System for pedestrians and vehicles safety on level crossing

Technical Field

This invention relates to a device for increasing of safety of pedestrians on protected railway level crossings. This device comprises a barrier against crossing, which barrier prevents pedestrians from entering the railway track during the time period of activated warning signaling at the railway level crossing.

Background Art

The devices provided on protected railway level crossings of the prior art do not comprise any barrier at the point where the walkway and/or the edge of the road intersect the railway track, that would be a barrier that would prevent pedestrians from entering the railway track.

Therefore, pedestrians who do not respect railway signaling and activated lowered lifting barriers can enter the railway track and cause an accident.

Disclosure of Invention

The aforementioned deficiencies of the prior art devices to protect pedestrians at a railway level crossing are solved by the device according to the present invention. It is a system for pedestrians and vehicles safety on a railway level crossing.

The device according to the present invention comprises a barrier against crossing, which barrier allows free passage in both directions at the time when the warning signaling on the railway level crossing is not activated, and at the time of its activation, it allows pedestrians to pass only in the direction from the railway level crossing, wherein, preferably it allows also passage of persons with bulky objects, such as prams, hand carts, bicycles, when it is manually requested on a controller, or automatically by means of their detection by a sensor placed at this barrier. At the railway level crossings, there are often situations when pedestrians do not obey the traffic signaling, for example activated warning signaling and they cross the railway track even at the time of the activated warning signaling, sometimes they bypass the lowered railway lifting barrier and are so exposed to dangerous situations. The system of the present invention can be used to increase safety of pedestrians in the pedestrian crossing area at a time of the activated warning signaling at the railway level The system of the present invention can be used to increase safety of pedestrians in the pedestrian crossing area at a time of the activated warning signaling at the railway level crossing. In order to protect pedestrians in the vicinity of the railway level crossing, in the embodiment according to the invention, in the place where the pedestrians cross, a barrier against crossing is installed serving to prevent pedestrians from entering the railway level crossings at a time of activated warning signaling of the railway level crossing.

The railway level crossing is provided with a barrier against crossing located at the pedestrian crossing points adjacent to the lifting barrier of the railway level crossing, wherein the barrier against crossing preferably comprises a barrier element preventing crossing, which element against crossing preferably comprises a lifting barrier, a turnstile, a gate, or some other similar element that prevents pedestrians from entering the railway level crossing at a time of activation of the warning signaling at the railway level crossing.

The turnstile may be of different designs. It may be a motorized or non-motorized one. It may be provided with a different number of arms, for example it may be a single-arm up to four- arm one, with a vertical or an oblique axis of rotation.

Preferably, as the crossing barrier element is used, the three-arm turnstile, preferably comprising a post with two turnstiles, is pointing to the opposite sides of the post. Advantageously, the crossing barrier element is provided with a signaling component of the barrier element for signaling to pedestrians that the barrier against crossing is closed. In order to allow to the pedestrians to cross the railway track, the barrier against crossing is followed with a safety barrier in the direction away from the road.

The barrier against crossing is closed at the time the warning signaling of the railway level crossing is activated and the pedestrians cannot start their crossing. The pedestrians that have started to cross the railway level crossing before activation of the crossing barrier, and are on the railway level crossing, may leave the railway level crossing via a barrier against crossing comprising preferably barrier elements, preferably a turnstile, wherein this barrier is closed in one direction only, i. e. in the direction to the railway level crossing, but in the opposite direction, it is still possible to pass it through. Upon termination of the warning signaling, preferably all barriers against crossing are opened, in particular the gates allowing passage in both directions. The gate is closed for the period of time when the warning signaling is activated.

In order to prevent closing of some pedestrians on the railway level crossing, i.e. of those who are on the railway level crossing at the time the warning signaling is activated, that is, they are between the barriers against crossing, which barriers are formed by the gates, the barriers against crossing, if considered in the direction of walking, preferably only the barriers against crossing behind the railway level crossing, are closed with an adjustable delay after closing of the barriers against crossing in front of the railway level crossing.

Alternatively, the gates behind the railway level crossing are provided with a sensor located in front of the gate, which sensor, when detecting a pedestrian going out of the railway level crossing, opens the gate for a time period required by the pedestrian to get through the gate. Alternatively, the barrier, preferably formed by a gate, opens in the direction from the railway level crossing according to the pedestrian's instruction, i.e. by activating the controller element at the barrier.

Alternatively, a one-way turnstile, which is freely passable in one direction, is advantageously used as the barrier element. It is advantageous to use a three-armed turnstile with a vertical or an oblique axis of rotation of the arms, which turnstile is provided with releasable arms. This means that the arm, which in the basic mode of operation of the turnstile, constitutes a barrier, which is releasable, tiltable or swiveling from this position to a different position allowing free passage. As soon as the standard turnstile functions are required, the arm is fixed again in its basic position, and therefore, the adjacent arms form an angle of 120 °.

Increased protection against pedestrian entry at the time of activated alert signaling is achieved by the use of a pedestrian passage for cyclists, pedestrians with prams and wheelchair users. This passage is functioning so that at the time of signaling it is penetrable only in the direction of the crossing at the request of the person in the level crossing area. This request cannot be issued by a person on the other side of the barrier because the person does not reach to the controller of the barrier.

In order to prevent any misuse in the opening of the barrier against passage in the direction towards the railway level crossing, this pass gate comprises two barriers, which are placed one after the other. These barriers are preferably gates or turnstiles. A person going away from the railway level crossing at the time of activated signaling at first requires free access into the pass gate, i. e. opening of the nearer barrier. This barrier closes after the person enters the pass gate. Subsequently, this person requests opening of the remote barrier and then leaves the pass gate.

If at this phase another person would attempt to penetrate in the direction towards the railway level crossing, the person enters into the pass gate, but the pass gate remains closed towards the railway level crossing. At the time, when the railway level crossing warning signaling is not activated, preferably all or a part of the barrier elements are open or open for passage in both directions.

In contrast to the use of the prior art systems, it is possible to increase safety of pedestrians on the railway level crossing significantly by using of the pedestrian protection system on the railway level crossing according to this invention. This system eliminates the possibility that pedestrians will not respect the lowered lifting barriers of the railway level crossing.

The system according to this invention can be used at a time of activated warning signaling of the railway level crossing to increase safety of pedestrians at the place intended for pedestrian to cross the railway track, what is usually a walkway at the railway level crossing place. In order to protect the pedestrians in the vicinity of the railway level crossing, in the embodiment according to the invention, in the place where the pedestrians pass, a barrier against crossing is installed, which barrier prevents pedestrians from entering the railway level crossing during the time period of activated warning signaling at the railway level crossing.

The railway level crossing is provided with a crossing preventing barrier, which barrier is located in the places where pedestrians cross next to the lifting barriers of the railway level crossing. Preferably, this barrier against crossing comprises an anti-crossing barrier element, which is preferably formed by a lifting barrier, a turnstile, a gate, a pass gate, or by other similar element that prevents pedestrians from entering the railway level at a time the warning signaling is activates. The turnstile may be of different designs. It may be a motorized or non- motorized one, with a different number of arms, for example single-armed to four-armed one, provided with a vertical or inclined axis of rotation.

Preferably, a three-armed turnstile is used as an anti-passage element, preferably comprising a post with two turnstiles facing to the opposite sides of the post. Preferably, the element of the crossing barriers is provided with a signaling component of the barrier element to indicate to the pedestrians that the crossing barrier is closed for crossing in the direction towards the railway level crossing at the time when the warning signaling is activated. In order to allow the pedestrians to cross the railway level crossing only in the place allocated to such crossing, advantageously, a safety barrier is installed in the vicinity of the railway level crossing and a protective barrier at the road which barriers are a follow-up of the anti-passage barrier. Preferably, they are a rail or a fence. The crossing barriers, preferably gates, that are open before initiation of the signaling of the railway level crossing close at the time of activated warning signaling of the railway level crossing, so that pedestrians can no longer start crossing towards the railway level crossing. The pedestrians who have already started the crossing before closure of the crossing barrier and are in the railway level crossing can leave the railway level crossing via a crossing barrier, which barrier is closed only in the direction towards the railway level crossing, and in the opposite direction it is still penetrable. Preferably, this is achieved by a pedestrian- controlled controller element at the barrier post or by a pedestrian-sensing sensor at the gate. Alternatively, it is achieved by a turnstile, which turnstile is unidirectional penetrable during the time period when the warning signaling is activated.

Upon termination of the warning signaling activation, the crossing barriers is made penetrable for crossing , preferably of the gates for access to the railway level crossing, and preferably, the turnstiles are bi-directional and so adapted that they allow passage with larger objects. In case that a turnstile is selected as the crossing barrier element, it is rotatable only in one direction so that pedestrians can walk through the turnstile only in the specified direction, and this in the direction from the railway level crossing. At a time when the railway level crossing signaling is not activated, preferably, the turnstile is penetrable in both directions. This means that at the time of the activated warning signal of the railway level crossing, it is still open in the direction from the railway level crossing, and pedestrians can safely leave the railway level crossing at any time.

For pedestrians carrying larger objects and for wheelchair users, at least one crossing barrier is provided at each passage, which barrier is penetrable advantageously through activation of a barrier controller element at the barrier or automatically by a barrier sensor, which sensor distinguishes bulky objects in both directions and at the time of the activated warning signaling at the railway level in the direction to leave the railway level crossing.

In order to prevent closing of some pedestrians on the railway level crossing between the crossing barriers; that is to say, of those pedestrians who were present on the railway level crossing at the time of initiation the warning signaling, the crossing barriers are gates adapted for leaving of the railway level crossing by closing with an adjustable delay, so that the pedestrians manage to leave the railway level crossing. Alternatively, the pedestrians are detected at the gate by a sensor to open the gate behind the railway level crossing in the direction of sight of the crossing pedestrian, so that the pedestrian can leave the railway level crossing without any problems.

In the case where a turnstile is selected as the crossing barrier, this turnstile is preferably rotatable only in one direction so that pedestrians can pass it only in the specified direction. At the time of the initiated warning signaling at the railway level crossing, this turnstile is closed only in the direction towards the railway level crossing, while in the direction from the level crossing it remains open and the pedestrians can safely leave the railway level crossing at any time.

Alternatively, the lifting barrier is divided into a section which is above the road and a section above the pavement, which part above the pavement forms a crossing barrier element closing the pavement and is situated beside the element formed by a turnstile or a gate. The lifting barrier above the walkway is preferably closed when the warning signaling on the railway level crossing is initiated and the element next to it allows passing of the pedestrians from the railway level crossing without any restrictions.

To protect pedestrians on the railway level crossing, the crossing barrier may be provided also by a safety barrier at the road that prevents pedestrians from entering the road near the railway level crossing and from their entering the railway level crossing at the time period when the lifting barriers are still raised but the warning signaling of the railway level crossing has already been initiated.

Preferably the safety barrier at the road is made of a rail or a fence and is designed to prevent bypassing the barrier element and to ensure entry of pedestrians to the railway level crossing only through the barrier element. It is installed along the road, the start of which is located close to the railway level crossing, so that pedestrians cannot pass between this road barrier and the lifting barriers and/or the crossing barrier, and its end is placed at a distance of from 1 m to 100 m from the railway level crossing, preferably at the distance 67 m, which distance corresponds to the distance which a pedestrian moving at 4 km/h (= 1.11 m/s) walks within 1 minute walk according to the calculation: s = v. t = 1.11. 60 = 66.66 m. The 1 min period of time was selected for this calculation because the usual time from the start of the warning signaling to lowering of the lifting barriers is 45 s, and this time has been increased by adding a 15 s reserve. Advantageously, at the end of the roadside barrier, that is at the location furthest from the railway level crossing, on the side facing the road, a traffic sign "No Entry for Pedestrians " is installed, which sign prohibits pedestrians from entering the road behind the roadside barrier and so prevents them from entering the railway level crossing at the time after the start of the warning signaling, when the lifting barriers are not yet lowered.

Preferably, at the end of the roadside barrier at the road, i.e. at the location furthest away from the railway level crossing, on the side in the direction from the road, preferably in the direction towards the walkway, a road sign is installed provided towards the walkway, which sign commands pedestrians to use the so marked lane or path in the given direction; preferably, there is the road sign "Pedestrians Only".

Alternatively, the lifting barrier is divided into a section situated above the road and a section situated above the walkway, which part forms a barrier element and closes the walkway next to an element formed by a turnstile or a gate. The lifting barrier over the walkway preferably closes when the warning signaling at the railway level crossing is initiated and the element next to it passes the pedestrians in the direction away from the railway level crossing without any restrictions.

In practice, there is often a dangerous situation when pedestrians enter the railway level crossing at the time period after initiation of the warning signaling when the lifting barriers have not yet been lowered. Installing of a roadside barrier in combination with a crossing barrier effectively prevents these dangerous situations, often ending tragically.

A turnstile and/or a gate can be used as a barrier element. To increase the safety of traffic on and around the railway level crossing and to protect pedestrians, a combination of a gate and a turnstile that is placed side by side can also be used as a crossing barrier element.

Preferably, a turnstile or a group of turnstiles is provided for pedestrian passage, wherein each turnstile is penetrable only in one direction, from the railway level crossing, according to an arrow. In this case, the gate is installed as an add-on to the turnstile and is designed for passing with bulky objects, such as for wheelchair users, prams and cyclists, at a time when the railway level crossing is not signaling and is open. When signaling on the railway level crossing is initiated, the gate is closed, and for passage in both directions for pedestrians and bulky objects it is modified for opening from the side of the railway level crossing only. Preferably, the gate is adjusted so that it cannot be opened from the side towards the railway level crossing, what is preferably designed so that the gate is provided with a full and high door so that one cannot push hand through the gate from the other side and open the gate or by placing the controller far enough away from the gate.

Thus, if a cyclist or a pram is left closed in the railway level crossing area, the controller element at the barrier on a post is used to open the gate close it after passage again immediately.

Alternatively, sensors for opening and closing are used.

This alternative is suitable for providing safe crossing of the railway level crossings for pedestrians, cyclists, and prams.

Alternatively, at a time when the signaling is not activated at a railway level crossing, preferably at first the turnstile is opened for passage in both directions, i.e., its three arms are rotatable in both directions and the gate is open so that both pedestrians and cyclists and prams can pass. As soon as the signaling on the railway level crossing is initiated with the meaning that a train is approaching, an element, preferably a turnstile, is penetrable only in the direction from the railway level crossing, and therefore, it is no more penetrable in the direction towards the railway level crossing. In the direction from the railway level crossing it remains being penetrable. The gate is closed.

Alternatively, the turnstile is also adapted for bulky objects and preferably it is unidirectional towards the railway level crossing. In that case the gate is closed during the time period of signaling at the railway level crossing.

Preferably, in one embodiment of the invention, the crossing barrier includes a crossing barrier element in the form of a gate, which gate prevents pedestrians from entering the railway level crossing at the time period the warning signaling is initiated. Preferably, on each side of the roadway, and this on each side of the railway track, two crossing barrier elements are provided which are formed by a gate, wherein each crossing barrier element is allocated to one direction of the two pedestrian movement directions. Preferably, a pedestrian detection sensor is installed within the pedestrian protection system at the railway level crossing, which sensor opens the gate when a pedestrian is detected at the gate in the direction from the railway level crossing.

When a pedestrian starts crossing of the railway level crossing before the initiation of the warning signaling, when all crossing barriers are still open, and after initiation of the warning signaling, when the gates close, such pedestrian is still in the railway level crossing, this pedestrian is detected by a pedestrian in the railway level crossing detection sensor and the crossing barrier on the side behind the railway level crossing in the walking direction of such pedestrian is opened so that such pedestrian can safely leave the railway level crossing. The other gates remain closed so that pedestrians cannot enter the railway level crossing during the time period of the warning signaling, and this even when in time when the lifting barriers are still lifted.

After activation of the signaling, when the gates are closed, the passage away from the railway level crossing also for persons with larger objects, such as prams, bicycles, carts, etc., is possible by activating of the controller element of a crossing barrier, what opens both gates and after their passage they are closed again. In this case, the barrier, which is far from the road, is formed by a rail positioned transversely to the road and parallel to the railway track or parallel to the walkway. The barrier is built according to local conditions. It can be a wall or other structure.

As a barrier element a gate and/or a pass gate can be used, which is equipped with further two other gates in the barrier. Preferably, to increase the throughput, an additional element, which is at least one turnstile, is added.

If the railway level crossing signaling is not activated, the gates are in the open position and the turnstile arms, when the turnstile is used, are preferably rotatable in both directions, or the turnstile arm is lowered for free passage in both directions. If the railway level crossing signaling is not activated, pedestrians, cyclists, prams can move in the directions of arrows through the bi-directional pass gates, as well as through the gate, or, preferably, as it is indicated by the arrows serving for a one-way organized passage. Once, the signaling is initiated, the gates are closed, the turnstiles start to be rotatable only in the direction of the arrow pointing away from the railway level crossing, and therefore, they can be used by pedestrians who are in the area of the railway level crossing to leave the crossing.

If at the time of signaling, a cyclist or a wheelchair user, or a person with pram needs to leave the railway level crossing, such person proceeds in the direction of the arrow and then uses a barrier controller situated near the pass gate, or this person is detected by a sensor, whereby a nearby gate is opened for such person of the railway level crossing and therefore, such person can proceed into the pass gate. The gate will be closed behind this person, either after a certain time period, or based on sensing of a sensor at this barrier, which is placed in the pass gate. Subsequently, a person with a bulky object, for example a cyclist, or a wheelchair user, or a person with a pram, activates the barrier controller or it is detected by a sensor, in this case belonging to the remote gate, which gate opens and the person can so leave the pass gate. This arrangement prevents the person from walking in the opposite direction, i.e. in the direction towards the railway level crossing, if such person would want to abuse the opened barrier, which was opened by a person wanting to leave the railway level crossing and so to get into the railway level crossing area.

An element with a turnstile that is located between the gates can be optionally used to increase the throughput. If it is not used, the barrier is formed only by a pass gate and a gate. Optionally, the entrance to the pass gate in the direction of the arrow is allowed only to the pedestrians with bulky objects, and there is an entrance to the turnstile in the direction of an arrow for other pedestrians.

In the event that such turnstile is not used, the pass gate use also pedestrians to leave the railway level crossing when the warning signaling is initiated.

The crossing barrier elements may be in the form of a turnstile provided with tilting or releasable arms. The barrier consists of a gate, a turnstile and/or a pass gate.

In addition to the usual three-armed turnstile function, whose arms rotate about a vertical or sloped axis, wherein each is stepped by 120 degrees, the turnstile is adapted for allowing passage by releasing of one arm, and this by its diverting, lowering or shifting to a position that allows does not prevent passage. By releasing the turnstile arm, the turnstile throughput will be increased to a the level of an open gate. Prior to initiation of the signaling at the railway level crossing, all the gates and turnstiles are free to pass.

At the moment of signaling initiation of the railway level crossing, the gate closes and the turnstiles switch to the common one-way turnstile mode, which only allows passing in the outgoing direction of the railway level crossing.

If a request for passage of a person with pram or a cyclist occurs at the time of activation of the railway level crossing signaling, this person presses the barrier controller, which is placed in front of the turnstile on the side of the pass gate that is closer to the railway level crossing. This will lower or put to side the arm of the turnstile to form a free passage into the pass gate. Subsequently, the turnstile closes in the direction towards the railway level crossing, what means that the lowered or put to side arm returns to its original position, preferably automatically or by further turning of the arms. In the pass gate, this person presses the barrier controller that is assigned to the gate, that is the barrier element that is farther away from the railway level crossing, and then the pass gate opens.

Alternatively, the barrier elements may be opened gradually automatically according to commands issued by the sensors. This pass-gate solution also prevents the passage of persons towards the railway level crossing with the fact that opening of the barrier by a person who wants to leave the railway crossing area would by abused by such person who would illegally enter the railway crossing area when the signaling is activated. Preferably, a turnstile is provided between the pass gate and the gate to increase throughput of the barrier in the direction from the railway level crossing.

In this case, pedestrians preferably use this turnstile and the pass gate is determined for pedestrians with bulky objects.

Alternatively, for the sake of simplicity, only a turnstile is used instead of the pass gate, as the number of pedestrians with bulky objects is relatively small, so that there are not many requirements for passing through a turnstile with a lowered arm in the direction to the pedestrian crossing.

The pass gate may be multi-stream one, what means that on each side of the pass gate, nearer to and further from the railway level crossing, there are two barrier elements situated, in this case two turnstiles on the nearer side and two gates on the further side. Each of the turnstiles is designed for one-way passage of one pedestrian in the direction away from the railway level crossing. This means that it allows passage of one pedestrian in the direction of the arrows from the railway level crossing, and this layout does not allow to pass the turnstile in the direction against the arrows that is towards the railway level crossing at the time of the initiated warning signaling. To exit the pass gate, the pedestrian activates the controller or the pedestrian is detected by a sensor controlling the gate.

Both turnstiles are penetrable for one person in the direction of the arrows. Pedestrians with bulky objects, such as a pram, by pushing the controller button for passage with bulky objects activate opening of both turnstiles pro passing with bulky objects by lowering or turning the arm. To exit the pass gate they activate the controller in the pass gate to open both gates on the side of the pass gate that is on the reverse side of the railway level crossing. Preferably, the elements are controlled only by sensors that are adjustable so that each sensor only senses one pedestrian that is closer to this sensor, and therefore, only the closer element opens to each pedestrian. A pedestrian with a bulky subject is registered by both sensors, and therefore, the passage for bulky objects is activated by both lanes.

This is true for both ends of the pass gate. The barrier elements are optionally formed by gates or turnstiles. When for the pass gate elements on the side closer to the railway level crossing selected the turnstiles to allow passage at the time of signaling only in the direction of the arrows, they are sufficient as such, and preferably it is not necessary to realize the whole pass gate.

At a time when the warning signaling is not activated, all elements are opened and on the turnstiles arms are lowered or turned away to allow free passage. In case it is necessary to allow passage of a pedestrian with a bulky object, both turnstiles will be switched to a fully opened state for bulky objects by action of sensors that recognize a bulky object or by a controller. After passage of a pedestrian with a bulky object, the turnstiles are reset to a one-way mode of operation using a timer or sensors detecting that the pedestrian has already passed.

At the time when the warning signaling is not activated, the pass gate, as well as the gate are open for passage the gates are open, the turnstile arms are lowered or turned to the position allowing passage. Upon initiation of the warning signaling of the railway level crossing the gates are closed, the turnstiles are reset to the unidirectional mode and they are controlled by sensors or controllers, as described above. Preferably, when the warning signaling is indicated, the gate remains closed.

When using elements such as turnstiles, preferably, gates are added, because they are unidirectional and can prevent passage of pedestrians towards the railway level crossing the signaling of the railway crossing is initiated. In this case, the pass gate will consist of only two turnstiles that allow to leave the railway level crossing area at the signaling time through the gate, closed at the time of signaling. When the signaling is out of operation, the gate can be passed.

When the elements formed by gates, are on the side adjacent to the railway lev el crossing, they are opened by controllers or sensors, as they are allocated to each gate. For the passage of persons with bulky objects is used the controller for bulky objects for both gates. When using sensors, the bulky objects are recognized and both gates are opened.

Alternatively, in the pass gate, gates that are nearer to the railway level crossing are used instead of turnstiles as the barrier elements, which gates are controlled manually by a controller or automatically by a sensor at the barrier for entry into the pass gate when it is closed during the time period signaling at the railway level crossing.

The pass gate can be the two-stream one, fitted with gates. As the barrier element a gate is used here. Two gates placed opposite to each other allow passage of persons with bulky objects, such as for example prams or carts. In the idle state, the gates are open and therefore fully passable. At the moment of initiation of the warning signaling at the railway level crossing and/or with an optional delay, the gates are closed. If a slower pedestrian remains in the railway level crossing area and gets nearer to the gate in the direction from the railway level crossing, either the gate opens automatically or the pedestrian activates by the controller the barrier element, to open it.

By this the pedestrian enters the pass gate, whose gates that are more distant from the railway level crossing already prevent access of other pedestrians towards the railway level crossing in the direction against it. When moving onward through the pass gate the pedestrian is again detected automatically by the sensor of the approached barrier for its automatic opening or the pedestrian activates opening of the gate by a controller of the barrier element.

The three-armed turnstile may be designed with inclined axis of rotation, its arms are adapted also for their independent rotation so that they can change the angle from the initial position with angle 120° as required. Each arm of the turnstile has its own segment that rotates it. Such turnstile allows the following function.

In the initial state, the turnstile is in the basic mode and has the arms in the basic position, i. e. each arm forms an angle 120° with the other two, the upper arm is in the horizontal position and the turnstile is in the unidirectional passage mode.

Thus, the arms are rotated in one direction, either by the force of the person or by a motor, whenever a person reaches the turnstile space or by an action of this person, such as by pushing a button.

This rotation angle is always 120°, so that only one person passes and the arms gradually change their positions.

At the moment when it is possible or necessary to make possible to allow for maximum throughput, the arm that has been in the horizontal position up to now and formed a barrier for passage is rotated by 120° and is so next to the previous arm and releases the passage to its maximum.

As soon as there is the need for the turnstile to return to the basic mode of operation, the arm that has previously independently turned will remain in its place, and the other arms will be rotated by 120°, thereby, a configuration of the arm is achieving that is necessary for the basic operation mode.

A cost-effective alternative to this solution is that the two arms are firm, on a common segment, and the pivot is just one. Such an arrangement has the disadvantage of all three swing arms only in that it takes longer to switch to the desired position and arm function. The turnstile may be a double segmented one with a vertical axis of rotation of the arms. The crossing barrier can be formed by a gate and a pass gate in connection with a half-sized lifting barrier on the road and a barrier on the road for separating of lanes to prevent bypassing of the lifting barriers.

This makes it possible to use only a half-sized lifting barrier with the advantage that the other half of the road is still passable for vehicles leaving the railway level crossing.

The barrier for pedestrians is designed so that the pedestrian cannot walk through it. The barrier may be formed of a grid of suitable material.

By associating the lifting barrier which prevents pedestrians from passing towards the railway level crossing and the barrier that prevents pedestrians from crossing to the half of road without a lifting a comprehensive safety system of the railway level crossing is obtained which system is common to pedestrians and vehicles. It saves the implementation of a barrier element on the roadside side with the lifting barrier.

The crossing barrier can be formed by a gate and a pass gate in conjunction with a double lifting barrier, whereby a safety system is formed that prevents pedestrians from entering the railway level crossing when the warning signaling is activated.

In this case, the crossing barrier element of the railway level crossing on both sides of the road and the barrier are saved because the lifting barrier prevents pedestrians from entering the railway level crossing in the entire width of the road.

A disadvantage is that it is an obstruction for exit of the vehicles from the railway level crossing, what can be prevented by the use of obstacle sensors, which activate lowering of the exit lifting barrier only when there are not any vehicles on the railway level crossing.

The advanced crossing barrier formed by a gate and a pass gate can be in connection with the lifting half-barrier on the road and the barrier on the road for separating the lanes, which half- barrier forms a system in this case, which is placed in front of the railway level crossing at the distance from 10 to 30 m.

This provides many advantages. One advantage is that the vehicle has space to bypass the vehicle that got stuck on the railway level crossing and to exit the railway level crossing. The vehicle is not hindered by the lifting barrier. Another advantage is that the vehicle that has passed the lifting barrier, for example when the road surface is slippery, cannot enter the railway level crossing.

The elements of the system prevent pedestrians from entering the railway level crossing at the time of the activated warning signaling.

The advantage is that the construction activity for the construction of the crossing barrier is transferred by moving forward to the territory not administered by the railway administrator where the negotiations to obtain the permits is simpler, and also the certification is easier as the more stringent railway standards are not applied and the individual elements are cheaper because of the mass production and the already existing certifications.

The advanced crossing barrier can be formed by a gate and a pass gate in connection, for example, with a lifting half-barrier situated on the road up to 60 m in front of the level crossing and a barrier on the road for separation of lanes.

Here, the barrier is adapted to prevent not only driving of vehicles towards the opposite direction, but also the pedestrians to cross to the other side of the road and to eventual bypassing of the lowered lifting barriers.

Preferably, the safety system is supplemented with the traffic sign Maximum Permissible Speed which reduces this speed of vehicles arriving towards the railway level crossing by additional traffic light and the mandatory light signaling at the lifting barrier, preferably implemented as some alternately blinking traffic light or some standard traffic light or by tri-color traffic light.

The barrier is advanced but not so much as the lifting barrier, for example to be at 10 to 30 meters and the barrier fills the space between the lifting barrier and the pass gate to prevent access of pedestrians to the level crossing.

The advanced crossing barrier may be formed by a gate and a pass gate in connection with an advanced lifting double-barrier.

The lifting barrier in the direction from the railway level crossing is closed at the time of initiated warning signaling, as well as the lifting barrier in the direction towards the railway level crossing and is used to prevent bypassing it by an undisciplined driver. However, if there is a vehicle between the lifting barrier and the railway level crossing, which vehicle is approaching the lifting barrier in the direction from the railway level crossing, the situation is monitored by a sensor for exit of vehicles and the lifting barrier is raised for passage of such vehicle and then lowered again.

Preferably, the lifting barriers are situated advanced to the level of the barrier or alternatively to 60 m ahead and they are supplemented by barriers on both sides of the road to prevent passage of pedestrians towards the railway level crossing.

Alternatively, the lifting barriers are placed at the railway level crossing.

The advanced barrier ahead of the level crossing exhibits an advantage in that the barrier is not at the railway level crossing which has protection zone of about 5 m, so that barriers do not fall under the strict regulations regarding their design embodiment and approval applicable to the railway level crossings, but it is regulated by regulations about road transport. Another advantage is that the sensor detecting pedestrians can detect a pedestrian who has overcome the barrier illegally in front of the railway level crossing to carry out respective protective measures.

Generally expressed, the safety system of the railway level crossing prevents pedestrians from arrival and the vehicles from entering the railway level crossing during the time period when the warning signaling is activated, wherein it allows exit of pedestrians and/or, preferably, exit of vehicles, from the railway level crossing. During the signaling time period it prevents passage of pedestrians and vehicles in both directions.

Preventing of the entry of vehicles to the railway level crossing at the time period of activated warning signaling allows only some models of the lifting barriers, namely the half-barriers, always two opposite to each other, on both sides of the railway level crossing, that are lowered during the start of the signaling activation at the railway level crossing, wherein the exit lifting barriers are controlled by a sensor preventing lowering of the exit lifting barrier when there is a vehicle in the railway level crossing or of the half-barrier in the access lane supplemented by a barrier of the road to separate the lanes to prevent bypassing of the lifting barrier from by driving in the other lane. The crossing barriers can be used on any railway level crossing, or with or without a lifting barrier when bypassing of the barrier by pedestrians is prevented by another barrier at the road and/or a safety barrier at the railway level crossing.

By using the pedestrian protection system at the railway level crossing, it is possible to significantly increase the safety of pedestrians in the railway level crossing, when compared to the use of systems according to the state of the art. The system eliminates the possibility of not respecting the lowered lifting barriers of the railway level crossing by the pedestrians.

Brief Description of the Drawings

FIG. 1 shows a system according to the invention where at the place selected for crossing of the railway track by pedestrians a crossing barrier is installed when the lifting barriers of the railway level crossing are lowered;

FIG. 2 shows the crossing barriers using a safety barriers at the road;

FIG. 3 shows the barrier elements formed by a gate and a turnstile;

FIG. 4 shows using of a barrier formed by two gates;

FIG. 5 shows using of a pass gate formed by two gates;

FIG. 6 shows using of a pass gate formed by a turnstile and a gate;

FIG. 7 shows using of a pass gate with higher throughput;

FIG. 8 shows using of a pass gate with higher throughput formed by gates

FIG. 9 shows a turnstile with an inclined axis of rotation of the arms and with releasable arms;

FIG. 10 shows a turnstile with a vertical axis of rotation of the arms;

FIG. 11 shows a crossing barrier formed by a gate and a pass gate 98 in connection with a lifting half- barrier;

FIG. 12 shows a crossing barrier formed by a gate and a pass gate in connection with a double lifting barrier and sensors;

FIG. 13 shows an advanced crossing barrier formed by a gate and a pass gate in connection with a lifting half-barrier and a barrier on the road for separation of the lanes;

FIG. 14 shows an advanced crossing barrier formed by a gate and a pass gate in connection with an advanced lifting half-barrier;

FIG. 15 shows an advanced crossing barrier formed by a gate and a pass gate in connection with an advanced double lifting barrier. Best Mode for Carrying Out the Invention

FIG. 1 shows a system according to this invention, which system can be used to increase safety of pedestrians at a site to be used for crossing of a railway track 85 by pedestrians, what is usually a walkway 2 in the place of a railway level crossing in a period of time when the warning signaling of the railway level crossing 111 is activated. In order to protect the pedestrians in the vicinity of the railway level crossing 111, in the embodiment according to the invention in the place where the pedestrians cross, a crossing barrier 76 is installed to prevent the pedestrians from entering the railway level crossing 111 during the period of time when the warning signaling of the railway level crossing 111 is activated. The railway level crossing 111 is provided with a crossing barrier 76 placed at locations of crossing of pedestrians adjacent to the lifting barrier 82 of the railway level crossing 111. Advantageously, the element 77 of the crossing barrier is preferably formed by a lifting barrier, a turnstile, a gate, or the like element, which element hinders pedestrians from entering the railway level crossing 111 during the period of time when the warning signaling is activated. The turnstile may be of various design, it may be a motorized one or non- motorized one, with various number of arms, for example with one arm to four arms, with a vertical or an oblique axis of rotation.

Preferably, the three-arm turnstile, preferably comprising a post with two turnstiles facing to opposite sides of the post, is advantageously used as the element 77 of the crossing barrier. [ Preferably, the element 77 of the crossing barrier is provided with a signaling component 79 of the barrier element for signaling to pedestrians that the crossing barrier 76 is closed in the crossing direction towards the railway level crossing 111 when the warning signaling is activated. In order to allow the pedestrians to pass the railway level crossing 111 only in the place determined to be used for crossing, preferably a safety barrier is installed in the area around the railway level crossing 111, which is advantageously installed in parallel with the railway track or with the walkway, and a safety barrier 86 is installed at the road, which is preferably installed in parallel with the road. They follow after the crossing barrier 76, and preferably they are formed by a rail or a fence.

The crossing barriers 76, preferably the gates, that are open before the initiation of the signaling at the level crossing, close during the time period when the warning signaling of the railway level crossing 111 is initiated so that the pedestrians now cannot start crossing towards the railway level crossing 111. The pedestrians who have already begun the crossing before the crossing barrier 76 was closed and are now in the railway level crossing 111, can leave the railway level crossing 111 through the crossing barrier 76 which is closed only in the direction towards the railway level crossing 111 and in the opposite direction it is still penetrable. Advantageously, this is achieved by a gate 81 controlled by a pedestrian using a controller 81 of the barrier element, placed on the post 91 or by the sensor 92 at the barrier detecting a pedestrian at the gate, or it is achieved by a turnstile that is unidirectionally penetrable during the time period when the warning signaling is initiated. Upon termination of the warning signaling, the crossing barrier 76, preferably the gates used for accessing the railway level crossing 111 are made penetrable, and the turnstiles are preferably bidirectional, and if they are so adapted, they allow passage with larger objects.

In case that a turnstile is selected as the crossing barrier element 77, it is rotatable only in one direction so that the pedestrians can walk through the turnstile only in the specified direction, and this in the direction from the railway level crossing 111. In the time period when the railway level crossing 111 is not signaling, the turnstile, preferably the pass gate is penetrable in both directions. This means that in the time period when the warning signaling of the railway level crossing 111 is activated it is still open and pedestrians can safely leave the crossing at any time in the direction from the railway level crossing 111.

For pedestrians with larger objects and wheelchair users, at least one barrier 76 is provided at each crossing which is advantageously penetrable for them by activation of the controller 81 element of the barrier or automatically by a sensor 92 at the barrier which detects bulky object in both directions and in the time period of activated warning signaling at the railway level crossing in the direction of exit from the railway level crossing.

In order not to close the pedestrians in the railway level crossing 111 between the crossing barriers 76 that is of the pedestrians in the railway level crossing 111 at the time when the warning signaling at the level crossing was initiated, the barriers 76 formed by gates 80 to be used for leaving the level crossing are closed with an adjustable delay after closing the gates 80 used for access/entry to/in the level crossing (s) 111 so that the pedestrians mange to leave the level crossing. Alternatively, the pedestrians are detected at the gate 80 by a sensor for opening the gate 80 behind the railway level crossing 111 in the direction of the passing pedestrian's view so that the pedestrian can leave the railway level crossing 1 11 without any problems.

In case that a turnstile is selected as the crossing barrier element 77, it is preferably rotatable in only one direction so that the pedestrians can walk through the turnstile only in the specified direction. During the time period the warning signaling of the railway level crossing 1 1 1 is initiated, it is closed only in the direction towards the railway level crossing 11 1, whereas in the direction from the railway level crossing 111 it is permanently open and pedestrians can safely leave the level crossing 111 at any time.

Alternatively, the lifting barrier 82 is divided into a section above the road and a section above the walkway which forms the barrier element 77 and closes the walkway adjacent to the element 77 formed by a turnstile or a gate. The lifting barrier 82 above the walkway is preferably closed at the start of the warning signaling at the railway level crossing and the element 77 next to it lets the pedestrians pass in the direction from the level crossing without any limitation.

By using the pedestrian protection system at the railway level crossing 111 , it is possible to increase the safety of pedestrians at the railway level crossing significantly, if compared to the use of the systems according to the state of the art. The system eliminates the possibility of disregarding the warning signaling and/or of the lowered lifting barrier 82 at the railway level crossing 111 by pedestrians.

The barrier 76 may be used for any type of the level crossing, for example for the one provided with a lifting barrier 82 over the whole road or over only a half of the road or without any lifting barrier 82.

FIG. 2 shows a crossing barrier 76 used for protection of pedestrians at the railway level crossing 11 1, which is provided also with a safety barrier 86 at the road that prevents pedestrians from entering the road near the railway level crossing 111 and entering of pedestrians into the railway level crossing 1 11 during the time period when the lifting barriers 82 are lifted, but the warning signaling at the railway level crossing 111 has already been initiated. The safety barrier 86 at the road is preferably formed by a rail or a fence. It is installed along the road, the start of which is located close to the railway level crossing 111 so that pedestrians cannot pass between the safety barrier 86 at the road and the lifting barriers 82, and/or the crossing barrier 76 and its end is located at a distance of 1 m to 100 m from the railway level crossing 111, preferably at 67 m, what corresponds to the distance a pedestrian walking with speed 4 km/h (= 1.11 m / s) walks in 1 minute, according to the calculation: s = v. t = 1.11. 60 = 66.66 m. The period of time 1 min was selected for this calculation because the usual time period from the initiation of the warning signaling to lowering of the lifting barrier is 45 s, and there is an increase of 15 s as a reserve.

Preferably, at the end of the safety barrier 86, at the road, that is to say at the place being most distant from the railway level crossing 111, on the side facing towards the road 1, a traffic sign 88 "No Entry for Pedestrians" is installed, which sign prohibits pedestrians from entering the road 1 behind the safety barrier 86 at the road, thus preventing their entering towards the railway level crossing 111 within the time period when the warning signaling is initiated but the lifting barriers 82 are not yet lowered.

Preferably, at the end of the safety barrier 86, at the road, that is at the location most distant from the railway level crossing 111, on the side away from the road 1, preferably towards the walkway 2, a mandatory sign is installed which orders to pedestrians to use the so marked lane or path, preferably the traffic sign 89 "Pedestrians Only". Preferably, the barrier 76 is formed by two barrier elements 77, preferably by a turnstile 78 and a gate 80.

Alternatively, the lifting barrier 82 is divided into a section above the road and a section above the walkway which forms the crossing barrier element 77 formed by a turnstile or a gate The lifting barrier 82 above the walkway is preferably closed, so as the gate 80 when the warning signaling of the railway level crossing is initiated and the element 77„ preferably formed by a turnstile 78 next to it lets the pedestrians pass in the direction from the railway level crossing 111 without any limitation.

In operation a dangerous situation often occurs when the pedestrians enter the railway level crossing 111 in the time period after initiation of the warning signaling when the lifting barriers 82 are not yet lowered. The installation of the safety barrier 86 at the roadside in combination with the passage barrier 76 effectively hinders occurrence of such dangerous situations that often end tragically. FIG. 3 shows the use of a turnstile 78 and a gate 80 as the barrier elements 77. To increase the safety of traffic in the railway level crossing 111 and in its surroundings for protection of the pedestrians, as the crossing barrier element 77 is used a combination of a gate 80 and a turnstile 78, which are placed next to each other.

Preferably, a turnstile or a group of turnstiles is provided for passage of pedestrians, wherein each turnstile is penetrable only in one direction, from the level crossing according to the arrow. In this case, the gate 80 is installed as an add-on to the turnstile 78, and it is determined to be used for passage with bulky objects, such as for wheelchair users, prams, cyclists. In the period of time when the railway level crossing is not signaling, it is open. When the signaling is initiated at the railway level crossing, it is closed, and for passage in both directions for pedestrians and bulky objects it is adapted for opening from the level crossing side.

Preferably, the gate is adapted so that it cannot be opened from the side towards the level crossing, what is preferably provided by some full and high door that does not allow to push a hand through it from the other side and to open the gate, or by placing this element of the controller 81 at the barrier far enough away from the gate.

Thus, if a cyclist or a pram is closed in the level crossing area, the controller 81 of the barrier element is used that is placed on the post 91 of the controller what opens the gate for passage and immediately closes it again.

Alternatively, sensors are used to open and close it as it is described in the other examples below.

This alternative is suitable for safety at level crossings for pedestrians, cyclists, and prams.

Alternatively, at a time when the signaling at the level crossing is not activated, the crossing barrier element 77, preferably a turnstile, is opened for passage in both directions, i.e. its three arms are pivotable in both directions and the gate is open, allowing passage for both the pedestrians and the cyclists or prams. As soon as the signaling at the level crossing is initiated with the meaning that a train set is approaching, the element 77, preferably a turnstile 78, is penetrable only in the direction from the level crossing, and thus it stops being penetrable in the direction towards the level crossing. In the direction from the level crossing, it remains being penetrable. The gate 80 is closed.

Alternatively, the turnstile is also adapted for bulky objects and preferably it is unidirectional in the direction towards the level crossing. In that case, the gate is closed during the period of time the signaling is initiated.

The view in the "D" direction below shows the plan view of the above-mentioned solution.

FIG. 4 shows a preferred embodiment of the invention, wherein the crossing barrier 76 comprises a crossing barrier element 77, what is a gate 80, which gate prevents pedestrians from entering the railway level crossing 111 at the time the warning signaling is initiated. Preferably, on each side of the road 1, and this on each side of the railway track 85, are installed two passage barrier elements 77, formed by a gate 80, wherein, each of the crossing barrier elements 77 is determined to be used for one of the two opposite directions of movement of pedestrians.

Preferably, a sensor 92 is installed at the crossing barrier within the pedestrian protection system of the railway level crossing , which sensor opens the gate 80 when a pedestrian is detected at the crossing barrier 76, in this case formed by the gate 80.

If a pedestrian starts crossing the railway level crossing 111 before the warning signaling is initiated, when all crossing barriers 76 are open, and after initiation of the warning signaling, when the gates are closed, the pedestrian is still in the railway level crossing 111, a pedestrian is detected by the detecting sensor 87 near the crossing barrier 76 and the crossing barrier 76 on the side behind the level crossing opens in the crossing movement of the pedestrian so that the pedestrian can cross and leave safely the railway level crossing 111.

The other gates remain closed so that the pedestrians cannot enter the railway level crossing 111 at the time when the warning signaling is initiated, and this also in the period of time when the lifting barriers 82 are still raised. After activation of the warning signaling when the gates are closed, the passage away from the level crossing also of persons with larger objects such as prams, bicycles , carts, etc. is enabled by activating of the controller 81 of the barrier element, whereby both gates are opened and after passage they are closed again.

In this example, the barrier 93, which is distant from the road is formed by a transverse rail to the road, parallel to the track, or parallel to the walkway 2. The barrier 93 is built according to local conditions. In this figure it may be a wall or other structure.

FIG. 5 illustrates the use of the crossing barrier element 77 as a gate 80 and a pass gate 98 fitted with the other two gates 80 in the crossing barrier 76. Preferably, to increase throughput another element 77 is added, minimally one turnstile 78, plotted as alternative solution in dashed lines. It is a similar embodiment as in FIG. 4 extended by other gates forming a pass gate 98.

So long as the signaling at the level crossing is not activated, the gates 80 are in the open position, what is indicated in dashed lines, and the turnstile arms 78, when the turnstile is used, are preferably rotatable in both directions or the turnstile arm 78 is lowered downward for free passage in both directions. If the railway lever crossing warning signaling is not activated, pedestrians, cyclists, prams move in the direction of arrows 100 of the bidirectional pass gates 98 and gates 80, or preferably according to arrows for unidirectional organized passage.

As soon as the signaling is initiated, the gates 80 are closed, the turnstile starts to be rotatable only in the direction of the arrow 95 away from the level crossing and therefore they be used by pedestrians who were left in the level crossing area when the signaling was initiated to leave the level crossing. If a cyclist or a wheelchair user or a person pushing a pram need to leave the level crossing, such person proceeds in the direction of the arrow 96 and uses the controller locking element 81 near the barrier in the vicinity of the throughput 98, or the person is detected by the barrier sensor 92.

Thereby, for such person opens the nearby gate 80 of the level crossing and the person can thus proceed to the pass gate 98. The gate 80 is closed after passage of this person either after a certain time or on the basis of monitoring by a sensor 92 at the barrier, which is located in the pass gate 98.

Subsequently, such person with a bulky object, e.g. a cyclist, or a person in a wheelchair, or a person with pram activates the controller 81 of the barrier element, or it is detected by a sensor 92, in this time by the one corresponding to the remote gate 80, which gate opens, the person may leave the pass gate.

This layout prevents entering of a person in the opposite direction, that is towards the level crossing if such person would intend to abuse the opening of the barrier element by a person who wanted to leave the level crossing area and thereby get into the level crossing area.

The crossing barrier element 77 represented by a turnstile 78 is preferably formed by gates 80 and optionally it is used to increase throughput. In case it is not used, the only barrier are the pass gate 98 and the gate 80. Optionally, the entrance into the pass gate 98 is indicated by the arrow 96 and is only for pedestrians with bulky objects and the entrance to the turnstile indicated by the arrow 95 is for other pedestrians.

In case that the turnstile is not used, the pass gate 98 is used also by the pedestrians to leave the railway level crossing 111 in the time period the warning signaling is initiated. The barrier 97 to the walkway prevents passage of persons between the pass gate and the walkway 2 in the immediate vicinity of other barrier elements.

FIG. 6 shows the use of the barrier elements 77 in the form of a turnstile with tiltable or releasable arms. The barrier 76 is formed by a gate 80, a turnstile 78 and a pass gate 98, and an increase in throughput, alternatively with a turnstile drawn with dotted lines.

In addition to a conventional function of a three-arm turnstile, the turnstile 78 whose arms rotate about the vertical or an oblique axis, subsequently always to 120°, is adapted for the function to release the passage by releasing one arm, and this by diverting it, lowering it or shifting it to a position where it does not hinder passage, as it is described in detail with regard to Figs 9, 10, 1 1. By releasing of the turnstile arm, the throughput of the turnstile will be increased to a level of an open gate. Prior to initiation of the railway level crossing, all gates 80 and turnstiles 78 are free to pass.

At the moment the railway level crossing signaling is initiated, the gate 80 closes and the turnstiles switch to the normal unidirectional turnstile mode, which mode allow passage only in the from the level crossing.

If there is a requirement for the passage of a person driving a stroller or cyclist at the time of activation of the railway level crossing signaling, this person presses the locking element actuator 81 in front of the turn 98 at the passageway 98 closer to the passage. This will turn or turn the arm of the turnstile to create a free passage into the drain. Subsequently, the turnstile 78 closes in the direction of the crossing, i.e., the folded or folded arm returns to its original position preferably automatically or by further turning of the arms. In the passage, this person presses the barrier actuator 81 associated with the gate 80, i.e. the guard member 77, which is farther away from the crossing, which opens. Alternatively, the barrier elements 77 may be gradually opened automatically upon the guidance of the barrier sensors 92. Similarly to the solution in Figure 5, this pass-through solution 98 prevents the passage of persons to the crossing by opening the barrier by the person who wants to leave the crossing area by abusing the person who would illegally enter the crossing area when the signaling is activated. Preferably, a turn 78 is provided between the passage 98 and the gate 80 for increasing the throughput of the barrier 76 from the passageway.

In this case, pedestrians use this turnstile and the pass is designed for pedestrians with bulky objects.

Alternatively, instead of the pass gate 98, only a turnstile 78 is used, since pedestrians with bulky objects are relatively small, so that there are not many requirements for passage through a turn-over turntable in the direction of transition.

FIG. 7 shows an example of a multi-stream solution of the filter. This means that on each side of the pass gate 98, closer to and further from the crossing, there are located two barrier elements 77, in this example two turnstiles in the nearest two gates. The principles of function are the same as in Figure 6, but such a pass allows for higher throughput. Each of the turnstiles 78 is intended for one-way passage of one pedestrian away from the crossing. This means that it will release one pedestrian in the direction of the arrows 96 from the crossing and this arrangement will not allow the turnstiles 78 to move in the direction of the arrows 96 and thus towards the crossing at the time of the warning signal. For the exit from the passage 98, the pedestrian activates the driver 99 for bulky objects or is detected by the sensor 92 in the gate 80 controlling the gate.

Both turnstiles are passageways for one person in the direction of the arrows 96. Walkers with bulky objects, such as a pushchair, by pushing the bulky object passage 99 actuate the opening of both turnstiles for the passage of bulky objects by running or turning the arms as described in FIG. 9, 10. To exit the power switch, the actuator 81 activates in the pass-through to open the two gates 80 on the side of the passage away from the passage. Preferably, the elements 77 are controlled only by sensors 92 which are set so that each sensor 92 only captures the pedestrian closer to it, and therefore only the proximal element 77 opens to each pedestrian. The pedestal with the bulky object is registered by both sensors and is therefore activated passage for bulky items with both lanes.

This is true for both ends of the pass. Locking elements 77 are optionally formed by gates 80 or turnstiles 78. When the turn-up turnstiles 77 for gate 77 elements 98 are selected to ensure passage at signaling time only in the direction of arrows 96, it is sufficient and in themselves not to realize the entire pass 98 At a time when the alert is not activated, all the elements 77 open and turnstiles open or turn the free passage arms. In case of needing a pedestrian with a bulky object, both turnstiles will switch to a fully-through state for the bulky objects of the detector 92 to detect the bulky object or the actuator 81. After the pedestrian with a bulky object, the turnstiles are converted into unidirectional operation by a timer or sensor detecting walker has already passed. Pass gate— 98, as well as gate 80, is preferably at a time when the free passage alert signal is not activated, the gates 80 are open, the turnstile arms 78 lowered or turned into a loose through position. Upon the initiation of the crossover warning, gates 80 are closed, the turnstiles 78 are converted into unidirectional operation and are controlled by sensors 92 or actuator 81 as described above. Goal 80, on the right in the figure, is preferably closed when the crossing warning is closed.

When using the elements 77 formed by the turnstiles 78, they are preferably not filled by the gates 80, as they can self-avoidably, by being unidirectional, passage of the pedestrians to the crossing at the time of the signaling of the crossing. In this case, the pass 98 will consist of only two turnstiles 78, which allow to leave the passage at the time of signaling with the gate 80 in the figure on the right, at the time of signaling closed. Beyond signaling, goal 80 is intermittent. When the element 77 is formed by the gates 80, on the side of the crossing, these are opened by the actuators 81 or the sensors 92 corresponding to each gates 80. For the passage of persons with bulky objects, the actuator 99 for the bulky objects for the two gates is determined. When using sensors, bulky objects are recognized for opening the two gates.

Alternatively, in the pass gate 98, as the containment elements 77, they are closer to the crossing than the gate turnstiles which are controlled manually by the actuator 81 or automatically by the gate 92 at the time of closure at the time of signaling 111.

FIG. 8 shows a double-pass filter 98 fitted with gates 80. As gate 80, gate 80 is always used. The two gates 80 allow passage to persons with bulky objects such as strollers or carts. In the idle state, the gates 80 are open and thus fully transverse. At the moment of the commencement of the crossing warning or with an optional delay, the gate 80 closes. If the pedestrian in the passageway 111 remains slower and approaches the direction of the passage to the gate 80, either the gate 80 automatically opens on the gate by the sensor 92 at the gate, or the pedestrian activates the gate lock actuator 81 to open it. This pedestrian enters a pass, the goal 80 of which is further away from the crossing, which prevents other pedestrians from crossing the passageway 111 in the opposite direction. In the pass-through process, it is automatically detected again by the sensor 92 at the closure closest to its opening automatically or by itself activating the opening of the gate by the guard member 81.

FIG. 9 shows a solution of a three-armed turnstile 78 with an inclined axis of rotation, which has arms adapted for their separate rotation so that they can change the angle between them, as required, from the basic position when they clamp 120 °. Each turnstile arm 107 has its own segment 108 of a turnstile that rotates it. For example, such a turnstile allows the following function.

In the initial state the turnstile is in basic functional mode and its arms are in the basic position, i.e. each arm forms with the two other arm an angle 120 °, the upper arm is in the horizontal position, and the turnstile is in the one-way passage mode. Thus, the arms rotate in one direction, turned either by the force exerted by the passing person or by a motor, always after arrival of a person into the turnstile space or on the basis of action of the person, such as by pushing of a button. This rotation is always by 120 °, so that one person passes along the arms 107 gradually interchange change their positions. At the moment, when it is possible or necessary to allow maximum throughput, the arm 107, up to now in the horizontal position and forming a barrier in the passage, is rotated by 120 ° and is attached to the foregoing arm and releases the passage to the maximum extent.

As soon as there is some need to return the turnstile to return to its the basic mode, the arm that has previously independently turned will remain in its place, and the other arms will rotate by 120 °, whereby, the arm configuration is achieved that is necessary for the basic operation mode. The cost-effective alternative to this solution consists in that the two arms are firm, placed on a common segment, and only one is rotatable. Such an arrangement exhibits a disadvantage with regard to all three turnable arms only in that switching into the required position and arm function take longer.

FIG. 10 shows a twin-segment turnstile with a vertical axis of rotation of the arms. The functionality of the arms 107 is the same as in the example according to FIG. 9.

FIG. 11 shows a crossing barrier 76, preferably formed by a gate 80 and a pass gate 98 in connection with a lifting half-barrier 82 on the road and a barrier 333 on the road for separation of traffic lanes to prevent bypassing of the lifting barrier 82. Preferably, this allows to use of only lifting half-barriers, wherein the other half of the road is still free for driving of vehicles leaving the railway level crossing 111.

In the "D" view, the barrier 334 for pedestrians is designed so that a pedestrian cannot walk through it. In this example, the barrier 334 is formed by a grid made of a suitable material. By association the lifting barrier that prevents pedestrians from crossing to the railway level crossing 111 and a barrier preventing pedestrians from passing to the half of the road that is without a lifting barrier a comprehensive safety system 335 for pedestrians and vehicles is formed.

It will save implementation of the part of the protective barrier 86 that is indicated on the road drawn in this FIG. with dashed lines.

FIG. 12 shows the crossing barrier 76 formed by a gate 80 and a pass gate 98 in connection with a doubled lifting barrier 82 that is lowered at the time of signaling on the level crossing, wherein exit half of the barrier 82 is controlled by a vehicle sensor which vehicle hinders lowering of the lifting barrier when the vehicle is still in the railway level crossing, in order to allow exit of such vehicle. Su a safety system 335 of the level crossing is designed which, at the time of signaling at the level crossing prevents pedestrians from entering the level crossing 111, and during the period of time pedestrian can only walk from the level crossing 11 1.

In this case, the barrier element 77 of the level crossing on both sides of the road and the barrier 333 are saved as the lifting barrier 82 prevents pedestrians from entering the level crossing in the entire width of the road.

If a vehicle sensor 106 would not be installed, the disadvantage would be that it would hinder the exit of vehicles from the lever crossing 111. This can be avoided exactly by using crossing obstacle sensors 106 in the level crossing that activate lowering of the lifting barriers only when vehicles are not present in the level crossing.

FIG. 13 shows a system with a forward barrier 76 in the crossing, which barrier is preferably formed by a gate 80 and a pass gate 98 in connection with a lifting half-barrier 82, in this example placed in front of the width 163 of the dangerous zone of the level crossing, typically 2.5 m, and in case that the barrier 76 is formed by the pass gate 98, preferably also minimally plus the length of the pass gate 98, usually 4 m. Further, the system 335 comprises a barrier 333 on the road for separation of the traffic lanes and preventing bypassing of the lifting barrier 82 only across a half of the road width 163 of the dangerous zone of the level crossing is in sufficient distance from the level crossing so that a vehicle has space to bypass the vehicle 160 stuck on the level crossing via the route 169 and to clear the level crossing 111. The lifting barrier is not an obstacle in this case so as it is in the example shown in Fig. 11 , 12. Further, it is to avoid that the vehicle that passes the lifting barrier 82 does not slide into the level crossing, for example when the road surface is slippery, does not run into the level crossing, and it is to provide that there is enough space behind the lifting barrier 82.

The elements of the safety system 335 prevent a pedestrian from entering the level crossing in the period of time of the level crossing signaling, but allow to leave the exit area to leave. The advantage is that the construction activity for the construction of the obstacle 76 will be transferred to the non-railway territory where the negotiations on the permits are simpler and the certification is easier as the more stringent railway standards are not applied and the individual elements are cheaper due to the mass production and existing certifications. FIG. 14 depicts a safety system 335 formed by an advanced crossing barrier 76, preferably formed by a gate 80 and a pass gate 98, in connection with the advanced signaling device 125 provided with a lifting half-barrier 330 and a barrier 333 on the road for separation of the traffic lanes. The barrier 333 is here adapted to prevent not only passing of the vehicles into the opposite direction but also to pedestrians in crossing to the other side of the road and eventually bypassing the lifting barrier 82 and driving around the lifting barrier 330 and thereby the barrier 76.

Advantageously, the signaling device 125 is located further than what is the width 162 of the railway protection zone that is under the administration of the railway authority. This width is usually 60 m. Therefore, the administrative proceedings required to permit the installation of this device is very lengthy. On the other hand, the administrative procedure for signaling devices 125, which are preferably located beyond the railway protection zone, is considerably faster, as it is carried out by the authorities responsible for road traffic.

If an exception can be obtained, it is possible to install the signaling device 125 in the railway protection zone.

The signaling device 125 serves to reliably stop the vehicles before the level crossing.

In this example, the signaling device 125 cooperates with the elements 76 by preventing access of pedestrians to the level crossing across the road at the time of initiated signaling at the level crossing and thus bypassing the crossing barrier 76 by pedestrians mainly by means of the barrier 333, wherein it does not prevent leaving of the level crossing.

In the time without signaling, it allows passage in both directions.

The signaling device 125 includes a traffic sign 110 Speed Limit which sign lowers the speed of the vehicles coming to the level crossing, further mandatory signaling 323, what is preferably traffic light 103 which is placed at the lifting barrier 330, preferably one further traffic light ahead of the barrier 330, at a distance of 30 - 60 m, serving to stop vehicles before the lifting barrier 330 at the time of the warning signal. The barrier 76 is advanced less than the lifting barrier 330, preferably in this example to a place which is in front of the width 163 of the dangerous zone of the level crossing, which width is for example 2.5 m from the center of the nearest rail, wherein the safety barrier 86 fulfills the area between the lifting barrier 330 and the barrier 76 to prevent access of pedestrians to the level crossing.

FIG. 15 shows the safety system 335 preferably comprising the advanced crossing barrier 76, preferably formed by a gate 80 and a pass gate 98, in connection with a double advanced lifting barrier 82 across the entire width of the roadway.

The lifting barrier in the direction from the level crossing is closed at the time of the signaling at the level crossing, as well as the lifting barrier in the direction towards the level crossing and serves to prevent bypassing the lifting barrier 82 by an unruly driver in case if it would be only across one half the road and it prevents the pedestrians from bypassing the barrier 76. However, if between it and the level crossing is a vehicle that approaches it in the direction from the level crossing, the situation is sensed by the sensor 104 for driving out of vehicles and the exit lifting barrier is not lowered to allow passage of such vehicle and if it is already lowered it is raised up and then lowered again.

The lifting barriers 82 are in this example advanced to the level of the barrier 76 preferably formed by the pass gate 98 placed in front of the width 163 of the dangerous zone of the level crossing, usually 2,5 m.

Alternatively the lifting barriers 330 are advanced. In this figure it is shown with dotted lines . They are located in front of the railway protection zone width 162, and are supplemented by protective barriers 86 disposed between the barrier 76 and the lifting barrier 330 on both sides of the road to prevent passage of pedestrians towards the level crossing, and thereby overcoming of the barrier 76.

The advantage is that with the sensor 400 for pedestrians it is possible to detect a pedestrian who has overcome the barrier 76 illegally before the level crossing, to take safety measures.

In this example, two lifting half-barriers are used on both sides of the road that prevent bypassing of the barrier 76 the pedestrians in the direction to the level crossing at the time of signaling at the level crossing, because they are lowered at the beginning of the signaling at the level crossing.

The lifting barrier at the exit is preferably provided with a detector 104 which ensures that it is not lowered if vehicles moving from the level crossing are detected. Alternatively, the lifting half-barriers are used only over a half of the road and they are completed with a barrier 333 on the road for separation of the traffic lanes on the road, what prevents pedestrians to pass to the more distant traffic lane where the vehicles move from the level crossing and so bypass the barrier 76.

Industrial applicability

A system to increase the safety of pedestrians in railway level crossings is suitable to be used in all railway level crossings protected by lifting barriers, especially there where there is increased pedestrian traffic.