Danger area (train)

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Simple identification of the part of the danger area protruding into the platform area (with a line) on a platform.
The track spacing in overtaking stations is largely based on the danger area of ​​the continuous main tracks and the overtaking tracks. In order to create the necessary safety space between a continuous main track and the associated passing track, based on the danger areas, the track spacing must be planned accordingly large.

The danger area (in Austria and partly in Germany danger area , in Switzerland the track area ) is an essential reference value for the railway for occupational safety issues when working in the track area and for the protection of passengers on platforms . It has a significant influence on the cross-sectional design of railway systems such as track spacing and lane width, platforms, bridges and tunnels .

The danger is in particular from pressure waves that can drag people along or be endangered by flying parts.

The danger area is not identical to the width of the clearance and, depending on the speed, can fall below or exceed the clearance profile.

definition

The relevant European standard (EN 16704) defines the danger zone as the "range in which a person, material or equipment of a rail vehicle may be detected or an injury or fatality risk due to the wind pressure - and - sorgwirkung consists".

According to the definition of the German Eisenbahn-Unfallkasse (EUK, today Unfallversicherung Bund und Bahn , UVB), the danger area is part of the track area , the "space occupied by moving rail vehicles and the space under, next to or over tracks in which the insured is moved by Rail vehicles can be endangered ". The track area includes "in the case of electrically operated railways also the area of ​​the contact line system with the additional dangers of electric current."

In Germany, the rules of the EUK for safety and health protection, as well as danger prevention from rail operations when working in the track area of ​​railways, introduced on January 1, 2000, are decisive . Starting from the middle of the track , the danger area increases depending on the speed from 1.85 m (up to 40 km / h) to up to 3.00 m (over 160 to 280 km / h).

Loading dimensions for the internationally common clearance profile G1 (left) and the nationally common profile G2 (right). The danger area extends beyond this on both sides.

The hazardous area according to EN 16704 includes the working track and extends on both sides over a distance that is measured starting from the track axis or from the outer edges of the rail . It depends on national regulations and depends on "the speed of the train runs" and the "properties of the rail vehicles ( clearance and gauge )".

In contrast to this, the Deutsche Bahn network provides for overall larger danger areas, with a distinction being made between long-distance railway tracks (hereinafter F ), S-Bahn tracks ( S ) and station tracks ( B ).

Danger area (b, in meters)
as a function of the speed (v, in km / h)
measured from the track axis
v (km / h) ≤ 40 ≤ 50 ≤ 70 ≤ 90 ≤ 120 ≤ 140 ≤ 160 ≤ 200 ≤ 230 ≤ 280
b (m) according to GUV 1.85 2.00 2.10 2.20 2.30 2.40 2.50 3.00
b (m) according to DB rules 1.85 (B) 2.00 (B) 2.50 (F)
2.30 (S)		 2.50 (F) 3.00
to mark on the platform 0.85 1.35 2.05

It is intended to increase the danger zone for speeds above 280 km / h to 330 km / h.

In some cases, it is recommended that a design speed of at least 160 km / h be planned for the danger area on mainline tracks , unless, even in the long term (e.g. later use of tilting technology ), only lower speeds are expected and are specified accordingly in the planning order.

Protective speed limits can be set up to reduce the required danger zones.

Track areas that can be driven on at speeds of over 200 km / h may only be entered in exceptional cases if

  • signal-dependent job security systems are used or
  • if journeys are only permitted after consultation with the track workers and a number of other requirements are also met.

Work on track areas in tunnels may only take place if the track concerned is closed, the speed in the neighboring track is limited to 160 km / h and other conditions are met.

Shipments that exceed the loading gauge are not taken into account when determining the danger zone and may require separate measures.

In the Deutsche Bahn network, a danger area of ​​2.50 m is defined on platforms on platform tracks that are used at speeds of up to 160 km / h. Furthermore, up to and including 200 km / h 3.00 m are to be provided.

Demarcation

From the rules of the GUV and the DB, it can be deduced that the width of the danger area must already be taken into account when planning track systems - and not just during construction work.

Safety rooms, side paths, intermediate paths and escape routes (outside of tunnels) can be connected to the danger area.

The danger area is usually followed by a safety room that is at least 50 cm wide and 2.0 m high . In this area, employees can stay outside the danger area of ​​moving vehicles. A distance of at least 0.8 m is required in order to allow the presence between two tracks. This safety room is only to be set up on one side of the track following the danger area.

Edge paths of 80 cm or 60 cm width (S-Bahn) are laid on both sides next to the outer tracks. Intermediate routes are dimensioned like side routes and arranged between every second track. Escape routes are, outside of tunnels, laid out on one side with up to two tracks, on both sides with more than two tracks. They are at least 80 cm wide; Internals are permitted.

Delineate the security zone, however, is the emergency exit in the tunnel that is not on the track and permissible speeds, but on the distance between the breitesten with opened doors standing refers vehicle. With a minimum height of 2.25 m, a minimum width of 1.20 m must be created; local restrictions of up to 30 cm are permissible. An escape route is to be arranged next to each track. As a rule, it does not require a larger overall width than required for the edge path.

Applications

Tactile guidance strip (line) with hatching to identify the part of the danger area that extends into the platform and should not be entered on a platform track that can be driven on at 200 km / h.

The part of the danger area that extends into the platforms and that is to be kept clear can be identified on tracks in the Deutsche Bahn network with up to 200 km / h, for example by a line running parallel to the edge of the platform or hatching.

Barriers at Paulinenaue train station , Berlin – Hamburg high-speed line . The stripped danger area is also flanked by grids.

If, as part of route extensions, pass-by platforms at more than 200 km / h and up to 230 km / h are planned, the danger area is enlarged for aerodynamic reasons and separated from the platform area by an interrupted, solid railing. According to § 13 (3) of the Railway Building and Operating Regulations (EBO), precautions must be taken on platforms with passages of more than 200 km / h to ensure that no passengers are in the danger area on the platforms. During the expansion of the Berlin – Hamburg railway line - for the first time in Germany - passenger safety systems were used to delimit the danger area of ​​the track, which has been enlarged to 3.70 m for aerodynamic reasons.

See also

Remarks

  1. ↑ in certain exceptional cases
  2. ↑ for central platforms on each side, distance between the track axis and the platform is around 165 cm, see Jänsch (2019)

Individual evidence

  1. ↑ a b c d e Jörn Pachl : Management of the infrastructure . In: Lothar Fendrich, Wolfgang Fengler (Hrsg.): Handbook Railway Infrastructure . 3. Edition. Springer, Berlin 2019, ISBN 978-3-662-56061-7 , pp. 427-466 .
  2. ↑ a b c d e Eberhard Jänsch: Cross-sectional design of the railway systems . In: Lothar Fendrich, Wolfgang Fengler (Hrsg.): Handbook Railway Infrastructure . 3. Edition. Springer, Berlin 2019, ISBN 978-3-662-56061-7 , pp. 327-355 .
  3. ↑ a b DIN German Institute for Standardization e. V. (Ed.): Railway hazards and general principles for the protection of stationary and mobile construction sites . German version EN 16704-1: 2016. Beuth Verlag , Berlin November 2017, p. 7 f . (paid online - German standard).
  4. ↑ a b c d e f g h i j k Safety measures when working in the track area of ​​railways. (PDF) GUV rule. In: uv-bund-bahn.de. German Social Accident Insurance , January 2008, pp. 8, 11 f., 39 f., 44 f. , accessed on June 6, 2020 (GUV rule 2150).
  5. ↑ a b Jürgen Rausch: Designing network infrastructure technology . Track distances. Ed .: DB Netz . June 21, 2018, p. 4 (Directive 800.0130A02, valid from June 21, 2018).
  6. ^ DB Netz (Ed.): Planning, building and maintaining railway bridges (and other engineering structures) . Design basics. January 1, 2013, p. 3 (Directive 804.1101 A01, valid from January 1, 2013).
  7. ↑ a b c d e Andreas Krause: Planning passenger stations . Define safety measures for platforms. Ed .: DB Station & Service . Berlin December 20, 2019, p. 2 (Directive 513.2011, valid from January 20, 2020).
  8. ↑ a b c Marco Wegener: Cross-sectional design of railway systems in competition with different sets of rules . In: Railway technical review . No. 9 , September 2015, ISSN  0013-2845 , p. 28-34 .
  9. ^ Andreas Krause: Planning passenger stations . Define safety measures for platforms. Ed .: DB Station & Service . Berlin December 20, 2019, p. 3 f . (Directive 513.2010, valid from January 20, 2020).
  10. ↑ Message Faster to Berlin . In: Eisenbahn-Revue International , issue 6/2001, ISSN  1421-2811 , p. 242 f.
  11. ↑ a b Wolfgang Feldwisch, Olaf Drescher , Christine Haag: Tempo 230 between Hamburg and Berlin . In: Railway technical review . tape 53 , no. December 12 , 2004, ISSN  0013-2845 , p. 821-831 .