Overlap (railway signalling)
As Durchrutschweg (also called D- path, and in Austria: " protection path " ) is referred to in railway operations part of a driveway, the secured as protection distance behind the present in stop position extending or intermediate signal of a station for safety reasons as well as the area of the facing driveway and must be kept free. This is for the case that a train accidentally not come to a stop, but " slips " on the main signal addition. For the same reason, a protection path is also behind entry signals a train station and behind block signals kept free, which is part of the danger point distance.
In a pointing of about one hundred thousand trips on a stop signal, the Durchrutschweg is claimed. Sliding shall be considered as causes of this ( reduced coefficient of friction between wheel and rail ), Verbremsen ( late start of the destination point braking) and / or disregard (signal contempt or confusion ). Usually, when slipping only a small part of the slip path is actually used. About 50 percent of the cases slip through only to 10 m, about 90 percent to 50 m.
Distant signals and distant signal basically have no protection there, so they do not show a stop aspect and therefore are not a route target.
Standing behind the main signals different protection paths available, is spoken in the case of slip roads of choice slip paths that can be selected by the dispatcher automatically by the train control or automatically by means of existing preferred positions and states of required for this route elements. While in the German assurance philosophy a Durchrutschweg may be dissolved by route set only under restrictive conditions and changed, is this principle of "swinging overlaps" standard in Anglo-Saxon part of the assurance philosophies and operationally flexible backup protection paths. However, all these schemes differ greatly between the different railway systems according to operational and legal requirements as well as the desired and the prescribed level of safety.
- 2.1 ETCS
- 2.2 LZB on German railways by EBO
- 2.3 subways
Country-specific regulations
Germany
In the philosophy of the Deutsche Bahn, the protection path is behind entry signals and block signals danger point distance called because it is always kept free during the Durchrutschweg can be solved for the train stopped in front of the main signal and claimed for another driveway.
In Germany, the following slip roads are for Einfahrzugstraßen to the exit signals:
The shortening of the danger point space after entry signals at 100 m is permitted if an acute passed switch follows the speed of 100 km / h does not exceed and the slope in this area is not greater than 0 ‰. It should be noted that then 200 m behind the entry signal on either of the two tracks, another danger point may follow.
In determining the relevant danger point spacing was also the main pitch has to be considered with the larger of the two following values:
- The average slope over a distance of 2 km from the main signal under consideration.
- The average slope of the beginning of the braking distance distance to the observed main signal.
If the authoritative slope a slope, the danger point distance is around 10% per per mil gap to lift a maximum of 300 m. For authoritative slopes shortening by 5% per thousandth authoritative pitch is possible; the danger point distance must not be less than 100 m ( on electrified lines ) or else 50 m.
In track the switchboard slip paths are reversed usually controlled. With occupation of the section a delay time depending on the target track length is between 32 seconds ( 300 m) and 78 seconds ( 800 m) begins to take place.
In a Durchrutschwegtabelle summarizing all of the Durchrutschweg.
For pure S-Bahn routes are regulated separately. For example, " [ ... ] behind exit signals (90 -s- play) provided for operational reasons no protection routes [ ... ] " were in the area of the Berlin metropolitan railway with the introduction of the Sv - signal system in the S-Bahn area.
Austria
In Austria all protective sections are referred to as protection path behind the main signals; they start at the associated main signal and end normally before the next possible point of danger such as a switch. This protection paths are therefore technically insurance with the German danger point intervals comparable, but are also used for exit signals for use. As a result the Austrian assurance philosophy differs now from the West German even though both look back on the same origins.
Switzerland
In Switzerland, the slip way is a fundamental difference in standard gauge and meter gauge / special track in length. The definition of Durchrutschweglänge carried out using a stepped curve in steps of 10 km / h depending on the approach speed; at meter gauge / special track also distinguishes whether the trains magnetic rail brake it or not.
Compared to Germany, the slip roads in Switzerland are not only shorter, but vary depending on the approach velocity also significantly greater; this is advantageous in confined spaces, but can result in a desired increase in leveling speed to larger renovations.
Anglo-Saxon space
In the Anglo -Saxon protection routes are referred to as overlap; The term describes the overlap of the protection path of the rear -lying main signal and the first portion of the subsequent block portion.
Systempezifische regulations
ETCS
The European Train Control System ( ETCS) the overlap corresponds to the Durchrutschweg: The ETCS overlap begins at the end of the license (usually stop pointing main signal ) and ends at the end of the emergency brake curve. In the ETCS specifications is explicitly stated that the overlap can also support conservation objectives of the ETCS braking curves.
LZB on German railways by EBO
For lines in Germany Linienzugbeeinflussung ( LZB ) according to EBO with CIR - ELKE - system software is the Durchrutschweg, regardless of the approach velocity in uniformly 50 m.
When so equipped trunk route of the Munich S-Bahn is, with S -Bahn - specific braking curves, between LZB set breakpoint and danger point ( the end of the slip path or danger point spacing ) Keep a minimum distance of 55 m; the Durchrutschweg or danger point distance itself is how to block signals 50 m.
Subways
In the underground operation, a ( short ) is chosen block section as Durchrutschweg usually.