This level crossing at Newhaven Town station in East Sussex is both situated on a dual carraigeway and it has squashed wig wags on the traffic island. Newhaven Town Stn

If you zoom out to Satellite view only, you can see the swing bridge is open.

Here's a mainline one from Edinburgh:
Kingsknowe Road South

and one from a few miles further afield:
Station Road, Kirknewton

http://maps.google.co.uk/?ie=UTF8&ll=50 ... 81,,0,8.62

When they redid that as part of PARS, I'm sure it had a normal one put back up for a short while then they decided to rotate it.

A 'double crossing' at Queen Adelaide, Cambs.

After the second crossing, the road can be seen to rise up over a river after which it descends to a third level crossing. Add to that the fact that we have just crossed a railway line via a bridge (ie behind the GSV car), that makes 4 railway lines plus a river crossing in just a few hundred yards. (The railway bridge just crossed is actually the same line as the first LC seen here - it is part of the Ely Curve).

Maxey Rd just outside Peterborough, crossing the two lines going to Stamford and the four lines of the ECML.

I would've thought it might be an idea to at least have a refuge area between the ECML and Stamford lines for pedestrians, even though there are signs that say "PEDESTRIANS Cross QUICKLY when alarm sounds"...

I'd guess that there's so few pedestrians that it's just not worth it - the only pedestrians might be the residents of the adjoining houses, who will almost certaintly know what to do anyway.

That one is claimed to be the most dangerous level crossing in Scotland. The current signalling system is up for renewal on a couple of years and the ORR has ordered that it can only be replaced with automatic full barriers. A Network Rail simulation has revealed that the AFB system will result in the road being closed for 55 minutes out of every hour at peak times.

Unsurprisingly, the Local Authority and Network Rail have stumped up the cash to bring forward long standing plans to replace it with a bridge.

Surely half barriers would stillbe down for as long?

Nope - half barriers are timed so that 27 seconds after the wigwags start, a train travelling at line speed will reach the crossing - in practice, within seconds of the barriers reaching the horizontal, but with enough time for an ambler gambler to finish crossing.

A train cannot pass the last signal before a manual crossing unless the controller has confirmed the crossing is clear - so, if you want a train to run under green signals, barriers could be down for as long as a minute before the train arrives, longer if it has to make a station stop before reaching the crossing if there isn't enough overlap between the signal and the crossing.

Actually not so. The bridge behind is over the Ely Avoiding line. The first crossing in front is the direct March-Ely line. Second crossing is Kings Lynn-Ely. Third crossing (over the bridge in front) is the Norwich-Ely line. All lines meet at Ely North Junction.

There is a station right beside the crossing. Currently with stopping trains the driver gets out and presses a button on the platform when he is ready to leave which starts the crossing process. According to Network Rail with full barriers to the ORRs current specification the crossing would have to be closed before the train arrives at the station. Apparently this would involve a minimum 5 minute closure twice an hour. There would also be 2 120 second closures for trains going in the other direction, and another 2-4 for ECML through trains. There are also a fair number of freight trains (2-3 minute closures).

At peak times limited headway would mean that there would often be insufficient time between trains to open and close the barriers between trains (as is the norm with the current system). Under the current system the typical max closure time at peak is 3 minutes, with the odd 5 minute closure. Under the new system some of the peak time closures would be a long as 18 minutes! And this on the main road in and out of a village. The alternative route is narrow and winding with a high risk junction and the council is concerned that most vehicles would displace onto that route resulting in a jump in casualties. Even the ORR admitted that this would not be a sustainable situation and have recommended that a bridge be considered.

The council have authorised commencement of the legal process for the necessary compulsory purchase order. Network rail are hoping to reach a negotiated agreement with the local landowner but as time is very short have asked the a CP oder be prepared in case negociations fail.

Just thought i'd clear up the Appleford Level Crossing situation. This is manually activated, you press a plunger to alert the signalman, who then either raises the barrier or activates the yodel alarm and lights. Once the train has cleared the crossing, the barriers raise for a total of 2 minutes, then automatically close again.

Broughty Ferry Level Crossing

A fairly busy crossing on the ECML of Scotland. It lies between Dundee and Edinburgh and has regular freight traffic too.

http://goo.gl/maps/XZkk

Here is a view from the other side with the crossing activated

http://goo.gl/maps/f474

Another view of Hele, with lights activated. Not sure if its in that position due to the building though.

*cough* Arbroath and Dundee

ah smeg.....i edited that as well. DOH!

Has anybody mentioned Navigation Road, Altrincham yet? Trams on one line, Trains on the other. The adjoining station is decked out in different colour schemes on each platform!

(I used to use this station regularly, back when it was all heavy rail. Swapped to buses when they closed the line to convert to Metrolink, and stuck with them as they were cheaper and stopped closer to both home and work!)

Love this thread.

Here is a manually operated level crossing on Northwall Road, Deal, Kent. It has mini red/green lights, and you open the barriers yourself by a pump handle to build up air pressure in a cylinder which gradually opens the barrier. A handle just below the mini red/green lights can be used to expel the air and lower the barriers again. Pump too hard/fast, or careless plunging of the release handle can send the barriers up or down so fast they crash either on the floor, or at the top of their travel.

I used to stand here for hours as a kid, opening the barriers for farmers

Google's done us out of a decent view. The mapping from before the current mapping went right up to it so you could see the handles, read the signs etc.

How many of these "pump air to open barriers" crossings are there left?