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Maybe ... not sure what the setup was for the Henbury Loop running across the taxiways from the big hangars at Filton.   I expect our S and T Engineering friends will be able to advise.

So run it through to Kingswear! :-)

I guess the quick and easy fix is to ensure all trains are paper labelled as well, as they used to have to be, until a less quick and easy electronic fix is found?

Agreed.  And another thing not mentioned above is that the Seat Reservations are loaded up to a train via the mobile telephone network.  Well, we all know how good that can(not) be at times ::)

I still have the aerodome diagram for the now sadly closed Filton airfield.

(https://live.staticflickr.com/65535/33917649808_0a15ccd5d6_c.jpg)

In this, the main internal access road between Airbus site and airfield runs across a bridge over the railway line, at around the western end of the old Filton North platforms, just by the helicopter pad on the lower mid-right. The taxiway crossed the railway line at the point marked "F" to the right of one of the windsocks. I last saw that being used by an A380 before they entered service, during fuel trials, unfortunately on a day that I didn't have a camera with me. The line F was a holding point - aircraft could not pass that without the permission of the tower. You could also not start engines or taxy without their say-so. I would guess that the tower would check with the signalman before letting aircraft start up, and that it would be more common for the very occasional aircraft to wait for the then comparatively frequent trains.

I don't recall there being gates on the level crossing, nor any furniture that may have got in the way of a taxying aircraft. The only picture I have of it is a frame-grab from a video taken by my son as I was taking off from Filton for the last time, back in March 2009. The reflection of a hi-vis jacket is a bit annoying, but the crossing is visible.

(https://live.staticflickr.com/65535/33917649738_cc84fcef1c_c.jpg)

Academic now, as the airfield site is fenced off from the remaining factory side.

There were very long, wheeled, barriers. You can see the tracks they ran on in this Google maps image: https://goo.gl/maps/E61HYSEZGCT6BbR38

Zooming in on the link you can see the barriers which moved eastwards to open them for an aircraft movement. I do recall on the south west corner there was a small fixed control cabin for operating the barriers which was interlocked with the signal box at Filton North in the days before the Bristol Panel Box but how it operated once Bristol Panel took over I can only assume the crossing barriers were interlocked there.

I think both Ballykelly and Filton were part of the programme to strengthen and extend runways at the various dispersal airfields for the V Bomber force. Another example, on one of the main airfields, was the large bend in the A15 (was a straight Roman road) round the extended runway at Scampton, also with traffic lights on the road.

If the Simsig Bristol simulation is accurate, and they generally are, the crossing was released from the Bristol panel following a call from the crossing

Filton Runway was originally extended to accommodate the Ill fated Bristol Brabazon iirc.

Time to split off this part of the thread?

Split off from a topic on IET deployment which drifted ... original thread at  http://www.firstgreatwestern.info/coffeeshop/index.php?topic=18792.0