The monopoly of the railway companies and rigid railway regulations and carrier tariffs at the majority of the European railways have significantly contributed to the drastic reduction in the share of railway traffic in surface transport across all of Europe. Many years of stagnation and the absence of investment into railway transport, particularly regarding railway stations as well as other useful structures along the railway lines of a similar or same function, have led to the neglect and uselessness of these facilities in the railway system. High maintenance prices affect additional neglect, even destruction of railway stations and other buildings on the railway grounds, and construction of functional roofed platforms for passenger handling. Regardless of the fact that in their past, the construction of railway lines was the stimulator of the development of various regions and towns, today railway stations have become unattractive places where people stay just for a short time and only in transit, which is much the case in the Republic of Croatia, but it should be pointed out that even the developed countries have similar problems. The approaching and opening of railway companies to the passengers, as well as the local government, is the priority for serious market competition with competitive road transport. In order to achieve this, a crosssection of the current condition of the basic function of railway companies in the transport of passengers should be made. The introduction and development of integrated transport of passengers is the next step in the creation of competitive supply of the railway companies. The separation of railway carriers from railway infrastructure means also recognition of the important role of infrastructure management in transforming the railway stations from neglected and unattractive places to places with multifunctional facilities. In the first step it is necessary to make a cross-section of the current additional facilities at railway stations, and then to design and supply new facilities motivating the existing passengers to stay longer at the station, and also attracting new users towards stations, i.e. passenger trains. In the future, apart from the traffic function, the railway stations, as gateways to the cities, need to also take over a part of the economic, commercial, cultural, sport and other social functions of the city.
Željeznička poduzeća ulažu značajne resurse u stvaranje tehničkih uvjeta za odvijanje prometa. Posebna pozornost posvećuje se visokoj stručnosti i savjesnosti željezničkih radnika. Sve to dovodi do toga da je ponašanje drugih osoba, odnosno osoba koje nisu izravno uključene u željeznički promet, uzrok preko 90% izvanrednih događaja. Te činjenice za željeznička poduzeća zahtijevaju sagledavanje šireg konteksta sigurnosti prometa. To je jedan od temeljnih smjerova safety.guru INSTITUTA. Nije više dovoljno statistički zbrajati broj nastradalih u prometu i zaštiti se od odgovornosti. Društveno odgovorna prijevoznička poduzeća bave se prepoznavanjem ponašanja ljudi u prometu te čovjeka stavljaju u središte prometnog sustava. U sagledavanju šireg konteksta sigurnosti prometa i traženja rješenja za navedene uzroke izvanrednih događaja sve se više uključuju stručnjaci iz područja psihologije. Promet i psihologija sve češće moraju ići ruku pod ruku. U tom cilju izrađena je matrica koja obuhvaća područja sigurnosti, kulture, prometa i psihologije. Za svako pojedino područje prvo su utvrđeni osnovni elementi koji se prate, a zatim su ti elementi ponderirani prema važnostima. Funkcionalnost matrice testirali su timovi studenata na Međunarodnom Sveučilištu Libertas i na Veleučilištu Hrvatsko zagorje Krapina. Analiza primjene matrice provela se je radi ocjenjivanja stanja određenog promatranog područja gdje se križaju cestovni i željeznički (tračnički) promet, podizanje svjesnosti o opasnostima u prometu te poticanje studenata na sustavno razmišljanje. Testiranja su provedena na konkretnim mjestima gdje se susreće cestovni i željeznički (odnosno tračnički) promet. Osim samih rezultata Matrice za pojedina navedena mjesta studenti su navodili svoje primjedbe i prijedloge na sam sadržaj.
S aspekta sigurnosti željezničkog prometa tehnička razina sigurnosti i osposobljenost željezničkih radnika na visokoj je razini. Analize izvanrednih događaja u željezničkom prometu pokazuju kako najveći broj ozbiljnih nesreća prouzroče druge osobe. To su osobe koje nisu izravno povezane sa željezničkim prometom poput putnika ili željezničara. Već desecima godina u Hrvatskoj se provode različite preventivne akcije usmjerene prema drugim osobama kao što je akcija „Vlak je uvijek brži“. Povremeno su preventivne akcije željezničkih poduzeća u vezi s događajima izvan željezničkog sustava. Jedan od takvih je i promoviranje Rijeke kao Europske prijestolnice kulture u 2020. Grad Rijeka centar je povijesne, kulturne, ali i prometne različitosti i povezanosti. Prometna povezanost odnosi se na Luku Rijeku i Mediteranski koridor. Taj jednogodišnji događaj bila je izvrsna prilika za podizanje razine sigurnosti i kulture u željezničkom prometu. Temeljem navedenog teza koja je postavljena u radu je da se urbana, umjetnička intervencija na željezničkim objektima u Rijeci može temeljiti na suvremenim smjernicama društveno odgovornog poslovanja i održivog razvoja. U prvom redu bilo je potrebno napraviti analizu stanja željezničkih objekata na kojima je moguće provoditi urbanu umjetničku intervenciju. To su željeznički mostovi, željezničko-cestovni i pješački prijelazi, željezničke ograde, željeznička pruga i druge zgrade. Metodom promatranja i fotografiranja postojećeg stanja izrađena je podloga za sinteze stečenih informacija i znanja. Očekivani je rezultat rada utvrđivanje i provođenje preventivnih akcija na željezničkom području u Rijeci te smanjenje broja izvanrednih događaja.
This study investigates accidents at active level crossings (LCs) in Croatia (A.1.3., by ERA classification) equipped with barriers or half-barriers and warning automatic devices (light and sound signalling). Statistical data were collected to identify the number of yearly broken barriers and half-barriers, causes, consequences, time, location and spatial distribution of accidents. Only collisions with barriers and half-barriers were analysed. Although active LC protection systems effectively prevent accidents due to road user errors, there are many broken barriers or half barriers at the LCs (378 in 2020, 435 in 2019), which indicate risky driving behaviour of LC users. The results of the analysis show a declining trend. Still, as the high number of barriers or half-barriers at the LCs were in most cases broken just before the train was approaching, for which they were lowered, this could have led to severe accidents. Based on this, we can assume that the most significant focus of accident prevention and improving safety at LCs in the future need to be on human behaviour.
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