GK/GN0692. Guidance on Level Crossing Interface Requirements. Rail Industry Guidance Note for GK/RT0192. Published by

Transcription

1 GN Published by Block 2 Angel Square 1 Torrens Street London EC1V 1NY Copyright 2012 Rail Safety and Standards Board Limited GK/GN0692 Issue Two: December 2012 Rail Industry Guidance Note for GK/RT0192

2 Issue record Issue Date Comments One 06 February 2010 Original document Two 01 December 2012 Small scale change. Amended to provide additional guidance on the amended text in GK/RT0192, clause compliance requirements Superseded documents Supply This Rail Industry Guidance Note does not supersede any other Railway Group documents. The authoritative version of this document is available at Uncontrolled copies of this document can be obtained from Communications,, Block 2 Angel Square, 1 Torrens Street, London EC1V 1NY, telephone or enquiries@rssb.co.uk. Other Standards and associated documents can also be viewed at Page 2 of 44

3 Contents Section Description Page Part 1 Introduction Purpose of this document Copyright Approval and authorisation of this document 4 Part 2 Guidance on Level Crossing Interfaces Requirements for stop signals and ETCS block markers at level crossings Train crew operated barrier level crossings Level crossings with gates Footpath and bridleway level crossings Level crossings provided for use by railway staff Automatic level crossings remotely monitored by the signaller Automatic level crossings locally monitored by train drivers Train crew operation at automatic level crossings Identification of level crossings General requirements for telephones at level crossings Requirements for Automatic Warning System (AWS) at level crossings Illumination of level crossings Sighting requirements for indicators and lineside operational signs Life cycle management of level crossings 35 Part 3 Guidance on Operational Interfaces at Level Crossings Operational interfaces at train crew operated level crossings Operational interfaces bi-directional automatic level crossings Investigation of complaints from users of level crossings 36 Part 4 Application of this Document Application infrastructure managers Application railway undertakings Health and safety responsibilities 39 Appendices Appendix A Level Crossing Audible Warning Parameters 40 Definitions and Abbreviations 41 References 44 Tables Table 1 Scope of application 37 Table 2 Types of level crossing 43 Page 3 of 44

4 Part 1 Introduction 1.1 Purpose of this document This document gives guidance on interpreting the requirements of Railway Group Standard GK/RT0192. It does not constitute a recommended method of meeting any set of mandatory requirements. All requirements in GK/RT0192 are reproduced in the sections that follow. Guidance is provided as a series of sequentially numbered clauses prefixed GN immediately below the text to which it relates. Where there is no guidance given, this is stated. Specific responsibilities and compliance requirements are laid down in the Railway Group Standard itself. This document has been amended under the Railway Group Standards Code (Issue Three) as a small scale change. Reference to the amendments has been made in the Issue record. All other parts of the document are unchanged from the previous issue. 1.2 Copyright Copyright in the Railway Group documents is owned by Rail Safety and Standards Board Limited. All rights are hereby reserved. No Railway Group document (in whole or in part) may be reproduced, stored in a retrieval system, or transmitted, in any form or means, without the prior written permission of Rail Safety and Standards Board Limited, or as expressly permitted by law. Rail Safety and Standards Board () members are granted copyright licence in accordance with the Constitution Agreement relating to Rail Safety and Standards Board Limited. In circumstances where Rail Safety and Standards Board Limited has granted a particular person or organisation permission to copy extracts from Railway Group documents, Rail Safety and Standards Board Limited accepts no responsibility for, and excludes all liability in connection with, the use of such extracts, or any claims arising therefrom. This disclaimer applies to all forms of media in which extracts from Railway Group Standards may be reproduced. 1.3 Approval and authorisation of this document The content of this document was approved by: Control Command and Signalling (CCS) Standards Committee on 13 September This document was authorised by on 25 October Page 4 of 44

5 Part 2 Guidance on Level Crossing Interfaces 2.1 Requirements for stop signals and ETCS block markers at level crossings Stop signals and ETCS block markers at controlled level crossings worked by signallers or crossing keepers A stop signal or ETCS block marker shall be provided on each signalled approach to controlled level crossings that require movement authorities to be withdrawn before being opened to road traffic. Further requirements for stop signals are set out in GK/RT0045. Further requirements for ETCS block markers are set out in GI/RT7033. GN01 Controlled level crossings that are worked by signallers or crossing keepers include: a) Manually controlled barriers operated locally using direct observation b) Manually controlled barriers operated remotely using a video monitoring system at the control point, for example, Closed-Circuit Television (CCTV) c) Hand operated or mechanically worked gates, including wicket gates. GN02 The stop signals and ETCS movement authorities are interlocked with the level crossing so that movement authorities can only be displayed to train drivers after the level crossing has been operated to close the road. The signaller or crossing keeper is responsible for operating the level crossing and checking that the level crossing area is clear of obstructions before clearing the signal Stop signals and ETCS block markers shall be located within 600 m of the level crossing, except where the risk associated with an increased distance is acceptable. GN03 GN04 The maximum 600 m distance from a stop signal or block marker to the level crossing is associated with degraded operations when a train has been stopped on the approach to the level crossing and the train driver is instructed by the signaller to proceed over the level crossing at caution (see GE/RT8000 Rule Book). The risk being controlled is the train driver not proceeding at caution as instructed, which could arise if the distance travelled and the time taken to reach the level crossing after passing the signal is excessive. Although controlled level crossings are not usually regarded as an obstruction within the overlap: a) Where practicable, stop signals should be positioned so that the overlap does not include a level crossing. This is to reduce the likelihood of a train reaching a level crossing in the event of a Signal Passed at Danger (SPAD) b) On ETCS lines, block markers should be positioned so that the supervised stopping position is located on the approach to the level crossing. GN05 GN06 Where stop signals are not positioned at overlap distance from a controlled level crossing, warning class route controls may be considered for signalling train movements towards protecting stop signals when the controlled level crossing is open to road traffic. This provides a similar control to that provided with reduced overlaps by slowing the train down before the train approaches the stop aspect, thus reducing the likelihood of a train reaching a level crossing in the event of a SPAD. The consequence of a SPAD should be further mitigated by designing the level crossing controls so that the road traffic signals are activated whenever a SPAD is detected. Page 5 of 44

6 Stop signals and ETCS block markers shall be positioned at least 50 m from the level crossing, except where either: a) The level crossing is immediately beyond a station platform, in which case the stop signal or ETCS block marker associated with the platform shall be positioned at least 25 m from the level crossing, or b) The signalling system is configured so that movement authorities towards the stop signal or ETCS block marker are only displayed when the level crossing is closed to road traffic. GN07 GN08 Where a level crossing is located either within a signalling overlap, or between a home signal and the clearing point, or between an ETCS block marker and the supervised location, the GE/RT8000 Rule Book permits the signaller to authorise train movements towards that stop signal or ETCS block marker when the level crossing is open to the road. GE/RT8270 Assessment of Compatibility of Rolling Stock and Infrastructure, sets out the process for assessment of compatibility that is required before a material change (that is to say, a change that has the potential to affect physical or operational interfaces) is introduced on the railway. This should include an assessment of the SPAD risk at stop signals and ETCS block markers protecting level crossings, which should take account of: a) The risk of a train exceeding its movement authority and reaching the level crossing when it is open to road, and b) Other measures provided to mitigate SPAD risk (for example, TPWS equipment). GN09 GN10 GN11 The specified minimum distance between the end of a movement authority and a level crossing provides train drivers with a standard minimum overrun distance to the level crossing, which may be open to the road user when the train approaches the end of its movement authority. Train driving competence includes route knowledge about the location of stop signals, ETCS block markers and level crossings, so train drivers should understand the consequence of exceeding the movement authority. At stations, an overrun distance of less than 50 m should only be used where it is necessary to accommodate a train within the available platform length or to stop the train at an optimum stopping position in the station. In this case, the signal overrun risk assessment should take account of the number of trains that are expected to stop at the station and the likelihood of the signal displaying a stop aspect. In exceptional circumstances, a stop signal or block marker may be positioned less than 25 m from a controlled level crossing. Because the limited safe overrun distance may be of little use to train drivers, the signalling system should be designed so that movement authorities can only be issued for trains to approach the signal protecting the level crossing when either: a) The road has been closed and the level crossing area is detected to be clear, or b) The level crossing closing sequence is automatically initiated when a train is approaching, with sufficient time to mitigate the effects of a SPAD, should that event occur. Page 6 of 44

7 2.1.2 Stop boards at train crew operated level crossings A stop board shall be provided on each signalled approach to train crew operated level crossings. Further requirements for stop boards are set out in GK/RT0045. GN12 GN13 GN14 Stop boards display a fixed stop aspect to train drivers, who are required to stop the train on the approach to the level crossing before they operate the level crossing. The instructions displayed on the stop board should be compatible with the published level crossing operating instructions and set out the requirements for passing the stop board. GK/GN0645 Guidance on Lineside Signals, Indicators and Layout of Signals, provides additional guidance about aspect sequences approaching stop boards The stop board shall be positioned at least 50 m from the level crossing, except where the crossing is immediately beyond a station platform, in which case the stop board associated with the platform shall be positioned at least 25 m from the level crossing. GN15 GN16 GN17 The specified minimum distance between the stop board and the level crossing provides train drivers with a standard minimum overrun distance to the level crossing, which should be open to the road user when the train approaches the end of its movement authority. Train driving competence includes route knowledge about the location of stop boards at train crew operated level crossings, both of which are visible objects, so train drivers should understand the consequence of passing the stop board. GE/RT8270 sets out the process for assessment of compatibility that is required before a material change (that is to say, a change that has the potential to affect physical or operational interfaces) is introduced on the railway. The position of stop boards relative to train crew operated level crossings should take account of: a) The risk of a train exceeding its movement authority and reaching the level crossing when it is open to road b) Other measures provided to mitigate SPAD risk (for example, TPWS equipment) c) The requirement for train crew to operate the level crossing d) The risk of a train entering a level crossing area that is open to road. GN18 At stations, an overrun distance of less than 50 m should only be used where it is necessary to accommodate a train within the available platform length or to stop the train at an optimum stopping position in the station. In this case, the signal overrun risk assessment should take account of the requirement for all trains to stop at the station Stop signals and ETCS block markers at automatic level crossings remotely monitored by the signaller A stop signal or ETCS block marker shall be provided on each signalled approach to automatic level crossings that are remotely monitored by the signaller Except where alternative arrangements are provided on Radio Electronic Token Block (RETB) signalled lines (see ) or lines with ETCS level 2 (see ), stop signals shall be positioned so that the running time at permissible speed from the signal to the level crossing does not exceed 10 minutes. Page 7 of 44

8 GN19 GN20 GN21 GN22 GN23 Automatic level crossings remotely monitored by the signaller are not interlocked with the signalling system. Typically these are automatic half barrier level crossings. Subject to signal regulation controls, automatic level crossing warning sequences are normally initiated when an approaching train is detected to have reached a predetermined strike-in point. Strike-in points take account of the level crossing warning time required and the permissible speed(s) but do not take account of the distance required for a train to stop before reaching the level crossing. This means that it is not possible to display an indication requiring the driver to stop the train if the level crossing fails to close the road. Automatic level crossings remotely monitored by the signaller are provided with emergency telephones. In the event of an incident being reported by a member of the public, the stop signal provides a means of withdrawing movement authorities for trains approaching automatic level crossings that are supervised by the signaller. Where differential speeds apply, the 10 minute criterion should be applied to the highest permissible speed. Level crossing guidance published by the Office of Rail Regulation (ORR) states that the protecting stop signal should preferably be positioned at not less than the longest service braking distance for any train on each signalled approach to remotely monitored automatic level crossings. This is so that the train is capable of stopping before reaching the level crossing if the driver observes the stop signal being replaced to danger in an emergency On RETB lines, the stop board at the previous token exchange point shall protect the level crossing. In this case, it shall not be necessary to apply the 10-minute criterion set out in if either: a) A continuous voice communication system is available between the stop board and the level crossing for the signaller to contact the train driver, and the risk of a train not being stopped is acceptable, or b) Before passing a designated point within 10 minutes running time on the approach to the level crossing, the driver of each train is required to contact the signaller to obtain permission to proceed over the level crossing. GN24 On RETB signalled lines, stop boards are provided at the commencement of each RETB section (typically at the exit of passing loops on single lines). If the radio system provides adequate coverage, it is not necessary to provide additional stop boards within ten minutes running time of the level crossing. This is because the voice radio system provides an alternative means for the signaller to instruct the train driver to stop the train in an emergency On ETCS level 2 fitted lines (without lineside signals), the previous ETCS block marker shall protect the level crossing. In this case, it shall not be necessary to apply the 10-minute criterion set out in GN25 Where continuous data radio coverage is available on lines signalled with ETCS, the signalling system may be configured so that the signaller can withdraw or co-operatively shorten the movement authority before the train reaches the level crossing. The guaranteed voice radio coverage provides an alternative means for the signaller to instruct the train driver to stop the train in an emergency. Page 8 of 44

9 Where all trains are required to stop between the strike-in point and the level crossing, the stop signal or ETCS block marker shall be positioned to indicate the stopping point for the train. GN26 GN27 At some locations, typically where a station is positioned on the approach to an automatic level crossing, all trains are required to stop before proceeding over the level crossing. In such cases, the stop signal, stop board or ETCS end of authority indicates to train drivers where to stop the train. The stopping position has to be compatible with the level crossing controls, which are usually configured to delay the closing sequence until the train is ready to proceed. Because train drivers need to know when it is safe to proceed over the level crossing, a movement authority or driver s level crossing indication should only be displayed after the level crossing closing sequence has been initiated. This is to provide sufficient warning time for the road user before the train reaches the level crossing (see 2.1.6) Where the stop signal between the strike-in point and the level crossing is a stop board, a driver s level crossing indicator shall also be provided to authorise the train to proceed. Further requirements for driver s level crossing indicators are set out in GK/RT0045. GN28 GN29 A stop board should only be provided where absolutely necessary, for example where the level crossing coincides with the start of an RETB section. In such cases, a driver s level crossing indicator consisting of a flashing white light only should be provided at the stop board. GK/GN0645 provides further guidance about the indications displayed by driver s level crossing indicators at stop boards. Where a stop board is provided, train drivers should understand that the flashing white light means that the level crossing closure sequence is correctly operating. The stop board should include the written instructions that set out the actions to be taken (for example, Obtain white light before proceeding ) The stop signal, ETCS block marker or stop board shall be positioned at least 50 m from the level crossing, except where the crossing is immediately beyond a station platform, in which case the stop signal, ETCS block marker or stop board associated with the platform shall be positioned at least 25 m from the level crossing. GN30 GN31 The specified minimum distance between the end of a movement authority and an automatic level crossing provides train drivers with a standard minimum overrun distance to the level crossing, which may be open to the road user when the train approaches the end of its movement authority. Train driving competence includes route knowledge about the location of stop signals, ETCS block markers and automatic level crossings, so train drivers should understand the consequence of exceeding the movement authority. GE/RT8270 sets out the process for assessment of compatibility that is required before a material change (that is to say, a change that has the potential to affect physical or operational interfaces) is introduced on the railway. This should include an assessment of the SPAD risk at stop signals and ETCS block markers protecting automatic level crossings, which should take account of: a) The risk of a train exceeding its movement authority and reaching the level crossing when it is open to road, and b) Other measures provided to mitigate SPAD risk (for example, TPWS equipment). Page 9 of 44

10 GN32 At stations, an overrun distance of less than 50 m should only be used where it is necessary to accommodate a train within the available platform length or to stop the train at an optimum stopping position in the station. In this case, the signal overrun risk assessment should take account of the number of trains that are expected to stop at the station and the likelihood of the signal displaying a stop aspect Stop signals and ETCS block markers at automatic level crossings locally monitored by the train driver Where provided, stop signals, ETCS block markers and stop boards shall be positioned at least 50 m from the level crossing, except where the crossing is immediately beyond a station platform, in which case the stop signal, ETCS block marker or stop board associated with the platform shall be positioned at least 25 m from the level crossing. GN33 GN34 There are no specific requirements to provide a stop signal or block marker on the approach to automatic locally monitored level crossings (typically, Automatic Barrier Level Crossing Locally Monitored (ABCL)) because the train driver is required to check that it is safe to pass over the level crossing before doing so. The train driver uses the indication displayed by the driver s level crossing indicator and observation of the level crossing area to do this (see 2.7). At some locations, stop signals or block markers may be provided for other reasons. Where a stop board, stop signal or block marker is provided, the guidance for about the minimum overrun distances is applicable to automatic locally monitored level crossings A stop board (or stop signal displaying the ON aspect) shall be provided on the approach to the level crossing to indicate the stopping point for the train if either: a) There is an operational requirement for all trains to stop on the approach to the level crossing (for example, at a station), or b) The available visibility of the level crossing area is insufficient to enable a safe crossing speed to be set. GN35 GN36 Stop boards are provided on the approach to automatic locally monitored level crossings where it is necessary for all trains to stop before proceeding over the level crossing. The stop board indicates the stopping position, which has to be compatible with the level crossing controls (see 2.1.6). A stop board may be required: a) If there is a ground frame or station between the strike-in point and the level crossing and all trains have to stop. In this case it may not be possible to provide a consistent warning time to road users without providing some form of stop signal, and b) If there is only limited visibility of the level crossing area on the approach to the level crossing, which means that trains need to be stopped before the train driver checks that the level crossing is clear. GN37 The decision to provide a stop board or a worked signal should take account of railway undertaking operational requirements for stopping and non-stopping trains. Page 10 of 44

11 Where the level crossing is initiated by train crew using a control device (see 2.8.1), the stop board shall include written instructions that set out the actions to be taken (for example, Press plunger and obtain white light before proceeding ). GN38 GN39 The operating instructions for each train crew operated level crossing are published in either the sectional appendix or in local operating instructions. The wording on the stop board should be compatible with these instructions because it reminds the train driver about what is required before the train is authorised to pass the stop board. The wording on each stop board should take account of all of the actions required by the train driver, for example, actions associated with token exchange, movements through points, TPWS and level crossings Shunting movements over level crossings Where shunting movement authorities can be issued over a level crossing, stop signals, ETCS block markers and shunt entry boards shall be positioned so that: a) Shunting movements can pass completely over the level crossing before reversing, and b) Trains are not required to stop over the level crossing. GN40 GN41 When designing the provision and position of signals and shunt entry boards, the infrastructure manager should obtain information from relevant railway undertakings about the maximum lengths of trains and any shunting operations required over level crossings. GE/RT8270 sets out the process for assessment of compatibility that should be used to check that planned train movements are compatible with the operation of the level crossing equipment. Shunting operations over level crossings typically include: a) Setting back and running round movements, and b) Shunting movements to and from sidings. GN42 Where shunting movements over level crossings are required on un-signalled lines, the infrastructure manager should assess the risk and provide suitable protection arrangements, for example, stop boards Delayed clearance of signals, delayed display of driver s level crossing indicators and delayed issuing of ETCS movement authorities Where it is necessary to delay the clearance of a stop signal, delay the display of a flashing white light indication or delay the issuing of an ETCS movement authority, the required time delay shall be determined using acceleration data obtained from the relevant railway undertakings for a light locomotive or any existing or proposed rolling stock which has better acceleration characteristics, which is operated, or is likely to be operated, on the line. GN43 At automatic level crossings where a stop signal or ETCS route setting position is positioned between the strike-in point and the level crossing, the signalling controls should be configured so that accelerating trains do not reach the level crossing before the minimum level crossing warning time has elapsed (this control is known as signal regulation). Page 11 of 44

12 GN44 Signal regulation controls should be configured so that the level crossing closing sequence commences when the movement authority is ready to be issued, but before it is displayed. The display of the movement authority should be delayed for a predetermined time that is compatible with the shortest time taken for a stationary train to accelerate from the signal to the level crossing. For example: Required level crossing warning time: Shortest time taken for a train to reach the level crossing: Signal regulation time setting (27 13) = 27 seconds 13 seconds 14 seconds GN45 GN46 GN47 Where trains are required to stop between the strike in point and the level crossing, or where a stop board is provided, the initiation of the level crossing closing sequence should take account of the time required before the train may be restarted (for example, after token exchange or station duties have been completed). In some cases, this may require provision of a train crew operated control device (see 2.8.1). GE/RT8270 sets out the process for assessment of compatibility that is required before a material change (that is to say, a change that has the potential to affect physical or operational interfaces) is introduced on the railway. This should include the operating requirements at stations and the acceleration data used to calculate signal regulation times at automatic level crossings. The decisions (including any assumptions about future rolling stock operations) should be recorded in signalling records. Railway undertakings should manage rolling stock acceleration rates so that trains operate safely at automatic level crossings. 2.2 Train crew operated barrier level crossings Default position for barriers The default position for barriers at train crew operated barrier level crossings shall be barriers raised The control of the barriers shall be arranged so that they remain raised if there is a loss of power. GN48 GN49 GN50 Train crew operated barrier level crossings are typically provided on lightly used lines where minimum signalling facilities and operating conditions are not compatible with the provision of a signaller/crossing keeper controlled level crossing or an automatic level crossing. The barriers should be designed so that they do not lower because of a power failure. This type of level crossing is monitored locally by the train crew, which in practice means that barrier failures can only be detected when a train is present. Train drivers expect to approach the stop board protecting train crew operated barrier level crossings when the road is open to traffic. If the barriers are already down when the train arrives, the train driver should recognise this as an irregularity and report the failure to the signaller in accordance with the Rule Book. Other level crossing failures that occur during operation should be indicated to the train driver by the level crossing control and indication facility (see 2.2.2) Control and indication system A level crossing control and indication facility shall be provided for use by train crew. Page 12 of 44

13 The control and indication system functionality and interface shall be determined using the process for assessment of compatibility set out in GE/RT8270, which shall include an assessment of all of the following: a) The requirement for train crew to initiate the barriers lower sequence b) The requirement for train crew to initiate the barriers raise sequence c) The requirement for train crew to stop the level crossing barriers at any position during the lower and raise sequences d) The requirement for train crew to observe that the barriers are fully raised e) The requirement for train crew to observe that the barriers are fully lowered f) The requirement for train crew to observe that the road traffic light signals are operating correctly g) The requirement for train crew to detect a loss of a primary power supply to the telephone system, where level crossing telephones are provided. GN51 These requirements apply to all train crew operated level crossing control and indication facilities, including: a) Level crossing control units provided for the train crew to operate the level crossing at ground level, and b) Auxiliary control and indication devices, which may be provided so that train drivers can operate the level crossing from the driving cab. GN52 The level crossing controls and indications are provided because a member of the train crew (typically a train driver, shunter, or guard, who is an authorised level crossing operator) is responsible for: a) Operating the level crossing controls to close the road after the train has stopped at the stop board b) Checking that the level crossing closing sequence has operated correctly before the train proceeds over the level crossing c) Operating the level crossing controls to reopen the road after the train has completely passed over the level crossing, unless automatic controls are provided to do this d) Checking that the level crossing opening sequence has operated correctly before the train departs. GN53 GN54 The level crossing control devices should be provided so that the road closure and road opening sequences can be activated by the train crew in accordance with the operating instructions published in the relevant operating instructions. At least one ground level control unit should be provided at each train crew operated barrier level crossing. The barrier raise, lower and stop controls should be provided using push button control devices, labelled: LOWER: STOP: RAISE: To initiate and restart the barrier lowering sequence To stop the barriers at any time during the lowering or raising sequence To initiate and restart the barrier raising sequence Page 13 of 44

14 GN55 Where an auxiliary control unit is provided using a driver s pull cord, the lower and stop functions should be activated by a single pull, for example: First pull: Second pull: Third pull: LOWER STOP LOWER GN56 GN57 GN58 GN59 Auxiliary control units should not be used to initiate the level crossing opening sequence. Automatic raising functionality should be provided unless operational requirements are compatible with use of the ground level control unit. The STOP functionality should be designed so that the barriers stop moving as soon as possible after the STOP control has been operated. This is because the train crew are responsible for supervising the safe operation of the level crossing and may have to stop the barriers to avoid striking a road user. Where auxiliary control units are provided to support normal operations from the driving cab, the ground level control unit should also be provided because it provides a means of controlling the level crossing if the auxiliary control unit cannot be used (for example, during degraded operations). The level crossing indications are provided so that the train crew have sufficient information to decide that either: a) The level crossing has correctly operated, or b) A level crossing failure needs to be reported to the signaller. GN60 As a minimum, the indications should display information about: a) The correct functioning of the road traffic signals b) The detected positions of the barriers (raised and lowered) c) Power supply status. GN61 GN62 In order to facilitate safe and efficient operations, additional level crossing indications may be provided, either as part of the level crossing control unit or, separately, in association with the level crossing. Examples of additional indications provided at train crew operated barrier level crossings include: a) The driver s level crossing indicator, which is typically provided where a driver s pull cord is provided as the primary method of controlling the level crossing from the driving cab, and b) The barriers up BU indicator, which should be provided in connection with the autoraise functionality. GN63 Where there is more than one train crew operated barrier level crossing along a line of route, all of the level crossing control devices should operate in a similar way and the indications should be displayed using a similar format The level crossing control and indication facility shall be located so that the train crew: a) Can conveniently operate the level crossing, and Page 14 of 44

15 b) Have a clear view of the approaching road traffic and the whole crossing area. GN64 The position of the level crossing control unit should take account of the following: a) The requirement for the train crew to gain access to the level crossing control unit when the train has arrived at the stop board b) The person operating the level crossing should have a full view of the level crossing area and all road approaches when the level crossing is operated. This is because the level crossing operator is responsible for making sure that the barriers do not trap road users, and are stopped, if necessary, to avoid striking a road user c) Where a driver s white light is not provided, the requirement for the level crossing operator to authorise the train driver to pass the stop board (for example, by displaying a handsignal in accordance with the Rule Book). GN65 Where an auxiliary control device is provided for the train driver to operate the level crossing without leaving the driving cab: a) The level crossing barriers and immediate road approaches should be clearly visible from the driving cab when the train is stationary at the stop board, and b) The level crossing indications should be displayed using a driver s level crossing indicator The level crossing control and indication facility shall be secured to prevent unauthorised operation If an operating device is provided for drivers to operate the level crossing from the driving cab (for example a pull cord), that operating device shall only initiate the closing sequence when a train is detected to be present at the associated stop board. GN66 Ground level control units should be secured within a locked cabinet that can only be accessed using a key held by train crew. The instructions for the train crew should include: a) Key management responsibilities b) Security of the control unit before, during and after passage of the train c) The requirement to secure the control unit after use. GN67 Where a level crossing can be controlled from the cab using an auxiliary control device (for example, a driver s pull cord), the operation of the pull cord should only operate the level crossing when a train is detected to be present. This is because it is not feasible to secure such devices so that they cannot be operated by unauthorised persons Where drivers of departing trains are required to confirm that an automatic raising sequence has correctly operated, BU indicators shall be provided. Further requirements for BU indicators are set out in GK/RT0045. GN68 Train crew operated barrier level crossings may be designed so that the road is reopened automatically when the train is detected to have completely passed over the level crossing. Page 15 of 44

16 GN69 The decision about whether or not to provide auto-raise functionality should be jointly made by the infrastructure manager and the relevant railway undertakings, and should take account of: a) The implications of having to stop each train after it has passed over the level crossing b) The effect on road closure time of the time required to manually operate the level crossing opening sequence after the train has passed over the level crossing c) The additional complexity associated with automatic raise functionality. GN70 GN71 GN72 GN73 Where auto-raise functionality is provided, barriers up BU indicators should be provided if the train crew is responsible for checking that the level crossing has operated correctly to open the road before the train leaves. The infrastructure manager and relevant railway undertakings should agree the position of the BU indicators, taking account of maximum train lengths and the requirement for the train driver to stop the train and check that the level crossing opening sequence has operated when the BU indication is not displayed. Where trains of varying lengths are operated (for example, short passenger trains and long freight trains), multiple barriers up BU indicators may be provided at positions compatible with different train lengths. This is to avoid excessive delay in the event of a level crossing failure if the train crew on a short train have to walk a long way to the level crossing. Further guidance about the operational response to BU indications is included in section Level crossing operating sequences The level crossing closing sequence shall be as follows: a) When the closing sequence is initiated, the amber lights of the road traffic 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 to flash, the barriers shall begin to lower d) At crossings with four barriers, the entrance barriers shall lower first. The exit barriers shall begin to lower after the entrance barriers have lowered e) The audible warning shall cease when all of the barriers are fully lowered Audible warning parameters are set out in Appendix A The level crossing opening sequence shall be as follows: a) When the opening sequence is initiated, the barriers shall begin to rise simultaneously, and b) The red road light signals shall be extinguished when all the barriers have risen to an angle of approximately 45 above horizontal. GN74 The level crossing operating sequence is set out in the relevant level crossing order, which is a legal requirement of the Level Crossings Act The level crossing operating instructions require the train crew to check that the level crossing operates correctly. This is done by checking the indications and observing the operation of the level crossing equipment during the raise and lowering sequences. Page 16 of 44

17 GN75 The general requirements are specified in this standard because, if the level crossing fails to operate correctly, the train driver is responsible for reporting the failure to the signaller in accordance with the Rule Book. 2.3 Level crossings with gates Visibility of level crossing gates When level crossing gates are closed across the railway, they shall be visible to drivers when the train has stopped at the stop board protecting the level crossing. GN76 GN77 GN78 The requirement to provide gates that fence the railway from the road is set out in the relevant level crossing order, which is a legal requirement of the Level Crossings Act This means that at some gated level crossings, the gates are closed across the railway when the level crossing is open to the road and therefore constitute a physical obstruction to approaching trains. At these level crossings, the gates should be painted white and fitted with a red target board so that they are visible to drivers of approaching trains. The red target board should not be used as a stop board because it does not provide a safe overrun distance to the level crossing. A separate stop signal or stop board should be provided on the approach to the level crossing (see 2.1) Gates operated by train crew The default position for level crossing gates operated by train crew shall be closed across the railway. GN79 GN80 Train crew operated gated level crossings are typically provided on lightly used lines where minimum signalling facilities and operating conditions are not compatible with the provision of a manually controlled barrier level crossing or an automatic level crossing. Train crew operated gated level crossings are protected by stop boards (see 2.1.2). Train drivers expect to approach these level crossings when the road is open to traffic. This means that an irregularity is immediately apparent if the train arrives at the stop board to find that the gates are not closed across the railway At gated crossings operated by train crew, the gates shall be arranged so that when open to the railway, they close across the road There shall be a means of securely retaining the gates in both open and closed positions The means of unlocking or releasing the gates to be closed across the road shall only be available to authorised level crossing operators. GN81 GN82 The functionality of level crossing gates should be consistent with the instructions for train crew set out in the relevant operating instructions. The instructions for the train crew should include: a) Key management requirements b) Operation of the gates before and after passage of the train Page 17 of 44

18 c) The requirement to secure the level crossing gates during the train movement and after the road has been reopened. 2.4 Footpath and bridleway level crossings Audible warning arrangements Where audible warnings are required at footpath and bridleway level crossings and fixed audible warning devices are not provided, the requirement for the train driver to sound the train horn to give the audible warning shall be identified using whistle boards positioned on the signalled approach to the level crossing. Further requirements for whistle boards are set out in GI/RT7033. GN83 GN84 GN85 Whereas fixed audible warning devices may be provided at footpath and bridleway level crossings to provide audible warnings of approaching trains, the controls required may mean that provision is not cost effective. As an alternative, a whistle board (the parameters for which are set out in GI/RT7033) may be provided on each rail approach to indicate that train drivers should sound the train horn. Any decision to provide whistle boards should take account of the GE/RT8000 Rule Book requirements for sounding train horns between 23:00 and 07:00 hrs. Further guidance is set out in Office of Rail Regulation document RGD Level Crossings Control of Risk During Quiet Hours At Crossings Equipped With Whistle Boards. The following Research reports also provide guidance about audible warnings at footpath and bridleway level crossings: a) T105 Wayside horns at level crossings b) T668 Safety benefits provided by train horns at level crossings c) T680 Mapping the extent of the train horn problem d) T681 Understanding the problems that train horns cause to neighbours. 2.5 Level crossings provided for use by railway staff Requirements for level crossing instruction signs Instruction signs shall be provided at each level crossing to explain to railway staff how to proceed over the level crossing Where a level crossing is equipped with a white light visual warning indicator, the instruction sign shall bear the words: Caution Cross only when light shows Where a level crossing is equipped with miniature red/green light units, the instruction sign shall bear the words: a) At vehicular crossings: If no light phone crossing operator b) At pedestrian crossings: If no light proceed with caution. GN86 At some locations, the infrastructure manager may provide a level crossing that should only be used by railway staff. Typically, these are provided in connection with: a) Authorised staff walking routes, and b) Barrow crossings between station platforms. Page 18 of 44

19 GN87 GN88 GN89 At some stations, railway staff may accompany members of the public across a white light staff crossing. The user requirements at these level crossings (including any requirements necessary to provide for accompanied access) should be agreed using the process for assessment of compatibility set out in GE/RT8270. The infrastructure manager should provide signs and, if necessary, other arrangements such as gates, to make it clear that members of the public can only use the crossing when so accompanied. Where the crossing users are employed by railway undertakings or other infrastructure managers that operate stations, the instruction signs provided on each approach remind railway staff how to cross the line safely and to prohibit use by other people. The instruction signs may include: a) Limitations on the use of the level crossing b) Instructions telling users how to contact the signaller, where they are required to do so, before crossing the line c) Requirements for users to observe the level crossing warning indications, where these are provided. GN90 Research report T332 Understanding the risk at station and barrow crossings, provides further guidance about the provision of staff level crossings at stations Requirements for visual warning indicators Where direct observation of approaching trains is inadequate for the safety of users, visual warning indicators shall be provided The visual warning indicators shall be located at each access point to the level crossing and positioned so that they are visible from a position of safety. GN91 The decision about whether or not to provide visual warning indicators should be determined using the process set out in GE/RT8270 and should take account of the following: a) The visibility of approaching trains to users before they start to cross the line b) The time required for the user to cross the line (see ) relative to the length of time that trains approaching the level crossing are visible from the decision point c) The usage of the level crossing (for example, whether equipment or platform trolleys will be taken across the line) d) The requirement for the user to contact the signaller before crossing the line (see ). GN92 Where provided, visual warning indicators should be positioned so that users have visibility of the displayed indication from a position of safety. This is so that users can decide that it is safe to cross the line before gaining access to the railway line Where there is intermediate access to a level crossing (for example, from a station platform), the separate sections of the level crossing shall be staggered and each section shall be treated as a separate level crossing. GN93 Typically, where station platforms are located between running lines, a staff crossing may be provided to allow staff to cross over to both sides of the railway. In this case, separate visual indicators should be provided with each part of the crossing and positioned so that Page 19 of 44

20 users are not misled into believing that it is safe to cross the line when a warning indication is displayed Visual warning indications shall be displayed using either: a) White light indicators, or b) Miniature red/green light units. GN94 GN95 Visual warning indications at stations should be provided using white light indicators. Additional signs should be provided to explain to members of the public that the level crossing is only authorised for use by railway staff. Miniature red/green light units should not be provided at stations because they are sometimes used to display warnings at public level crossings Where visual warning indications are displayed using white light indicators: a) The white light indication shall be illuminated when it is safe to cross, and b) The indication shall be extinguished when it is not safe to cross. GN96 GN97 The illumination of the white light provides a positive indication to users that it is safe to cross the line. Absence of the white light means that it is not safe to cross the line, and provides protection if the white light fails. The instructions provided to the railway undertakings or infrastructure manager operating stations should explain the meaning of the white light and what to do if no light is shown Where visual warning indications are displayed using miniature red/green light units: a) The green light in each light unit shall be illuminated when it is safe to cross, and b) The red light in each light unit shall be illuminated when it is not safe to cross. GN98 GN99 The provision of a red/green light unit provides a positive indication to users when it is not safe to cross the line and when it is safe to cross the line. Absence of a red or green light means that the level crossing is defective. The instructions provided to the railway undertakings or infrastructure manager operating stations should explain the meaning of the red/green lights and what to do if no light is shown The level crossing minimum warning times shall: a) Take account of the use of the level crossing b) Be sufficient for a user to traverse the level crossing from the decision point and reach a place of safety at least five seconds before the arrival of a train c) Be a minimum of 20 seconds. Page 20 of 44