Referentne ustanove koje ce vam dati sluzbene uslove su inzinjerska komora Srbije,Zeleznice Srbije,Cip.
Ali pre njih a ova pitanja bi pre svega trebalo postaviti projektantima ove stanice,koje su to oni standarde primenili i da li su uopste :kafa:
Railway Station Design
Introduction
Contents
Background - Station and Crossing Safety - Platforms - Platform Screens and Doors - Entrances and Exits - Passenger Information - Toilets - Concessions - Station Design - Side Platform Station - Island Platform Station - Elevated Station with Side Platforms - Elevated Station with Ticket Hall Below Platforms - Lifts and Escalators.
Background
klstn.jpg (97100 bytes) Stations are the places where trains stop to collect and deposit passengers. Since the station is the first point of contact most passengers have with the railway, it should be regarded as the "shop window" for the services provided. It should therefore be well designed, pleasing to the eye (photo left), comfortable and convenient for the passenger as well as efficient in layout and operation. Stations must be properly managed and maintained and must be operated safely.
Station and Crossing Safety
There are two differing views about passenger safety at stations which have dictated station design for the last 150 years or more. For most of the world, it has been assumed that passengers (and other members of the public) will take care of their own safety when walking on or near a railway. Because of this, it is not considered necessary to segregate passengers from trains. Passengers will look out for passing trains when crossing tracks and will take care not to leave luggage, children, cars or anything else which could damage or be damaged by a train. Station design has reflected this so that platforms were often not raised very much above rail level. Passengers were forced to climb up to trains, usually with the help of a plentiful staff and portable steps carried on vehicles. Passengers were free to wander across tracks, usually at walkways specially provided for them and any road vehicles which needed to cross the line. Railways were not fenced. Only at terminals and very busy stations was any attempt at segregation made.
In the UK, railways were always fenced and passengers and the public were invariably kept away from the tracks as far as possible. Platforms were built to a level which allowed a reasonable step up into a train without help and bridges or underground passages (called "subways" in the UK) were provided to allow people to cross the line unhindered by the movement of trains. The high platform also permitted quicker loading and inloading of trains.
It is a feature of station design in the UK and railways designed to UK standards, that platforms are built to the height of the train floor, or close to it.
This is now also adopted as standard on metro railways throughout the world. The rest of the world has generally had a train/station interface designed on the basis that the passengers step up into the train from a low level platform or even straight off the ground. To this end, passenger vehicles were usually designed with end entrances, having the floor narrower then the rest of the car body so that a set of steps could be fitted to either side of the entrance gangway. However, high platforms are now seen in many countries around the world.
Shanghai Stadium U-D Stn.jpg (61876 bytes) Platform width is also an important feature of station design. The width must be sufficient to accommodate the largest numbers of passengers expected but must not be wasteful of space - always at a premium for station areas in expensive land districts of a city. The platform should be designed to give free visual areas along its length so that passengers can read signs and staff can ensure safety when dispatching trains. Columns supporting structures (photo) can often seriously affect the operation of a station by reducing circulating areas and passenger flows at busy times. Platform edges should be straight to assist operations by allowing clear sight lines.
Platform Screens and Doors
PSDs-JLE.jpg (46322 bytes)There has been a trend recently in modern metro systems towards incorporating glazed screens along platform edges (photo left). This is only possible where sliding powered doors are available on trains and where the location of these doors is always consistent, which is why screen doors do not appear on main line railways. There are a number of interesting points to remember when considering platform screen doors.
Platform screen doors (sometimes called "platform edge doors") were first introduced in St Petersburg (then Leningrad) on the metro to reduce heat losses on station platforms of underground stations. They were also fitted to the Lille VAL driverless system but, in this case, as a way of preventing passengers from getting onto the line where there were no drivers to stop the train. It too allowed a better degree of climate control within stations. Climate control was also the reason why doors were introduced for underground stations in Singapore when its metro system was started in 1989.
On most lines equipped with platform screen doors, the space between the sliding doors has emergency doors that can be pushed open onto the platform, so if the train stops out of position, there is still emergency access to the platform. There are also local station door controls provided at the platform ends , in case the automatic system fails.
London Underground has introduced doors on the underground platforms of its new Jubilee Line extension. These are more for safety reasons, since the suicide rate in London has gone as high as 150 attempts in some years. At somewhere around USD 1.5 million a platform, these doors are not cheap but the savings in passenger time due to prevention of delays quickly justifies the expense on a socio-economic level, even if you choose to ignore the savings in human life. Here is a photo of the doors at the new Canary Wharf station (Jubilee Line) in London. Click on the image for the full size view.
Against the provision of platform doors must be the cost of maintenance. Train doors account for more than half the rolling stock failures of most metro and suburban railways and the same sort of designs are used for platform doors. Any system which uses such doors must ensure that adequate provision for maintenance is made and that any savings in heating or ventilation costs is not outweighed by failures.
In Lyons, France, the MAGGALY driverless automatic metro Line D has no platform screen doors. Instead the platfrom track areas are equipped with a network of electronic detector beams which trigger the train stop commands if a beam is broken. When it was first installed, there were so many false alarms that now, an alarm to the control centre allows the operating staff to observe the area through CCTV before confirming the stop command.
Entrances and Exits
Doncaster Booking Hall.jpg (56713 bytes) Station entrances and exits must be designed to allow for the numbers of passengers passing through them, both under normal and emergency conditions. Specific emergency exit requirements are outlined in many countries as part of safety legislation or to standards set down by the railways or other organisations. The codes in NFPA 130 (the US standard for their transit industry) are one such instance. These codes usually define the exit flows and the types of exits allowed for, e.g. the different rates for passages, stairways and escalators.
Whatever the codes define, the entrances to a station must be welcoming to the prospective passenger. Stations must also have sufficient entrances to cater for the different sides of the railway route but the number must also take into account the cost effectiveness of each entrance. The cost of staffing ticket offices can be very considerable and the numbers of ticket offices must be managed to suit the patronage offering.
Consideration must be paid to issues like which way doors open. On the Paris Metro in 1918, a crown panicked near Bolivar station during an air raid on the city and 66 people were killed in a crush trying to get into the station for shelter. The obstacle that triggered the crush was a set of doors that only opened outwards -- normally the right direction for safety, but not when the crowd is trying to rush in! Subsequently it became Metro policy that all doors had to open both ways.
Passenger Information
Click for full size Information systems (photo left) on stations are variously referred to as a Passenger Information System (sometimes referred to as PIS) or Passenger Information Display (PID). Professional railway staff often refer to them as Train Describers. Whatever it is called, there must be a reliable way of informing the passengers where the trains are going. Passenger information systems are essential for any railway. One of the most common complaints by passengers on railways is the lack of up to date and accurate information. When asking the staff for information, passengers expect an accurate and courteous response with the latest data. There is nothing worse than the "your guess is as good as mine" response when a member of staff is asked what is happening when a train is delayed or has not appeared on time. This means that staff must have access to the latest information and they must be trained to use it properly and to pass it on to passengers.
Information displays mounted in public areas must be visible in all weather conditions (noting that some electronic displays are very difficult to see in sunlight conditions) and be updated regularly with accurate information. There are two types of information - constant and instant. Constant information can be described as that which describes the services and fares available and which changes only a few times a year or less. This information can be displayed on posters and fixed notices. There also might be special offers which can be posted from time to time. Instant information is that which changes daily or minute by minute. This is better displayed electronically or mechanically - both systems can be seen around the world.
For instant systems, it can be assumed that passengers require to know:
The time now
The destination and expected time of arrival of the next train
The stations served by this train
Major connections requiring boarding of this train
The position of their car - if travelling with a reserved place
Where the train will stop - for variable length trains
Other destinations served from this station and from which platform
A good example of passenger information displays can be seen on some Paris (France) RER stations. A large illuminated board is hung over the platform and all the stations served by the train approaching are shown by lamps lit next to the station name. The time now and the train length is also shown. Although the system is not now modern, it is very effective.
Ovo su samo neki od gradjevinskih uslova za gradnju stanica..ima ih toliko da ne bi satalo ni na dve stranice..
To što navedeno nema stanica NBG i ostale moraće da se uvede kada se bude rekonstruisala ili gradila kao i sve stanice BGvoza nove i stare.Tako su i Moskva i Budimpešta morali da uvedu liftove za invalide u sve metro stanice nove i koje se rekonstruišu evropski propisi u gradnji stanica su opšte dostupni,možeš ih dobiti od Cip-a,ŽS.a videće se prilikom gradnje pruge i stanica prema Pančevu,Prokopa itd.Na ovoj stanici dodatni su propisi je se nalazi na visini 22 m,i nalazi su sastavu većeg objekta,nije na poljani.
