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EuroAmusement Professional 1-2005-Leseprobe

Seite 24 EuroAmusement Professional 1-2005-LeseprobeEAP_01-2005-Umbruch


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Seite 48


(© Foto: Wolfgang Payer)

schriftlich belegbar. Und für den Fahrgast liegt der Vorteil auf der Hand, er
kann sicher sein, das Ende der Fahrt
heil und glücklich zu erreichen, und
das ist doch wohl das Ziel all unserer
Das sehe ich genau so. Vielen Dank,
für dieses sehr aufschlussreiche Gespräch, Herr Berkelmann.
Das Interview führte Petra Probst

Must be a teamwork
from the very beginning
When passengers are sitting on steel
structures weighing several tons,
which are moved at speeds of more
than 60 mi/h and pulled with 5 G,
then everybody understands, that
safety is of paramount concern with
amusement rides. After all, the intention is that the passenger is scared, but
not by the impression that he might
have a severe accident. For the ride
operator, a failure concerning safety
is always leading to a bad image,
installation downtime, and compensation for damages. So, for him, the
safety of a machine will always be an
important factor of his decision to
buy. And, last not least, for the designer, the safety philosophy has a
direct benefit, because his insurance
fees are connected to the safety standards he has implemented at his facilities. We spoke to Henning Berkelmann, director department of Preliminary Development of the HUSS factory in Bremen, about the possibilities
of prevention from the very beginning
of development and productions.
Mr Berkelmann, adrenalin and highspeed is a must at highthrill-Rides.
But safety is a must too. That's the
priority not only for the passengers.
It's also top priority for the suppliers,
isn't it?
Yes, it is. Therefore, at HUSS in Bremen, the TÜV (Technischer Überwachungsverein, safety authorty in
Germany) is involved very early in the
development and design process. The
intention is, to design safty into the
machine starting at the first line being
48 Euro Amusement Professional 1/2005

Ein Beispiel für die erforderliche Gründlichkeit bei der TÜV-Überprüfung einer Anlage bietet auch ein
Hintergrundbericht über den Aufbau des VOLARE in Wiener Prater, der am 27.09.2003 begann und erst
am 13.03.2004 mit dem Soft-Opening endete. Nachzulesen unter www.park-ride.de.

drawn on paper. Due to that reason,
TÜV now has a new role as
subcontractor, responsible for safety.
Needless to say, that this task has to
be separated personally from later
verification duties.
What does it concretely mean?
Concurrent with design, TÜV is
fulfilling the following tasks: comparison of movement patterns against
human stress load and machine loads;
verification of dynamics by own simulations; verification of design loads
and structure analysis; clarification of
safety relevant details, in particular
restraint technology, surveillance, and
emergency behavior; advice concerning changes at safety philosophy and
their implementation and generation
of a complete safety concept
according to IEC 61508.
The TÜV is creating a complete
safety concept? Really?
Yes, they do. The last bullet shall be
addressed here in detail, because this
concept follows a srict structure and
precice adherence to it has a multitude of benefits. This safety concept is
intended to accompany the ride from
the first development until disposal. It
leaves the approach to look into each
part in detail, but forces to see the
installation as a whole, including operations and surrounding installations.
Due to the strictly enforced process
structure, the risk of overlooking
important aspects is minimised, even
at complex systems. The process is
composed of three stages.
Would you please explain this a little
At stage I, a general description of the

installation is written, including the
intended design, all modes of operation, and descriptions of the movement patterns. Furthermore, subsystems are assembled and their borders
Stage II is the most important, it is
composed of four sections.
In the first section, a hazard analysis
is conducted which lists each dangerous event and describes it in detail,
e.g. `Event 1: passengers fall down.'
That means, all what could be worst
case will be listed in this stage?
You are right. Section two contains a
risk assessment, classifying each event
according to the following criteria.
Severity of injuries, duration of hazard
exposition, possibility to avoid the
hazard, and probability of occurance
for this event. Then, these criteria are
cross referenced using a given scheme
and a Safety Integrity Level (SIL) from
1 to 4 obtained. In section three, risk
reducing measures are defined, or
more precisely, protection targets are
set for each event in various
subsystems, the applied effort of which
is dependent on the selected SIL.
The fourth section contains the concept design and is the response to the
targets defined at section three. Here,
for each event and subsystem, particular protection functions are defined.
These might be technical or operational and may concern a subsystem
more than once. This is the end of
stage II.
What a big job!
Yes, but we will come to finish. At
stage III, the protection functions defined above are realised as detailed
design and their meanigful imple-

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