Shunting (rail)

The term is maneuvering derived from the French word " ranger " = put in order, arrange, set up, classify, clean up - also known as "move" ( officially in Austria, outdated in Germany ). He called on the road certain movements by road vehicles, such as maneuvering a truck trailer to loading or unloading or parking of a car under repeated attempts at tight parking spaces, and the railways moving individual rail vehicles or vehicle groups, as far as not is a train ride (including blocking way). The official definition of maneuvering for the German Railways is: maneuvering is the movement of vehicles in railway operations, other than driving trains.

Shunting in rail transport

Shunting

After that term is defined moving of rail equipment includes, for example in Germany for maneuvering to

• Dissolving and compiling ( = form ) of trains,
• Reacting a car group or individual vehicles to another station track,
• Avoid an be applied to the terminus train with the locomotive,
• Movements of individual locomotives within the train station to and from the trains,
• Deploying and fetching of railway cars at loading facilities, such as roads and loading ramps,
• Feeding and picking up cars in sidings, for example, within an industrial plant,
• About operating locomotives, wagons and groups of wagons to and from garages and parking areas,
• Moving individual wagons or groups using stationary conveying equipment, such as a spill condition, motor vehicles or by human power, etc.

When maneuvering a distinction following movement types and Rangierverfahren at the German railways:

• Shunting is called the single engine single working locomotives or moving a group of coupled vehicles, together with at least one working train
• Expiration is called the moving of rail vehicles by gravity while driving over a hump over which the vehicles may be pulled or, most often in older stations, the drainage from a total of inclined Ausziehgleis
• Repulsion is called the acceleration of non- coupled with a traction vehicles that roll on alone after stopping the traction vehicle
• Use manual pressure is moving separately standing vehicles to she " dome- ripe" for coupling together
• Pressing is called the compression of standing vehicles to straddle the buffer springs slightly and so to facilitate the uncoupling or domes dome ripe standing car
• Moving is the moving of vehicles by human power or by another drive, which does not use a traction unit.

Marshalling yards and Rangierhilfsmittel

Many stations have to maneuver more or less extensive track and other facilities or they serve as marshalling yards, formerly known as marshalling yards, exclusively for this purpose. Special marshalling yards are tracks or track groups, such as the directional group of marshalling yards, railroad overpass, Ausziehgleise, humps, track brakes, conveyor systems for moving the car without the traction unit, signals Rangierstellwerke and many others.

For braking repelled or expiring car Rangierhilfsmittel and complex equipment is required. The "classic " tool is the called by an employee who Hemmschuhleger, down to the track drag on the runs of the car with a wheel, a braking action is produced. In marshalling yards are also used hand-operated or automatically operated track brakes, which are installed directly below the drain mountain in several tracks and ensure that the running car with not too high a speed in the target track, a track of the direction group to arrive. There they are then stopped with either a stumbling block or be acquired by a conveyor system that can gradually mature couple to the already standing in the track car.

Moving vehicles when maneuvering

Main tracks may only be used with prior knowledge of the Dispatcher for maneuvering; they must be cleared in time for a train ride. On sidings the switch guards on the maneuvering decision. To prevent side-on collisions fixed shunting in tracks, which open without adequate edge protection in main tracks are.

Perform shunting

On the implementation of a shunting train drivers and switch guards, if necessary, a shunter and one or more shunters are involved. When using a radio-controlled switch engine the driver is responsible for the same tasks of Rangierbegleiters.

Before Shunting the driver notifies the switch guards on goal, purpose and characteristics of the drive. This task can be transferred to the shunter. The understanding of the point guard may be omitted in certain cases, when, for example, is regularly recurring trips by train a train. The course attendants sets the track and give its agreement to ride with the signal Sh 1 or Ra 12, verbally, or if none of these signals can be given by holding the arm or hand of a white glowing lantern.

In contrast to the train routes for shunting movements are not particularly secure in the parking area of ​​a mechanical or electro-mechanical interlocking in the rule; the signals that operate the switch guards when maneuvering from the switchboard, are free to use. In more modern track the switchboard the course and other facilities in the guideway other hand, are set as Rangierstraßen and are then secured against accidental signal-dependent switching among the vehicles in front. In addition, the train detection system prevents the switch an occupied vehicle with a device in the guideway.

If all conditions are met for shunting, the shunter is the motion task. The driver must observe the roadway while driving, because is ranked as opposed to a train ride in principle " on sight " with a top speed of 25 km / h in a construction track with a maximum of 20 km / h Under certain conditions, which are fixed, the switch guards can the driver announce the free infrastructure; in this case, may be driven up to 40 km / hr. The observation of the route, the driver assigned to the shunter, which must be set up especially when pushed to drive the vehicles or on the track so that he can see the routes. He must keep to the Driver's constant radio contact or visual contact.

For the push-off ( see below) and running special rules apply with repulsive and process prohibitions and other precautions to ensure, for example, for freight wagons with dangerous or particularly sensitive cargo, vehicles and cargo not to hard -emergence damage on stationary vehicles or track closures be. Just need the parking of vehicles and setting from accidentally rolling away of specific rules. Every now and then it comes by insufficient protection of parked vehicles to side-on collisions and collisions with trains.

In marshalling yard rank

The running of cars over a hump away is predominantly practiced in large marshalling yards. This Rangierverfahren facilitated and accelerated in a sort of assembly line process, the dismantling of freight trains and making ( = assemble ) new freight trains compared to other Rangierverfahren considerably.

In marshalling yard, the incoming freight trains usually in the sidings. Here they must first be prepared for disassembly. Above all else, the detection of the car sequence and the assignment of individual vehicles to their destinations. Even if the car sequence and many other information is known today even before the arrival of the train on the storage and advance consist message in computer systems, some of the necessary procedures for the flow information must be recorded on the spot. This involves setting the direction of tracks, in which the vehicles are to be sorted and also to certain characteristics of vehicles and cargo requiring special precautions when run. There are, for example, vehicles in which the repulsion and allowing either

• Is prohibited or
• Is only permitted if it can be stopped with hand brake or
• Is only permitted if it can be stopped with two skids or handbrake.

The "classical" method of detection is the " shunting " which is made ​​by a " list writers " on the spot. The shunting is the basis for the distribution of tasks and information all at the expiration process involved - drivers, shunting and switchboard staff. The manually crafted shunting today largely replace portable input devices, which transmit data to the radio paths to a control center, usually located in the switchboard, where they can then be further processed.

After recording the preparation of expiration begins. The air brakes must ( = released) are " vented " and the individual vehicles and vehicle groups " made ​​long " and possibly disconnected immediately. Under " Make Long " refers to the loosening of the screw coupling, so that the vehicles when this method is used, a " decoupler " using a coupling rod during the slow passing in the direction of the hump can be uncoupled from the side. Parallel to these preparations in the sidings, the course prepares guards in the flow signal box to expiration. As far as he set the course for older interlockings manually, the shunting serves as the foundation. Him he takes the order of running vehicles or groups of vehicles and their associated target track in the direction of the station group. Appropriately equipped expiration interlocking set the course during the sequence operation automatically after the switch guards entered and stored the information of shunting in the plant.

For the drainage over the hump, also called footprints, the shunter at the hump is responsible; in the jargon it is called Bergmeister or back champions. Him are delegated tasks that would otherwise be the responsibility of the driver. When a radio-controlled switch engine is used as Abdrücklokomotive and the shunter these controls directly from its place at the apex of the flow from the mountain, he shall perform the duties of the driver and the Rangierbegleiters. In the traditional process operation, he gives the driver the motion tasks using the Abdrücksignale (see below).

In automatic operation mode, treadles control the locations of the switch. The course attendants then only needs to observe, to intervene immediately in case of irregularities can come up during expiration. To disturbances, such as faulty runs in a non- planned track, it is rare here. If it still happens, it is usually because that the hump was too high and the contact between the two processes could no longer respond. The manual process operation requires, however, on the point guards a high concentration and a lot of experience. Operating errors lead to incorrect here runs that need to be corrected later with significant shunting. In the worst case, an incorrect or untimely turnout operation leading to the derailment of a vehicle.

The slope of the drain mountain is calculated so that even poorly performing vehicles can pass through the points zone and reach the goal line, without stopping before. Therefore, the excess energy must be decelerated during expiration to ensure that vehicles do not arrive at an excessive speed in the target track. We used the built- in tracks track brakes, which formerly consisted of an ejection device for chocks. The for Vorbremsen launched by a Hemmschuhleger to rail stumbling block, after it has slowed down the vehicle, ejected in this ejection device again, so that it can continue to roll freely. Modern plants use to Vorbremsen Beam retarders whose braking force is electronically controlled by the automatic measurement of wind speed, vehicle weight and speed.

The railroads arrived in the direction of vehicles according to the conventional procedure of Hemmschuhlegern collected with chocks in front of the already standing there vehicles and braked to a stop. In modern equipped marshalling yards the tracks of the directional group are equipped with conveyors that capture the roll-down from the hump vehicles automatically and dome ripe with low speed introduce them to are already in rail vehicles ( manual pressure ).

Vehicles in filled sorting tracks usually have to be still pressed using a switch engine for coupling if necessary. If they need to be in groups together in the newly formed train, one arranges them in a second operation after again. Only then will the train newly formed can be covered in the Ausfahrgruppe yard of the train locomotive and prepared for the journey. If the Zugaufsicht has found the Abfahrbereitschaft and all other requirements for the drive are given, the train leaves the yard to its new destination.

Signals for shunting

For the understanding of the maneuvering involved with each other to serve in Germany the conditions laid down on the track protection signals ( Sh), the shunting audible and visible given as a hand sign ( Ra) Abdrücksignale and other signals in the track area.

Protection signals and shunting signals

The stationary guard and shunting signals are operated from the switch guards.

• Sh 0 ( Stop! ban ) - a horizontal black stripe on round white plate
• Sh 1 ( ban repealed) - a rising right black stripes on round white slice or two white lights to the right to rise.

The signals are aimed at the driver and the shunter alike (see also Gleissperrsignal ).

Shunting

The shunting signals are given by the shunter or switch guards as hand signals and as acoustic signals during the day if necessary with the aid of a signal flag or a Winkscheibe, in the dark with a white glowing flashlight and a whistle or horn. The shunting must be given concurrently visible and audible, but are already, if they are taken only visible. The following signals are used in Germany:

• Signal Ra 1 driving away

One long beep and simultaneously - possibly repeated - vertical movement of the arm from top to bottom mean that the shunting movements in the direction from the signal generator should move away.

• Signal Ra 2 tradition

Two moderately long tones while a - possibly repeated - slow horizontal movement of the arm back and forth mean that shunting is to drive in the direction of the signal transmitter.

• Signal Ra 3 pressing

In quick succession, at the same time and raise two short beeps both arms at shoulder height forward and represents the flat outstretched hands repeatedly approach each other, the traction unit has to press on the coupling or uncoupling the cars.

• Signal Ra 4 push-off

Mean two long beeps, a short tone and at the same time twice a horizontal movement of the arm away from the body and rapid vertical movement down, the traction unit has to repel vehicles.

• Signal Ra 5 Rangierhalt

Three short blasts in quick succession and simultaneously a circular movement of the arm, the shunting movement is expected to continue. For security reasons, this signal is also true when it picks up the driver only visible or audible only.

Abdrücksignale

The Abdrücksignale regulate the drainage at the hump:

• Ra 6 - a horizontal white bar with black border or a horizontal white streaks of light - meaning " Stop! Imprints prohibited "or" forbidden Enrollment "
• Ra 7 - a white bar with black edge diagonally upwards to the right, or a white light strips diagonally upwards to the right - meaning " Slowly pull the trigger "
• Ra 8 - a vertical white bar with black edge or a vertical white streak of light - with the meaning of " default, quickly pull the trigger "
• Ra 9 - a vertical strip of light and from the top to the right branching off a horizontal strip of light - meaning " Contrary to the flow direction from the hump go away "

Other signals for shunting

The signals described in the railway signal submission to Other Signals for shunting are stationary in the track area:

• Ra 10 - a top semi-circular white board ( Rangierhalttafel ) with black border with or without the words "Stop for shunting " - means that can not be ranked on the board out. May be ranked only with the permission of the Dispatcher in the form of command 11 Rangierhalttafel is normally left of the track ( in exceptional cases this can also be set up right of the track, for example in structural restrictions ).
• Ra 11 (DS 301) / Ra 11a (DV 301) - a yellow " W" ( called the wait character or Rangierhaltsignal ) with black border - means that must be stopped before the signal and can go on only after approval of course keeper. This gives his consent in the area of the former DB by the signal Sh 1, orally or by lifting a hand, in the area of ​​former DR by Rangierfahrsignal Ra 12
• Ra 11b (DV 301) - a white "W" ( called the wait character or Rangierhaltsignal ) with black border - means that are stopped before the signal must and can go on until it is approved. The approval is done by holding the arm or a white glowing lantern.
• Ra 12 (DS 301) / Sun, 12 (DV 301) - a red and white sign ( boundary markers ) - marks the place to which at the converging tracks, a track may be occupied.
• Sh 1 (DS 301) / Ra 12 (DV 301) - Rangierfahrsignal are two white lights from left to right ascending

Maneuvering on the signal Ra 10 out

If, exceptionally, be routed via the signal Ra 10 also must agree to the Dispatcher the Zugmeldestelle from which the route is. The dispatcher of the railway station, where it is ranked, notify the shunting by means of a Written command that must be routed via the signal Ra 10 addition.

In command 11 (free text) is entered: "You may in the station ( x City) rank on Einfahrgleis from the direction (y - city) via signal Ra 10/Einfahrweiche addition to xx.xx clock ". Commands are passed by the Dispatcher or dictated the driver or shunter for the record. All entries are repeated, the Tf and Rb signs the form on behalf of the command Fdl. ( If you pass no counter- sign the Tf of the command, only transfer )

Reason for this procedure is that of the free section at any time could come trains - is if allocated in main track - would have to stop at the entry signal. The signal Ra 10 is at risk of Einfahrsignales point, the distance between the signal and danger zone - the so-called danger point distance - must remain clear for safety reasons in the event that the train off the track comes to a halt exceptionally not properly connected to the entry signal. For this reason, may only be routed via the Ra 10 addition, if the track is clear and the previous ( or next) Zugmeldestelle can drain no trains. Technically this is backed in most cases by the delivery of the permit.

Importance of the shunting

The most extensive shunting takes place in freight transport by rail. This task is performed at the Deutsche Bahn AG on the company's transportation and logistics, DB Schenker Rail, who also runs the large marshalling yards. In most neighboring countries, the shunting - as well as to 1994 at the former German Federal Railways and Deutsche Reichsbahn - still assigned to the respective railway administration. In Austria, the structural reform, inter alia, founded the Infrastruktur.Betrieb AG, ÖBB, which officially has a business shunting as the operator of all Austrian shunting.

The maneuvering is very costly due to the high personnel costs, expensive equipment and vehicles. Therefore, today more and more often privatized and therefore profit railways try to reduce the shunting through ongoing rationalization or even avoid them altogether. This happens in travel, for example, with the use of train units, which need not be modified in its composition and therefore little or hardly ranks as well as by the use of railcars and multiple units instead hauled trains. In freight transport, many railway companies have abandoned the single wagonload traffic in order not to have to maneuver. Where this was still preserved, it reduces the cost with the latest technology in the marshalling yards and through the use of remote-controlled shunting, with the help of significantly less staff is needed. In addition, the number of marshalling yards was dramatically reduced and the Zugbildungsaufgaben concentrated on a few particularly powerful systems; currently there are in Germany, only 14 marshalling yards. However, the transport of the vast majority of goods is still left to the in many cases faster and more economical road transport, although the rail transport offers greater security and in parts is more environmentally friendly, apart from rail traffic noise.