Mind the Gap: Join the Place North Viability Gap Campaign The contractor has begun construction of speculative business units totalling 106,000 sq ft of grade A space for developer Opus North and Bridges Fund Management The units will be arranged in two terraces and will range from 5,500 sq ft to 12,000 sq ft as well as three detached units ranging from 10,000 sq ft to 22,000 sq ft With access and infrastructure works now complete delivery of these units has now started and is expected to complete this autumn Appointed agents for Harrogate 47 are CBRE and Gent Visick Located on a 45-acre site near J47 of the A1(M) the low-carbon scheme is looking to attain BREEAM Excellent rating said: “Our plan is to develop sustainable units that will be highly attractive to a range of regional or national occupiers looking for cost-efficient We are delighted that construction can now begin on the units.” North Yorkshire Council’s executive member for open to business said: “This is a very welcome investment in mixed use business accommodation in North Yorkshire “It’s in a prime location to boost employment in the county and encourage economic growth across a range of sectors “We look forward to seeing the development take shape and hearing about the businesses that will eventually occupy the site.” Read our comments policy Δdocument.getElementById( "ak_js_1" ).setAttribute( "value" The 65 affordable-home development is three miles from the city centre and was brought forward in a £13.1m land-led deal in partnership with Together Housing Contractor Bowmer & Kirkland topped out on the 368 BTR apartments last April and has now handed it over for occupation completing phase one of the £300m regeneration scheme Register for free Yorkshire property intelligence Δdocument.getElementById( "ak_js_2" ).setAttribute( "value" Stay updated on the latest news and views in Yorkshire property views and opportunities in Yorkshire property By subscribing, you are agreeing to Place Terms & Conditions and Privacy Policy Δdocument.getElementById( "ak_js_3" ).setAttribute( "value" You are using an outdated browser. Please upgrade your browser to improve your experience Flood warnings for the River Don at Stainforth and Fishlake have been issued by the Environment Agency tonight The government agency says levels have risen on the River Don due to “persistent rainfall and melting of snowfall throughout yesterday and today.” At 7.30pm (Mon 6 Jan) the level of the River Don at Fishlake measured 6.43 metres and rising while at Kirk Bramwith near Stainforth it measured 7.14 metres and rising areas most at risk at Fishlake include: Trundle Lane flooding in areas adjacent to the river is said to be possible through this evening (Mon 6 Jan) The flood warning area covers the area bounded by River Don A spokesperson for the Environment Agency said: “We are closely monitoring the situation Please put your flood plan into action and take care when near washlands and low-lying land Avoid using low-lying footpaths near local watercourses and do not drive through floodwater.” A flood alert remains in place for the Lower River Don Catchment as a whole the 20-room Cliffemount will also have a pub and restaurant The original Cliffemount Hotel was demolished in October last year with the project managed by surveyors Silverstone Building Consultancy contractors will be focusing on groundwork in preparation for the next phase of the build The two year build time is partly due to the strict building and design standards that must be adhered to throughout in order to try to obtain Passivhaus certification Cliffemount will also be the only hotel to have individual accreditations for its pub and restaurant managing director at Cliffemount commented: “In 2022 our family purchased the former Cliffemount Hotel with a very clear vision of building a sustainable hotel that would have a positive impact industry wide “A lot of work has gone into making it achievable that vision is finally starting to become a reality “We are so grateful that we have had support from local residents The positivity around the project is so refreshing and encouraging and it reinforces that what we are doing is right for the community.” site manager at Stainforth Construction said: “As with all construction projects of this scale there is a significant amount of groundwork that needs to be done prior to any physical structures being put in place and filling the ground to the required site levels “Piling preparations and works will then begin foundations and below ground drainage.” Rileys is taking 11,000 sq ft at 123 Albion Street the chain’s 14th venue and its first in Yorkshire the Hatfield Colliery site will also have a country park Supported by Pegasus, plans for the ‘pro-development’ neighbourhood include more than 200 homes on the former Hatfield Colliery site. The former mining town lies north east of Doncaster Stainforth’s 2035 vision includes open spaces Doncaster Council approved the plan at a meeting on 21 November chair of the Neighbourhood Plan group at Doncaster Town Council said: “Adoption of the Stainforth Neighbourhood Plan is a significant achievement for the local community “The Pegasus Group team stood out among the consultants we’ve worked with due to their professionalism senior director ‑ planning at Pegasus Group commented: “Over the last four years we have worked hand in hand with Stainforth Town Council to build the NDP and support an important community-led regeneration programme “Through this project we have addressed complex issues from transformation of the former pit site to plans for listed buildings such as colliery headstocks “Our multidisciplinary approach has enabled us to advise across planning to enable the best possible outcome for Stainforth residents.” The developer’s plans to build an 18-storey 164-apartment block in the South Bank area will be reviewed by Leeds City Council on Thursday following a viability assessment that concluded the project will only be possible if no affordable housing is included If you are wishing to pay on the day via cash Gate 6: Disabled/Pushchair access.                                Limited number of spaces in Car Park B at a cost of £5 per car Parking is NOT available in Richard Dunnes Car Park The Team Shop will be open from 12:00pm and will close at 5:30pm following the match.  The Retail Pod will be in place behind the Stainforth Construction Stand We have pre-match entertainment alongside performances from our official Cheerleaders will be open to all spectators from 2:00pm Why not check out our new facility and grab a drink pre-match There will be a Raffle Ticket given to all who purchase drinks on matchday before kick off (except Southbank) The prize is 2 x Harry’s Bar Hospitality tickets for next home match The winning ticket will be drawn post-match by the Man of the Match in Harry's Bar The winner must be present to claim the prize The Bullettes and Luvabulls will be performing at half time You will be able to vote for your ASN Doors Hitman of the Week on across the club's Social Media platforms There will be a Happy Hour in Harry's Bar to celebrate the grand opening so head there post-match and meet the man of the match Please Note: Only the Stainforth Construction Stand is open for this fixture Under-17s must bring a form of ID as proof of age Purchase your tickets by CLICKING HERE – alternatively call us on 0333 323 5075 or visit the Team Shop Located behind the Stainforth Construction Stand Food/Drink can be purchased from behind the Stainforth Construction Stand and in Harry's Bar You can still purchase via http://store.bradfordbulls.co.uk/ site by fluidcm.co.uk design & build construction projects and partner with some of the UK's best loved high street brands The firm are based in Shipley and the deal will see their branding on and across the Main Stand until at least the end of 2024 Bradford Bulls’ Commercial Director Joe Pitts said:  “We are delighted Danny and the team at Stainforth Construction have taken on naming rights for the Main Stand at our famous stadium.   local business and we are happy to be working with them for the next three years which is a big boost for the club heading into 2022.   “I am looking forward to seeing how this partnership can be of mutual benefit and having their branding visible to our fantastic supporters for what is shaping up to be an exciting season – thanks to Stainforth Construction for their support!”  This website is using a security service to protect itself from online attacks The action you just performed triggered the security solution There are several actions that could trigger this block including submitting a certain word or phrase You can email the site owner to let them know you were blocked Please include what you were doing when this page came up and the Cloudflare Ray ID found at the bottom of this page Re-elected Doncaster North MP Ed Miliband has been appointed energy secretary in Kier Starmer’s new Labour government Mr Miliband has been appointed to cabinet as the Secretary of State for Energy Security and Net Zero after being re-elected to serve Doncaster North following July’s general election The former Labour leader held his constituency seat after taking more than 51% of the vote Mr Miliband said: “I want to thank the voters of Doncaster North for putting their trust in me to be their MP “It is an honour and privilege to be elected as your representative I will seek to represent you to the best of my ability.” Turnout for the Doncaster North constituency, which includes the Stainforth and Barnby Dun ward and the villages of Fishlake and Sykehouse Dave Bettney (Social Democrats) 1,960 Glenn Bluff (Conservative) 7,105Catherine Briggs (Party of Women) 452Frank Calladine (British Democrats) 1,160Christopher Dawson (Yorkshire Party) 1,059Jonathan Harston (Liberal Democrats) 1,045Andy Hiles (TUSC) 212Ed Miliband (Labour) 16,231 ELECTEDTony Nicholson (Green Party) 1,778 We use cookies. Read more about them in our Privacy Policy View all Topics View all Explainers In this interview with the LSE Review of Books Blog David Stainforth discusses his new book Predicting Our Climate Future: What We Know in which he argues for a re-evaluation of how we go about the study of climate change in the physical sciences LSE Review of Books Blog Sign up to our newsletter Further contact details and map At UKC/UKH we are all experienced internet users and as such we understand why some people want to use Ad Block to remove annoying and distracting advertising that proliferates on some web sites We don't feel that UKC/UKH should be considered as such a site We have developed a site that has subtle and appropriate advertising; we don't use pop-ups we don't force you to read adverts before you can see content and we don't use third party ad servers dishing up totally inappropriate advertising We have worked incredibly hard over the years to make sure that we keep a good balance between advertising and editorial content Please could you consider disabling Adblock when visiting UKC/UKH when a few days later a small A5 parcel popped through my door from Gordon trying to work out how one of Gordon's big coffee-table books could fit inside such a small parcel the words of my review already forming up in my head in fact it was a book almost devoid of pictures and in their place were only words (most reviews can just be cobbled together off Amazon) I won't go into too much detail about Gordon's book only that it is a very personal account of an epic ascent of the Fiva route on the east buttress Trollveggen in Romsdal with his twin brother John in 1969 These two relatively inexperienced nineteen year olds attempt an ascent of the Fiva a few days before the Apollo landing and maybe a little bit too much self-confidence and bravado The story is a simple one - one climb and its descent - well told of a classic mountaineering book of the past which I suppose is slightly damming praise Unlike many such books it's empty of any amateur psychological delving and instead we are give a boy's-own tale of adventure gone awry being a book written from the viewpoint of a 19 year old full of the romance of mountains Gordon does a great job of painting the Fiva and the Trollveggen in all their dark and dank glory The face is the third main character in the book and having spent over a month perched on the Troll wall looking over at the Fiva route by which I mean I know that anyone stupid enough to go anywhere near it probably has a 50/50 chance of dying From that vantage point the Fiva has all the ambiance of a grotty Welsh gully that has been used to illegally dump a million tons of building waste and then bombarded with cluster bombs day and night which Gordon reminds us means (in the words of Tom Patey) "Under suspended sentence of death" Gordon chose to write his story 40 years after the event in the first-person which I felt detracted from the story a little at first perhaps of the older climber looking back at his naive and ambitious younger self I was also a bit perturbed by the size of a book that details just one rock climb meaning you're literally with Gordon on every pitch after all there are only so many descriptions at hand to describe a piece of wet and grubby rock And yet these two things - the first-person and minute by minute account - means that the reader is as blind as the leader to what is happening and you get a very real sense of what it is to climb such a face; the mountain unfolding bit by bit; that unique excitement and terror of new ground - the end coming closer with each move but always to far away to believe you'll ever get there And at times I was unsure if they would actually make it to the top and as an epic climb this one really delivers the goods they got as near as you can and write a book about it Perhaps I've had far too many epics like Gordon's but I found the low hum of tension a little tiring as the book drew on perfectly mirroring an actual climb like this Perhaps Gordon has done too-good-a-job of recreating such a climb the big pay that indescribable moment when it does come to an end - that 'made it' moment - is all the sweeter for all that 'might never make it' below Gordon's writing can sometimes seem a little clumsy 'hand holding' the reader and I was unsure who the book was aimed at as I felt it would only appeal to climbers (I may be wrong) as most non-climbers would just be as lost as they were with so much climbing Yet there are many explanations of terms for the non-climbers which breaks up the flow and felt a little forced at the beginning Never-the-less he's taken on a tough job of filling a whole book with one climb and minimal character development or history but ultimately he conveys the horror the love and the salvation of big face climbing and it's a book all novice climbers should read so as to avoid his mistakes Winter nights are all the excuse you need to hibernate with a good outdoor book or preferably several - and 2024 was a great year for inspiring new titles Here's our pick of the books we've most enjoyed over the last year Kevin Woods set out to climb all 282 Munros inside a single winter season This self-published book is both a gripping read and an inspiring visual record of Scotland's.. lyrical biography of an unsung heroine of countryside conservation hits the shelves at a time when monumental national decisions on land use and planning are once again high on the agenda the BGS Landslide Response Team received reports of a landslide affecting the railway near Hatfield and Stainforth station The landslide occurred in a spoil heap at Hatfield Main Colliery and distorted a large section of train line along the Doncaster to Goole and Doncaster to Scunthorpe lines Train services in the region were significantly affected and this section of the line was closed until July 2013 The landslide was first reported in the media on 12 February We have been carefully monitoring the track near Hatfield colliery at Stainforth since Saturday afternoon (9 Feb) when a train driver reported a ‘rough ride’ Unfortunately conditions have deteriorated and it is no longer possible to run services through the area We anticipate that there will be disruption to services between Doncaster and Goole and Doncaster and Scunthorpe for some time the media reported that the landslide continued movement and it was likely that that would the case for some time Hatfield Colliery landslide and the railway lines Current land use includes large areas of artificial ground in the form of colliery spoil The sequence of Ordnance Survey (OS) historical maps (1854 1948 and present land use) shows that previous land use was dominated by agriculture before the 1930s The historical OS maps also provide a further indication of the nature of the alluvial deposits The 1933 OS map shows an increase in industrial activity including the construction of extensive railway sidings The existence of land drains and borrow pits near a tile kiln just south of the site suggest locally high clay contents in these alluvial deposits Hatfield Colliery landslide February 2013: changing land use around Stainforth 1854–2012 maps There is a close relationship between rainfall and the occurrence of landslides Smaller landslides often occur during or shortly after periods of heavy rainfall Large landslides often require much more time and successions of rainfall events before slopes become unstable as water can take considerable time to percolate to greater depths 12 February 2013: interpretation of the landslide morphology in its early stages The morphology of the slope strongly suggests a rotational mode of failure Along the crown of the slope extensive tension cracks were observed that gradually grew in size as the landslide progressed its downward movement A slope like this can be viewed as a large pendulum that slowly moves into a more stable position there is still considerable surface water visible at the top of the slope This water will slowly seep through the tension cracks (shown as red dashed lines) into the landslide and continue to facilitate movement The white arrow indicates the main direction of movement of the landslide The position of the railway line is at the ‘toe’ of the landslide (white dashed line) — the exit point of the main shear surface is right in the centre of the railway Continuing movement of the landslide caused further displacement of the track The Rail Accident Investigation Branch (RAID) included the Hatfield Colliery landslide in its report Class investigation into landslips (Report 08/2014) Railway deformation at Hatfield Colliery landslide Photo taken on 18 February 2013 from the bridleway bridge to the north-east of the site (now only accessible from the south side) Photo taken on 1 March 2013 from the station to the south-west of the site looking north-east towards the landslide toe Photo taken on 6 April from the bridleway to the north-east of the site (now only accessible from the south) Photo taken on 6 April from the bridleway bridge to the north-east of the site (now only accessible from the south side) showing vegetation clearance and providing an indication of displacement magnitude BGS has added a ‘Slope failure’ category to its landslide type in the National Landslide Database This allows us to capture the recent increase in landslides occurring on artificial ground something that is clearly of interest to the public and infrastructure asset managers The landslides team at the BGS has studied numerous landslides memoirs and sheet explanations and provides data for our National Landslide Database Landslides are classified by their type of movement This website uses cookies to improve your experience. We’ll assume you’re okay with this, but you can opt out if you wish. More information Keep up to date with all the latest research We use some essential cookies to make this website work We’d like to set additional cookies to understand how you use GOV.UK remember your settings and improve government services We also use cookies set by other sites to help us deliver content from their services You have accepted additional cookies. You can change your cookie settings at any time You have rejected additional cookies. You can change your cookie settings at any time Freedom of Information releases and corporate reports This item has moved to the National Archives as RAIB has published its report describing this accident. See Report 08/2018 At about 05:45 hrs on Thursday 11 January 2018 a car collided with a freight train which was standing on the down Skellow line with its rear wagon partially blocking Stainforth Road automatic half-barrier (AHB) level crossing The car driver suffered minor injuries in the collision and their car was severely damaged Despite the presence of the train at the crossing Stainforth Road AHB level crossing was open to road traffic when the collision occurred This meant that its road traffic signals were not illuminated and its half-barriers were in the up position At the time the accident occurred it was dark The crossing is not illuminated and its rural location means that there are no ambient light sources nearby The design of this crossing results in the requirement for down trains to cover a distance of around 28 metres to clear the road surface after the re-opening sequence has been triggered For trains travelling close to the maximum permitted line speed of 50 mph (80km/h) the time needed to clear the crossing is well within the approximately seven seconds required for the re-opening sequence to be completed or where trains stop with the rear wagon close to the crossing and blocking the road the crossing can potentially re-open to road users while such a train is still on it Our investigation into the accident will determine the sequence of events leading to the collision Our investigation is independent of any investigation by the railway industry, the British Transport Police or by the industry’s regulator, the Office of Rail and Road including any recommendations to improve safety This report will be available on our website You can subscribe to automated emails notifying you when we publish our reports Don’t include personal or financial information like your National Insurance number or credit card details David Stainforth will discuss his new book Predicting Our Climate Future: what we know and what we can’t know - how climate science works and why you should absolutely trust some of its conclusions and absolutely distrust others It requires us to question what we know and how we know it The subject is important for society but the science is young and history tells us that scientists can get things wrong before they get them right can we judge what information is reliable and what is open to question During the event the essential characteristics of climate change which make it a difficult issue to study will be highlighted A series of challenges in the study of climate change across multiple disciplines will be presented and the audience will be taken on a journey through the maths of complexity philosophical questions regarding the origins and robustness of knowledge and the use of natural science in the economics and policy of climate change David Stainforth worked on ocean modelling studied for a Masters before working as a renewable energy consultant He then pursued research on computer models of the atmosphere before joining Professor Myles Allen to develop the climateprediction.net project He then pursued research on climate science climate modelling and climate decision making under deep uncertainty He is currently a Professorial Research Fellow in Grantham Research Institute Kathryn Brown was appointed as the first Director of Climate Action for The Wildlife Trusts in 2022 and internal work programme on climate change mitigation and adaptation a UK charity that looks after some 2,300 nature reserves.  Kathryn has worked on climate change policy and evidence for nearly 20 years she was awarded an Officer of the Order of the British Empire (OBE) medal  in the New Year Honours List  for her services to climate change research.  Before moving to The Wildlife Trusts she was Head of Adaptation at the UK Climate Change Committee managing the Secretariat to the Adaptation Committee and leading the production of the UK’s third independent assessment of UK Climate Risk and analytical work on progress in adapting to climate change Tom Sheldon is Senior Press Manager at the Science Media Centre He handles any issues in the fields of engineering energy and the environment that hit the headlines He has degrees in Artificial Intelligence and Bioinformatics He has worked on a number of high profile stories including mobile phones and cancer as well as the issues around preprints and publicity Elizabeth Robinson (@EJZRobinson66) is the Director of the Grantham Research Institute on Climate Change and the Environment.More about this event The Grantham Research Institute on Climate Change and the Environment (@gri_lse) is a world-leading centre for policy-relevant research and training on climate change and the environment Twitter Hashtag for this event: #LSEClimateChange A podcast of this event is available to download from Predicting our climate future: what we know, what we don't know, what we can't know. A video of this event is available to watch at Predicting our climate future: what we know, what we don't know, what we can't know Podcasts and videos of many LSE events can be found at the LSE Public Lectures and Events: podcasts and videos channel Automated live captions are available at this live event Please note that this feature uses Automatic Speech Recognition (ASR) technology or machine generated transcription and is not 100% accurate Photographs taken on behalf of LSE are often used on our social media accounts photographs could include broad shots of the audience and lecture theatre and of audience members as they participate in the Q&A If you are photographed participating in an event Q&A but would not like your photograph to be stored for future use, please contact events@lse.ac.uk LSE in Pictures is a selection of images taken by the school photographer London School of Economics and Political Science LSE is a private company limited by guarantee Campus map Contact us Cookie policy Report a page Accessibility Statement Terms of use Privacy policy Modern Slavery Statement We’re pouring money into computer models – but could they lead us astray Predicting the future lies at the heart of responding to climate change. We want to know what things will look like if we take certain actions to reduce greenhouse gas emissions – and what they will look like if we don’t. The difference between the two provides the basis for weighing up the various climate policies that might be on the table. As models become more complex they look increasingly realistic, so it’s tempting to believe the predictions will be goodEve will no doubt capture the ears of governments and other funders, but is the rush to build bigger and bigger models the best use of resources to guide our response to climate change? Basic science is enough to tell us that temperatures will continue to rise, and that this will lead to impacts in all parts of the world, from Italy to Australia – so we can already reliably predict the existence of the threat. But this doesn’t tell us how high to build flood defences or how to make changes to agricultural practices. Nor does it give detailed predictions of local changes that would make the arguments for climate policies personal and relatable. Read moreThere’s no doubt that the latest climate models are outstanding achievements of computer-based science They don’t represent all the stunning complexity of Earth’s many interlocking systems but they’re not perfect representations of the real world How do we know how high to build those flood defences we have to relax and accept that we have incomplete information Instead of trying to make our responses just right for the climate of the future we should seek out resilient and flexible solutions remedies that will be robust in a wide range of possible climate outcomes be designed to enable them to be easily extended if that becomes necessary but they can tell us what climate change might look like in a world that’s different Well-designed experiments could use them to get information about the scope of effects different responses could have Give me £1bn for modelling and I wouldn’t be able tell you what’s going to happen but I would get a better grasp of the uncertainties and the range of plausible futures Knowledge of this range would help us design climate-resilient infrastructure and usefully set the context for debates If all we knew was that a particular policy would increase the intensity of UK heatwaves by 2 to 4C while another would increase them by 3 to 10C then even though the uncertainties are large the information is still a useful basis for making decisions The risk is that investment in ultra-high resolution models could actively undermine society’s response to climate change They might encourage us to plan for highly specific scenarios rather than maintaining the flexibility to deal with a vaguer range of outcomes we should treat simulations for what they are – not versions of reality The best possible future might be created by exploring many possible worlds Free weekly newsletterDiscover new books and learn more about your favourite authors with our expert reviews David Stainforth is a professorial research fellow at the London School of Economics His book Predicting Our Climate Future will be published by Oxford on 12 October Escape from Model Land by Erica Thompson (Basic The Climate Demon by R Saravanan (Cambridge Chaos: A Very Short Introduction by Lenny Smith (Oxford Network Rail has revealed details of the scale of the technical work being undertaken to repair the railway close to Hatfield Colliery The line was severely damaged when a spoil heap became destabilised in February The spoil heap adjacent to the Doncaster to Wrawby rail line failed early in February resulting in a slip of 1.4m tonnes of spoil material The landslip moved all four tracks vertically by five metres and laterally by 15 metres in both granular form and a fine slurry-like material which is formed during the washing and coal fines reclamation The material which blocked the railway was supporting a 200,000m3 cell of MRF was falling in the direction of the railway lines which made the removal much more complex and prolonged said: “This has been one of the most complex recovery operations in recent years around one million cubic metres of material needs to be moved – that includes the slipped material itself and also enabling movements to create storage such as bunds and dams “We have made excellent progress moving the material and also moved the water main in order to create a space to which the MRF is being moved We have bought new land at Ashfields to create new tipping sites That land has been stripped of topsoil which will be used for landscaping once the tip is complete “We have to move approximately sixty thousand cubic metres more spoil before the work to reinstate the track can begin in the coming weeks A section of around five hundred metres of all four lines will be replaced including switches and crossings and the associated signalling and power supplies Even then there will be more work to complete while trains run past the site.” to grow and expand the nation's railway network to respond to the tremendous growth and demand the railway has experienced - a doubling of passenger journeys over the past 20 years This file may not be suitable for users of assistive technology a car collided with the rear-most wagon of a stationary freight train at Stainforth Road Automatic Half-Barrier level crossing The crossing’s warning equipment was not operating and its half- barriers were raised when the car approached and entered the crossing the driver of the car suffered scratches and bruises but their car was damaged beyond economic repair The train was at a stand because its brakes had been applied by the locomotive’s vigilance device This occurred because the driver of the train did not respond to the device’s audible alarm in the time period permitted probably due to the high level of ambient noise in the locomotive’s cab The car driver was not alerted to the presence of the train by the crossing’s warning devices because the design of the level crossing’s control circuits had permitted it to re-open to road traffic while it was still occupied by the train The car driver did not see the wagon with enough time to take effective avoiding action This was because the train was unlit and unreflective and also because there was no ambient light near the crossing The crossing’s control circuits dated back to its original installation in 1974 The control circuits had not been modified to incorporate later features which prove that trains are clear of a crossing before it re-opens This was because a retrospective modification of this type was not mandated by relevant standards and guidance and also because the crossing’s circuits had not required modification during the life of the crossing for other reasons The crossing had not been renewed or replaced prior to the accident because Network Rail had assessed it as still having useful working life left The level crossing risk assessment process used by Network Rail did not identify and address the risk of the original design of control circuit remaining in service without it having later design features intended to improve safety The first recommendation relates to an assessment of the risk at other level crossings where there is the possibility of it re-opening to road users with a train still present on the crossing and the development and implementation of mitigation measures The second recommendation concerns the revision of the current standard relating to the design of new remotely monitored level crossings so that this requires them not to open to road users while a train is present No motorist wants to encounter an obstruction on an unlit road after dark Large animals or fallen trees are to some extent a normal part of rural life looming out of the darkness on a level crossing in the early hours of the morning must have been a truly terrifying experience over a minute before the car approached the crossing The driver of the car that hit this train was lucky to escape with her life This is not the first time in recent years that a motorist has encountered a train on a level crossing without any prior warning the signaller was able to raise the barriers with a train approaching because an old-fashioned design permitted it The resulting collision cost the life of a passenger in a car The situation was similar at Stainforth Road: the level crossing equipment was over forty years old and the way it was configured meant that the automatic barriers would rise even though the rear end of a train was still standing on the crossing RAIB’s report on the Moreton-on-Lugg accident recommended that Network Rail should enhance its level crossing management processes so that the risk posed by such historical designs could be better understood and more effectively managed this is another example of a latent condition in an old design which presented a risk to the safety of the public I urge Network Rail to redouble its efforts to identify such conditions to assess the risk they create and to consider ways of reducing risk to road users Don’t include personal or financial information like your National Insurance number or credit card details.