Level crossings in the United Kingdom
The cost of making significant reductions, other than by simply closing the crossings, is substantial; some commentators argue that the money could be better spent.
Following trials in 1952, lifting barriers were permitted to be used instead of swinging gates by section 40 of the British Transport Commission Act 1954 (2 & 3 Eliz.
2. c. xxxiii) giving powers to prescribe "safety arrangements at public level crossings such as automatically or remotely operated barriers".
[11][12][13][10] Automatic half-barrier crossings later came into being after another enquiry abroad in 1963, consisting of a single-arm each side of the road, which block only oncoming traffic leaving the exits clear.
Half barriers were originally considered to have an advantage as they had a short closure time and did not require to be interlocked with signals.
After the Hixon rail crash in 1968, it became clear that more warnings were needed for large vehicles at AHBCs (automatic half barrier crossings).
The vehicle in question (a low-load transporter carrying a large electrical transformer), despite being escorted by police, was struck by a train whilst crossing the tracks at 2 miles per hour (3.2 km/h) on an AHBC installed a year before.
The provision of telephones at these crossings had been opposed by Colonel Reed of the Railways Inspectorate (HMRI), although some BR managers still installed them.
These continued to be installed until the Lockington rail crash occurred in 1986, which saw the demise of this type of crossing with nearly all AOCRs being upgraded to AHBCs.
In order to do it quickly and cheaply, the full conversion to ABCL status was not done, and instead the simple addition of barriers to create an AOCL+B was the go-to option.
Upgrades and closures still continue into the future, with newer systems (and trials of different equipment) such as the AFBCL (automatic full barrier crossing locally monitored) being installed in Ardrossan in 2018.
[20][21] After the Ufton Nervet rail crash, there have been increased efforts to review the placing of level crossings and to eliminate them where this is practicable.
In the UK it has also been suggested that cameras similar to the type used to detect drivers who run traffic lights be deployed at level crossings, and that penalties for ignoring signals should be much more severe.
British Transport Police typically prosecute motorists who jump the barriers, for either trespass or failing to conform with a traffic signal.
[citation needed] This would allow the introduction of anti-slip surfaces and also barriers to prevent motorists driving around crossing arms and, it is hoped, reduce the number of crossing-related deaths.
Network Rail is pursuing a policy of closing level crossings at the rate of over 100 a year in the interests of safety, and replacing them with road bridges or footbridges.
[25] For the episode of British motoring television programme Top Gear on 25 February 2007, Network Rail staged an incident in which a locomotive was driven into a Renault Espace at around 80 miles per hour (130 km/h) at an AHBC level crossing at Hibaldstow, Lincolnshire to graphically illustrate the dangers of "running the risk" (see British Rail Class 31 in the media).
The crossing is initiated by approaching trains and has no direct signaller involvement when working normally, apart from monitoring the process.
In recent years, some audible alarms at AHBCs have been updated to include spoken warnings as a means to improve safety.
The first crossing of this type in the UK was installed in the town of Spath, near Uttoxeter in Staffordshire, and began operating on 5 February 1961.
Since that time, a disproportionate number of accidents have occurred on the remaining AOCLs, leading to many having barriers added and changing the designation to AOCL+Bs.
Obstacle detection equipment (LIDAR only) is provided since automatic full barrier crossings without them can trap a vehicle if not proven it's clear before lowering.
The exit (offside) barriers will not descend unless the crossing is proved clear of vehicles and pedestrians by obstacle detection equipment.
Since the early 1980s, most of these have been removed and replaced with simpler signage, but they weren't fully extinct until around 2007/2008 (Beech Hill LC being one of the last with the illuminated 'another train coming' sign).
These alarms function the same as a Yodalarm at a half barrier crossing except their main property is that intermittently a verbal warning will play.
Some crossings with equipment manufactured by Bombardier and Schweizer Electronic use a PA system instead of separate alarm units and play an audio file of the Yodalarm alternating signal.
Gates open to road traffic, mostly closed across the railway to stop herded livestock from straying onto the track.
The now-extinct GWE Mk1 pedestal/barriers were installed at manned controlled barrier (MCB) crossings between the late 1960s to the early 1980s, with the last ones removed in Selby, North Yorkshire in 2021.
[38] Plessey introduced a phone system in 1970 that enabled widespread introduction and standardisation of level crossing telephones.
[40] In 1986, British Rail commissioned Whiteley Electronics of Mansfield to improve upon and supersede the system by Plessey, which was limited in the ability to indicate fault states and required relays that were becoming harder to maintain.
