Minimum za bezbednost putnika bi bilo da takva ista lampica sa zvučnim signalom funkcioniše na svim vratima kompozicije,da je toga bilo + barem neki navedeni tehnički sistemi iz predhodnog posta, ovaj čovek bi možda danas bio živ.
Meni se desilo na stanici K,Park koja inače ima razmak platforme i ulazka u u voza na prosto neverovatnoj visinskoj razlici(a što ne omogućava starijim osobama ili invalidu sa manjim procentom onesposobljenosti da uđe u voz) da dok sam ulazio u voz mašinovođa je počeo da zatvara vrata,i samo moja fizička spremnost je pomogla da rukama zadržim vrata i za dlaku se provučem.Takvih slučajeva ima mnogo a ovaj poslednji nažalost "nije uspeo".
Dakle krajnje vreme je da grad i železnice angažuju firme da porade na sistemima bezbednosti i informisanja na platformama BGVoza ujednačavanju platformi i konačno kupovini novih garniutura,ako se zna da dnevno sistem BGVoza koristi 30-50.000 putnika dnevno ,dok je u špici gužva na stanicama i u vozovima kao nekim od evropskih metroa,onda se pitanje bezbednosti konačno mora pokrenuti.
S obzirom da je Beobuild uvek prvi dizao alarm,a da znamo da nas prate iz direkcije za saobraćaj i železnica ,možemo da apelujemo da se od velikih kredita za železnicu jedan manji deo ali značajan za bezbednost putnika izdvoji za linju BGVoza.
Veoma mi je drago kada čujem da se novi ruski vozovi sa njamodernijom opremom i bezbednsnim sistemom,automatskim vratima +video nadzorom kao u Švajcarskoj saobraćaju na nekim lokalnim, malo opterećenim brojem putnika linjama,a dok javni masovni prevoz kao što je sistem Bgvoza gde je dnevna frekvencija putnika velika, je na nivou od pre 30 g.Ko određuje prioritete neznam ,ali je po meni ovo odličan primer ne baš dobrog planiranja..a o zanemarivanju da ne govorimo..
Prvedno bi bilo da se od novih 25 Stadler Flirt ganitura EMV,koje očekujemo za ŽS pola odvoji za BGVoz,jer ako kriterijum nije broj putnika koje koriste linju BGVoza dnevno sa očekivanim novim brojem putnika,onda ne znam šta je..
The 19-year-old was saying goodbye to friends at a suburban train station on Tuesday evening when he tried to jump onto the train at the last minute. But he only managed to get his arm in – and it was trapped by the closing doors.
The train set off, dragging him along the platform until he hit a barrier and was thrown onto the tracks. Witnesses stayed with him until the emergency services arrived the
Tagesspiegel newspaper reported on Friday.
He was taken to hospital with severe injuries to his head, legs and arms. Doctors took him to the intensive care until where he was put in an artificial coma. It was confirmed on Friday that surgeons had amputated the lower part of one of his legs.
The doors on an S-Bahn are not supposed to shut if there is an obstruction, and the train should not move if the doors are open. But although this was plainly not the case here, the S-Bahn operators said on Friday there was no technical defect, and that the train was being used again, the paper said. Burkhard Ahlert, spokesman at Deutsche Bahn – the company which operates the S-Bahn network – said that there were a number of different procedures for controlling the doors, depending on the size of a station.
For un-staffed stations like the one where the accident happened, there is supposedly a mechanism which stops an obstructed door from closing, he said.
There are also, according to the Berliner Zeitung no video cameras at the station which could make it more difficult to find out what happened.
