216. Regulation of the Federal Minister for Transport, Innovation and Technology on the securing of railway crossings and the behaviour of the rapprochement and the crossing of railway crossings (Railway Cross Regulation 2012-EisbKrV)

Due to § 49 (1) and (3) of the Railway Act 1957, BGBl. N ° 60, as last amended by the Federal Law BGBl. I No 124/2011, shall be arranged:

table of contents

Type/Clause	Object/Label
Section 1
General
§ 1.	Scope
§ 2.	Definitions
Section 2
General provisions
§ 3.	Obligation to secure
§ 4.	Types of backup
§ 5.	Decision on the type of backup
§ 6.	Treatment as a rail crossing
§ 7.	Different types of protection for the two directions of the road and against both directions of the railway
§ 8.	Special provisions for trams and for other railways which operate in a longitudinal direction of the road
§ 9.	Reviews
Section 3
Safety devices, additional panels and additional equipment
§ 10.	Safety devices
§ 11.	Additional panels
§ 12.	Additional facilities
§ 13.	Other additional facilities
Section 4
Importance, nature, shape and dimensions of the safety devices and additional panels
	Andreascrosses
§ 14.	Meaning
§ 15.	Nature, shape and dimensions
	Pretext characters
§ 16.	Dimensions
	Additional panels
§ 17.	Meaning
§ 18.	Dimensions
	Light sign
§ 19.	Nature and Form
	Barriers
§ 20.	Execution of barriers
§ 21.	Execution of the shrine trees
Section 5
Installation of the safety devices
§ 22.	Andreascrosses general
§ § 23. -25.	Andreascrosses, prescribable signs and additional board "pay attention to trains" during the security by providing the necessary sifting space
§ § 26. -27.	Andreascrosses, sign signs and additional board "pay attention to whistle signal" during the fuse by giving off acoustic signals from the rail vehicle
§ § 28. -29.	Andreascrosses and light signs in the fuse by light signs
§ § 30. -33.	Andreascrosses, light signs and barrier drives with cupboard trees in the fuse with light signs with barriers
§ 34.	Protective equipment for safety devices
6.
Admissibility of the types of protection
§ 35.	Securing by providing the necessary sifting space
§ 36.	Protection by providing acoustic signals from the rail vehicle
§ 37.	Securing by light signs
§ 38.	Protection by light signs with barriers
§ 39.	Backup by guarding
Section 7
Requirements for the types of backup
	Securing by providing the necessary sifting space
§ 40.	Principle
§ § 41. -43.	Point of view, point of view, crossing point
§ 44.	Determination of the location of the visual points
§ 45.	Determination of the approximate time required and the location of the required points of view
§ § 46. -47.	Required view space, existing view space
§ 48.	Determination of the existing sifting space
§ 49.	Keeping the required sifting space
§ 50. -51.	Visibility obstructing conditions
§ 52.	Measures in the event of a temporary restriction of the necessary sifting space during the securing by the guarantee of the required safe space
	Protection by providing acoustic signals from the rail vehicle
§ 53.	Principle
§ 54.	Determination of the location of the visual points
§ 55.	Determination of the required approximate time of the rail vehicle and the location of the required points of view
§ 56.	View Room
§ 57.	Keeping the existing sifting space
§ § 58. -60.	Location and importance of signals for railway operations
§ 61.	Provisions relating to carriage of rail vehicles
	Securing by light signs
§ 62.	Stamina Duration
§ § 63. -64.	Connection of the light signals; required approximate time of the rail vehicle
§ 65.	Required approach time of the rail vehicle when the light signs and remote monitoring are switched on in the driving mode
§ 66.	Required approach time of the rail vehicle in the case of travel-related switching on of the light signals and the driver monitoring system
	Protection by light signs with barriers
§ 67.	Stamina Duration
§ § 68. -69.	Connection of the light signs with barriers; required approximate time of the rail vehicle
§ 70.	Required approach time of the rail vehicle in case of travel-related connection of the light signs with half-barriers and remote monitoring
§ § 71. -72.	Required approach time of the rail vehicle in the case of travel-related connection of the light signs with full barriers with simultaneous closing of the barrier trees and in the case of light signs with four-part full barriers with the offset closing of the Barrier trees and remote monitoring
§ 73.	Required approach time of the rail vehicle in the case of travel-related connection of the light signals with barriers and the driver monitoring system
	Common rules for the safety of light signs and light signs with barriers
§ 74.	Technical implementation of the light signs and the light signs with barriers
§ 75.	Required length of the switch-on distance when the light signs and the light signs are switched on in the travel mode with barriers
§ 76.	Disconnection of the light signs and the light signs with barriers
§ 77.	Local switch mode
§ 78.	Arrangements for service life without scheduled train traffic
§ 79.	Arrangements for exceptionally high speed on the train
§ 80.	Temporary withdrawal of light signs, light signs with barriers and barriers
§ 81.	Temporary restriction of the necessary sifting space in connection with the establishment of light signs or light signs with barriers
§ 82.	Interaction of light signs or of light signs with barriers with light signals on street reculations
	Backup by guarding
§ 83.	Surveillance and regulation of road traffic by bracles or by armmarks and auxiliary equipment
§ 84.	Surveillance and regulation of road traffic through light signs
§ 85.	Start and duration of the monitoring process
§ 86.	Equipment of the monitoring bodies
8. Section
Monitoring of light signs and light signs with barriers
§ 87.	Types of monitoring
§ 88.	Remote monitoring
§ 89.	Drivers ' monitoring
§ 90.	Recording of functions of light signs and light signs with barriers
Section 9
Malfunctions, errors and measures in the event of a malfunction
§ § 91. -92.	Malfunctions
§ § 93. -94.	Error
§ 95.	Measures in the event of a fault
Section 10
Rules of conduct for road users in the approximation and in the case of the crossing of railway crossings
§ 96.	Prohibitions
§ 97.	General bids
§ 98.	Special bids for "Speed restriction (maximum speed)" and "Stop" at the sign-in sign
§ 99.	Special offers for light signs, light signs with barriers or barriers
§ 100.	Translation of railway intersections with animals
§ 101.	Behaviour on trams and other railways, which operate in a longitudinal direction of the road
11.
Final provisions
§ 102. -104.	Transitional provisions
§ 105.	Notification of notification in accordance with Article 12 of Directive 98 /34/EC
§ 106.	Entry into force, external force

Appendix 1: Determination of the locking routes d, d 1 and d F

Appendix 2: Additional board "pay attention to trains"

Appendix 3: Additional board "pay attention to whistle signal"

Appendix 4: Rotating warning signal

Section 1

General

Scope

§ 1. (1) This Regulation shall apply to any rail crossing with a main or secondary railway, a tram, a connecting web or a material web, in the course of a public transport road, in the course of a public transport rail crossing. Railways Act 1957 (EisbG), BGBl. N ° 60, as last amended by the Federal Law BGBl. I No 25/2010, irrespective of whether the railway crosses the road or opens into it.

(2) This Regulation shall not apply to non-public railway crossings, to railway crossings used only for domestic services and to railway corridors.

Definitions

§ 2. For the purposes of this Regulation:

1.		Railway crossing: railway crossing in accordance with section 1 (1);
2.		Street with public transport: street according to § 1 para. 1 StVO 1960;
3.		Danger sign "Railroad crossing with barriers": the road sign according to § 50 Z 6a Road Order 1960 (StVO), BGBl. Nr. 159 idF BGBl. I No 93/2009;
4.		Danger mark "railway crossing without barriers": the road sign according to § 50 Z 6b StVO;
5.		"Speed restriction (maximum permitted speed)": the Road signs according to § 52 Z 10a StVO;
6.		"End of speed limit" sign: the road sign according to § 52 Z 10b StVO;
7.		"Halt" sign: the road sign according to § 52 Z 24 StVO;
8.		Road: a land area intended for the transport of pedestrians or vehicles, together with the building facilities in its course and used for the purpose of this traffic, in accordance with Article 2 (1) (1) of the StVO;
9.		Road: the part of the road intended for vehicle traffic in accordance with Article 2 (1) (2) (2) of the StVO;
10.		Cycle path: a road marked for traffic with bicycles and marked as such in accordance with Article 2 (1) (8) of the StVO;
11.		Walkway: a part of the road defined for the pedestrian traffic of certain parts of the road, defined by the roadway by means of marginal stones, ground markings or the like, in accordance with Article 2 (1) (10) of the StVO;
12.		Walkway: a route defined for the pedestrian traffic of certain and identified as such in accordance with § 2 (1) (11) of the StVO;
13.		Walking and cycling routes: a road for pedestrians and cyclists and designated as such in accordance with § 2 (1) (11a) of the StVO;
14.		Freilandstraße: Straße according to § 2 Abs. 1 Z 16 StVO;
15.		Local area: road network pursuant to § 2 paragraph 1 Z 15 StVO;
16.		Guideline: a longitudinal marking in accordance with § 5 of the Soil Market Regulation;
17.		Blocking line: a longitudinal marking in accordance with § 6 of the Soil Market Regulation;
18.		Blocking surface: another mark in accordance with § 21 of the German Soil Marking Ordinance;
19.		Haltelinie: a cross marking in accordance with § 14 of the Soil Market Regulation;
20.		Order line: a cross marking in accordance with § 15 of the Soil Market Regulation;
21.		Rotating warning signal: three-winged sign according to Appendix 4 with a diameter of approximately 1 m, consisting of three circular ends, which are offset by 120 ° with respect to each other and rotate together about a horizontal axis. The stems are white and the circular ends are red with white border;
22.		StVO 1960: Road Traffic Regulations 1960 (StVO), BGBl. Nr. 159 idF BGBl. I No 93/2009;
23.		StVZVO 1998: Ordinance of the Federal Minister of Science and Transport on Road Signs (Road Signing Ordinance 1998-StVZVO 1998), BGBl II No. 238/1998;
24:		Soil Market Regulation: Soil Market Regulation, BGBl. No. 848/1995, idF BGBl. II No 370/2002;
25.		Authority: the competent authority according to § 12 EisbG.

Section 2

General provisions

Obligation to secure

§ 3. In accordance with the provisions of this Regulation, the railway undertaking shall ensure, in accordance with the provisions of this Regulation, the extent to which the railway undertaking and the carrier of the road load have to bear the costs which are to be borne by the railway undertaking.

Types of backup

§ 4. (1) The securing of a railway crossing may be carried out by:

1.		Ensure the necessary sifting space;
2.		Emission of acoustic signals from the rail vehicle;
3.		Light sign;
4.		Light signs with barriers or
5.		Guarding.

(2) Light signs with barriers according to paragraph 1 Z 4 can be used as light signs with half-barriers, as light signs with full barriers with simultaneous closure of the barrier trees or as light signs with full barriers with the offset closing of the Cupboard trees are executed.

(3) In the case of light signs with half-barriers, the right lane half or the right side of the road before the railway crossing is blocked by barrier trees after the stopping bid by light signs in front of the cabinet. In the case of light signs with full barriers with simultaneous closure of the cupboard trees, the entire roadway or the entire road before the railway crossing shall be closed by signs of light in front of the barrier after the stopping bid by light signs Closet trees locked. In the case of light signs with full barriers with a misplaced closing of the cupboard trees, the right lane half and the right half of the road respectively shall be in front of the cabinet after the holding bid by light signs in front of the barrier. Railway crossing is blocked by barrier trees and after the end of a period the remaining barrier trees are closed.

(3) In an individual case, the Authority may authorise, within a period to be determined, a state of the art corresponding to the state of the art, other than those referred to in paragraph 1 above, provided that it does not alter the rules of conduct for the road users are connected to the rapprochement and to the crossing of railway crossings.

Decision on the type of backup

§ 5. (1) On the basis of the admissibility of the individual types of protection in accordance with § § 35 to 39 as well as in accordance with local conditions and conditions, the Authority shall, on a case-by-case basis, be responsible for the application of a rail crossing. To decide on transport requirements. In particular, it is necessary to consider the safety and order of railway operation and rail transport on the one hand and the ease, fluid and safety of road traffic on the other hand. The decision must be taken to the state and to the foreseeable development of transport on the railways and on the road.

(2) The necessary bases for the decision referred to in paragraph 1 shall be made available to the Authority by the respective mode of transport.

Treatment as a rail crossing

§ 6. (1) The distance between the axes of the nearest tracks of two or more railway crossings situated one after the other in the course of a road is the distance between the axes of the two or more tracks,

1.		for vehicle traffic less than 27.5 m, or
2.		for cycling alone or for combined cycling and pedestrian traffic less than 10,5 m or
3.		For pedestrian traffic alone less than 7.5 m,
these railroad crossings are to be treated like a railway crossing.

(2) The provisions of paragraph 1 may be waited if this rail crossing is made up of main tracks and silencers or of main tracks and connecting railway tracks, and for journeys by rail vehicles on the sideline or on the Connecting railway tracks are arranged for monitoring and, on the other hand, there are no concerns regarding the safety of the crossing traffic.

Different types of protection for the two directions of the road and against both directions of the railway

§ 7. (1) For the two directions of traffic of a road and against both directions of the railway, a different safeguard in accordance with § 4 (1) (1) and (2) can be arranged, if, on the other hand, for reasons of security of the crossing traffic, no Concerns exist.

(2) For the affixing of the signs and additional panels for the respective traffic direction of the road, the most unfavourable viewing conditions in the respective traffic direction of the road against both directions of the path are decisive.

Special provisions for trams and for other railways which operate in a longitudinal direction of the road

§ 8. (1) Rail crossings between roads and road-dependent trams and railway crossings between roads and other railways, which operate in a longitudinal direction of the road and which are in line with their own, require railway crossings within local areas. structural and operational facilities, as well as the mode of operation of road traffic, shall not be secured in accordance with this Regulation.

(2) However, if local conditions are required, the Authority shall take appropriate measures to increase the safety of the crossing traffic.

Reviews

§ 9. (1) The railway undertaking shall, at least once a year, review each rail crossing to the state of its modest status. In this check, it is also possible to determine whether the state of the road construction in the track area permits a rapid and unendangled departure from the danger space by the road users. Any apparent defects found outside the scope of this review shall be reported to the carrier of the road construction load or to the road holder.

(2) In the case of securing by providing the necessary safety margin, the verification shall be carried out in a quadrant manner. The existence of the necessary sifting trauma on the basis of the decision of the Authority on the determination of the security in the individual case in accordance with Article 49 (2) of the EisbG is to be determined. If, on the occasion of the annual review, a temporary restriction of the necessary sifting dreams is to be expected, the periods of view shall be reviewed, if necessary, at shorter intervals. Where appropriate, appropriate measures shall be taken in order to prevent the temporary restriction of existing sifting dreams.

(3) In the case of the securing by the delivery of acoustic signals from the rail vehicle, the check is to be carried out quadrantically. The existence of the existing sifting trauma on the basis of the decision of the Authority on the determination of the security in the individual case in accordance with section 49 (2) of the EisbG is to be determined. In addition, it is necessary to check whether changes have occurred in the local conditions which affect the audibility of the acoustic signals.

(4) Regardless of the verification referred to in paragraph 1, the railway undertaking shall determine, for each rail crossing, whether three or more clash within the last five years or one or more clash shall be carried out at this rail crossing by rail. Death sequence has been carried out within the last two years. This shall be made known by the railway undertaking of the Authority.

(5) In the case of the verification in accordance with paragraph 1 or in the case of the determination referred to in paragraph 4, the railway undertaking shall be able to operate suitably qualified persons or entities.

Section 3

Safety devices, additional panels and additional equipment

Safety devices

§ 10. (1) Safety devices are:

a)			Andreascrosses;
b)			Light sign;
c)			Barriers;
d)			the "speed limit (allowed maximum speed)" sign;
e)			the "end of speed limit" sign;
f)			"Stop" sign.

(2) Safety devices as referred to in paragraph 1 shall form an integral part of the securing of the railway crossing.

Additional panels

§ 11. In addition to the safety devices referred to in § 10, the following additional panels shall be affixed in the cases specified in this Regulation:

a)			Additional panel "Indicative arrow";
b)			Additional board "shall pay attention to trains";
c)			Additional board "pay attention to whistle signal".

Additional facilities

§ 12. (1) In order to increase the safety of the crossing traffic, an additional obstacle effect or an increase in the attention of the road users shall be effected or the securing of a railway crossing shall be designed to be barrier-free. the authority to install electrical or electronic equipment, hubs, gates, circulatory barriers at railway crossings with walkways or walking and cycling routes, suspended grids or the necessary additional facilities for the barrier-free design of the securing of a railway crossing. These shall be affixed by the railway undertaking. The acoustic signs of the electrical or electronic liners shall be given in the case of light signs from the beginning of the stopping place to the elimination of the light signals. In the case of light signs with barriers, these are to be provided from the beginning of the stopping place until the closed end position of the barrier trees has been reached.

(2) With the additional facilities for the barrier-free design of the securing of a railway crossing, the person concerned shall be informed as to whether a safe crossing of the railway crossing is possible. In addition, the person concerned must also be provided with information if the technical components of the safety devices or the additional equipment do not function properly. In the case of the additional facilities, it shall also be appropriate to provide the persons concerned with an indication of the place at which the restoration of the proper functioning of the additional facilities can be initiated.

(3) In an individual case, the Authority may authorise, within a period to be determined, the state of the art, other than the additional facilities referred to in paragraph 1, if it is to be expected that the security of the additional equipment shall be crossing traffic can be improved.

(4) Additional facilities and additional facilities for the barrier-free design of the securing of a railway crossing are part of the security, but do not constitute safety devices within the meaning of § 10 of this Regulation.

Other additional facilities

§ 13. 1. The railway undertaking shall allow the carrier of the road load to affix other additional equipment, such as road lights or interchangeable signs, if this is done by the carrier of the road-building load for the increase the attention of the road users is considered necessary. Such other additional facilities may not contradict road-law provisions and the provisions on the construction prohibition and risk area of the railway.

(2) Other additional facilities shall not form part of the security or security facilities according to § 10 or additional facilities pursuant to § 12 of this Regulation.

Section 4

Importance, nature, shape and dimensions of the safety devices and additional panels

Andreascrosses

Meaning

§ 14. Andreascrosses indicate railroad crossings.

Nature, shape and dimensions

§ 15. (1) Andreascrosses shall be made of a material which is resistant to form and weathering. The reflex materials (films) must be mounted on these. The back must be glare-free.

(2) Andreascrosses may be designed as simple or double Andreascrosses. Simple Andreascrosses shall be manufactured in accordance with the measures set out below, where deviations of up to ± 3% are permitted:

	Format I	Format II	Format III
Length of bars (including tips)	1100 mm	970 mm	1050 mm
Width of bars	140 mm	120 mm	150 mm
Cross angle of the bars	600	600	600
Angle of the tips of the beams	90 0	90 0	90 0
Length of white bars	880 mm	770 mm	880 mm
Width of white bars	60 mm	50 mm	60 mm

(3) Double Andreascrosses of formats I and II shall be presented, in each case, by two simple Andreascrosses of formats I and II, in a respectively lying or raised form, in such a way that the clear distance of each of the formats I and II is parallel to each other. bars lying

1.		with format I 100 mm,
2.		with format II 90 mm and
3.		in format III 85 mm
. The white bars must be represented throughout.

(4) For Andreascrosses on boards (format III), the presentation of

1.		simple Andreascrosses in lying or standing form white panels with the Dimensions of 630 mm x 960 mm,
2.		double Andreascrosses in standing form white panels with dimensions Width x Height of 630 mm x 1400 mm
3.		Double Andreascrosses in horizontal form white panels with dimensions of 960 mm x 960 mm
to use.

(5) The reflex materials (films) of the Andreascrosses with the formats I and II must conform to type 2 (highly reflective) in accordance with § 4 StVZVO 1998. The reflex materials (foils) of the Andreascrosses with the format III and the panels must have a higher retroreflection as type 2 (very highly reflective). The colours red and white have to comply with the requirements of § 3 StVZVO 1998.

Pretext characters

Dimensions

§ 16. The dimensions of the "speed limit (allowed maximum speed)", "end of speed limit" and "stop", which are placed in front of a railway crossing, shall have, as far as possible, at least the The dimensions of the signs used in the course of the same road must be in accordance with the requirements.

Additional panels

Meaning

§ 17. (1) The additional panel "directional arrow" refers the road user to the location of the railway crossing.

(2) The additional board "shall pay attention to trains" shall indicate to the road user that the "speed limit (allowed maximum speed)" sign in connection with the securing of a railway crossing by the guarantee of the of the necessary sifting space.

(3) The additional board "pay attention to whistling signal" indicates to the road user that the "stop" sign in connection with the securing of a railway crossing by the emission of acoustic signals from the rail vehicle against at least one The direction of the web for which the required viewing space is not present is located.

Dimensions

§ 18. (1) The additional panel "directional arrow" shall have a dimension width x height of at least 470 mm x 150 mm. The format of the "directional arrow" panel shall be equal to or equal to the format or size of the Andreastick, the sign or the light. The direction arrow is to be executed in black color on a white background.

(2) The additional board "shall pay attention to trains" in accordance with Appendix 2 shall have a dimension width x height of at least 470 mm x 310 mm. The symbol is to be executed in black color on a white background.

(3) The additional board "shall pay attention to whistling signal" in accordance with Appendix 3 has a dimension width x height of at least 470 mm x 310 mm. The symbol is to be executed in black color on a white background.

Light sign

Nature and Form

§ 19. (1) The device for the delivery of light signals consists of two circular signal transmitters with a black background arranged one above the other. The black background is to be provided inside with a white and outside with a red border (signal or load-bearing plate).

(2) The reflex materials (films) of the white and red border must conform to type 2 (highly reflective) type in accordance with § 4 StVZVO 1998. The colours red and white have to comply with the requirements of § 3 StVZVO 1998.

(3) In the basic position, the signal transmitters do not show any light. With the start of the holding offer for the road users in accordance with § 99 (1), the signal transmitters display four seconds of yellow non-flashing light and then until the light signs or light signs are switched off, respectively. until full opening of the cupboard trees red non-flashing light.

Barriers

Execution of barriers

§ 20. Barriers consist of the cupboard drives and the cupboard trees.

Execution of the shrine trees

§ 21. (1) New or new barrier trees must be made of a material which is easily deformable and which is not splintering in the event of breakage, for example of aluminium or plastic.

(2) Schrankenbäume (Schrankenbäume) are to be provided with alternating red and white stripes over their entire length at a distance of about 50 cm. Cupboard trees with a round cross-section are to be provided on both sides with a lining made of red-white strips of at least 8 cm in width. Cupboard trees with a rectangular cross-section are to be provided on both sides over the entire height with a coating of red-white stripes.

(3) The reflex materials (films) of the covering must conform to type 2 (highly reflective) in accordance with § 4 StVZVO 1998. The colours red and white have to comply with the requirements of § 3 StVZVO 1998.

Section 5

Installation of the safety devices

Andreascrosses general

§ 22. (1) Andreascrosses shall be affixed easily and in time to the users of the road in front of all rail crossings on pipe stands, masts with leadings, boom masts, or other suitable points.

(2) Simple cross-rail crossings are to be installed in front of single-track railroad crossings. Double Andreascrosses shall be installed in front of multi-track railroad crossings. Rail crossings within a switch are considered to be multi-prongs.

(3) The Andreascrosses shall normally be mounted on both sides of the road. If it is not possible to attach the Andreascrosses either on the right side of the road or on the left side of the road, the Andreascrosses are located on the left side of the road and above the road or on the right side of the road, and above the roadway. If the installation of the Andreascrosses is not possible either on the right or on the left side of the road, then a cross-country cross is to be placed above the road. If the roadway has more than one lane in the approach direction to the railway crossing, in any case an Andreaskreuz above the roadway is to be installed.

(4) On railway intersections with roads where, in the area of 80 m each on both sides of the railway, unimpeded access to multi-lane road vehicles is not possible, it is sufficient to attach a cross-country crossing on the right Street side. In addition, Andreascrosses may also be fitted at a different appropriate location in front of the railway crossing.

(5) In the case of railway crossings with a walkway, with a cycle path or with a walking and cycling path to be used jointly for pedestrians and cyclists, the Andreaskreuz is usually to be mounted on the right side of the way. If this is not possible, the Andreaskreuz will be placed on the left side of the trail. In the case of a railway crossing with a footpath and cycle path in which the pedestrian and bicycle traffic is kept separate, the Andreascrosses shall be affixed on either side of the road. If it is not possible to attach the Andreascrosses either on the right side of the path or on the left side of the path, the Andreascrosses are on the left side of the path and above the path or on the right side of the path. and above the path. If the placing of the Andreascrosses is not possible either on the right or on the left side of the path, a cross of the Andreascrosses is to be placed above the path. In addition, Andreascrosses may also be fitted at a different appropriate location in front of the railway crossing.

(6) In front of the railway crossing, additional roads into the road leading to the railway crossing must be easily and in good time recognizable from any road entering into at least one Andreaskreuz. If necessary, an additional Andreaskreuz on the right side of the road leading to the railway crossing shall be located on those inroads which do not result in a light and timely recognizability of a cross-country crossing. Road. If this is not possible, the Andreaskreuz is to be affixed at a different appropriate location. In addition, Andreascrosses can also be attached to other suitable places. If necessary, an additional panel pointing to the location of the railway crossing shall be affixed. Unless otherwise indicated in the following provisions, this shall be affixed below the cross of the Andreasch.

(7) Andreascrosses shall, as a rule, be placed at a distance of 3 m from the nearest rail. If local conditions are required, this distance may be reduced to such an extent that the other legal provisions do not preclude.

(8) In the case of obtuse-angled crossings, the point of intersection of the left boundary of a road vehicle of 2.60 m wide is to be determined with the limitation of the hazard space of the track. The cross on the right side of the road shall in this case be drawn up in such a way, taking into account the required lateral distance of the cross to the roadway, in such a way that a vehicle standing in front of the cross is not closer than 2.75 m to the vehicle The axis of the nearest track projects.

(9) If the requirements of paragraphs 7 and 8 cannot be met, the cross-country cross may be placed at such a closer distance from the nearest rails than the other legal provisions. In such a case, the railway undertaking shall arrange for the installation of a line in a distance corresponding to the provisions of para. 7 and 8, before the nearest rail, in the case of the road load carrying capacity.

(10) The distance between the lower edge of the cross or the lower edge of the panel and the road shall not be less than 0,60 m when fitted laterally and more than 2.50 m in exceptional cases, and not above the road surface. less than 4.50 m and only in exceptional cases more than 5.50 m. In the case of lateral affixing, the lateral distance between the edge of the cross-country crossing or the edge of the board at the beginning of the road and the edge of the road in the locality shall not be less than 0,30 m and only in the case of a lateral distance between the two sides of the track. Exceptional cases more than 2 m, on freeway roads, only in exceptional cases less than 1 m and more than 2.50 m. If the signs and/or additional panels are also attached to the cross, the measurements regarding the vertical distance for the lower sign and the measurements with respect to the lateral distance for the character which is closer to the road are valid.

(11) Whether Andreascrosses lying or standing, and in what format these are to be affixed, shall be obtained from § § 23, 26, 29 and 33. If Andreascrosses are mounted on both sides of the road, both Andreascrosses shall be fitted either lying or standing. Cross-country crosses above the road are always to be fitted in a lying form.

Andreascrosses, prescribable signs and additional board "pay attention to trains" during the security by providing the necessary sifting space

§ 23. When securing the necessary sifting space, Andreascrosses with the format III are usually to be used in a lying form. If it is not possible to affix the Andreascrosses with the form III in horizontal form on the basis of the local conditions, the Andreascrosses shall be fitted with the format III in standing form. In the case of railway crossings with footpaths, with cycle paths or with walking and cycling routes, the format I shall normally be used in horizontal form. Where it is not possible to affix the cross-country crosses of the form I in a horizontal form on account of local circumstances, the Andreascrosses shall be fitted with the format I in standing form. The use of cross-country crossing points with the format III for railway crossings with walkways, with cycle paths or with footpaths and cycle paths is permitted.

§ 24. (1) When a railway crossing is secured by ensuring the necessary separation of the necessary classifying space, a approach speed shall be provided for:

1.		on the road of 40 km/h, 30 km/h or 20 km/h;
2.		On cycle paths or on cycle paths of 20 km/h
, this is the steering wheel of vehicles with the corresponding "speed limit (maximum speed)" with the additional board "eighth on trains" easily and in good time as a rule at the level of the vehicle of the relevant point of view. Where the affixing of the heading "speed limit (maximum speed)" with the "eighth on trains" board on the right hand side of the road at the level of the relevant point of view is not easy and timely to identify, or it is not possible at all to make such a sign with the additional board on the right hand side of the road at the level of the position nearest to the relevant point of sight, easily and in good time. If necessary, the "eighth speed limit (maximum speed)" with the additional board "eighth on trains" must also be affixed to the left side of the road.

(2) The "End of speed limit" sign is to be placed below the crossbar in horizontal form above the cross-country crossing in the upright form and to the right of the Andreaskreuz above the roadway.

(3) If the determination of the necessary sifting space is to be based on the stopping of the handlebars of vehicles before the crossing of the railway, this shall be done by means of the "hold" sign below the cross-section of the Andreastick, above the Andreascrosses in a standing form and to the right of the Andreaskreuz above the road.

(4) Where different points of view are decisive for a road approach to the road for reasons of visibility against the starting point and the end point of the route, road traffic is the lower approximation rate to be based on the lower-end approach show "speed limit (allowed maximum speed)" or, if necessary, the holding bid with the "stop" sign.

§ 25. In the course of the road prior to a railway crossing which is secured by providing the necessary sifting space in connection with a "speed limit (maximum speed)" heading, a restriction of the Speed for reasons other than those necessary for securing a railway crossing, in the area of the required inspection space, no sign of "speed limitation (maximum speed)" with a higher speed limit Speed as that of securing the railway crossing on the basis of the proposal.

Andreascrosses, sign signs and additional board "pay attention to whistle signal" during the fuse by giving off acoustic signals from the rail vehicle

§ 26. In the case of a fuse by emitting acoustic signals from the rail vehicle, Andreascrosses with the format III are usually to be used in lying form. If it is not possible to affix the Andreascrosses with the form III in horizontal form on the basis of the local conditions, Andreascrosses shall be fitted with the format III in standing form. In the case of railway crossings with footpaths, with cycle paths or with walking and cycling routes, the format I shall normally be used in horizontal form. Where it is not possible to affix the cross-country crosses of the form I in lying form on the basis of the local conditions, Andreascrosses shall be fitted with the format I in standing form. The use of cross-country crossing points with the format III for railway crossings with walkways, with cycle paths or with footpaths and cycle paths is permitted.

§ 27. (1) For the direction of travel of the road for which the required viewing space does not exist against one or both directions of the railway, the sign "stop" with the additional board "on the pipe signal" shall be at the cross before the railway crossing. " pay attention ". The sign "Stop" with the additional board "pay attention to whistle signal" shall be placed below the cross mark in horizontal form above the cross mark in the upright form and to the right of the cross-section of the Andreascross above the road.

(2) In the case of rail crossings for pedestrian traffic on its own, no sign of "stop" shall be affixed to the cross of the Andreascross. The additional board "pay attention to whistling signal" is to be attached below the cross-section of the Andreasch.

Andreascrosses and light signs in the fuse by light signs

§ 28. (1) Light signs are easy and timely to be identified for the road users in front of the railway crossing below the Andreascrosses in lying form, above the Andreascrosses in standing form and on the right of the Andreascrosses above the road. .

(2) Münden, before the railway crossing, further roads into the road leading to the railway crossing, must be recognisable from each road entering at least one light sign easily and in good time. Where necessary, an additional light sign on the right side of the road leading to the railway crossing shall be on those opening roads, from which there is no easy and timely recognition of a light sign. . If this is not possible, the light symbol shall be affixed at a different appropriate location. In addition, light signs can also be attached to other suitable locations. If necessary, an additional panel pointing to the location of the railway crossing shall be affixed. Unless otherwise indicated in the following provisions, this shall be affixed under the sign of the light.

(2) In the case of section 22 (4), a light sign shall be affixed on the left side of the road after the last rail (rear light). If necessary, light signs may also be fitted at a different appropriate location after the last rail.

(3) If no additional acoustic signs are provided for railway crossings with a walkway, with a cycle path and with a walking and cycling path to be used together for pedestrians and cyclists, a light symbol shall be provided at a suitable location in accordance with the Last rail (rear light).

§ 29. (1) The light signs on masts shall be so fitted that the optical axis of the chamber for the red light is approximately 2.60 m above the roadway and between the edge of the roadway and the white-red border of the light signs

1.		In the local area, a distance of 0.30 m does not fall below and only in exceptional cases a distance of 2 m is exceeded and
2.		on open-country roads only in exceptional cases a distance of 1 m below and a distance of 2.50 m not exceeded
.

(2) The signs of light on masts with spout are to be fitted as close as possible to the edge of the roadway in such a way that between the edge of the roadway and the white-red border of the light signs

1.		In the local area a distance of 0.30 m not below
2.		on freeway roads only in exceptional cases a distance of 1 m
.

(3) When the signs of light on masts are applied by means of footpaths, the distance from the lower edge of the white-red border of the light signs shall not be less than 2.20 m, in the case of cycle paths and on the wheel paths and cycle paths, shall not be less than 2.50 m. If necessary, light signs may also be affixed to other appropriate locations.

(5) In the case of light signs on masts, the cross-section of the Andreaskreuz shall be affixed to the format II in the standing version. The affixing of a cross-country cross with the format III shall be permitted.

(6) In the case of light signs on masts with leadons, the cross-section of the Andreascross with the format II is to be placed next to the side of the white-red border of the light sign facing away from the edge of the roadway. The installation of Andreascrosses with the format III is permissible.

(7) In the case of signs of light above the roadway, the Andreascrosses with the format III shall be placed in horizontal form to the right of the white-red border of the light-sign. The distance between the lower edge of the white-red border of the light sign and the road surface shall not be less than 4.50 m and in exceptional cases more than 5.50 m.

(8) Devices on which light signs are fitted after the last rail (rear lights) shall, as a rule, be placed at a distance of 3 m from the nearest rail. This distance from the nearest rail shall be related to the part of the rear light nearest to the rail. If local conditions are required, this distance may be reduced to such an extent that the other legal provisions do not preclude.

Andreascrosses, light signs and barrier drives with cupboard trees in the fuse with light signs with barriers

§ 30. (1) Schrankenanshoots, to which the barrier tree is attached in parallel to the track, shall, as a rule, be placed at a distance of 3 m from the nearest rail, taking account of the required lateral distance to the edge of the roadway. This distance from the nearest rail is to be related to the part of the barrier drive nearest to the rail. If local conditions are required, this distance may be reduced to such an extent that the other legal provisions do not preclude. Otherwise, the barrier drives shall be so placed, taking into account the required lateral distance from the roadway, such that the barrier drives or the barrier trees attached thereto are not closer than 3 m to the nearest rail. . This distance from the nearest rail is to be related to the part of the cabinet drive nearest to the rail, or to the tip of the barrier tree. If local conditions are required, this distance may be reduced to such an extent that the other legal provisions do not preclude.

(2) The barrier drives shall be installed in such a way that between the edge of the roadway and the barrier drive

1.		a distance of 0.30 m in the local area, and
2.		on free-country roads, only 1 m away in exceptional cases
.

(3) In the case of light signs with two-part full barriers, the barrier drives, if the local conditions permit, are to be placed on the right side of the road in each case.

§ 31. (1) In the case of light signs with barriers, the barrier trees of which are open in the basic position, the cupboard trees are to be constructed in the basic position in a vertical direction.

(2) Schrankenbäume must have a minimum distance of 1 m in all positions of under-tension parts of a overhead line system.

(3) A distance of 1 m shall be maintained between the edge of the roadway and the axis of the barrier tree in the closed state. In this case, the highest point of the roadway top edge is decisive. Deviations of ± 0.2 m are permitted.

§ 32. (1) For half-barriers, as a rule, a minimum width of the road of more than 5.8 m is required. The minimum width of the roadway must generally be given at a length of about 80 m before about 80 m after the railway crossing. The driving directions of the roadway must be divided by a blocking line or by construction facilities. The blocking line shall be drawn through the railway crossing. Structural devices for dividing the travel directions of the roadway are to be connected to a locking surface in the area of the railway crossing. The barrier trees have to reach up to the blocking line or to the building facilities and must not exceed them.

(2) If a roadway width of more than 5,8 m is not present at 80 m in length before and after the railway crossing, or is the production of a roadway width of more than 5,8 m over a length of 80 m in each case before and after the railway crossing It is not possible to establish a railway crossing with economically justifiable means, even with a minimum width of 5.2 m, which must be given on a length of 30 m before and after the crossing of the railway. The driving directions of the roadway must be divided by a guideline. The guideline is to be drawn through the railway crossing. Construction equipment for dividing the driving directions of the roadway is not permitted. The barrier trees shall be designed in such a way as to leave a width of 3 m for the road users.

§ 33. (1) For the affixing of the Andreascrosses and the signs of light, unless otherwise specified in the following, § § 22, 28 and 29 concerning the affixing of the Andreascrosses and the light signs makes sense according to the meaning of the invention.

(2) The Andreascrosses and the signs of light are to be mounted in front of the barrier drive or in front of the barrier tree, as viewed from the direction of approach of the road user. The distance between the axis of the device on which the cross and the light sign are mounted and the axis of the barrier drive or the barrier structure shall be as a rule 1.0 m. In duly substantiated exceptional cases, it may be waited.

(3) In the case of obtuse-angled crossings, the point of intersection of the left boundary of a road vehicle with a width of 2.60 m is to be determined by means of the barrier tree. In this case, the light signs on masts or on masts on the right side of the road shall be so fitted, taking account of the lateral distance to the edge of the road, that the luminous surface of the light signs shall be at the level of this Intersection point. If these requirements cannot be met, the provisions of Section 22 (9) shall apply mutatily.

(4) Devices on which light signs are fitted after the last rail (rear lights) and which are not in front of a barrier drive or a barrier tree, are usually at a distance of 3 m from the nearest rail . This distance from the nearest rail shall be related to the part of the rear light nearest to the rail. If local conditions are required, this distance may be reduced to such an extent that the other legal provisions do not preclude.

Protective equipment for safety devices

§ 34. To the extent that it is locally necessary, appropriate protective equipment shall be provided for the protection of safety devices against damage caused by road vehicles or for the protection of pedestrians and cyclists.

6.

Admissibility of the types of protection

Securing by providing the necessary sifting space

§ 35. (1) A railway crossing may be secured by providing the necessary sifting space, if:

1.		the local speed on the train in the rail crossing area is not more than 80 km/h, and
2.		the distance of the required point of view from the crossing point is not more than 400 m and the viewing space is available to the necessary extent, and
3.		the required safety space is not restricted by standing or moving rail vehicles; and
4.		there is no more than one lane for each direction of travel of the road, and
5.		On average on the road daily no more than 3000 motor vehicles operate within 24 hours and
6.		the lightness, the fluid and the safety of the traffic on the road, the nature of the crossing traffic or the local conditions.

(2) The railway undertaking shall, in the procedure relating to the decision to secure the crossing of the railway, demonstrate that the scope of the railway undertaking shall, in agreement with any third party concerned, or in agreement with the institution of the Road construction load, for example, by changing the crossing angle between the railway and the road, or by the elimination of visual barriers, to the extent required in accordance with paragraph 1 (2), with economically justifiable means , and if the other conditions set out in paragraph 1 are met, the Authority may be responsible for: the railway crossing shall be arranged by the guarantee of the necessary working space under the condition that the required space is to be established within a period to be determined by the authority.

Protection by providing acoustic signals from the rail vehicle

§ 36. (1) A rail crossing with pedestrian traffic alone, cycling traffic alone or pedestrian and cycling traffic can be secured by providing acoustic signals from the rail vehicle, if:

1.		the localised speed on the railway in the area of the rail crossing with cycle traffic alone or pedestrian and cycling traffic is not more than 80 km/h, or, if pedestrian traffic on the railway crossing takes place alone, the the local speed on the train in the area of the rail crossing is not more than 90 km/h, and
2.		the required point of view is not more than 400 m from the crossing point, and
3.		that are not contrary to local conditions.

(2) A rail crossing with vehicle traffic can be secured by providing acoustic signals from the rail vehicle, if:

1.		the required distance of the point of view from the crossing point to be determined in accordance with section 45 is not more than 120 m; and
2.		the average daily traffic strength on the road is not more than 3000 vehicles within 24 hours; and
3.		the lightness, the fluid and the safety of the traffic on the road, the nature of the crossing traffic or the local conditions.

Securing by light signs

§ 37. A railway crossing may be secured by light signs if:

1.		the local speed on the train in the rail crossing area is not more than 140 km/h,
2.		the time between the switching on of the light signs and the arrival of the rail vehicle on the railway crossing is usually not more than 60 seconds, and
3.		the lightness, the fluid and the safety of the traffic on the road, the nature of the crossing traffic or the local conditions.

Protection by light signs with barriers

§ 38. (1) A railway crossing shall be secured by light signs with barriers if:

1.		the railway crossing cannot be secured by light signs alone in accordance with Section 37; or
2.		the local speed on the railway in the area of the railway crossing is more than 140 km/h, but not more than 160 km/h.

(2) The barriers can be executed as half-limits if the conditions set out in § 32 are fulfilled and the time between the switching on of the light signs and the arrival of the rail vehicle on the railway crossing is usually is not more than 120 seconds.

(3) In all other cases, the barriers are to be carried out as two-part or multi-part full barriers. In the case of light signs with four or more-part barriers, the barrier trees are to be closed off by way of the roadway in the presence of the conditions which are normalized in § 32 with regard to the width of the road.

Backup by guarding

§ 39. (1) A railway crossing may be secured by means of guarding, if:

1.		no more than 20 train and minor cruises take place within 24 hours via the railway crossing;
2.		The rail crossing shall be postponed.

(2) The monitoring can be carried out by means of guarding organs, guarding organs with auxiliary devices or by means of monitoring organs with light signs.

(3) The signs given by the monitoring body, or the signs provided by the guarding organ by bracings and with the aid of auxiliary equipment, must be easily and promptly recognisable for the users of the road. These shall then be easily and promptly recognisable if they can be perceived by the road users at the level of their attention from such a distance that the road users have a right to stop before the rail crossing .

(4) The necessary number of guarding bodies shall be determined in accordance with the requirements for the easy and timely recognition of the arm signs provided by the monitoring body or of the arm signs provided by the monitoring body, with the assistance of the auxiliary equipment -given wristwatches and other signs for the street users. If a railway crossing is secured with light signs by means of guarding organs, a guarding organ is sufficient.

(5) The securing of a railway crossing by means of guarding is, independently of the requirements of paragraph 1, permissible as a measure in the case of a fault in accordance with § 95.

Section 7

Requirements for the types of backup

Securing by providing the necessary sifting space

Principle

§ 40. (1) In order to ensure that a railway crossing is secured by providing the necessary safe space intended for the carriage of vehicles and for pedestrian traffic, it shall be ensured that:

1.		Handlebars of vehicles approaching the speed of the railway crossing resulting from the "speed limit (maximum speed)" sign, and from the point of view of the railway crossing which is the subject of the Rail vehicle crossing the rail vehicle is able to reliably stop before the railway crossing or, if it is no longer possible for them to stop before the railway crossing, the rail crossing without delay and in compliance with the minimum speed in accordance with Article 45 (2) (1) to (5) in the area of shall be able to drive and leave unendangled or abandoned railway crossing; or
2.		Handlebars of vehicles which, on the basis of the "stop" sign, stop in front of the railway crossing and, from the point of view of the vehicle, do not perceive a rail vehicle approaching the crossing of the rail, after starting the vehicle railway crossing without delay and in accordance with the respective minimum speed according to Article 45 (2) (1) to (5) in the area of the railway crossing can be left at risk and leave and
3.		pedestrians approaching the crossing of the railway, if they do not perceive a rail vehicle approaching the railway crossing from the point of view relevant for this purpose, the rail crossing without delay and with the minimum speed being observed shall be able to commit and leave unendangered in the area of the crossing of the railway in accordance with § 45 (2) Z 6.

(2) In order to secure a railway crossing by providing the necessary safety space, which is intended for pedestrian traffic alone, it shall be ensured that pedestrians approaching the crossing of the railway shall, if they are from the same, be shall not perceive a rail vehicle approaching the railway crossing, the railway crossing without delay and in compliance with the minimum speed in accordance with § 45 para. 2 Z 6 in the area of the railway crossing, unendangered be able to go and leave.

Point of view, point of view, crossing point

§ 41. (1) The point of view is the point at 1 m above the road surface, as a rule 2 m from the right side of the road, in front of the location of the crossing, from which a railway crossing is approaching for the street users Rail vehicle shall be recognisable at the latest. In the case of multi-track railway crossings, the point of sight shall be adopted in front of the nearest rail of the first track in front of the location of the cross-country crossing. For pedestrians, the point of view is to be assumed at the most unfavourable position, which is related to the roadway border.

(2) In the case of railway crossings for the carriage of vehicles and rail crossings by road and cycle paths, the distance of the required point of view from the crossing point for the pedestrian traffic or for the cycling traffic to be identifying.

§ 42. (1) The point of view is the point situated 1 m above the track axis, from which a rail vehicle approaching the railway crossing must be optically perceptible from the point of view or, in fact, is optically perceptible.

(2) The point of view required is the point situated 1 m above the track axis, from which a rail vehicle approaching the railway crossing must be visible from the point of view from the visual point of view.

(3) The existing point of view is the point situated 1 m above the track axis, from which a rail vehicle approaching the railway crossing from the point of view is actually optically perceptible.

§ 43. The crossing point is the 1 m point above the intersection of road and track axis.

Determination of the location of the visual points

§ 44. (1) The location of the points of sight shall be determined, in so far as there is no stopping of the road vehicles before the crossing of the railway, to determine that road vehicles are at an output speed of 40 km/h, 30 km/h, 20 km/h, 10 km/h, 8 km/h and of 6 km/h with a braking deceleration of 2.2 m/s² for road vehicles with a design speed greater than 25 km/h and with a braking deceleration of 2.0 m/s² for road vehicles with a design speed of up to 25 km/h and a Recognition and response time for the road user of 1.2 seconds and a response time the brakes can stop from 0.6 seconds in front of the railroad crossing (stopping distance). In the case of road vehicles, the value determined in this way is to be added to a distance between the front limit of the vehicle and the handlebars of the road vehicle of 2.0 m.

(2) The determination of the position of the point of view in accordance with paragraph 1 shall be based on an initial speed of 20 km/h and a braking deceleration of 4 m/s² for bicycles on cycle paths or on the wheel paths and on the wheel paths. In the case of bicycles, the value determined in this way is to be added to a distance between the front limit of the bicycle and the driver of the bicycle of 1.0 m.

(3) For pedestrians on sidewalks or on the grounds of geo-and cycle paths, the determination of the position of the point of view in accordance with paragraph 1 shall be based on a speed of 0.8 m/s.

(4) The result determined in accordance with para. 1 to 3 is to be rounded mathematically to whole numbers.

(5) If a stop is to be based on the railway crossing, the position of the point of view 2 m in front of the location of the cross-country crossing shall be adopted.

(6) On the left and on the right side of the track, different points of view may be decisive.

Determination of the approximate time required and the location of the required points of view

§ 45. (1) The necessary proximity times of rail vehicles to the railway crossing, and thus the distances of the required points of view from the crossing point to be determined in accordance with § 44, shall be determined in such a way that: Road users can perceive the rapprochement of the rail vehicle in good time and, if necessary, stop before the railway crossing or leave the railway crossing unendangered.

(2) The determination referred to in paragraph 1 shall be the time,

1.		the vehicles with a total load of up to 20 m, with or without trailers, for the retraction of a distance starting from a speed of approach of 40 km/h, 30 km/h and 20 km/h, and 2 m after the last rail end, need;
2.		the vehicles with a total load of up to 20 m in length, with or without trailers, for the relaying of a distance which starts at 7 m in front of the location of the cross-country crossing and ends 2 m after the last rail, with a minimum speed of 2.78 are in need of
3.		the fuhrworks in the sense of the StVO 1960, which, together with the load, are over 10 m to 16 m long, for the relaying of a distance which begins 6 m in front of the location of the cross-country crossing and ends 2 m after the last rail, with a minimum speed of 2.22 are in need of
4.		the fuelworks as defined in the StVO 1960, which together with a load of up to 10 m are long, for the relaying of a distance which begins 4 m in front of the location of the crossing and ends 2 m after the last rail, with a minimum speed of 1,67 m/s need;
5.		The cyclists, who, with or without a trailer, are generally up to 3 m long, for the relaying of a distance which starts at 3 m in front of the location of the crossing and ends 2 m after the last rail, with a minimum speed of 1,67 m/s need and
6.		the pedestrians must be used for the relaying of a distance which starts at 2 m in front of the location of the Andreastick and ends 2 m after the last rail, with a minimum speed of 0.8 m/s.

In addition, a period of time from the time of leaving the railway crossing to the arrival of the rail vehicle at the crossing point of 1 second (residual time) is to be added.

(3) If the distance of the required point of view from the crossing point is to be determined on the basis of a stop before the crossing of the railway, the starting point for vehicles referred to in points (2) (3) and (4) shall be the speed referred to in (2). Z 3 and 4 a starting acceleration of 0.5 m/s 2 , from vehicles as referred to in paragraph 2 (2) to the speed referred to in paragraph 2 (2), a starting acceleration of 1,0 m/s 2 as well as for cyclists a starting acceleration of 0.5 m/s 2 until the speed has been reached in accordance with paragraph 2 Z 5. In addition, a period of time from the time of leaving the railway crossing to the arrival of the rail vehicle at the crossing point of 3 seconds (remaining time) shall be added.

(4) The result determined in accordance with para. 1 to 3 is to be rounded mathematically to whole numbers.

(5) In the determination of the required distance of the point of view from the crossing point in accordance with paragraph 2 (2) (1) to (4) and (3) in the case of railway crossings not at a crossing angle of 90 °, from the track axis in the clockwise direction to the road axis. , a vehicle width of 2.60 m shall be taken into account.

(6) In the case of railway crossings for the carriage of vehicles and rail crossings by road and cycle routes, the distance of the required point of view from the crossing point for pedestrian traffic must also be determined in each case.

(7) Railway crossings with walking and cycling routes or cycle paths can be treated like railway crossings with walkways, if there are facilities which allow the use of the rail crossing only with pushed bicycles.

(8) The determination of the distances of the required points of view to be determined in accordance with § 44 of the crossing point shall be determined by the result of the investigations pursuant to paragraphs 1 to 6 and the locally permissible speed the railway must be carried out in the area of the crossing of the railway.

Required view space, existing view space

§ 46. (1) The space required shall be that space above the area determined by the lines of connection between the crossing point, the points of view to be determined in accordance with § 44, and the respective points of view belonging to them, in accordance with § 45 It is defined by a 1.50 m above the points of view and 3 m above the crossing point and the point of view required.

(2) The existing sifting space is the space above the area formed by the connecting lines between the crossing point, the points of view to be determined in accordance with § 44 and the respective viewpoints associated with these points of view. will be and will be limited to the top by a 1.50 m above the point of view and 3 m above the crossing point and the existing point of view.

§ 47. (1) Each rail crossing shall be considered to be in four quadrants. The quadrants are to be described as follows:

Quadrant I:	to the left of the track against the starting point of the track;
Quadrant II:	to the right of the track against the starting point of the track;
Quadrant III:	to the left of the track against the end point of the track
Quadrant IV:	to the right of the track against the end point of the track

In the case of the name "left of the railway" and "right of the track" and "the starting point of the route" and "end point of the route", it is necessary to proceed in terms of the kilometration of the consenterous designation of the route.

(2) The crossing angle between the axis of the road and the axis of the track shall be determined in the clockwise direction from the track axis towards the road axis. If the course of the road and/or the course of the railway in the area of the railway crossing is not rectilinear, a tangent to the arc of the axis of the web and a tangent to the bow of the road must be laid. The crossing angle between the axis of the road and the axis of the track shall be determined by the angle of these tangents at the crossing point, from the track axis in the clockwise direction towards the road axis.

(3) The connecting lines between the crossing point, the point of view and the associated point of view are in principle decisive for the determination of the base area of the viewing space in a quadrant. If the connecting line intersects with the point of view of the point of view the axis of the track, a tangent shall be placed on the track from the point of view and shall be determined for the purpose of determining the base area of the sifting space, the surface area of the imaginary line of the imaginary line from the point of view of the Crossing point above the point of view, over the tangent point, over the track axis to the point of view and back to the crossing point.

(4) Traffic levels shall not be used for the production of the necessary sifting space.

Determination of the existing sifting space

§ 48. (1) The identification of the existing sight space from the respective point of view to be determined in accordance with § 44 is a viewing angle from the road vehicle to the left of 100 0 and to the right of 90 0 on the basis of the

(2) The existing sifting space shall be determined on the spot in accordance with paragraph 1 and on the basis of the required visual space to be determined in accordance with § 46 (2) from the respective point of view. In this case, it is to be noted whether the view of a rail vehicle approaching the required viewing space from the respectively associated required point of view of the railway crossing is fully provided from the respective point of view.

(3) If the view to be determined in accordance with paragraph 2 is not fully given, it must be established, on the basis of the local circumstances, whether the restriction of the view is to be regarded as essential in the sense of § 49.

Keeping the required sifting space

§ 49. (1) In the case of a railway crossing which is secured by providing the necessary sifting space, the necessary working space shall be kept permanently in such a way as to ensure that the peak signal of the rail vehicle approaching the crossing of the railway line shall be: Road users can be seen from the required point of view to the crossing of the railroad by day and night without any significant visual restrictions.

(2) Visual restrictions are not essential if, in spite of existing obstacles, the angle of view of the road user is only slightly and only for a short period of time, and the approaching rail vehicle is not concealed from the front.

Visibility obstructing conditions

§ 50. There are visible obstructing conditions when the required classifying space is temporarily restricted, for example due to fog, snowfall or high snow conditions.

§ 51. (1) In the case of rail crossings with vehicle traffic which are secured by the granting of the necessary sifting space, the railway undertaking shall, in a suitable manner, have the visibility of the conditions of visual obstructions to ensure.

(2) Before the crossing of the railway crossing from the required point of view, the speed shall be reduced to such an extent that the required distance of the required distance to be determined in accordance with § 45 of this speed shall be reduced to the required distance of the Point of view from the crossing point is not more than 120 m. This speed shall be maintained from the point of view necessary for this speed on the train, until the crossing of the railway is reached. From the point of view required for this speed on the web, acoustic signals from the rail vehicle are to be repeatedly made out at the same time until the railway crossing is reached. The view point required for this reduced speed on the web is to be displayed.

Measures in the event of a temporary restriction of the necessary sifting space during the securing by the guarantee of the required safe space

§ 52. In the event of a temporary restriction of the necessary sifting space on which the competent authority ' s decision is based, the railway undertaking may, for the duration of the temporary period, temporarily restrict the necessary sifting space. Limitation, provided that the security can be maintained by the guarantee of the necessary sifting space, the "speed limit" (permits) corresponding to the conditions corresponding to the crossing of the railway Maximum speed) "or the" stop " sign, if necessary under at the same time as the speed on the web is reduced in accordance with the existing separation space.

(2) If this is not possible, the railway undertaking may, before railway crossings with vehicle traffic or with cycling on its own or with pedestrian and cycling traffic, "pay attention" to the "stop" sign with the additional board "on a whistling signal" . In the case of pedestrian traffic alone, the additional board shall be affixed "to whistling signals". In the case of vehicle traffic, the speed on the train must also be reduced to such an extent that the distance of the required point of view from the crossing point to be determined in accordance with § 45 does not exceed 120 m. The view point required is to be displayed. From this signal, acoustic signals from the rail vehicle are to be repeatedly delivered from the rail vehicle until the railway crossing is reached.

(3) The appropriate signs shall have the effect as if they had been ordered by the Authority. This means that the next police station must be notified immediately.

(4) The removal of the temporary restriction of the necessary sifting space shall be made immediately by the railway undertaking.

Protection by providing acoustic signals from the rail vehicle

Principle

§ 53. (1) In the event of a railway crossing being secured by means of acoustic signals from the rail vehicle intended for pedestrian traffic alone, it shall be made safe to ensure that pedestrians approaching the crossing of the railway line shall, if they are from the same, be shall not perceive a rail vehicle approaching the railway crossing, the railway crossing without delay and in compliance with the minimum speed in accordance with § 45 para. 2 Z 6 in the area of the railway crossing, unendangered be able to go and leave.

(2) When securing a rail crossing by providing acoustic signals from the rail vehicle intended for cycling and for pedestrian traffic, it shall be made certain that:

1.		Handlebars of bicycles which, on the basis of the "stop" sign, stop in front of the railway crossing and, from the point of view, do not perceive a rail vehicle approaching the crossing of the railway, after starting up the rail vehicle railway crossing without delay and in accordance with the respective minimum speed in accordance with section 45 (2) Z 5 in the area of the railway crossing can be driven and left unendangered and
2.		pedestrians approaching the crossing of the railway, if they do not perceive a rail vehicle approaching the railway crossing from the point of view relevant for this purpose, the rail crossing without delay and with the minimum speed being observed shall be able to commit and leave unendangered in the area of the crossing of the railway in accordance with § 45 (2) Z 6.

(3) When securing a rail crossing by providing acoustic signals from the rail vehicle intended for vehicle traffic and for pedestrian traffic, it must be made clear that:

1.		Handlebars of vehicles which, on the basis of the "stop" sign, stop in front of the railway crossing and, from the point of view of the vehicle, do not perceive a rail vehicle approaching the crossing of the rail, after starting the vehicle railway crossing without delay and in accordance with the respective minimum speed according to Article 45 (2) (1) to (5) in the area of the railway crossing can be left at risk and leave and
2.		pedestrians approaching the crossing of the railway, if they do not perceive a rail vehicle approaching the railway crossing from the point of view relevant for this purpose, the rail crossing without delay and with the minimum speed being observed shall be able to commit and leave unendangered in the area of the crossing of the railway in accordance with § 45 (2) Z 6.

Determination of the location of the visual points

§ 54. The location of the points of sight shall be determined in accordance with § 44, and shall be based on the stopping of the vehicles prior to the crossing of the railway.

Determination of the required approximate time of the rail vehicle and the location of the required points of view

§ 55. The determination of the required approach time of rail vehicles to the railway crossing and thus the location of the required points of view shall be carried out in accordance with section 45 (1) to (6), with the vehicles being held in front of the railway crossing is to be based.

View Room

§ 56. The required and existing classifying space shall be determined in accordance with the provisions of section 45 (2) and (3) and section 48.

Keeping the existing sifting space

§ 57. In the case of railway crossings, which are secured by the delivery of acoustic signals from the rail vehicle, the existing sifting space shall be kept free from permanent visual barriers in accordance with section 46 (2) and section 48.

Location and importance of signals for railway operations

§ 58. (1) The required point of view shall be indicated by a signal to be set up on the track before the railway crossing. If the distance of the required point of view from the crossing point is less than 100 m, the signal shall be set at a distance of at least 100 m.

(2) From the signal referred to in paragraph 1 to the achievement of the railway crossing, acoustic signals from the rail vehicle shall be repeated (at least three times).

(3) The emission of acoustic signals from the rail vehicle from the signal referred to in paragraph 1 can be dispensed with if the rail vehicles stop between the signal and the existing point of view as planned. This is without prejudice to the emission of acoustic signals from the rail vehicle as a viewing signal. The acoustic signals are to be repeated from the onward journey of the rail vehicle until reaching the railway crossing, whereby the provisions of § 53 are to be complied with.

(4) The emission of acoustic signals from the rail vehicle from the signal referred to in paragraph 1 can be omitted if the rail vehicles stop as planned between the existing point of view and the rail crossing. This is without prejudice to the emission of acoustic signals from the rail vehicle as a viewing signal. The journey may only be continued after the emission of acoustic signals and are to be repeated until the railway crossing has been reached.

§ 59. (1) In the case of successively situated railway crossings, which are secured by the emission of acoustic signals from the rail vehicle and whose respective distance from each other is less than the respective distance of the required point of view from the each crossing point, the point of view of all the railway crossings, which is the most remote from the first crossing, shall be marked by a signal for the start of this group of railway crossings. The last rail crossing of this group shall be marked by a signal for the end of this group, which shall be drawn up after the last railway crossing of this group.

(2) From the signal referred to in paragraph 1 until the first railway crossing has been reached, acoustic signals from the rail vehicle are repeated (at least three times) and, subsequently, until the signal has been reached in accordance with paragraph 1 for the end of this group, to be continued. If rail vehicles are to be used as planned between the signal for the start of this group and the signal for the end of this group, § 58 (3) and (4) shall apply mutafically.

§ 60. If, between the signal pursuant to section 58 (1) and the associated railway crossing, a railway crossing, which is secured by the granting of the necessary sifting space, is located, a signal pursuant to section 59 (1) shall be sent instead of the signal pursuant to section 58 (1). . The end of this group of railway crossings shall be marked by a signal in accordance with Section 59 (2).

Provisions relating to carriage of rail vehicles

§ 61. (1) Sized journeys by rail vehicles, the first vehicle of which is not designed to emit acoustic signals from the rail vehicle, may be used for the sole purpose of crossing railway lines with pedestrian traffic alone, cycling on its own, or Pedestrian and cycle traffic approaching only at the speed at which the necessary approach time in accordance with § 55 shall be maintained at least 100 metres before the railway crossing to the crossing of the railway.

(2) Rail vehicles whose first vehicle is not set up to emit acoustic signals from the rail vehicle shall be allowed to approach vehicle traffic crossing points only at the same speed as the vehicle ' s first vehicle, with a maximum of 120 m from the crossing of the railway line to the crossing of the railway, the approximate time required in accordance with § 55.

(3) The acoustic signals are to be repeated (at least three times) from the signal in accordance with § 58.

Securing by light signs

Stamina Duration

§ 62. The holding bid for the use of light signs shall be limited to the period necessary for the rapprochement and the driving of the railway crossing by rail vehicles. The light signs shall then be extinguised if the rail crossing is free of rail vehicles.

Connection of the light signals; required approximate time of the rail vehicle

§ 63. If the light signs are switched on, the time of connection of the light signals shall be such that the road users who are on the railway crossing at the time of the connection of the light signals shall still be connected to the mark. be able to leave (required approach time of the rail vehicle).

§ 64. (1) The connection of the light signs shall not be effected and shall not result from the following provisions, which shall be as late as possible, in compliance with the required approximate time of the rail vehicle in accordance with § 63. ,

(2) The connection of the light signals, which are not covered by a signal, shall not be effected, which shall be effected in accordance with § 63 as late as possible, in accordance with the required approximate time of the railway vehicle.

(3) The connection of the light signs which are not covered by a signal shall not be effected and rail vehicles in the vicinity of the railway crossing shall be kept in the vicinity of the railway, the switch-on shall be subject to compliance with the following conditions: shall be made as late as possible in accordance with § 63.

(4) The activation of the light signals, which are covered by a signal and as a function of this signal, does not result in the transmission of the covering signal in order to ensure that the exemption of the covering signal is to be ensured. Signal only takes place after the light signs stop the road users in accordance with the necessary approach time. For the time of exemption of the covering signal, the journey time may be taken into account from the covering signal to the crossing of the railway, if at the time of the exemption of the cover signal the light signs stop the road users and the journey time between the covering signal and the railway crossing shall be at least equivalent to the approximate time required for the rail vehicle to be reached in accordance with § 63.

(5) The connection of the light signals, which are located with the cover of a signal but without any dependence on this covering signal, does not take place and the operator of the light signals is also responsible for the operation of the covering signal. the operator must ensure that the covering signal is released when the cover signal is released only after the light signs stop the road users in accordance with the necessary approach time. If, by way of derogation from this, the covering signal has to be released by the operator without prior activation of the light signals, the operator must switch the light signals to the operator, in compliance with the required approach time of the operator. Rail vehicles according to § 63 shall be made as late as possible.

Required approach time of the rail vehicle when the light signs and remote monitoring are switched on in the driving mode

§ 65. In the determination of the necessary approach time of the rail vehicle to the railway crossing in the event of a driving connection of the light signs in accordance with § 63 and the remote monitoring system, it must be assumed that road vehicles before the railway crossing Stop. A starting acceleration of 1.0 m/s is required for starting up to the minimum speed according to § 45 within the route d of vehicles to be determined in accordance with Appendix 1 in accordance with Article 45 (2) Z. 2 2 , for the driving of vehicles in accordance with § 45 (2) (3) and (4), a starting acceleration of 0.5 m/s 2 and for cyclists according to § 45 (2) Z 5, a starting acceleration of 0.5 m/s 2 . For pedestrians, the blocking distance d to be determined in accordance with Appendix 1 F on the basis of the In addition, from the end of the clearing operation of the railway crossing by the road users up to the arrival of the rail vehicle on the railway crossing, a time of three seconds (remaining time) as well as those for the safety-related switching sequences shall be determined. and related queries relating to related data from electronic systems (technical times). The result of the required approach time of the rail vehicle thus determined is to be rounded mathematically to integers.

Required approach time of the rail vehicle in the case of travel-related switching on of the light signals and the driver monitoring system

§ 66. (1) The required approach time of the rail vehicle when the light signs are switched on in accordance with § 63 and the driver's driver monitoring system, which monitors the proper functioning of the light signals, is composed of:

1.		from the braking distance for the rail vehicle, which is necessary for the local speed on the track between the monitoring signal and the railway crossing; and
2.		out of the route taken by the rail vehicle within a period of 13 seconds with the local shall be passed between the switch-on point and the monitoring signal, and
3.		from the related safety-related sequences and related queries related to the Data from electronic systems required times (technical times).

In addition, the required approach time of the rail vehicle must be determined, as in the case of light signs and remote monitoring in accordance with § 65. The greater of the resulting values is authoritative.

(2) The required approximate time of the rail vehicle when the light signs are switched on in accordance with § 63 and the driver's driver monitoring system, which monitors the proper state of the light signs, is as for light signs and Remote monitoring to determine.

Protection by light signs with barriers

Stamina Duration

§ 67. (1) The stopping bid for the use of the road users in the case of signs of light shall be limited to the period necessary for the rapprochement and the driving of the railway crossing by rail vehicles. If the railway crossing is free of rail vehicles and the barrier trees have reached the open end position, the light signs with signs of light shall have barriers, except in the cases of paragraph 2.

(2) If a railway crossing with light signs with full barriers is secured and if it permits the traffic significance of the road, the authority may determine that the barrier trees remain closed as a rule or during certain periods of time. During the period during which the cupboard trees remain closed, the light signs may be extinguisher. If barrier trees are kept closed as a rule or during certain periods of time, it must be clearly indicated in the light signs with barriers, at which times the railway crossing can be translated, or how the opening of the Barrier trees can be induced (barrier or call barriers).

Connection of the light signs with barriers; required approximate time of the rail vehicle

§ 68. If the light signs are switched on by means of barriers, the time when the light signs are switched on in the case of light signs with barriers shall be dimensioned in such a way that the road users who are on the spot at the time of the connection of the light signals shall be dimensioned in such a way that the light signs are connected to the light mark. Railway crossings, which can still be left without danger, and the barrier trees are closed upon arrival of the rail vehicle on the railway crossing (required approximate time of the rail vehicle).

§ 69. (1) The connection of the light signs with barriers does not result in travel and does not result from the following provisions, has this

1.		in the case of light signs with half-limits, while maintaining the required approximate time of the rail vehicle in accordance with § 68;
2.		in the case of light signs with full barriers, with simultaneous closure of the barrier trees, in compliance with the respective required approach time of the rail vehicle pursuant to § 68 or
3.		in the case of light signs with four-part full barriers with the offset closing of the cupboard trees in compliance with the respective required approach time of the rail vehicle according to § 68
be as late as possible.

(2) It is not the case that the light signs are connected to barriers which are not covered by a signal and are not caused by the movement of a signal.

1.		in the case of light signs with half-limits, while maintaining the required approximate time of the rail vehicle in accordance with § 68;
2.		in the case of light signs with full barriers, with simultaneous closure of the barrier trees, in compliance with the respective required approach time of the rail vehicle pursuant to § 68 or
3.		in the case of light signs with four-part full barriers with the offset closing of the cupboard trees in compliance with the respective required approach time of the rail vehicle according to § 68
be as late as possible.

(3) Following the switch-on of the light signs with barriers not covered by a signal, do not drive and hold rail vehicles in the vicinity of the railway crossing, the switch-on has to be switched on before the journey

1.		in the case of light signs with half-limits, while maintaining the required approximate time of the rail vehicle in accordance with § 68;
2.		in the case of light signs with full barriers, with simultaneous closure of the barrier trees, in compliance with the respective required approach time of the rail vehicle pursuant to § 68 or
3.		in the case of light signs with four-part full barriers with the offset closing of the cupboard trees in compliance with the respective required approach time of the rail vehicle according to § 68
be as late as possible.

(4) If the light signs are switched on with barriers which are covered by a signal and are dependent on this signal, it is not possible to move the light signal, when the cover signal is released, to ensure that the release of the signal is released. the signal is not covered until after

1.		the light signs with half-barriers corresponding to the approximate time of approximation of the Rail vehicle according to § 68;
2.		the light signs with full barriers with simultaneous closing of the cupboard trees the required approximate time of the rail vehicle according to § 68 or
3.		the light signs with four-part full bounds with a set closing of the barriers trees according to the required approximate time of the rail vehicle according to § 68
Stop the road users.
For the time when the covering signal is released, the journey time from the covering signal to the railway crossing may be included in the required approximate time of the rail vehicle, if at the time of the exemption of the cover Signal the yellow, non-flashing light or the red, non-flashing light is illuminated, and it is ensured that the barrier trees have left the open end position and, furthermore, the travel time between the covering signal and the The railway crossing is sufficient for the barrier trees to arrive at the arrival of the Rail vehicles on the rail crossing are closed. If the journey time between the covering signal and the railway crossing is not sufficient for the barrier trees to be closed when the rail vehicle is hit on the railway crossing, the time of exemption of the covering signal shall be such that: to ensure that the required approach time of the rail vehicle is maintained.

(5) It follows that the light signs are connected with barriers, which are located under cover of a signal but without any dependency on this covering signal, and the operator of the light signs with barriers is also responsible for the operation of the light signals. of the covering signal, when the covering signal is released, it shall be ensured that the uncovering signal is not released until after the detection of the covering signal, after the detection of the signal, the detection of

1.		the light signs with half-barriers in accordance with the required approach time of the rail vehicle in accordance with § 68;
2.		the light signs with full barriers with simultaneous closure of the barrier trees in accordance with the required approach time of the rail vehicle pursuant to § 68 or
3.		the light signs with four-part full barriers with the offset closing of the barrier trees in accordance with the required approach time of the rail vehicle according to § 68
Stop the road users.
If, by way of derogation from this, the covering signal must be brought into the open position by the operator without prior connection of the light signals with barriers, the connection must be made in a timely manner that:
1.		in the case of light signs with half-limits, the required approximate time of the rail vehicle according to § 68,
2.		in the case of light signs with full barriers with simultaneous closure of the barrier trees, the required approach time of the rail vehicle according to § 68 or
3.		in the case of light signs with four-part full barriers with the offset closing of the barrier trees, the required approach time of the rail vehicle according to § 68
is respected.

Required approach time of the rail vehicle in case of travel-related connection of the light signs with half-barriers and remote monitoring

§ 70. (1) The required approach time of the rail vehicle in the case of travel-related connection of the light signs with half-barriers and remote monitoring is composed of:

1.		the duration of the holding in front of the cabinet in accordance with paragraph 3,
2.		the closing time for the barrier trees (which shall normally be 10 seconds and shall not exceed 12 seconds and shall not fall below 6 seconds), provided that this time for the complete abandonment of the railway crossing by the the road user is sufficient or the closing time for the barrier trees and the time still necessary at the closing time for the complete abandonment of the railway crossing by the road users,
3.		a remaining time from the closed end position of the barrier trees or from the complete departure of the railway crossing by the road users up to the arrival of the rail vehicle on the railway crossing of 6 seconds and
4.		the times required for the safety-related switchover and related queries relating to these data from electronic systems (technical times).

(2) If the signs of light with half-barriers and remote monitoring are switched on in the case of travel, even before the barrier trees have reached the open end position, a further closure of the cupboard trees is required, the required Approximate time of the rail vehicle together:

1.		the opening time of the cupboard trees (usually 8 seconds and not exceeding 10 seconds and not falling below 6 seconds),
2.		the duration of the holding in front of the cabinet in accordance with paragraph 3,
3.		the closing time for the barrier trees (usually 10 seconds and not exceeding 12 seconds and not less than 6 seconds), provided that this time in connection with the holding offer in front of the closet for the complete leaving of the railway crossing by the road users is sufficient, or the closing time for the barrier trees and the time still required for the closing time for the complete departure of the railway crossing by the road bencher,
4.		a remaining time from the closed end position of the barrier trees or from the complete departure of the railway crossing by the road users up to the arrival of the rail vehicle on the railway crossing of 6 seconds and
5.		the times required for the safety-related switchover and related queries relating to these data from electronic systems (technical times).

(3) In determining the duration of the holding bid before the cabinet, it must be assumed that road vehicles stop in front of the railway crossing. For the starting up to the minimum speed according to § 46 within the blocking distance d to be determined in accordance with Appendix 1 1 of vehicles according to § 45 para. 1 Z. 2 is a starting acceleration of 1,0 m/s 2 , for the driving of vehicles in accordance with Article 45 (1) Z 3 and 4, a starting acceleration of 0.5 m/s 2 and for cyclists according to § 45 (1) Z 5, a starting acceleration of 0.5 m/s 2 . For pedestrians, the blocking distance d to be determined in accordance with Appendix 1 F on the basis of the The result of the necessary duration of the hold-down offered in this way before the cabinet closure in the case of light signs with half-barriers is to be rounded mathematically to entire numbers.

Required approach time of the rail vehicle in the case of travel-related connection of the light signs with full barriers with simultaneous closing of the barrier trees and in the case of light signs with four-part full barriers with the offset closing of the Barrier trees and remote monitoring

§ 71. (1) The necessary approach time of the rail vehicle with the activation of the light signs with full barriers with simultaneous closing of the barrier trees is made up of:

1.		the duration of the holding in front of the cabinet in accordance with paragraph 3,
2.		the closing time for the cupboard trees (usually 10 seconds and not exceeding 12 seconds and not falling below 8 seconds),
3.		a residual time from the closed end position of the cupboard trees to the arrival of the Rail vehicle on the railway crossing of 6 seconds and
4.		For the safety-related sequences and related queries related data from electronic systems required times (technical times).

(2) In the case of travel-related connection of the light signs with full barriers with simultaneous closure of the cupboard trees, even before the barrier trees have reached the open end position, a further closure of the barrier trees is required, the required approach time of the rail vehicle together:

1.		the opening time of the cupboard trees (usually 8 seconds and not exceeding 10 seconds and not falling below 6 seconds),
2.		the duration of the holding in front of the cabinet in accordance with paragraph 3,
3.		the closing time for the cupboard trees (usually 10 seconds and not exceeding 12 seconds and not falling below 8 seconds),
4.		a residual time from the closed end position of the cupboard trees to the arrival of the Rail vehicle on the railway crossing of 6 seconds and
5.		For the safety-related sequences and related queries related data from electronic systems required times (technical times).

(3) In the determination of the duration of the holding offer before the cabinet closes with light signs with full barriers and simultaneous closure of the cupboard trees, it is assumed that road vehicles stop before the railway crossing. A starting acceleration of 1.0 m/s for starting up to the minimum speed according to § 45 within the blocking distance d of vehicles to be determined in accordance with Appendix 1 in accordance with Article 45 (1) Z. 2 2 and for the starting of vehicles according to § 45 (1) (3) and (4), a starting acceleration of 0.5 m/s 2 as well as for cyclists according to § 45 paragraph 1 Z 5, a starting acceleration of 0.5 m/s 2 . For pedestrians, the blocking distance d to be determined in accordance with Appendix 1 F on the basis of the The result of the necessary duration of the hold-down offered in this way before the cabinet closes with light signs with full barriers and simultaneous closing of the cupboard trees is to round up mathematically to integers.

§ 72. (1) The necessary approach time of the rail vehicle with the activation of the light signs with full barriers with the offset closure of the barrier trees is made up of:

1.		the duration of the holding in front of the cabinet in accordance with paragraph 3,
2.		the closing time for the cupboard trees (which usually has to be 10 seconds and must not exceed 12 seconds and not less than 8 seconds) above the respectively right half of the road or above the respective right hand side of the road. Road half before the railway crossing and the closing time for the rest of the barrier trees, whereby between the beginning of the closing of the barrier trees above the respectively right half of the road or above the right half of the road in front of the Railway crossing and the beginning of the closure of the remaining cupboard trees which have been Paragraph 4 to be determined in the meantime Z must be respected,
3.		a residual time from the closed end position of the barrier trees to the arrival of the rail vehicle on the railway crossing of 6 seconds and
4.		For the safety-related sequences and related queries related data from electronic systems required times (technical times).

(2) If a further closure of the cupboard trees is required in the case of travel-related connection of the light signs with full barriers with a misplaced closing of the cupboard trees, even before the barrier trees have reached the open end position, the barrier trees shall be closed further. the required approach time of the rail vehicle together:

1.		the opening time of the barrier trees (usually 8 seconds and may not be used) Do not exceed 10 seconds and do not fall below 6 seconds),
2.		the duration of the holding in front of the cabinet in accordance with paragraph 3,
3.		the closing time for the cupboard trees (which usually has to be 10 seconds and must not exceed 12 seconds and not less than 8 seconds) above the respectively right half of the road or above the respective right hand side of the road. Road half before the railway crossing and the closing time for the rest of the barrier trees, whereby between the beginning of the closing of the barrier trees above the respectively right half of the road or above the right half of the road in front of the Railway crossing and the beginning of the closure of the remaining cupboard trees which have been Paragraph 4 to be determined in the meantime Z must be respected,
4.		a residual time from the closed end position of the cupboard trees to the arrival of the Rail vehicle on the railway crossing of 6 seconds and
5.		For the safety-related sequences and related queries related data from electronic systems required times (technical times).

(3) The determination of the duration of the holding offer before the cabinet closes with light signs with full barriers and the offset closure of the cupboard trees is to be done as with light signs with half-limits according to § 70.

(4) In the case of travel-related connection of the light signs with full barriers with the offset closing of the barrier trees, the time between the beginning of the closing of the cupboard trees over the respective right half of the road or above the respective one of the respective right-hand lane halves is the time between the two respective stops. Right half of the road before the crossing of the railway and the beginning of the closing of the rest of the barrier trees (meanwhile Z ) out of the difference between the duration of the holding offer in front of the cabinet in the case of light signs with full bounds with simultaneous closure of the cupboard trees and the duration of the holding offer in front of the cabinet in the case of light signs with To identify half-barriers.

Required approach time of the rail vehicle in the case of travel-related connection of the light signals with barriers and the driver monitoring system

§ 73. (1) The required approximate time of the rail vehicle with light signs with barriers and driver monitoring, which monitors the orderly functioning of the light signs with barriers, shall be taken from:

1.		the braking distance for the rail vehicle, which is necessary for the local speed on the train between the monitoring signal and the railway crossing; and
2.		the distance which, in accordance with § 70, para. 3, for light signs with half-barriers, as per § 71 (3) for light signs with full-bounds and simultaneous closure of the barrier trees, according to § 72 (3) for light signs with half-bounds and simultaneous closure of the barrier trees (3) and (4) for light signs with four-part full barriers, with the offset closing of the barrier trees and the distance which the rail vehicle will pass through within a signal observation time of 9 seconds, and
3.		the times required for the safety-related switchover and related queries relating to such data from electronic systems, including the times required for leaving the open end position of the barrier trees (technical times)
to be identified. This result is mathematically rounded up to integers.

(2) Weiters is, depending on whether or not light signs with half-barriers and driver-driver monitoring or light signs with full limits and simultaneous closure of the barrier trees and driver-driver monitoring or light signs with four-part Full-bounds with the misplaced closure of the barrier trees and the driver monitoring system shall be carried out, the required approximate time of the rail vehicle as in the case of light signs with half-barriers and remote monitoring, as in the case of Light sign with full bounds and simultaneous closing of the Detection of barrier trees and remote monitoring or as in the case of light signs with four-part full barriers with offset closing and remote monitoring in accordance with § § 70 to 72.

(3) The larger value resulting from paragraphs 1 and 2 shall be used for the determination of the required length of the switch-on distance in the case of travel-related switching-on of the light signals with barriers and driver-driver monitoring.

(4) The required approximate time of the rail vehicle with light signs with barriers and driver-driver monitoring, which monitors the proper state of the light signs with barriers, is as for light signs with barriers and Remote monitoring to determine.

Common rules for the safety of light signs and light signs with barriers

Technical implementation of the light signs and the light signs with barriers

§ 74. The railway safety devices of the light signs or of the light signs with barriers, which have been re-used on a case-by-case basis from the date of entry into force of this Regulation, shall be subject to the state of the art in accordance with Section 9b of the EisbG . In particular, the proportionality between the cost of the technical measures required by the proposed operating mode on the train and the benefits resulting from it for the interests of the railway undertaking to be protected shall also be proportional to the costs of the railway operation. and transport, on the one hand, and road transport on the other.

Required length of the switch-on distance when the light signs and the light signs are switched on in the travel mode with barriers

§ 75. (1) The required length of the switch-on section in front of the railway crossing shall be determined in the case of travel-related connection of the light signs and the light signals with barriers from the required approach time of the rail vehicle. The result of the required length of the switch-on path determined in this way before the crossing of the railroad is to be rounded mathematically to integers.

(2) The determination of the required length of the switch-on distance in the case of travel-related connection of the light signs and the light signs with barriers must, in principle, be based on the locally permissible speed in the area of the railway crossing. Permanent restrictions on the locally permissible speed in the area of the railway crossing may be taken into account. A planned local speed may be used if it becomes effective at the same time as the light signs or the light signs are put into service, or by the allocation of the planned local speed. Speed not exceeding the required approximate time of the rail vehicle of 60 seconds for light signs and 120 seconds for light signs with half-limits until the planned local speed is effective. .

(3) The switch-on path must in principle be carried out in the required length. It may only be extended to the extent necessary in duly justified cases.

(4) In the event of a postponement of the rail crossing only, the required length of the switch-on distance can be determined in accordance with the requirements for the required approximate time on the train when the light signs are switched on by remote monitoring, the light sign with half-barriers with remote monitoring, the light sign with full barriers with remote monitoring or the light sign with four-part full barriers with the offset closure of the barrier trees with remote monitoring in accordance with § § 70 to 72 shall be determined, ensuring that the rail vehicle is under To maintain the signal observation period in accordance with § 89 (4) and (5) for a monitoring signal to be set up before the crossing of the railway, if necessary before the crossing of the railway.

Disconnection of the light signs and the light signs with barriers

§ 76. (1) Light signs or signs of light with barriers shall then be switched off and shall be established if it is ensured that the rail crossing is free of rail vehicles and that the rail crossing shall be renewed for any further period of time. It is possible to observe the approach time of the rail vehicle which is required by light signs or by the light sign with barriers.

(2) In the event of the failure of a travel-related disconnection of the light signs or the light signs with barriers and remote monitoring, provision should be made for the basic position of the light signs or the light signs with barriers to be established by the can be made to monitor. In the case of light signs or light signs with barriers and driver monitoring, provision must be made for the basic position of the light signs or of the light signs to be carried out automatically by means of barriers.

Local switch mode

§ 77. (1) Light signs or light signs with barriers can, if necessary, be operated with a local switch device to be activated by the operator with a corresponding authorization (local switch mode). The need may, for example, in the case of work in the area of the track switching means, if this would involve influencing the slip switching means or if the switch-on point is repeated over the railroad crossing or via the track switching means of the switch-on point. of railway vehicles and an operation of the light signs or of the light signs with barriers is not possible from the operating and monitoring point, or if a fault is properly operated by the operating and monitoring system, Inspection post is not possible, or given for journeys according to § 79 be.

(2) A local switch mode shall be possible for light signs or light signs with barriers with travel-related connection and remote monitoring. A local switch operation is permissible for light signs or light signs with barriers with travel-operated switching-on and traction-driver monitoring.

(3) The recording of the local switch operation for light signs or for light signs with barriers with travel-related switching on and remote monitoring shall be displayed as a fault in the monitoring station. However, the local switch establishment shall not be treated as a disturbance in accordance with § 91. In addition, the operating mode "Local switch mode" can also be displayed.

(4) In the case of the local switch operation of light signs or of light signs with barriers and remote monitoring, the operator shall ensure that there is a disturbance in accordance with § 91. If necessary, it shall report the presence of a fault to the monitoring body. If a disturbance is reported to the monitoring body, it shall act in accordance with the provisions of § 95 on the measures in the event of a fault. In addition, the supervising body shall immediately arrange for the disturbance to be corrected.

(5) In the case of local switch operation of light signs or of light signs with barriers and driver monitoring and the existence of a disturbance in accordance with § 91, it shall be possible to proceed in accordance with Section 89 (3).

(6) The operation of the light signs or the light signs with barriers in the local switch mode shall be used for light signs which are not switched on, in accordance with § 64 or for light signs with barriers which are not powered on, in accordance with § 69.

Arrangements for service life without scheduled train traffic

§ 78. May, for exceptional purposes, be carried out by train or by-pass on routes or sections of a service line without scheduled train traffic

1.		the operation of the light signs or signs with barriers in which the street users are offered a stop by yellow non-flashing light and then red non-flashing light, the light sign or the light sign with barriers, where the road users are offered a stop by red flashing light or the barriers in which the road users are given a hold on their own with rotating warning signals or with a lander alone or by closing the cupboard trees alone, , or
2.		in the case of travel-controlled switching-on and remote monitoring of the light signs or signs with barriers in which the road users are given a stop by yellow non-flashing light and then red non-flashing light, the light Light signs or signs of light with barriers in which the street users are offered a stop by red flashing light, cannot be monitored,
prior to the registration of the train or secondary journey, it shall be ensured that rail vehicles stop before the railway crossing and continue the journey only after acoustic signals have been emitted, until such time as a security is possible or an operation or control is carried out. it is possible to monitor the railway crossings in question in the relevant sections or sections of the route.

Arrangements for exceptionally high speed on the train

§ 79. Should, exceptionally, travel at speeds higher than the local permissible speed on the train in the vicinity of a railway crossing shall be carried out, the switch-on or the Control of the light signs or light signs with barriers in which the road users are offered a stop by yellow non-flashing light and then red non-flashing light, the light sign or the light sign with barriers, at which are offered to the street users by red flashing light, or Barriers in which the road users are provided with rotating warning signals or with a ling plant alone or by the closure of the barrier trees alone, in accordance with the approximate time required for this speed. Rail vehicle must be carried out. Otherwise, the provisions of § § 83 to 86 shall apply in accordance with the provisions of § 39, in which case the provisions of § 39 shall not apply in this case.

Temporary withdrawal of light signs, light signs with barriers and barriers

§ 80. If the railway undertaking is responsible for securing the railway crossing on a case-by-case basis, on the occasion of a temporary out-of-operation of light signs or signs of light with barriers in which the road users are not blinking by yellow light and then the red non-flashing light is commanded, light signs or signs of light with barriers, where the street users are offered a stop by red flashing light, and barriers in which the street users are equipped with rotating warning signals, or with lineswork on its own, or by closing the If only a stop is offered, no decision of the authority pursuant to Section 49 (2) of the EisbG (EisbG) is obtained, the measures must be applied in the event of a malfunction according to § 95 muta-mutual; The collection of a decision by the authority pursuant to Section 49 (2) of the EisbG (EisbG) or the application of the measures in the event of a fault can be waited if it is ensured that road users do not enter or enter the rail crossing .

Temporary restriction of the necessary sifting space in connection with the establishment of light signs or light signs with barriers

§ 81. (1) In the event of a decision pursuant to Section 49 (2) of the EisbG (EisbG), the Authority shall order the securing of a railway crossing by light signs or by light signs with barriers, it shall examine whether the required classifying space pursuant to section 46 (1) of the The construction of the light signs or the light signs with barriers is restricted until they are put into operation.

(2) If there is no restriction of the required space, the Authority shall order that the railway crossing shall be subject to the entry into service of the light signs or the light signs with barriers by the guarantee of the necessary separation is to be secured in accordance with § 40. In the event of a restriction of the required space, the authority may order the retention of the security by providing the necessary safe conditions, provided that the necessary conditions, conditions and conditions are met, and Transport requirements on the road and on the train, the sign of 'speed limitation (maximum speed)' or 'stop' sign, if necessary under the heading of the railway crossing, under simultaneous reduction of the speed on the track in accordance with of the existing sifting space. If this is not possible, the Authority may, if it allows local conditions and transport requirements on the road and on the railways, arrange for the crossing of the railway to be carried out under the appropriate application of the provisions of Section 36. Delivery of acoustic signals from the rail vehicle is to be secured.

(3) If a security pursuant to paragraph 2 is not possible, the railway crossing shall be guarded under the appropriate application of the provisions of § § 83 to 86, whereby the provisions of § 39 are not applicable, or shall be ensured that street bencher shall be subject to the railway crossing cannot be crossed or entered.

Interaction of light signs or of light signs with barriers with light signals on street reculations

§ 82. (1) By means of the interaction of light signs or light signs with barriers with light signs at nearby road junctions (traffic light signalling systems), either the timely spaces of the railroad crossing by the road users shall be , or to contribute to the avoidance of congestion between railway crossings and nearby road junctions with traffic light signalling systems. Whether and in what form an interaction is required is to be assessed on a case-by-case basis on the basis of local conditions and transport requirements.

(2) In order to ensure the timely clearance of the railway crossing by road users, the interaction of light signs or light signs with barriers with traffic light signalling systems shall be required;

1.		either all road traffic relations leading to the railway are regulated by means of separate light signs for road traffic control (trace signalling) or have to be regulated
2.		After a train registration all the driving relations on the road crossing stop are offered (Allrot).
If the conditions mentioned under Z 1 or 2 are not met, the railway crossing shall be secured by light signs with barriers which cooperate with the traffic light signalling system at the nearby road intersection.

(3) In the cases referred to in paragraph 2 (2) (1) and (2), in addition to the light signals for the regulation of road traffic at the intersection of the road, there shall be a suitable location for all road traffic routes leading to the railway ("ground-hostile") Driving relations) shall be affixed to the light.

(4) The interaction of the light signs or the light signs with barriers and the traffic light signalling system at the nearby road crossing in accordance with paragraph 2 shall be designed as follows:

1.		After a railway application by the light signs or the light signs with barriers in the traffic light signalling system at the nearby street crossing, the road users on the "railway hostile" driving relations are, if necessary, the rooms of the To enable railway crossings and have the light signs or the light signs with barriers to receive the feedback, that the "ground-hostile" driving relations are offered by the traffic light signalling system. The length of time between registration and re-registration shall be kept as short as possible, with the minimum times specified in the relevant rules for the individual phases of the traffic light signalling system at the level of the traffic light signalling system. Do not fall short of road crossing.
2.		After feedback to the light signs or the light signs with barriers, that the "ground-hostile" driving relations are stopped by the traffic light signalling system, the signal transmitters of the light signs or of the light signs with barriers are to turn on the red non-flashing light without the previous yellow non-flashing light.
3.		If there is no feedback to the light signs or to the light signs with barriers that the "ground-hostile" driving relations are stopped by the traffic light signalling system, the signal transmitters of the light signs or the light signs with the light signs are connected to the light signals. Switch 4 seconds of yellow non-flashing light and then turn on red non-flashing light until the light is switched off. In this case, the traffic light signalling system at the nearby road crossing is either completely switched off or has its signal transmitters, with the exception of those for the "ground-hostile" travel relations, to show yellow flashing light. The signal transmitters for the "ground-hostile" relations must not show a yellow blinking light.
4.		If the traffic light signalling system is located at the nearby road crossing at the time of a railway application by the light signs or signs with barriers at the traffic light signalling system at the nearby road crossing in Flashing operation (yellow flashing light), the condition described in Z 1 and 2 is to be established via its own phase run (start program); otherwise Z 3 is valid.
5.		The light signs or the signs of light with barriers shall be transmitted as a function of a covering signal and the railway crossing shall not be used by rail vehicles until the conditions laid down in Z 1 and 2 are met. . Otherwise, the requirements shall be established in accordance with Z 3 and shall be taken in accordance with § 95 on the provisions relating to the measures in the event of a fault. The application of the provisions relating to the measures in the event of a fault may be waiver if, in their mode of operation, the rolling stock of the rail vehicles is adapted to the nature of road transport.

(5) In the case of the interaction of signs of light or of light signs with barriers and traffic light signalling systems at nearby road areas in accordance with paragraph 4, the required approach time of the rail vehicle shall be based on the time for which the railway vehicle is to be installed. Due to the railway registration required, the procedures required under subsection 4 (1) and (2) are required, and the approximate time required for rail vehicles with light signs or light signs with barriers. In the time required for the operations required by rail declaration in accordance with paragraph 4 (4) (1) and (2), the data relating to the switching sequences and the related queries relating to this shall be required from electronic systems. Times (technical times) should be taken into account. The value determined in this way is mathematically rounded up to integers.

Backup by guarding

Surveillance and regulation of road traffic by bracles or by armmarks and auxiliary equipment

§ 83. (1) The armmarks shall be given by the security body within the meaning of § 37 StVO 1960. There is no need for explicit release of the road traffic after the rail vehicle has been crossed by the rail vehicle.

(2) The monitoring body shall:

1.		in the case of a red colour signal flag, a signal rod with a circular red field with a white border or a signal rod with circular red light fields with a white border after the two directions of the road after the road has been illuminated, the two directions of the road or a red-lit signal rod;
2.		from the beginning of the dusk to the full daylight and in the case of unsatiable weather a hand lantern showing red light in a circular light field after both directions of the road, a signal rod with circular red light fields with white border after both driving directions of the road or a red luminous signal rod
to use.

(3) Relief devices, such as red signal disks or shears, must be provided with reflex materials of at least type 2 (highly reflective) type in accordance with § 4 StVZVO 1998.

(4) In the surveillance and regulation of road traffic by bracles or in the surveillance and regulation of road traffic by means of armsigns and auxiliary equipment in the area of a road crossing controlled by light signs (traffic light signalling system) shall, under the appropriate application of the provisions relating to the interaction of the light signs and traffic light signalling system at nearby road sections, ensure that the monitoring body is responsible for the use of such a system. Light signals can be used for its support.

Surveillance and regulation of road traffic through light signs

§ 84. (1) The provisions of § § 19, 28 and 29 shall apply mutatily to the implementation of the light-emblem, for the type and duration of the light signs, and for the affixing of the light signs.

(2) The monitoring body shall be kept in the light of the light signs and shall serve them. The monitoring body has to monitor the proper functioning of the light signals via a function display. If no function display is present, the monitoring device has to convince itself of the correct function of the light signals on the basis of the signal transmitters. If the monitoring body recognizes that the light signs are not functioning properly, it shall secure the railway crossing by means of surveillance and regulation of road traffic by means of armsigns in accordance with Section 83, using auxiliary equipment, and immediately inform the competent authority thereof. This body shall immediately arrange for the proper condition of the light signs to be restored.

(3) In the surveillance and regulation of traffic by light signs, the interaction with signs of light at nearby road crossings (traffic light signalling systems) shall only be permitted if, after a railway declaration, all the driving relations on the road are on the Road crossing Stop is offered (Allrot). The minimum times for the individual phases of the phase run-off of the traffic light signal system on the road crossing must not be undershot.

Start and duration of the monitoring process

§ 85. (1) The bracings within the meaning of § 37 of the StVO 1960 or the light signs according to § 84 shall be provided in such a time as to ensure that the railway crossing is free of road users when the rail vehicle is hit on the railway crossing.

(2) Armsigns within the meaning of Section 37 of the StVO 1960 shall be given until the rail vehicle has taken the width of the road. Light signs shall be given until the rail crossing is free of rail vehicles.

Equipment of the monitoring bodies

§ 86. (1) The monitoring body shall be equipped:

1.		with a signal whistle;
2.		in day with a signal flag in red colour or a signal rod with one after two driving directions the road, circular, red field with a white border or a signal rod with circular red light fields with a white border after both directions of the road or a red light signal rod;
3.		from the beginning of the dusk to the full daylight and in the case of unsightly weather with a hand lantern showing red light in a circular field of light after both directions of the road or a signal rod with circular red light Luminous fields with a white border after both directions of the road or with a red light signal rod;
4.		in the case of train and secondary journeys, with documents showing the shortest possible approach time from the neighbouring establishment; and
5.		of a properly timed watch.

8. Section

Monitoring of light signs and light signs with barriers

Types of monitoring

§ 87. (1) The proper condition (monitoring of the availability) of the light signs or the light signs with barriers or the orderly functioning (monitoring of the function) of the light signs or the light signs with barriers is in a to be monitored, or to display in a covering signal.

(2) The monitoring of the indication of the proper condition and/or the proper functioning can be carried out by an occupied operating location (remote monitoring) or by the rail vehicle (driver monitoring).

(3) In the case of remote monitoring, the proper state (availability) of the light signs or the light signs with barriers is to be displayed in an occupied operating station. The examination of the proper condition shall also include the examination of whether the signs of light or the signs of light with barriers have been functioning properly when a rail vehicle is travelling over the railway crossing. In the cases of § 69 (2) to (4), the examination of the proper condition shall additionally include the examination of whether the barrier trees have left the open end position or whether the cabinet trees have left the closed end position have been reached.

(4) In the case of driver monitoring, either the proper condition or the proper function shall be indicated.

(5) In the case of driver-driver monitoring, which monitors the proper condition of the light signs or the light signs with barriers, the proper state (availability) must be displayed on the monitoring signal. In the case of vehicle driver monitoring, which monitors the orderly functioning of the light signs or the light signs with barriers, the proper functioning of the monitoring signal is to be displayed.

(6) In the case of driver monitoring, which monitors the orderly functioning of the light signs or the light signs with barriers, the monitoring signal shall be switched on after a travel-related switching-on or on a non-driving-action switching-on indicate that the yellow, non-flashing light and the red, non-flashing light are illuminated by light signs, and that the yellow, non-flashing light and the red, non-flashing light are illuminated by light signs and the red, non-flashing light, and the light Barrier trees have left the open end position. If the journey time between the monitoring signal and the railway crossing is not sufficient to ensure that the barrier trees have reached the closed end position at the arrival of the rail vehicle on the railway crossing, or is not guaranteed, that the barrier trees have left the open end position and that they have reached the closed end position when the rail vehicle is hit on the railway crossing, is to indicate, after a non-driving connection, that the yellow, non-flashing light and the red, non-flashing light shines and the Cupboard trees have reached the closed end position.

(7) See light signs or signs of light with barriers covering a signal, the proper condition is to be monitored in accordance with paragraph 3. If the corresponding conditions are met, the correct function within the meaning of paragraph 5 must also be monitored in the covering signal.

(8) The non-proper condition or non-orderly functioning of light signs and light signs with barriers as set out in paragraphs 3 to 5 shall be reported to the monitoring body as a malfunction.

(9) The non-proper condition or non-proper function which is not to be treated as a fault in accordance with paragraph 7 may be indicated as an error in addition to the monitoring body.

(10) Remote monitoring and vehicle driver monitoring can also be arranged side by side.

Remote monitoring

§ 88. (1) A railway crossing may only be used if the supervising body is not shown a disturbance in accordance with § 91 or if no disturbance has been reported in accordance with § 91, which cannot be displayed in the monitoring body.

(2) If the supervising body is notified of a disturbance in accordance with § 91 or a fault is reported in accordance with § 91, which cannot be displayed in the monitoring body, it shall have the measures in the event of a malfunction in accordance with the provisions of § 95 . In addition, the supervising body shall immediately arrange for the disturbance to be corrected. If the monitoring body is shown recurrent or permanent errors, it has to make it possible to rectify it.

(3) The driver shall recognise the existence of a fault in accordance with § 91, he shall report this immediately to the next occupied operating authority. Prior to the approval of further journeys, this operating body shall act in accordance with the provisions of § 95 on the measures in the event of a fault and shall also immediately initiate the correction of the disturbance.

(4) If a disturbance is detected in accordance with § 91 and indicated by the monitoring body in the case of signs or signs of light with barriers which are covered by a signal and as a function of the signal, the monitoring body shall have the following information prior to the authorisation of the Proceed in accordance with the provisions of § 95 on the measures in the event of a fault and, furthermore, immediately arrange for the fault to be corrected. If the monitoring body is shown recurrent or permanent errors, it has to make it possible to rectify it.

Drivers ' monitoring

§ 89. (1) The driver ' s control shall be used where the local speed on the path between the switch-on point and the railway crossing, or between the monitoring signal and the railway crossing 100, is applicable Do not exceed km/h.

(2) The monitoring signal shall indicate whether the railway crossing shall be allowed to be crossed. The crossing of the railway may only be used on the basis of a surveillance signal which does not show any disturbance in accordance with § 91.

(3) If it is indicated on the monitoring signal that the rail crossing must not be used, the rail vehicle shall stop in front of the railway crossing and shall continue the journey after the delivery of eight-way signals. The driver shall immediately notify the nearest operating authority of the presence of the disturbance. In accordance with the provisions of Section 95, this operating body shall act on the measures in the event of a fault and shall, in addition, immediately initiate the correction of the disturbance.

(4) The monitoring signal used to monitor the proper functioning shall, as a rule, be further removed from the length of the braking distance prior to the crossing of the railway or, for reasons of visibility of the monitoring signal, further away from the control signal. To establish a railway crossing. For the length of the braking distance, the speed on the track is decisive at the location of the monitoring signal. As a rule, the monitoring signal must be visible on a path that corresponds to a signal observation time of at least 9 seconds before the monitoring signal. If this is not possible due to the local conditions, the monitoring signal must be visible on a distance which corresponds to a signal observation time of at least 7 seconds before the monitoring signal.

(5) If the monitoring signal with which the monitoring of the proper function takes place is to continue, not on the length of the braking path, but either immediately before the railway crossing or for reasons of visibility of the monitoring signal. shall be placed in front of the railway crossing and, between the on-off point and the railway crossing, a scheduled stopping of rail vehicles shall not be provided, the monitoring signal shall be from a distance which is derived from the The length of the braking distance and the distance that a signal observation period of is at least 9 seconds, is made up, is visible. If this is not possible due to the local conditions, the monitoring signal must be visible on a distance which corresponds to a signal observation time of at least 7 seconds before the monitoring signal.

(6) The monitoring signal used to monitor the proper functioning shall be repeated if the stopping of rail vehicles (for example, in stops, before signals) is to be taken into account and the length of the braking distance is shall not be visible from the stopping point. If a scheduled stop of all rail vehicles is provided in front of the railway crossing, a monitoring signal which can be identified from the holding point is to be established before the railway crossing.

(7) Consequences on a railway crossing other railway crossings, the distance between which is shorter than the length of the braking distance, may be a monitoring signal for this group of railway crossings, which shall be used to monitor the proper functioning of the railway. shall be placed on the length of the braking distance before the first crossing of the railway. The monitoring signal shall be provided with a table bearing the inscription of the number of the following railway crossings for which it is applicable. After the last railway crossing, a panel indicating the end of this group shall be drawn up.

(8) Consequences on a railway crossing other railway crossings, the distance between which is shorter than the length of the braking distance, may be a monitoring signal for this group of railway crossings, which shall be used to monitor the proper functioning of the railway. shall be placed on the length of the braking distance before the first crossing of the railway, and a monitoring signal shall be removed immediately before any further railway crossing of this group or, for reasons of visibility of the monitoring signal, set up. These other rail crossings are to be provided with a table with the inscription of the number of the following railway crossings. After the last railway crossing, a panel indicating the end of this group shall be drawn up.

(9) In the event of a delay, the monitoring signal used to monitor the proper functioning may be removed, either immediately prior to the crossing of the railway or for reasons of visibility of the monitoring signal, before the Railway crossing shall be established. In this connection, it must be ensured that the rail vehicle, while maintaining the signal observation period, may, if necessary, stop before the railway crossing in accordance with paragraphs 4 and 5.

(10) The monitoring signal with which the monitoring of the proper condition (monitoring of availability) is carried out shall be at least on the length of the braking distance before the crossing of the railway, but in any case before the switch-on point or, if so, for reasons of reason: the visibility of the monitoring signal is required to be further removed prior to the switch-on point.

(11) The monitoring signal shall be provided with a mast marking (black stripes rising diagonally to the right on a white background). At a speed on the web of more than 60 km/h, the mast identification is either a permanently yellow emitting signal transmitter or a reflective surface with reflex material of type 2 (highly reflective) in accordance with § 4 StVZVO 1998 in yellow colour .

Recording of functions of light signs and light signs with barriers

§ 90. The function of the light signs and the light signs with barriers can be recorded with a recording device. These records shall be kept for at least two weeks.

Section 9

Malfunctions, errors and measures in the event of a malfunction

Malfunctions

§ 91. (1) A disturbance in the case of light signs or in the case of light signs with barriers in which the road users are offered a stop by yellow non-flashing light and subsequently red non-flashing light, is available if:

1.		The connection also fails only a yellow non-blinking light,
2.		the connection also fails only a red non-blinking light,
3.		the disconnection of one, more or all of the light signs is failed or
4.		also only one of the barrier trees does not leave the open end position or the closed end position is not reached,
5.		only one of the barrier trees has been broken, or
6.		a safety-relevant condition affecting the proper function is indicated;

(2) A disturbance in the case of light signs or in the case of light signs with barriers in which the road users are offered a stop by red flashing light shall be provided if:

1.		no red flashing light nor red flashing light appears,
2.		the disconnection of one, several or all of the light signs,
3.		also only one of the barrier trees does not leave the open end position or the closed end position is not reached,
4.		only one of the barrier trees has been broken, or
5.		a safety-relevant condition affecting the proper function is indicated;

(3) A disturbance in the case of barriers in which the road users are provided with rotating warning signals or with a ling plant alone or by closing the cupboard trees on their own, shall be available if:

1.		also only failed a rotating warning signal,
2.		the leaned plant failed,
3.		also only one of the barrier trees does not leave the open end position or the closed end position is not reached,
4.		only one of the barrier trees has been broken,
5.		the red and white identification of the barrier trees is missing or damaged in such a way that their easy and timely recognizability is no longer guaranteed,
6.		the retroreflating material is missing from the cupboard or is damaged in such a way that its easy and timely recognizability is no longer guaranteed;

(4) A disturbance in the case of railway crossings, which are secured from the rail vehicle by the guarantee of the required safe space or by the emission of acoustic signals, shall be provided if:

1.		only a cross of Andreaskreuz is missing or damaged in such a way that its easy and timely recognizability is no longer guaranteed or
2.		Only a sign of "Halt" or just a sign of "Speed restriction (maximum speed)" is missing or is damaged in such a way that its easy and timely recognizability is no longer guaranteed or
3.		It is also the case that there is only a lack of a circulation lock for cycling traffic or is damaged in such a way that its easy and timely recognizability is no longer guaranteed or is missing.

§ 92. After a disturbance has been established in accordance with § 91 or after receipt of a notification of the existence of a fault in accordance with § 91, the measures in the event of a malfunction must be taken before further journeys are authorised in accordance with the provisions of § 95. The fault shall be corrected immediately.

Error

§ 93. (1) An error in the case of a light sign or in the case of light signs with barriers in which the road users are offered a hold by yellow non-flashing light and subsequently red non-flashing light or by red flashing light, is available if:

1.		the plant shall be denied, provided that it is available as an additional facility,
2.		An additional facility for the barrier-free design of the railway crossing failed,
3.		the red and white marking of the barrier trees is damaged or missing,
4.		the retrorable material is damaged or missing from the cupboard trees,
5.		a hanging grid is damaged or missing only on one of the cupboard trees,
6.		also only a signal or carrier plate, a cross-country cross or an additional panel "directional arrow" is damaged or missing,
7.		ground markings are not sufficiently recognizable or missing, or
8.		an error is displayed in the monitoring body.

(2) An error in the case of barriers in which the road users are provided with rotating warning signals or with a ling plant alone or by closing the cupboard trees on their own, shall be available if:

1.		the plant shall be denied, provided that it is available as an additional facility,
2.		the red and white marking of the barrier trees is damaged or missing,
3.		the retrorable material is damaged or missing from the cupboard trees,
4.		a hanging grid is damaged or missing only on one of the cupboard trees,
5.		only a cross or an additional panel "directional arrow" is damaged or missing, or
6.		soil markings are not sufficiently discernable or are missing;

(3) An error in the case of a railway crossing which is secured from the rail vehicle by means of the guarantee of the required safe space or the emission of acoustic signals, shall be provided if:

1.		also only one additional board "pay attention to trains" or even only one additional board "pay attention to whistle signal" or even only one additional panel "direction arrow" is damaged or missing,
2.		ground markings are not sufficiently recognizable or missing, or
3.		also only a circulation lock for pedestrian traffic is damaged or missing.

(4) A fault in the case of a railway crossing which is secured by means of surveillance and regulation of road traffic by bracings or by signs of light shall be subject to the following:

1.		also only a signal or carrier plate, a cross-country cross or an additional panel "directional arrow" is damaged or missing,
2.		also only a sign of the "speed limit (maximum speed)" or "speed limit". "End of speed limit" is damaged or missing, or
3.		Ground markings are not sufficiently recognizable or are missing.

§ 94. After an error has been established in accordance with § 93 or after receipt of a notification of the existence of such an error, the railway undertaking shall immediately arrange for the fault to be resolved. The problem must be resolved immediately.

Measures in the event of a fault

§ 95. (1) After the notification of a disturbance in accordance with § 91 or after receipt of the notification of a disturbance in accordance with § 91 in the monitoring body or in the next occupied operating body, it shall immediately ensure that rail vehicles before the Stop the rail crossing and continue the journey only after acoustic signals have been delivered.

(2) At the latest after two hours after notification of the disturbance or after receipt of the notification of the disturbance, the railway crossing shall be secured by means of guarding. In the case of surveillance, the suitable means of light signs or light signs with barriers to support surveillance shall be used as far as possible.

(3) If a surveillance of the railway crossing is not possible, provided that the procedure pursuant to section 49 (2) of the EisbG concerning a decision on the nature of the security in the individual case has not resulted in anything else, the sign "Halt" may be used before the Railway crossing is to be installed until a guard is possible. The sign "stop" shall not be affixed to the rail crossing for pedestrian traffic alone. The "Stop" sign is to be placed at least on the right side of the road and for the road users, easily and in good time, in front of the railway crossing. Light signs that are not hidden by the "Stop" sign character are to be covered in a suitable manner. Cupboard trees are to be covered.

(4) If the "stop" sign is placed in front of the railway crossing, rail vehicles must continue to be stopped before the railway crossing until the time when a surveillance is possible or the disturbance has been remedied, and the journey shall not take place until the end of the railway crossing. after the emission of acoustic signals.

(5) If the procedure pursuant to section 49 (2) of the EisbG (EisbG) has not resulted in any other decision on the nature of the security in the individual case, the rail vehicle must not be held before the railway crossing, unless more than one Lane for each direction of travel of the road, and the rail vehicle does not exceed that speed, with the distance of the point of view from the crossing point required for the determination not exceeding 120 m is exceeded and the space required for this is available. During the rapprochement with the railway crossing, acoustic signals from the rail vehicle shall be repeated from the required point of view to be determined, which shall not be less than 100 metres from the railway crossing. ,

Section 10

Rules of conduct for road users in the approximation and in the case of the crossing of railway crossings

Prohibitions

§ 96. (1) Prohibitions shall be

1.		Overtaking on a railway crossing;
2.		the overhaul of multiple-track motor vehicles within a period of approximately 80 metres before the end of a railway crossing;
3.		holding, holding, parking or reversing on a railway crossing;
4.		Holding, parking or reversing immediately before or after a railway crossing, if the holding, parked or reversing vehicle prevents the handlebars of another vehicle from taking the approach of a rail vehicle or safety device in a timely manner;
5.		to attempt to cross the rail crossing if, in the light of the situation of road traffic, a stop at the railway crossing could be required;
6.		to circumvent, circumvent or exceed closed barriers or otherwise to go unauthorised into the locked-up space;
7.		to actuate, damage, remove, cover, or alter the position or meaning of security devices and additional equipment;
8.		unauthorised inscriptions on the securing devices and their fastening devices, pictorial representations, attacks, business price or the like.
9.		to install, in the field of danger of the crossing of the railway, in particular those which obstruct the visibility, noise or the attention of the road users, to set up installations or to act.

(2) Prohibitions on the transfer of railway crossings

1.		vehicles with a length of more than 20 metres;
2.		with vehicles with a height of more than 4.00 m for railway crossings with overhead lines of electrified railways;
3.		with other vehicles which, with or without trailers, with a total load of up to 20 m in length, achieve a speed of less than 10 km/h at the given local conditions;
4.		In the sense of the StVO 1960 over 10 m to 16 m in length together with cargo, which reach a speed of less than 8 km/h in the given local conditions;
5.		in the sense of the StVO in 1960 to 10 m in length, together with cargo, which achieve a speed of less than 6 km/h in the case of local conditions;
6.		With bicycles with or without trailers with a length of more than 3 m, if the given Local conditions will reach a speed of less than 6 km/h.

(3) If the translation of a railway crossing with a vehicle or a vehicle is intended to be carried out in accordance with paragraph 2, the road user shall obtain the agreement of the railway undertaking in sufficient time to ensure that measures are taken for a safe translation can be. If the railway undertaking refuses to give its consent, the road user may apply for a decision with the authority. This has to allow the crossing of the railway crossing if a secure translation of the rail crossing is ensured.

General bids

§ 97. (1) The road users shall be subject to the location of the hazard signs "railway crossing without barriers" or "railway crossing with barriers" due to road, traffic and visibility conditions as well as the characteristics of the vehicle and cargo to behave in such a way as to move closer to a railway crossing and, in particular, to select its speed in such a way that it can, if necessary, continue reliably before the crossing of the railway.

(2) In the case of a railway crossing, the road users shall have a view of the railway body, as far as the local conditions permit, and due to special mindfulness of the rail vehicle on the basis of the rail vehicle. to impress acoustic signals in both directions of the railway, whether it is possible to supersede the railway crossing without danger or if they have to stop before the railway crossing.

(3) In their mobility restricted persons, the additional facilities for the barrier-free design of the securing of a railway crossing, insofar as they are available for their type of restriction, have to be assessed as to whether or not a rail crossing is available. It is possible and allowed to operate without the need for a safe crossing of the railway crossing.

(4) It is not possible to supersede the crossing of the railway or have the use of a "hold" sign or a sign of light, signs of light with barriers, barriers or due to one of the signs of the crossing of the railway crossing. to stop guarding organs in front of the railroad crossing, they have, depending on what they reach first,

1.		in front of the line or line of order, if one is present, or
2.		in front of the cross, but at least at a distance of 3 m before the nearest Rail, or
3.		before the light sign before the railway crossing, but at least at a distance of 3 m from the nearest rail, or
4.		in front of the barrier tree before the railway crossing or
5.		in front of the monitoring body or in front of the auxiliary facility, but at least at a distance from 3 m in front of the nearest rail
shall be held.

(5) The handlebars of lorries, semitrailers and self-proponent working machines with a maximum permissible gross laden weight of more than 7.5 tonnes and of tractors, fuhrworks and motor carts shall have roads with roads before crossing the railway to stop at a distance of about 100 m from the railway crossing outside of local areas, which are protected by light signs, light signs with barriers or barriers, if they stop the road users and do so to the steers of the Vehicles can be identified in good time.

Special bids for "Speed restriction (maximum speed)" and "Stop" at the sign-in sign

§ 98. (1) If, before the crossing of the railway, the "speed limit (maximum permitted speed)" is appropriate, the road users shall have a "speed limit (licence) from the location of the prescriber" Maximum speed) " by means of a view of the body of the railway and, by means of special mindfulness, of any acoustic signals emitted by the rail vehicle from the rail vehicle in both directions of the track, whether a rail vehicle is approaching or before the railway vehicle is approaching the railway vehicle. Railway crossing and its further journey by means of acoustic emission Announcing signals. The road users shall take the approach of a rail vehicle from one of the two driving directions of the railway or a rail vehicle which is in front of the railway crossing and which will continue to travel by giving acoustic signals from the rail vehicle from announcing, true, have to stop the road users and must not translate the railway crossing.

(2) If the sign "Halt" is attached to the Cross of the Andrei, the road users shall have to stop. The road users shall have a view of the body and, irrespective of whether or not an additional board is "eighth on a whistling signal", by special mindfulness to any acoustic emitted by the rail vehicle. To convince signals in both directions of the track whether a rail vehicle is approaching or standing in front of the railway crossing and announcing its onward journey by giving acoustic signals. If the road users perceive the rapprochement of a rail vehicle from one of the two driving directions of the railway or a rail vehicle which is in front of the railway crossing and announces its further journey by emitting acoustic signals, it shall be permitted to: the railway crossing will not be translated.

(3) After the rail vehicle has been taken forward and before the crossing of the railway crossing, the road users shall have to satisfy themselves that no other rail vehicle follows on the same or on another track and that it is also possible from the The opposite direction is not approaching a rail vehicle.

(4) The road users must stop in front of the railway crossing, for example by means of fog, snowfall, high snow conditions or the like, in the event of a visual handicap. The road users shall be able to convince themselves by special mindfulness on illuminated Zugspitze signals and on the acoustic signals emitted by the rail vehicle whether the approach of one of the two driving directions of the railway The rail vehicle or a rail vehicle which is located in front of the railway crossing and announces its further journey by emitting acoustic signals is perceptible. The rail crossing may only be translated if the road users have given themselves the certainty that a safe translation is possible. If, at the same time, conditions exist which impair the perceptibility of the acoustic signals emitted by rail vehicles, the railway crossing must not be translated during the period of such conditions.

(5) If the crossing of the railway crossing is safely possible, it shall be carried out without delay and as soon as possible. A stay on the railway crossing is prohibited.

Special offers for light signs, light signs with barriers or barriers

§ 99. (1) If the road users are aware that they are approaching the railway crossing,

1.		the yellow light or the red light or the red flashing light is lit or
2.		optical characters are emitted by rotating warning signals, or
3.		acoustic signs, or
4.		move down barrier trees, or
5.		Barrier trees are completely or only closed over a part of the road or
6.		Barrier trees are not fully closed; or
7.		be given by means of arm signs or by arm signs with the aid of auxiliary equipment, or by means of a stop, or
8.		in the case of light signs or signs with barriers or in the case of barriers, the "stop" sign is affixed, or
9.		a rail vehicle in front of the railway crossing and announcing its continuation by giving acoustic signals,
have to stop the road users. If the yellow light is lit up, it is no longer possible to stop at the railroad crossing, the road users will have to continue driving.

(2) Road users who are

1.		in the light of the yellow light, or
2.		in the light of the red flashing light, or
3.		in the case of acoustic signs or
4.		when optical characters are emitted by rotating warning signals
are already on the railway crossing, have to leave as soon as possible.

(3) The railway crossing shall not be translated until:

1.		all the signs of light have been erratic,
2.		the barrier trees are fully open and all the signs of light have been erased, or
3.		the barrier trees are fully open.
The translation of the railway crossing shall be carried out without delay and as soon as possible. A stay on the railway crossing is prohibited.

(4) In the case of signs of light, signs of light with barriers or barriers in front of the railway crossing, the sign "Halt" shall be applied, the road users shall be stopped. The users of the road must, by means of a view of the railway body and by means of special mindfulness, be able to convince themselves of any acoustic signals emitted by the rail vehicle, whether a rail vehicle is approaching the railway crossing or whether a rail vehicle is being used for the rail vehicle. The rail vehicle is located in front of the railway crossing and announces its further journey by giving acoustic signals. If the road users perceive the rapprochement of a rail vehicle from one of the two driving directions of the railway or a rail vehicle which is in front of the railway crossing and announces its further journey by emitting acoustic signals, it shall be permitted to: the railway crossing will not be translated. If the crossing of the railway crossing is safely possible, it shall be carried out without delay and as soon as possible. A stay on the railway crossing is prohibited.

Translation of railway intersections with animals

§ 100. (1) Prior to the translation of a railway crossing with animals, guides and drivers of animals shall ensure, in appropriate numbers, that an orderly translation of the railway crossing with the animals is possible. If necessary, groups of animals are to be formed. If it is possible to supersede the crossing without delay, this shall be done without delay and as soon as possible. A stay on the railway crossing is prohibited.

(2) In the case of a railway crossing, special facilities for the driving of animals are to be used by drivers and drivers of animals in accordance with an instruction to be drawn up by the railway undertaking.

Behaviour on trams and other railways, which operate in a longitudinal direction of the road

§ 101. In the case of railway crossings within local areas with road-dependent trams and other railways which operate in a longitudinal direction of the road, the rules of conduct of § § 96 to 100 shall apply only to those railway crossings which shall be: are secured in accordance with this Regulation.

11.

Final provisions

Transitional provisions

§ 102. (1) Schrankenanlagen pursuant to § 8 Railway-Crossing Ordinance 1961 and Light-Drawing Systems pursuant to § 9 Railway-Crossing Ordinance 1961, which were established on the basis of an official decision pursuant to § 49 Section 2 Railway Act 1957 and in operation shall be reviewed by the Authority within 12 years from the date of entry into force of this Regulation in accordance with Section 49 (2) of the Railway Act of 1957. The Commission shall decide, on the basis of the necessary means of securing, in accordance with this Regulation, setting a reasonable period of implementation which shall end at the latest 17 years from the entry into force of this Regulation, or to decide whether: the existing nature of the security may be maintained in accordance with the provisions of paragraphs 3 to 5.

(2) Rail crossings with pedestrian traffic alone, cycling traffic alone or pedestrian and cycling traffic, which are based on an official decision pursuant to Section 49 (2) of the Railway Act 1957 in conjunction with the provisions of § 8 Railway crossing ordinance 1961 by Schrankenanlagen or the § 9 Railway-Crossing Ordinance 1961 are secured by means of light-signalling systems, are within one year from the entry into force of this Regulation by the authority pursuant to § 49 para. 2 Railway Act 1957. It shall decide or decide on the necessary means of securing, in accordance with this Regulation, a reasonable period of implementation which shall end at the latest three years from the date of entry into force of this Regulation, whether the existing type of security can be maintained in accordance with the provisions of paragraphs 3 to 5.

(3) Existing barrier systems according to § 8 of the German Railway Cross Ordinance Act 1961 and existing light-signalling systems pursuant to § 9 Railway-Crossing Ordinance 1961 pursuant to Section 1 may be subject to the condition that they apply the provisions of § 36. Railway Act 1957 within 14 years from the entry into force of this Regulation to the provisions of § § 65, 66, 67, 70 to 73 and 75 of this Regulation can be adapted until the technical useful life of the existing barrier system or light-signalling system. Existing barrier systems in accordance with § 8 of the German Railways Ordinance in 1961 and existing light-signalling systems in accordance with § 9 of the German Railways Cross-Regulation 1961, in which the road users are offered a stop by red flashing light or in which the street users are offered the Road users with rotating warning signals, or with a ling plant alone or by closing the barrier trees alone, shall be offered, provided that they are adapted to the provisions of § § 65, 66, 67, 70 to 73 and 75 of this Regulation may be maintained at the latest 17 years from the date of entry into force of this Regulation. The provisions of § 37 Z 2 and section 38 (2) concerning the period between the switching-on of the light signs and the arrival of the rail vehicle on the railway crossing are not to be applied in this case, if this adjustment is made by this adaptation. the time between the switching on of the light signs and the arrival of the rail vehicle on the railway crossing is not extended.

(4) The provision of section 87 (6) on the supervision that the barrier trees have left the open end position shall not apply to existing barrier systems in accordance with § 8 railway crossing ordinance 1961 with train driver monitoring.

(5) The provisions of § 87 concerning the monitoring of the light signs on light signs, which are applicable to existing barrier systems in accordance with § 8 railway crossing ordinance 1961 and existing signs according to § 9 of the German Railway Cross-Regulation Act 1961, are after the last rails (backlights) and which have not been included in the monitoring so far, do not apply.

§ 103. (1) Railway crossings operated on the basis of an official decision pursuant to Section 49 (2) of the Railway Act 1957 in conjunction with the provisions of § 4 of the German Railways Convention 1961 by AndreasCrosze and warrants of the required Within 12 years from the date of entry into force of this Regulation, the authority pursuant to section 49 (2) of this Regulation shall be responsible for the protection of the field of vision or of the § 6 Railway-Cross Regulation 1961 by means of Andreascrosses and the emission of acoustic signals from the rail vehicle. Railway Act 1957. It shall decide on the nature of the security required under this Regulation, setting a reasonable period of implementation which shall end at the latest 17 years from the date of entry into force of this Regulation.

(2) Rail crossings with pedestrian traffic alone, cycling traffic alone or pedestrian and cycling traffic, which are based on an official decision pursuant to Section 49 (2) of the Railway Act 1957 in conjunction with the provisions of § 4 Railway crossing ordinance 1961 by Andreascrosses and warrants of the required classifying space or the § 6 Railway-Crossing Ordinance 1961 by Andreascrosses and emission of acoustic signals from the rail vehicle are secured within one year from the entry into force of this Regulation by the Authority in accordance with § 49 Section 2 of the Railway Law 1957. It shall decide on the nature of the security required under this Regulation, setting a reasonable period of implementation which shall end no later than three years from the date of entry into force of this Regulation.

§ 104. In the case of a railway crossing where no cross-country crosses have been affixed so far, Andreascrosses which comply with this Regulation shall be affixed within three years from the date of entry into force of this Regulation.

Notification of notification in accordance with Article 12 of Directive 98 /34/EC

§ 105. This Regulation has been adopted in accordance with the provisions of Directive 98 /34/EC laying down a procedure for the provision of information in the field of technical standards and regulations, which codifies the procedure laid down in Directive 83 /189/EEC, under which: Notifying number 2012 0085 A notified.

Entry into force, external force

§ 106. (1) This Regulation shall enter into force in the third month of the year following the presentation of this Regulation.

(2) With the entry into force of this Regulation, the Regulation of the Federal Ministry of Transport and Electricity of 21 December 1960 on the protection and use of railway crossings (railway crossing ordinance) shall enter into force. 1961), BGBl. No 2/1961, as last amended by BGBl. No 123/1988, except for force.

Bures