Keteke a ɛnam fam gyinaa ɔkwan bi a ɛyɛ sum mu: nnipa a wobetu wɔn afi hɔ ne asiane ahorow a ɛto so abiɛsa wɔ keteke kwan so¶

A stalled subway train deep inside a dark subterranean tunnel is one of the most disorienting transit disruptions a commuter can experience. Modern metro trainsets run on electric traction power delivered through an exposed steel conductor or overhead catenary wire. When traction current drops, primary lighting dims, air conditioning blowers cut off, and several hundred passengers find themselves enclosed in an unpowered metal carriage hundreds of meters from the nearest station platform.

Remaining inside the passenger railcar is almost always the safest course of action while transit dispatchers and train operators troubleshoot the disruption. Leaving a train without explicit direction from emergency personnel exposes you to lethal direct current voltages, crushing hazards from neighboring tracks, and toxic atmospheric smoke in restricted clearances. Understanding third rail physics, tunnel airflow, emergency door releases, and trackbed walking protocols protects you and your fellow passengers if an uncontainable crisis forces an immediate tunnel evacuation.

Yɛ eyi mprempren¶

1. Stay inside the railcar unless there is an active, uncontrollable fire. The train carriage provides structural protection, emergency lighting, and an insulated physical barrier separating you from energized track circuits and moving trains on adjacent tracks.
2. Listen for crew announcements over the public address system. The train operator or conductor receives real-time operational updates from central train control and will state whether power has been cut or a rescue train is approaching.
3. Locate the emergency intercom and emergency door handles. Identify the yellow or red pull cords and push-to-talk call boxes inside your car, but do not activate door bypass levers without instructions from the train crew.
4. Conserve your phone battery and manage light. Switch your mobile phone to low-power mode, reduce screen brightness, and avoid running the camera flash continuously to preserve battery life for emergency communication.
5. Drop low if smoke enters the car. If smoke begins filtering through ventilation dampers or door seals, cover your mouth and nose with a damp cloth or dense garment and crouch near the floor where cooler, cleaner air collects.
6. Follow uniformed responders if evacuation is ordered. If emergency services or the train operator instruct passengers to disembark, exit through the designated end-doors or catwalk-aligned doors in single file and never touch any rail or elevated cable.

The anatomy of traction power and the 750V third rail hazard¶

Subway systems rely on high-amperage direct current to propel heavy trainsets through underground networks. The common configuration is the third rail system, placing an elevated steel or composite rail alongside running rails. While standard running rails act as the electrical return path, the third rail maintains an electric potential between 600 volts and 750 volts direct current, reaching 1,200 volts in select networks.

Direct current at these voltages creates distinct physiological dangers. Contact with direct current above 300 volts causes immediate tetanic muscle contraction. The sustained clamping of flexor muscles freezes the person onto the conductor bar. This prevents self-release while substation current flows through the victim, resulting in severe burns, ventricular fibrillation, and rapid respiratory arrest.

flowchart TD
    A["Train Stalls in Dark Subway Tunnel"] --> B{"Is there an active, uncontained fire or immediate structural threat?"}
    B -- No --> C["Remain Inside Carriage"]
    C --> D["Listen for Operator Announcements"]
    D --> E["Preserve Phone Battery and Sit Down"]
    E --> F["Await Track Power Discharge and Rescue Train"]
    B -- Yes --> G{"Has Crew Ordered Evacuation?"}
    G -- Yes --> H["Follow Crew Protocol onto Tunnel Catwalk"]
    G -- No --> I["Activate Car-End Emergency Release Only"]
    I --> J["Check for Traction Sparks or Running Trains"]
    J --> K["Single File Evacuation Along Tunnel Bench Wall"]
    K --> L["Never Touch Third Rail or Running Rails"]
    L --> M["Reach Nearest Blue Light Station or Portal"]

Top-contact, bottom-contact, and side-contact designs¶

Third rail systems employ distinct mechanical contact geometries that dictate where dangerous electrical exposure lies across metropolitan transit networks:

Top-contact systems operate in networks like the New York City Subway, Boston MBTA, and London Underground. The collector shoe slides on top of the rail head.

A wooden or composite cover board sits a few centimeters above the metal rail to guard against falling tools. However, the sides and underside stay uninsulated. Stepping on the cover board is dangerous because it can crack under body weight or tip downward, pressing your foot against the energized rail.

Bottom-contact systems operate in installations like the Washington Metro and Metro-North. The collector shoe presses upward against the underside of the rail. The top and sides are shrouded in rigid plastic. While protected against debris, the bottom face stays exposed, and any contact underneath completes a fatal circuit.

Side-contact systems operate on rubber-tired networks like the Montreal Metro and Paris Metro. Vertical contact bars flank the track surface, presenting exposed faces that require strict avoidance during any movement.

The return rail circuit and step potential¶

In three-rail direct current systems, the two steel running rails serve as the negative return path to the substation. Under normal conditions, these rails operate near ground potential. However, when return bonding cables break or equipment faults occur, stray currents can elevate running rail voltage relative to the tunnel floor.

Touching both running rails simultaneously or bridging the gap to metal cable troughs creates touch potential hazards. Ballast covered in moisture, brake dust, and metallic particles conducts electricity. If a feeder cable faults into wet ballast, step potential develops between your feet. Keeping your feet together and shuffling reduces this voltage gradient.

Tunnel smoke dynamics and ventilation failure¶

Underground rail tunnels are enclosed tubes. During normal operations, moving trainsets create a piston effect, pushing air toward vent shafts and drawing fresh air from stations. When a train stops, this air movement ceases. If an electrical fire breaks out, smoke and heat behave very differently than in surface fires.

Subway fires produce toxic smoke from wire insulation, synthetic seating, gaskets, and hydraulic fluids. Combustion in oxygen-starved tunnels releases carbon monoxide, hydrogen cyanide, hydrogen chloride, and fine carbon particulate.

The chimney effect and thermal buoyancy¶

Hot smoke rises toward the tunnel ceiling, forming a stratified layer that can exceed 400 °C (752 °F) within minutes. This layer flows horizontally along the tunnel crown. In sloping tunnels, the stack effect drives smoke uphill at 2 meters to 5 meters per second (4.5 mph to 11 mph), turning the tunnel into a chimney.

Evacuating uphill risks walking into thermal gases and hydrogen cyanide. Station exhaust fans operated by dispatchers attempt to draw smoke away from evacuation paths while blowing clean air toward riders. Self-evacuating without instruction means you might walk directly into the high-concentration exhaust flow.

Atmospheric toxicity and oxygen displacement¶

Toxicity in subterranean rail incidents is governed by three primary physiological hazards:

Carbon monoxide binds to hemoglobin 200 times more readily than oxygen, forming carboxyhemoglobin. At 1,000 parts per million (0.1 percent), headache and disorientation occur within 15 minutes. Levels above 3,200 parts per million trigger unconsciousness and death in 10 to 15 minutes.

Hydrogen cyanide from burning upholstery inhibits cytochrome c oxidase in human cells, halting cellular respiration. It acts faster than carbon monoxide, causing rapid hyperventilation, seizures, and cardiovascular collapse.

Acid gases from burning wire insulation release hydrogen chloride. Contact with airway moisture forms hydrochloric acid, provoking severe airway spasms, pulmonary edema, and eye irritation.

Inside the stalled car: psychological stability and physical survival¶

When a train loses primary power in a tunnel, passengers experience immediate sensory deprivation. The humming roar of traction motors and air conditioning fans drops to dead silence, broken only by passenger voices and the hiss of air brakes. Within 5 seconds, emergency inverter units switch the car to battery-powered auxiliary lighting. These auxiliary lights provide low-level illumination, typically powered by onboard battery banks designed to last between 45 and 90 minutes.

Understanding what is happening mechanically prevents mass panic and avoids dangerous, impulsive passenger behavior.

Temperature spikes and air quality in crowded cars¶

A loaded subway car holds between 120 and 200 people. Each person generates roughly 100 watts to 120 watts of heat at rest, rising to 150 watts under stress. Inside a stationary car without ventilation fans, passenger heat output exceeds 15 kilowatts to 25 kilowatts.

Within 20 minutes, internal temperature can rise from 21 °C (70 °F) to over 35 °C (95 °F), with humidity approaching 90 percent from perspiration. This environment causes dehydration and fainting among vulnerable riders.

Cars are not airtight capsules. Intake vents, floor valves, and door gaskets allow passive air exchange with the tunnel. Carbon dioxide levels will climb, causing deeper breathing, but oxygen depletion to suffocation levels does not occur in an intact car. The feeling of breathlessness comes from heat, humidity, and anxiety.

Managing panic and crowd psychology¶

Crowd behavior inside an enclosed, stalled passenger carriage can deteriorate rapidly if mismanaged. When heat rises and lighting dims, rumors spread quickly. Commuters may begin banging on windows, shouting, or attempting to force emergency door levers. Panic is contagious, but calm, assertive communication is equally stabilizing.

Establish clear verbal communication right away. If the train crew has not yet broadcast an update, speak clearly in a level, conversational volume. Say out loud: "The power is out, but the train is protected. Stay calm, keep seated if you can, and do not open the doors."

Assign simple physical tasks to keep restless passengers engaged. Ask people near seats to yield their positions to pregnant women, young children, or older adults who are prone to heat exhaustion.

Create physical airflow safely. Many passenger cars feature top transom hopper windows that tilt inward a few centimeters, or small end-door ventilation grilles. Open these upper transoms to allow hot air near the car ceiling to escape. Do not pry open side doors that open into the tunnel space unless directed by the train crew.

Conserve light sources across the car. Do not let dozens of passengers run smartphone flashlights simultaneously. Organize phone usage so that only one or two phones are illuminated at any given moment, hung from handrails or placed on luggage racks to provide gentle ambient bounce lighting.

Emergency door release levers: risks and mechanical operation¶

Modern passenger trains incorporate mechanical emergency door releases located inside the passenger compartment, typically protected behind break-glass enclosures, lift-up acrylic covers, or security tamper seals near the door portals. These devices come in two distinct categories: emergency brake cords and mechanical door unlock bypass levers.

Activating these controls without understanding their mechanical consequences can worsen a critical situation or strand the train in an even more dangerous tunnel section.

Pulling an emergency brake lever vents the pneumatic brake pipe directly to the atmosphere. This dumps pressure and causes emergency brakes to clamp onto all wheelsets.

Transit rules require that a damaged train reach the next station whenever possible. Stations offer extraction fans, open platforms, water pipes, and paramedic access. Halting the train in a narrow tunnel traps everyone in poor ventilation and prevents the driver from reaching a platform 300 meters (984 feet) away. Only activate emergency brakes if someone is caught under wheels or structural derailment occurs.

Subway trains are designed with two primary exit pathways for passenger escape:

End-to-end car pass-through doors represent the safest and fastest way to escape a localized fire or medical emergency inside a single car. Move into an adjacent carriage by unlocking the latch on the bulkhead door. Push through the rubberized accordion gangway, and seal the door behind you. This creates an immediate smoke and fire barrier without exposing you to the live trackbed.

Side door emergency manual releases operate under pneumatic air cylinders or heavy electric rack-and-pinion actuators. When the red emergency release handle is pulled, air pressure is exhausted from the door mechanism, allowing the double-leaf doors to be pushed open manually by hand. However, once pushed open, passengers face an immediate 1.2 meter to 1.5 meter (4 foot to 5 foot) vertical drop onto the track ballast, or a narrow 40 cm (16 inch) clearance gap separating the train side from the rough concrete tunnel wall.

Trackbed walking protocol: the right-of-way safely managed¶

Evacuating onto an active railway trackbed is an extreme measure reserved for situations where remaining aboard presents immediate danger to human life, or when transit authorities have formally confirmed that all traction power has been isolated and all rail traffic halted.

Walking down an underground subway tunnel requires strict physical discipline. Ballast trackbeds consist of large, jagged, loose crushed stones designed to absorb vibration and drain track fluids. Tunnel floors are littered with signal cabling, mechanical point rods, drainage troughs, oil slicks, and metal rail joints.

If forced to walk along the trackbed, observe these physical rules continuously:

Step only in the center of the cross-ties or along the concrete floor. Walk directly down the center of the running rails on the flat wooden ties. Never step on the curved heads of running rails, where condensation and grease make steel slicker than wet ice.

Keep a wide distance from the third rail. Spot which side carries the conductor bar. Walk on the opposite side or stay strictly along the track centerline. Maintain at least 1 meter (3.3 feet) of clearance from the third rail.

Avoid overhead and wall cables. Tunnels carry high-voltage power feeds and communication lines. Treat every pipe, conduit, and cable hanger as energized.

Anamɔn koraa wɔ switch points so. Keteke kwan so switch ahorow no twetwe kɔ soro wɔ kɔmputa a ɛwɔ akyirikyiri so. Switch point betumi de ahoɔden kɛse ato mu a wɔmmɔ kɔkɔ, na abubu ɔpanyin nan. Mfa nan bi nsi kwan a ɛda switch rails ntam no mu da.

Hwɛ sɛnea mfiri akwantu abasa. Trip cocks a ɛwɔ keteke kwan ho no tu breki valve ahorow a ɛwɔ keteke a ɛretwam mu. Sɛ esum a, saa abasa a ɛteɛ yi ma obi hwe ase denneennen a ɛhwe ase kɔ keteke kwan no so.

Nantew wɔ fael biako mu. Kura line a wɔde nteɛso ma mu. Kɔ so ne onipa a ɔwɔ w’anim no nni nkitaho. Ɛsɛ sɛ nea odi kan nantew no de kanea a wɔde tow kanea bi si nhama a ɛwɔ n’anim mita 2 (anammɔn 6.6) no so, na ɔhwehwɛ nsu a ɛkɔ nsu mu amena ne hardware mu.

Nnɛyi akwan pii wɔ kɔnkrit akwan a wɔama so a ɛnam afiri no fasu biako so, a wɔfrɛ no benkyi afasu anaa catwalks. Wɔma saa akwan a wɔfa so nantew yi so bɛyɛ sɛntimita 60 kosi 90 (nsateakwaa 24 kosi nsateakwaa 35) wɔ track ties no so, na mpɛn pii no wɔde dade kɔkɔɔ a ɛkɔ so nsateaa hyehyɛ mu.

Walking on a bench wall keeps your feet completely clear of the ballast, drainage ditches, and third rail conductor bars. It provides a flat, stable concrete walking surface and direct access to emergency tunnel exits.

Twin-bore subway networks feature cross-passages drilled through the dividing rock or concrete wall every 150 meters to 250 meters (500 feet to 800 feet). These cross-passages are protected by heavy fire-rated steel doors equipped with panic bars. Entering a cross-passage brings you immediately into the adjacent unaffected tunnel bore, isolating you from smoke and thermal gases. Check the door for heat before pushing it open.

Positioned along subway tunnels at regular intervals of 100 meters to 200 meters (330 feet to 660 feet), blue light stations indicate an emergency telephone and traction power cut-out switch. These stations are illuminated by a continuously burning blue electric bulb. They contain a direct landline telephone to central dispatch and a red emergency power pull switch that trips substation circuit breakers for that specific track section.

Responding to electrical contact and arc flash trauma¶

If a passenger makes accidental contact with the third rail, the physical results are instantaneous and catastrophic. Understanding how to handle an electrical contact victim without becoming a secondary casualty is important.

Direct current flows continuously through any conductive medium that completes a path to ground. If you grab an electrocuted victim with bare hands while their body remains in contact with the third rail, the current will pass directly into your body, locking your muscles and electrocuting you alongside them.

Do not touch the victim directly. Never touch their skin, their clothing, or any metal item they are carrying while they are in physical contact with the conductor rail.

De-energize the rail if a blue light station is adjacent. Run to the nearest blue light station and pull the high-voltage emergency trip lever. This sends an instantaneous trip signal to the regional substation, opening the supply breakers for that traction zone.

Transit crews use insulated rescue hooks tested to 1,000 volts. Pushing or pulling a victim with damp wood, jackets, or umbrellas is dangerous. Damp fabric and metal umbrella rods conduct current. Wait for power confirmation unless you hold a dry fiberglass or plastic tool.

Start medical care once power cutoff is confirmed. Move the person to the center of the ties. High-voltage shock triggers ventricular fibrillation and respiratory arrest. If the person is unresponsive and not breathing normally, begin chest compressions immediately at 100 to 120 compressions per minute at a depth of 5 cm to 6 cm (2 inches to 2.4 inches).

Regional transit systems and emergency operational variations¶

Subway and metro networks operate under distinct technical standards and physical configurations across different nations. Knowing your regional system helps you anticipate evacuation procedures.

United States: NFPA 130 and transit policing¶

Passenger rail systems follow the National Fire Protection Association standard NFPA 130 for fixed guideway transit. This standard governs emergency lighting, cross-passages, and ventilation capacities.

Legacy networks in New York, Boston, Philadelphia, and Chicago use top-contact third rails operating between 600V and 750V direct current. The Washington Metro uses bottom-contact third rails with plastic shrouds.

Train carriages feature passenger emergency intercoms connecting to the operator. Calling the emergency number (911) from an underground tube often fails due to concrete shielding. Use the onboard intercom first so the driver can alert dispatch. Responders deploy portable warning devices on track circuits before entering.

United Kingdom: London Underground four-rail system¶

The London Underground operates under Office of Rail and Road rules. Deep tube tunnels feature unique electrical and physical constraints.

London Underground tracks use a four-rail setup. The outside rail carries +420 volts direct current, while the central return rail carries -210 volts direct current, yielding a 630-volt to 750-volt potential. Avoid stepping on both the outer and center rails.

Deep tube lines measure only 3.6 meters (11 feet 10 inches) in diameter, leaving minimal side clearance. Evacuation occurs along the center trackbed through end-cab doors rather than side doors. Drivers keep trains moving toward platforms whenever possible. At stations with coverage, emergency services are reached on 999.

European Union: ERA standards and cross-passage escape¶

Continental European metros follow European Railway Agency safety directives. Tunnels feature illuminated green running-man emergency signs with distance markers.

Older systems like the Paris Metro and Berlin U-Bahn use 750V direct current conductor rails. Other networks, including Madrid and regional RER lines, use 1,500V direct current overhead catenary wires. Overhead systems keep trackbeds free of third rail electrocution, though fallen wires present arc risks.

Fire-rated cross-passage doors are spaced every 150 meters to 250 meters (500 feet to 800 feet) to provide refuge into parallel bores. Across the European Union, dial 112 for emergency dispatch.

Canada: Cold-weather networks and automated rapid transit¶

Canadian heavy rail systems in Montreal, Toronto, and Vancouver operate under Transport Canada safety oversight.

The Montreal Metro runs on rubber tires guided by vertical steel bars carrying 750V direct current. These guide bars present severe shock hazards if passengers jump from side doors.

Sub-zero surface and tunnel portals face ice formation on conductor rails, occasionally stranding trains. Passengers should remain aboard cars for warmth rather than walking onto snow-covered tracks where rails are hidden. In emergencies across Canada, dial 911.

Australia: Heavy rail metros and overhead power¶

Rail systems in Sydney, Melbourne, Brisbane, and Perth, along with the Sydney Metro, operate under the Office of the National Rail Safety Regulator.

Australian suburban networks use 1,500-volt direct current overhead catenary wires. Trackbeds do not contain third rails, though dangling catenary wires require wide clearance. The Sydney Metro automated line uses an overhead conductor beam.

Tunnels feature raised concrete emergency walkways with handrails and low-level path lighting. Passengers evacuate strictly along these walkways rather than walking across track ballast. Emergency services in Australia are reached on 000.

Personal emergency equipment and transit preparation¶

Commuters who travel through subterranean rail networks daily should maintain a sensible level of physical and practical preparedness. A stalled train is a test of patience, visibility, and thermal comfort.

While every mobile phone includes a flash diode, running a phone light exhausts your primary lifeline to the outside world. Carrying a dedicated thumb-sized AAA or rechargeable LED flashlight provides hands-free illumination and saves phone power.

Carrying an N95 respirator or cloth mask in a commuter bag takes up zero space. If smoke, brake lining dust, or pulverized concrete grit enters the tunnel air, putting on a mask protects your lungs from acute chemical bronchospasm and enables clear breathing.

Even a 250 ml (8.5 ounce) container of water can moisten a breathing cloth in smoke, rehydrate a fainting co-passenger, or wash irritant dust out of your eyes.

Daily subway travel in open-toed sandals, high heels, or smooth-soled dress shoes makes walking over jagged ballast stones and cross-ties treacherous. Keep a pair of flat, closed-toe shoes accessible or wear supportive footwear during transit commutes.

Nsɛm a wɔtaa bisa¶

Will we run out of oxygen if the subway car is trapped in a tunnel?¶

No. Subway passenger carriages are not airtight environments. Fresh air continuously enters through roof intake cowls, undercarriage flapper check valves, and rubber door seals. While the air will become noticeably humid, warm, and stuffy due to the body heat and exhaled moisture of passengers, the oxygen content remains entirely adequate for respiration. The feeling of breathlessness is a natural reaction to rising heat, humidity, carbon dioxide accumulation, and anxiety.

Is it ever safe to jump out of a stalled train on your own?¶

No. Self-evacuation onto an underground trackbed without confirmation from emergency personnel is the most dangerous choice you can make during a subway stall. Third rails remain energized with 600 to 750 volts of direct current even when train lights are out. Neighboring tracks may still carry moving trains, and stepping onto loose ballast stones in the dark leads to severe falls, fractures, and fatal electrocution.

How can I tell if the third rail is turned off?¶

You cannot tell by looking. An energized third rail looks identical to a de-energized one. There is no humming sound, glow, or visible indicator on a conductor rail to show that it is dead. The only way to confirm traction power is shut off is through official verbal notification from the train operator, transit police, or fire department rescue personnel who have verified power disconnection with substation dispatch.

What should I do if smoke starts filling the subway car?¶

Move immediately to the far end of the train carriage away from the smoke source. If possible, unlock the end pass-through door and cross into the adjacent railcar, closing the bulkhead door behind you to seal out toxic gases. If trapped inside the smoke-filled car, drop low to the floor where cooler, cleaner air remains, cover your face with a dense garment or wet cloth, and alert the train operator using the passenger emergency intercom.

Dɛn nti na nea ɔhwɛ keteke so no ka kyerɛ yɛn sɛ yɛntwɛn mmom sen sɛ ɔbɛma yɛnantew akɔ gyinabea hɔ?¶

Keteke dwumayɛni no redi keteke ahobammɔ ho nhyehyɛe a emu yɛ den akyi. Ɛsɛ sɛ keteke a ɛhwɛ keteke a ɛwɔ mfinimfini no di kan hwehwɛ keteke biara a ɛwɔ anyinam ahoɔden block no mu, siw keteke akwantu nyinaa wɔ keteke akwan a ɛbɛn hɔ so, dum ahoɔden a ɛtwetwe wɔ mpɔtam hɔ keteke gyinabea nketewa no, na wɔhwɛ sɛ asase no yɛ pɛ ansa na obiara atumi atiatia keteke kwan no so dwoodwoo. Sɛ akwantufo si fam bere a anyinam ahoɔden a ano yɛ den no te ase anaasɛ keteke afoforo retu a, ɛbɛma nnipa pii awuwu.

Mmoa a edi kan ho adansedi krataa¶

Asase ase akwantu ho nsɛm a egye ntɛmpɛ ho akenkan yɛ anammɔn a edi kan a ɛho hia, nanso wiase ankasa mu nkwagye ho nimdeɛ hwehwɛ sɛ wɔde nsaano ntetee a mfaso wɔ so. Aduruyɛ mu nsɛm a egye ntɛmpɛ bere a keteke a ɛnam fam no mu yɛ basaa, a koma a ɛkyere mpofirim esiane keteke a ɛto so abiɛsa a ɛne ne ho di nkitaho nti, adwenemhaw a ɛma obi hwe ase, ne wusiw a emu yɛ den a wɔhome ka ho no hwehwɛ sɛ nea ɔhwɛ no de ne ho gye mu ntɛm ara.

Yɛhyɛ obiara a ɔnam akwantuo mu no nkuran denneennen sɛ ɔmfa ne din nhyɛ mmoa a edi kan ne koma ne ahurututu mu nkwagye (CPR) adesua a wɔagye atom a ahyehyɛde ahorow a wogye tom te sɛ Amerika Mmeamudua Kɔkɔɔ, St John Ambulance, Britania Mmeamudua Kɔkɔɔ, anaa Canada Mmeamudua Kɔkɔɔ de ma no mu. Adwumayɛfo adansedi ma wunya nipadua mu ahotoso ne ntini mu nkae a ehia na ama woatumi ayɛ wo koko mu nhyɛso a ɛkorɔn, ayɛ mfiri a wɔde siw afiri a ɛma wo ho yɛ hyew wɔ abɔnten so (AED) adwuma, na wode ahodwiriw ho hwɛ a egye nkwa ama wɔ nkurow akɛse mu tebea horow a egye ntɛmpɛ a adwennwen kɛse wom mu.

Sources a wɔhwɛɛ mu¶

• Ɔman Ogya Ho Banbɔ Fekuw (NFPA, United States): NFPA 130 Gyinapɛn a Ɛfa Akwankyerɛ Akwankyerɛ a Ɛyɛ Den a Wɔde Fa ne Akwantufo Keteke Nhyehyɛe Ho.
• Ɔman Transportation Safety Board (NTSB, United States): Keteke Akwanhyia Ho Amanneɛbɔ a ɛfa keteke a ɛnam fam kwan a anyinam ahoɔden a wɔde hyɛ mu ne akwantufo a wɔtu wɔn fi hɔ ho.
• Office of Rail and Road (ORR, United Kingdom): Keteke Ahobammɔ Nnyinasosɛm ne Akwankyerɛ a Ɛfa Asase ase Keteke ne Akwankyerɛ Nhyehyɛe a Wɔde Fa Akwankyerɛ Ho.
• London Asase ase (Transport for London, UK): Mmara Nhoma ne Adwumayɛ mu Ahobammɔ Ho Nhyehyɛe a Wɔde Tube Tube a Ɛko dɔ.
• Federal Transit Administration (FTA, United States): Ahosiesie a Ɛho Hia Ntɛmntɛm ne Ogya Nkwa Ahobammɔ Ho Akwankyerɛ a Wɔde Ma Keteke Akwantu Nhyehyɛe.
• Amerika Koma Fekuw (AHA, United States): Akwankyerɛ a Wɔde Ma Koma ne Ahurututu mu Nkwammoaa ne Koma ne Ntini a Wɔde Hwɛ Ntɛmntɛm wɔ Electrical Shock a Ɛyɛ Den Ho.

Akwankyerɛ ahorow a ɛfa ho¶

• Elevator a egye ntɛmpɛ: ahobammɔ a wɔde bɛyɛ adwuma wɔ taksi a agyina ne anyinam ahoɔden a atwa ho
• Tumi nhama a ahwe ase ne kar mu anyinam ahoɔden ahobammɔ
• Nnipadɔm a wɔrebubu wɔn ho na wɔabɔ wɔn ho ban a wonya nkwa wɔ ɔmanfo mmeae a wɔato mu
• Sɛnea wode telefon a awu anaasɛ battery sua bɛfrɛ ntɛm ara
• Nnɔmba a egye ntɛmpɛ sɛnea ɔman biara te