Level Crossing

General Location:

As far as possible, new Level Crossings may not be located in busy station yards where heavy detention to the road traffic and other operational problems are  likely to be encountered. If provision of Level Crossing is inescapable, it may be located outside the outermost facing points. For Level Crossings already located within busy station yards affecting Railway operations and causing heavy detention to the road traffic, efforts should be made to replace them by Road Over/ Under Bridges as per extant rules or shift them outside the outer most facing points especially during planning of gauge conversions, yard remodeling and doublings and its operation from the cabin should be possible.

Classification of Level Crossings –

(1) The classification of level crossings should be settled in consultation with the

Road authorities concerned keeping in view the class of the road, visibility conditions, the volume of the road traffic and the number of trains passing over the level crossing.

(2) The classification of level crossings shall be as under-

(a) Special....... For roads --More Than 50,000 TVU’s

(b) ‘A’ Class.... For roads –TVUs between 50,000 and 30,000

Or Line capacity utilization 80% (on single line) and number of road vehicle greater than 1000.

(c) ‘B’ Class..... For roads –TVUs between 30,000 and 20,000 and Number of road vehicles more than 750.

‘B1’ Class for Roads -- TVUs between 30,000 and 25,000

‘B2’ Class for Roads -- TVUs between 25,000 and 20,000

(d) ‘C’ Class......All other level crossings for roads not covered in above classes.

(e) ‘D’ Class For Cattle crossings.

(3) Level crossings over colliery, factory and other similar sidings where Railway

traffic is light may however be dealt with according to local conditions, subject to the approval of the Commissioner of Railway Safety concerned being obtained in each case to the measures adopted for the safe working of trains over the crossing.

Categories of Roads –

(1) For the purpose of this standard, Roads shall be categorized as under

(a) Class I roads –

(i) National Highways,

(ii) State Highways,

(iii) Important roads within municipal towns, and

(iv) Roads in and around towns where road and rail traffic is heavy.

(b) Class II roads –

(i) Major and other District roads,

(ii) Unimportant roads within municipal towns,

(iii) Roads within non-Municipal towns including those within shunting limits of Railway stations, and 

(iv) Other surfaced roads.

(c) Class III roads –(i) Earth roads, and (ii) Cart tracks.

(d) Class IV roads –Cattle crossings and foot-path.

Standards for different classes of level crossings –

The standards to be followed (within the Railway limits) for the various parameters in respect of different classes of level crossings. These standards are applicable to all new constructions and also in The case of up-gradation of the existing level crossings. The existing level crossings which are of a lower standards than those prescribed in Annexure 9/1 need not be altered or modified
merely to suit these standards.(C.S.No.115 –The decision regarding normal position of gate open / closed to road traffic, interlocking, signals, telephonic communication with adjacent stations should be taken personally by DRM approved by P.C.E. / C.E.(Co) and C.O.M. & position reviewed every two year )

Gates and Locking Arrangements –

(1) Gates –

(a) The gates may be in the form of chains, lifting barriers or movable gates of

approved design.

(b) At new manned level crossings or when existing unmanned level crossings are upgraded to manned level crossings, lifting barriers should normally be provided which should be coupled so as to operate simultaneously. Chains or swing gates at existing manned level crossings should be replaced by lifting barriers on a programmed basis, giving priority to the important and busy level crossings

(2) Locking arrangements –

(a) Lifting type barriers, swing gates or chains when closed against road traffic shall be securely locked. When the locking arrangement is of the hasp and staple type with padlocks, two spare chains with loops at both ends should be provided for locking the gates when the locking arrangement goes out of order.

(b) Stops should be provided to prevent level crossing gates from swinging towards the track and causing infringement. Catches should be provided to secure gates when in the open position to avoid obstruction to road traffic.

(c) In the case of all manned level crossings, two long spare chains with loops at both ends, should be kept as reserve for use as an alternate to the barrier/gate, in case of damage to them. Two discs painted red with the words “stop” with arrangements for fixing them on the ground should also form part of the spare equipment. Separate rail posts should be erected near the gate, so that the chains can be fixed.

Skew Level Crossings –

(1) All roads should preferably cross the railway line at right angles. In special cases, when modification is required to suit the road approaches the angle of crossing should not be less than 450.

(2) At all level crossings the gate posts shall be fixed square to the road.

Normal Position of Gates – 

(1) General – Subject to such Special Instructions in that behalf as are permitted by these rules, all gates at level crossings shall be kept constantly closed and securely fastened across the through fare on both sides of the railway and shall only be opened when it is necessary and safe to open them for the passage of road traffic; provided that any Railway Administration may from time to time issue special instructions for any particular level crossing or class of level crossing and may by such special instructions permit the gates at any level crossing or class of level crossings to be normally kept open to road traffic and may therein prescribe the conditions under which gates are to be kept closed against road traffic for the passage of a train or trains or for the purposes of any other railway operation.

(2) At all level crossings over which trains are required to pass, the normal position of gates may be as under –

(a) All level crossings in Special, A and B1 classes will be interlocked and protected by signals and kept normally open to road traffic and may only be closed against the road traffic for the passage of trains or for any other railway operation by taking off the signals.

(b) Level crossings provided with gates and not protected by signals –

The gates must normally be kept closed and securely fastened against road traffic

and may only be opened for the passage of road traffic when it is necessary and safe to do so. The Railway Administration may under special instructions permit gates of level crossings not protected by signals to be normally kept open to road

traffic prescribing the conditions under which they may be kept closed against road traffic for passage of trains or any other railway operation.

(c) The normal position of gates at level crossings between station limits shall be as sub-para (a) and (b) above, fixed station signals not being regarded as affording any protection unless the gates are interlocked with signals.

(d) Level crossings having heavy seasonal traffic –

In case of level crossings having heavy seasonal road traffic with normal position

of gates closed to road traffic, the Railway Administration may permit gates of such level crossings, to be kept open to the road traffic during the busy season, when road traffic is heavy, by issuing special instructions and prescribing the conditions, under which they may be kept closed to road traffic for passage of trains or any other railway operation. The special instructions should be incorporated in the working rules for the gates and stations concerned.

(3) Gateman, where provided, shall at all level crossings other than those controlled by gates designed to close across the line, be prepared, wherever such level crossings be open to road traffic, to show a danger signal to any approaching train and for this purpose invariably keep a hand signal lit during night to show Red throughout the period the level crossing is open to Road traffic.

Whistle indicator –

(i) At the approaches to all unmanned ‘C’ class level crossings or manned level crossings where the view is not clear on either side for a distance of 600 meters and those which have normal position open to road traffic, without interlocking and protection by signals, under special conditions, bilingual whistle boards as per design should be erected at 600 meters along the track from the level crossing to enjoin the Drivers of approaching trains to give audible warning of the approach of a train to the road users. The Drivers of approaching trains should whistle continuously from the time they pass whistle boards to the time they cross the level crossing. However the distance of W/L boards for unmanned level crossings on single line sections where visibility is clear should be reduced to 350m.

(ii) The whistle indicator shall consist of two 600 mm. square boards painted yellow and bearing letter W/L in black. Its height shall be 2100 mm. from the rail level to the underside and the post on which it is fixed, painted with 300 mm. high bands in white and black. It shall not be lighted at night.

‘Stop’ Boards –

(a) On the road approaches to all unmanned ‘C’ class level crossings ‘Stop’ boards should be provided on the road at either side of the level crossings at suitable points, within the railway boundary.

(b) This shall consist of a board 675 mm.X525 mm. on a suitable post bearing the indication of an engine and the legend “Stop, look out for trains before crossing” in English, Hindi and Regional language. The paint used shall preferably be of luminous variety. The distance of the “Stop” board from the track on the approaches of the unmanned level crossings shall be 5 meters from centre line of the nearest track, within the Railway boundary.

(c) The vertical post shall be painted black and white, each strip to be 300 mm. in

height starting with black paint at the bottom.

Census of Traffic at Level Crossings, Unmanned/Manned –

(1) Periodical census of traffic at all level crossings, unmanned/manned should be taken at least once in three years to review the classification, in the case of manned level crossings and need for manning in the case of unmanned level crossing

Provision of New Level Crossings/ Manning/Demanning/Elimination:-

(a) Provision of the new level crossings: If, provision of new level crossing is inescapable, then only manned level crossing is to be provided. This is applicable

to all existing lines, new constructions and gauge conversions. However, these instructions are not applicable in case of private sidings.

(b) Manning of Unmanned Level Crossing:

(i) Based on traffic density, visibility and regular plying of buses etc., unmanned

level crossings have been categorized into I-III categorized for manning at Railway's cost in a phased manner on a programmed basis as per following priority 

Category-I Level Crossings where the Train Vehicle Units (TVUs) exceed 6,000

number of road vehicles exceed 180 and where visibility is clear.

Category-II Level Crossings where TVUs exceed 6,000, number of road vehicles

exceeds 120 and where visibility is restricted.

Category-III Level Crossings where TVUs is between 3000 and 6000 and

visibility is restricted.

Further manning of any unmanned level crossing shall not be done if motor vehicles don’t ply regularly. Manning of category III level crossing should be considered once manning of first 2 categories is over. Further if any unmanned level crossing gets involved in more than three accidents in three years, it should

be manned immediately irrespective of the category to which it belongs. All proposals for manning of unmanned level crossing should be processed in consultation/association with the Chief Operation Manager of Railway.(c.s.115)

(ii) All unmanned level crossings on Rajdhani and Shatabdi routes where maximum permissible speed is 120 Kmph or more should be manned on priority.

Further train route wise priority to be followed for manning will be A route followed by B, C, D, Dspl and E routes
.

(iii) For manning of unmanned level crossings with traffic density more than 10000 TVUs, Board's approval is not required. However, in all other cases Board's sanction is required.

(c) De-Manning/Elimination of the Level Crossing:

The existing manned level crossings should not be demanded. However, the detailed review/survey of the existing level crossings both manned and unmanned to be carried out with a view to eliminate them by either passing the road through an existing bridge or by constructing link roads to combine two or more level crossings etc. However railways may de-man an existing level crossing gate in case the TVU level falls below 80% of the value of criteria laid down for manning above.

Gate Lamps and Blinders –

(1) Fixture of gate lamps and indicators to road users –

Gate lamp should be mounted preferably in rectangular sockets over gates so as to give correct indication to road users vide item 6. The lamp should be lighted by the Gateman at sunset and remain lighted till sunrise.

(2) Provision of Blinders to Gate lamps –

(a) All gate lamps should be provided with blinders to conform to item 6.

(b) Drivers of trains shall get no light indication from the gate lamp except at “Special Class” level crossings where they will observe red lights when the gates

are closed across the railway line and are open for road traffic.

Traffic and Engineering Gates –

(1) Traffic Gates –

(a) The manning and operation of the gates at level crossings located between the

outermost stop signals shall be under the control of Operating Department. The level crossings and structures pertaining thereto shall be maintained by the Engineering Department.

(b) When protected by signals the equipment shall be governed by the signals of the station/block hut and the operation as per the station working rules.

(2) Engineering Gates – 

(a) Level crossings beyond the outermost stop signals shall be under the control of the Permanent Pay Inspectors both as regards to their operation and maintenance.

(b) Where the level crossing is protected by Signals, fixed signals shall be provided in each direction in accordance with the relevant general rules.

(3) The maintenance of signals, interlocking and communication equipment will rest with the Signal Department in the case of all level crossing gates, whether located within or outside the outermost stop signals.

(4) (a) The working instructions including the signaling diagram of level crossings equipped with gate signals and situated beyond the outermost stop signals in either direction of a block station and/or provided with telephone connections with the nearest adjacent station on either side, shall be kept at the gate-lodge. A copy of the working instructions shall also be kept at the station concerned.

(b) The working instructions in English and local language of every level crossing within outermost stop signals of a block station, and also of level crossing beyond the outermost stop signals which are provided with telephone connections and whose operation is governed by the system of exchange of private numbers under special instructions, should be incorporated as an appendix to the Station Working Rules of the station concerned and kept at the gate-lodge.