Despite the failure of the barrier arms to operate, this IS safety by design. The Driver is still signalled that there is a fault condition, and the road warning can be manually re-operated by the Driver. This was a conscientious rail driver who followed good procedure.
I have to say, as an American, that despite the technical malfunction seen here, that there is a light to communicate to the train driver a fault with the crossing is a step up from the US. The two biggest problems with trains in the US has to do with impatient drivers driving around the crossing gates, and pedestrians walking (illegally) along the railways.
Oh dear, not safe that. Best to be cautious although very little traffic. Like you say no barriers here at all until 2014. Nice crossing though beautiful scenery. ❤😊👍
It's safer than it looks as everyone involved knows of the fault and the driver is instructed to proceed with utmost caution. It is still not good, though
AOCL+Bs are a nightmare for this. We've got quite a few down in Suffolk that have a habit of fully activating, barriers and all but the driver's indicator never changes so you have to go through the full rigmarole for a crossing that is basically working fine.
Great video. This is how delays occur. You could also call that number on that blue sign there to inform them about the malfunctioning level crossing. Btw from 4:07 till 4.54 the image is blurred.
The blurring will have been your end, as I've checked the video just to be sure. It crossed my mind, but probably wouldn't have done all that much to call in given the driver was doing so already. Thanks by the way!
@@SouthEastLevelCrossings Yes indeed, in this case the drive did report it. And I just checked the video again, the blurring is gone now. Was a temporary malfunctioning at my end :)
It's anyone's guess how many times this has happened not on camera too. Considerable work needs to be done about it, but in the mean time be thankful the situation can be controlled!
So you imply the British public are too inept to look out for trains? Why always so negative and shift blame? That's immature. My country has more than 7500 unprotected level crossings and my 66 million countrymen, despite an average IQ of just 69, know not to get themselves killed by trains. We have also seen that automated level crossings don't save the lives of dumb and obstinate drivers. Stupidity has no cure. 😊
@@afriquelesud "We have also seen that automated level crossings don't save the lives of dumb and obstinate drivers." [citation needed] Groups like Operation Lifesaver have found that signalized crossings, along with better knowledge of how to be safe at railroad crossings, massively reduce the likelihood of people getting hit and injured or killed at crossings.
As someone who has used this line many times, unfortunately this happens a lot. No wander most locals use the X99 Stagecoach bus, as it takes half the time to get to Wick from Inverness. Painfully slow
I bet the bus is a lot cheaper also.. honestly its crazy how poor rail travel can be due to underinvestment etc., when really it should be much faster and more efficient than road (as it is in other parts of the country).
Which is why the train isn't coming. The driver of the train hasn't been given the confirmatory signal that the level crossing is functioning properly. The driver of the train will then be cautioned across the crossing. Perfectly safe.
Driver gets a flashing red light to indicate the crossing has failed. Theyre supposed to stop short of the crossing, sound a warning then proceed at 5 mph across the crossing. In technical terms, the Cyclic Stick Relay hasn't energised after the last train. I worked as an S+T tech for 42 years and I've maintained and repaired lots of these types of crossing. They were originally AOC(L) then they added barriers to them.
I have seen this happen at the Whitehall crossing nr Canterbury west station once a train i was on slowed sharply, as it went passed the crossing the barrier was up I've seen this a few times even a car has been at the crossing before now waiting to cross
No wonder it timed out. Driver didn't need to contact the signaller or get out to check the road lights were operating... The instructions for these crossings if the white light fails to illuminate is to stop, check the crossing is clear, sound the horn continuously until the train is over the crossing then proceed. No need for such a long delay at all.
Thanks for clarifying ( wrongly). I'm a signalman controlling the Far North Line. The driver carried out her duties as per instruction from us. Ensured road lights and klaxon working, pressed the plunger after the crossing timed out and proceeded cautiously over the crossing prepared to stop short of any obstruction. Please, leave railway ops to the railway professionals. Incredibly, we do know what we're doing!
@@GraemeElgar: Considering that Ben (OP) is himself a train driver (and seems to have quoted TW8 section 4.4 almost exactly as it is stated), what was incorrect about his post? (I’m genuinely interested to learn, as I would have read it as per the original post - maybe missing additional context?)
@fetchstixRHD clearly different areas have different instructions regarding the failure of AOCL+B crossings - RETB signalled lines being the case in point here. The driver here carried out her instructions to the letter as far as I can see.
That L/C has been an accident waiting to happen for years! Before the barriers were there, I waited for the lights to go out, then went across and almost had the back taken off the car by a Sprinter.
When i was in dingwall i was about to cross the crossing but the lights started flashing so i waited and no train came and i was stuck for 10 minutes and when the barriers went back up
Very interesting. What if this were to happen on a high speed line; how much notice of a fault would the driver get? Also as a layman, can I ask what is the criteria for the klaxons sounding the whole time the barriers are down (if working!) as opposed to only sounding whilst lowering, as is the case in all crossings in my area thanks
At least in Norway the warning signal for the driver to tell if the barriers are closed or not needs to be so far away from the crossing that even at full line speed the train can come to a complete stop before arriving at the crossing
High speed crossings don't use this kind of crossing, they are instead monitored by the signal box and if a fault is detected then the train is stopped by signals. Once the train is stopped, the driver will be informed about the fault and if appropriate at that location, would be authorised to pass the signal at danger, approach the crossing ready to stop short of it and, if the crossing is clear and the road lights are working, proceed over the crossing. It does vary from location to location, but trains can be authorised through at caution if either the barriers or the lights are working, since traffic should stop for them but the train will double check for safety too.
Yodelarms sound continuously at half-barrier and automatic open crossings throught the sequence, while at full-barrier types yodelarms stop once barriers are down.
Great video and crossing! Definitely a bizarre malfunction. Based on some of the other comments, is it possible that the AOCL+B upgrades are just simply getting to the point where the cheaply upgraded equipment is againing out?
I believe they're more advanced and controlled by the signal box and have CCTV so they can check it's lowered before giving a green signal, whereas I think these rural ones are fully automatic from sensors on the track.
You wouldn't get an AOCL+B crossing on such a line Iirc the max speed for that type of crossing is 40mph (~70kph) On higher speed lines then you would have a MCB-CCTV or MCB-OD crossing with full barriers interlocked to the signals where the crossing is confirmed clear either by the signaller by CCTV or automatically by a Radar scanner (with supplementary Lidar on the MK1 version)
How did driver know barriers had failed to lower? Appreciate if you are stationary close by you can see them but guess something made driver slow and stop.
A signal right next to the crossing will have been flashing red and the driver would've clearly seen that, as well as the barriers still being raised on approach. They'd've known the crossing was active in some way as they'd've also seen an LED floodlight facing them illuminate
When one of the carriages crosses the crossing and kicks up a bunch of dust into the air is that expected or is there some kind of leak in the exhaust (or elsewhere?) ?
Crossings should be on CCTV the signaller should need to check the crossing and manually put the signal to green. On a barrier failure staff should have to attend to manually control the crossing until repaired. Trains should have to wait for the staff to attend. Too many barrier failures causing near misses.
Signallers have enough to do without having to oversee scores of other crossings in thier area. If the red road lights are working then it is safe to proceed at extreme caution as demonstrated here. Where are all these near misses?
@@lolzlolz69 all crossings used to have a signal box on site. The signaler had to close the gates. Cutting costs does not reduce the need to operate a railway safely. We see too many crossing failures. I live in an area with many busy crossings. Barrier failures are quite common. A busy road with a train coming having barriers rise just as the train arrives at the crossing. How is that safe?
@@TheSleepychicken Where are you getting the money from to employ 1000's of extra people and putting in 1000's of extra signals? The current arrangement is perfectly fine and this video demonstrates what happens when equipment fails.
@@lolzlolz69 it's not thousands. Check a CCTV image and operate a signal. That's all that's needed. With modern CCTV it can even alert if there is something wrong. Ufton Nervet killed 6 including the train driver. Train v vehicle is always bad. There used to be a legal obligation to run a safe railway. Why when the crossings fail which they do round here frequently why are the car drivers always forced onto long diversions for days? Network rail installed a new crossing locally that was broken as much as working for months. That replaced a real human at that crossing. That crossing is closed for 20 minutes in every hour anyway. Railways are very privileged. They often seem to abuse that privilege.
@@TheSleepychicken You have no idea what you are talking about. You have brought up an incident that had nothing to do with the safe operation of the crossing as it was suicide.
The apps I use are listed at the bottom of the description. Real Time Trains is the go-to for pretty much everything, but I also use the live track maps of Open Train Times and Traksy for more accurate locations of trains. Hope this helps :)
It would've almost certainly been logged and already reported as the driver contacted the signaller, and indeed the technicians attended later, so I assumed this would be the case and didn't feel the need to report it myself.
My guess by the fresh tarmac is a BPM fault.... Many barriers have loops now to prevent them coming down on top of a vehicle and damaging the barrier. But if the loop fails then this happens
Depends what type of power pack is inside the pedestals. Level crossings on busy roads fail in the down position. Lightly used roads can be fitted with packs that fail in the up position. Stops delaying motorists waiting for someone to come and fix them. Perfectly safe as the train proceeds at caution.
AOCL+B packs require power to the solenoid to drop them. MCB and AHBs packs will drop when power to the solenoid is cut/lost. Since AOCL+Bs have no indications back to a controlling box and are locally monitored it has to be this way around.
The engineers be like dont need barriers on that strech of rd anyway no 1 travels along there and the beacons are facing the wrong way anyway, who needs the barriers in the middle of no where anyway 😂
Dang. Once I was driving over a level crossing and the wigwags were flashing red but two of the barriers were stuck halfway. The other two were still up. Then a few minutes later, a train came very slowly through the crossing. It was very unusual
Strange. I would have thought it would not be safe or proper for a driver in control of a passenger train to get down and walk away from an operating powered up train. I would have thought a guard would have to do it.
It's the same as going to a lineside telephone at say a signal. Brake applied and the trains not going to move on its own until the driver is back in the cab. No danger, no issues, no dramas just doing their job.
Looking at that lump of fresh tarmac I guess this crossing is fitted with BPM/BOD loops which are basically traffic sensing loops designed to stop the barriers from lowering onto a car.. The barriers will only lower if the loop shows clear. There is normally a 10s timer and if the loop is still occupied after 10s the crossing won't clear the DCI. However if the loops or the loop module fails then this can easily be the result... But yes as it's an AOCL+B it's perfectly appropriate for it to be passed with the barriers raised at caution provided at least half of the red road lights are operating on each side As shown, normal procedure is to give a sustained blast of the horn and pass at 5mph until the front of the train is off the crossing
@@ChangesOneTim I can assure you that some are fitted with such loops. Although it's mainly something found on MCB-OD crossings where they are pretty much manditory there is now provision to fit them on other types if neccassay. That being said so far I've only actually seen them on MCB-OD crossings (always fitted on the YN and ZN sides and occasionally fitted on YO and ZO sides)
Back in the railway days, a second man, or a guard, would have walked to the crossing with a red flag, the train would have crossed, and the the crew rejoin the train. Trains now only have one crew person, the driver. They almost timed out a second time before the train actually moved. And yes the cab is accessed by passenger access too, there by leaving the passengers to jump off too if do desired. H&S, gone to the dogs. Why do we have such high unemployment, beacuse the jobs have been taken away.
@@robertbate5790 You are probably right on the terminology, I think they may be "train managers" or "conductors" now, but are still involved in train dispatch and safety duties unlike on the former SPT-supported electric routes where the driver works the doors and the only other member of staff is for revenue protection. When other central-belt lines were electrified (Glasgow to Edinburgh via Falkirk and Shotts, Glasgow and Edinburgh to Stirling and Alloa) these retained "guards" on the new electric trains.
The Driver left the train door open when she /he left the train and walked to crossing to check the lights ! I hope no poor sighted person tries to step out thinking there's a platform there !
This is exactly what I’d call fart 💨 arsing about! Wasting time for no real reason. It’s very rural; the lights are working fine and the Highway Code clearly states: Give way to trains! This is simply ridiculous!
Not necessarily. Signaller needs the assurance that the road lights are working (hence the driver got out), because no road lights and barriers failed in the raised positions = no trains running over. The time out was unfortunate, then the train passed, with caution as though it states in the Highway Code, it is on a bend and looks to be national speed limit. Good signalling and driving, a very dangerous situation dealt with perfectly.
Despite the failure of the barrier arms to operate, this IS safety by design. The Driver is still signalled that there is a fault condition, and the road warning can be manually re-operated by the Driver. This was a conscientious rail driver who followed good procedure.
It's nice to know that even with these failures, there are such dilligent drivers making sure to make the safest crossing possible
It's just an example of how our railways are amongst the safest a railway can be.
@@SouthEastLevelCrossingsbut tbh some people don’t care but we need like those big gates in Other places
@@SouthEastLevelCrossingsbut atleast the driver stopped and reported the issues
At least the UK system means the train has time to stop before it reaches the crossing.
unlike america, barriers barely down and train passes, you littery have less than 10 seconds from lights, barrier and train appearing
The full AOCL+B experience right there, you're seemingly always seeing them fail 😂. Great video as always!
Thank you very much! 😅
I have to say, as an American, that despite the technical malfunction seen here, that there is a light to communicate to the train driver a fault with the crossing is a step up from the US. The two biggest problems with trains in the US has to do with impatient drivers driving around the crossing gates, and pedestrians walking (illegally) along the railways.
Do you have sirens as well? We have them over here in order to help blind drivers
@@whimsical_ninja”blind drivers” 😂 you serious?
@@whimsical_ninjaI think they do as they have the classic bell sound, also it’s probably better if the blind drivers got hit, it was bound to happen
@@whimsical_ninjaI think you mean deaf
The Long Island Rail Road has a cab signal that will drop to a 15mph indication if a gate is up.
Oh come on , anything mechanical can fail . Perfectly fine safety measures .
Oh dear, not safe that. Best to be cautious although very little traffic. Like you say no barriers here at all until 2014. Nice crossing though beautiful scenery. ❤😊👍
It's safer than it looks as everyone involved knows of the fault and the driver is instructed to proceed with utmost caution. It is still not good, though
AOCL+Bs are a nightmare for this. We've got quite a few down in Suffolk that have a habit of fully activating, barriers and all but the driver's indicator never changes so you have to go through the full rigmarole for a crossing that is basically working fine.
That is very Strange. What a massive failure this crossing has had when you visited! Nice Videos and Catches! 👍🏻
Indeed. Cheers!
Great video. This is how delays occur. You could also call that number on that blue sign there to inform them about the malfunctioning level crossing. Btw from 4:07 till 4.54 the image is blurred.
Is it possible you were watching on a system with a bad connection? Make sure you're in at least 1080p
The blurring will have been your end, as I've checked the video just to be sure. It crossed my mind, but probably wouldn't have done all that much to call in given the driver was doing so already. Thanks by the way!
@@SouthEastLevelCrossings Yes indeed, in this case the drive did report it. And I just checked the video again, the blurring is gone now. Was a temporary malfunctioning at my end :)
This is becoming more and more common with AOCL+B crossings.
It's anyone's guess how many times this has happened not on camera too. Considerable work needs to be done about it, but in the mean time be thankful the situation can be controlled!
The cheap and lame AOCL+B issue. Far from the first, as Chapel Road previously did it, when you visited. Nice video!
Brynmarlais on the Heart of Wales was filmed failing raised too. These are my least favourite types of crossing for chiefly this reason. Thanks btw!
So you imply the British public are too inept to look out for trains? Why always so negative and shift blame? That's immature. My country has more than 7500 unprotected level crossings and my 66 million countrymen, despite an average IQ of just 69, know not to get themselves killed by trains. We have also seen that automated level crossings don't save the lives of dumb and obstinate drivers. Stupidity has no cure. 😊
@@afriquelesud "We have also seen that automated level crossings don't save the lives of dumb and obstinate drivers." [citation needed]
Groups like Operation Lifesaver have found that signalized crossings, along with better knowledge of how to be safe at railroad crossings, massively reduce the likelihood of people getting hit and injured or killed at crossings.
As someone who has used this line many times, unfortunately this happens a lot. No wander most locals use the X99 Stagecoach bus, as it takes half the time to get to Wick from Inverness. Painfully slow
I bet the bus is a lot cheaper also.. honestly its crazy how poor rail travel can be due to underinvestment etc., when really it should be much faster and more efficient than road (as it is in other parts of the country).
It so desperately wanted to be an AOCL again!
I saw the train driver get out and manually close the barrier at Forsinard on the Far North Line
Which is why the train isn't coming. The driver of the train hasn't been given the confirmatory signal that the level crossing is functioning properly.
The driver of the train will then be cautioned across the crossing. Perfectly safe.
Driver gets a flashing red light to indicate the crossing has failed. Theyre supposed to stop short of the crossing, sound a warning then proceed at 5 mph across the crossing. In technical terms, the Cyclic Stick Relay hasn't energised after the last train. I worked as an S+T tech for 42 years and I've maintained and repaired lots of these types of crossing. They were originally AOC(L) then they added barriers to them.
Very interesting technical insight there 👍
Rovie got some failures now! I think it wants to be an AOCL!
The +B must be for "begone barriers" 😂
I have seen this happen at the Whitehall crossing nr Canterbury west station once a train i was on slowed sharply, as it went passed the crossing the barrier was up I've seen this a few times even a car has been at the crossing before now waiting to cross
as long as the lights turn on it doesnt matter, as the lights mean stop
No wonder it timed out. Driver didn't need to contact the signaller or get out to check the road lights were operating... The instructions for these crossings if the white light fails to illuminate is to stop, check the crossing is clear, sound the horn continuously until the train is over the crossing then proceed. No need for such a long delay at all.
That's what I was wondering, I was sure the rule book said that...
Thanks for clarifying ( wrongly). I'm a signalman controlling the Far North Line.
The driver carried out her duties as per instruction from us. Ensured road lights and klaxon working, pressed the plunger after the crossing timed out and proceeded cautiously over the crossing prepared to stop short of any obstruction.
Please, leave railway ops to the railway professionals. Incredibly, we do know what we're doing!
@@GraemeElgar: Considering that Ben (OP) is himself a train driver (and seems to have quoted TW8 section 4.4 almost exactly as it is stated), what was incorrect about his post?
(I’m genuinely interested to learn, as I would have read it as per the original post - maybe missing additional context?)
@fetchstixRHD clearly different areas have different instructions regarding the failure of AOCL+B crossings - RETB signalled lines being the case in point here. The driver here carried out her instructions to the letter as far as I can see.
Parts of the Highlands have 5 trains a day, 5 cars cross over a level crossing, one bus every hour and half and that's about it lol
That L/C has been an accident waiting to happen for years! Before the barriers were there, I waited for the lights to go out, then went across and almost had the back taken off the car by a Sprinter.
Given that the train driver would have approached at extreme caution (as in this video), your version of events is very unlikely.
Well done that driver
These strict procedures they're trained to follow are the main reason our railways are so safe.
When i was in dingwall i was about to cross the crossing but the lights started flashing so i waited and no train came and i was stuck for 10 minutes and when the barriers went back up
Nice one ive had a few barrier failures at crossings
AOCL+B's are notorious. Cheers btw!
Excellent video as always 👍
Thanks again!
Very interesting. What if this were to happen on a high speed line; how much notice of a fault would the driver get?
Also as a layman, can I ask what is the criteria for the klaxons sounding the whole time the barriers are down (if working!) as opposed to only sounding whilst lowering, as is the case in all crossings in my area thanks
There's not a lot of high speed crossings in the UK, and most of those would usually have further monitoring.
At least in Norway the warning signal for the driver to tell if the barriers are closed or not needs to be so far away from the crossing that even at full line speed the train can come to a complete stop before arriving at the crossing
High speed crossings don't use this kind of crossing, they are instead monitored by the signal box and if a fault is detected then the train is stopped by signals.
Once the train is stopped, the driver will be informed about the fault and if appropriate at that location, would be authorised to pass the signal at danger, approach the crossing ready to stop short of it and, if the crossing is clear and the road lights are working, proceed over the crossing.
It does vary from location to location, but trains can be authorised through at caution if either the barriers or the lights are working, since traffic should stop for them but the train will double check for safety too.
@@xaiano794 Thanks!
Yodelarms sound continuously at half-barrier and automatic open crossings throught the sequence, while at full-barrier types yodelarms stop once barriers are down.
Hope Network Rail resolved this quickly.
Great video and crossing! Definitely a bizarre malfunction. Based on some of the other comments, is it possible that the AOCL+B upgrades are just simply getting to the point where the cheaply upgraded equipment is againing out?
It's definitely a possibility they're not lasting tbh. They've been around as a whole for 12 years with the majority having been in for 10 now.
Anyone who ignores the flashing lights should not be driving or crossing
0:20 nah bro really sounded the Hesa Fredrick 💀
Damned, what would happen on a line where train runs at 100 to 140 kmh ? No way to stop in time...
I believe they're more advanced and controlled by the signal box and have CCTV so they can check it's lowered before giving a green signal, whereas I think these rural ones are fully automatic from sensors on the track.
@@itskdog This makes sense... Anyway, in theory, the flashing red lights are sufficient to indicate a mandatory stop !
@@yvesd_fr1810 Yeah, never trust car drivers.
You wouldn't get an AOCL+B crossing on such a line
Iirc the max speed for that type of crossing is 40mph (~70kph)
On higher speed lines then you would have a MCB-CCTV or MCB-OD crossing with full barriers interlocked to the signals where the crossing is confirmed clear either by the signaller by CCTV or automatically by a Radar scanner (with supplementary Lidar on the MK1 version)
This happened before not at Rovie but at Forsinard, Halkirk and Kirkton level crossings
all that for a crossing that probably gets 4 cars an hour cross it, still good safety
How did driver know barriers had failed to lower? Appreciate if you are stationary close by you can see them but guess something made driver slow and stop.
A signal right next to the crossing will have been flashing red and the driver would've clearly seen that, as well as the barriers still being raised on approach. They'd've known the crossing was active in some way as they'd've also seen an LED floodlight facing them illuminate
Did you not watch the video? 🤷🏼♂️
When one of the carriages crosses the crossing and kicks up a bunch of dust into the air is that expected or is there some kind of leak in the exhaust (or elsewhere?) ?
Cooling system fans probably
Curious do ScotRail not have guards on their trains who would guide the driver across failed crossings?
They do, but there's no requirement for them to do so given the conditions and the fact the road lights are functioning correctly
Crossings should be on CCTV the signaller should need to check the crossing and manually put the signal to green.
On a barrier failure staff should have to attend to manually control the crossing until repaired. Trains should have to wait for the staff to attend. Too many barrier failures causing near misses.
Signallers have enough to do without having to oversee scores of other crossings in thier area. If the red road lights are working then it is safe to proceed at extreme caution as demonstrated here. Where are all these near misses?
@@lolzlolz69 all crossings used to have a signal box on site. The signaler had to close the gates. Cutting costs does not reduce the need to operate a railway safely.
We see too many crossing failures. I live in an area with many busy crossings. Barrier failures are quite common. A busy road with a train coming having barriers rise just as the train arrives at the crossing. How is that safe?
@@TheSleepychicken Where are you getting the money from to employ 1000's of extra people and putting in 1000's of extra signals? The current arrangement is perfectly fine and this video demonstrates what happens when equipment fails.
@@lolzlolz69 it's not thousands. Check a CCTV image and operate a signal. That's all that's needed. With modern CCTV it can even alert if there is something wrong.
Ufton Nervet killed 6 including the train driver.
Train v vehicle is always bad.
There used to be a legal obligation to run a safe railway.
Why when the crossings fail which they do round here frequently why are the car drivers always forced onto long diversions for days?
Network rail installed a new crossing locally that was broken as much as working for months. That replaced a real human at that crossing. That crossing is closed for 20 minutes in every hour anyway.
Railways are very privileged. They often seem to abuse that privilege.
@@TheSleepychicken You have no idea what you are talking about. You have brought up an incident that had nothing to do with the safe operation of the crossing as it was suicide.
Just wondering what app do you use to tell when a train is coming?
The apps I use are listed at the bottom of the description. Real Time Trains is the go-to for pretty much everything, but I also use the live track maps of Open Train Times and Traksy for more accurate locations of trains. Hope this helps :)
How did the driver know the crossing had reset?
Could you please try get a video of the new footpath crossing in bedilington it’s called BEDILINGTON FP
I don't take requests, although I am likely to bear that one in mind if there's anything running on that line and I'm up that way!
@@SouthEastLevelCrossings thanks m8
I notice you say it was still quite safe (phew), but have you reported this happening? With enough complaints they might end up upgrading it
4:50 nevermind, this is good
It would've almost certainly been logged and already reported as the driver contacted the signaller, and indeed the technicians attended later, so I assumed this would be the case and didn't feel the need to report it myself.
Fair point, so long as it's all dealt with everyone wins
I thought that the barriers lower as soon as there is a power cut, to prevent an accident, so how did they not lower at all here?
My guess by the fresh tarmac is a BPM fault....
Many barriers have loops now to prevent them coming down on top of a vehicle and damaging the barrier.
But if the loop fails then this happens
Depends what type of power pack is inside the pedestals. Level crossings on busy roads fail in the down position. Lightly used roads can be fitted with packs that fail in the up position. Stops delaying motorists waiting for someone to come and fix them. Perfectly safe as the train proceeds at caution.
AOCL+B packs require power to the solenoid to drop them.
MCB and AHBs packs will drop when power to the solenoid is cut/lost.
Since AOCL+Bs have no indications back to a controlling box and are locally monitored it has to be this way around.
Have you tried turning it off and on again?
It’s amazing how often something will work afterwards when you do that.
The engineers be like dont need barriers on that strech of rd anyway no 1 travels along there and the beacons are facing the wrong way anyway, who needs the barriers in the middle of no where anyway 😂
Dang. Once I was driving over a level crossing and the wigwags were flashing red but two of the barriers were stuck halfway. The other two were still up. Then a few minutes later, a train came very slowly through the crossing. It was very unusual
Interesting. I've never known of anything like that to happen.
@@SouthEastLevelCrossingsIf you want to know which barriers I think it had really old NRS barriers and sometimes they go faulty
they were probably aware and went slow for a reason
In America level crossings are different I don’t live in America but everyone is stupid and American trains are HUGE and they go on for so long
Well, that pretty much sums up privatisation.
Except the barriers are maintained by Network Rail, a publically-owned company since Hatfield…
there was nobody there, couldnt they just go like 5mph and do the horn
AOCL time!
Always treat power sockets as live, and rail crossings with utmost care. Common sense dictates caution. Others aren't responsible for our actions.
Oh god 😂
Strange. I would have thought it would not be safe or proper for a driver in control of a passenger train to get down and walk away from an operating powered up train. I would have thought a guard would have to do it.
It's the same as going to a lineside telephone at say a signal. Brake applied and the trains not going to move on its own until the driver is back in the cab. No danger, no issues, no dramas just doing their job.
Looking at that lump of fresh tarmac I guess this crossing is fitted with BPM/BOD loops which are basically traffic sensing loops designed to stop the barriers from lowering onto a car.. The barriers will only lower if the loop shows clear. There is normally a 10s timer and if the loop is still occupied after 10s the crossing won't clear the DCI.
However if the loops or the loop module fails then this can easily be the result...
But yes as it's an AOCL+B it's perfectly appropriate for it to be passed with the barriers raised at caution provided at least half of the red road lights are operating on each side
As shown, normal procedure is to give a sustained blast of the horn and pass at 5mph until the front of the train is off the crossing
Level crossings in GB don't have any such loops. Fresh tarmac will be after renewal or repair of the deck.
@@ChangesOneTim I can assure you that some are fitted with such loops.
Although it's mainly something found on MCB-OD crossings where they are pretty much manditory there is now provision to fit them on other types if neccassay.
That being said so far I've only actually seen them on MCB-OD crossings (always fitted on the YN and ZN sides and occasionally fitted on YO and ZO sides)
@@dasy2k1
Unless MCB-OD technical requirements have changed very recently, LIDAR and RADAR is used without the need for loops.
What do you expect from scotfail 🚂🚂🚂
Scotrail is not responsible for the infrastructure.
What a shambles.
That was a vary dangerous situation.
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Dealt with safely.
Putting it diplomatically network rail are totally inept when it comes to safety and maintenance.
@matthewcoupeofficial and you are in a position of railway operating experience to qualify this statement how exactly?
Nice video! Thats not good!
Absolutely not!
Back in the railway days, a second man, or a guard, would have walked to the crossing with a red flag, the train would have crossed, and the the crew rejoin the train. Trains now only have one crew person, the driver. They almost timed out a second time before the train actually moved. And yes the cab is accessed by passenger access too, there by leaving the passengers to jump off too if do desired. H&S, gone to the dogs. Why do we have such high unemployment, beacuse the jobs have been taken away.
The Class 158s as depicted here (and all other diesel trains operated by ScotRail) operate with guards when in passenger service.
@@harviemilligan1887 Thanks. As ex BR, long time ago, I believed guards were now called train managers, and did not assist with train running.
@@robertbate5790 You are probably right on the terminology, I think they may be "train managers" or "conductors" now, but are still involved in train dispatch and safety duties unlike on the former SPT-supported electric routes where the driver works the doors and the only other member of staff is for revenue protection. When other central-belt lines were electrified (Glasgow to Edinburgh via Falkirk and Shotts, Glasgow and Edinburgh to Stirling and Alloa) these retained "guards" on the new electric trains.
@@harviemilligan1887 Thanks for that 👍👍
The Driver left the train door open when she /he left the train and walked to crossing to check the lights ! I hope no poor sighted person tries to step out thinking there's a platform there !
Having just left Rogart station minutes before, it's unlikely. Also the conductor will be there to prevent any unauthorised passenger egress....
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This is exactly what I’d call fart 💨 arsing about! Wasting time for no real reason. It’s very rural; the lights are working fine and the Highway Code clearly states: Give way to trains! This is simply ridiculous!
Not necessarily. Signaller needs the assurance that the road lights are working (hence the driver got out), because no road lights and barriers failed in the raised positions = no trains running over. The time out was unfortunate, then the train passed, with caution as though it states in the Highway Code, it is on a bend and looks to be national speed limit. Good signalling and driving, a very dangerous situation dealt with perfectly.