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Section 16: Signs at Level Crossings

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Until the 1960s, virtually all level crossings in Britain were protected by gates, as a consequence of the legal requirement that the railways be 'fenced in'. Some of these crossings were, in addition, protected by fixed signals although in many cases only distant signals were provided, the red 'targets' on the gates serving as stop signals. The Great Eastern Railway had distinctive 'Gate' distant arms [16.1 & 16.2] that could be cleared when the gates were closed across the roadway. When the arm was 'on', the driver had to be prepared to stop short of the level crossing.

[16.1] Gate Distant Signal ('on') (GER).	[16.2] Gate Distant Signal ('off') (GER).

The Dornoch Light Railway opened in 1902. Three level crossings on the line were each protected by a semaphore signal that applied to trains in both directions. Each signal had just one arm, with a distinctive pointed end, both sides of which were coloured red with a white 'vee' [16.3 & 16.4].

[16.3] Level Crossing Signal ('on') (Dornoch Light Railway).	[16.4] Level Crossing Signal ('off') (Dornoch Light Railway).

Another type of gated level crossing, only found on lightly-used railways, is the "Trainman Operated Crossing" (TMO). The gates are normally closed across the railway and have to be opened and closed by the traincrew, as the name implies. Each rail approach to the crossing would be marked by an ordinary distant signal fixed at 'caution' or alternatively a notice board (see Section 20) stating the distance to the crossing and its name, e.g. "Wensley Level Crossing 400 yards".

Following new legislation in 1954, gates gradually began to give way to lifting barriers. In some places, neither gates nor barriers were installed. The first sign encountered by a train driver approaching an 'open' level crossing was a notice board stating the distance to the crossing, e.g. "Ungated level crossing 250 yards ahead". At crossings where trains were not required to stop, this would be followed by a whistle board (see Section 15). A speed restriction applies between the whistle board and the level crossing. The crossing speed depended on sighting conditions and there could be a different speed in either direction. A 'cut-out' speed restriction sign would usually be provided in conjunction with the whistle board.

Some open crossings simply had "Give Way" signs to warn road traffic, while others were given the extra protection of flashing road lights. The first open crossing with road lights was commissioned at Yafforth (North Eastern Region), in 1963. A white light, which was normally extinguished, was provided on each rail approach to indicate a failure condition to train drivers. If the white light was flashing [16.5], it indicated that the power supply had failed but the road lights were operating. A steady white light would be displayed [16.6] in the event of the road lights having failed, in which case train drivers were required to stop short of the crossing and not proceed over it until satisfied it was safe to do so. If a flashing or steady white light was displayed, the driver was required to report the circumstances at the next signal box.

[16.5] Driver's White Light (flashing).	[16.6] Driver's White Light (steady).

In 1967, the operation of the driver's white lights was altered. A flashing white light (see [16.5]) would in future indicate to train drivers that the power supply is intact and the road lights are operating correctly. The driver must check that the white light is flashing on passing the speed restriction/whistle board. The train may then proceed over the crossing provided it is not obstructed. If the light is out, a failure condition exists and drivers are required to stop short of the crossing and not proceed over it until satisfied that it is safe to do so. The steady white light indication (see [16.6]) was abolished. This type of crossing subsequently became known as "Automatic Open Crossing, Locally Monitored" (AOCL).

By 1967, a standard form of level crossing advance warning board had been introduced to replace the worded notice boards formerly installed on the approaches to open level crossings. The new sign, located at full braking distance to the crossing concerned, bears a black St. George's cross on a white background [16.7]. This sign can now be used at any type of level crossing that is operated or monitored by the traincrew.

[16.7] Advance Warning Board ( (a) - floodlit or reflectorised; (b) - with Betalight strips ).

At level crossings where trains are required to stop before proceeding, stop boards are provided (see Section 20). On the approach to each stop board (normally 200 metres), an 'advance stop board', later to be known as an 'intermediate board' was installed [16.8]. This sign bears a horizontal black bar on a white circular background and thus resembles a banner repeater signal fixed in the 'on' position (see [7.37]). Note that trains may be required to stop in one direction or both directions depending on the circumstances at a particular level crossing. Provision of intermediate boards was discontinued from c.1978.

[16.8] Advance Stop Board or Intermediate Board.

A new form of combined speed restriction and whistle board was designed for use at open level crossings [16.9]. Some crossings have signs with differential speed restrictions [16.10]. With these special speed restrictions, the driver may accelerate once the front of the train has passed over the crossing.

[16.9] Combined Speed Restriction/Whistle Board.	[16.10] Combined Speed Restriction/Whistle Board (differential speed restriction).

At AOCLs where the road crosses two tracks, it was a requirement that a second train must not arrive at the crossing within one minute of the previous train having cleared it. One way of meeting this requirement was to provide a "Wait" sign [16.11] near each flashing white light unit (see [16.5]). This will be illuminated if another train is using the crossing. A second train must not proceed until the "Wait" sign has been extinguished and the white light is flashing.

[16.11] "Wait" Indication.

A more modern form of TMO crossing is provided with lifting barriers instead of gates. To lower the barriers, the traincrew must operate a device such as a plunger. A flashing white light (see [16.5]) indicates that the barriers have been lowered across the road. At some crossings of this type, the barriers rise automatically after the train has passed. Beyond the crossing, an indicator may be provided which shows "BU" to advise the driver that the barriers are up [16.12]. If the indicator has not illuminated by the time the train is about to pass it, the train must stop and the barriers have to be raised manually.

[16.12] 'Barriers Up' Indication.

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