Bostrab en
Bostrab en
Bostrab en
Translation of
Verordnung ber den Bau und Betrieb der Strassenbahnen
(Strassenbahn-Bau- und Betriebsordnung - BOStrab)
vom 11. Dezember 1987
Prepared by G. H. Hafter, OBE,
Rail Transport Consultant
formerly Director of Mechanical Engineering, London Underground Ltd.
Version 06/96
TRANSLATOR'S NOTES
The German word "Straenbahnen" includes, for the purposes of this document LRT as well
as Tramways and the regulations also apply to Underground railways (metros), including
those which would be thought of in USA as "heavy rail transit", such as the Munich
underground system.
Until 1934, Tramways as well as light railways and undergrounds were dealt with under the
same regulations as main-line railways, albeit when appropriate, having regard to road traffic
laws as well. At that time it was decided to make separate regulations for "Straenbahnen",
then actually mainly street tramways, and extended them to cover all the cases included in the
above paragraph.
Similarly the word "Betrieb" has been interpreted throughout this document as either
"Operation, Operational or Operating", except where clearly meaning the whole system or
undertaking. In fact, although these are the most accurate and appropriate English words to
describe the meaning of Betrieb, the latter covers a much wider range of activities than the
words, Operations, Operational or Operating convey to an English reader with a railway,
background. A good definition of the German meaning intended in this document appears in
1, Clause (4)
Thus while an English reader distinguishes between a depot or workshop which he regards as
an "Engineering" installation, and a station or signal box which he regards as an "Operating"
installation, both would be included in German as "Betriebsanlagen", i.e. "Operational
installations", or installations belonging to the system.
There is a particular problem in the case of the definition of the "Betriebsleiter". This person
may be both the general manager of the "Betrieb", i.e. the Undertaker, and he may also be the
Operations Manager. Some of the German LRTs or Metros are small enough, not to
differentiate between the two functions, but even where such a division is required, the
"Operations" Manager will, although subordinate to the Chairman or Board to whom other
"chief officers" also report, still be responsible for the safety of operation of the "Betrieb", i.e.
the whole undertaking. This individual requires specific qualifications (including engineering
qualifications) and certification, which carry with them certain legal responsibilities, the exact
equivalent of which do not necessarily exist in the UK.
Similarly, "Fahrpersonal" has been translated as "Train and Traffic Staff" since staff of both
these categories are included in the German term. There is much greater difficulty in defining
"Betriebsbedienstete", which has been translated as "Operational Staff". An attempt to define
the status of this part of the staff is made at an appropriate point in the text, but the position is
not fully resolved even in Germany.
It should also be noted that the term "Signalanlagen" in German includes signs and indicators
which would NOT be regarded as Signals in English usage, while on the other hand,
"Zugsicherungsanlagen", (i.e. Train safety or protection systems) includes point interlockings
for example, which would be included in English as a part of the Signalling system.
Page 2 of 60
The difficulties of reconciling language, semantics and perceived notions, must be borne in
mind when reading the English language version of the document. An attempt has been made
throughout to interpret the sense rather than literally to translate the actual wording of the
original, where the two seem to be in conflict, or a literal translation makes no sense in
English.
It should also be noted that where the Regulations refer to the "Unternehmer", this HAS been
literally translated as the "Undertaker", although the word undertaker is normally confined,
in English usage, to a person who undertakes the disposal of the dead. However, the term IS
used when referring to "The Statutory Undertakers", i.e. the gas, electricity and water
undertakings that have powers to dig up the public highway, although the word Undertaker
without the qualification "Statutory" is seldom used in English except in its other sense. Thus
the Regulations always speak of the "Undertaker" being responsible for certain actions, rather
than "the board", or the " company" or even "the undertaking". There is a parallel in UK
practice where public works contracts frequently refer to "the Engineer", rather than the client
undertaking as being responsible for approving certain works.
Further to assist the reader who is used to (British) English forms of expression,
(1)
where it has been felt necessary to insert additional wording not in the original text, in
order to make the sense clear, this wording has been inserted within square [ ]
brackets,
(2)
British usage has been employed for all dimensions. That is to say, metres and Km's
are generally confined to descriptions of distance and speed, and in building matters.
But all vehicle and other fixed dimensions are given in millimetres. This applies
principally to vehicle and loading/structure gauge dimensions, platform heights, etc.,
which thereby become directly comparable with those used in British drawings or in
the Department of Transport "Blue Book". Thus a vehicle width of 2.65 m is shown as
2650 mm.
(3)
No attempt has been made in this translation to interpret American usages, many of
which differ substantially from British usage's. It was felt that it would be better to
have, if required, an American version produced rather than attempt to cover both
usages in the one document.
Page 3 of 60
General
Area of application and general definitions (of terms)
Ground rules
General requirements for the construction of
installations and vehicles
General operating requirements
Technical Supervision
Exceptions
SECOND PART
7
8
9
Operating Management
Transport Undertakers
Operations Managers
Confirmation as Operations Managers
10
11
11
THIRD PART
10
11
12
13
14
Operating Staff
General requirements for Operational Staff
Special requirements for traffic staff
Training and examination of train and traffic staff
Conduct during duty
Conduct during sickness
13
13
13
14
14
FOURTH PART
15
16
17
18
19
20
21
22
23
Operational Installations
The Line of Route
Track Formations
Permanent Way
Definition of the "Clear Area" (Loading and Structure gauges)
Safety zones
Level crossings
Signal installations
Train safety installations
Technical information installations (communications and
passenger information systems)
Power supply installations
Traction contact wire installations (OHLE)
Return current systems
Lighting installations
Pipework
Bridges
Tunnels
Stopping places (stations)
Escalators and travelators
24
25
26
27
28
29
30
31
32
Page 4 of 60
6
7
7
8
8
9
15
15
16
17
17
18
19
20
20
21
22
22
23
24
24
24
26
27
FIFTH PART
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
Vehicles
Vehicle design
Vehicle dimensions
Running gear
Brakes
Traction
Traction and Brake Control
Current collectors and shoegear
Warning and indicator installations
Life Guards
Couplings
Passenger doors
Driving cabs
Interior lighting, heating and ventilation
Information installations
Signs and pictograms
Emergency equipment
28
29
30
30
31
31
32
32
33
33
33
34
34
35
36
36
SIXTH PART
49
50
51
52
53
54
55
56
57
58
59
Operations
Traffic control
Permissible speeds (speed limits)
Signals (including signs, indicators and audible signals)
Employment of Operational staff
Staffing of trains
Train operation
Operation with road traffic
Defective Trains
Maintenance of installations and vehicles
Use of, and access to, operational installations and vehicles
Actions endangering operational safety
37
38
38
40
40
41
41
42
42
43
43
SEVENTH PART
60
Procedural Formalities
Verification of supporting documents for construction
of installations
Supervision of construction works
Acceptance (by the authorities)
44
45
45
61
62
EIGHTH PART
63
64
65
47
APPENDICES
Appendix 1
Appendix 2
Appendix 3
Appendix 4
Annex 1
49
50
51
51
60
Page 5 of 60
47
FIRST PART
General
1
(1)
These regulations apply to the construction and operation of Light Rail Transit(LRT)
undertakings as defined in Chapter 4 of the Passenger Transport Act (PBefG). The
construction laws of the individual states (Lnder) remain unaffected.
(2)
(3)
(4)
"Operation" [Betrieb] means the totality of all the means, including the training of
"Operational staff [Betriebsbedienstete] and the maintenance of the installations and
vehicles necessary to effect the transport of passengers.
(5)
(6)
Operational Staff are those Employees who are competent in (or responsible for):
1. Train Operation (Train, Station and Signalling staff or "Train and Traffic staff")
2. The control and supervision of the train service
3. The maintenance of installations and vehicles
4. The management or control of those employees included in 1 to 3 above.
(7)
Operational installations are all those which serve operations and in particular:
1. The civil, mechanical and electrical installations required for train operation,
including auxiliary constructions.
2. The installations required for the reception, accommodation and ticketing of
passengers.
3. Stabling sidings
4. Rail-connected workshops.
(8)
Vehicles means those which, running on rails, can operate as, or form part of trains.
Units consisting of a number of cars/carbodies which cannot be separated in traffic
count as a single vehicle.
(9)
Service vehicles are vehicles which are not used in passenger traffic. In particular,
they are used for staff training, for maintenance of the installations and for breakdown
recovery purposes.
Page 6 of 60
(10)
Trains are units running on the Undertaking's main lines. They can operate as
passenger or service (empty stock or works) trains, and may consist of one or more
"vehicles" [as defined in (8) above].
Ground rules
(1)
Installations and Vehicles must be so built that they meet safety requirements and
good order. These requirements are deemed to be met when the construction and the
operation of the installations and vehicles conform to these Regulations, to the
requirements of the Technical Supervision Authority and the planning/licensing
authorities, and to generally recognised best technical practice.
(2)
(1)
Operational installations and vehicles must be so constructed that in normal use they
can injure nobody, and endanger or hinder nobody more than is unavoidable . They
must, in particular, be so built that:
1. They can withstand the maximum mechanical, electrical and thermal stresses to
which they are subject in operation without operational danger or damage.
2. Dangerous parts and apparatus cannot be accidentally touched.
3. The outbreak and spread of fire is prevented as far as possible by appropriate
precautionary measures, and means exist for rescue and fire-fighting.
4. On dc railways using the running rails for traction current return, the corrosive
effects of stray currents are minimised.
5. Components and apparatus are protected from external influences as far as is
operationally required.
6. The existence of too high contact potentials is being prevented by protecting
measures.
7. Operational safety is not reduced by [external] electrical influences.
(2)
Devices in buildings and vehicles destined for the use of, or operation by, passengers,
must be easily accessible and recognisable.
(3)
(4)
Failures and non functioning of automatic devices in installations and vehicles must
be indicated in staffed locations where operationally necessary.
(5)
The construction requirements include means to assist the disabled, aged, infirm,
pregnant women, children and passengers with small children to use the system
Page 7 of 60
without particular difficulty. Special provisions for these purposes must be clearly
indicated.
(6)
(1)
Sufficient operational staff must be employed to ensure safe and reliable operation.
(2)
Operational installations and vehicles must be maintained in good order. If, during
operations, deficiencies/defects occur which affect safe working, the vehicle or
installation must be partly or completely taken out of service, and secured where
necessary.
(3)
(4)
Precautionary measures must be taken to ensure that traffic delays are promptly dealt
with and, in the case of accidents and fires, that arrangements for providing immediate
help are in force.
Technical Supervision
(1)
(2)
The Technical Supervisory Authority may, during the process of carrying out its
technical supervision, use other competent persons and organisations. These include
the Operations Manager [Betriebsleiter] - see 8 and the Project Manager - see 7,
clause 6 [of these Regulations].
(3)
(4)
(5)
Should the Technical Supervisory Authority declare that the Undertaking is not
meeting its duties as laid down in 7, it will take the necessary steps. In particular, it
may:
1. Require the Undertaking to rectify the deficiencies within a fixed time.
2. Where the required level of safety has not been provided, require the interruption
or cessation of building works, or limit or prohibit the use of installations or
vehicles.
Exceptions
The Technical Supervisory Authority may permit variations from these Regulations in
defined single cases, or in a general manner for a particular proposal.
Page 9 of 60
SECOND PART
Operating Management
7
Transport Undertakers
(1)
The Undertaker must ensure that the requirements for safe working and orderly
operation enumerated in 2 are met. It [he] must in particular make absolutely certain
that the installations and vehicles are always in proper condition and that operations
are conducted safely.
(2)
(3)
The Undertaker, in fulfilment of the obligations laid upon him by these Regulations
and without diminishing in any manner his personal responsibility must appoint an
Operations Manager [Betriebsleiter]. Where several different forms of operation are
carried on, an Operations Manager [Betriebsleiter] may be appointed for each form.
Each Operations Manager must have at least one nominated Deputy.
(4)
The appointment of the Operations Manager and his Deputy require the confirmation
of the Technical Supervisory Authority.
(5)
The Undertaker must satisfy himself that the Operations Manager is capable of
satisfactorily carrying out the obligations laid upon him. Decisions of the Undertaker
or the Board which may affect operations must be brought to the attention of the
Operations Manager, and especially items concerned with:
1. Planning and construction of installations.
2. Design and construction of vehicles.
3. Determination of the operational staff establishment.
4. Selection, use and supervision of operational staff.
5. Enquiries into staff errors and any actions resulting therefrom.
6. Notice of the transfer of any tasks which may affect the responsibilities of the
Operations Manager, to any organisation or persons who do not belong to the
Undertaking. [e.g. contracting out]
(6)
Page 10 of 60
(7)
The Undertaker must assist the Technical Supervisory Authority in carrying out its
duties and must provide it with all necessary information.
(8)
Where works or other installations which are not constructed and maintained under
the requirements of these Regulations are used [or jointly used] by LRT systems, the
Undertaker must declare that they are suitable for operation on an LRT system, and
that their maintenance can be guaranteed. [This will apply, for example, to a road
bridge with LRT tracks on it].
(9)
Where there is any danger that actions by third parties may compromise the safety of
operations, the Undertaker must ensure that suitable precautions are put in place to
obviate any such compromise of safety.
(1)
The Operations Manager is responsible for the safe and orderly operation of the
system as a whole.
(2)
The Operations Manager must produce Instructions [a Rule book] for operational
staff which will ensure that the requirements of these Regulations are observed, and
must ensure that they are worked to.
(3)
The Operations Manager must bring such Instructions [Rule book] to the notice of the
Technical Supervisory Authority.
(4)
The Operations Manager must notify the Supervisory Authority without delay:
1. Of any fatal or serious accident to persons, or serious damage to vehicles or
installations.
2. Operational incidents which raise public concern.
(5)
Where joint operation is involved, the duties of clause (4), rest on the Operations
Manager responsible for the section of line concerned.
(6)
Deputies may act as Operations Managers, except in emergencies, only after receiving
instruction in writing.
(1)
(2)
As a variation from the provisions of clause (1) No. 1., a person may also be
confirmed as an Operations Manager who has passed the Major State Examination for
Page 11 of 60
the higher technical public service in a speciality which covers to a major extent the
planning, construction and operation of railways, and has had at least three years
experience as an engineer in a department of an LRT undertaking concerned with
construction and operations. Experience with a railway during the preparatory phase
before sitting the Major State Examination, may also be wholly or partly taken into
consideration.
(3)
(4)
Page 12 of 60
THIRD PART
Operating Staff
10
(1)
(2)
Physical fitness must be certified by the LRT system's appointed Medical Officer
before taking up duty form the first time.
(3)
A person who has reached 40 years of age may only continue to be employed on
Operational duties after further certification by the Medical Officer as in clause (2).
This must be repeated every 5 years.
(4)
Where any doubt exists as to fitness, particularly following a serious illness, the
person concerned may resume duty only after further medical examination as per
clause (2).
(5)
For Operational Staff described in 1 clause (6) No. 1. and 2. notes must be kept in
which their fitness, initial education and training, results of examinations, supervision,
instruction and subsequent courses attended, are clearly recorded.
11
(1)
Train and Traffic staff must be at least 21 years old. This does not apply to Platform
Dispatchers, Conductors or staff employed solely in stabling sidings and workshops.
(2)
Train and Traffic staff may only be employed where their fitness has been certified in
accordance with the provisions of 10 clause 2. Re-examination is required every
3 years.
(3)
Train and Traffic staff that are concerned with driving, accompanying or despatching
trains must be instructed in the immediate actions to be taken in case of accidents.
12
(1)
Train and Traffic staff must be trained for a specified period under the supervision of
Instructors.
(2)
During training, the Instructor carries the responsibility for the safe operation of
installations and vehicles.
Page 13 of 60
(3)
Following training, the Operations Manager, or a member of the Train and Traffic
staff designated by him, not involved himself in the training process, has to examine
the trainee for competence. When his competence has been confirmed, the trainee will
receive a certificate of competence for the designated duties signed by the Operations
Manager.
(4)
13
(1)
Operational Staff working in or with installations or vehicles must exercise such care
as will produce the safe transport of the persons confided to them.
(2)
(3)
Operational Staff are forbidden, while on duty or while ready for duty, to take
alcoholic drinks or other substances which may reduce their ability to carry out their
tasks, or to start a tour of duty whilst under the influence of such drinks or substances.
(4)
Train and Traffic staff are forbidden, during such duty to use receivers or reproduction
apparatus for sound or vision other than for operational purposes.
14
(1)
Operational staff suffering from any illness which may restrict their ability to carry out
their duties may not take up duty.
(2)
Train and Traffic staff who drive or accompany or despatch trains, or other
operational staff who may have contact with passengers, may not exercise their duties
while they or members of their household are suffering from an infectious or
contagious disease as defined in Chapter 34, Subsection 3, No. 2, 4, 6, 8, 11 of the
Federal Epidemic law version of 20 July 2000 (BGBl. I p. 1045), unless they are able
to produce a medical certificate to the effect that no danger of transmission of the
disease exists.
(3)
Diseases coming under the provisions of clauses (1) and (2) of this paragraph must be
notified to the Undertaker.
Page 14 of 60
FOURTH PART
Operational Installations
15
(1)
The line of route and the location of stopping places (stations) must be such as best to
meet traffic requirements and in particular to facilitate convenient interchange with
other means of transport.
(2)
Curve radii and gradients must be dynamically favourable and suited to high speeds
[as far as possible]. Nevertheless, speeds for each section must meet the current use
of the right of way [including street use where appropriate] and the urban situation;
to that extent curve radii and gradients will vary in accordance with the conditions.
(3)
LRT tracks may not intersect at grade main line railway tracks open for public traffic.
(4)
Where LRT tracks cross main line railway tracks not open for public traffic [e.g.
industrial sidings, spurs to depot or stabling sidings etc.], the Technical Supervisory
authorities of the two undertakings will decide on the type and scope of the safety
measures to be taken.
(5)
The use of single line sections for bi-directional traffic should if possible be avoided.
[Presumably this provision is not retrospective as still some single line sections exist
on German tramways, and it should be noted that there is no provision for fully
signalled single line working. The text is not celar as to whether "soll nicht" should
be taken to mean "may not" or "must not"].
(6)
Sections (or lines) should have segregated or particular track formations. [Again it is
not clear whether "should" or "must" is meant. It is also not clear how "particular"
the formation is expected to be where street running is concerned].
16
Track formations
(1)
Track formations comprise the permanent way itself and the infrastructure supporting
it which may consist of earth-, support- or built engineering-works.
(2)
The infrastructure must be stable having regard to the geological and hydrological
conditions.
(3)
(4)
Page 15 of 60
(5)
(6)
"Segregated" track formations are those which, while located within the limits of the
public highway, but are divided from other traffic by kerb stones, railings, hedges,
rows of trees or other fixed barriers. Crossings at grade which count as "level
crossings" with regard to 20 clause 7 are included in the definition of "Particular"
formations.
(7)
"Independent" track formations are those which, on account of their location or their
form of construction are independent of other traffic. Level crossings as defined in
20 may also be included in independent formations.
(8)
Where there are public footway crossings of "Segrated" formations, traffic islands
(refuges) must be provided between the LRT tracks and the neighbouring
carriageways, unless the foot crossing of both street and tracks is controlled by traffic
light signals.
(9)
Where Driverless Operation is used, unauthorised entry, passage over and use of the
formation must be prevented by enclosure or other means. Where this will assist
operational safety, the Technical Supervisory Authority may require such measures
where other forms of operation are practised.
17
Permanent Way
(1)
The permanent way must be able to absorb the static and dynamic stresses to which it
is subjected at the maximum permitted speed for the section concerned, without
permanent deformation.
(2)
Track and vehicle dimensions must be so matched that for the permitted speeds, there
is no risk of derailment even when wearing parts are in the fully worn condition, and
also so as to achieve the quietest possible running.
(3)
Curve radii on sections with independent tracks should be large enough to obviate any
need for reductions in the general line speed limit.
(4)
Curves should be so laid out that at the permitted speed, non-compensated lateral
accelerations and their rates of change, are as low as possible, by the use of super
elevation, super elevation gradients and transition curves as necessary.
(5)
(6)
Page 16 of 60
(7)
The moving parts of points which may be approached at more than 15 km/h in the
facing direction, must be mechanically locked in their final position.
(8)
Where pointworks can be set by means of a device on a vehicle, the setting process
must not be dependent on the current being taken by the traction equipment.
(9)
Track end devices [e.g. buffer stops], must be indicated and so constructed as to meet
operational requirements.
18
(1)
The "clear area" [a term not used in English but apparently equivalent to "structure
gauge"], is that space round each track which is required to be kept free of fixed and
movable objects in order to provide for the safe operation of vehicles. [It may be
reasonably compared to the kinematic loading gauge in British practice].
(2)
The delineation of the "clear area" [i.e. the kinematic loading gauge] must be so coordinated with the parameters of vehicles and track that in no state of permissible
operating conditions can dangerous interference between vehicles and other objects or
between vehicles on any neighbouring tracks occur.
(3)
The determination of the kinematic loading gauge shall take into account the
likelihood of all the factors affecting the maximum deviations in the same direction
occurring simultaneously. [This is what, in English terms, the kinematic as opposed to
the static loading gauge is intended to cover].
(4)
Between the "clear area" and the actual structure gauge, there shall be a safety margin
which is fixed by the accuracy with which the structure gauge can be delineated.
[Note: Strictly the "Structure Gauge" in English terms consists of the
"Lichtraumbedarf" plus some features of the safety zones described in 19, but as no
English term equivalent to the "Lichten Raum" and "Lichtraumbedarf" exist, the
latter term has been translated by the term "Structure gauge".]
19
Safety zones
(1)
To protect persons, there must be at the side of each track, a space outside the
structure gauge. It must be accessible from the track and from the (side) doors of the
vehicles. Where two tracks are adjacent, only a single safety zone is required between
them.
(2)
These safety spaces must be at least 700 mm wide and 2000 mm high and be vertical.
Where the tunnel section is not square, the width may be reduced by a small amount
at the top and the bottom.
(3)
The continuity of the safety zone may be broken over short distances, by the
interposition of objects, particularly posts and signals, provided always that there is a
minimum clearance between the object and any vehicle of at least 450 mm. This
Page 17 of 60
clearance need only be on one side in the case of objects in common safety zones as
defined in the 3rd sentence of clause (1).
(4)
In the traffic area of a public highway, (other than motorways or expressways), that
part of the highway bordering the formation may count as a safety zone.
(5)
(6)
Safety zones below platforms must be at least 700 mm wide and 700 mm high. They
must be accessible even when the track is occupied. Current rails may not be placed
on that side of the track adjacent to the safety zones.
(7)
In the case of raised walkways between sidings, the provisions of clauses (5) and (6)
apply.
(8)
In the case of elevated tracks, safety zones may be dispensed with provided that the
safety of passengers and staff is assured by other means, especially by emergency
rescue measures being in place.
20
Level crossings
(1)
(2)
(3)
The St. Andrew's Crosses indicating the priority accorded as in clause (2) are to be
placed at the points at which drivers of road vehicles must wait when they may not
traverse the level crossing.
(4)
Level crossings must be technically protected, but this provision does not apply to:
1. Level crossings which are used, on average, by not more than 100 road vehicles
per day, and at which safety is provided by a clear sight of the LRT line.
2. Foot crossings and bicycle crossings which have a clear view of the tracks and
may be protected by stiles, turnstiles or similar installations.
[Translator's note - there is no distinction in these regulations between "public" and
"occupation" level crossings as in UK].
(5)
Safety by "a clear view of the tracks" may be regarded as provided where a road
vehicle driver can see far enough along the tracks and from a sufficient distance away
from the crossing, that by taking the care normally required in road traffic, he may
safely traverse the crossing or bring his vehicle to a halt before it.
(7)
Places where streets, ways and places (squares, yards) cross LRT tracks installed on
"Segregated" formations(see above) are considered as level crossings, provided the
measures described in clauses (3) to (6) are in place.
21
Signal installations
[Note: "Signale" in German includes signs and indicators]
(1)
Signal installations must be so constructed that they provide for the purpose intended
unambiguously, work appropriately and provide indications as signals [or signs or
indicators - see translators note on pages 1 and 2.]
(2)
Installations for main (stop) signals and for repeating (distant) signals as shown in
Appendix 4 sections 1 and 2, must be bound up with the train safety system described
in 22. [This does not really make sense in normal English as in English the
signalling system IS the "train movement safety system, whether or not any ATP is
provided].
(3)
(4)
Where driving on sight signals are incorporated in road traffic light signal
installations, as provided for in 37 of the road traffic regulations, the same safety
measures must be applied to all parts of the installation.
22
Page 19 of 60
(1)
The train safety system ["the Signalling System"], consists of installations to control
and protect operation. These installations serve to:
1. Set and secure routes
2. Transmit movement instructions to trains.
3. To supervise technically the movement of trains and to control any deviations
from the safe state.
(2)
(3)
Train safety system installations must be reliable and, in so far as they are not purely
concerned with train control (i.e. exclusively ATO systems), also technically safe in a
signalling sense, (e.g. must consist of fail-safe elements)
(4)
(5)
Clauses 3 and 4 apply, as appropriate, to those parts of the train safety system which
are installed on the vehicles.
23
Communications installations
(1)
(2)
CCTV installations used for operational purposes must have an ample field of vision,
and enable the operational procedures to be clearly observed.
(3)
(4)
Page 20 of 60
24
(1)
Power supply installations are those installations needed to take power (energy) from
the public or the LRT system's own network, to convert it, to convey it further, to
distribute it and to supply it to operational apparatus on vehicles and in operational
installations. Power supply installations include any LRT System-owned generating
facilities.
(2)
Power supply installations must be so dimensioned that they are able, throughout the
operating load range, to hold the nominal voltage within the tolerances permitted by
the apparatus being supplied.
(3)
(4)
Traction power supply installations which feed sections of the OHLE [See 25] or
third rail system and which trip out on short term overload, should re-close
automatically.
(5)
For supplies to operational apparatus [i.e. equipment which is required for the
continued operation of the railway], there must be in addition to the normal source of
supply:
1. An auxiliary supply, so far as operational requirements demand.
2. An emergency supply from an independent source for:
a) Emergency Lighting as defined in 27 clause 4, marker lights for Emergency
exits as defined in 30 clause 6, and so far as operational use demands it, for
communication equipment as defined in 23. The emergency supply must
provide power for a sufficient time in case of prolonged outage of the normal
main supply.
b) Train safety installations as defined in 22, so far as is operationally
required. The emergency supply must be able to cover the run-out of the
service during the failure of the main supply. [Presumably where traction
supply is maintained, or trains are able to coast to a station].
The emergency supply must be provided with automatic changeover facilities.
Page 21 of 60
(6)
In tunnels and in underground stations, a sufficient supply of socket outlets for the use
of portable apparatus must be provided.
25
(1)
Those parts of the OHLE which are necessarily live, must be at least partially
protected against accidental direct contact. This includes the area which can be
reached by a pantograph under tension.
(2)
In the traffic area of public highways and level crossings, contact wire installations
must provide sufficient clearance for road traffic. This requirement will be deemed to
have been met, in the case of ac nominal voltages up to AC 1000 V and DC 1500 V,
where the clear height between the roadway surface and any part of the contact wire
installation (OHLE) above it is at least 4700 mm. This height may be reduced under
built works [e.g. bridges] as also in the immediate vicinity before and after them, to
4200 mm.
The section which is at reduced height must be indicated by sign No. 265 with a
lightning flash, in accordance with the Road Traffic Regulations and Warning Signs
Regulations. The permitted height shown on the sign is to be the actual clear height
less a safety margin of 200 mm.
(3)
(4)
OHLE installations must be provided with over-voltage protection where there is any
danger of excessive voltages occurring in them.
(5)
Measures must be taken to avoid electrical danger due to breakage of the contact wire,
derailment or breakage of the pantograph.
(6)
Portable wires must not be allowed to wear to less than 60 % of the nominal crosssection.
(7)
Contact leads which act as earthing (protection) leads and leads connected to these
must be electrically and mechanically reliable and may not be detachable without the
aid of tools. [See also 39 (2).]
26
(1)
(2)
Every sub-station must be connected to the running rails with at least two separate
return current conductors.
(3)
Measures must be taken to guard against dangerous contact voltages occurring in the
running rails.
Page 22 of 60
27
Lighting installations
(1)
(2)
(3)
(4)
(5)
Emergency (safety) lighting must be so constructed and arranged that the operational
installations enumerated in clause (4) are adequately lit. They must be activated to
operational requirements within 0.5 seconds of failure of the mains supply. In tunnels
and emergency exits this delay may be increased to 10 seconds.
Page 23 of 60
28
Pipework
Metallic pipework must be galvanically isolated at entry to railway structures where
dc return conductors described in 26 exist. This provision applies also to metallic
armouring (or other metallic protection) of cables, if they are not insulated within the
structures.
29
Bridges
(1)
Bridges must be designed to carry the loads defined for the section of line concerned
as also to absorb safely the static and dynamic stresses occurring at the highest
permitted speeds.
(2)
Curves of less than 300 m radius on bridges must have additional guidance devices in
so far as the possibility of derailment is not guarded against by other means.
(3)
Bridge supports which are located near traffic lanes of roads must be so dimensioned
that they will withstand a road vehicle running into them. Otherwise they must be
protected either by their location, or by special protective works.
(4)
The provisions of clause (3) apply as appropriate to bridge supports on the property of
the undertaking itself or in the vicinity of other transport structures.
(5)
Where safety zones run along bridges, railings must be provided to ensure that
persons cannot fall from the structure even when being evacuated from vehicles.
(6)
The provisions for bridges also apply, as appropriate, to passageways and other
elevated railway structures which carry or support the permanent way.
30
Tunnels
(1)
(2)
The results of surveys and investigations [e.g. boreholes] on soil conditions and water
courses must be taken into consideration in load calculations for determining the
dimensioning of the tunnels. In particular these investigations must reveal the effects
of chemical influences and soil statistics.
(3)
Endangered supports must be so dimensioned that they remain stable in the event of a
vehicle [train] colliding with them, otherwise should a support be destroyed, the rest
of the structure must be able to support the loads imposed on it.
Page 24 of 60
(4)
(5)
Tunnels must be provided with emergency exits to the open air, and be so arranged
that the rescue/escape distance to the nearest platform, nearest other emergency exit or
the tunnel mouth never exceeds 300 m. Emergency exits must also be provided at the
dead-end of tunnels where the nearest other emergency exit or station platform is
more than 100 m away.
(6)
(7)
(8)
The openings from emergency exits into the open air must:
1. Be situated a reasonable distance from traffic lanes on roads.
2. Be accessible at all times and incapable of being obstructed by road vehicles.
3. So covered that they can be opened from the inside at any time without tools, but
are not openable from the outside by unauthorised persons.
(9)
Where the natural air change rate in a tunnel, from the proximity of stations,
emergency exits and tunnel mouths is not sufficient, or discomfort to passengers from
excessive draft is likely, additional measures [e.g. provision of draft relief ducts] must
be taken.
(10)
Where tunnels lie below water, and any risk of water penetration causing flooding
over a long section of the line exists, floodgates must be provided to limit the flooding
to the shortest possible length. Where the mass and flow of water is likely to be small,
or the tunnel is covered by a substantial depth of impervious ground, derogations from
these measures may be accorded.
(11)
Floodgates as in clause (10) must be so interlocked with the train safety system [the
signalling system], that:
1. Trains may not be trapped within the isolated area by automatic operation of the
apparatus.
2. Trains may not approach closed floodgates.
(12)
The provisions of clauses (1), (2) and (4) apply, where appropriate to cases where
retaining walls in combination with an invert form a trough.
Page 25 of 60
31
(1)
(2)
(3)
Stopping places on ground level sections should be accessible without steps. Elevated
or underground stations should also be accessible by lifts.
(4)
(5)
(6)
The width of platforms must reflect the traffic pattern and location. Along the
platform edge, there must be a usable width of at least 2 m, although this may be
reduced to 1500 mm where the platforms are situated in the traffic area of public
highways. [See 16 (5)].
(7)
The horizontal gap between the platform edge and the vehicle floor must be as small
as possible. In the most unfavourable circumstances this dimension may not exceed
250 mm at the centre of the doorway.
(8)
The height of platform surfaces, car-floor and vehicle steps [where the latter are
used], must be so related to one another that passengers are able to board and alight
comfortably. Platform heights should not exceed car-floor heights when the latter are
at their lowest level. Platforms must be provided with non-slip surfaces.
Page 26 of 60
[Note: This would appear to rule out the use of low floor and high floor vehicles
without stepboards on the same system. See LUL's use of tube and surface stocks at
compromise height platforms].
(9)
The danger of falling from platform ends must be prevented. Platform ends must be
clearly recognisable.
(10)
(11)
Sales booths or kiosks, advertisement hoardings and similar installations must not be
permitted to hinder traffic. In particular they must not hinder rapid distribution of
passengers over the length of platforms.
32
(1)
(2)
Where escalators and travelators are started by stepping on to them, the direction of
travel must be clearly indicated.
(3)
(4)
(5)
Once an escalator or travelator has stopped, it must not be able to be restarted except
under supervision, and neither treads nor handrails must be able to move forward or
backward, even under load.
(6)
Sufficient space must be provided at entries and exits to absorb congestion [without
danger].
[Note: The term "travelator" has been used in this document to translate the German
word "Fahrsteig" , designating either level or inclined conveyors without steps].
Page 27 of 60
FIFTH PART
Vehicles
33
Vehicle design
(1)
The design of vehicles must take into account all the static and dynamic loads to
which the structure will be subject, including tare, payload, acceleration and braking
stresses. coupling forces and any other stresses arising from the operating conditions.
(2)
(3)
The materials and components used for passenger vehicles must reflect the current
state of fire prevention technology. In particular:
1. Materials and components in passenger compartments must offer satisfactory
resistance to ignition and fire spread.
2. Devices which carry a higher risk of ignition must be so placed or enclosed that
there is no risk of fire breaking through into a passenger compartment.
3. The fire resistance is such that the rate of spread and development of heat and
noxious combustion products will enable the train to be satisfactorily evacuated.
(4)
Window and similar glass, must have properties at least as good as Safety glass [using
the term as generally understood].
(5)
(6)
(7)
Neither inside, nor on the immediate exterior of a vehicle may components or fittings
be so placed or project that persons may be endangered more than is unavoidable.
(8)
In articulated vehicles, the area over the articulation must be so arranged that
passengers may remain in the area without danger.
(9)
Car floors must be non-slip, vehicle foot-boards "step-safe" and edges clearly
recognisable.
(10)
Seats and passenger spaces must be so designed and arranged that injury is unlikely to
occur.
(11)
Page 28 of 60
(12)
Passenger vehicles in service on sections of line without safety zones [e.g. in tube
tunnels and elevated sections without side walkways], must be so designed that:
1.
2.
3.
34
Vehicle dimensions
(1)
The loading and structure gauge parameters of vehicles and structures must be so
determined relative to one another that contact between vehicles and objects, as also
between vehicles on adjoining tracks is impossible in all permissible operating
conditions.
(2)
In street running sections on public highways, the throwover on curves must not
produce a projection of more than 650 mm outside the kinematic loading gauge
permitted on straight track.
(3)
Vehicles required to run on tracks located in the public highway may not exceed the
following dimensions:
1.
Width:
a) up to 3400 mm above rail level
2650 mm
2250 mm
Indicator and marker lights, rear-view mirrors, open doors and retractable
footsteps in the extended position do not need to be included in the vehicle width.
2. Height:
The maximum height above rail level to the top of the pantograph in the lowered
position must not exceed 4000 mm.
(4)
The height of car floors, footsteps and platforms relative to one another must enable
passengers to board and alight comfortably. The car floor height, in the lowest state of
the suspension [and cant] should never be below that of the platform.
(5)
The clear height available in passenger compartments must be at least 1950 mm.
Above seats, it must be at least 1700 mm. These restrictions do not apply to vehicles
without standing areas, where rapid and unhindered boarding and alighting is
possible.
Page 29 of 60
35
Running gear
(1)
Track and running gear dimensions relative to one another, must be such as to ensure
that even in the fully worn condition of any component(s), there is no risk of
derailment at the maximum permitted speed, and that the quietest possible running is
maintained.
(2)
The requirements in clause (1) apply equally to the design of suspension and damping,
both of vehicles and tracks.
(3)
Safety against derailment must be maintained even when damage has occurred to
suspension or damping systems.
36
Brakes
(1)
Vehicles must have at least two brake systems. These must be so independent of each
other, that in case of faults within one of the brake systems the effectiveness of the
other system is preserved; its effectiveness has to be assured also when the contact
line voltage fails.
(2)
The brake systems have to be so designed and adjusted against the other, including
their control equipment, that
1. vehicles and trains can be decelerated to a standstill with a jerk as small as
possible and without endangering the passengers (Service Braking),
2. the wheel/rail adhesion can be used to the extent required for operation,
3. they, when operated together, present continuous performances which suit the
gradients and operating conditions.
(3)
In case of failure of one brake system the average braking decelerations according to
Apppedix 2 Table 1 must be achieved with the remaining brake systems.
(4)
One of the brake systems must prevent the roll-off of a stationary vehicle with
maximum load on the maximum gradient within the system. This brake system has to
work as a spring applied system; the braking forces have to be provided and
transmitted by mechanical means only.
(5)
Vehicles in street running systems, except service vehicles according to clause (6),
must
1. have a brake system independent of wheel/rail adhesion,
2. have sanding equipment for the other brake systems,
3. achieve the average deceleration rates according to Appendix 2 Table 2
(Emergency Braking).
(6)
(7)
The brake systems of vehicles operated as trains have to be controlled so that the train
achieves the braking decelerations according to the clauses (2) to (6).
Page 30 of 60
(8)
In case of unintended train separation, at least the train sections not occupied by train
and traffic staff have to be braked automatically; the train separation has to be
recognizable for the driver or an occupied control centre.
(9)
37
Traction
Traction motors, gear drives and other components used for transmission must be
designed, having regard to the characteristics of the line(s), train compositions, and
running speeds, to meet the maximum motoring and braking requirements required
for operation.
In this regard, it is especially necessary to take into account the maximum stresses
occurring due to:
1. dynamic braking, [rheostatic and regenerative].
2. slip/slide and over-braking,
3. sudden changes in line voltage.
38
(1)
(2)
Passenger vehicles must be provided with a vigilance system (or "dead persons
device") which will apply a brake to bring the train to a halt in the event of the driver's
incapacity.
(3)
Passenger vehicles which are in use on sections of lines equipped with train safety
systems to 22, must be fitted with these supplementary train safety devices [AWS,
ATP, inductive/mechanical trip systems].
39
(1)
The compatibility of current collectors and contact line system must be such as to
ensure reliable current collection up to the maximum permitted speed. This also
applies to shoegear.
Page 31 of 60
(2)
40
(1)
(2)
Where street running is involved, the two lower lights on the front of the vehicles (see
Appendix 4, Z 1), must be projectors [headlamps as understood in road vehicle
usage]. They must:
1. Illuminate the whole of the track area sufficiently.
2. Be dippable simultaneously and to the same extent.
3. So fixed that they cannot be inadvertently misaligned.
(3)
On vehicles used for street running, the flashing direction indicators on each side
(Z 4 ) must, at a minimum, be fitted at both the front and rear of the sides of the
vehicle.
(4)
The provisions of clause (3) apply equally to Z 5 (hazard) indication. The indicators
must flash in unison.
(5)
Cab repeaters must be provided to inform the driver of the operation and sense of
direction and hazard indicators, as also for head lamps on main (undipped) beam.
(6)
Vehicles used for street running must be fitted with two red tail lamps.
(7)
Unpowered service vehicles are exempted from the requirement for direction and
hazard flashers, if other means are used to provide an equivalent standard of safety.
41
Life guards
(1)
Vehicles must be provided (ahead of the leading axle), with devices to clear
obstructions which might otherwise cause a danger of derailment. They must be fitted
as near as possible to the wheels, and as low as possible above the rails.
(2)
On vehicles for street running, the track sweepers must also protect against risk of
derailment arising from objects at the side of the track.
Page 32 of 60
(3)
Track or rail sweepers may be dispensed with where other means are employed on the
vehicle to cover their function.
42
Couplings
(1)
Coupling arrangements for vehicles which run coupled in train formation must be
designed to match one another.
(2)
Where automatic couplers are used, it must be possible to recognise that they have
mated and locked properly.
43
Passenger doors
(1)
Doors must be designed and installed so as to assist rapid boarding and alighting.
(2)
Doorways must have a clear passage of at least 650 mm. On each vehicle side one
doorway must have a clear passage of at least 800 mm.
(3)
(4)
Power worked moveable footsteps may operate only in conjunction with the
movement of the doors to which they relate.
(5)
(6)
Doors must be maintained in the closed position. They must, however, be capable of
being opened by passengers in emergency. [It should be noted that in practice, this
means that on modern German stock, operation of the Passenger Emergency Alarm
will result in an automatic release of the doors as soon as the train has been brought
to a stand, but not before].
(7)
44
Driving cabs
(1)
Driving positions, [whether in cabs separated from the rest of the vehicle or not],
must be so designed that the driver may carry out his duties safely. In particular he
must be provided with an ample field of vision, as also means of combating adverse
weather conditions and protection against draughts. Interference by passengers must
Page 33 of 60
be guarded against by suitable technical means. The driving position, and especially
the driver's seat, must meet all the generally recognised technical, safety, ergonomic
and hygiene standards, as well as the characteristics specific to the task for which it is
designed.
(2)
Driving cabs and positions must be arranged so as to provide rapid means of escape in
emergency.
(3)
(4)
On vehicles used for street running, a rear view mirror within the field of vision of the
driver, must be provided on the near side at least.
(5)
For driving positions used only for shunting movements and in failure conditions,
clauses (1) to (4) are applicable only in so far as is necessary to ensure fitness for use.
45
(1)
Passenger compartments must have ample lighting. The lighting must not be capable
of being switched off by passengers.
(2)
The interior lighting must not interfere with the driver's vision.
(3)
Footstep areas must be lit so as to ensure that the steps are easily recognised.
(4)
Passenger vehicles must have emergency lighting which is activated by failure of the
normal lighting. The emergency lighting must (as a minimum) illuminate the doorway
and emergency exit areas.
(5)
Passenger compartments and driving cabs must be adequately heated and ventilated.
46
Information installations
(1)
(2)
The arrangements in clause (1) 1. may be dispensed with where the relevant
information is given by Train Describers on the platforms.
Page 34 of 60
(3)
(4)
Vehicles must have voice communications facilities between drivers and a control
centre/signal box. Arrangements must exist for giving emergency messages priority.
(5)
(6)
The arrangements detailed in clauses (1) and (3) may be dispensed with in cases
where passengers themselves determine the destination of the trains. Passengers must
be able to recognise clearly the trains that they have ordered up. [This provision is
designed to cover individual cabin people movers].
47
(1)
(2)
48
Emergency equipment
(1)
Passenger and powered service vehicles must have at least a first aid box and a fire
extinguisher. In so far as street running is involved, they must also have a warning
triangle.
(2)
Vehicles running on independent tracks do not require first aid boxes providing these
are available in sufficient number at all stopping places (stations).
Page 35 of 60
SIXTH PART
Operations
49
Traffic control
(1)
Trains may follow one another only at such an interval, that even in unfavourable
circumstances, and especially where the train in front comes to a halt unexpectedly,
the train can be stopped safely. This interval must:
1. be determined by the driver when driving on sight.
2. be enforced by the signalling (train safety) system in accordance with 22.
(2)
(3)
(4)
On double track sections, right hand running must be observed for two-way traffic.
(5)
Single line sections must not be used in both directions simultaneously. This must be
ensured by:
1. When driving on sight by the signals shown in 21 clause (3) 2.
2. When operating on signalled sections, by the train safety installations detailed in
22.
During temporary single line operation, these requirements may be met by other
means [e.g. provisions in the rule book].
50
(1)
The general line speed limit for the system will be set by the technical supervisory
authority.
(2)
Restrictions below the general line speed limit for specific sections of the line are set
by the Operations manager according to the type of vehicle and local conditions
obtaining, as well as on particular occasions. Permanent speed restrictions are to be
notified to the Technical Supervisory Authority.
Page 36 of 60
(3)
On in-street running track formations, the general speed limit imposed on road traffic
must not be exceeded.
(4)
40 km/h.
15 km/h.
51
(1)
Signals (plus signs etc.), must be used to the extent that operational requirements and
safety dictate.
(2)
Signals (plus signs, indicators and audible signals) must have the form, colours and
sounds described in Appendix 4.
(3)
Signals (plus signs and indicators) which give instructions visually, must have an
adequate sighting distance and be unambiguously recognisable. They must not affect
the operation of light signals, traffic signs or indicators of other means of transport,
and provide no occasion for confusion.
(4)
(5)
Repeater (or distant) signals must be installed wherever the sighting distance of the
main (stop) signal is less than the service braking distance.
(6)
(7)
Train marker, head and tail lights are to be exhibited whenever visibility conditions
require, particularly at dusk, during darkness and in tunnels.
(8)
(9)
Any reductions in the maximum permitted speed must be marked by the placing of
speed limit signs G 2 in the numbers operationally required.
(10)
Where speed limit signs to pattern G 2 cannot, because of local conditions, be seen
sufficiently far in rear, speed limit signs to pattern G 1, or warning signs to pattern
V 2 must be exhibited.
Page 37 of 60
(11)
Where, in sections operated by driving on sight, there are facing points not interlocked
with the Train Safety System, and which are taken at speeds above 15 km/h, Point
Indicators to pattern W 11, W 12 or W 13 must be provided.
(12)
The changeover from signalled to driving on sight sections must be marked by the
special indicator SO 2, and the changeover from driving on sight to signalled
operation by special indicator SO 1.
(13)
Outside stabling areas and away from station platforms, the location of main (stop)
signals must be marked by the special signs SO 3 or SO 4. [These are merely white
and yellow posts or white and black striped plates designed to call attention to the
existence of a stop signal at that point, but see below at clause (14)].
(14)
At main (stop) signals to pattern H 0, the signal may only be passed at danger when
special sign SO 4 (Order sign) is exhibited, or when a special order has been received
[e.g. by radio from the control centre in failure conditions, or by written train order].
(15)
At main (stop) signals to pattern H 0, "stop and proceed" may be exercised where it is
clear that a signal failure has occurred, and the layout and traffic situation permit. This
does not apply to single line sections operated in both directions. Passing a stop signal
at danger in such cases is only permitted on receipt of specific instructions [Rules
presumably must be drawn to cover this eventuality.].
(16)
Where level crossing indicators [showing that the road traffic lights/barriers are
functioning properly] remain dark, trains must stop in rear of (before reaching) the
crossing, and then resume their journeys only when it can be seen that traffic
conditions allow.
(17)
(18)
Signals, signs and indicators which are not operational must be removed or covered
and marked with a white cross with a black rim.
52
(1)
Operational installations may only be staffed by Operating Staff who have been
suitably trained and assigned to the duties by the Operations Manager.
(2)
(3)
(4)
Records must be kept of the duties of Train and Traffic staff, which must include:
1. Name
2. Start and finish of duty
3. Exceptional occurrences
53
Staffing of trains
(1)
Every train, while moving, must be staffed by a driver with route knowledge.
(2)
(3)
Service trains, if not equipped with a driver's vigilance device (or deadpersons
device), to 38 (2) or, when running on sections equipped with a train safety
installation [ATP or train-stops] and are not equipped with train safety apparatus to
38 (3), must be accompanied by an additional member of the traffic staff apart from
the driver.
(4)
When a failed train can no longer be driven from the leading cab, another member of
the train and traffic staff must ride in that location and advise the driver by radio or
other means as to movement and dangers.
54
Train operation
(1)
Passenger trains may not start unless it can be visually observed or technically proved
that all the passenger doors are closed.
(2)
In normal service, doors may be released only at stopping places and stations, only on
the platform side and only when the train has come to a stand.
(3)
Passenger trains must be accelerated and braked in such a manner that passengers are
not endangered unavoidably.
(4)
Page 39 of 60
(5)
Passengers should be advised of disruptions to the service, where these are likely to be
of some length. In particular, they should be advised of alternative means of transport
or alternative routes that are available.
(6)
Communications equipment and information apparatus must not be used other than
for operational purposes.
(7)
Service vehicles must be loaded safely. Loads may not project beyond the vehicle
structure. Exceptions may be permitted where the necessary precautions have been
taken.
(8)
Stabled vehicles must be secured against running away and against unauthorised
movement.
(9)
55
Operation in roads
(1)
On "in-street" track formations [see 16 (5)], the trains form a part of road traffic. In
such cases, drivers must observe the relevant provisions of the Highway Code and
Road Traffic Acts.
(2)
Trains which form a part of road traffic, must not exceed 75 m in length.
(3)
56
Defective Trains
(1)
Trains with safety defects may not remain in service. Where it is possible to continue
to a convenient point at which they can be taken out of service, safety measures must
be taken as necessary, according to the nature and severity of the defect. Passengers
should, where circumstances permit, be taken to a station.
(2)
Trains with brake defects, must be moved at a speed commensurate with the brake
power available.
(3)
Where Driverless Operation is in use, or where safety zones [e.g. walkways] are
unavailable, precautionary procedures must be taken to ensure that passengers may be
promptly rescued from stranded trains.
57
(1)
(2)
The manner and scope of servicing and examination, and of inspection, must relate to
the construction and severity of use of the installations and vehicles.
(3)
Inspections must be carried out on a scheduled basis, and within the following
maximum intervals:
1. Tunnel and station works, other works except earthworks
10 years
5 years
3. Bridges
6 years
5 years
5. Trackwork
5 years
5 years
7. Signal installations
5 years
5 years
9. Level crossings
2 years
1 year
8 years
(4)
Without regard to clause (3), operational installations and vehicles are subject to
inspection after serious accidents in which parts which may affect safety have been
damaged.
(5)
The Technical Supervisory Authority may in certain cases extend the intervals laid
down in (3). They may also, on systems with peculiar features, set shorter intervals.
(6)
Servicing, examinations and inspections must be recorded. The records must be filed
with the documentation which is essential for the structures and maintenance, in
particular the acceptance certificates [e.g. for the vehicles], and for built works and
fixed installations, the supporting documents which formed the basis for the building
consent.
(7)
Records for servicing and examination must be retained until the next inspection or a
minimum of 3 years. Records of inspections, must be retained until the vehicle or
installation is withdrawn from service.
58
(1)
Persons who are not Operational Staff may not enter, use or work in operational
installations or vehicles outside the areas open to the public for traffic purposes. They
may cross tracks on special or independent formations only at the places designated
for this purpose.
[Note: The above regulation is in conflict with a more recent decision of the Federal
Ministry of Transport and the "States Committee (Lnderfachausschuss) for Urban
Page 41 of 60
Railways and other rail-bound local transport systems" (LSO), who have, in
collaboration, attempted to re-define "Operational Staff" (Betriebsbedienstete), in
order to limit their numbers, and in so doing have made it difficult for other
employees to enter and work in areas hitherto reserved to "Operational Staff". At
present, derogations from the above requirement in 58 (1) are conceded by the
appropriate Technical Supervisory Authority, but it is expected that the regulations
will be amended to cover the matter in the next issue of BOStrab. A copy of the
original (German) definition of "Operational Staff" is attached to this English version
of BOStrab as Annex 1.]
(2)
(3)
The Technical Supervisory Authority may, in conjunction with the Road Traffic
Authority permit passenger transport undertakings to use special and independent
track formations by buses and trolleybuses in public service. [This must be done in
such a manner that] the safety of railway operations shall not be affected.
59
(1)
(2)
Page 42 of 60
SEVENTH PART
Procedural Requirements
60
(1)
Building work of installations may not start until the Technical Supervisory
Authority's examination has demonstrated that the requirements of these regulations
have been met, and that the Undertaker has been notified of this result by the issue to
him of a "Plans determination decision" or "Notice of Approval" in accordance with
(3) below. [These documents, as also the whole of the procedures in 60 are
specifically related to German Law and have no exact equivalents in English legal or
other procedures].
(2)
(3)
(4)
In addition to the "Notice of Approval", any consents and approvals required by other
public legal regulation remain unaffected. The Technical Supervisory Authority may
require production of such approvals.
(5)
The construction documentation must include those required for the examination,
Included among these are drawings, materials lists, specifications and similar
documents, as also essential descriptions and calculations for safety determination.
(6)
If the Project Manager (the applicant) is other than the Undertaker, (Chapter 3
Subsection (3) of the Passenger Transport Act), the construction documentation may
only be submitted in agreement with the latter, to the extent that the Undertaker's
interests are involved. In cases of doubt, the Technical Supervisory Authority will
decide.
(7)
Apart from the cases cited in clause (2), installations may only be built to the designs
in the approved documentation. Where deviations from these are made, amended
documentation must be submitted to the Technical Supervisory Authority. Clauses (1)
to (6) of this still apply.
(8)
Where a number of installations are to be built to the same designs, (i.e. in accordance
with the same documentation), simplified documentation may be submitted in those
cases where the Technical Supervisory Authority has granted a type approval.
Page 43 of 60
(9)
The Notice of Approval will cease to be valid should a start on a substantial part of
the approved works not have been begun within 3 years of the date of grant, or the
work has been interrupted for more than 3 years. On application, the expiry date may
be extended for a period not exceeding a year.
(10)
For installations belonging to the Undertaker, but which do not have any operational
purpose ("other installations"), but nevertheless may affect operational safety, clauses
(1) to (9) as well as those clauses of 61 and 62 apply where they are relevant. If
there is any doubt as to whether such an installation can affect safety, the Technical
Supervisory Authority will decide.
61
(1)
(2)
(3)
Arrangements must be made to ensure that the officials charged with supervising the
works always have access to the site, the works and the supporting documentation.
62
(1)
New or modified vehicles or installations may not be brought into service, apart from
commissioning and suitability for service tests, until the Technical Supervisory
Authority has accepted them.
(2)
(3)
(4)
The Undertaker must apply to the Technical Supervisory Authority for Acceptance. In
the case of vehicles, the application for Acceptance is to be made as soon as the ["as
made" or definitive] drawings become available and the documentation specified in
60 clause (5) is to be attached.
(5)
Where an application relates to a batch of vehicles built to the same design, the
documentation needs to be deposited only with the application for Acceptance of the
first vehicle of the series.
Page 44 of 60
(6)
(7)
Where the tests and checks described in clause (2) above concerning safety
compliance have been met, the installation or the vehicle may be put into service
before the actual Acceptance Certificate has been issued, unless the Technical
Supervisory Authority has decided otherwise.
Page 45 of 60
EIGHTH PART
Contraventions, conclusion provisions and transitional provisions (from the previous
Regulations)
63
Contraventions
(1)
(2)
A person will also be in Contravention [of the Regulations] within the meaning of
61 clause (1) No. 4. of the Passenger Transport Act, where he, deliberately or
negligently:
1. not being a member of the Operational Staff, enters or uses in any manner
Operational Installations or Vehicles contrary to 58 clause (1) first sentence.
2. being a Passenger, operates outside doors or Passenger Alarm (Emergency Brake)
systems, contrary to 59 clause (2) [of these Regulations].
64
[repealed]
65
(1)
(2)
On the same day, the previous regulations of 31 August 1965 (BGBl. I S.1513) as
amended last by Article 2 of the Order for the Alteration of Passenger Transport Legal
Requirements of 13 May 1981, cease to have effect.
(3)
Page 46 of 60
(4)
Contrary to the exemptions in clause (3) above, installations and vehicles which exist
or are currently under construction, must comply with these Regulation by the
following dates at the latest:
1. Signalling systems for single line sections ( 21 Clause (3) 2.) by 1 January 1990.
2. Technical Safety arrangements for level crossings, ( 20 clause (4)), Equipment
of Stations and Stopping Places ( 31 Clause (1) 2.) and Voice Communication
Systems ( 46 Clause (4) first sentence), by 1 January 1996.
Page 47 of 60
APPENDICES 1 to 4
of the LRT Construction & Use Regulations
th
from 11 December 1987
Page 48 of 60
Appendix 1
(to 20)
Page 49 of 60
Appendix 2
(to 36)
Braking parameters
The limiting values for a and s in tables 1 and 2 are valid for empty vehicles on level tangent
track.
a in m/s2
s in m
v in km/h
a =
Table 1
Limit values with
brake defective (sec 36 Cl 3 & 6)
v
20
30
40
50
60
70
80
90
100
a
0.77
0.87
0.95
1.03
1.06
1.07
1.07
1.08
1.08
s
20
40
65
94
131
177
230
290
355
v2
3,6 2 - 2 s
Table 2
Limit values for
Emergency Applications
v
20
30
40
50
60
70
a
1.71
2.04
2.29
2.47
2.57
2.73
Page 50 of 60
s
9
17
27
39
54
69
Appendix 3
Pictogram for marking seats for the disabled
(to 47 Clause (2) No. 2)
- Black
- White
Page 51 of 60
Appendix 4
(to 21,40, 51)
Note: The word "Signale" in German includes not only Signals as understood in English but
also Signs and Indicators, e. g. Speed Restriction Signs are known in German as Speed
Restriction "Signals". The translation has attempted to present the meanings employing
English usage.
Overview
1
2
3
4
5
6
7
8
9
10
11
12
Page 52 of 60
H
V
F
A
Z
G
Sh
R
St
W
B
So
Description
Meaning
H0
Stop
H1
Proceed
H2
Page 53 of 60
Explanation
2. Distant/Repeater/Warning Signals
Ref
Description
Meaning
V0
V1
V2
Page 54 of 60
Explanation
Description
Meaning
F0
Stop
F1
F2
Page 55 of 60
Explanation
Ref
Description
Meaning
F3
F4
F5
Page 56 of 60
Explanation
4. Despatching Indicators
Ref
Description
Meaning
A1
Close doors
A 2a
Right away
A 2b
Right away
Page 57 of 60
Explanation
Description
Meaning
Explanation
Z1
3 white headlights
Front of Train
Z2
2 red taillights
End of train
(train complete)
Page 58 of 60
Ref
Description
Meaning
Z3
Brake lights
Z4
Direction indicator
Z5
Hazard Indicators
Page 59 of 60
Explanation
Vehicle remaining
stationary
Description
Meaning
Explanation
G 1a
Advance warning of
speed restriction
downwards
G 2a
G 2b
Ref
Description
Commencement of
speed restriction
Meaning
Page 60 of 60
Explanation
G3
G4
Commencement of
speed restriction
Page 61 of 60
7. Protection Signs
Ref
Description
Meaning
Explanation
Sh 1
Compulsory stop
Sh 2
Page 62 of 60
Ref
Description
Meaning
Explanation
Sh 3a
Emergency stop
Train to be stopped in
shortest distance
possible
Sh 3b
Sh 3c
Sh 3d
Page 63 of 60
Ref
Description
Meaning
Explanation
Sh 4
"Whistle" or "hoot"
Warning signal to be
given in accordance
with local conditions
Sh 5
Warning
Sh5 is a warning to
persons
Sh 6
Fouling point
Sh 7
Stop sign
Page 64 of 60
8. Shunt Signals
Ref
Description
Meaning
Explanation
R1
Move away
R2
Come towards me
Shunt movement
towards the hand
signalman
R3
Page 65 of 60
Description
Meaning
Explanation
St 1
Signal plunger
St 2
St 3
Switch off
St 4
Switching on permitted
Page 66 of 60
Ref
Description
Meaning
Explanation
St 5
Drop pantograph
St 6
Raise pantograph
St 7
Section insulator
St 8
Page 67 of 60
Description
Meaning
Explanation
W1
W2
W3
NOTE
Page 68 of 60
Ref
Description
Meaning
Explanation
Ref
Description
Meaning
Explanation
B 0
B 1
B 2
Page 70 of 60
Description
Meaning
Explanation
So 1
Start of signalled
section
Signifies the
changeover from
driving on sight to
signalled operation
So 2
End of signalled
section
Signifies changeover
to driving on sight
Page 71 of 60
Ref
Description
Meaning
Explanation
So 3
Location sign
So 4
"Order" sign
Indicates at a stop
signal at danger that it
may be passed in
accordance with
special instructions
contained in a traffic
notice
Page 72 of 60
Ref
Description
Meaning
Explanation
So 5
Where prohibition
applies to particular
vehicles or direction of
movement, additional
signs may be used
So 6
Page 73 of 60
ANNEX 1
Operational Staff
The problem of defining the meaning of "Operational Staff" (Betriebsbedienstete) is difficult
in translation, but has also proved not to be simple in German and Germany itself. It was not
until 1989 that an attempt was made in Germany to define the status of this staff more closely
and to resolve the problem. A copy of this attempt, in the original text, is appended hereto.
The original conception was simple. Those given the status of "Operational Staff" would be
trained as genuine "Railwaymen", with a knowledge of rules and regulations, safety
procedures and so on, able to take responsibility for their own actions given that transport
staff are frequently in situations where they have to make decisions without being able to ask
a supervisor, especially when on the line in traffic.
This was intended to include, among others, anyone working on or competent to work on,
(the German word "ttig" has no exact simple equivalent in English), in an operational
installation or vehicle, not merely concerned with traffic matters but also in maintenance and
repair and RESPONSIBLE for the work done or being done.
The interpretation of this definition has resulted in difficulties. The office of the Union of
German Public Transport Undertakings (originally VV, now VDV), together with the
Federal Ministry of Transport, agreed an interpretation which the accepted at their meeting in
Hamburg on 19/20 April 1989, to the effect:
That RESPONSIBLE in the sense of 1 Clause (6) 3. of the BOStrab, means those
Operational Staff who are employed in safety related areas, and therefore exercise personal
responsibility, that is either carry out work themselves or check and accept the work of
others. This results in Undertakings having to differentiate between workers who are
personally responsible for their work, and workers whose work is, after completion, checked
and accepted. This enables an Undertaking to limit and control the number of "staff" [as
opposed to employees], (with their [extensive] training and other requirements). The
determination of what must be regarded as "safety related areas" is a part of the global
responsibility of the "Operations Manager" in accordance with 8 Clause (1) of BOStrab.
Thus the number of Operational Staff may in this way be limited. But this interpretation
results in conflict with 58 Clause (1) of BOStrab where it is laid down that only Operational
Staff may enter and work on or in installations and vehicles other than those generally
available to the travelling public. That means that company or administration employees who
are not of the status of Operational Staff are not generally permitted to enter or work on or in
installations and vehicles even carrying out work which they have been instructed to do. This
would require their transfer to Operational Staff status and would therefore negative the goal
of limiting the numbers of such staff.
Page 74 of 60