Requirements for Level Crossings - RSSB Iss 1.pdf · Railway Group Standard Requirements for Level Crossings RAIL SAFETY AND STANDARDS BOARD 1 GI/RT7012 Issue One Date August 2004

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Published by: Rail Safety and Standards Board Evergreen House 160 Euston Road London NW1 2DX © Copyright 2004 Rail Safety and Standards Board Limited

Railway Group Standard GI/RT7012 Issue One Date August 2004

Requirements for Level Crossings

Synopsis This document mandates the requirements for the design, construction, inspection, maintenance, operation and decommissioning of level crossings.

Signatures removed from electronic version

Submitted by Paul Woolford Project Manager

Authorised by Anne Blakeney Acting Department Head Railway Group Standards Management

Document to be Withdrawn as of 03/04/2010 To be Superseded by GKRT0192 Iss 1 Published on 06/02/2010

Uncontrolled When Printed

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RAIL SAFETY AND STANDARDS BOARD 1

Railway Group Standard GI/RT7012 Issue One Date August 2004 Page 1 of 68

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




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Part H Lighting and CCTV systems at level crossings H1 General requirements 51 H2 Controlled crossings viewed by CCTV 51 H3 Controlled crossings viewed directly 52

Part J Construction, testing and commissioning of level crossings J1 Arrangements before construction takes place 54 J2 Testing and commissioning 54 J3 Keeping users informed 54 J4 Observing operation and use of automatic crossings after commissioning 54

Part K Operation, maintenance and inspection of level crossings K1 Naming of level crossings 56 K2 Instructions to signallers 56 K3 Instructions to users of user-worked crossings 57 K4 Inspection of crossings 57 K5 Follow-up to inspections of crossings 59 K6 Investigation of complaints from users of crossings 59 K7 Maintenance of lighting installations 59 K8 Control of vegetation 59 K9 Engineering work affecting the operation of crossings 60 K10 Temporary speed restrictions through crossings 60 K11 Records of level crossings 60

Part L Change of legal status and decommissioning of level crossings following closure L1 Crossings to be closed 62 L2 Complete closure of a crossing 62 L3 Change of legal status of a crossing 62 L4 Closure of a public road crossing to vehicular traffic 63

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

This document will be updated when necessary by distribution of a complete replacement.

A2 Implementation of this document

The publication date of this document is 7 August 2004.

This document comes into force on 2 October 2004.

The dates by which compliance with the requirements of this document is to be achieved are set out in Part B2. Where those dates are later than the date on which this document comes into force, this is to give Railway Group members additional time to plan and commence implementation so as to achieve full compliance by the dates set out in Part B2.

This document supersedes the following Railway Group Standards, either in whole or in part as indicated:

Railway Group Standard

Issue No.

Title RGS sections superseded by this document

Date(s) as of which sections are superseded

GC/RT5208 1 Civil Engineering Requirements for Level Crossings

All except section 6.2

2 October 2004

GK/RT0029 1 Train Activated Warning Systems

Appendix A 2 October 2004

GK/RT0183 1 Provision of Telephones at Level Crossings

All 2 October 2004

GK/RT0300 1 Level Crossing Audible Warnings

All 2 October 2004

GK/RT0306 1 Level Crossing Local Control Unit

All 2 October 2004

GM/TT0146 1 Lighting of Railway Premises

Sections 11.1 and 13, and Appendix B

2 October 2004

GO/OT0003 1 Protection at Occupation and Accommodation Level Crossings

All except sections 4.1, 4.2, 4.4 and 7.1

2 October 2004






Railway Group Standard

Issue No.

Title RGS sections superseded by this document

Date(s) as of which sections are superseded

GO/OT0011 1 Protection at Footpath and Bridleway Level Crossings

All except sections 3 and 4 (part)

2 October 2004

STDG025 1 Quartz-Halogen Level Crossing Road Traffic Signals

All 2 October 2004

TTI BTEL 9034

1 Testing Telephones at Level Crossings

All 2 October 2004

GC/RT5208 section 6.2 was superseded by GC/RT5021 and therefore GC/RT5208 is withdrawn from 2 October 2004.

As other parts of GM/TT0146 were superseded by GI/RT7010, GM/TT0146 is therefore withdrawn from 2 October 2004.

Other parts of GO/OT0003 and GO/OT0011 were superseded by GI/RT7011.

The ex-BR suite of Level Crossing Principles contains a number of documents that have not been explicitly adopted as Railway Group Standards, although they were referred to in that context in the now withdrawn STDG027. Although GI/RT7012 cannot supersede documents that are not Railway Group Standards, it is expected that GI/RT7012 will be used in preference to the ex-BR documents.

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.

Network Rail Infrastructure Limited is also known as Network Rail.

Rail Safety and Standards Board Limited is also known as RSSB.






A5 Health and safety responsibilities

Each Railway Group member is reminded of the need to consider its own responsibilities to ensure health and safety at work and its own duties under health and safety legislation. RSSB does not warrant that compliance with all or any documents published by RSSB is sufficient in itself to ensure safe systems of work or operation or to satisfy such responsibilities or duties.

A6 Technical content The technical content of this document has been approved by:

Jeff Allan, Principal Signalling and Telecommunications Engineer, RSSB

Jon Taylor, Principal Track and Structures Engineer, RSSB

Richard Evans, Principal, Operations, RSSB

Haydn Peers, Principal Plant Engineer, RSSB.

Enquiries should be directed to RSSB – Tel: 020 7904 7518 or e-mail [email protected].

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.

B2.2 Compliance requirements B2.2.1 Compliance with Parts C to J inclusive, and Appendix 1 Except as permitted below, the requirements of Parts C to J inclusive and Appendix 1 are mandatory for alterations (as defined in Section B3) to existing level crossings and for new level crossings for which Approval in Principle is given on or after 5 February 2005.

Unless required as a result of risk assessment undertaken in accordance with GI/RT7011, action to bring existing level crossings into compliance with the requirements of Parts C to J inclusive and Appendix 1 is not required.

It is permissible for the infrastructure controller to designate specific infrastructure projects, ongoing when this document comes into force, for which compliance with the requirements of this document applicable to the design, construction and commissioning of new or altered infrastructure is not mandatory. When designating such projects, the infrastructure controller shall consider:

a) its responsibilities under its Railway Safety Case

b) the stage reached by the project at the time this document comes into force (for example, approval in principle)

c) whether compliance is necessary to ensure compatibility with other parts of the infrastructure

d) whether compliance is necessary to facilitate safe interworking having regard to changes to related requirements mandated on another Railway Group member

e) the economic impact of compliance, but subject to its Railway Safety Case obligations.

Compliance with the requirements of this document relating to inspection, maintenance and in-service condition of infrastructure is mandatory, whether or not the infrastructure concerned is the subject of a designation, as set out above. B2.2.2 Compliance with Part K The requirements of Part K apply to existing and new level crossings.

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:

a) Compliance with clause K1.2 (naming of level crossings), so far as it can be achieved without conflicting with existing Level Crossing Orders, is required no later than 1 August 2009.

b) Compliance with clause K9.2 (other engineering work in the vicinity of level crossings) is required no later than 6 August 2005.






c) Compliance with clause K11.1 (requirement to keep records) is required no later than 6 August 2005.

B2.2.3 Compliance with Part L The requirements of Part L apply to level crossings when the legal process to close the crossing (either entirely or to vehicular traffic only), or to alter its status, is complete.

The requirements of Part L shall be complied with no later than 6 August 2005.

B2.2.4 General compliance requirements Until the compliance dates, or the date by which compliance is achieved (if earlier), the applicable requirements of the predecessor documents shall continue to be met (see Part A for details).

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.

Where it is considered not reasonably practicable to comply with the requirements set out in this document, authorisation not to comply shall be sought in accordance with the Railway Group Standards Code.

Level crossings are subject to various legal requirements, including, in some cases, a Level Crossing Order, detailing the layout and operation of the particular crossing. These legal requirements, and the requirements of a Level Crossing Order, take precedence over the requirements of this document.

B2.3 Exclusions from the application of this document Crossings of the railway that are provided solely for construction or maintenance purposes on a temporary basis are excluded from the scope of this document.

B2.4 Related requirements in other documents Management requirements for the control of vegetation on Network Rail controlled infrastructure are set out in GC/RT5202.

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.

Management requirements for the control of unauthorised access to Network Rail controlled infrastructure are set out in GE/RT8063.

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.

The arrangements for the management and specification of lineside operational safety signs in order to provide consistency of form and presentation throughout the network are set out in GI/RT7033. This standard includes signs required at level crossings.

Particular requirements for the testing and commissioning of signalling and operational telecommunications equipment which is to be used as part of Network Rail controlled infrastructure are set out in GK/RT0209.






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.

Active (visible or audible) warning A device which warns users of the imminent arrival of a train. Such devices can be either visible or audible and can be used in combination.

Alteration (of a level crossing) For the purposes of this document, the substantial renewal of all or part of an existing level crossing, which provides a reasonable opportunity to significantly improve the safety performance of the element subject to alteration.

Another train coming (ATC) delay time The time delay between the detection of an approaching train, at a point where it maintains the crossing closed to road traffic if it is already closed, and the initiation of the crossing closure sequence if the crossing is open.

Another train coming (ATC) strike-in point The position on the approach to an automatic level crossing at which a second or subsequent train maintains the crossing closed to road traffic.

Approaches (to a crossing) The road, bridleway or path leading up to a crossing. For the purposes of this document, the approaches, measured from the nearest running rail, extend for 30 m on heavily used vehicular crossings and 20 m on other crossings.

Authorised user A person having the legal or contractual right to use a particular level crossing.

Automatic control system A system which automatically activates the protective equipment at a level crossing on the approach of a train.

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’.

Barriers up (BU) indicator An illuminated indicator that is displayed to the train driver to indicate that the barriers to which it is applicable have risen to the correct position.






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 clear control A control operated by the signaller or crossing keeper, additional to the process of clearing the protecting signal, to confirm that the crossing is clear of obstructions.

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.




1 0 RAIL SAFETY AND STANDARDS BOARD


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.

Default position (of barriers or gates) The position in which level crossing barriers or gates are held until they are specifically moved to permit the passage of a train or level crossing user.

Direct line A telephone circuit providing a dedicated link between two points.

Driver’s level crossing indicator An indicator provided at certain types of level crossing to indicate to the train driver the state of the crossing equipment. Also referred to as a driver’s crossing indicator.

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.

Identification label (for telephones) A label provided to identify the location of a telephone and the purpose for which it is intended to be used.

Illuminance The luminous flux density at a surface, measured in lux (the Sl unit of illuminance, equal to one lumen per square m).

Illuminance towards observers The illuminance falling on a plane in which the observer is standing.




RAIL SAFETY AND STANDARDS BOARD 1 1


Information label (for telephones) A label provided to give information to a telephone user regarding the operation of the telephone, together with location details and who to contact in an emergency.

Invitee (of the authorised user of a crossing) A person permitted to use a crossing by the authorised user.

Left-hand side (of the road) The left-hand side of the road or carriageway as it would appear to a person approaching the crossing along that road or carriageway.

Level crossing An intersection at the same elevation of a road, footpath or bridleway and one or more rail tracks.

Level crossing ground plan Scaled and dimensioned drawing(s) showing the position of all equipment and associated features at a level crossing.

Level Crossing Order Order authorised under the authority of the Secretary of State, detailing the layout and operation of a particular level crossing.

Level crossing warning sign A sign (also known as an advance warning board or AWB) incorporating a St George’s Cross, provided on the approach to locally monitored level crossings, to inform the driver to regulate the speed of his train, in order to observe the restriction of speed which applies from the special speed restriction sign. This sign is also used on the approach to crossings worked by train crew.

Lift-to-call A method of initiating a call from a telephone simply by lifting the handset from its rest.

Local control unit Equipment provided to enable a crossing attendant to locally control a level crossing when the crossing cannot be controlled by the usual means.

Locally monitored crossing An automatic level crossing that is monitored locally by the train driver to ensure that the crossing is working correctly before the train passes over it.

Maintained illuminance The average illuminance over the reference surface at the worst condition for maintenance.

Minimum road open time The shortest time permitted after the road traffic light signals have ceased to show following the passage of one train, before the crossing closure sequence is initiated again for another train.

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.

Public Emergency Telephone System Public Emergency Telephone System (PETS) is an emergency telephone system for use by the public, developed to meet the particular requirements for use at some crossings with an automatic control system.

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.

Reset (a level crossing) The action by the level crossing control system of raising the barriers and extinguishing the road traffic light signals after a time delay, following a train detection malfunction.

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.

Special speed restriction sign A sign incorporating a St Andrew’s Cross, provided on the approach to certain locally monitored level crossings, indicating the crossing speed.

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.)

White light indicator An indicator provided to give protection for the user of a staff crossing. The white light is illuminated when it is safe to use the crossing and is extinguished automatically by approaching trains.

Wicket gate A smaller separate gate provided adjacent to gates for vehicular use.

Wrong direction control Controls and equipment provided to operate an automatic level crossing correctly when a train approaches the level crossing on a unidirectionally signalled double line in the unsignalled direction.

B4 Principles This document supports HM Railway Inspectorate Safety Principle 23:

‘Where a right of way crosses the railway at track level, appropriate arrangements should be provided to warn and protect level crossing users, and safeguard the railway.’

This document also supports HM Railway Inspectorate Safety Principle 4:

‘Appropriate means to identify particular locations on the infrastructure should be provided for the safe operation and maintenance of the railway.’






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. It is the intention of this document that alterations to level crossings contribute to improving safety. This should however be achieved without imposing unreasonable costs on the industry. Alteration of a level crossing is therefore defined (in section B3) as 'the substantial renewal of all or part of an existing level crossing, which provides a reasonable opportunity to significantly improve the safety performance of the element subject to alteration'. It is important to understand that the requirements of this document do not apply simply because an alteration is made to part of a level crossing. The requirements are only mandatory where the alterations provide a reasonable opportunity for achieving compliance. The following examples illustrate how the requirements of this document apply: 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.

b) If the gate on one side of a level crossing is replaced because it is defective, the gate that is being replaced is to meet the requirements of section C3, but there is no mandatory requirement to replace the gate on the other side of the crossing, unless this would result in different gate widths.

c) If signalling alterations are carried out which involve the repositioning of signals to bring them into compliance with clause E6.1, there is no requirement to carry out other 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:

a) barriers (lifting barriers, gates and stiles)

b) fixed signs

c) telephones to the signaller or crossing keeper

d) active visible warnings

e) active audible warnings.

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.

In exceptional circumstances, and with the prior approval of HM Railway Inspectorate, it is permissible to provide a larger clearance.

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.

Where there are footpath or bridleway rights over a user-worked crossing, separate facilities applicable to the appropriate status shall be provided, for example, by providing wicket gates or stiles in addition to barriers.

The default position for barriers at user-worked crossings shall be lowered.

C2.2 Barrier crossings worked by an automatic control system Where barrier crossings are worked by an automatic control system, for example, automatic half-barrier crossings or automatic barrier crossings locally monitored, the barriers shall extend across only the left-hand side of the carriageway and footway when lowered.






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.

C2.3 Barrier crossings worked by train crew, signallers or crossing keepers The barriers when lowered shall fully close the carriageway and footway on both sides of the railway.

Two arrangements are permissible:

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 a crossing is worked by a signaller or crossing keeper from a control point which is more than 50 m from the crossing, or where the view of the crossing is inadequate, supervision by CCTV shall be provided. The CCTV shall provide a good view of the whole crossing area, including the stop lines.

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.

C2.4 Visibility of barriers to users Alternate red and white bands, nominally 600 mm long, shall be provided to the full depth on both sides of the barrier boom. A strip of retro-reflective material not less than 50 mm deep shall be provided along the full length of each band on both sides of the barrier.

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.

It is permissible to omit barrier lights at user-worked barrier crossings where no power supply is available.

C2.5 Provision of skirts at crossings with full barriers At any level crossing equipped with full barriers, skirts shall be fitted where either there is a significant risk of pedestrians deliberately passing under the lowered barriers or where herded animals are regularly taken over the crossing on the hoof.

Where provided, skirts shall be of light colour, light construction and shall fence in the space between the lowered barriers and the road surface.






C2.6 Barriers displaced by collision Lifting barriers shall be designed such that when displaced by a collision with a road vehicle, the boom separates from the barrier mechanism.

C3 Gates and stiles C3.1 Gated crossings worked by the user A single gate shall be provided on both sides of the line. Exceptionally, and with the prior approval of HM Railway Inspectorate, it is permissible to provide double gates where site constraints make this necessary.

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.

To prevent vehicles becoming trapped, the clearance between gateposts shall be the same on both sides of the railway to ensure that ease of entry and exit is consistent. This shall provide a minimum width of 3.0 m and a maximum of 5.0 m.

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 there are footpath or bridleway rights over a user-worked crossing, separate facilities applicable to the appropriate status shall be provided, for example, by providing wicket gates or stiles in addition to gates.

The default position for gates at user-worked crossings shall be closed.

C3.2 Gated crossings worked by train crew, signallers or crossing keepers At gated crossings operated by railway staff, the gates shall usually be arranged such that when opened to the road they close across the railway. The gates shall complete the fencing of the railway when closed across either the road or the railway.

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.

C3.3 Separate wicket gates for pedestrians at gated vehicular crossings It is permissible to provide separate wicket gates for pedestrians at gated vehicular crossings.






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.

Where wicket gates are provided at gated crossings controlled by a signaller or crossing keeper, they shall be capable of being locked by the signaller or crossing keeper.

C3.4 Gates at bridleway crossings Bridleway level crossings shall be protected by self-closing gates on each side of the railway. The gates shall be arranged to open away from the railway. Lifting barriers are not permitted.

Gates at bridleway crossings shall be not less than 1.5 m wide.

Unless horse riders are required to dismount, because of the presence of electrified overhead line equipment or a telephone, gates shall be designed to permit horse riders to remain mounted whilst opening them.

Where riders are required to dismount, consideration shall be given to the provision of mounting blocks on the approaches to the crossing.

C3.5 Gates and stiles at footpath crossings Footpath level crossings shall be protected by either gates or stiles on each side of the railway.

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.

Gates shall be easily opened by one person. They shall be self-closing.

Gates at footpath crossings shall be not less than 1.0 m wide.

C3.6 Visibility of gated vehicular crossings on public roads At gated crossings on public roads, the gates shall be painted white and shall carry circular red retro-reflective targets which face outwards when the gates are across the road.

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.

C3.7 Design of gates to deter incursions by people or animals Level crossing gates shall be sufficiently high and robust to prevent the incursion of animals onto the line.

At crossings operated by railway staff, the gates shall be designed to deter persons from climbing over or through them when closed.






C4 Fixed signs and road markings

C4.1 Provision of signs at crossings for railway passengers at a station (station foot crossing) Instruction signs explaining to the railway passenger how to proceed over the crossing shall be provided, sited to avoid any conflict with other signs for the public.

C4.2 Provision of signs at crossings for railway staff at a station (barrow crossing) or on an authorised walking route Instruction signs explaining to railway staff how to proceed over the crossing shall be provided, sited to avoid any conflict with signs for the public.

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.

C4.3 Provision of signs at public bridleway and footpath crossings So far as they are appropriate, the signs set out in the Private Crossings (Signs and Barriers) Regulations 1996 shall be provided. It is permissible to provide other signs where no appropriate sign is set out in the Private Crossings (Signs and Barriers) Regulations 1996.

C4.4 Provision of signs at crossings worked by the user The signs to be provided at crossings on private roads and paths are set out in the Private Crossings (Signs and Barriers) Regulations 1996. Where such signs are provided, they have the meanings ascribed to them in the Private Crossings (Signs and Barriers) Regulations 1996.

C4.5 Provision of signs at public road crossings The requirements for traffic signing and road marking on public roads are set out in the Traffic Signs Regulations and General Directions 2002.

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.

C4.6 Signs indicating the name of crossings Signs shall be provided to indicate the name of level crossings, both to crossing users and to railway staff.

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.

C4.7 Warning signs for electrified lines Requirements for the provision of warning signs relating to the risk of electric shock in areas with electrified lines are set out in GM/RT1041.

C4.8 Railway signs required for safety General requirements for railway signs required for safety are set out in GI/RT7033.

C4.9 Permanent closure of level crossings Requirements for the permanent closure of level crossings, including the closure of a public road crossing to vehicular traffic, are set out in Part L. This includes requirements for removal of signs.






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

b) to provide a communications link in the event of an emergency.

C5.2 Provision of telephones C5.2.1 Telephone communication to the signaller shall be provided at all barrier crossings worked by an automatic system.

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

b) no active visible warning is provided.

C5.2.3 At crossings worked by users (other than railway staff) telephones shall also be provided where:

a) there is known regular use by animals on the hoof, and

b) there are more than two running lines.

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.

C5.3 Requirements for telephone systems Particular requirements for telephone systems are set out in Part D.

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.

Indicators shall be located at each access to the crossing in such positions as to be visible from a position of safety.

Where there is intermediate access to a crossing, the sections of the crossing shall be staggered and each section shall be treated as a separate crossing.






Crossings equipped with white lights are not suitable for use by members of the public (see clause C6.2), unless accompanied by railway staff.

It is permissible for the active visible warning to be provided by red/green lights at crossings for use by railway staff, provided these are not located at stations.

C6.2 Active visible warnings at crossings worked by users (other than railway staff) Where active visible warnings are required at crossings worked by users, (including station foot crossings, footpath crossings, bridleway crossings and user-worked crossings) red/green lights, as specified in the Private Crossings (Signs and Barriers) Regulations 1996, shall be provided on each side of the railway, facing outwards from the railway towards approaching users.

C6.3 Active visible warnings at crossings on public roads The requirements for road traffic light signals are set out in the Traffic Signs Regulations and General Directions 2002.

All road traffic light signal units at a level crossing shall be of a similar type and shall produce outputs of similar light intensity.

Where it is identified that significant differences in the characteristics of road traffic light signals at nearby crossings could give rise to a risk of road users failing to heed them, light signals of a similar type shall be provided at all crossings within the area where it is considered that such a risk could arise.

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.

C6.4 Requirements for the control of active visible warnings Particular requirements for the control of active visible warnings are set out in Part E.

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.

C7.2 Characteristics of sound to be produced When the level crossing operating cycle is initiated, the audible warning device shall emit a continuous sound comprising repetition of two alternating tones. The two alternating tones shall have frequencies of 800 Hz ±1% and 1000 Hz ±1%, and shall be of equal duration. The tonal sequence shall repeat approximately every 0.5 second.

When a distinctive tone is required to give warning of a second train approaching the crossing, the tonal sequence shall alternate at an increased rate, repeating approximately every 0.25 second.






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.

C7.3 Output level of active audible warning devices The output level of the audible warning device shall be sufficient to provide an adequate warning to pedestrians under all expected conditions of background noise. Subject to meeting the requirement to provide an adequate warning, the output level of the audible warning device shall be limited to avoid unnecessary annoyance to local residents.

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.

C7.4 Number of audible warning devices to be provided The number of audible warning devices to be installed at a level crossing shall be determined by the specific requirements of the crossing, but shall not be less than two.

C7.5 Reliability of audible warning devices The audible warning device shall function under all reasonably foreseeable environmental conditions.

C7.6 Provision of ‘whistle’ signs as crossing protection For footpath crossings, it is permissible for an audible warning to be given by an approaching train, subject to a risk assessment. In such cases, whistle signs shall be provided.

C7.7 Requirements for the control of active audible warnings Particular requirements for the control of active audible warnings are set out in Part E.






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

c) the presence of incoming calls is always indicated to the signaller or crossing keeper

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.

D1.2 Equipment at the control or supervising point The equipment at the designated control or supervising point shall:

a) allow calls to be made to, or received from, all level crossings for which it is responsible and which have telephones provided

b) provide an audible indication of incoming calls

c) provide a visual indication of the status of the calling circuit (unless individual telephones are used)

d) be labelled or displayed such that the associated crossing or group of crossings is clearly identifiable to a user making or receiving a call

e) be arranged logically in relation to the signalling control equipment or diagram

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.

If the signaller or crossing keeper has to go outside the control or supervising point in the course of normal duties, consideration shall be given to making the calling signal (indicating an incoming call from the level crossing) audible wherever the signaller needs to go.

D1.3 Level crossing circuits provided via a telephone exchange At crossings, other than those worked by an automatic control system monitored by a signaller or crossing keeper, it is permissible to provide level crossing circuits via a telephone exchange or electronic switch and with auto-phones installed at the crossing.






A separate exchange line shall usually be provided in the control or supervising point for each level crossing fitted with auto phones. Where there are multiple crossings in a block or signal section, it is permissible to set up the telephones at all of them to ring the same extension at the control or supervising point, provided that a hunt group is established. Sufficient lines shall be provided on the hunt group to ensure that a caller does not receive the engaged tone under the expected levels of crossing usage.

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.

D1.4 Closure of the control or supervising point If it is possible for the control or supervising point to close while the line remains open to railway traffic, facilities shall be provided to transfer calls from any level crossing phone to the control point taking over responsibility. The transfer shall be achieved using the closing switch used to transfer signalling controls (see clause E4.5.2).

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.

D1.5 Types of telephones for use at level crossings Telephones at crossings shall be one of the following types:

a) a direct line with either lift-to-call or press-to-call operation

b) a level crossing telephone system, such as the Public Emergency Telephone System (PETS)

c) an auto-phone capable of dialling only one number, either by programming of the telephone or by configuration of the exchange.

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.

D1.6 Telephone circuits D1.6.1 Number of circuits All telephones at a crossing shall usually share a single circuit back to the control or supervising point. Separate circuits are permissible where all the following conditions can be met:

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

c) the signaller or crossing keeper’s indications and call facilities are unambiguous.






D1.6.2 Choice of telephone circuits Circuits for crossing telephones shall be of one of the following types:

a) a circuit provided entirely within the infrastructure controller’s telecommunications systems, including a radio system

b) a circuit partly or wholly provided by a public network, including a radio system.

A network termination point shall be provided to define any point where responsibility for maintenance changes. Where possible, the network termination point shall be positioned where access to it can be obtained without the person requiring personal track safety competence or supervision.

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.

Power supplies for level crossing communications shall be designed to ensure that voice communications can continue for a minimum of 12 hours after the loss of the primary power supply.

Loss of a primary power supply provided by the infrastructure controller to a level crossing telephone system shall be indicated at the control or supervising point.

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.

At other level crossings, telephones shall be positioned adjacent to the point of access to the railway.

D2.2 Additional requirements Where telephones are provided on bridleway crossings with facilities for riders to open gates without dismounting, consideration shall be given to providing additional telephones useable by a mounted rider.

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.

D3.2 Identification label Each telephone shall be identified by a label depicting a black handset on a yellow background, as illustrated in GI/RT7033. If any label cannot be clearly seen from all parts of the crossing area, and from any sign advising users to telephone, additional labels shall be fixed to the sides of the telephone enclosure or its supporting structure.

Additional requirements for crossings worked by an automatic control system monitored by signaller or crossing keeper are set out in section D6.

D3.3 Information labels The information label shall provide:

a) instructions on how to use the telephone

b) the name of the control point (signal box)

c) the name of the level crossing

d) the location reference

e) the public telephone number of a continuously staffed location, to be contacted if the telephone is faulty.

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.

Additional requirements for crossings worked by an automatic control system monitored by a signaller or crossing keeper are set out in section D6.

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.






D4.2 Identification label Telephones that are not for the crossing user, which can only communicate with the control or supervising point, shall be identified by a lineside telephone label, as illustrated in GI/RT7033.

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.

D4.3 Information labels The information label shall provide:

a) instructions on how to use the telephone

b) the name of the control point (signal box)

c) the name of the level crossing

d) the location reference

e) the phonetic alphabet.

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.

D6.2 Labelling of telephones for use of the crossing user Identification labels shall be fitted to three sides of each telephone housing or to a separate panel fitted above the telephone. (Refer also to the Traffic Signs Regulations and General Directions 2002, and the Private Crossings (Signs and Barriers) Regulations 1996.)

Labels shall be legible by day and by night.

D6.3 Labelling of supervising point equipment The button or device used to receive calls, and the corresponding visual indication, shall be distinctive from those used for other telephone circuits. It is permissible to achieve this by applying a distinctive colour, such as red.

D6.4 Choice of telephone circuits Telephone circuits provided for the crossing user shall be of the direct line type.






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.

E1.2 Control of white light indicators The white light indicators shall be illuminated when it is safe to cross, and shall be automatically extinguished on the approach of a train.

The warning shall be initiated automatically by the approaching train. The arrangements shall ensure that no train arrives at the crossing in less than the specified minimum period after the initiation of the warning sequence, and the strike-in points shall be positioned to ensure this, taking into account any time delays in the operation of the equipment. The warning shall cease as soon as all approaching trains have passed clear of the crossing.

E1.3 Warning times The controls shall ensure that the warning time is sufficient for a user to traverse the crossing from the decision point and reach a place of safety at least 10 seconds before the arrival of a train. Determination of the minimum warning time shall take into account:

a) the number of tracks to be crossed

b) the approach speed of trains

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.

E1.4 Train detection Train detection systems shall be designed to ensure:

a) immediate detection of the first vehicle of a train as soon as it reaches the strike-in point

b) reliable detection of all trains, taking into account possible rail head contamination

c) detection of the direction of the train movement (see section E8).

E2 Crossings with red/green lights

E2.1 Provision of protecting signals There are no specific requirements for the provision of protecting signals.

E2.2 Control of red/green lights When there are no trains approaching the crossing, the green light in each light unit shall be illuminated. An approaching train shall cause the green lights to be extinguished and the red lights to be illuminated.






The warning shall be initiated automatically by the approaching train. The arrangements shall ensure that no train arrives at the crossing in less than the specified minimum period after the initiation of the warning sequence, and the strike-in points shall be positioned to ensure this, taking into account any time delays in the operation of the equipment. The warning shall cease as soon as all approaching trains have passed clear of the crossing.

E2.3 Warning times The minimum warning time for a crossing equipped with red/green lights, from the illumination of the red light to the arrival of the train, shall not be less than the minimum warning time set out in the table below for the type of crossing concerned. This minimum warning time shall be increased, where necessary, to ensure that it is at least five seconds longer than the time required for any expected users to traverse the crossing, from the decision point to a point at which they are completely clear of the railway on the far side of the crossing. In this case, the decision point is a point at which the crossing user can see the red and green lights before starting to cross.

Type of crossing Minimum warning time

User-worked (vehicular) 40 seconds

Bridleway 40 seconds

Footpath 20 seconds 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.




c) detection of the direction of the train movement (see section E8).

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.

At vehicular crossings, where the train detection system is susceptible to false operation by road vehicles, the system shall be designed to prevent incorrect initiation of the crossing closure sequence resulting from the passage of road vehicles.

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.






E3.1.2 Driver’s level crossing indicator A driver’s level crossing indicator (in accordance with GK/RT0031) shall be provided for the train driver on each rail approach to the crossing. The crossing indicator shall be positioned approximately 5 m before the crossing.

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.




c) detection of the direction of the train movement.

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.

Where the train detection system is susceptible to false operation by road vehicles, the system shall be designed to prevent incorrect initiation of the crossing closure sequence resulting from the passage of road vehicles.

E3.3 Operational sequences E3.3.1 Initiation of crossing closure The operation of the level crossing shall be initiated by detection of an approaching train, except as set out in clause E3.5.

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.






E3.3.2 Opening of crossing The barriers shall rise as soon as the train detection confirms that the train has passed completely over the crossing, unless another train has passed the strike-in point (or a separate ‘another train coming’ strike-in point, if provided).

E3.3.3 Crossing remains closed for subsequent train If the crossing remains closed for another train, the audible warning shall change to the ‘second train’ tone (see clause C7.2) as soon as the first train arrives at the crossing.

E3.3.4 Constraints on warning time The crossing shall be designed such that at least 95% of trains are likely to arrive within 75 seconds, and 50% within 50 seconds after commencement of the closure sequence. Where the mix of rail traffic is such that this cannot be achieved, either:

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

b) speed discrimination controls or a predictor system shall be provided.

E3.4 Speed of trains approaching the crossing Trains shall be required to approach the crossing at a speed not exceeding a defined crossing speed.

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.

The crossing speed shall be indicated by a special speed restriction sign, located at the point at which the crossing indicator can be seen and the crossing can be seen to be clear. This point shall be a maximum of 600 m from the crossing. If there is a signal between the special speed restriction sign and the crossing, a miniature special speed restriction sign shall be provided at the signal as a reminder of the crossing speed.

A level crossing warning sign shall be provided on the approach to the special speed restriction sign, positioned to allow:

a) all trains to brake to a stand before reaching the crossing, in accordance with the distances specified in GK/RT0034, and

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.

E3.5 Trains stopping on the approach to the crossing If all trains stop on the approach to the crossing, for example, at a station, or the available visibility is insufficient to enable a safe crossing speed to be set, a stop board shall be provided on the approach to the crossing.

If the station dwell time is short and predictable, it is permissible to initiate operation of the crossing automatically by timed occupation of the track section on the approach to the stop board. If the station dwell time is not short and predictable, operation shall be initiated by means of a plunger or other






appropriate device, located at the station and operated by the train crew. This shall only be effective when a train is detected to be present.

E3.6 Indications to train driver The driver’s level crossing indicator applicable to the direction of travel of the train shall display a flashing white aspect when all of the following apply:

a) the main power supply is available

b) correct operation of the crossing has been initiated by a train approaching the crossing on the track to which this level crossing indicator applies

c) at least one red light in each road traffic light signal is proved to be lit

d) the barriers have begun to lower for the approaching train

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.

E3.7 Failure mode The control of the barriers shall be so arranged that they remain raised if there is a loss of power.

Resetting of the crossing shall be initiated after a suitable time interval following a failure, as follows:

a) two minutes after a failure of a strike-in train detection section

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.

E3.8 Facilities for local control Local control facilities shall be provided, see section E11.

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.

Each protecting signal shall be capable of replacement to danger by the signaller.

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.

Where the signal is controlled by another signaller and cannot be directly operated from the supervising point, a direct means of communication shall be provided to enable the crossing operator to request the signal to be replaced to danger in an emergency.

E4.1.2 Particular requirements for lines controlled by an RETB system On lines controlled by an RETB system, the stop board at each token exchange point shall act as a protecting signal. The 10 minute time limit need not be applied to the running time between the protecting signal, or stop board and the crossing, if either:

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) before passing a designated point on the approach to the crossing, the driver of each train is required to contact the signaller to obtain permission to proceed over the crossing.







E4.3 Operational sequences E4.3.1 Initiation of crossing closure Closure of the crossing shall be initiated by an approaching train, except as set out in clause E4.4.

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.







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.


E4.3.2 Opening of crossing The barriers shall rise as soon as the train detection confirms that the train has passed completely over the crossing, unless another train has passed the strike-in point (or a separate ‘another train coming’ strike-in point, if provided).

E4.3.3 Crossing remains closed for subsequent train If the crossing remains closed for another train, the audible warning shall change to the ‘second train’ tone (see clause C7.2) as soon as the first train arrives at the crossing.

E4.3.4 Constraints on warning time The crossing shall be designed such that at least 95% of trains are likely to arrive within 75 seconds and 50% within 50 seconds after commencement of the closure sequence. Where the mix of rail traffic is such that this cannot be achieved, either:



E4.3.5 Signals on approach to crossing If there are signals between the strike-in point and the level crossing such that two trains can be accommodated within the strike-in point, controls shall be provided to ensure that the crossing operates correctly for each train.

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.

E4.4 Stations on the approach to crossings Where there is a station on the rail approach to the crossing, ‘stopping/non-stopping’ controls shall be provided where this is necessary to ensure that stopping trains do not exceed the maximum crossing warning times permitted above. It is then necessary to provide a signal between the station and the crossing. A selection device shall permit the signaller to select appropriate strike-in arrangements for stopping and non-stopping trains. It is permissible for the controls to default to one of the arrangements (either stopping or non-stopping) if a specific selection has not been made for an approaching train. It is permissible for the selection to be made automatically by train description.

If all trains stop at a station on the approach to the crossing, it is permissible to provide strike-in arrangements for stopping trains only. A signal or stop board shall be located between the station and the crossing, and shall be at least 50 m from the crossing, except where the crossing lies immediately beyond the station platform when it is permissible to reduce this distance to 25 m.

Where a signal is provided, this shall be maintained at red when stopping controls are selected (or where strike-in arrangements are provided for stopping trains only) until the crossing closure sequence has been initiated.

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.

E4.5 Supervision and monitoring E4.5.1 Indications of the state of the crossing Indications of the state of the crossing shall be provided in the supervising point (see GK/RT0025). An alarm shall be given in the event of a failure affecting the operation of the crossing, including:

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)

e) the directional controls failing to reset

f) any access doors to barrier mechanisms or local control unit not proved to be closed and locked.

E4.5.2 Transfer of supervision to another supervising point Where the supervising point can close while the line remains open, the supervision of the level crossing shall be transferred to another supervising point. The transfer of supervision shall be effected by the closing switch. Where a block switch is provided to switch through block circuits, this shall also function as the closing switch.






Operation of the closing switch shall connect all indications, alarms and telephones associated with the level crossing to the alternative supervising point.

E4.5.3 Closure of supervising point when the line over a crossing is closed to rail traffic Where the supervising point can close and 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 switch telephone circuits, as set out in Part D.

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.

E4.6 Failure modes The barriers shall lower in the event of a total power supply failure to the barrier mechanisms.

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:

a) an intermittent failure of a strike-in train detection section

b) a power supply change-over that interrupts the supply to the train detection

c) a failure of the exit controls to reset the strike-in controls

d) intermittent failure or false operation of overrun treadle controls.

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.

E4.7 Facilities for local control Local control facilities shall be provided, see section E11.

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.






E5.2 Requirements when barriers are provided E5.2.1 Control of barriers A control unit shall be provided for an authorised operator to initiate the closing and opening sequences, see section E7 for details. It shall be located conveniently for operation by the train crew and shall give a clear view of the crossing. The control unit shall be secured to prevent unauthorised operation.

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.

E5.2.2 Barriers designed to raise automatically If the crossing is designed to allow the barriers to rise automatically, they shall not do so until the train detection confirms that the train has passed completely over the crossing. A ‘Barriers Up’ (BU) indicator (in accordance with GK/RT0031) shall be provided, far enough beyond the crossing to ensure that the raising sequence is completed in time for the driver of the longest permitted train to see the ‘Barriers Up’ indicator illuminated before passing it. If the ‘Barriers Up’ indicator is not illuminated, it shall be necessary for the train to stop and for a member of the train crew to return to the crossing to raise the barriers using the control unit.

E5.2.3 Failure modes The control of the barriers shall be so arranged that they remain raised if there is a loss of power.

E5.3 Requirements when gates are provided The gates shall be secured across the railway, and the means of unlocking or releasing them to enable them to be closed across the road shall be available only to authorised operators.

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.

Where reasonably practicable, the protecting signals shall be overlap or block acceptance distance from the level crossing. Where this is not reasonably practicable, it is permissible for a level crossing not to be regarded as an obstruction within the overlap or block acceptance clearing point.

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 setting back. Where shunting signals are provided to control setting-back movements, and they are not required to stop train movements that are permitted to approach them when the crossing is open to road traffic, it is permissible for these shunting signals to be located less than 25 m from the crossing.

E6.2 Requirements when barriers are provided E6.2.1 Control of barriers Requirements for the design of signalling controls and indications are set out in GK/RT0025.

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.

In addition to the ‘crossing clear’ control operated by the signaller or crossing keeper, consideration shall be given to the need for provision of an automatic means of proving that the crossing is clear and free of obstruction before the protecting signals are allowed to clear, particularly where automatic lowering is provided. If such a system is provided, it shall be capable of detecting a single pedestrian.

E6.2.2 Barriers designed to raise or lower automatically It is permissible for automatic raising and/or automatic lowering facilities to be provided. If these facilities are provided, there shall be controls to enable or disable them, and an indication shall be provided to show when they are operational.

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.

Automatic lowering and automatic raising shall be disabled in circumstances, such as the failure of a remote control system, which result in the signaller or crossing keeper not having the information necessary to supervise the operation of the crossing or control the trains passing over it.

E6.3 Train detection Train detection between all protecting signals and the level crossing shall be provided. Occupation of any track section between the protecting signal(s) and the crossing shall maintain the locking of the barriers in their lowered position, or the gates closed across the road.

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

b) disable any signal overrun controls

c) switch telephone circuits as set out in Part D.

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.

E6.5 Additional requirements for crossings worked remotely using CCTV E6.5.1 Provision of CCTV monitors The positioning and layout of CCTV monitors and associated controls, and their relationship to other elements of the signalling control and indication equipment, shall be subject to task analysis and ergonomic assessment in accordance with the requirements of GK/RT0025. This shall apply to the provision of CCTV level crossing equipment as part of a new signalling control centre and to the introduction of such equipment into an existing control point.

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.

Where duplicate or stand-by CCTV systems are provided, there shall be no reduction in the facilities available for crossing monitoring and control when these systems are in use.






If a number of CCTV-supervised crossings are controlled from the same point, it is permissible for there to be a single stand-by monitor to take over from any of the others if it fails. The arrangements shall minimise the possibility of confusion over which crossing the stand-by monitor is showing, and minimise the risk that the signaller or crossing keeper associates the picture on the monitor with the controls for a different crossing.

Requirements for CCTV systems in relation to lighting of level crossings are set out in section H2.

E6.5.2 Additional requirements for barrier indications At a remotely worked crossing, an indication shall be given to the signaller or crossing keeper if any of the barriers are displaced by a road vehicle.

E6.5.3 Facilities for local control Local control facilities shall be provided, see section E11.

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

b) after approximately three seconds the amber lights shall be extinguished and the red road traffic light signals shall begin to flash

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.

E7.2 Duration of audible warnings At crossings with full barriers, the audible warning shall cease when all barriers have reached the lowered position. At automatic crossings with half-barriers, the audible warning shall continue for as long as the crossing is closed to road traffic.

E7.3 Crossing opening sequence At crossings provided with barriers and road traffic light signals (other than red/green stop lights), the sequence of operations to open the crossing to road traffic shall be as follows:

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.

E7.4 Additional requirements for crossings worked by automatic control systems There are additional requirements for crossings worked by automatic control systems. These are set out in sections E3 and E4.

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.

E8.2 Wrong direction controls on unidirectional lines Wrong direction controls shall be provided at all automatic crossings on unidirectional double lines.

Automatic level crossings provided with wrong direction controls shall be identified in the Sectional Appendix.

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.

For automatic crossings other than locally monitored crossings, an automatic level crossing wrong direction speed restriction sign (as set out in GI/RT7033) shall be provided before the strike-in point. If the permissible speed applying over level crossings in the wrong direction is less than the permissible speed of the line, the reduced permissible speed shall, as far as possible, be the same for all crossings on a line or section of line.

E8.3 General requirements for bidirectional controls When a train has passed over the crossing, but is within the strike-in point for trains approaching in the opposite direction, directional controls shall permit the crossing to open and shall prevent the crossing closure sequence from being initiated again by the train proceeding away from the crossing. An intermittent false clearance of a train detection track section occupied by a train proceeding away from the crossing shall not allow the directional controls to be reset or cause the warning sequence to be initiated again.

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.)






E9.2 Provision of AWS equipment E9.2.1 Normal requirements Except as set out in clause E9.2.2, AWS equipment shall be provided on the approach to all distant signals, distant boards or level crossing warning signs associated with automatic crossings and train crew operated crossings.

Requirements for the provision of AWS equipment on all lines, including at level crossings, are set out in GE/RT8035.

E9.2.2 Exemption from provision of AWS for wrong direction movements On a line that is signalled unidirectionally, the AWS equipment applicable to normal direction movements is not generally suppressed for unsignalled wrong direction movements (such as during single line working), nor are cancelling indicators provided. Where locally-monitored automatic crossings are provided with bidirectional controls, it is permissible not to provide AWS equipment for distant signals, distant boards or level crossing warning signs associated with unsignalled wrong direction movements.

E9.3 Delayed clearance of signals Where it is necessary to control the clearance of a signal in order to ensure that a train accelerating from the signal cannot reach the crossing in less than the minimum warning time, the required delay shall be determined using appropriate acceleration curves for all types of train using the line. The required delay shall be reassessed when any new stock is introduced onto the line. (See also GE/RT8270.)

E9.4 Ensuring provision of minimum warning times Where minimum warning times are specified, the method of initiating the warning shall make allowance for any equipment operating delays, to ensure that the warning is given for not less that the specified minimum time before the train arrives at the crossing.

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.

E11 Local control units E11.1 Provision of local control units A local control unit shall be provided at all barrier level crossings, other than:

a) user-worked barrier level crossings, and

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.






E11.2 Functional requirements for local control units The local control unit shall incorporate facilities for providing the following functions:

a) taking control from the usual control point

b) initiating the crossing closure sequence

c) initiating the crossing opening sequence

d) enabling barriers to be hand operated

e) returning to normal operation from the usual control point or automatic operation, as appropriate.

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.

E11.3 Housing of local control units The local control unit shall be housed in a weatherproof enclosure, designed and constructed to protect the equipment from vandalism and unauthorised access.

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?’.

E11.4 Location of local control units The local control unit shall be positioned with a clear view of the whole of the level crossing and its approaches.

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.

Where practicable, this information shall be used to provide advice of non-critical failures of the crossing equipment, such as the failure of individual lamps in the road traffic signals.

E12.2 Retrieval of recorded information Facilities and competent staff shall be available to retrieve recorded information.

E12.3 Retention of recorded information Recorded information shall be retained securely for a minimum of 30 days.






E13 Sighting of lineside signs and indicators associated with level

crossings Driver’s level crossing indicators, barriers up indicators and railway level crossing approach signs associated with level crossings shall be subject to signal sighting procedures. Requirements for signal sighting are set out in GE/RT8037.

E14 Automatic open crossings, locally

monitored 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. However, if an existing automatic open crossing is being refurbished or modified, the control system principles to be applied are set out in Appendix 1.






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.

F1.2 Siting of level crossings Level crossings shall be sited on plain line. The nearest edge of the crossing shall not be closer than 3.0 m to the nearest bearer in an S&C layout.

F1.3 Design considerations Where a section of track passes through a crossing, the track design shall take into consideration:

a) the need to support the crossing surface system

b) the additional wear and loadings caused by road vehicles using the crossing

c) the probable presence of road detritus and additional surface water

d) the probable use of corrosive de-icing compounds, particularly salt

e) the extent to which the surfacing may hinder inspection or maintenance of the track.

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.

F2.2 Overhead electrified lines Design requirements for overhead electrified lines at crossings to avoid direct contact between people and live parts of the electrification system are set out in GE/RT8025. They include requirements for:

a) the minimum height of live parts of the overhead line equipment above the crossing surface, and

b) the provision of height gauges to restrict the maximum height of road vehicles using the crossing.

F2.3 Third-rail electrified lines Design requirements for third-rail electrified lines at crossings to avoid direct contact between people and live parts of the electrification system are set out in GE/RT8025. They include requirements for:

a) the minimum distance between the ends of conductor rails and the nearest edge of a level crossing






b) the provision of cattle-cum-trespass guards

c) the provision of guard boarding alongside the conductor rail.






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

c) gradients can safely be ascended or descended by any road vehicle likely to use the crossing.

G1.2 Horizontal alignment of the crossing and its approaches Unless prevented by site circumstances, the carriageway shall be straight over the crossing and on its immediate approaches. If this cannot be achieved:

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.

G1.3 Angle of intersection of the crossing and its approaches Where reasonably practicable, the intersection between road and railway shall be at a right angle.

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.

Where necessary, provision shall be made for eliminating the possibility of confusion between lights on the road (including the lights of vehicles) and railway signal aspects; for example, by shielding road lights or altering the alignment of the approaches to the crossing. See also clause G2.2.

G1.4 Width of the crossing and its approaches The width of the crossing shall be sufficient to enable the traffic permitted to use it, including pedestrians, to cross safely.

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.

At automatic crossings it shall be possible for traffic to pass safely on the approaches to the crossing. Any type of crossing shall not form an isolated passing place.

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

c) permit the safe passage of trains

d) allow access for maintenance and inspection of both track and the crossing surface system.

G2.2 Factors to be taken into account The determination of the requirements set out in clause G2.1 shall take into account:

a) the speed and intensity of road traffic

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

d) the need for adequate resistance to vehicle skidding

e) the avoidance of tripping or slipping hazards to people or animals likely to use the crossing

f) the provision of adequate clearances for the passage of rail vehicles, including any associated collector shoes

g) the need for the wheels and flanges of rail vehicles to pass through unobstructed and without damaging the crossing surface

h) hazards to cyclists and occupants of prams, baby buggies, pushchairs and wheelchairs caused by flangeway gaps and discontinuities in the surface

i) the need for resistance to vandalism commensurate with local conditions.

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.

Deformable flangeway fillers shall not be used unless formal calculations demonstrate that their use does not increase the risk of derailment.

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.

G2.4 Particular requirements for user-worked crossings The surface of user-worked crossings shall be of secure, durable and robust construction. A non-slip surface shall be provided if there is known movement of animals on the hoof.

It is permissible for the road surface at user-worked crossings to be made up of ballast where site constraints prevent the use of timber or an equivalent. Where the surface is made up of ballast, the ballast shall be contained to ensure that the surface is at, or almost at, rail level and the flangeway gap is maintained.






G2.5 Particular requirements for bridleway and footpath crossings At bridleway and footpath crossings, the surface provided between the decision points shall be unobstructed. The rails do not constitute an obstruction.

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 bridleway crossings, the surface shall be made up to rail level.

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.

G2.6 Cattle-cum-trespass guards Requirements for the provision of cattle-cum-trespass guards on third-rail electrified lines are set out in GE/RT8025 (see clause F2.3).

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

b) there is a significant risk of trespass by pedestrians.

Where cattle-cum-trespass guards are provided, they shall be at least 2.6 m wide measured at any angle to the edge of the crossing surface. They shall be robust and fastened down to prevent damage or displacement by passing trains.

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.

If the road approaches to a crossing are illuminated, the crossing shall be illuminated to at least the same standard.

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.

CCTV cameras shall automatically compensate for variations in light level, including night viewing under the illuminance conditions set out in clauses H2.2 and H2.3. Cameras shall be equipped to operate satisfactorily during inclement weather conditions. Cameras shall be duplicated, as necessary, to ensure the required availability.

Other requirements for CCTV monitors are set out in section E6.5.

H2.2 Illuminance in the horizontal plane Lighting shall provide a maintained 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:

a) ratio of minimum illuminance to average illuminance greater than 0.4, and

b) ratio of minimum illuminance to maximum illuminance greater than 0.2.

Consideration shall be given to increasing the level of maintained illuminance, where necessary, to compensate for the effects of car headlights.






H2.3 Illuminance towards observers and CCTV cameras The illuminance towards observers and CCTV cameras shall be steady and not less than 4 lux, with the following uniformity ratios:



H2.4 Measurement of illuminance towards observers and CCTV cameras The illuminance towards observers and CCTV cameras shall be measured at a height of 1.0 m above ground level over the usable area of the crossing. The measurements shall be taken from the position and direction of:

a) any relevant CCTV camera, and

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.

H2.5 Co-ordination of lighting design with CCTV camera positions The lighting design shall be co-ordinated with CCTV camera mounting positions and heights to provide the optimum lighting combined with minimum glare. The design shall take into consideration:

a) reflection from wet or snow-covered road or railway surfaces

b) reflection from adjacent buildings

c) any effect from other nearby sources of light

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:



H3.2 Illuminance towards observers The illuminance towards observers shall not be less than 4 lux, with the following uniformity ratios:



H3.3 Measurement of illuminance towards observers The illuminance towards observers shall be measured at a height of 1.0 m above ground level over the usable area of the crossing. The measurements shall be taken from the position and direction of:

a) the signal box having observation of the level crossing, and






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:

a) adequate warning of the introduction of the crossing

b) temporary road closures or diversions, if necessary

c) temporary protection, if necessary.

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.

During commissioning, the optical performance of CCTV systems and associated lighting shall be tested with a suitable test target over the whole of the crossing.

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.

When the type of level crossing is changed, or there is an appreciable change to the measures provided to ensure the safety of crossing users, information shall be provided to users to remind them of the correct procedure for using the crossing in a safe manner, and to highlight the changes being made to the crossing.

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.

Additionally, measurements shall be made to confirm that actual warning times and minimum road open times meet design requirements.






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).

K1.1 Locally unique names Each level crossing shall have a locally unique name; the object being to ensure that confusion does not arise in verbal or written communication about the geographical location of the crossing.

K1.2 Use of locally unique names Identification signs and labels at the crossing and the records and documents described in, or required by, this standard, the Sectional Appendix and the Level Crossing Order, shall use the locally unique name.

It is permissible for names to be common to crossings and adjacent features such as signal boxes.

For the benefit of the emergency services, names shall, as far as is reasonably practicable, be compatible with other names in the locality.

Names shall not be abbreviated on identification signs and labels at the crossing. Any abbreviation used for other purposes, for example records, shall be clear and unambiguous, for example, ‘Rd’ for ‘Road’.

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 signaller or crossing keeper shall be provided with local operations instructions relating to each level crossing under their control, where instructions in GE/RT8000 are not adequate for that location.

The local operations instructions shall set out requirements for the operation of the crossing during:

a) normal operation

b) use of the crossing by vehicles carrying exceptional loads, for example, very long or slow-moving vehicles or animals on the hoof

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.

The designated protecting signal shall be documented in the local operations instructions if the protecting signal could be misidentified.

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

c) identify occurrences of blocking back

d) identify any obvious changes in the locality which may affect users or warning times

e) test the functioning of any equipment (including telephones) provided to assist the protection of the road user

f) assess road crossings against the requirements for vertical road profiles, as set out in clause G1.1

g) identify any change in the environment which could cause deterioration to any part of the crossing

h) identify any change in the crossing’s condition.

Automatic level crossing operational sequences shall be timed to ensure that minimum warning times are being met.

K4.2 Frequency of general inspections The frequency of inspection shall be:

a) sufficient to identify any change in condition, use or the environment which is prejudicial to the safe use of the crossing

b) sufficient to ensure that timely and appropriate action can be taken to ensure the continuing safety of the crossing






c) commensurate with the level of road and rail traffic using the crossing, including use of the crossing by abnormal road loads.

All inspections shall be carried out by competent persons. The competence requirements for those undertaking the inspections shall be documented.

K4.3 Inspection of signalling and operational telecommunications systems and equipment Requirements for inspection and maintenance testing of all types of level crossing signalling control systems are set out in GK/RT0106 and GK/RT0210.

GC/RT5021 includes a requirement for the correct functioning of all telephones at unmanned level crossings to be checked in the course of basic track inspections.

K4.4 System failures and incidents On-site investigative action to be undertaken when a signalling or operational telecommunications system failure has occurred is set out in GK/RT0209. With regard to level crossings, such an investigation shall also be undertaken after:

a) a collision between a train and a road vehicle, pedestrian, cyclist or horse rider, and

b) an allegation of a high-risk failure of the control system.

K4.5 Inspection of track through crossings General requirements for track inspection are set out in GC/RT5021. In particular, GC/RT5021 sets out requirements for basic track inspections. These include a list of suggested items to be identified and reported at level crossings.

A detailed inspection of the track through crossings shall be undertaken at intervals to determine its condition and the need for maintenance or renewal of rail, components and ballast. Particular attention shall be given to:

a) rail corrosion (see also GC/RT5022)

b) loose, missing or defective fastenings, insulators and pads

c) broken, cracked or defective sleepers

d) signs of ballast slurrying or effects of inadequate road or track drainage on ballast conditions

e) signs of voiding

f) changes in track geometry, in particular track cross levels that may increase risks of grounding.

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.

Detailed inspections shall be carried out at intervals commensurate with the usage of the track and the rate of deterioration of the track system, but not exceeding three years.

It is permissible to extend the intervals between detailed inspections when supported by an appropriate risk assessment. The extended interval shall not exceed six years.






The risk assessment to support an extension to inspection intervals shall take into account the track condition found at the last detailed 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.

K4.6 Inspection of crossing surface system A detailed inspection of crossing surfaces, supporting elements and any fixings shall be undertaken at intervals to determine their condition and the need for maintenance or renewal.

Detailed inspections shall be carried out at intervals commensurate with the usage of the crossing and the rate of deterioration of the crossing surface, but not exceeding three years.

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.

It is permissible to extend the intervals between detailed inspections when supported by an appropriate risk assessment. The extended interval shall not exceed six years.

The risk assessment to support an extension to inspection intervals shall take into account the condition of the crossing surface found at the last detailed 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.

Arrangements shall be made to undertake any necessary actions within a timescale commensurate with expected deterioration of the conditions found, and the risk to trains and the users of the crossing.

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.

GC/RT5202 requires that local plans for the management of vegetation be produced for sections of the route with significant risks. The presence of a






crossing shall be considered to be a ‘significant risk’ for the purposes of this requirement.

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.

Procedures shall be in place to provide notice to the relevant highway authority, of railway works that affect roads in the vicinity of level crossings.

K9.2 Other engineering work in the vicinity of level crossings Procedures shall be in place to receive notice from the highway authority and others, of work on roads in the vicinity of level crossings, and to instigate any control measures necessary to ensure the safe operation of the crossing during the period of the work. The control measures shall take into account the risks arising from traffic blocking back over the crossing.

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.

K10 Temporary speed restrictions through

crossings The requirements for application of temporary speed restrictions which affect automatic level crossings are set out in GK/RT0038.

When application of a temporary speed restriction, and the consequent increase in the time taken by trains to pass through the controlling track section, can lead to incorrect operation of resetting controls, it is permissible to adjust the time settings for these controls to avoid unwanted operation. The risks introduced by any such alterations, including the failure to restore the original timings when the temporary speed restriction is removed, shall be assessed and appropriate measures applied to mitigate them.

K11 Records of level crossings

K11.1 Requirement to keep records Records shall be kept of all level crossings. The records shall include as a minimum:

a) the name of the level crossing (see section K1), with the road name or number, if applicable

b) the national grid reference of the level crossing

c) the crossing type (see GI/RT7011)

d) the location of copies of risks assessments relating to the crossing (see GI/RT7011)

e) details of any particular hazards






f) the location of copies of the Level Crossing Order and level crossing ground plans (see clause K11.2)

g) details of any particular legal or contractual requirements

h) details of any relevant operational limitations

i) details of authorised users of user-worked crossings and records of letters sent to them (see clause K3).

Records shall be created for new level crossings as soon as construction begins.

The emergency services shall be consulted to determine the records of level crossings that need to be made available to them.

Requirements for the management of safety-related records of elements of the infrastructure are set out in GI/RT7001.

K11.2 Level crossing ground plans A level crossing ground plan shall be drawn for each new, upgraded or renewed public vehicular crossing and subsequently be maintained as an accurate as-built record of that level crossing installation.

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.

In addition to the requirements above, ground plans shall include:

a) the name of the level crossing and a national grid reference

b) a site-specific elevation view of each road approach

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

e) where necessary, construction notes providing further details of items shown on the plan

f) a layout detailing the road signing and nomenclature of all approach and intersecting roads

g) the extent of the crossing surface

h) the layout of the track

i) the extent of the drainage systems.






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:

a) securing of the railway boundary, for example by fencing

b) removal of level crossing signs and active warnings

c) erection of signs indicating that the crossing is closed and warning against trespass

d) removal of the crossing, including associated equipment, and crossing surface system.

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:

a) removal of redundant signs and equipment

b) provision of signs appropriate to the revised status of the crossing

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.

1.1 Protection of the crossing 1.1.1 Provision of protecting signals There are no specific requirements for the provision of protecting signals.

1.1.2 Driver’s level crossing indicator A driver’s level crossing indicator (in accordance with GK/RT0031) shall be provided for the train driver on each rail approach to the crossing. The crossing indicator shall be positioned approximately 5 m before the crossing.

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.

1.2 Train detection Train detection systems shall be designed to ensure:






1.3 Operational sequences 1.3.1 Initiation of crossing closure The operation of the level crossing shall be initiated by detection of an approaching train, except as set out in section 1.5.

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 signals shall illuminate and the audible warning devices shall begin to sound, and






b) after approximately three seconds the amber lights shall be extinguished and the red road traffic lights shall begin to flash.

The train shall arrive at the crossing not less than 27 seconds after commencement of the closure sequence.


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.


1.3.2 Opening of crossing The red road traffic lights shall be extinguished as soon as the train detection confirms that the train has passed completely over the crossing, unless another train has passed the strike-in point (or a separate ‘another train coming’ strike-in point, if provided).

1.3.3 Crossing remains closed for subsequent train If the crossing remains closed for another train, the audible warning shall change to the ‘second train’ tone (see clause C7.2) as soon as the first train arrives at the crossing, and the illuminated ‘Another Train Coming’ signs (Traffic Signs Regulations and General Directions 2002 diagram 776), located on the left-hand side of each approach to the crossing, shall flash.

1.3.4 Constraints on warning time The crossing shall be designed such that at least 95% of trains are likely to arrive within 75 seconds, and 50% within 50 seconds after commencement of the closure sequence. Where the mix of rail traffic is such that this cannot be achieved, either:



1.4 Speed of trains approaching the crossing Trains shall be required to approach the crossing at a speed not exceeding a defined crossing speed.

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.






The crossing speed shall be indicated by a special speed restriction sign, located at the point at which the crossing indicator can be seen and the crossing can be seen to be clear. This point shall be a maximum of 600 m from the crossing. If there is a signal between the special speed restriction sign and the crossing, a miniature special speed restriction sign shall be provided at the signal as a reminder of the crossing speed.

A level crossing warning sign shall be provided on the approach to the special speed restriction sign, positioned to allow:

a) all trains to brake to a stand before reaching the crossing, in accordance with the distances set out in GK/RT0034, and

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.

1.5 Trains stopping on the approach to the crossing If all trains stop on the approach to the crossing, for example, at a station, or the available visibility is insufficient to enable a safe crossing speed to be set, a stop board shall be provided on the approach to the crossing.

If the station dwell time is short and predictable, it is permissible to initiate operation of the crossing automatically by timed occupation of the track section on the approach to the stop board. If the station dwell time is not short and predictable, operation shall be initiated by means of a plunger or other appropriate means of operation. This shall only be effective when a train is detected to be present.

1.6 Indications to train driver The driver’s level crossing indicator applicable to the direction of travel of the train shall display a flashing white aspect when all of the following apply:

a) the main power supply is available

b) correct operation of the crossing has been initiated by a train approaching the crossing on the track to which this level crossing indicator applies

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.

1.7 Failure mode Resetting of the crossing shall be initiated after a suitable time interval following a failure, as follows:

a) two minutes after a failure of a strike-in train detection section

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.

1.8 Facilities for local control Local control facilities shall be provided, see section E11.






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

