G1.1 Vertical profile of the crossing and its approaches
The vertical profile of the crossing and its approaches, taking account of track
cant, shall be such that:
a) there is adequate ground clearance for road vehicles of the types likely to
use the crossing
b) road vehicles and their loads do not infringe the permitted clearances to
overhead power lines
a) the alignment shall be such that the road does not have to be cambered
(super elevated) to allow road vehicles to use the crossing safely, and
b) the crossing surface system shall be capable of resisting any turning forces
generated by road vehicles passing over it.
New cycle paths and cycle paths at new level crossings shall intersect the
railway at an angle between 80° and 100° to the line of the railway.
The width of the crossing surface shall not be less than the clear distance
between any gate or barrier posts provided. Sections C2 and C3 set out
particular requirements for the clear distance between barrier and gate posts.
The width of the carriageway over the crossing and on the approaches shall be
constant.
G2 Crossing surfaces
G2.1 General requirements for crossing surfaces
The surface of the crossing and its immediate approaches shall:
a) enable the crossing to carry safely the road traffic likely to use it
b) enable pedestrians, cyclists, horse riders and animals likely to use the
crossing to do so safely
d) allow access for maintenance and inspection of both track and the crossing
surface system.
b) the likely loading imposed by road traffic, including, where appropriate, any
turning, braking, acceleration and impact forces
c) the need for the crossing surface system to be capable of resisting any
braking and acceleration forces generated by road vehicles passing over it
g) the need for the wheels and flanges of rail vehicles to pass through
unobstructed and without damaging the crossing surface
The level crossing surface at public road crossings shall be capable of retaining
road markings and road studs complying with current highway standards.
Any road studs within 2.0 m of a running rail shall be of plastic construction.
G2.3 Compatibility with the train detection and traction current return
systems
Where applicable, the crossing surface shall be compatible with track circuits or
other train detection systems and the traction current return system. The
crossing surface shall not be capable, when combined with road salt, or other
contaminants, of compromising train detection.
At footpath crossings, the width of the surface shall not be less than 1.0 m. At
bridleway crossings, the width of the surface shall not be less than 3.0 m.
The crossing surface shall be in keeping with, but not necessarily the same as,
the surface provided on the right of way on the approaches to the crossing
immediately outside the railway boundary.
At footpath crossings, the surface shall be made up to rail level where there is
regular and frequent use or any of the approaches are metalled.
Where the surface is made up to rail level with ballast or stone chippings, a
means to retain the stone and maintain the flangeway shall be provided.
Approaches to the crossing shall be designed to help prevent people using them
from falling or slipping.
Where the track ballast shoulder is high and presents an increased hazard to
movement over the crossing, steps or ramps for footpath crossings, and ramps
for bridleway crossings shall be provided to give access to the crossing surface.
General requirements for the control of unauthorised access to the railway are
set out in GE/RT8063.
Except where gates close fully across the railway, cattle-cum-trespass guards
shall be provided where:
a) there is known movement of animals on the hoof over the crossing, and
Alternative means of access shall be provided to avoid the need for track
workers, including track inspection staff, to walk over cattle-cum-trespass
guards.
Part H
Lighting and CCTV systems at level
crossings
H1 General
requirements
A crossing where safe operation relies on the train driver seeing that the
crossing is clear, and which is used by road vehicles shall be illuminated if trains
run after dark.
Lighting shall not cause significant levels of glare to road users, train drivers or
signallers.
Lighting shall not interfere with the visibility of signals or the train driver’s ability
to distinguish the signal aspects displayed. Consideration shall be given to the
need to prevent avoidable annoyance from lighting to local residents.
Any light source that adversely affects the operation of a CCTV camera shall not
be used within the field of view of a CCTV system.
H2 Controlled
crossings viewed by
CCTV
H2.1 Compatibility of CCTV cameras and monitors
CCTV cameras and monitors shall be electrically and optically compatible. The
arrangement and settings of the monitor shall be optimised for the lit
environment in which it is viewed.
Where colour CCTV systems are used, the spectral (colour) output of the lighting
shall be compatible with the spectral response of the camera/monitor system.
Where monochrome CCTV systems are used, the luminance (brightness) of the
monitor output shall be proportional to the luminance in the scene.
The CCTV transmission system shall ensure that the picture is updated
sufficiently frequently to enable the crossing to be operated safely.
Other requirements for CCTV monitors are set out in section E6.5.
b) the driver of a road vehicle who can see the crossing clearly and is far
enough away from it to be able to brake safely to a halt before reaching it.
When there is only one lighting position, it is permissible for the illuminance
towards the driver of a road vehicle to be zero. However, under these
conditions, the illuminance value towards the camera shall be maintained.
d) natural sources of light, in particular the position of the sun at any time of
day in any season.
H3 Controlled
crossings viewed
directly
H3.1 Illuminance in the horizontal plane
Lighting shall provide a steady illuminance of not less than 20 lux, measured
over the usable area of the crossing in the horizontal plane at a height of 1.0 m
above ground level, with the following uniformity ratios:
b) the driver of a road vehicle who can see the crossing clearly and is far
enough away from it to be able to brake safely to a halt before reaching it.
Part J
Construction, testing and commissioning of
level crossings
J1 Arrangements before
construction takes place
Construction shall not take place until all necessary consultation has been
completed, the terms of the Level Crossing Order agreed and arrangements
have been made with all relevant parties and authorities for:
If rail services are not suspended during the period of construction, suitable and
sufficient arrangements shall be made to ensure the safe passage of trains.
If users are not diverted away from the crossing during the period of
construction, suitable and sufficient arrangements shall be made to ensure their
safe passage over the crossing.
Requirements for the technical approval of changes to the infrastructure are set
out in GC/RT5101.
J2 Testing and
commissioning
Procedures for the acceptance of new and altered level crossings into service
shall be in place. Before a crossing is brought into service it shall be
ascertained that it conforms to the level crossing ground plan (see clause
K11.2), signalling scheme plan, Level Crossing Order and relevant statutory
requirements.
Telephones provided for the use of the public shall be clearly marked as not in
use until they have been commissioned and brought into service.
J3 Keeping users
informed
When a new level crossing is installed, information shall be provided to potential
users to inform them of the correct procedure for using the crossing in a safe
manner.
J4 Observing operation
and use of automatic
crossings after
commissioning
When an automatic level crossing is first opened or a crossing is reopened after
conversion to an automatic crossing, an attendant shall be provided to observe
the use and operation of the crossing. As a minimum, the observations shall
include the behaviour of road users at crossings, including any tendency for
blocking back. There shall be procedures in place to determine the number of
days, and the times of day when the attendant is required, based on the
expected usage of the crossing and the risk assessment required by GI/RT7011.
Part K
Operation, maintenance and inspection of
level crossings
K1 Naming of level
crossings
There are special compliance requirements for this section (see clause B2.2.2
for details).
For the benefit of the emergency services, names shall, as far as is reasonably
practicable, be compatible with other names in the locality.
Each level crossing shall also have a nationally unique identity for the purpose of
national records, for example, by the use of the Engineer’s Line Reference and a
mileage.
Requirements for provision of signs indicating the names of crossings are set out
in clause C4.6.
K2 Instructions to
signallers
The instructions to signallers for the operation of level crossings are set out in
GE/RT8000.
The local operations instructions shall set out requirements for the operation of
the crossing during:
a) normal operation
c) failure conditions
d) engineering works
e) maintenance
f) emergencies.
The local operations instructions shall not require or permit railway personnel to
instruct road users to cross the railway whilst any red road traffic light signals are
illuminated.
Requirements for issuing local operations instructions are set out in GE/RT8004.
K3 Instructions to users
of user-worked
crossings
Arrangements shall be made for a letter to be sent to the authorised users of
user-worked crossings, at intervals not exceeding three years, reminding them of
the correct procedure to be adopted when using the crossing. Letters shall be
sent to authorised users requiring them to adopt the correct procedure when
using the crossing whenever evidence of regular incorrect operation is identified.
Arrangements shall also be made to display the most recent letter in the form of
a temporary notice at the crossing. The letter shall be encapsulated to provide
sufficient weatherproofing and resistance to damage to provide a minimum six
months period of effective display.
K4 Inspection of
crossings
K4.1 General inspection of crossings
A general inspection of crossings shall be undertaken at intervals to:
a) check the crossing against the signalling plan, level crossing ground plan
and Level Crossing Order
b) identify any obvious changes in the usage of the crossing or any changes
in the locality that could indicate a change in usage
d) identify any obvious changes in the locality which may affect users or
warning times
f) assess road crossings against the requirements for vertical road profiles,
as set out in clause G1.1
c) commensurate with the level of road and rail traffic using the crossing,
including use of the crossing by abnormal road loads.
e) signs of voiding
The detailed inspection shall include sufficient removal of the crossing surface to
enable a proper assessment to be made of the condition of the track system. On
completion of the inspection, the crossing surface shall be replaced to a
condition at least as good as that which existed prior to the inspection.
Replacement of the crossing surface shall include restitution of any highway
markings destroyed or damaged during the removal of the crossing surface.
A report of the conditions found during the detailed inspection of the crossing
shall be made. Records of detailed inspections shall be kept at least until the
subsequent detailed inspection.
Where a level crossing is known to be used by abnormal road loads, this shall
be taken into account when determining the frequency of inspection.
A report of the conditions found during the detailed inspection of the crossing
shall be made. Records of detailed inspections shall be kept at least until the
subsequent detailed inspection.
K5 Follow-up to
inspections of crossings
Reports of crossing inspections shall be reviewed to determine necessary
actions.
K6 Investigation of
complaints from users of
crossings
Procedures shall be in place to receive complaints from users of crossings.
Complaints shall be investigated to determine any actions necessary and the
appropriate timescales to ensure the continuing safety of the crossing.
K7 Maintenance of
lighting installations
Lighting installations shall be maintained so that the illuminance levels specified
in Part H are achieved throughout the maintenance interval.
K8 Control of
vegetation
Management requirements for the control of risks which arise due to the
presence of vegetation are set out in GC/RT5202. Hazards to be considered
include impairment of sight lines of rail traffic to road users and pedestrians
using crossings.
K9 Engineering work
affecting the operation of
crossings
K9.1 Engineering work on the railway
Requirements for planning engineering work to ensure the risks to operational
safety are effectively controlled are set out in GO/RT3093.
The arrangements to be applied at level crossings shall include the need for road
closures or alternative measures to allow access over the railway.
For the purposes of this requirement, ‘in the vicinity of a level crossing’ means at
any location sufficiently close to the crossing to give rise to a reasonable
expectation that blocking back may occur. The intensity of road traffic using the
crossing shall be considered when assessing the likelihood of blocking back
occurring.
a) the name of the level crossing (see section K1), with the road name or
number, if applicable
f) the location of copies of the Level Crossing Order and level crossing
ground plans (see clause K11.2)
Records shall be created for new level crossings as soon as construction begins.
The level crossing ground plan shall show the position of all equipment and
associated features at a level crossing in the detail necessary for construction,
commissioning, equipment replacement, maintenance, operating,
decommissioning and statutory requirements.
c) a vertical profile of the road over the crossing and its approaches, based on
a nominal centre line
d) a note recording the road vehicle speed used for the positioning of road
signs and length of white line systems
f) a layout detailing the road signing and nomenclature of all approach and
intersecting roads
Part L
Change of legal status and decommissioning
of level crossings following closure
L1 Crossings to be
closed
Requirements for level crossings to be closed in certain circumstances are set
out in GI/RT7011.
L2 Complete closure of
a crossing
Not more than six months after completion of the legal processes to close a
crossing, action shall be taken to make it clear that the crossing is no longer in
service and to deter unauthorised access to the railway. The actions shall
include, but are not limited to:
c) erection of signs indicating that the crossing is closed and warning against
trespass
The track shall be inspected immediately after removal of the crossing surface.
The measures taken to secure the railway boundary shall take account of the
likely level of attempted misuse (unauthorised access) that may occur at the site.
When road access is retained up to the railway boundary, measures such as
safety barriers or equivalent shall be provided unless otherwise justified.
Additional management requirements for the control of unauthorised access to
the railway are set out in GE/RT8063.
L3 Change of legal
status of a crossing
Not more than six months after completion of the legal processes to change the
legal status of a crossing, measures shall be put in place to ensure that non-
permitted traffic is physically prevented from using the crossing but that safe
access is maintained for continued authorised use. Examples of change of legal
status include closure of a crossing to vehicular traffic, change from public road
to private road and change from bridleway to footpath.
The measures put in place shall include but are not limited to:
c) extension of fencing and the securing out of use of redundant vehicle gates
and barriers
d) modifying the crossing and all associated equipment, including the crossing
surface, to suit its revised status.
The measures taken to secure the railway boundary shall take account of the
likely level of attempted misuse (unauthorised access) that may occur at the site.
When road access is retained that terminates at the railway boundary, measures
such as safety barriers or equivalent shall be provided unless otherwise justified.
L4 Closure of a public
road crossing to
vehicular traffic
When a public road crossing is closed to vehicular traffic, the time allowed after
completion of the legal processes for putting in place the measures set out in
clause L3, is subject to agreement with local authorities. In such cases the
infrastructure controller shall seek an agreed time that is as soon as practicable
after completion of the legal processes, to put in place the measures set out in
clause L3.
Appendix 1
Controls for automatic open crossings,
locally monitored
(The content of this Appendix is mandatory)
Introduction
Automatic open crossings, locally monitored, are equipped with road traffic light
signals, but barriers are not provided. An audible warning is provided for
pedestrians.
New automatic open crossings are not permitted by GI/RT7011. This Appendix
specifies the control system principles to be applied if an existing automatic open
crossing is being refurbished or modified.
Where there is a running signal in close proximity to the crossing, the controls
shall be arranged to avoid any possibility of confusion between indications given
by the signal and by the driver’s level crossing indicator. If necessary, in order to
achieve this, it is permissible not to provide a driver’s level crossing indicator; in
this case the proving of the correct operation of the crossing shall be
incorporated into the controls of the signal proceed aspect, as set out in
section 1.6.
b) reliable detection of all trains, taking into account possible rail head
contamination
The boundaries of the train detection sections which control the crossing shall be
located as close as is practicable to the edge of the crossing, with due allowance
for the overhang on rolling stock and the need to avoid siting insulated rail joints
or other equipment within the crossing surface or cattle-cum-trespass guards.
a) when the sequence is initiated, the amber lights of the road traffic signals
shall illuminate and the audible warning devices shall begin to sound, and
The train shall arrive at the crossing not less than 27 seconds after
commencement of the closure sequence.
When the crossing is longer than 15 m, the minimum warning time shall be
increased from 27 seconds by one second for every additional 3 m of crossing
length or part thereof.
The audible warning shall continue for as long as the crossing is closed to road
traffic.
On double-track lines, the arrangements for closing the crossing shall ensure
that it remains closed to road traffic if the required minimum road open time
cannot be ensured. In order to achieve this, the crossing shall be prevented
from opening following the passage of one train if another train is approaching
the crossing and will arrive within 10 seconds at the point at which the crossing
closure needs to be initiated.
If a separate ‘another train coming’ strike-in point is not provided, the strike-in
point shall be positioned at a distance equivalent to 10 seconds, for a train
running at maximum permissible speed, before reaching the point where the
crossing closure needs to be initiated. If the crossing is already closed when a
train reaches the strike-in point, it shall remain closed; if the crossing is open, the
closure sequence shall be initiated after a delay of 10 seconds.
a) the strike-in point shall be located at the point where the crossing closure
needs to be initiated, and a separate ‘another train coming’ strike-in point
shall be located at a distance in rear of this point equivalent to 10 seconds
for a train running at maximum permissible speed, or
The crossing speed shall be determined for each approach to the crossing to
ensure that an approaching train is able to decelerate from that speed and come
to rest short of the crossing, from the point at which the driver’s level crossing
indicator can be seen and the crossing can be seen to be clear. The crossing
speed shall not be greater than 55 mph.
A level crossing warning sign shall be provided on the approach to the special
speed restriction sign, positioned to allow:
b) all trains to decelerate to the crossing speed before reaching the special
speed restriction sign, in accordance with the deceleration distances set out
in GK/RT0038.
Requirements for special speed restriction signs and level crossing warning
signs are set out in GI/RT7033.
c) at least one red light in each road traffic light signal is proved to be lit.
The flashing white aspect of the driver’s level crossing indicator shall cease to
show when the front of the train has passed over the crossing.
Except where it is associated with a signal, the driver’s level crossing indicator
shall display a flashing red light whenever the flashing white aspect is not shown.
Where a driver’s level crossing indicator is not provided (see clause 1.1.2), the
protecting signal shall not be able to display a proceed aspect unless the above
conditions are satisfied.
b) two minutes after a power supply change-over that interrupts the supply to
the train detection
c) four minutes after a failure of the exit controls to reset the strike-in controls.
When resetting of the crossing is initiated, the flashing white aspect of the
driver’s level crossing indicator shall be extinguished. After a further time of 30
seconds the visual and audible warnings shall cease.
References
The Railway Group Standards Code
Railway Group Standards and other Railway Group Documents
GC/RT5014 Trackbed and Track Drainage
GC/RT5021 Track System Requirements
GC/RT5022 Rails and Rail Joints
GC/RT5101 Technical Approval Requirements for Changes to the Infrastructure
GC/RT5202 Vegetation – Managing the Risk
GE/RT8000 The Rule Book
GE/RT8004 Local Operations Instructions
GE/RT8025 Electrical Protective Provisions for Electrified Lines
GE/RT8029 Management of Clearances and Gauging
GE/RT8035 Automatic Warning Systems (AWS)
GE/RT8037 Signal Positioning and Visibility
GE/RT8063 Deterring Unauthorised Access and Vandalism
GE/RT8270 Route Acceptance of Rail Vehicles including changes in Operation or Infrastructure
GI/RT7001 Management of Safety Related Records of Elements of the Infrastructure
GI/RT7002 Acceptance of Systems, Equipments and Materials for Use on Railtrack
Controlled Infrastructure
GI/RT7006 Prevention and Mitigation of Overruns – Risk Assessment
GI/RT7010 Lighting of Railway Premises
GI/RT7011 Provision, Risk Assessment and Review of Level Crossings
GI/RT7033 Railway Signs Required for Safety
GK/RT0025 Signalling Control and Display Systems
GK/RT0031 Lineside Signals and Indicators
GK/RT0032 Provision of Lineside Signals
GK/RT0034 Lineside Signal Spacing
GK/RT0038 Signing of Permissible Speeds and Speed Restrictions
GK/RT0061 Shunters Releases, Ground Frames, Switch Panels and Gate Boxes
GK/RT0064 Provision of Overlaps, Flank Protection and Trapping
GK/RT0106 Management of Safety Related Failures of Signalling and Operational
Telecommunications Systems
GK/RT0209 Installation of Signalling and Operational Telecommunications Equipment
GK/RT0210 Asset Management for the Safety of Signalling and Operational
Telecommunication Systems and Equipment
GL/RT1254 Electrified Lines Traction Bonding
GM/RT1041 Warning Signs and Notices for Electrified Lines
GO/RT3093 The Planning Requirements for Operational Safety of Engineering Work
GO/RT3204 Protection of Temporary Vehicular Level Crossings
The Catalogue of Railway Group Standards and the Railway Group Standards
CD-ROM give the current issue number and status of documents published by
RSSB. This information is also available from www.rssb.co.uk.
Other References
HS(G)153/1 HMRI Railway Safety Principles and Guidance – Part 1
HS(G)153/6 HMRI Railway Safety Principles and Guidance – Part 2, Section E
Traffic Signs Regulations and General Directions 2002
Private Crossings (Signs and Barriers) Regulations 1996