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104-559: Strathspey Railway may refer to two railways in Scotland: Strathspey Railway (preserved) , a preserved railway running from Aviemore to Broomhill Strathspey Railway (GNoSR) , between Boat of Garten and Dufftown, closed in 1966 Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Strathspey Railway . If an internal link led you here, you may wish to change

208-640: A 75 miles per hour (121 km/h) line speed. After the Lockington rail crash in 1986, their demise began due to their safety issues, and now only one still exists on Network Rail at Rosarie in Scotland near Keith , Moray . This type of crossings is a direct development of the AOCL which resulted after the Stott independent review of automatic open level crossing following the 1986 Lockington level crossing accident. They have

312-421: A STOP sign instead of a Give Way sign. The most common type of crossing on the railway network (around two-thirds of the total) and also the most basic type. These can either be a basic footpath crossing; a crossing with gates and instructional signage; or a crossing with a telephone to the nearest signalbox. In order to cross safely, users must read the instructions and comply with them. Whether they have to raise

416-476: 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

520-630: A crossing keeper. This reduced the amount of time that road traffic was disrupted. 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

624-427: A fatality occurred due to the lights' dimness in the low sunlight. However old halogen lights and even LED lights are sometimes donated to heritage railways and used at their crossings, or simply scrapped in the case of some halogen lights. As well as road traffic, smaller pedestrian lights are used in populous areas or at dangerous crossings, where extra warning is needed. These consist of a flashing red silhouette of

728-537: A firm commitment to re-aligning the A95 at Gaich, near Grantown. This move would allow the extension of the SR to Grantown along the original Highland Railway line to Dava and Forres . It is not now intended to reconstruct the former Grantown-on-Spey West railway station , now in an industrial estate; instead it is proposed to construct a new three-platform terminus on a greenfield site about 3/4 track-mile further north. Track that

832-416: A flashing white light. The driver of the train is responsible for monitoring that the flashing white light is showing and that the crossing is clear before proceeding at up-to line speed over the crossing, if not the train should be brought to a stand before the crossing and the relevant rules followed before proceeding. Sometimes, mostly when the crossing is next to a station, the driver has to stop and operate

936-521: 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. Following trials in 1952, lifting barriers were permitted to be used instead of swinging gates by section 40 of the British Transport Commission Act 1954 ( 2 & 3 Eliz. 2 . c. lv), although they still had to be manually controlled by

1040-538: A greater line speed potential and were even cheaper than AOCL s. 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 AHBC s. Only one remains in the UK at present; on the national network at Rosarie, near Keith , Moray . The Ufton Nervet rail crash in 2004

1144-435: 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

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1248-405: A large red circle or more rarely, a diamond, to highlight that the gate was closed. Gates open to road traffic, mostly closed across the railway to stop herded livestock from straying onto the track. If a train was due, the gates would be swung manually or by a wheel mechanism from the adjacent signal box. When closed to road traffic, the gates would be interlocked with the signalling systems, locking

1352-401: A level crossing activates, the yellow light is usually illuminated for three-to-five seconds and then the two red lights flash alternately for the duration of the closure. The lights are normally rectangular and landscape orientated, but where space is limited or to improve visibility special lights can be fitted that are portrait orientated. In some cases a now non-standard traffic light type

1456-482: A lot of them on the Peterborough-Lincoln line ; they've since been upgraded to MCB-OD. An MCB crossing is controlled by an adjacent signalbox where the signalman can view the road closure and determine that the crossing is clear before releasing the protecting signals. Normally an MCB crossing either has two full road width barriers or four half road width barriers that fully close the road. This type of crossing

1560-559: A maximum line speed over the crossing of 55 miles per hour (89 km/h). Many AOCR s and AOCL s were subsequently renewed as ABCLs. The crossing initiation and operation of the Drivers Crossing Indicators is the same as the AOCL / AOCL+B s. The first to be installed was on the A146 Beccles bypass, Suffolk , in 1988. These have existed since 2012, the first being at Ardrossan Harbour, North Ayrshire , and are

1664-409: A much shorter closing time (with the drawback of the train having to stop completely to activate the crossing). Some crossings are provided with swinging gates instead of barriers. An example of these crossings is Eggsford Level Crossing near Eggsford Station , Devon These crossings are designed for use at foot crossings or private roads (where the user has to operate the barriers/gates themselves at

1768-462: A pedestrian, similar to what users would see at a road pedestrian crossing . Some AOCL(+B) crossings with two tracks very occasionally have an 'Another Train Coming' warning light, a small red light with the overlay 'Another Train Coming' that flashes when two trains are approaching. Historically, at twin-track AHBCs , there was an 'Another Train Coming' neon sign that would flash when another train

1872-401: A piece of signage is needed). The 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 automatic half barrier crossings were adopted "the principle must be recognised that it is the responsibility of the individual to protect himself from

1976-456: A plunger (button) to start the crossing sequence. This type of crossing was initially popular as many crossings were destaffed reducing costs. However, after the 1986 Lockington level crossing accident and the Stott independent review of automatic open level crossings, many AOCLs were renewed as ABCL s. Since that time, a disproportionate number of accidents have occurred on the remaining AOCLs, leading to many having barriers added and changing

2080-650: A scheme to eradicate them was put forward. In order to do it quickly and cheaply, the full conversion to ABCL status was not done, and instead the simple addition of barriers to create an AOCL+B was the go-to option. Upgrades and closures still continue into the future, with newer systems (and trials of different equipment) such as the AFBCL (automatic full barrier crossing locally monitored) being installed in Ardrossan in 2018. The Helpston level crossing in Cambridgeshire has

2184-494: A signaler, the signaler to call the crossing, detect faults and notify the signaler if the fault has been corrected and distinguish between calls from the different phones at the crossing. Crossing phones were classified into three types: barrier, roadside and emergency. Roadside phones were located on the approach of crossings, intended for drivers who required to request permission to cross, such as long, slow or heavy vehicles or people with livestock. Barrier phones were located on

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2288-402: A signaller for correct operation. The maximum rail line speed over these crossings is 100 miles per hour (160 km/h) and only a maximum of two tracks can be crossed. The crossings have two half-barriers that only close the entrance lanes to the crossing, standard crossing road-lights and audible alarms. At the maximum rail line speed, the crossing warning time is typically about 27 seconds from

2392-404: A simple two bolt fixing which is designed to easily separate without damage should the barrier be hit. The booms descend by gravity and raise using an electro/hydraulic power pack mounted in the pedestal. As well as these, as mentioned in the first paragraph, the troublesome gates at Redcar were replaced in 2015 with a new, exclusive telescopic sliding gate that slides across the road when a train

2496-496: 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

2600-523: A single-stroke bell that would ding once or twice a second, or a multi-stroke constantly ringing bell. These bells became normal practice until audible tone alarms started to be installed, replacing the ageing bells. Bells on some crossings can still be seen today although some are not as audible as today's standards. They can come attached to the post that the warning lights are on, or can come fitted to some older barrier pedestals. Audible alarms (also known as 'Yodalarms') were first implemented on crossings in

2704-556: A user wants to cross, they have to press a button to notify the signaller, who will raise the barriers if there is no train. Then, after 1-1.5 minutes, the amber light illuminates and the red lights flash like a train was coming. The level crossing's alarm sounds too. The barriers close. After closing, the lights stop flashing. There are only a handful of these in the UK, one being at Barnetby , Lincolnshire . Automatic half barrier crossings are initiated by approaching trains and are not interlocked with signals, although they are monitored by

2808-414: A year in the interests of safety, and replacing them with road bridges or footbridges. The number of level crossings on rail lines controlled by Network Rail went from 7,937 in 2003–04 to 6,322 in 2013–14, and 5,887 by 2016–17. The number of crossings rose to 5,939 in 2017–18. This was due to the increased number of footpath crossing with and without lights compared to the number reported in 2016–17. This

2912-506: Is a recent type of crossing, the first being at Ardrossan Princes Street crossing in early 2018 and two more installed at Dingwall Middle and No.1 crossings in November 2018. These crossings are the enhanced version of the ABCL , with full barriers. This is intended for locally monitored crossings with a high level of misuse by pedestrians, or a risk of misuse. Obstacle detection equipment (LIDAR only)

3016-480: Is approaching after a first has crossed, the alarm will increase in speed to inform the users at the crossing that another train is due. Another type of alarm is the A105NAX Electronic Alarm (E2S), which started to be implemented on some crossings in 2010, and produce a more lower pitch assertive two tone sound. These alarms function the same as a Yodalarm at a half barrier crossing except their main property

3120-598: Is due to a change in the categorisation of level crossings when they are added to the All Level Crossing Risk Model (ALCRM) and doesn't represent a physical increase in the number of crossings on the network. For the episode of British motoring television programme Top Gear on 25 February 2007, Network Rail staged an incident in which a locomotive was driven into a Renault Espace at around 80 miles per hour (130 km/h) at an AHBC level crossing at Hibaldstow , Lincolnshire to graphically illustrate

3224-497: Is due. These were fitted with modern red and white reflective stripes as well as the red circle warning as seen on gates almost 100 years ago. The gates were implemented as a trial, though after two years they also experienced a failure. Finally, the most recent tests of not only barriers but barrier system was undertaken at Selby Road level crossing near Doncaster in April 2018. These were Bombardier's EBI Gate 2000 barriers (also called

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3328-454: Is provided since automatic full barrier crossings without them can trap a vehicle if not proven it's clear before lowering. The exit (offside) barriers will not descend unless the crossing is proved clear of vehicles and pedestrians by obstacle detection equipment. Unlike the standard full barrier type crossings, the alarms remain on when the barriers have completed their descent, just like any automatic half-barrier crossing, and will stay on until

3432-511: Is published by the Association to give members regular updates from the railway as well as articles of general railway interest. Most of the people who work on the railway are volunteers belonging to the Association. Spey Lodge is managed by a sub-group of the Association to provide accommodation for volunteers. 57°15′36″N 3°44′18″W  /  57.26000°N 3.73833°W  / 57.26000; -3.73833 Level crossings in

3536-516: Is sparse or there is a barrier separating the footway from the road, only partial or no skirting ('skirts') may be used. In rare cases, both full and half barrier crossings can have three barriers that all descend at once. Some early motor/gearbox driven and electro/hydraulic pedestals/barriers were made by Godwin Warren Engineering (GWE). The now-extinct GWE Mk1 pedestal/barriers were installed at manned controlled barrier (MCB) crossings between

3640-518: Is that intermittently a verbal warning will play. This can either be "Warning, more than one train may be approaching" repeated twice during closure, or "Warning, another train is approaching" repeated twice if another train is due. Some crossings with equipment manufactured by Bombardier and Schweizer Electronic use a PA system instead of separate alarm units and play an audio file of the Yodalarm alternating signal. Some also play voice messages similar to

3744-436: Is the crossing point on the line when there are two trains running. The single track section from Boat of Garten South to Aviemore Speyside is controlled by Electric Key Token while that from Boat of Garten North to Broomhill is still worked by Staff and Ticket . Most of what visitors to the railway see today is original from the days of British Railways. The main layout of the station has not been altered significantly, with

3848-441: Is the same as an MCB crossing except that it may be many miles away from the controlling signal box. CCTV cameras mounted in close proximity to the crossing enables the signaller to monitor the road closure and to determine the crossing is clear, before releasing the protecting signals. This type of crossing has caused many crossing signal boxes to become redundant on various lines across the country. The first crossing of this type

3952-432: Is typically provided with standard road-lights and alarms that operate when closing, though there are a couple of crossings without lights, one being at Arbroath. The first crossing of this type was tested at Warthill , North Yorkshire in 1952. An MCBR is exactly the same as an MCB crossing except that the controlling signalbox is not directly next to the crossing, but can be within 1 ⁄ 4 mile (400 m) of

4056-495: The Railways Clauses Consolidation Act 1845 although this limit was at least sometimes (and possibly often) disregarded. 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

4160-669: The 1990s. The tracks to Craigellachie and Grantown had originally left the station extending in a double track formation as far as Croftnahaven, where the GNSR line turned sharply south east and crossed the River Spey. This arrangement was adopted because a signal box for a junction here was deemed too expensive. The line reaches its current terminus at Broomhill ( 57°17′00″N 3°40′01″W  /  57.2834°N 3.6669°W  / 57.2834; -3.6669  ( Broomhill railway station ) ) , in countryside roughly halfway between

4264-545: The E2S signal in which "Warning, another train may be approaching" is repeated. In heritage railways, some crossings use fire alarms instead of E2S A105 or Yodalarms, these special alarms are the A100 alarm also manufactured by E2S. Wooden gates were the most common form of protecting level crossings in the UK, and were operated either by a signalman or a crossing keeper. All gated crossings across public highways had each gate fitted with

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4368-612: The EBI Gate 630) which were used alongside the Bombardier EBI Gate 2000 system. These have barrier arms that are safer in the event of them being hit, as they break in set places. They also have supporter pogo-sticks at the end of the barrier as did the GWE barriers beforehand. Several more of these crossings have been fitted in the north east. In the aftermath of the Hixon level crossing accident,

4472-705: The GWE barriers, these were hydraulically powered. Some were much longer than current electro/hydraulic barriers, but the hydraulics were hard to maintain and had noisy hydraulic pump motors. Both these legacy crossing systems has been targeted for renewal in recent years and few examples are now left. The standard pedestals/barriers used since the early 1980s are the Mk2 (BR843 specification) type. These were originally made by GWE and later by 'Smiths Industries Hydraulics Company', who were re-branded 'SPX Fluid Power' in 2001, and re-branded again to their current name 'SPX Rail Systems' (as of 2005). The barrier booms are of aluminium and have

4576-722: The Netherlands. The report was signed on 14 March 1957, with section 66 of the British Transport Commission Act 1957 ( 5 & 6 Eliz. 2 . c. xxxiii) giving powers to prescribe "safety arrangements at public level crossings such as automatically or remotely operated barriers". Work on automated crossings continued, 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

4680-713: The UK capable of lifting the bridge into position. Following the installation, track has been laid across the bridge to the north side of the River Dulnain. No further construction work on the extension can be carried out until the Scottish Government grants the appropriate Statutory Order. Because the entire extension lies within the Cairngorm National Park , the formal application has had to be delayed so that additional wildlife and environmental studies can be undertaken. However, Transport Scotland since notified

4784-412: The UK was installed in the town of Spath , near Uttoxeter in Staffordshire , and began operating on 5 February 1961. An open crossing, with conventional road-lights and audible alarms, but no barriers. On twin tracks an 'Another Train Coming' light is provided which flashes a red light with an 'another train coming' message when appropriate. Designed for low traffic railway lines and low traffic roads,

4888-587: The United Kingdom#ABCL – automatic barrier crossing locally monitored 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

4992-428: The amber light first showing to the train arriving at the crossing. These crossings were originally designed for use on roads with infrequent traffic. No new crossings of this type are likely to be installed and many AHBCs are being renewed as MCB-OD or MCB-CCTV . In recent years, some audible alarms at AHBCs have been updated to include spoken warnings as a means to improve safety. The first crossing of this type in

5096-575: The architect William Roberts and is a category B listed building. . The modest station building houses a booking hall and ticket office/shop plus toilets and the waiting room which still has its open fire. A recent addition is a coffee shop in the old gas house on platform 1. It was originally a parallel junction between the Highland Railway's main line from Perth to Forres and the Great North of Scotland Railway (GNSR) branch to Craigellachie - this

5200-413: The barriers, open the gates, phone the signaller or simply cross under their own judgement varies depending on the danger the crossing poses. Normally phones are provided at crossings on high-speed lines. A barrow crossing is one found purely in railway stations which allows passengers, or other through users if it is a public right of way , the opportunity to cross between platforms. The name derives from

5304-401: The borders were just white beforehand). The amber light has been in existence since the Hixon rail crash ; previously there were just two red lights. The whole warning light module is known colloquially as a "wigwag" (due to the nature of the alternate flashes). They are also used at lifting and swing bridges, some airports, fire stations, police stations and ambulance stations in the UK. When

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5408-508: The cheap version of the ABCL , brought about by RAIB suggesting Network Rail fit barriers to AOCL s after a crash at an AOCL in Halkirk , Highland . In an AOCL+B upgrade, the barriers are added into the AOCL 's circuitry instead of replacing the whole system as at an ABCL upgrade. They can be recognised by the alarm switching off before the barriers rise once a train has passed, and by not having telephones as ABCL s do. This

5512-419: The control of the railways. In 2006 there were legal proposals to permit Network Rail to be involved in the road side safety of crossings. This would allow the introduction of anti-slip surfaces and also barriers to prevent motorists driving around crossing arms and, it is hoped, reduce the number of crossing-related deaths. Network Rail is pursuing a policy of closing level crossings at the rate of over 100

5616-765: The crossing is deactivated on all automatic crossings (some older AHBC crossings have their alarms shut off once the barriers are down, like at the Moorends crossing in Thorne , Doncaster ). The Yodalarm YO3 Electronic Alarm (Clifford & Snell / R.Stahl) type alarms were the original ones used and still are the most common. They produce a two tone (high pitch bleep, followed by a lower pitched bleep) alarm, that does tend to change over time due to general wear. They are found at almost every MCB crossing in Britain, and many more besides. At crossings with half barriers and two tracks, if another train

5720-424: The crossing relays) that lower the volume in the night, the pitch usually goes lower and the alternate rate normally goes faster (depending on which yodalarm model it is), on some crossings (mainly of the older types) the alarms are switched off completely by the crossing controller at night. The alarm sounds from the moment the amber light is illuminated up to the point the barriers shut on a full barrier crossing, and

5824-442: The crossing. The signaller requires a clear view of the crossing to determine that the crossing is clear before releasing the protecting signals. In poor viewing conditions such as mist, fog or falling snow it may be necessary to appoint an additional person placed at the crossing to advise the signaller that the crossing is clear. An example of this type of crossing is at Driffield , East Riding of Yorkshire . An MCB-CCTV crossing

5928-406: The dangers of "running the risk" (see British Rail Class 31 in the media ). These legacy gated crossings are locally operated by a signaller or other railway staff. They consist of wooden or metal gates that close against road traffic and may be operated by hand; operated by a wheel; driven by a motor; or more recently at Redcar , gates that are electrically telescopic. When closed to road traffic,

6032-431: The designation to AOCL+B s. The first AOCL was installed at Yafforth , North Yorkshire in 1963. These crossings were popularly installed when one was first trialled in 1983 (at Naas level crossing, near Lydney , Gloucestershire ), because they lowered costs due to the lack of barriers, and they could be used on many country lanes. Acting in the same way as an AHBC , they do not interlock with signals, but they had

6136-477: The entire project, including the re-aligned A95 and new bridge at Gaich, track and new station, was estimated at £13.5 million. Management for building the extension is being undertaken by The Strathspey Railway Charitable Trust. All the various fundraising efforts are coordinated by the SRCT, including a charitable appeal. They also manage the negotiations with the various landowners and public bodies required to push

6240-406: The exception of the extensive yard behind the signal box. The turnout that formerly allowed access to the yard without having to access the headshunt was removed before the line closed and there are no plans to re-install it. A new storage shed was built over the first three tracks of the yard in 2018–2019 to provide additional covered accommodation. Leaving Boat of Garten, trains cross the road on

6344-464: The fact that it was used by station staff to carry the luggage of passengers across the tracks on barrows. Some barrow crossings are still in use at stations that do not have footbridges such as at Horton-in-Ribblesdale , Thirsk or at Abergavenny which does have a footbridge, but that footbridge is not accessible to wheelchair users. Some barrow crossings have a light display system of protection telling users when they can and cannot cross, or sometimes

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6448-426: The gates are detected/locked and the protecting signal/s can be released. Some crossings are also provided with road lights that operate before the gates are closed. These crossings no longer meet current safety standards and are being renewed with more modern designs of barrier crossings. On some crossings, the gates are normally closed against road traffic, and are only opened to allow vehicles to pass. There used to be

6552-457: The gates from opening and releasing the signals. These legacy crossings do not meet current standards and many have been renewed with modern systems. However, there are still a few on Network Rail and also on heritage lines. A system of motor-driven boom-gates replaced some older gates, they had a motorised wheel that drove the gate across the road. These have nearly all been replaced due to reliability issues, most notable at Redcar . Barriers are

6656-435: The greatest potential for catastrophic risk on the railways." The creation of new level crossings on the national network is banned (the exception being reopening unavoidable crossings on new/reopening railway lines, and on heritage railways), 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

6760-452: The hazards of the railway in the same way 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,

6864-415: The inquiry emphasised a need to both provide telephones at automatic level crossings, and to strengthen traffic signage and rules to make it unambiguous to road users who needed to call the signaler for permission before crossing. Plessey introduced a phone system in 1970 that enabled widespread introduction and standardisation of level crossing telephones. The design of the system enabled road users to call

6968-457: The late 1960s to the early 1980s, with the last ones removed in Selby , North Yorkshire in 2021. The Mk1 pedestals/barrier booms are recognised by the complex clamping arrangement on the pedestal sidearm which hold the aluminium booms and by the pogo-stick fitted to the end of the barrier used to support it in the down position. BR Western Region barriers were also installed at around the same time as

7072-442: The late 1970s/early 1980s and continue to be used today as they are the safest way of warning traffic and pedestrians audibly of an approaching train. The Yodalarms (depending on what model) usually have different tones, alternate rates and different volumes (controlled by potentiometers ) at different crossings, depending on how busy the crossing is, and whether residents are living nearby. Modern alarms have night modes (controlled by

7176-484: The latter). A small set of red and green lights alert the user as to the state of the railway; green for safe to cross, red for stop – train approaching. These started to appear around 1964, and are still common today. The open crossing only really exists on underused country lanes crossing lines with low and/or slow rail traffic. With a speed limit of 5 mph (8 km/h) to 10 mph (16 km/h) and no lights or barriers/gates, these are rare, and are only marked by

7280-431: The left-hand side of crossings, either beside or integrated into a level crossing barrier housing and typically intended for use by railway staff servicing equipment. Emergency phones are located on the right side of the roadway, intended for members of the public who need to report an emergency to signalers. In the 1980s, the advanced roadside phone was phased out and the distinction between 'emergency' calls and other calls

7384-535: The line runs parallel to the Speyside Way , a popular walking and cycling route. Once into the forest at the north end of the moor, the line descends past Boat of Garten golf course and into the village of Boat of Garten itself. The extensive Boat of Garten station ( 57°14′53″N 3°45′09″W  /  57.2480°N 3.7524°W  / 57.2480; -3.7524  ( Boat of Garten railway station ) ) features its original buildings, dating from 1904 by

7488-646: The line through to Grantown-on-Spey. The role of the Strathspey Railway Association is to provide funding and volunteers to run the Strathspey Railway. It is the biggest shareholder of the Strathspey Railway Company (the organisation which holds the light rail orders and operates the railway). Members fund various projects on the railway through an annual subscription and donations. A quarterly publication, " The Strathspey Express ",

7592-494: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Strathspey_Railway&oldid=720914352 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Strathspey Railway (preserved) The Strathspey Railway operates from platform 3 of Network Rail's Aviemore railway station . Until 1998

7696-532: The longest stretch of road between the barriers, crossing six tracks (grouped as four tracks of the 125 mph East Coast Mainline , and two tracks of the Birmingham–Peterborough line ). After the Ufton Nervet rail crash , there have been increased efforts to review the placing of level crossings and to eliminate them where this is practicable. In the UK it has also been suggested that cameras similar to

7800-427: The maximum line speed over these crossings is 55 miles per hour (89 km/h). On the railway approach, a Drivers Crossing Indicator (DCI) shows a flashing red light when the crossing is open to road traffic. The crossing should initiate when a train passes a sign with a black St Andrew's Cross on a white background, on the approach to the crossing. If the crossing is operating correctly, the flashing red light changes to

7904-511: 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 (e.g. AOCLs). In fact, between 1845 and 1933, there was a 4 miles per hour (6.4 km/h) speed limit on level crossings of turnpike roads adjacent to stations for lines whose authorising act of Parliament had been consolidated in

8008-525: The new single-track box-girder bridge and pass the site of the original, long-demolished GNSR engine shed, where a permanent way depot now stands. The track had been lifted and structures demolished by British Rail after closure of the line in the 1960s. The railway now passes through mainly farmland following the River Spey on the re-laid track, which was mostly recovered from Kincardine power station in Fife in

8112-473: The new track alignment could be seen. In October 2008, it was announced that the steelwork of the former Merry Street Bridge in Motherwell had been donated to the railway by Network Rail. In February 2014, the Strathspey Railway used this steelwork to replace the missing bridge over the River Dulnain. The bridge was installed, with the railway working with Colas Rail , who provided one of the few rail cranes in

8216-503: The normal level crossing protector to be seen in the UK and now come in various models. All barriers at crossings are illuminated with barrier lights on the barrier arm, and are highlighted using red and white adhesive-backed vinyl. Half barriers at level crossings are a simple boom arm that descends on the left-hand footway and left-hand lanes of a road when the crossing activates and the warning lights have been on for about 8-10 seconds. Full barrier crossings have either two barriers covering

8320-672: The opposite side of the line is a three road carriage storage shed erected and opened in 2011; this allows the coaches to be stored under cover and protected from the weather. The former engine crew hostel, called Spey Lodge, stands just to the north. This building was erected by the LMS during the Second World War to provide railway crews with a safe and cheap option for accommodation whilst rostered to work locally. The British Railways Staff Association For Scotland then took it on to provide holiday accommodation for railway staff and their families. It

8424-430: The process. The obstacle detection uses LIDAR and RADAR systems to detect that the crossing is clear, if it is not the sequence is disrupted and any approaching train would come to a stand at the protecting signal. The signaller would then be required to initiate an alternative operating procedure. This type of crossing has become much more common on many lines throughout the country and these crossings are now considered

8528-497: The proposed rail link between Aviemore and Grantown would be good for tourism. By May 2007 the trackbed had been cleared north of the Broomhill loop as far as the bridge over the River Dulnain. New fencing, mileposts and drainage works were progressing and it was hoped for track laying to start later in 2008. Travelling by road along the A95 from Grantown towards Aviemore, new fencing marking

8632-421: The railway that the project has been reevaluated in late 2008 and was now estimated to cost £5.3 million, leading Transport Scotland to consider the extension project too expensive to pursue. The railway was faced with raising £1 million by 31 December 2009, to fund construction of a planned tunnel on the extension, but even if the funds were raised, construction was not guaranteed to occur. In June 2016,

8736-486: The railway's southern terminus was Aviemore Speyside about 300 yards (270 m) further north. Aviemore Speyside is no longer in regular use, although its platform has been retained as a fallback in case of problems with access to the Network Rail station. Coaling of the steam locomotives is carried out at a facility constructed in 2014 on the site of the former Aviemore Speyside station building. Its signal box , which

8840-402: 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 signals protecting the crossing. Where a signal box was not nearby but road traffic still warranted

8944-401: The red lights stop flashing. On small branch lines (e.g. Cambrian Line ), these crossings are common as they require no monitoring by any signallers, and simply have to be observed by the train driver as being closed. The guard will push a button close to the crossing that activates it, and once lowered the train can cross safely. These appear to be MCB -type crossings to the driver but have

9048-454: The safest of the modern types. The first crossing of this type was developed and tested in 2010, at a level crossing at Filey , North Yorkshire however this crossing has now been converted to an MCB-CCTV with a small amount of equipment from the MCB-OD crossing remaining. These crossings are exactly the same as MCB-CCTV crossings except the barriers stay down and the lights stay off. When

9152-427: The shed was allocated the shed code '60B'. These days the engines that are in traffic on the Strathspey Railway still bear the 60B shedplate on their smokebox. The shed has a 60-foot (18 m) turntable, originally from Kyle of Lochalsh. There is also a carriage maintenance shed which was erected and opened for use in 2005; this shed allows the railway's volunteers and staff to work on its fleet of coaches indoors. On

9256-449: The shed was to house locomotives for the lines to Perth and Inverness (via Carrbridge and Forres). It was common for original Highland Railway engines to be allocated to the shed and in London, Midland and Scottish Railway (LMS) days it housed Stanier Black Fives , Pickersgill Bogies ( Caledonian Railway ), Caley 439 tanks, Caley 812 classes, and Fairburn Tanks . In British Railways days

9360-689: The signage and the St Andrew's Cross. Whistle boards are provided on rail approaches to the crossing. Sometimes, a stop board may be provided requiring train drivers to stop and blow the whistle before proceeding. Many can be found in southern Kent on the Dungeness branch of the Marshlink Line . Others also scatter the country. As of 2024 the open crossings on the Looe Valley Line have been upgraded to AOCLs and ABCLs. Unusually, Terras level crossing used to have

9464-426: The station staff will accompany users. Modern level crossings in Britain use a variety of different equipment to stop any traffic when an oncoming train crosses: The modern warning lights used on level crossings in the UK consist of one amber light at the bottom and two red lights at the top, all on a black board with a checkerboard outline in red and white (the red and white borders weren't introduced until 1992;

9568-405: The type used to detect drivers who run traffic lights be deployed at level crossings, and that penalties for ignoring signals should be much more severe. British Transport Police typically prosecute motorists who jump the barriers, for either trespass or failing to conform with a traffic signal. A particular problem has been that the responsibility for road safety at crossings is entirely outside

9672-610: The villages of Nethy Bridge and Dulnain Bridge. The replica station building has been reconstructed on the foundations of the original. The run-round loop is beyond the station. It is anticipated that this will be removed when the extension to Grantown is complete. Broomhill was used as the station for Glenbogle , in the BBC series " Monarch of the Glen ". In July 2006, the Scottish Executive made

9776-421: The whole width of the road on either side, or four barriers covering half of the road on either side, that descend on the left-hand lanes first and then the right-hand lanes. These are supplied with a white skirting (red and white on older "GWE" barriers) that fold up in the upright position and stops small children, animals, and potential trespassers from crossing when the barriers are down. Where pedestrian traffic

9880-507: Was an eye-opener for many people involved with level crossings and since then the highlight on crossing safety has increased, with crossings being closed or upgraded; most notably AOCL s being upgraded to automatic barrier crossing locally monitored (ABCL) status. In 2009 after the Halkirk crossing crash in Scotland, it was seen that the AOCL s on the network were the most dangerous crossing and

9984-433: Was approaching. Since the early 1980s, most of these have been removed and replaced with simpler signage, but they weren't fully extinct until around 2007/2008 (Beech Hill LC being one of the last with the illuminated 'another train coming' sign). Originally electrical bells were used at many crossings to produce a loud ringing alarm when the crossing was activated, and stopped when the barriers descended. This could either be

10088-656: Was fitted (still seen at Marshbrook , Minffordd and on the Isle of Man ), consisting of the individual lights arranged vertically in a red–amber–red arrangement. Many of the lights nowadays are LEDs because they are cheap, clear, and easy to maintain. The first LED wigwags were trialled at Bentley Heath level crossing in 2006 but not fully adapted until July 2007. Incandescent halogen lights are no longer manufactured as they are wasteful on electricity and can cause accidents such as at Beech Hill Crossing in Nottinghamshire , in which

10192-514: Was formerly at Garve West and transported from there in 1986, was retained when the station itself shut. New features are gradually being brought into service at the Aviemore site controlled using traditional British Railways mechanical semaphore signalling. From Aviemore, the line passes the four-road locomotive shed which was constructed by the Highland Railway in 1898. The original purpose of

10296-480: Was lifted from the Stirling to Alloa railway when it was relaid for a new passenger service has been donated to this project. The BBC reported that the £2.9m road scheme would involve the rail line going under the A95. The then Transport Minister, Tavish Scott , said the project would be ready for construction by 2008–9 and funding had been allocated for 2009–10. Former Strathspey MP, Danny Alexander , speculated that

10400-591: Was not originally part of the railway, but was installed after the development of the Dalfaber Estate in the 1980s, and was upgraded to a half-barrier crossing in March 2023. Prior the barrier upgrade, the crossing had been involved in one major incident in 2005. After crossing the road and passing the Cairngorm Brewery the line climbs through Granish Moor. This heather moor affords views of Cairngorm Mountain and

10504-410: Was phased out. The telephone in the signal box for the signaler was a GPO telephone Type 710 with no dial , and two lamp buttons, one red (call) and one red (fault). A separate case held the bell and buzzer equipment that sounded when a call was initiated from the crossing. In 1986, British Rail commissioned Whiteley Electronics of Mansfield to improve upon and supersede the system by Plessey, which

10608-513: Was saved by the Strathspey Railway Company during the 1970s and gradually the facilities have been upgraded by volunteers. Spey Lodge now fulfils its original role again, providing hostel accommodation for engine crews and other volunteers working on the railway. After Spey Lodge, the railway passes the site of the Aviemore Hospital then crosses Dalfaber level crossing , an Automatic Barrier Crossing Locally monitored (ABCL). This level crossing

10712-540: Was the original Strathspey Railway , the company being a subsidiary of the GNSR. Today there are two passenger platforms and the yard stores the majority of the SR's out of use rolling stock . Boat of Garten also has the railway's only water column where the locomotives stop to take water on their way north through the station. There are two signal boxes, Boat of Garten North and Boat of Garten South and signalling uses traditional British Railways mechanical semaphore signalling; it

10816-430: Was trialled at Funtham's Lane, near Peterborough , Cambridgeshire in 1970. These crossings are MCB s except that instead of a signaller, the obstacle detection equipment monitors the closure of the crossing and determines that the crossing is clear before releasing the protecting signal. The crossing is initiated by approaching trains and has no direct signaller involvement when working normally, apart from monitoring

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