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Copyright in the Railway Group Standards is ownedby Rail Safety and Standards Board Limited. Allrights are hereby reserved. No Railway GroupStandard (in whole or in part) may be reproduced,stored in a retrieval system, or transmitted, in anyform or means, without the prior written permissionof Rail Safety and Standards Board Limited, or asexpressly permitted by law.

In circumstances where Rail Safety and StandardsBoard Limited has granted a particular person ororganisation permission to copy extracts fromRailway Group Standards, Rail Safety andStandards Board Limited accepts no responsibilityfor, and excludes all liability in connection with, theuse of such extracts, or any claims arisingtherefrom. This disclaimer applies to all forms ofmedia in which extracts from Railway GroupStandards may be reproduced.

Published by:Rail Safety and Standards BoardEvergreen House

160 Euston RoadLondon NW1 2DX

Copyrigh t 2004 Rail Safety andStandards Board L imited

Railway Group Standard

GI/RT7012Issue One

DateAugust 2004

Requirements forLevelCrossings

SynopsisThis document mandates therequirements for the design,construction, inspection, maintenance,

operation and decommissioning oflevelcrossings.

Signatures removed from electronic version

Submitted by

Paul WoolfordProject Manager

Authorised by

Anne BlakeneyActing 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Document to be Withdrawn as of 03/04/2010

To be Superseded by GKRT0192 Iss 1 Published on 06/02/2010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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Requirements for Level Crossings

RAIL SAFETY AND STANDARDS BOARD 1


GI/RT7012Issue One

DateAugust 2004

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ContentsSection Description Page

Part AA1 Issue record 3A2 Implementation of this document 3A3 Scope of Railway Group Standards 4A4 Responsibilities 4A5 Health and safety responsibilities 5A6 Technical content 5A7 Supply 5

Part BB1 Purpose 6

B2 Application of this document 6B3 Definitions 8B4 Principles 13B5 Introduction: Alterations to levelcrossings 14

Part C Levelcrossingcontro l measuresC1 Minimum combinations of levelcrossingcontrol measures 15C2 Lifting barriers 15C3 Gates and stiles 17C4 Fixed signs and roadmarkings 18C5 Telephones to signaller or crossingkeeper 19C6 Active visible warnings 20C7 Active audible warnings 21

Part D Telephone systems at levelcrossingsD1 General requirements for levelcrossingtelephone systems 23D2 Positioning of telephones 25D3 Labelling of levelcrossingtelephones for use of crossinguser 26D4 Labelling of levelcrossingtelephones for use of railway staff 26D5 Labelling of equipment at the control or supervising point 27D6 Additional requirements for crossings worked by automatic control systems

monitored by a signaller 27

Part E Signalling and control systems at levelcrossingsE1 Crossings with white light indicators 29E2 Crossings with red/green lights 29E3 Crossings worked by an automatic control system, monitored by train crew 30E4 Crossings worked by an automatic control system, monitored remotely by

signaller 33

E5 Crossings worked by train crew 37E6 Crossings worked by signallers or crossingkeepers 38E7 Operational sequences for barriercrossings 41E8 Bidirectional controls at automatic crossings 42E9 General signalling requirements 42

E10 Identification of crossinglocations at control and supervising points 43E11 Local control units 43E12 Monitoring equipment (event recorders) 44E13 Sighting of lineside signs and indicators associated with levelcrosssings 44E14 Automatic open crossings, locally monitored 45

Part F Track and electrifi cation systems at levelcrossingsF1 Track system 46F2 Electrification 46

Part G Levelcrossinggeometry and surfacesG1 Geometry of crossings used by roadvehicles 48G2 Crossingsurfaces 49




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Part H Lighting and CCTV systems at levelcrossings

H1 General requirements 51H2 Controlled crossings viewed by CCTV 51H3 Controlled crossings viewed directly 52

Part J Construction, testing and commissioning of levelcrossingsJ1 Arrangements before construction takes place 54J2 Testing and commissioning 54J3 Keeping users informed 54J4 Observing operation and use of automatic crossings after commissioning 54

Part K Operation, maintenance and inspection of levelcrossingsK1 Naming of levelcrossings 56K2 Instructions to signallers 56K3 Instructions to users of user-worked crossings 57

K4 Inspection of crossings 57K5 Follow-up to inspections of crossings 59K6 Investigation of complaints from users of crossings 59K7 Maintenance of lighting installations 59K8 Control of vegetation 59K9 Engineering work affecting the operation of crossings 60

K10 Temporary speed restrictions through crossings 60K11 Records of levelcrossings 60

Part L Change of legal status and decommissioning of levelcrossingsfollowing closure

L1 Crossings to be closed 62L2 Complete closure of a crossing 62L3 Change of legal status of a crossing 62

L4 Closure of a public roadcrossingto vehicular traffic 63

Appendix1 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.




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Part AA1 Issue record

Issue Date Comments

One 7 August 2004 Original document supersedes either whollyor 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 completereplacement.

A2 Implementation ofthis 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 beachieved are set out in Part B2. Where those dates are later than the date onwhich this document comes into force, this is to give Railway Group membersadditional time to plan and commence implementation so as to achieve fullcompliance by the dates set out in Part B2.

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

RailwayGroupStandard

IssueNo.

Title RGS sectionssuperseded bythis document

Date(s) as ofwhich sectionsare superseded

GC/RT5208 1 Civil EngineeringRequirements forLevelCrossings

All exceptsection 6.2

2 October 2004

GK/RT0029 1 Train ActivatedWarning Systems

Appendix A 2 October 2004

GK/RT0183 1 Provision ofTelephones atLevelCrossings

All 2 October 2004

GK/RT0300 1 LevelCrossingAudible Warnings

All 2 October 2004

GK/RT0306 1 LevelCrossingLocal Control Unit

All 2 October 2004

GM/TT0146 1 Lighting ofRailway Premises

Sections 11.1and 13, andAppendix B

2 October 2004

GO/OT0003 1 Protection atOccupation andAccommodationLevelCrossings

All exceptsections 4.1,4.2, 4.4 and7.1

2 October 2004




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Railway

GroupStandard

Issue

No.

Title RGS sections

superseded bythis document

Date(s) as of

which sectionsare superseded

GO/OT0011 1 Protection atFootpath andBridleway LevelCrossings

All exceptsections 3 and4 (part)

2 October 2004

STDG025 1 Quartz-HalogenLevelCrossingRoadTrafficSignals

All 2 October 2004

TTI BTEL9034

1 TestingTelephones at

LevelCrossings

All 2 October 2004

GC/RT5208 section 6.2 was superseded by GC/RT5021and thereforeGC/RT5208 is withdrawn from 2 October 2004.

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

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

The ex-BR suite of LevelCrossingPrinciples contains a number of documentsthat have not been explicitly adopted as Railway Group Standards, although theywere 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 Rai lwayGroup Standards

The overall scope of Railway Group Standards is set out in the Railway GroupStandards Code. The specific scope of this document is set out in Part B2.

A4 Responsibi li tiesRailway Group Standards are mandatory on all members of the Railway Group*and apply to all relevant activities that fall into the scope of each individualsRailway Safety Case. If any of those activities are performed by a contractor, thecontractors obligation in respect of Railway Group Standards is determined bythe terms of the contract between the respective parties. Where a contractor is aduty holder of a Railway Safety Case then Railway Group Standards applydirectly to the activities described in the Safety Case.

* The Railway Group comprises Network Rail Infrastructure Limited, Rail Safetyand Standards Board Limited, and the train and station operators who holdrailway safety cases for operation on or related to infrastructure controlled byNetwork Rail Infrastructure Limited.

Network Rail Infrastructure Limited is also known as Network Rail.

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




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A5 Health and safety

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

A6 Technical contentThe 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 [email protected].

A7 SupplyControlled and uncontrolled copies of this document may be obtained from theCorporate Communications Dept, Rail Safety and Standards Board, EvergreenHouse, 160 Euston Road, London NW1 2DX. Railway Group Standards can alsobe viewed at www.rssb.co.uk.




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Part BB1 Purpose

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

B2 Application of thisdocument

B2.1 To whom the requirements applyThis document contains requirements that are applicable to duty holders of theinfrastructure controller category of Railway Safety Case.

B2.2 Compliance requirementsB2.2.1 Compliance with Parts C to J inclusive, and Appendix 1Except as permitted below, the requirements of Parts C to J inclusive and

Appendix 1 are mandatory for alterations (as defined in Section B3) to existinglevelcrossings and for new levelcrossings for which Approval in Principle isgiven on or after 5 February 2005.

Unless required as a result of risk assessment undertaken in accordance withGI/RT7011, action to bring existing levelcrossings into compliance with therequirements of Parts C to J inclusive and Appendix 1 is not required.

It is permissible for the infrastructure controller to designate specific infrastructureprojects, ongoing when this document comes into force, for which compliancewith the requirements of this document applicable to the design, construction andcommissioning of new or altered infrastructure is not mandatory. Whendesignating 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 ofthe infrastructure

d) whether compliance is necessary to facilitate safe interworking having regardto changes to related requirements mandated on another Railway Groupmember

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

Compliance with the requirements of this document relating to inspection,maintenance and in-service condition of infrastructure is mandatory, whether ornot the infrastructure concerned is the subject of a designation, as set out above.

B2.2.2 Compliance with Part KThe requirements of Part K apply to existing and new levelcrossings.

The requirements of Part K shall be complied with no later than 5 February 2005,with the exceptions set out below for existing levelcrossings:

a) Compliance with clause K1.2 (naming of levelcrossings), so far as it can beachieved without conflicting with existing LevelCrossingOrders, is requiredno later than 1 August 2009.

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




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c) Compliance with clause K11.1 (requirement to keep records) is required nolater than 6 August 2005.

B2.2.3 Compliance with Part LThe requirements of Part L apply to levelcrossings when the legal process toclose 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 compl iance requirementsUntil the compliance dates, or the date by which compliance is achieved (ifearlier), the applicable requirements of the predecessor documents shall continueto 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 outin this document.

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

Levelcrossings are subject to various legal requirements, including, in somecases, a LevelCrossingOrder, detailing the layout and operation of the particularcrossing. These legal requirements, and the requirements of a LevelCrossingOrder, take precedence over the requirements of this document.

B2.3 Exclusions from the application of this documentCrossings 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 documentsManagement requirements for the control of vegetation on Network Railcontrolled infrastructure are set out in GC/RT5202.

Design requirements for the avoidance of direct contact between persons and liveparts of electrification equipment are set out in GE/RT8025. These includerequirements for conductor rail layout at levelcrossings and the minimum heightof the lowest live part of the overhead line equipment (OLE) above the surface oflevelcrossings.

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

Requirements for the acceptance of systems, equipment and materials for use onNetwork Rail controlled infrastructure are set out in GI/RT7002.

Requirements for the provision of new levelcrossings and the risk assessmentand risk review of existing levelcrossings are set out in GI/RT7011. GI/RT7011also sets out requirements for selecting types of levelcrossings for use inparticular circumstances, and requirements for levelcrossings to be closed incertain circumstances.

The arrangements for the management and specification of lineside operationalsafety signs in order to provide consistency of form and presentation throughoutthe network are set out in GI/RT7033. This standard includes signs required atlevelcrossings.

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




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Requirements for temporary crossings (see clause B2.3) are set out inGO/RT3204Protection of Temporary Vehicular LevelCrossings.

B3 DefinitionsAbsence switchA switch located at a levelcrossingcontrol or supervising point which closeswhen the railway line is closed to train movements. Operation of the switchintroduces alternative arrangements, which allow use of the crossingby roadtraffic to continue safely while the railway line is closed.

Act ive (vis ib le or audible) warningA device which warns users of the imminent arrival of a train. Such devices canbe either visible or audible and can be used in combination.

Alteration (of a levelcrossing)For the purposes of this document, the substantial renewal of all or part of anexisting levelcrossing, which provides a reasonable opportunity to significantlyimprove the safety performance of the element subject to alteration.

Ano ther t rain coming (ATC) delay timeThe time delay between the detection of an approaching train, at a point where itmaintains the crossingclosed to roadtraffic if it is already closed, and theinitiation of the crossingclosure sequence if the crossingis open.

Ano ther t rain coming (ATC) str ike-in pointThe position on the approach to an automatic levelcrossingat which a second orsubsequent train maintains the crossingclosed to roadtraffic.

Approaches (to a crossing)The road, bridleway or pathleading up to a crossing. For the purposes of this

document, the approaches, measured from the nearest running rail, extend for30 m on heavily used vehicular crossings and 20 m on other crossings.

Author ised userA person having the legal or contractual right to use a particular levelcrossing.

Automatic contro l systemA system which automatically activates the protective equipment at a levelcrossingon the approach of a train.

Automatic crossingA levelcrossingwhere the protective equipment, for example, barriers and activewarnings, is automatically activated by the approaching train. The term excludesa manually controlled crossingwhere automatic lowering and/or automatic raising

of the barriers is provided.

Automatic loweringThe lowering of the barriers at a crossinginitiated by a train.

Automatic rais ingThe raising of the barriers at a crossinginitiated by the passage of a train clear ofthe crossing.

Auto-phoneA telephone connected to a telephone exchange.

AWSAbbreviated term for automatic warning system.

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




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Blocking back

The formation of a stationary or slow-moving queue of roadtraffic over a levelcrossing, due to roadtraffic conditions, causing obstruction of the railway line.

Bridleway crossingA levelcrossingfor pedestrians, cyclists and horses.

Cattle-cum-trespass guardA device provided adjacent to the levelcrossingsurface designed to deteranimals from straying, and pedestrians from trespassing, onto the railway.

CCTVAbbreviated term for closed circuit television.

Closing switchA switch located at a levelcrossingsupervising point which can close while the

railway line over the levelcrossingremains open to train movements. Operationof the switch transfers the levelcrossingtelephones and monitoring circuits to analternative supervising point. Where the supervising point is a signalbox which isprovided with a block switch or equivalent for signalling purposes, this device alsofunctions as the closing switch.

Closure sequenceThe sequence of events, initiated by the signaller or crossingkeeper or theapproach of a train, which applies the protection to the levelcrossingto preventusers from crossingthe railway.

Control pointThe location from which one or more controlled crossings are operated.

Controlled crossingA levelcrossingprotected by signals or stop boards where the passage of eachtrain is the subject of a specific action by the signaller, crossingkeeper or traincrew.

CrossingUsed in levelcrossingdocumentation to mean levelcrossing, where thecontinued use of levelcrossing becomes repetitive and laboured.

CrossingattendantA competent person appointed, where required, to provide site supervision orcontrol at a levelcrossingwhen the normal means of control is not available.This person is required to work under the instruction of the signaller or crossingkeeper.

Crossingclear controlA control operated by the signaller or crossingkeeper, additional to the processof clearing the protecting signal, to confirm that the crossingis clear ofobstructions.

CrossingkeeperA competent person, other than a signaller, appointed at a permanent controlpoint to carry out the normal operating procedure of a levelcrossing.

CrossinglengthThe distance along the roador pathbetween the gates, barriers or stop lines oneither side of the railway.

Crossingspeed

The permissible train speed applying between a special speed restriction signand a locally monitored levelcrossing.




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Crossingsurface

An installation providing a continuation of the roadsurface to enable it to becarried across the railway at the same elevation. This term includes allassociated support and fixing systems.

CrossingwidthThe width of the roador pathcrossingthe railway.

Decision pointThe point at which a levelcrossinguser makes a decision to cross or wait.

Default posit ion (of barriers or gates)The position in which levelcrossingbarriers or gates are held until they arespecifically moved to permit the passage of a train or levelcrossinguser.

Direct line

A telephone circuit providing a dedicated link between two points.

Drivers levelcrossingindicatorAn indicator provided at certain types of levelcrossingto indicate to the traindriver the state of the crossingequipment. Also referred to as a drivers crossingindicator.

False clearanceThe condition where a train detection system indicates that a section is clearwhen it is occupied by a train.

False operationThe condition where a train detection system is operated other than by a train.

Footpath crossingA public or private pedestrian levelcrossing.

GlareThe undesirable visual effect of lighting when viewed at a given angle which maycause visual discomfort (discomfort glare) or visual performance impairment(disability glare). The subjective term 'dazzle' is sometimes used incorrectly forglare.

Height gaugeA structure over the roadat a levelcrossingthat gives a warning to a driver of aroadvehicle if the height of the vehicle exceeds the safe height under electrifiedoverhead line equipment.

Hunt groupA group of telephone lines linked together. Callers dialling either the first numberin the group, or a special pilot number, are connected to the first available line inthe group.

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

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

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




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Information label (for telephones)

A label provided to give information to a telephone user regarding the operationof the telephone, together with location details and who to contact in anemergency.

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

Left-hand side (of the road)The left-hand side of the roador carriageway as it would appear to a personapproaching the crossingalong that roador carriageway.

LevelcrossingAn intersection at the same elevation of a road, footpath or bridleway and one ormore rail tracks.

Levelcrossingground planScaled and dimensioned drawing(s) showing the position of all equipment andassociated features at a levelcrossing.

LevelCrossingOrderOrder authorised under the authority of the Secretary of State, detailing the layoutand operation of a particular levelcrossing.

Levelcrossingwarning signA sign(also known as an advance warning board or AWB) incorporating a StGeorges Cross, provided on the approach to locally monitored levelcrossings, toinform the driver to regulate the speed of his train, in order to observe therestriction of speed which applies from the special speed restriction sign. Thissignis also used on the approach to crossings worked by train crew.

Lift-to-callA method of initiating a call from a telephone simply by lifting the handset from itsrest.

Local control unitEquipment provided to enable a crossingattendant to locally control a levelcrossingwhen the crossingcannot be controlled by the usual means.

Locally monitored crossingAn automatic levelcrossingthat is monitored locally by the train driver to ensurethat the crossingis working correctly before the train passes over it.

Maintained illuminance

The average illuminance over the reference surface at the worst condition formaintenance.

Minimum roadopen timeThe shortest time permitted after the roadtraffic light signals have ceased toshow following the passage of one train, before the crossingclosure sequence isinitiated again for another train.

Open crossingA levelcrossingthat has no barriers, gates or roadtraffic light signals and whichis protected only by roadtraffic signs.

Opening sequenceThe sequence of events, initiated by the signaller or crossingkeeper or the trainclearing the crossing, which withdraws the levelcrossingprotection, allowing

users to cross the railway.




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Operational telecommunications

Telecommunications equipment, including levelcrossingtelephones, provided forthe safe working of the railway network.

OverrunThe process whereby a train passes a signalprotecting a levelcrossingat dangerand in so doing activates the red roadtraffic light signals.

Press-to-callA method of initiating a call from a telephone involving lifting the handset from itsrest and pressing a call button.

Protecting signalA signalwhich allows a signaller or crossingkeeper to stop a train approaching acrossing.

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

Railway staffA person employed in the railway industry, acting in accordance with their duties.

Red/green lightsRed and green lights providing an active visible warning and operated byapproaching trains. Sometimes referred to as miniature stop lights or miniaturewarning lights.

Reset (a levelcrossing)

The action by the levelcrossingcontrol system of raising the barriers andextinguishing the roadtraffic light signals after a time delay, following a traindetection malfunction.

RETBThe Radio Electronic Token Block system of signalling.

S&CAbbreviated term for switches and crossings.

SignallerA competent person responsible for the operation of the signalling system, tosafely control the passage and regulation of trains, usually located in a signalbox.

Special speed restriction signA signincorporating a St Andrews Cross, provided on the approach to certainlocally monitored levelcrossings, indicating the crossingspeed.

Speed discriminationA feature of the levelcrossingcontrol system that may be employed to minimisethe roadclosure time by delaying the strike-in for slower trains.

Stopping/non-stopping controlA control permitting the selection of appropriate conditions for initiation of thecrossingclosure sequence according to whether an approaching train is to stopat 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 anautomatic levelcrossingor other installation.




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Strike-in po int

The position on the approach to an automatic levelcrossingor other installationat which a train initiates the warning or closure sequence.

Supervising pointThe location from which one or more automatic crossings are supervised toensure that they are working correctly.

Telephone concentratorEquipment provided, usually at signalboxes, to combine several direct linecircuits into a simple user interface.

Train crewA competent person (driver, guard or other) who is authorised to operate levelcrossings.

UserA person who uses a levelcrossing. For the purposes of this document the termincludes the authorised user and invitees of the authorised user.

User-worked crossingA levelcrossing, where the user operates the crossinggates or barriersthemselves.

Warning sequenceThe order in which the visual and audible active warning devices operate as atrain approaches a crossing.

Warning timea) 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 crossingwhere whistleboards are provided, from the time when the audible warning given by thetrain is heard at the crossing) to its arrival at the crossing, on any of the linesover the crossing

b) applied to an automatic crossing, the shortest time for a train to travel fromthe strike-in point to the crossing. (See the definition of Strike-in pointabove.)

White light indicatorAn indicator provided to give protection for the user of a staff crossing. The whitelight is illuminated when it is safe to use the crossingand is extinguishedautomatically by approaching trains.

Wicket gateA smaller separate gateprovided adjacent to gates for vehicular use.

Wrong direction controlControls and equipment provided to operate an automatic levelcrossingcorrectlywhen a train approaches the levelcrossingon a unidirectionally signalled doubleline in the unsignalled direction.

B4 PrinciplesThis document supports HM Railway Inspectorate Safety Principle 23:

Where a right of way crosses the railway at track level, appropriate arrangementsshould be provided to warn and protect levelcrossingusers, and safeguard therailway.

This document also supports HM Railway Inspectorate Safety Principle 4:

Appropriate means to identify particular locations on the infrastructure should beprovided for the safe operation and maintenance of the railway.




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B5 Introduction:

Al terations to levelcrossings

This section is a descriptive introduction to GI/RT7012. It does not containmandatory requirements, but draws attention to an important point.

It is the intention of this document that alterations to levelcrossings contribute toimproving safety. This should however be achieved without imposingunreasonable costs on the industry.

Alteration of a levelcrossingis therefore defined (in section B3) as 'thesubstantial renewal of all or part of an existing levelcrossing, which provides areasonable opportunity to significantly improve the safety performance of theelement subject to alteration'.

It is important to understand that the requirements of this document do not applysimply because an alteration is made to part of a levelcrossing. Therequirements are only mandatory where the alterations provide a reasonableopportunity for achieving compliance. The following examples illustrate how therequirements of this document apply:

a) If the signs at a levelcrossingare replaced, they are to meet therequirements of section C4, but there is no requirement to carry outadditional works at the levelcrossing.

b) If the gateon one side of a levelcrossingis replaced because it is defective,the gatethat is being replaced is to meet the requirements of section C3, butthere is no mandatory requirement to replace the gateon the other side ofthe crossing, unless this would result in different gatewidths.

c) If signalling alterations are carried out which involve the repositioning ofsignals to bring them into compliance with clause E6.1, there is norequirement to carry out other works at the levelcrossing.




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Part C

Levelcrossingcontrol measuresC1 Minimum

combinations of levelcrossingcontrol

measuresC1.1 Requirements of GI/RT7011Minimum combinations of levelcrossingcontrol measures are set out inGI/RT7011(in this context, a control measure is an item required for the safetyof crossingusers). The required control measures include:

a) barriers (lifting barriers, gates and stiles)

b) fixed signs

c) telephones to the signaller or crossingkeeper

d) active visible warnings

e) active audible warnings.

Part C of this document sets out the requirements for the control measures listedabove.

C2 Lift ing barriersC2.1 Barriercrossings worked by the userWhere barriercrossings are worked by the user, a single lifting barriershall be

provided on each side of the railway, which when lowered shall fully close thecrossingapproaches from the railway.

To prevent vehicles becoming trapped, the clearance between barrierposts shallbe the same at both sides of the railway to ensure that ease of entry and exit isconsistent. This shall usually provide a minimum clearance of 3.0 m and amaximum of 5.0 m.

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

Controls for the user shall be provided on each side of the railway. It shall bepossible to raise and lower both barriers from any control point. Both barriersshall operate simultaneously.

Operating instructions for the user shall be clearly displayed adjacent to eachcontrol point.

The agreement of users of the crossingto lock the barriers shall be sought. Iflocking of the barriers is agreed, any failure to do so shall be followed up with theusers.

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

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

C2.2 Barriercrossings worked by an automatic control system

Where barriercrossings are worked by an automatic control system, for example,automatic half-barriercrossings or automatic barriercrossings locally monitored,the barriers shall extend across only the left-hand side of the carriageway andfootway when lowered.




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Barriers shall be pivoted on the left-hand side of the roadon each approach.

The default position for barriers at automatic barriercrossings shall be raised.

C2.3 Barriercrossings worked by train crew, signallers or crossingkeepersThe barriers when lowered shall fully close the carriageway and footway on bothsides of the railway.

Two arrangements are permissible:

a) a single barrieron each side of the railway, each barrierextending across thefull width of the carriageway and footways, and

b) two barriers on each side of the railway, each barrierextending to thecentreline of the carriageway.

If automatic lowering is employed, two barriers on each side of the railway shallbe provided.

Where two barriers are provided on each approach, the barriercovering the left-hand side of the roadshall be lowered first. All barriers shall rise together.

Where single barriers are provided, they shall be pivoted on the left-hand side ofthe roadunless site constraints prevent this.

The default position for barriers at crossings worked by train crew, signallers orcrossingkeepers shall be raised. In exceptional circumstances for barriers atcrossings worked by signallers or crossingkeepers, it is permissible for thedefault position for the barriers to be lowered.

Where a crossingis worked by a signaller or crossingkeeper from a control pointwhich is more than 50 m from the crossing, or where the view of the crossingisinadequate, supervision by CCTV shall be provided. The CCTV shall provide agood view of the whole crossingarea, including the stop lines.

Where supervision is not by means of CCTV, the person operating the barriersshall have a clear view of approaching roadtraffic and the whole crossingarea.

C2.4 Visibility of barriers to usersAlternate red and white bands, nominally 600 mm long, shall be provided to thefull depth on both sides of the barrierboom. A strip of retro-reflective material notless than 50 mm deep shall be provided along the full length of each band onboth sides of the barrier.

Each barrierboom shall be fitted with red lights visible in each direction along thecarriageway where this is necessary to ensure visibility. One light shall be within150 mm of the barriertip. The lights shall be illuminated at all times when thebarriers are not in the fully raised position.

It is permissible to omit barrierlights at user-worked barriercrossings where nopower supply is available.

C2.5 Provision of skirts at crossings with full barriersAt any levelcrossingequipped with full barriers, skirts shall be fitted where eitherthere is a significant risk of pedestrians deliberately passing under the loweredbarriers or where herded animals are regularly taken over the crossingon thehoof.

Where provided, skirts shall be of light colour, light construction and shall fence inthe space between the lowered barriers and the roadsurface.




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C2.6 Barriers displaced by collision

Lifting barriers shall be designed such that when displaced by a collision with aroadvehicle, the boom separates from the barriermechanism.

C3 Gates and sti lesC3.1 Gated cross ings worked by the userA single gateshall be provided on both sides of the line. Exceptionally, and withthe prior approval of HM Railway Inspectorate, it is permissible to provide doublegates where site constraints make this necessary.

The gates shall be arranged so that it is not possible to open the gates towardsthe railway or move them into a position where they obstruct the passage oftrains.

The gates shall be sited as close to the track as is practicable, but not less than2.0 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 accessalong the railway, for example, cess walkways or continuous positions of safety.

To prevent vehicles becoming trapped, the clearance between gateposts shall bethe same on both sides of the railway to ensure that ease of entry and exit isconsistent. This shall provide a minimum width of 3.0 m and a maximum of5.0 m.

Means shall be available to secure both of the gates in both closed and openpositions.

The agreement of authorised users of the crossingto lock the gates shall besought. If locking of the gates is agreed, any failure to do so shall be followed upwith the users.

Where there are footpath or bridleway rights over a user-worked crossing,separate facilities applicable to the appropriate status shall be provided, forexample, 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 crossingkeepersAt gated crossings operated by railway staff, the gates shall usually be arrangedsuch that when opened to the roadthey close across the railway. The gates shallcomplete the fencing of the railway when closed across either the roador therailway.

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 closedpositions. They shall be lockable in either position.

The default position for gated crossings worked by signallers or crossingkeepersshall be closed across the road, except where formal authorisation has beenobtained from HM Railway Inspectorate for the default position to be closedacross the railway.

The default position for gated crossings worked by train crew shall be closedacross the railway.

C3.3 Separate wicket gates for pedestrians at gated vehicu lar crossingsIt is permissible to provide separate wicket gates for pedestrians at gated

vehicular crossings.




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Where wicket gates are provided, they shall be on the same side of thecarriageway and shall open away from the railway. They shall be easy to openfrom 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 orcrossingkeeper, they shall be capable of being locked by the signaller orcrossingkeeper.

C3.4 Gates at brid leway cross ingsBridleway levelcrossings shall be protected by self-closing gates on each side ofthe railway. The gates shall be arranged to open away from the railway. Liftingbarriers 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 ofelectrified overhead line equipment or a telephone, gates shall be designed topermit horse riders to remain mounted whilst opening them.

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

C3.5 Gates and stiles at footpath crossingsFootpath levelcrossings shall be protected by either gates or stiles on each sideof the railway.

A crossingshall have the same type of access on both sides of the railway, thatis, it shall not have a gateon one side and a stileon the other.

Where gates are provided, they shall be of the same type and width on both sidesof 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 roadsAt gated crossings on public roads, the gates shall be painted white and shallcarry circular red retro-reflective targets which face outwards when the gates areacross the road.

The gates shall also carry red lights, illuminated during hours of darkness, facingtowards approaching roadtraffic, except where roadtraffic light signals are

provided.

Where the gates, when opened to the road, close across the railway, they shallbe conspicuous to the drivers of approaching trains.

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

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




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C4 Fixed signs and

roadmarkingsC4.1 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 thecrossingshall be provided, sited to avoid any conflict with other signs for thepublic.

C4.2 Provision of signs at crossings for railway staff at a station (barrowcrossing) or on an authorised walking routeInstruction signs explaining to railway staff how to proceed over the crossingshallbe provided, sited to avoid any conflict with signs for the public.

At crossings equipped with white light indicators, instruction signs bearing thewords Caution cross only when light shows shall be provided, and sited to

avoid any conflict with notices for the public, particularly any that prohibitpassengers from crossingthe line.

C4.3 Provision of signs at public bridleway and footpath crossingsSo far as they are appropriate, the signs set out in the Private Crossings (Signsand Barriers) Regulations 1996 shall be provided. It is permissible to provideother signs where no appropriate signis set out in the Private Crossings (Signsand Barriers) Regulations 1996.

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

C4.5 Provision of signs at public roadcrossingsThe requirements for traffic signing and roadmarking on public roads are set outin the Traffic Signs Regulations and General Directions 2002.

The position of all roadsigns shall be agreed with the relevant highwaysauthority. All signs shall be positioned so they can be seen by approaching roadusers. The position shall be established jointly by the infrastructure controller andthe highways authority or their nominated representatives.

C4.6 Signs indicating the name of crossingsSigns shall be provided to indicate the name of levelcrossings, both to crossingusers and to railway staff.

Requirements for the naming of levelcrossings are set out in section K1.

In addition to the crossingname, the signs shall show the national grid reference.Where telephones are not provided, a contact telephone number shall also beshown.

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

C4.8 Railway signs required for safetyGeneral requirements for railway signs required for safety are set out inGI/RT7033.

C4.9 Permanent closure of levelcrossings

Requirements for the permanent closure of levelcrossings, including the closureof a public roadcrossingto vehicular traffic, are set out in Part L. This includesrequirements for removal of signs.




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C5 Telephones to

signaller or crossingkeeper

C5.1 Purpose of telephone systemsTelephone systems, where required, serve two functions:

a) to facilitate the safe operation of the crossingwhere the signaller authorisesusers to cross, and

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

C5.2 Provision of telephonesC5.2.1Telephone communication to the signaller shall be provided at all barriercrossings worked by an automatic system.

C5.2.2Telephone communication to the signaller shall also be provided at crossings foruse by railway staff, bridleway crossings and crossings worked by users (otherthan railway staff) where:

a) the warning time is less than the time needed to cross safely, and

b) no active visible warning is provided.

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

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

b) there are more than two running lines.

C5.2.4At barriercrossings worked by the signaller or crossingkeeper with automaticlowering facilities, telephones shall be provided where there is known regular useby animals on the hoof or slow-moving vehicles.

C5.2.5The provision of additional telephones at levelcrossings shall be consideredwhere these may be required for use by railway staff either during normaloperation or during failure of crossingequipment.

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 systemsprovided for communications between levelcrossingusers and signaller orcrossingkeeper are set out in Part D.

C6 Active visib lewarnings

C6.1 Active visible warnings for crossings for use by railway staffWhere direct observation of approaching trains at a crossingfor use by railwaystaff is inadequate for the safety of users, warning indicators, in the form of awhite light, shall be provided.

Indicators shall be located at each access to the crossingin such positions as to

be visible from a position of safety.

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




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

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

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

C6.3 Active visible warnings at crossings on public roadsThe requirements for roadtraffic light signals are set out in the Traffic Signs

Regulations and General Directions 2002.

All roadtraffic light signalunits at a levelcrossingshall be of a similar type andshall produce outputs of similar light intensity.

Where it is identified that significant differences in the characteristics of roadtraffic light signals at nearby crossings could give rise to a risk of roadusersfailing to heed them, light signals of a similar type shall be provided at allcrossings 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 theTraffic Signs Regulations and General Directions 2002) shall also be providedwhere a requirement for such signals is identified because of high pedestrianusage or regular use by vulnerable groups of pedestrians.

C6.4 Requirements for the control of active visible warningsParticular requirements for the control of active visible warnings are set out inPart E.

C7 Active audiblewarnings

C7.1 General requirements for active audible warningsThe requirements to provide active audible warnings are set out in GI/RT7011.

At levelcrossings with full barriers controlled by railway staff, the audible warningshall commence when the roadtraffic light signals are illuminated at thecommencement of the barrierlowering sequence, and shall cease when allbarriers are fully lowered.

At all other types of crossingprovided with active audible warnings, the audiblewarning shall commence at the initiation of the warning sequence and shallcontinue until all approaching trains have passed clear of the crossing. At suchcrossings where a second train approaches the crossingduring the warningperiod for the first train, the audible warning shall change distinctively as soon asthe first train arrives at the crossing.

C7.2 Characteristics of sound to be producedWhen the levelcrossingoperating cycle is initiated, the audible warning deviceshall emit a continuous sound comprising repetition of two alternating tones. Thetwo alternating tones shall have frequencies of 800 Hz 1% and1000 Hz 1%, and shall be of equal duration. The tonal sequence shall repeatapproximately every 0.5 second.

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




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Permitted variations in the power supply, including any loading effects producedduring the levelcrossingoperating cycle, shall not lead to obvious variation ofaudible characteristics.

C7.3 Output levelof active audible warning devicesThe output levelof the audible warning device shall be sufficient to provide anadequate warning to pedestrians under all expected conditions of backgroundnoise. Subject to meeting the requirement to provide an adequate warning, theoutput levelof the audible warning device shall be limited to avoid unnecessaryannoyance to local residents.

The audible signaloutput shall be capable of adjustment in volume to suit localbackground noise conditions, including, where appropriate, automatic selection ofdiffering requirements for day and night conditions.

The audible warnings shall provide the required sound levels, with reasonable

uniformity, over the whole crossingarea. At a vehicular crossingthis shallinclude the roadway and footways within the stop lines and for approximately 5 mon each approach.

The units shall be mounted in a manner that provides an adjustment in both thehorizontal and vertical planes to facilitate focusing of the sound.

C7.4 Number of audible warning devices to be providedThe number of audible warning devices to be installed at a levelcrossingshall bedetermined by the specific requirements of the crossing, but shall not be less thantwo.

C7.5 Reliabilit y of audible warning devicesThe audible warning device shall function under all reasonably foreseeable

environmental conditions.

C7.6 Provision of whistle signs as crossingprotectionFor footpath crossings, it is permissible for an audible warning to be given by anapproaching train, subject to a risk assessment. In such cases, whistle signsshall be provided.

C7.7 Requirements for the control of active audible warningsParticular requirements for the control of active audible warnings are set out inPart E.




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Part D

Telephone systems at levelcrossingsD1 General

requirements for levelcrossingtelephone

systemsD1.1 Design principles for telephone systemsLevelcrossingtelephones systems shall be designed to ensure that:

a) the crossinguser has a simple means of setting up a call, for example, byoperating a single button

b) the crossinguser, 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 crossingkeeper

d) calls from telephones available to a crossinguser are routed only to thedesignated control or supervising point

e) the control or supervising point has the facility to initiate a call to the levelcrossing.

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

a) allow calls to be made to, or received from, all levelcrossings for which it isresponsible 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 individualtelephones are used)

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

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

f) ensure that the signaller is only able to handle one call from a levelcrossing

at a time.

So long as the requirements of this section and, where relevant, section D6 arecomplied with, it is permissible to connect levelcrossingcircuits to a telephoneconcentrator, a key system or separate telephones.

If the signaller or crossingkeeper has to go outside the control or supervisingpoint in the course of normal duties, consideration shall be given to making thecalling signal(indicating an incoming call from the levelcrossing) audiblewherever the signaller needs to go.

D1.3 Levelcrossingcircui ts provided via a telephone exchangeAt crossings, other than those worked by an automatic control system monitoredby a signaller or crossingkeeper, it is permissible to provide levelcrossingcircuits via a telephone exchange or electronic switch and with auto-phonesinstalled at the crossing.




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A separate exchange line shall usually be provided in the control or supervisingpoint for each levelcrossingfitted with auto phones. Where there are multiplecrossings in a block or signalsection, it is permissible to set up the telephones atall of them to ring the same extension at the control or supervising point, providedthat a hunt group is established. Sufficient lines shall be provided on the huntgroup to ensure that a caller does not receive the engaged tone under theexpected levels of crossingusage.

It shall be simple to set up a call from the control or supervising point to anycrossingand consideration shall be given to minimising the likelihood ofmisdialling. Telephone lines provided for this purpose shall not be used forgeneral purposes unless calls from levelcrossings can be prioritised to avoidreceiving an engaged tone.

D1.4 Closure of the control or supervising pointIf 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 levelcrossingphone to the control point taking over responsibility. The transfer shallbe achieved using the closing switch used to transfer signalling controls (seeclause 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 tellcrossingusers that the line is closed and that it is safe to cross. If provided, thisfacility shall be activated by an absence switch interlocked with the signals insuch a way that the signals cannot be cleared until the switch is returned to itsnormal position.

D1.5 Types of telephones for use at levelcrossingsTelephones 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 levelcrossingtelephone system, such as the Public Emergency TelephoneSystem (PETS)

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

Telephones for crossingusers at a particular crossingshall all be of the sameappearance and operate in the same way.

The telephone equipment shall be suitable for its intended use and haveadequate 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 circu itsD1.6.1 Number of circuitsAll telephones at a crossingshall usually share a single circuit back to the controlor supervising point. Separate circuits are permissible where all the followingconditions can be met:

a) all other requirements for the telephone operation and monitoring can becomplied with

b) the risk associated with a crossinguser having to cross the l ine to answer acall is considered

c) the signaller or crossingkeepers indications and call facilities areunambiguous.




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D1.6.2 Choice of telephone circuits

Circuits for crossingtelephones shall be of one of the following types:

a) a circuit provided entirely within the infrastructure controllerstelecommunications systems, including a radio system

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

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

D1.7 AvailabilityThe system design and the maintenance regime shall be determined to provide

availability appropriate to the levelof risk associated with the equipment failure.

Power supplies for levelcrossingcommunications shall be designed to ensurethat voice communications can continue for a minimum of 12 hours after the lossof the primary power supply.

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

D2 Positioning oftelephones

D2.1 Minimum requirementsWhere telephones are provided for the use of crossingusers, there shall be atleast one telephone on each side of the railway line. The telephones shall be

clearly visible from the crossingarea and from any signadvising users totelephone.

Telephones shall be positioned such that the user is in a position of safety fromboth roadand rail vehicles. Where there is a risk that the user could move out ofthe position of safety whilst using the telephone, consideration shall be given tothe provision of a physical barrier.

Where possible, telephones shall be located to permit the user to operate thetelephone whilst standing upright. The height of telephones shall be chosen topermit all users to make calls and read any information provided. It is permissibleto assume that young children will be accompanied but consideration shall begiven to the possibility of wheelchair users needing access.

A level, stable surface shall be provided for the user to stand on whilst using thetelephone.

At levelcrossings with roadtraffic light signals, telephones shall be positionedadjacent to the right-hand side light units.

At other levelcrossings, telephones shall be positioned adjacent to the point ofaccess to the railway.

D2.2 Addit ional requirementsWhere telephones are provided on bridleway crossings with facilities for riders toopen gates without dismounting, consideration shall be given to providingadditional telephones useable by a mounted rider.

Where crossings are provided with a local control unit (see section E11), atelephone shall be accessible by the person operating the controls. A dedicatedtelephone shall be provided if none of the telephones provided for the crossinguser are within reach.




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Telephones provided for the use of railway staff shall be positioned so that userscan safely operate the crossingcontrols provided whilst using the telephone.

D3 Labelling of levelcrossingtelephones for

use of crossinguserD3.1 General requirementsTelephones shall be clearly signed externally with an identification label, to allowa user to identify their function. Telephones shall be clearly labelled internallywith an information label, to instruct the user in their correct use and to giveinformation likely to be needed in normal and emergency situations.

D3.2 Identifi cation labelEach telephone shall be identified by a label depicting a black handset on ayellow background, as illustrated in GI/RT7033. If any label cannot be clearly

seen from all parts of the crossingarea, and from any signadvising users totelephone, additional labels shall be fixed to the sides of the telephone enclosureor its supporting structure.

Additional requirements for crossings worked by an automatic control systemmonitored by signaller or crossingkeeper are set out in section D6.

D3.3 Information labelsThe information label shall provide:

a) instructions on how to use the telephone

b) the name of the control point (signalbox)

c) the name of the levelcrossing

d) the location reference

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

The location reference shall take the form of the national grid reference of thetelephone, accurate to within 100 m, for example, SW 498 313 Long Rockcrossing, unless an alternative location reference agreed with the emergencyservices is provided.

If the railway line closes at specific times and there is no automatic announcingfacility (see clause D1.4), the label shall state the times when the railway isusually closed.

The label shall warn the user that calls may be recorded.

Additional requirements for crossings worked by an automatic control systemmonitored by a signaller or crossingkeeper are set out in section D6.

D4 Labelling of levelcrossingtelephones for

use of railway staffD4.1 General requirementsTelephones shall be clearly signed externally with an identification label, to allowa user to identify their function. Telephones shall be clearly labelled internallywith an information label, to instruct the user in their correct use and to giveinformation likely to be needed in normal and emergency situations.




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D4.2 Identifi cation label

Telephones that are not for the crossinguser, which can only communicate withthe 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 beidentified by a label depicting a black handset on a white background, asillustrated in GI/RT7033.

D4.3 Information labelsThe information label shall provide:

a) instructions on how to use the telephone

b) the name of the control point (signalbox)

c) the name of the levelcrossing

d) the location reference

e) the phonetic alphabet.

The location reference shall take the form of the national grid reference of thetelephone, accurate to within 100 m, for example, SW 498 313 Long Rockcrossing, unless an alternative location reference agreed with the emergencyservices is provided.

D5 Labelling ofequipment at the control

or supervising pointVisual indicators and call buttons or their equivalent shall be clearly identified withthe name of the levelcrossing. Where a hunt group is provided for a group oflevelcrossings (see clause D1.3) and there is insufficient space to list all thecrossingnames, it is permissible to identify the levelcrossings by a single groupname on the equipment if this is supplemented by accessible details of theindividual crossings included in the group.

The location reference (see clauses D3.3 and D4.3) and the track mileage of thecrossingshall be available to the signaller or crossingkeeper and, if there isenough space, displayed on the visual indicator.

D6 Additionalrequirements for

crossings worked byautomatic controlsystems, monitored

remotely by a signallerD6.1 Functional requirementsIf a single telephone fails, or a user fails to replace the handset, it shall notprevent the correct operation of the remaining telephones.

At the supervising point, incoming calls from the crossingshall be identified by anaudible signal, which shall be distinguishable both from other types of telephoneand from other equipment alarms and indications used there. The audible signalshall continue until the call is answered even when another circuit is in use on anassociated concentrator, or the caller ends the call unanswered.

If an absence switch is provided (see clause E4.5.3) its operation shall disablethe audible alarm. Calls made from the crossingwhen the line is closed shall beregistered by the supervising point equipment. When the absence switch is




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returned to its normal position, the audible and visual alarms at the supervisingpoint shall operate, if an incoming call has been registered.

D6.2 Labelling of telephones for use of the crossinguserIdentification labels shall be fitted to three sides of each telephone housing or to aseparate panel fitted above the telephone. (Refer also to the Traffic SignsRegulations and General Directions 2002, and the Private Crossings (Signs andBarriers) Regulations 1996.)

Labels shall be legible by day and by night.

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

D6.4 Choice of telephone circu itsTelephone circuits provided for the crossinguser shall be of the direct line type.




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Part E

Signalling and control systems at level

crossingsE1 Crossings with white

light indicatorsE1.1 Provision of protecting signalsThere are no specific requirements for the provision of protecting signals.

E1.2 Control of white light indicatorsThe white light indicators shall be illuminated when it is safe to cross, and shall beautomatically 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 crossingin less than thespecified minimum period after the initiation of the warning sequence, and thestrike-in points shall be positioned to ensure this, taking into account any timedelays in the operation of the equipment. The warning shall cease as soon as allapproaching trains have passed clear of the crossing.

E1.3 Warning timesThe controls shall ensure that the warning time is sufficient for a user to traversethe crossingfrom the decision point and reach a place of safety at least10 seconds before the arrival of a train. Determination of the minimum warningtime shall take into account:

a) the number of tracks to be crossed

b) the approach speed of trains

c) the nature of the crossinguser, for example, pedestrians, users of barrows orother wheeled vehicles.

Where there is a stop signalbetween the strike-in point and the crossing, it ispermissible to inhibit the warning when the signalis at danger and free ofapproach locking, in order to avoid excessive warning times. Where a trainaccelerating from the signalwould be able to reach the crossingin less than theminimum warning time, clearance of the signalshall be controlled in accordancewith clause E9.3 to ensure that the minimum warning time will not be reduced.

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

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

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

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

E2 Crossings withred/green lights

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

E2.2 Contro l of red/green lightsWhen there are no trains approaching the crossing, the green light in each lightunit shall be illuminated. An approaching train shall cause the green lights to beextinguished and the red lights to be illuminated.




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The warning shall be initiated automatically by the approaching train. Thearrangements shall ensure that no train arrives at the crossingin less than thespecified minimum period after the initiation of the warning sequence, and thestrike-in points shall be positioned to ensure this, taking into account any timedelays in the operation of the equipment. The warning shall cease as soon as allapproaching trains have passed clear of the crossing.

E2.3 Warning timesThe minimum warning time for a crossingequipped with red/green lights, from theillumination of the red light to the arrival of the train, shall not be less than theminimum warning time set out in the table below for the type of crossingconcerned. This minimum warning time shall be increased, where necessary, toensure that it is at least five seconds longer than the time required for anyexpected users to traverse the crossing, from the decision point to a point atwhich they are completely clear of the railway on the far side of the crossing. Inthis case, the decision point is a point at which the crossinguser 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 signalbetween the strike-in point and the crossing, it ispermissible to inhibit the warning sequence when the signalis at danger and freeof approach locking in order to avoid excessive warning times. Where a trainaccelerating from the signalwould be able to reach the crossingin less than theminimum warning time, clearance of the signalshall be controlled in accordancewith clause E9.3 to ensure that the minimum warning time will not be reduced.


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


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

The boundaries of the train detection sections which control the crossingshall be

located as close as is practicable to the edge of the crossing, with due allowancefor the overhang on rolling stock and the need to avoid locating insulated railjoints or other equipment within the crossingsurface or cattle-cum-trespassguards.

At vehicular crossings, where the train detection system is susceptible to falseoperation by roadvehicles, the system shall be designed to prevent incorrectinitiation of the crossingclosure sequence resulting from the passage of roadvehicles.

E3 Crossings workedby an automatic control

system, monitored by

train crew E3.1 Protection of the crossingE3.1.1 Provision of protecting signalsThere are no specific requirements for the provision of protecting signals.




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E3.1.2 Drivers levelcrossingindicator

A drivers levelcrossingindicator (in accordance with GK/RT0031) shall beprovided for the train driver on each rail approach to the crossing. The crossingindicator shall be positioned approximately 5 m before the crossing.

Where there is a running signalin close proximity to the crossing, the controlsshall be arranged to avoid any possibility of confusion between indications givenby the signaland by the drivers levelcrossingindicator. If necessary, in order toachieve this, it is permissible not to provide a drivers levelcrossingindicator; inthis case the proving of the correct operation of the crossingshall be incorporatedinto the controls of the signalproceed aspect, as set out in clause E3.6.


a) immediate detection of the first vehicle of a train as soon as it reaches the

strike-in point


c) detection of the direction of the train movement.

The boundaries of the train detection sections which control the crossingshall belocated as close as is practicable to the edge of the crossing, with due allowancefor the overhang on rolling stock and the need to avoid siting insulated rail jointsor other equipment within the crossingsurface or cattle-cum-trespass guards.

Where the train detection system is susceptible to false operation by roadvehicles, the system shall be designed to prevent incorrect initiation of the

crossingclosure sequence resulting from the passage of roadvehicles.

E3.3 Operational sequencesE3.3.1 Initiation of crossingclosureThe operation of the levelcrossingshall be initiated by detection of anapproaching train, except as set out in clause E3.5.

The requirements for the crossingclosure sequence are set out in clause E7.1.The barriers shall take not more than 10 seconds, from the time when theycommence to lower, to reach the fully lowered position. The train shall arrive atthe crossingnot less than 27 seconds after commencement of the closuresequence.

When the crossingis longer than 15 m, the minimum warning time shall beincreased from 27 seconds by one second for every additional 3 m of crossinglength or part thereof.

On double-track lines, the arrangements for closing the crossingshall ensure thatit remains closed to roadtraffic if the required minimum roadopen time cannot beensured between trains. In order to achieve this, the crossingshall be preventedfrom opening following the passage of one train if another train is approaching thecrossingand will arrive within 10 seconds at the point at which the crossingclosure needs to be initiated. The delay of 10 seconds allows for the minimumroadopen time plus the time required to allow the barriers to rise to the positionat which the roadtraffic light signals are extinguished.

If a separate another train coming strike-in point is not provided, the strike-inpoint shall be positioned at a distance equivalent to 10 seconds, for a trainrunning at maximum permissible speed, before reaching the point where the

crossingclosure needs to be initiated. If the crossingis already closed when atrain reaches the strike-in point, it shall remain closed; if the crossingis open, theclosure sequence shall be initiated after a delay of 10 seconds.




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E3.3.2 Opening of cros

Girt7012 Iss 1

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