'Don't Run The Risk' Campaign
You may be in a hurry. You may use it every day. You may even think you know when the train’s coming. But if you take a chance at a level crossing, you’re putting your life, and your family’s, at risk.
Last year, one person died every month at a level crossing in the UK.
They probably weren’t messing around, or after a thrill. Most of them were just ordinary people who thought it wouldn’t happen to them – until it did.
96% of accidents are caused by driver or pedestrian misuse.
At Network Rail, we work hard to maintain level crossings so they are safe and work correctly. We’re doing everything we can to prevent more deaths from happening on the tracks.
So right now, we’re running a national advertising campaign highlighting the importance of level crossing safety.
Level Crossings
Level Crossings are safe if used correctly.
There are over 7,600 Level Crossings both on public and private land that cut across the UK railway network.
The type of crossing provided depends on a number of factors - whether the right of way is private or public, volume and nature of traffic and the geographical features of the location. All have one common feature... they are safe if used correctly.
Every year, over 1,800 pedestrians and motorists are reported to have misused a crossing. Tragically some people are injured or killed primarily because they have made an error, deliberately made a violation or have become complacent about using the crossing.
Click here to find out more about our approach to managing level crossing safety.
Who uses Level Crossings?
Crossings are used by both private and public users. Young and old. There are 2 main groups.
- Motorists and cyclists going about their daily business. Drivers could include mums on school runs, learners, local authorities, businesses, HGV drivers, farmers and farm workers.
- Pedestrians. These are either regular users such as local residents or visitors to the area.
The potential consequences of misusing crossings are very serious
Misuse is preventable as it requires diligent behaviour from users. Typically misuse is higher during:
- Summer months when more people are out and about
- During daylight hours
- During rush hour.
Misuse by either motorists or pedestrians leads to catastrophic risk for both users and trains:
- With line speeds up to 125mph, trains cannot stop quickly and pedestrians or vehicles are unlikely to survive collision impact.
- Trains can drag pedestrians or trespassers who are close to the tracks under their wheels because of their slipstream.
What we are doing to make Level Crossings safer
There is currently considerable research and practical action being taken to raise awareness and change user behaviour around level crossings to reduce misuse and fatalities.
We have also dedicated Level Crossing Risk Co-ordinators working with local authorities and private users to increase understanding of how to use Level Crossings correctly and the potential consequences of not doing so.
We also work hard to maintain crossings so they are safe and enhanced where justified by the application of additional controls.
What to do if you have a problem with a Level Crossing or have more questions
If you have a problem caused by a Level Crossing or any other part of the railway or if you simply want more information, please contact the National Helpline on 08457 11 41 41.
If you see a pedestrian or motorist misusing a Level Crossing, please call the British Transport Police on 0800 40 50 40 or the Police on 999.
Types of Level Crossing
Broadly these are either active because the level crossing user is made aware of the presence of a train, or passive as the level crossing user is responsible for detecting the presence of an approaching train.
Active crossings
Manually controlled gate (MG)
Manually controlled barrier (MCB)
Manually controlled barrier protected by closed circuit television (MCB-CCTV)
Automatic half-barrier (AHB)
Automatic barrier crossing locally monitored (ABCL)
Automatic open crossing, locally monitored (AOCL)
Automatic open crossing, remotely monitored (AOCR)
Passive crossings
Open crossings (OC)
User-worked crossing protected by miniature warning lights (UWC-MWL)
User-worked crossing with telephone (UWC-T)
User-worked crossings (UWC)
Footpath crossings (FP)
Manual crossings
Access is protected by the presence of gates. As the train approaches a railway employee will close the gates across the road and allow the train to pass over the crossing. The gates will then be opened across the railway line to allow the free flow of road vehicle traffic to resume. On particularly quiet roads the gates are sometimes maintained 'closed to road' and opened when required if no train is approaching.
Manually controlled barrier (MCB)
Protected by barriers, across both carriageways of the road and are operated by a railway employee. The operation of the road traffic lights signals and audible warning devices is interlocked into the signalling system. Typically, the crossing operator would be situated within a 50m clear view distance of the crossing.
Manually controlled barrier protected by closed circuit television (MCB-CCTV)
Similar to the Manually Controlled Barrier. The only difference is that the railway employee uses a CCTV system to monitor and control the operation of the crossing.
Automatic crossings
Access prevented by means of two half-barriers that block the flow of road traffic, but not the exits leaving an escape route for trapped motorists. The primary protection is a combination of road traffic light signals, audible warning devices and the half-barriers. The lights and sirens are activated at a set time before the operation of the barriers. The operation of the barriers is initiated automatically as the train approaches. The barriers raise automatically when the train has passed, unless there is another train approaching that would arrive within the time needed to operate the crossing sequence. Crossing equipment condition is monitored remotely when the railway line is open. In addition, telephones are provided for public use and connected to the monitoring point.
Automatic barrier crossing locally monitored (ABCL)
Similar to AHBs (ie half barriers, telephone), but are monitored by the train driver.
Automatic open crossing, remotely monitored (AOCR)
No form of barrier protection. However, warnings to road vehicle and pedestrians are by road traffic light signals and an audible signal. The warning sequence is initiated automatically by the approach of a train and stops when the train has passed clear of the crossing. The equipment is monitored at a when the line is open. In addition, telephones connected to the monitoring point are available for the crossing user. There is only one such crossing in the UK at Rosane, near Keith, in the Scottish Highlands.
Automatic open crossing, locally monitored (AOCL)
Similar to road users as the AOCR type. The main difference is that there is no provision of a telephone for the crossing user, as the crossing equipment is monitored by the train driver. If another train is following the lights will continue to flash after the passage of the first train, an additional signal will light up to show the approach of another train & the tone of the audible warning will also change.
User worked crossings
These are provided where the road is quiet and rail speed low. As the name suggests, the interface between the railway and the road is open with no barriers or gates. The protection provided is signage, warning road users that they must give way to any oncoming train. The crossings are such that there must be sufficient sighting for the road vehicle users to stop in time to allow the passage of the trains. In addition, the train speed is limited to 10mph or there is a requirement for a train to stop (at a stop board) before proceeding across the crossing.
All user worked crossings are private and are only for authorised users. However, in some cases public pedestrian access is provided at these locations by means of public footpaths and/or bridleways.
User-worked crossing protected by miniature warning lights (UWC-MWL)
Have user operated gates or full lifting barriers and miniature warning lights to warn the user of an approaching train. These lights are red and green, the operation of which is linked to the signalling system.
Operated by the crossing user. In the default position, the crossing is protected by the use of barriers or gates across the “road” enabling free access for train movements. The crossing users operate the barrier/gates manually to obtain access to the crossing. Once the user has crossed, they are required to close the barriers or gates behind them. Some authorised users keep these crossings padlocked to prevent unauthorised use.
User-worked crossing with telephone (UWC-T)
Similar to the standard UWC, but with the addition of telephones for the crossing user. Typically, provided where sighting of approaching trains is restricted. The user is required to use the telephone to call the signaller in order to obtain permission to cross and when crossing with a long or slow vehicle or livestock, inform the signaller when the crossing is clear for rail use.
Primarily for pedestrians with stiles or wicket gates to restrict access to the crossing point. There is a requirement for a minimum sighting time for the crossing user. In cases where sufficient sighting time is not available, the railway may provide a whistle board or minature warning lights (MWL) to warn users of the presence of an oncoming train. A variant is the bridleway crossing, provided on routes used by horse riders. Rights over these crossings are generally public although some are private and restricted to authorised users