Railway applications — Track — Safety protection on the track during workPart 2-2: Common solutions and technology — Requirements for barriers BSI Standards Publication... NORME EUROPÉEN
General
Barriers shall comprise at least:
— an intermediate guardrail or an intermediate protection (e.g net, plate, mesh)
The mounting of TWS components on the barrier should be considered by the manufacturer
Examples for barriers with rail mounted and non-rail mounted fixing are shown in Figure 2 a) Rail mounted barrier b) Non-rail mounted barrier
5 extendable device with vertical components
Figure 2 —Examples for a module and components of a barrier
Barriers shall comply with all requirements of Clause 5 up to Clause 8
All measurements, such as height and distances, pertain to straight horizontal tracks with a gauge of 1435 mm and no rail cant For different track gauges, it is advisable to consult Annex B for converting the distances shown in Figure 3 to other reference points.
NOTE 1 For special situations (e.g rail cant, 3rd rail) a risk assessment according to EN 16704–1:2016 may be required As a result other and/or additional measures could be necessary
Barriers shall have no sharp or jagged edges
Barriers shall be usable on switches and crossings (e.g by special attachment devices)
Barriers shall be constructed in a way that the track circuit system is not affected and accidental electrical hazards are minimized (for details see 6.6)
It shall be possible to mount, position and remove all components easily and:
— preferably from outside of the track, and
— preferably without removing ballast or anti-vibration devices mounted to the rail
The various associated components shall allow quick assembly and disassembly
The construction shall allow during use:
— temporary demounting of single modules;
— variation of the distance to the track;
— the removal of horizontal components without a tool in case of emergency
Components made of electrical non-conductive material shall have a length not exceeding 3,20 m Components made of metal or other electrical conductive material shall have a length not exceeding 2,00 m
NOTE 2 In case of a maximum length of 3,20 m the distance from the track does change only in a range of f = 1 cm to 2 cm, even in small curves ( R = 80 m) [ f approximately length 2 /(8 R )]
It shall be possible to adjust the length of a module in a range of 0,4 m minimum (e.g by adjustable horizontal components or by variable fixing points for the horizontal components).
Horizontal components
Principal and intermediate guardrails shall have a minimum cross-section height of 35 mm (see Figure 4)
To ensure safety, any gaps in intermediate guardrails must be sized to prevent a sphere with a diameter of 470 mm from passing through In cases where intermediate guardrails are absent or not continuous, the dimensions of the intermediate protection must also be designed to prevent the passage of a sphere of the same diameter.
250 mm will not pass through it.
Mounting of horizontal components at different transversal distances
Horizontal components must be positioned at transverse distances of at least 1.90 m, 2.00 m, 2.10 m, 2.20 m, 2.30 m, 2.40 m, and 2.50 m (±20 mm) from the center of the track to the inner part of the barrier, as illustrated in Figure 3.
Figure 3 — Necessary possible positions and range of extendable devices
NOTE Annex B gives formulae to convert these values to other reference points.
Extendable devices
Extendable devices shall be equipped with a locking device for fixing at the chosen distance [prevention against accidental variations in length (due to operation and impact, vibrations, etc.)]
Each position of extendable devices shall be marked clearly.
Track gauge requirements
Barriers including attachment devices shall respect the gauges of the track (for information see series of standards of EN 15273) For examples of vertical components see Figure 5.
Height
Barriers shall prevent people from unintentionally entering into the danger zone
The minimum height of the principal guardrail above the bottom of the rail (h min) must be at least 880 mm, with a recommended minimum height of 1000 mm as specified in EN 13374 Additionally, the maximum height of components above the bottom of the rail (h max) should comply with Annex A, following the preliminary loads outlined in section 6.4.2.1.
For specific national requirements and rules see also Annex A
Dimensions in millimetres a) Rail mounted barrier
Dimensions in millimetres b) Non-rail mounted barrier Figure 4 —Dimension and position of horizontal and vertical components
Dimensions in millimetres a) Example for a rail mounted barrier with vertical components in 90° shape
Dimensions in millimetres b) Example for a rail mounted barrier with components in not perpendicular shape
Dimensions in millimetres c) Non-rail mounted barrier Key
Figure 5 —Example for different shapes of the extendable devices in different distances to the
Material
General
Materials must meet the specifications outlined in European Standards when design data is available In cases where European Standards are not applicable, alternative materials should comply with relevant European Standards or, if unavailable, ISO standards may be utilized.
Materials shall be sufficiently robust and durable to withstand normal working conditions
Materials shall be free from any impurity and defects, which may affect their satisfactory use
Information about the most commonly used materials is given in EN 12811-2 Material requirements for nets are given in EN 1263-1
For general calculation of the design to pass the testing procedures according to Clause 6 of this standard, EN 13374 is useful.
Special requirements for steel
Steels of deoxidation type FU (rimming steel) shall not be used
Information on common types of corrosion protection is given in EN 12811-2.
Special requirements for timber
For the requirements concerning the wood and plywood apply EN 13374:2013, 5.3.3.
Material for weights and counterweights
Only solid materials are permitted; granulated or fluid substances like sand or water are prohibited It is essential that every weight and counterweight can be securely fastened to prevent any accidental movement.
6 Test methods for stability requirements
General
Testing will be conducted in accordance with Clause 6 of this standard, utilizing relevant European Standards Unless specified otherwise, the process will involve visual examination and measurement.
Each testing laboratory which carries out the test shall be able to demonstrate competence to carry out the relevant testing requirements of this standard
NOTE 1 Some countries have systems for national accreditation of testing laboratories
NOTE 2 Figures used in Clause 6 to explain the testing procedures of rail mounted barriers are examples only.
Applying the loads
The loading point shall be maximum 100 mm × 100 mm or with smaller elements, the width of the element × 100 mm
For testing nets or fencing structures, a distributing plate with dimensions not exceeding 300 mm × 300 mm is essential Additionally, the stability of the test rig must adhere to EN 364:1992, section 4.4, ensuring that the natural frequency is at least 100 Hz and that deformation at the fixing point does not surpass 1 mm under a force of 20 kN.
Description of sample erection
The test sample must include one module of each type, focusing on the length most susceptible to failure or the least favorable configuration It should be set up as it would be during actual use, following the manufacturer's guidelines For friction (counterweighted) protection systems, the installation surface must be inclined at a 10° angle to the horizontal.
For counter-weighted systems, the test sample shall be erected on a surface according to the specification of the manufacturer in accordance with his manual
Key l max length of module
Table 2 — Tests for static and dynamic stability of barriers static stability dynamic stability load type transversal load horizontal load vertical load oscillation and vibration aerodynamic clause 6.4.2.2.1 6.4.2.2.2 6.4.2.2.3 6.4.3
The analysis of forces reveals the static components: transversal force (\$F_t\$), horizontal force (\$F_h\$), and vertical force (\$F_v\$) The corresponding deflections are defined as \$\delta_t\$ for transversal, \$\delta_h\$ for horizontal, and \$\delta_v\$ for vertical directions, with all deflections constrained to a maximum of 50 mm Additionally, the oscillation amplitude in the transversal direction is limited to \$\delta_{t, osc}(t) \leq 1\$ mm.
Tests for conformity with load requirements
General
If appropriate according to EN 13374:2013, 6.1.2, the static load requirements, or parts of them, may be verified by testing
Where the most onerous load case cannot be identified, initial tests may be carried out to identify it Alternatively, all load cases can be verified
A minimum of four separate representative samples shall be tested in each type of test.
Tests for deflection
Before each test, a preliminary load of 0.1 kN will be applied to the system for one minute and then removed The position of the system after this load is released will serve as the reference point for measurements in the subsequent full deflection test.
NOTE The purpose of this load is to ensure that the system is properly bedded and that any looseness is taken out
The system will undergo testing by applying the load in five consistent increments until reaching the maximum test load, which will be maintained for one minute to assess the creep characteristics Throughout the loading process, both the load and the instantaneous deflection of the barrier will be continuously measured and recorded at each increment.
6.4.2.2.2 Static stability against transversal load
Principal and intermediate guardrails must withstand a maximum transversal force of 0.3 kN applied statically at the most vulnerable point in both directions perpendicular to the track They should exhibit no visible permanent deformation, and the maximum transversal movement should not exceed 50 mm.
The vertical component, subjected to a transversal force \( F_t \) of 0.3 kN applied in both directions normal to the track, must exhibit no visible permanent deformation, with the maximum horizontal movement \( \delta_t \) not exceeding 50 mm.
NOTE Only one vertical component is subjected to the load F t , the other vertical component is not loaded
Figure 7 —Permitted deflection with load at the principal guardrail
Figure 8 —Permitted deflection with load at the vertical component 6.4.2.2.3Static stability against longitudinal/horizontal load
The vertical component, subjected to a horizontal force \( F_h \) of 0.3 kN applied statically in both directions parallel to the track, must not exhibit any visible permanent deformation, and the maximum horizontal movement \( \delta_h \) should not exceed 50 mm (refer to Figure 9).
NOTE Only one vertical component is subjected to the load F h , the other vertical component is not loaded
Figure 9 — Maximum longitudinal movement of the vertical component
6.4.2.2.4 Static stability against vertical load
The vertical component, subjected to a static vertical force \( F_v \) of 0.3 kN at the top, must exhibit no visible permanent deformation, with the maximum vertical deflection \( \delta_v \) not exceeding 50 mm (refer to Figure 10).
NOTE Only one vertical component is subjected to the load F v , the other vertical component is not loaded
The vertical component must withstand a statically applied vertical force of 1.2 kN at its lowest outer horizontal part without exhibiting any visible permanent deformation Additionally, during testing, a minimum free deflection of 200 mm at this same location is required (refer to Figure 11).
Principal and intermediate guardrails required to meet section 5.2 must withstand a vertical force of 0.3 kN, applied statically in both directions at their most vulnerable point These guardrails should exhibit no visible permanent deformation, and the maximum vertical displacement must not exceed 50 mm (refer to Figure 12).
Figure 10 — Test procedure A for deflection of the vertical component
Figure 11 — Test procedure B for deflection of the vertical component
Oscillation
The test can commence following the preliminary loading outlined in section 6.4.2.1 Principal and intermediate guardrails, essential for meeting the requirements of section 5.2, must endure a static transversal force \( F_t \) of 0.3 kN applied in both directions to the track, as illustrated in Figure 13 Each guardrail should not exhibit more than 2 mm of transversal oscillation \( 2 \delta_{t,osc}(t) \) within 5 seconds after the force is removed, corresponding to an oscillation amplitude of 1 mm.
Vibrations
Testing against vibration shall be done according to EN 50125-3:2003, 4.13.1 For the vibration tests,
30 min per axis shall be carried out
Outside the track b 2,3 2,3 2,3 C4 a Position is the point of fixation of the vertical components b Outside of the track means in a distance from 1 m to 3 m from the rail
For a distance of more than 3 m vibrations generated by the track are insignificant
NOTE Table according to EN 50125–3:2003, 4.13.1.
Aerodynamics
The barrier shall be able to resist a wind force caused by the passing of a train with at least 80 km/h as indicated in the standard EN 14067-4
For the passing of trains with a speed of more than 160 km/h additional aerodynamic calculations or
NOTE 1 The experiences in different countries and railway companies (e.g DB, RFI, ệBB, Dutch Railways) show, that the static tests of this clause do also cover dynamic requirements for the passing of trains with a speed up to 160 km/h
NOTE 2 Speed limitation during work could be part of national and operational rules following a risk assessment (see EN 16704–1:2016).
Nets and protective plates
Safety nets and protective plates used as barrier or intermediate protection shall fulfil the requirements of 6.4.
Electrical requirements
General requirements
The installation of barriers must not impact the functionality of signaling and communication systems, ensuring proper isolation between individual tracks This includes maintaining the integrity of insulated joints at the ends of circuits and preventing rail circuit interference on adjacent tracks.
NOTE For electrical risks e.g caused by the traction return current, see also series EN 50122.
Electrical resistance for horizontal components (guard rails)
The electrical resistance between horizontal components shall be not less than 50 kΩ measured with
The electrical tests should be performed at the operating frequency.
Electrical resistance for vertical components (post)
The electrical resistance between vertical components of a module via the horizontal components shall be not less than 50 kΩ measured with 500 V AC
The electrical tests should be performed at the operating frequency.
Electrical requirements for 3rd rail
Additional requirements for barriers to be used in presence of a 3rd rail or in case of parallel existence of DC and AC lines are mentioned in 6.9.
Marking
All barrier components must be permanently labeled with their name, type, model, and version to ensure easy identification and verification of their approved and correct usage as outlined in the manual.
Horizontal components shall be marked in black and yellow or red and white (see Figure 14)
NOTE Other colours for horizontal components are used according to national rules In the UK horizontal components may be marked in blue
Figure 14 —Examples for marking of horizontal components
Test reports
The test reports shall follow the outlines given in EN 12811-3:2002, Clause 9, but shall include at least the following:
— description of the configuration of the barrier;
— number, title and date of issue of this European Standard;
— description of the sample including material specification;
— photographs of and description of the testing structure;
— description of the foundation during the test;
— detailed description of the entire test procedure;
— confirmation that the test was carried out in accordance with this standard.
Additional requirements for barriers in case of 3rd rail
This clause deals only with additional requirements in case of a live 3rd rail
Stability tests have to include the 3rd rail protection components (different type of module)
Electrical hazard has to be part of the risk-analysis, to define the necessary design and measures for safety during installation/de-installation and during work
Barriers, as defined by the standard, serve primarily to prevent unintentional access to danger zones; however, they do not adequately ensure worker safety against electrical hazards Risks associated with a live 3rd rail can arise during installation, de-installation, and maintenance activities adjacent to the electrified rail These hazards stem from the potential dangers of working within the vicinity of a live 3rd rail and the differing electrical potentials between the barrier and nearby conductive elements.
To ensure safety from contact with a live 3rd rail during work, an additional structure or net with a maximum mesh size of 40 mm may be added to the barrier If this addition is not feasible, alternative adequate measures must be implemented based on a thorough risk analysis, taking into account relevant safety aspects.
— voltage and geometric dimensions of the 3rd rail;
— insulation of the 3rd rail itself;
— distance of workers to the active electrified 3rd rail;
— electrical qualification of the workers (ordinary, instructed and skilled);
— national rules and rules of the railway infrastructure company;
7 Requirements for marking (visual demarcation line)
Marking (visual demarcation line) is not an autonomous and independent measure for safety protection on the track during work Therefore only the following recommendations for bands are given:
— they should be made of HDPE (high-density polyethylene) with a thickness δ min,HDPE ≥ 35 μm or LDPE (low-density polyethylene) with a thickness δmin,LDPE of 70 μm;
— they should have a width h min ≥ 75 mm;
— they should be marked red/white or yellow/ black (Figure 15) red/white yellow/ black
Figure 15 —Examples for marking of flexible bands in blue, red/white or yellow/ black
In the UK, bands are designated with a blue color, while Portugal employs various marking systems, such as plastic orange nets and red and white plastic chains Additionally, other forms of visual demarcation, like plastic chains, are also permissible for marking purposes.
The system shall be approved according to this standard by an independent and competent safety assessment organization accepted by the infrastructure manager
The user manual shall contain aspects for operation, handling (including transport, mounting and decommissioning), maintenance, environmental conditions and decommissioning of barriers, at least:
— a description of the construction and functioning;
— operating instructions for the safe method of use which shall be written in the appropriate language to cater for non-technical users;
— instructions for special cases (installation and use) on a work-site;
— routine maintenance including any special precautions and periodicity;
• user relevant system information (version, modifications);
• types of rails, sleepers and bearers for which the barrier is suitable;
• maximum speed for passage of trains;
— instructions for decommissioning including safety and handling precautions and recommendations;
— drawings, illustrations and data enabling all component parts to be readily identified and to allow procurement for replacement purposes;
— a note for relevant rules (use also as proposal of best practice);
— detailed contact information of the manufacturer;
— criteria for rejecting components which are worn or damaged;
When assembling and disassembling a 100 m barrier, specific tasks must be performed within the danger zone, requiring careful attention to safety protocols An estimated time for completing these operations should be outlined to ensure efficiency Additionally, it is essential to provide clear, concise, and durable user instructions tailored for use at work sites to facilitate proper handling and compliance with safety standards.
Table A.1 gives some information on special national conditions concerning the use of barriers, but the list does not claim to be exhaustive
Table A.1 — Special national conditions for the use of barrier
Country min range ( s min … s max ) values ( s or 1 , s 2 …) h min h max h max for distance “ s ” speed restriction a) during work b) outside of working hours mm mm mm mm km/h
The assessment date for Table A.1 is 2014 Barriers equipped with protective panels should be positioned 880 mm above the bottom of the rail, which corresponds to a height of 750 mm above the top of the rail, considering the minimum height of approximately 130 mm for used or old rails with a profile of 49E1 In contrast, a new profile 49E1 has a reduced height of only 149 mm.
For the SNCF, the distances of 1250 mm, 1500 mm, and 2000 mm are measured from the outer edge of the track to the inner edge of the barrier at the horizontal component level These measurements can be adjusted to reflect the distances from the inner edge of the track to the inner edge of the barrier by adding the appropriate values.
For small profiles like 49E1, the measurement is 67 mm, while larger profiles such as 60E1 require an addition of 72 mm To determine the distance from the center of the track to the inner part of the barrier, an additional 1435 mm/2 should be included For track gauges other than 1435 mm, the appropriate nominal track gauge should be used.
All values (e.g for height or distances) refer to straight horizontal tracks with a gauge of 1435 mm without cant For other track gauges than 1435 mm use the corresponding nominal track gauges
The operational distance ranges from 1900 mm to 2500 mm, measured from the center of the track to the inner side of the barrier, and this distance is influenced by the speed of the open track.
The operational distances from the outer part of the track to the inner part of the barrier are 1250 mm, 1500 mm, and 2000 mm, corresponding to horizontal components These measurements equate to 2035 mm.
2285 mm and 2785 mm from the middle of the track to the inner part of the barrier
The distance from several different points of the track can be converted by using Table B.1
Table B.1 — Conversion of distances measured from different points to the inner part of the barrier
The distance from the middle of the track to the inner part of the barrier, denoted as \$s_x\$, is calculated for profile 49E1 Additionally, the distance from the inner part of the rail to the inner part of the barrier is represented as \$s_{x,i}\$, while the distance from the outer part of the rail to the inner part of the barrier is indicated as \$s_{x,o}\$.
The dimensions of 2785 mm, 2067 mm, and 2000 mm are converted using Formula (1) and Formula (2) It is important to note that all values pertain to straight horizontal tracks with a gauge of 1435 mm and without rail cant For track gauges other than 1435 mm, the corresponding nominal track gauges should be used for accurate conversions.
The table is based on the following formulae: x,i x 1435
(2) where: b = width of the head of the rail (depending on the kind of rail) b (profile 49E1) = 67 mm
[1] EN 16704-1:2016, Railway applications - Track - Safety protection on the track during work – Part 1: Railway risks and common principles for protection of fixed and mobile work sites
[2] EN 16704-2-1:2016, Railway applications – Track – Safety protection on the track during work –
Part 2-1: Common solutions and technology – Technical requirements for Track Warning
[3] EN 16704-3:2016, Railway applications – Track – Safety protection on the track during work – Part 3: Competences of personnel related to work on or near the railway track
[4] EN 15273-3, Railway applications - Gauges - Part 3: Structure gauges