German railway signalling

Railway signals indicate principle, may be driven on whether and at what speed sections. These are different types of signals, which can be divided into major ( Hp) and distant signals (Vr ) and additional signals (Zs) coarse.

In Germany, the railway signal order ( ESO), in which the meaning of the signals is governed, part of the railway law, because signals are very important for operational safety. The practical application is described in the signal book. The signal displayed by the message is often referred to as signal, image signal or the signal aspect.

Development

Once in the early period of railway history every railway company had its own signal system, was by the far-reaching nationalization of these companies from 1875 throughout Germany a uniform signal order for the railways of Germany. Even before there was a large production of railway signals, such as in 1873 when the railway signaling Construction Company Jüdel Max & Co.

Form signals with different geometric shaped panels are still widely in use. Some form of main signals permit in addition to the terms maintenance (Hp 0) and drive (Hp 1) and the term slow speed (Hp 2). Formvorsignale show expect stop (Vr 0 ) Cruising expect (Vr 1) and slow travel expected ( Vr 2). Semaphores with wings were initially designated as semaphores. At night, these signals were accompanied by lights in different colors: By 1907, "Ride " (Hp 1) (Hp 0) with a red light and turn off / slow speed (Hp 2) was signaled to a main signal with a white light, " Stop" a white and a green light. In distant signals the green light meant " expect stop " (Vr 0), a white contrast "Ride expect" (Vr 1). White light had the disadvantage that it could be extremely easily confused with other white light sources and led to a series of accidents. After several accidents lightly verlaufenen the signal order was modified under any circumstances. By 1913 almost all German railway authorities had the white light replaced by the still in use today green light that could not be so easily confused. The only exception were the Royal Bavarian State Railways, which spared the cost of refitting. There only one route to the new rules was to 1919 and endows the railway accident Nannhofen, Bavaria, on 17 April 1917 in which 30 people died, was precisely due to such a signal confusion.

In the late 1920s were introduced signals at the Berlin S-Bahn, which showed the signal terms not on the form, but only by colored lights. The so-called Sv - signal system is still at the S- Bahn Hamburg in use. Sv stands for signal connection, because these signals combine main and Vorsignalfunktion in itself ( multi-portion signal). In Berlin (East), it has been replaced since the 1980s as part of the main-line electrification by the Hl- system in the West and partly also in the eastern part of Berlin, it had to make way for the new Ks- signal system since reunification.

For the full travel, however, in the area of the Federal Republic until 1994 and since then also for Germany as a whole contains according to the Railway Construction and Operating Rules § 14, in force since 1959 railway signal order ( ESO), the requirements for the signals to be used. In the signal book of Deutsche Bahn AG, the signals used by the DB AG are listed.

Based on the overnight sign the form signals led the German Federal Railroad after the Second World War, the H / V signals a light. Apart from the train stop signal and shunting (Hp 00), the number of signal patterns did not differ from that of the semaphore signals.

The German Reichsbahn developed the independent Hl- signal system. Hl signals are multi- section signals ( see below). Hl signals indicate next stop and drive three speed levels.

The German Federal Railroad experimented with multi- section signals and installed on the track Augsburg - Donauwörth tentatively the Sk signals. They were later conceptual basis for combining signals ( Ks), which are installed in new construction and renovations throughout Germany since the mid- 1990s. Ks- signals are now on most main lines in use. In conjunction with speed indicators (Zs 3) and velocity estimates pointers ( Zs 3v ) they allow in 10-km/h-Stufen the additional signaling maximum permitted speeds.

Since trains have a relatively long stopping distance, it is important for drivers to be informed as early as possible whether and at what speed, the next route section can be busy. This information should be conveyed as easy as possible for reasons of cost. Light signals offer the possibility to indicate a single carrier signal with a single light spot, information on two road sections. For comparison, two independent and thus costly mechanical signals are required for this form of signals. Semaphores are generally not susceptible to interference than light signals, but cause by the mechanics a much higher maintenance.

Signal systems

Since the beginning of the railway era existed in Germany a variety of signaling systems, almost every railway company had its own signals. Since the merger with Deutsche Reichsbahn uniform signals were used throughout Germany. Still are, or were developed in the 1920s next to the H / V system more different systems in use that have only been tested as operational trials or were limited to certain areas of application. The K - System is installed on all new routes and to later replace the H / V system throughout.

Incidentally, it is not a faux pas to speak of Ks- signals, although the short- term Ks heard the term (composite ) signal contains. Ks can be viewed simply as a synonym for an independent signaling system. This also applies to other systems, such as Sk signals.

Signal types

Main signals

Main signals (Hp ) indicate whether a train in the following route section may enter or not. A distinction is made between break-in, interim and exit signals in railway stations, block signals on tracks that allow a denser sequence of moves, and profit signals of hazardous areas.

Main signals - except Hl-, Sk - and Ks- signals - can display two or three signal images:

Main signals in the H / V system are forming or light signals. Semaphores have as a day-sign one or two signal arms, as night character or two lights. The light signals of the H / V system comply with the night sign the form signals.

Form the main signals may signal images Hp 0 ( a wing horizontally to the right, at night a red light ), Hp 1 ( a wing diagonally upwards to the right, at night a green light ) and / or Hp 2 (two wings diagonally upwards to the right, at night, a green show light and under a yellow light ). Light main signals in the H / V system, the signal images Hp 0 ( red light), Hp 1 (green light) and Hp 2 (green light, vertically below a yellow light ) show. Chance also main signals are used that may not show a proceed aspect, called crossing aconceptual main signals (also target signals or blind signals). Mark the place where a train ride always ends, but a protective signal (Sh 2) are not striking enough to signal this.

The masts of the form main signals are equipped for better visibility with red and white striped pole plates. This has no moving official significance. Light main signals are characterized by mast signs that govern the behavior of the driver in haltzeigendem or disturbed signal.

Sk- and Ks- main signals with Vorsignalfunktion are marked with a Vorsignalmastschild. Since 2007 also Hl- main signals that have both Vorsignalfunktion, equipped with such Vorsignalmastschildern.

Distant signals

A distant signal (Vr ) announces the signal image that is to be expected on the associated main signal. In special cases it may also be a stop -pointing barrier or protection signal (Sh Sh 0 or 2 ) to announce.

The announced signal is usually followed at a distance of braking distance. The stopping distance can vary depending on the route, he is on main-line railways generally 1000 meters, on branch lines and 700 or 400 meters. A shortened braking distance is particularly indicated in the distant signal.

Can a main signal of the location of the pre-signal from or not fully seen or not be unambiguously assigned, the signal image of the distant signal by distant signal may be repeated one or more times. Distant signal are always light signals. By repeating the Vorsignalbilds unnecessary braking of the train is prevented when stop was announced and the main signal has now come to the driving position. Located between distant signal and main signal a stopping place, shall inform a distant signal on the path rising the driver during the balance of the position of the main signal.

In simple circumstances ( for example, on branch lines ), instead of a distant signal only a Vorsignaltafel - be prepared - until further cross board in the territory of the former Reichsbahn. They correspond to a quasi distant signal in warning position.

Other signals

• Additional signals (Zs) give the driver additional information on the line ahead, which can not be expressed by the main signals. Fixed additional signals are usually mounted on the mast of a major or pre-signal.

• Slowly driving signals ( Lf) are on track sections where the speed limit is reduced permanently or temporarily (eg due to damage or construction ).
• Protection signals ( Sh) give support or motion tasks. This can be both stationary signals, but they can be given eg risk also by signal flag, lantern, horn or laid out on the rails detonators.
• In addition to signals (Ne ) indicate, for example, the distance at which a distant signal is to be expected where a train is to keep the station when a main signal is not right next to or above the track or that distant signal is really a distant signal and which only a distant signal.
• For shunting separate provisions and shunting ( Ra) which are partly fixed, partly given by the shunter to the leader of shunting apply.
• Turnout signals (Wn ) there used to be on almost every Soft, but are now increasingly become rarer. This is because that always start and end with the introduction of shunting in the relay interlockings since the 50s shunting to a protective signal. In the absence of shunting the switching the first switch before a routing module as Rangierauftrag applies.
• Signals for the train crew ( Zp ), for example, exit signals and brake test signals.
• Catenary signals ( El) report short sections, which may be traversed by electric locomotives with Disconnect electrical power and enough speed. The end of the overhead line is announced with these signals.
• The train signals ( Zg ) and vehicle signals (Fz ) include the identification of a train at the top ( triple headlights signal) and at the end ( tail lamps ), the marking of a routing module and marking parked, but busy with cars.
• Railroad crossing signals ( Bu ) indicate the driver, inter alia, whether the railroad crossing is secured, where the switch-on of the safety devices is, or where he has to give a beep.
• Rottenberg warning signals (Ro ) apply to the track or near the track of people employed and give instructions to the behavior when approaching vehicles. Ro signals are acoustic signals that are given with the multi -tone horn.
• Signals for sliding locomotives and blocking rides ( Ts)