The known arrangements shown in documents US 5669 588, GB 2 244 076 and JP 6255476, the aim of which is to achieve a protective barrier between travellers and the incoming train, have a number of disadvantages, such as a complicated construction and function, and they are thus expensive.

Document US 5669 588 shows a vertically sprung barrier that is pressed down by the incoming train. Rollers are attached to the bogie wagon of the train that, when the train arrives at the station, first meet a ramp or mechanical guiding rail arranged at one end of the barrier and the continued movement of the train forces down the barrier. When the train leaves the platform, the barrier is successively pressed up again so that it returns to its normal position above the edge of the platform. The shown device has a number of disadvantages according to the above. The barrier is subjected to large dynamic forces, which, among other things, lead to a large amount of wear and tear and costly maintenance.

The barrier does not protect travellers completely from falling down onto the track since there is still an opening in the barrier for a section in front of the and behind the train when this enters and leaves the platform.

JP 6255476 shows a number of trestles that can be raised and lowered independently of one another in the platform with the aid of a hydraulic system.

GB 2 244 076 shows a rubber barrier wall that is pressed down by the incoming train. The rubber barrier, which is widest at its base and narrowest at its top when in its upright position, extends along the whole of the platform and is pressed down section by section by the force of the incoming train. When the train leaves the platform, the wall is raised automatically.

The objective of the present invention is to solve the problems described above by achieving an arrangement that has a simple construction and function and that is thus inexpensive and that, due to its features, provides reliable and safe operation. This is achieved by the invention having the features stated in the claims.

The invention will be described with the aid of embodiments and by reference to the enclosed drawings, where: Fig. 1 shows schematically a safety device according to the invention in an upright, protecting position, Fig. 2 shows schematically the safety device according Fig. 1 in a lowered down

position, Fig. 3 shows schematically a side view of one embodiment the safety device according Fig. 1.

Fig. 4 shows schematically a side view of the safety device in an alternative embodiment, Fig. 5 shows schematically a side view of the safety device according Fig. 3 in a lowered down position, Fig. 6 shows a detail of the invention.

Fig. 1 shows a safety device 1 that comprises a slab-shaped protection 4, manoeuvring arms 3 jointed to support a fitting 5 with a upside down U-shaped profile in which a slab-shaped protection 4 is fastened along the upper edge. The safety device 1 that is illustrated in Fig. 1 is in an essentially vertical, raised or upright position, which is the position it is in when the travellers are waiting for a train to arrive at the platform 2. When the train has stopped at platform 2, the safety device 1 is lowered so that the travellers can board or leave the train. It is then raised to the essentially vertical position before the train leaves.

The slab-shaped protection 4, which is completely whole, is formed as a slab and, together with the fitting 5, forms an upside down U-shaped profile that extends along the platform 2 at its outer edge. The slab can be made of a rigid material, such as hardened plastic of sheet metal, for example. At least one of the shanks or slabs 8 of the U-shaped profile (see Fig. 4), the one facing the platform, has a length that is equal to or greater than the intended height of the protective barrier from the floor of the platform 2 to avoid travellers being caught between the lower edge of the shank and the floor of the platform 2 when the protective barrier is lowered. For additional safety reasons and aesthetic reasons, it can be advantageous if both shanks 8 of the protective barrier 4 have this length (Fig. 5), i. e. a slab 8 is also arranged on the side of the safety device 1 that faces the track.

The manoeuvring arms 3 are supported to pivot at their respective lower ends at a level below the floor of the platform 2, for example on bearings arranged on longitudinal sleeper beams 6 (see Fig. 4) or on bearings 7 arranged in the lower section of the platform.

These manoeuvring arms 3, which are jointed at their upper ends to support to protection barrier 4, extend between the shanks or slabs 8 of the barrier and are arranged to pivot from an essentially vertical position (see Figs. 1 and 3) to an essentially horizontal or angled position (see Figs. 2 and 5). In this way the barrier 4 can be lowered so that travellers can board or leave the train without hinder when the train has stopped at platform 2. Prior to the

train beginning its journey again, the manoeuvring arms 3 are swung up to their upraised, essentially vertical position with the aid of a motor, such as a hydraulic motor (not shown), for example.

In the lowered down position, fitting 5 constitutes a space-filling and walk-on surface for the gap that is formed between the platform 2 and the train. This surface reduces the risk of the travellers accidentally stepping in or getting caught in this gap.

Fig. 6 shows a manoeuvring arm that supports the barrier 4 and the fitting 5 to pivot at its upper end around a pin that extends between the shanks 8 of the barrier.

The invention is not limited to the embodiments illustrated since a number of modifications of it are possible within the scope of the following claims.