page_title: Level crossings in the United Kingdom
section_title: History
hierarchical_section_title: Level crossings in the United Kingdom / History
caption_attribution_description: English: Double headed DRS goods passing through St Bees Railway Station - October 2009
context_page_description: There are around 6,000 level crossings in the United Kingdom, of which about 1,500 are public highway crossings. This number is gradually being reduced as the risk of accidents at level crossings is considered high. The director of the UK Railway Inspectorate commented in 2004 that "the use of level crossings contributes the greatest potential for catastrophic risk on the railways." The creation of new level crossings on the national network is banned, with bridges and tunnels being the more favoured options. 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. Some 5,000 crossings are user-worked crossings or footpaths with very low usage. The removal of crossings can improve train performance and lower accident rates, as some crossings have low rail speed limits enforced on them to protect road users.
context_section_description: Gated level crossings were mandatory from 1839, but initial rules were for the gates to be ordinarily kept closed across the highway. The original form of road level crossing on British railways dates from 1842 onwards, it consisted of two or four wooden gates (one or two on each side of the railway). When open to road traffic, the gates were closed across the railway to prevent horses and livestock inadvertently escaping onto the railway. The gates were operated by railway staff usually by hand or later by capstan wheel from a signal box and they were generally interlocked with the signal/s protecting the crossing. Where a signal box was not nearby but road traffic still warranted a full gated crossing a dedicated crossing keeper would be employed, often living in a railway-owned cottage adjacent to the crossing and in communication with the signal boxes via the telegraph system.
  In 1955 various European countries were visited and automatic crossings examined by two inspecting officers from the Railways Inspectorate (HMRI), two road engineers from the Ministry of Transport, and two officers from the British Transport Commission (see Hixon rail crash). They visited 46 crossings in 10 days in three countries; Belgium, France and the Netherlands. The report was signed on 14 March 1957, and automatic and automated crossings came into use, with the first automatically operated level crossing commencing operation at Spath near Uttoxeter in Staffordshire in May 1961. 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 changes made to AHBCs were additional information signage, telephones to signal boxes and the addition of a preliminary amber light to the pair of red lights at all crossings (plus a now defunct 'Another train coming' illuminated box; now just a piece of signage is needed). Provision of telephones at these crossings had been opposed by Colonel Reed of the Railways Inspectorate (HMRI), although some BR managers still installed them. Colonel McMullen of HMRI had stated in 1957 that if AHBs (Automatic Half Barriers) were adopted "the principle must be recognised that it is the responsibility of the individual to protect himself from the hazards of the railway in the same was as from the hazards of the road".  Wynns, the operator of the low-load transporter had received a terse reply from British Rail when they wrote about a near-disaster with a slow transporter in Leominster in 1966.
  The Automatic Open Crossing (now known as AOCL, with the L standing for Locally monitored) was introduced in 1963. These have no barriers, a St Andrew's Cross above each warning light, and have an indicator light to show correct working. The first to be installed was at Yafforth in North Yorkshire in 1963. These crossings were cheaper than installing AHBCs and were much suited to quiet country lanes, which is why many more were installed in the 1970s, albeit destined to be replaced by AOCRs (Automatic Open Crossing Remotely monitored) as they had a greater line speed potential and were even cheaper than AOCLs. The first of these AOCRs to be installed was at Naas crossing near Lydney, Gloucestershire in 1983. 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. Only one remains in the UK at present; on the national network at Rosarie, near Kei
caption: A full barrier level crossing in St Bees, Cumbria, that is controlled by the adjacent signal box
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