A talk on discussing how lighting can make level crossings safer using new technology to reduce the dangers they present. Talk by Alan Jaques, ILP Vice President Highways and Infrastructure

1. Alan Jaques
Sector Leader - Lighting
ILP Vice President Highways and Infrastructure
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2. Level Crossings
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3. What is a level Crossing?
According to the Office of Rail Regulation:
A level crossing is where a railway line is
crossed by a road or right of way without
the use of a tunnel or bridge.
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4. Level crossing law
Health and Safety at Work etc. Act 1974 - this puts a duty on
employers to secure the health, safety and welfare of employees,
as well as protecting the general public against risks to health or
safety arising out of work activities.
Level Crossings Act 1983 - this authorises the Secretary of
State for Transport to make level crossing orders for the
protection of those using a level crossing. This function is usually
performed by the Office of Rail Regulation (ORR) on behalf of the
Secretary of State. Level crossing orders cover individual level
crossings. They specify the protective equipment required at a
crossing
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5. Office of Rail Regulation
Statement on level crossings by Ian Prosser, ORR's Director of
Safety:
"Great Britain's level crossings, although among the safest in
Europe, pose a significant rail safety risk to the public. ORR wants
the rail industry to close level crossings, but where this is
impracticable is pushing the industry to deliver innovative solutions
such as implementing new technology to make crossings safe. ORR
inspects the industry's management of level crossings to check that
legal safety requirements are being met. Where failings are found,
immediate action is taken to ensure the crossing is made safe."
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6. Office of Rail Regulation
"There are approximately 8,000 level
crossings in Great Britain. Around 6,500
of these are managed by Network Rail.
The rest are located on heritage
railways, metro systems and industrial
railways"
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7. Office of Rail Regulation
Level crossing risk
"Level crossings account for nearly half of
the catastrophic train accident risk on
Britain's railways. We believe that the safe
design, management and operation of level
crossings can reduce the risks, have a
positive effect on user behaviour and so
reduce the number of fatal and serious
incidents"
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8. Types of level crossings
Level crossings are in many forms
depending on whether they are on a public
or private road, or for vehicle, horse or
pedestrian use
The protection arrangements which are
appropriate at level crossings will vary,
depending upon the crossing location, for
example proximity to road junctions, the level
of use and the type of railway traffic
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9. Types of level crossings
An important factor in assuring the safety
of level crossings is providing, so far as
circumstances permit, a consistent
appearance for road and rail users of
any crossing. To help achieve this,
several 'standard' level crossing types
have been developed over the years.
Types of level crossings in Great Britain
include
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10. Types of level crossings
Gated crossings operated by railway staff - this type of crossing is
protected by gates, on both sides of the railway, which complete the fencing
of the railway when closed across the road or the railway.
Barrier crossings operated by railway staff - this type of crossing is
protected by road traffic light signals and lifting barriers on both sides of the
railway. An audible warning to pedestrians is also provided.
Barrier crossings with obstacle detection - this type of crossing is
protected by road traffic light signals and lifting barriers on each side of the
railway. An audible warning to pedestrians is also provided.
Automatic half barrier crossings (AHBC) - this type of crossing is
protected by road traffic light signals and a lifting barrier on both sides of the
railway. Audible warning to pedestrians is also provided
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11. Types of level crossings
Automatic barrier crossings, locally monitored (ABCL) - this
type of crossing appears, to the road user, to be similar to an
automatic half barrier crossing. It is protected by road traffic light
signals and a single lifting barrier on both sides of the railway.
Automatic open crossings, locally monitored (AOCL) - this
type of crossing has no barriers but is protected by road traffic
light signals and an audible warning for pedestrians.
Open crossings - this type of crossing does not have barriers or
road traffic light signals. Only road traffic signs are provided. Road
users must give way to trains at the crossing.
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12. Types of level crossings
User worked crossings (UWCs) for vehicles – this type of
crossing is normally protected by gates, or lifting barriers on both
sides of the railway. The gates, normally closed across the road
and hung so as to open away from the railway, are operated by
the users.
Footpath and bridleway crossings - this type of crossing is
found where the railway crosses a footpath or bridleway.
Foot crossings at stations - this type of crossing is found
between platforms at stations and may be the only route between
platforms or the only practicable route for people who cannot use
steps.
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13. Train speeds at level crossings
Automatic barrier locally
monitored (ABCL):
Train drivers must ensure
that the crossing is clear
before passing over it.
Train speed is limited to
55mph or less.
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14. Train speeds at level crossings
Automatic half-barrier
(AHB):
These crossings can only
be installed where the
permissible speed of trains
does not exceed 100mph.
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15. Train stopping distances
Freight train at 30mph 155m
Class 221 passenger train at 60mph 350m
Freight train at 75mph 492m
Represents the maximum retardation on a level track which it is considered desirable not
to exceed, in order to reduce the possibility of wheelslide
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16. Class 221 Passenger Train
(Typical Cross County Train)
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17. Risk at the road-rail interface
The modelled risk at level crossings
accounts for 95% of the total road-rail
interface risk
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18. Risk at the road-rail interface
Level crossing risk by event and user
type:
Public pedestrian struck by a train 58%
Road vehicle occupants in collisions with
trains 29%
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19. Risk at the road-rail interface
Accident statistics for 2013/14
8no fatalities (excluding suicides)
5no major injuries
51no minor injuries
10no vehicles hit by trains
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20. Risk at the road-rail interface
In the 10 years to March 2014 there were
97 fatalities at level crossings excluding
suicides
In the same period an additional
256 people committed suicide at level
crossings
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21. Risk at the road-rail interface
In the 10 years to March 2014 there were
123 collisions between trains and road
vehicles
In financial year 2012/13 there were 424
reported incidents
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22. Risk at the road-rail interface
Don’t forget the train driver
Statistics for 2013/14 show 15no cases
of shock and trauma mainly affecting
train drivers following accidents
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23. Risk at the road-rail interface
Near misses per year
Around 35 with road vehicles
Around 70 with pedestrians and cyclists
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24. Risk at the road-rail interface
Near misses by time of day
Accidents and reported near misses with road vehicles
tend to peak in the late morning and early afternoon.
Accidents and near misses with pedestrians most
often occur a little later in the day, although the peak
hour for pedestrian fatalities over the past ten years
has been between 10:00 and 11:00.
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25. Risk at the road-rail interface
Near misses by time of day
Accidents and reported near misses tend
to occur at broadly similar times of the
day.
However………
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26. Risk at the road-rail interface
Near misses by time of day
The main exception to this is that a higher proportion of
pedestrian/cyclist fatalities occurs in the late evening (21:00
to 01:00) than would be anticipated from near miss
reporting.
One explanation is that many near misses go unseen (and
therefore unreported) during hours of darkness.
There may also be an effect from alcohol affecting people’s
ability to observe and get clear of approaching trains.
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27. Review in to level crossings
The Law Commission for England and
Wales together with the Scottish Law
Commission has reviewed existing level
crossing legislation
The final report was published on 25
September 2013, together with an
analysis of the responses and a draft Bill
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28. Review into level crossings
On publication of the Law Commission
report, Ian Prosser, ORR's Director of
Railway Safety said
“…we have announced millions of pounds'
worth of extra funds to close or upgrade
level crossings over the next five years... "
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29. Lighting Standards
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30. BS5489-1 2013
Contains limited guidance on lighting near level
crossings
7.8.3 Lighting in the vicinity of railways
It is also essential, when designing the location of
lighting columns adjacent to railways, that any likely
foreseeable collision with a lighting column by road
traffic does not then lead to a hazard on the railway by
the lighting column falling onto the railway.
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31. BS5489-1 2013
NOTE 2 Further information, related in particular to
level crossings, can be found in Part 2, Section E of the
HSE publication Railway safety principles and
guidance.
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32. PLG 02 The Application of Conflict
Areas on the Highway
Definition of a conflict area:
Conflict areas are typically junctions, intersections,
roundabouts and pedestrian crossings, where
significant streams of motorised traffic intersect with
each other, or, with other road users such as
pedestrians and cyclists.
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33. PLG 02 The Application of Conflict
Areas on the Highway
Contains no guidance on level crossings
Should there be guidance in PLG02?
Should there be guidance for lighting of the approach?
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34. Rail Safety Principles and Guidance
Part 2 Section E Guidance on level crossings
29 Where trains run after dark, illumination of the
crossing may be provided to ensure its safe operation.
If the road approaches to a crossing are lit, the
crossing should be illuminated to at least the same
standard. Any lighting should not cause glare to either
road users or train drivers, interfere with the visibility of
railway signals nor cause avoidable annoyance to local
householders.
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35. Rail Safety Principles and Guidance
Part 2 Section E Guidance on level crossings
30 At crossings which are locally monitored by the driver of
the approaching train, additional lighting may be necessary
to enable the train driver to see that the crossing is
unobstructed from the point at which the driver may have to
brake the train.
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36. Network Rail Standards
NR/L2/SIG/30017 Issue 2
Requirements for level crossings
Issued 3rd September 2011
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37. Network Rail Standards
NR/L2/SIG/30017 Issue 2
Requirements for level crossings
Module H Lighting and CCTV at level crossings
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38. NR/L2/SIG/30017 Module H
General Requirements
A crossing where safe operation relies on the train
driver seeing that the crossing is clear, and which is
used by road vehicles shall be illuminated if trains run
after dark.
Any light source that adversely affects the operation of
a CCTV camera shall not be used within the field of
view of a CCTV system.
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39. NR/L2/SIG/30017 Module H
General Requirements
Lighting shall not cause significant levels of glare to road
users, train drivers or signallers and others operating the
crossing.
Lighting shall not interfere with the visibility of signals or the
train driver’s ability to distinguish the signal aspects
displayed. Consideration shall be given to the need to prevent
avoidable annoyance from lighting to local residents.
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40. NR/L2/SIG/30017 Module H
General Requirements
If the road approaches to a crossing are illuminated,
the crossing shall be illuminated to at least the same
standard.
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41. NR/L2/SIG/30017 Module H Lighting Standards
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Measurement at Usable Area of
Level Crossing at a height of 1m
from ground level
Network Rail Requirements in
Accordance with
NR/L2/SIG/30017/H
Horizontal illuminance at a height 1m from
ground level
Minimum illuminance – 20 lux
Uniformity (min/ave) – 0.4
Diversity (min/max) – 0.2
Illuminance for observer CCTV camera Minimum illuminance – 4 lux
Uniformity (min/ave) – 0.2
Diversity (min/max) – 0.15
Illuminance for observer from signal box Minimum illuminance – 4 lux
Uniformity (min/ave) – 0.2
Diversity (min/max) – 0.1

42. NR/L2/SIG/30017 Module H
General Requirement of
If the road approaches to a crossing are illuminated,
the crossing shall be illuminated to at least the same
standard.
Can cause complications………….but why?
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43. NR/L2/SIG/30017 Module H Lighting Standards
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Measurement at Usable Area of
Level Crossing at a height of 1m
from ground level
Network Rail Requirements in
Accordance with
NR/L2/SIG/30017/H
Horizontal illuminance at a height 1m from
ground level
Minimum illuminance – 20 lux
Uniformity (min/ave) – 0.4
Diversity (min/max) – 0.2
Illuminance for observer CCTV camera Minimum illuminance – 4 lux
Uniformity (min/ave) – 0.2
Diversity (min/max) – 0.15
Illuminance for observer from signal box Minimum illuminance – 4 lux
Uniformity (min/ave) – 0.2
Diversity (min/max) – 0.1

44. Illuminance in the horizontal plane
Lighting shall provide a maintained illuminance of not
less than 20 lux, measured over the usable area of the
crossing in the horizontal plane at a height of 1.0 m
above ground level, with the following uniformity ratios:
a) ratio of minimum illuminance to average illuminance
greater than 0.4, and
b) ratio of minimum illuminance to maximum
illuminance greater than 0.2.
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45. Comparison of Highway and Rail
standards
Highway lighting calculations are at ground level
Rail lighting calculations are at 1m above ground level
Highway lighting calculations have strict grid spacing
criteria
Rail lighting calculations don’t have any grid spacing
criteria
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46. Comparison of Highway and Rail
standards
Is the approach road lit to a current
P class
M class
C class
or a previous lighting standard?
Has the immediate approach to the level crossing been
treated as a conflict area?
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47. Comparison of Highway and Rail
standards
What maintenance factors are applied to the luminaires?
There are defined ways of calculating this for highway
lighting, what about rail?
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48. Comparison of Highway and Rail
standards
The time between Grip 4 and installation can be considerable
Many councils are rolling out lighting modernisation projects
The approach road could be re-lit between Grip 4 and installation
Therefore
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49. Comparison of Highway and Rail
standards
It is recommended that the highway authority is
consulted to ascertain the lighting standard on the
adjacent highway and to understand the implications of
any planned works
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50. Grip 4 Outline Design
Form A
Would usually contain information on:
Survey on the existing lighting (level crossing and
highway)
Lighting design proposal
Electrical design proposal
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51. Grip 4 Outline Design
Network Rail will undertake:
Document Review
Inter Disciplinary Check
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52. Grip 5 Detailed Design
Form B
Would typically contain information on:
• Standards applied
• Overview of the type of crossing and location
• Survey findings of existing apparatus inc
o electrical supply, loads, cable routes etc
• Design methodology for lighting and electrical
• Bill of Quantities
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53. Grip 5 Detailed Design
Appendices covering:
• Site drawings
• CDM risk register
• Lighting calculations
• Electrical calculations
• Apparatus information, data sheets etc.
• Form A Document Review Notice comments
o Ensure comments have been addressed
• Inter Disciplinary Check certificate
o Ensure relevant comments have been considered and addressed
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54. Apparatus
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55. Approved Materials v Innovation
Network Rail have lists of approved materials
However innovations in LED’s is moving quickly
Network Rail are open to suggestions for innovation
Early consultation with the Network Rail Project
Engineer essential
Consult at Grip 4
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56. Innovation
Its not all about LED’s!
However………..
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57. Benefits of LED Luminaires
Instant switch on to full power
Reduced outages
Reduced energy consumption and therefore cable sizes
Reduced planned and reactive maintenance
Tailoring of the colour rendering / appearance
Reduced spill light
Reduced glare
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58. Good Lighting Design
All the benefits of innovation will only be achieved if
good lighting design practices are applied at all stages
on each and every project
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59. Thank you
Alan Jaques
Sector Leader Lighting
ILP Vice President Highways and Infrastructure
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