Rail Alliance Event on 25/02/15: Lighting & Level Crossings Presentation

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Alan Jaques

Sector Leader - Lighting

ILP Vice President Highways and Infrastructure

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Level Crossings

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What is a level Crossing?

According to the Office of Rail Regulation:

A level crossing is where a railway line is crossed by a road or right of way without the use of a tunnel or bridge.

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Level crossing law

Health and Safety at Work etc. Act 1974 - this puts a duty on employers to secure the health, safety and welfare of employees, as well as protecting the general public against risks to health or safety arising out of work activities.

Level Crossings Act 1983 - this authorises the Secretary of State for Transport to make level crossing orders for the protection of those using a level crossing. This function is usually performed by the Office of Rail Regulation (ORR) on behalf of the Secretary of State. Level crossing orders cover individual level crossings. They specify the protective equipment required at a crossing

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Office of Rail Regulation

Statement on level crossings by Ian Prosser, ORR's Director of Safety:

"Great Britain's level crossings, although among the safest in Europe, pose a significant rail safety risk to the public. ORR wants the rail industry to close level crossings, but where this is impracticable is pushing the industry to deliver innovative solutions such as implementing new technology to make crossings safe. ORR inspects the industry's management of level crossings to check that legal safety requirements are being met. Where failings are found, immediate action is taken to ensure the crossing is made safe."

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"There are approximately 8,000 level crossings in Great Britain. Around 6,500 of these are managed by Network Rail. The rest are located on heritage railways, metro systems and industrial railways"

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Level crossing risk

"Level crossings account for nearly half of the catastrophic train accident risk on Britain's railways. We believe that the safe design, management and operation of level crossings can reduce the risks, have a positive effect on user behaviour and so reduce the number of fatal and serious incidents"

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Types of level crossings

Level crossings are in many forms depending on whether they are on a public or private road, or for vehicle, horse or pedestrian use

The protection arrangements which are appropriate at level crossings will vary, depending upon the crossing location, for example proximity to road junctions, the level of use and the type of railway traffic

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An important factor in assuring the safety of level crossings is providing, so far as circumstances permit, a consistent appearance for road and rail users of any crossing. To help achieve this, several 'standard' level crossing types have been developed over the years.

Types of level crossings in Great Britain include

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Gated crossings operated by railway staff - this type of crossing is protected by gates, on both sides of the railway, which complete the fencing of the railway when closed across the road or the railway.

Barrier crossings operated by railway staff - this type of crossing is protected by road traffic light signals and lifting barriers on both sides of the railway. An audible warning to pedestrians is also provided.

Barrier crossings with obstacle detection - this type of crossing is protected by road traffic light signals and lifting barriers on each side of the railway. An audible warning to pedestrians is also provided.

Automatic half barrier crossings (AHBC) - this type of crossing is protected by road traffic light signals and a lifting barrier on both sides of the railway. Audible warning to pedestrians is also provided

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Automatic barrier crossings, locally monitored (ABCL) - this type of crossing appears, to the road user, to be similar to an automatic half barrier crossing. It is protected by road traffic light signals and a single lifting barrier on both sides of the railway.

Automatic open crossings, locally monitored (AOCL) - this type of crossing has no barriers but is protected by road traffic light signals and an audible warning for pedestrians.

Open crossings - this type of crossing does not have barriers or road traffic light signals. Only road traffic signs are provided. Road users must give way to trains at the crossing.

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User worked crossings (UWCs) for vehicles – this type of crossing is normally protected by gates, or lifting barriers on both sides of the railway. The gates, normally closed across the road and hung so as to open away from the railway, are operated by the users.

Footpath and bridleway crossings - this type of crossing is found where the railway crosses a footpath or bridleway.

Foot crossings at stations - this type of crossing is found between platforms at stations and may be the only route between platforms or the only practicable route for people who cannot use steps.

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Train speeds at level crossings

Automatic barrier locally monitored (ABCL):

Train drivers must ensure that the crossing is clear before passing over it. Train speed is limited to 55mph or less.

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Train speeds at level crossings

Automatic half-barrier (AHB):

These crossings can only be installed where the permissible speed of trains does not exceed 100mph.

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Train stopping distances

Freight train at 30mph 155m

Class 221 passenger train at 60mph 350m

Freight train at 75mph 492m

Represents the maximum retardation on a level track which it is considered desirable not to exceed, in order to reduce the possibility of wheelslide

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Class 221 Passenger Train(Typical Cross County Train)

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Risk at the road-rail interface

The modelled risk at level crossings accounts for 95% of the total road-rail interface risk

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Level crossing risk by event and user type:

Public pedestrian struck by a train 58%

Road vehicle occupants in collisions with trains 29%

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Accident statistics for 2013/14

8no fatalities (excluding suicides)

5no major injuries

51no minor injuries

10no vehicles hit by trains

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In the 10 years to March 2014 there were 97 fatalities at level crossings excluding suicides

In the same period an additional

256 people committed suicide at level crossings

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In the 10 years to March 2014 there were 123 collisions between trains and road vehicles

In financial year 2012/13 there were 424 reported incidents

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Don’t forget the train driver

Statistics for 2013/14 show 15no cases of shock and trauma mainly affecting train drivers following accidents

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Risk at the road-rail interfaceNear misses per year

Around 35 with road vehicles

Around 70 with pedestrians and cyclists

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Risk at the road-rail interfaceNear misses by time of day

Accidents and reported near misses with road vehicles tend to peak in the late morning and early afternoon.

Accidents and near misses with pedestrians most often occur a little later in the day, although the peak hour for pedestrian fatalities over the past ten years has been between 10:00 and 11:00.

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Accidents and reported near misses tend to occur at broadly similar times of the day.

However………

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The main exception to this is that a higher proportion of pedestrian/cyclist fatalities occurs in the late evening (21:00 to 01:00) than would be anticipated from near miss reporting.

One explanation is that many near misses go unseen (and therefore unreported) during hours of darkness.

There may also be an effect from alcohol affecting people’s ability to observe and get clear of approaching trains.

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Review in to level crossings

The Law Commission for England and Wales together with the Scottish Law Commission has reviewed existing level crossing legislation

The final report was published on 25 September 2013, together with an analysis of the responses and a draft Bill

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Review into level crossings

On publication of the Law Commission report, Ian Prosser, ORR's Director of Railway Safety said

“…we have announced millions of pounds' worth of extra funds to close or upgrade level crossings over the next five years... "

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Lighting Standards

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BS5489-1 2013

Contains limited guidance on lighting near level crossings

7.8.3 Lighting in the vicinity of railways

It is also essential, when designing the location of lighting columns adjacent to railways, that any likely foreseeable collision with a lighting column by road traffic does not then lead to a hazard on the railway by the lighting column falling onto the railway.

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BS5489-1 2013

NOTE 2 Further information, related in particular to level crossings, can be found in Part 2, Section E of the HSE publication Railway safety principles and guidance.

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PLG 02 The Application of Conflict Areas on the Highway

Definition of a conflict area:

Conflict areas are typically junctions, intersections, roundabouts and pedestrian crossings, where significant streams of motorised traffic intersect with each other, or, with other road users such as pedestrians and cyclists.

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PLG 02 The Application of Conflict Areas on the Highway

Contains no guidance on level crossings

Should there be guidance in PLG02?

Should there be guidance for lighting of the approach?

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Rail Safety Principles and GuidancePart 2 Section E Guidance on level crossings

29 Where trains run after dark, illumination of the crossing may be provided to ensure its safe operation. If the road approaches to a crossing are lit, the crossing should be illuminated to at least the same standard. Any lighting should not cause glare to either road users or train drivers, interfere with the visibility of railway signals nor cause avoidable annoyance to local householders.

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Rail Safety Principles and GuidancePart 2 Section E Guidance on level crossings

30 At crossings which are locally monitored by the driver of the approaching train, additional lighting may be necessary to enable the train driver to see that the crossing is unobstructed from the point at which the driver may have to brake the train.

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Network Rail Standards

NR/L2/SIG/30017 Issue 2

Requirements for level crossings

Issued 3rd September 2011

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Network Rail Standards

NR/L2/SIG/30017 Issue 2

Requirements for level crossings

Module H Lighting and CCTV at level crossings

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NR/L2/SIG/30017 Module H

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.

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.

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Lighting shall not cause significant levels of glare to road users, train drivers or signallers and others operating the crossing.

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.

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

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NR/L2/SIG/30017 Module H Lighting Standards

Measurement at Usable Area of Level Crossing at a height of 1m from ground level

Network Rail Requirements in Accordance with NR/L2/SIG/30017/H

Horizontal illuminance at a height 1m from ground level

Minimum illuminance – 20 luxUniformity (min/ave) – 0.4Diversity (min/max) – 0.2

Illuminance for observer CCTV camera Minimum illuminance – 4 luxUniformity (min/ave) – 0.2Diversity (min/max) – 0.15

Illuminance for observer from signal box Minimum illuminance – 4 luxUniformity (min/ave) – 0.2Diversity (min/max) – 0.1

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General Requirement of

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

Can cause complications………….but why?

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NR/L2/SIG/30017 Module H Lighting Standards

Measurement at Usable Area of Level Crossing at a height of 1m from ground level

Network Rail Requirements in Accordance with NR/L2/SIG/30017/H

Horizontal illuminance at a height 1m from ground level

Minimum illuminance – 20 luxUniformity (min/ave) – 0.4Diversity (min/max) – 0.2

Illuminance for observer CCTV camera Minimum illuminance – 4 luxUniformity (min/ave) – 0.2Diversity (min/max) – 0.15

Illuminance for observer from signal box Minimum illuminance – 4 luxUniformity (min/ave) – 0.2Diversity (min/max) – 0.1

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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.

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Comparison of Highway and Rail standardsHighway lighting calculations are at ground level

Rail lighting calculations are at 1m above ground level

Highway lighting calculations have strict grid spacing criteria

Rail lighting calculations don’t have any grid spacing criteria

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Comparison of Highway and Rail standardsIs the approach road lit to a current

P class

M class

C class

or a previous lighting standard?

Has the immediate approach to the level crossing been treated as a conflict area?

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Comparison of Highway and Rail standards

What maintenance factors are applied to the luminaires?

There are defined ways of calculating this for highway lighting, what about rail?

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The time between Grip 4 and installation can be considerableMany councils are rolling out lighting modernisation projectsThe approach road could be re-lit between Grip 4 and installation

Therefore

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It is recommended that the highway authority is consulted to ascertain the lighting standard on the adjacent highway and to understand the implications of any planned works

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Grip 4 Outline Design

Form A

Would usually contain information on:

Survey on the existing lighting (level crossing and highway)

Lighting design proposal

Electrical design proposal

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Grip 4 Outline Design

Network Rail will undertake:

Document Review

Inter Disciplinary Check

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Grip 5 Detailed DesignForm B

Would typically contain information on:

• Standards applied

• Overview of the type of crossing and location

• Survey findings of existing apparatus inc o electrical supply, loads, cable routes etc

• Design methodology for lighting and electrical

• Bill of Quantities

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Grip 5 Detailed DesignAppendices covering:

• Site drawings

• CDM risk register

• Lighting calculations

• Electrical calculations

• Apparatus information, data sheets etc.

• Form A Document Review Notice commentso Ensure comments have been addressed

• Inter Disciplinary Check certificateo Ensure relevant comments have been considered and addressed

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Apparatus

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Approved Materials v Innovation

Network Rail have lists of approved materials

However innovations in LED’s is moving quickly

Network Rail are open to suggestions for innovation

Early consultation with the Network Rail Project Engineer essential

Consult at Grip 4

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Innovation

Its not all about LED’s!

However………..

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Benefits of LED Luminaires

Instant switch on to full power

Reduced outages

Reduced energy consumption and therefore cable sizes

Reduced planned and reactive maintenance

Tailoring of the colour rendering / appearance

Reduced spill light

Reduced glare

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Good Lighting Design

All the benefits of innovation will only be achieved if good lighting design practices are applied at all stages on each and every project

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Thank you

Alan Jaques

Sector Leader Lighting

ILP Vice President Highways and Infrastructure

Presentations & Public Speaking

Rail Alliance Event on 25/02/15: Lighting & Level Crossings Presentation