Part 9: Level crossings

Last updated: December 2008. This document ceases to be a controlled document when printed. Please refer to the current version at www.landtransport.govt.nz

8  Requirements for pedestrian and cycle level crossings

8.2  Pedestrian level crossings

At locations where pedestrians can legally cross a railway line at grade, the facilities to be provided at individual level crossings will vary, depending on the configuration of the public road and pedestrian footway on the approaches and the position of the footway in relation to the road. Where a standard pedestrian maze cannot be accommodated, then the design of the pedestrian section of the level crossing must be such that the pedestrian is directed to face towards the oncoming direction of the train travel immediately prior to crossing the railway lines wherever possible.

Where an informal pathway crosses a railway line (ie a non-granted or non-statutory level crossing), steps should be taken to:

• install a fence or other barrier to prevent use of the crossing; or
• formalise the crossing and provide appropriate pedestrian facilities.

8.2.1  Provision for pedestrians at public road level crossings

Where a footway is provided on the approach to the level crossing, it should continue across the railway line as a marked or well-defined footway. Where practicable, one white limit line should be provided across the footway at a distance of not less than 2.4 m from the nearest rail edge. In addition, immediately behind the white line, a set of tactile ground surface indicators as described in RTS14 must be placed in accordance with current standards to indicate a safe position for pedestrians to wait for the passage of trains. ‘Look For Trains’ (WX8) warning signs and fencing to direct pedestrians to the level crossing may also be considered (see section 8.5).

8.2.2  ‘Stand-alone’ pedestrian level crossings

A stand-alone pedestrian level crossing is one provided for crossing the railway line(s) and is not included within a road corridor.

Pedestrians should be provided with a marked or well-defined footway, with fencing along the pedestrian approaches to the level crossing, to direct them to, and clearly define, the level crossing. ‘Look For Trains’ (WX8) signs to warn or direct should be provided. Where practicable, one white limit line should be provided across the footway at a distance of 2.4 m (and no less than 1.9 m) from the nearest rail edge. In addition, immediately behind the white line, a set of tactile ground surface indicators as described in RTS14 should be placed in accordance with current standards to indicate a safe position for pedestrians to wait for the passage of trains.

Where practicable, all pedestrian facilities should be located and constructed to provide pedestrians with the best clear visibility in both directions along the railway line from a position not less than 2.4 m away from the nearest rail edge. This distance is equivalent to 6 sec for a single railway line and 10 sec for a double railway line of walking time based on a walking speed of 1.0 m/sec for the pedestrian to cross and safely clear the railway lines.

8.2.3  Additional facilities

The following items may be considered for improving pedestrian level crossings, taking value for money and ALCAM assessments into account:

• pedestrian mazes or barriers to ensure pedestrians make at least one 180° turn before crossing the railway lines; at multiple railway lines, the maze should orientate pedestrians so they face oncoming trains before crossing the railway lines (refer to section 8.5)
• active control and indication, including audible signals (bells), flashing lights, ‘Train Coming’ indication lights, ‘Do Not Cross’ lights, barrier arms, gates, etc
• night-time illumination of the level crossing.

The decision to provide additional facilities at specific locations should be made after an analysis of the hazards presented at each site, in accordance with the ALCAM procedures.

For new installations, this assessment will determine the appropriate level of protection to be provided at the time of the installation.

For existing sites, the assessment should be the basis of a priority list for the upgrading of levels of protection at individual level crossings, where the appropriate requirements for a new level crossing at the same location are not met.

Sites thus identified should be provided with the protection appropriate to the identified risk, subject to a benefit-cost analysis taking account of ‘reasonable cost’ criteria.

Additional facilities for pedestrian level crossings may be more easily justified when provided in conjunction with an adjacent roadway, or where lines of clear sight are so restricted that pedestrians would have insufficient time to safely cross the railway line or lines before the arrival of a previously unseen train.

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