Signalling control

A signal box is a stationary railway system of the railway that belongs to the network infrastructure. It supports the engineer in the safe handling of train and shunting movements by infrastructure elements such as switches, signals and barrier systems in the context of routes are set centrally operated and the signals are provided in signal dependence for the engine driver, after examining the feedback element positions and assignments. The trips can be handled safely on spatially separate driveways.

Mechanical, electrical or electronic dependencies between these elements characterize the technical and historical development stages of signal boxes. The employees working in the switchboard are the dispatcher, in older designs also switch guards are used as competent for parts of helpers.

3.1 Mechanical interlocking
3.2 Electro-mechanical signal boxes
3.3 relay interlocking
3.4 Electronic interlockings
3.5 dissemination

7.1 Dispatcher interlocking
7.2 Interlocking guards
7.3 Command Post
7.4 marshalling
7.5 expiration interlocking
7.6 Central Signal Tower
7.7 route interlocking
7.8 knots interlocking

Conditions

The dependencies of the signal boxes and the driveway elements together provide a secure operation.

A signal can only be set to trip when all the facilities of the route are in the position required for the drive and closed in this state ( recorded and monitored) are, as well as all track circuits in driving and Durchrutschweg this free report of vehicles ( in Austria is at the new facilities " exemption " of the signals even in the occupied track sections compulsory documentation possible - the Durchrutschweg can always be busy). Due to this condition the highest quality signal box, the ride points of the signal, the so-called signal dependence is established. As long as the corresponding start signal is in drive position, all the driveway forming facilities are closed in the position required for the ride. The fixed route can only resolve fahrtbewirkt or auxiliary devices compulsory documentation again ( changed ) are.

Interlockings regulate beyond using the route block sequence and Gegenzugfahrten on the free section. Trains follow each other in the " space distance ", also known as block distance, Gegenzugfahrten be excluded. The free series can be divided into individual block signals limited block sections or stretch.

By suitable design of technical facilities of the interlocking is ensured that affect about errors on the safe side. Signals may not arrive due to an error by the halt in the drive position, or change from a lower to a higher driving term, points can not be changed.

The Euro -Interlocking project of the UIC developed an international standard for configuring new railway interlocking systems.

Designs

Interlockings are - depending on which technology they provide the facilities at the track and secure - distinguished as follows:

Mechanical interlocking

The system is operated via switches, transom, derailers, and signal lever, sometimes cranks ( signal winds and barrier systems ). For station block and block system electromechanical equipments are available.
The mechanical power transmission through the grounds by means of two different systems: about Drahtzugleitungen, eg in Germany, Switzerland, and other Central and Eastern European countries;
Via linkage ( system Saxby ), eg in France, Switzerland, United Kingdom, United States. Mixed systems are possible and usual. Typical of altbritische interlocking linkage lines are for switches and Drahtzugleitungen, usually Einfachdrahtzugleitungen for signals.

Electro-mechanical interlocking

The operation is done with small levers, rotary switches and individual pushbuttons.
The outdoor facilities (switches, sensors, shape signals) are electrically powered; as signals are form and light signals present.
In the manufacture of the interlocking dependencies mainly by mechanical means.

Mechanical and electro-mechanical signal boxes are constructed of high standing in the rule to give the operator a complete overview of its adjustment range. These interlockings shall be installed because of the limited length of the transmission paths to the outdoor facilities within their control range. This needs no longer exist at the switchboard track: Here the train detection system takes over the busy reporting the Zugfahrweges under compulsory before each train track testing. In addition, here let the transmission paths extend theoretically unlimited. However, the control distance, ie the distance between interlocking and gestelltem element, limited to about 2 km depending on transmission technology. Nevertheless, these interlocking systems long after the conventional criteria were built close to the area of responsibility.

Relay interlocking

It is operated with push buttons and / or Zugtasten.
The operating and display elements are arranged in a control box to a table setting or setting boards so that their position that equal schematically in reality. In part, the operation is done via computer workstations with monitor, keyboard and mouse.
The grounds are consistently driven electrically.
The preparation of the dependencies is seamless electrically by relay circuits (hence the name).

The control distance ( = distance between interlocking and gestelltem element ) is limited to about 6.5 km due to the transfer of technology.

Electronic Interlocking

The user is guided by schematic diagram of the elements of the outdoor unit to a monitor, for larger systems on projection screens (not in Germany usual).
The operation is done with keyboard (first generation, today only as a fallback ), graphics tablet, light pen (both now technically obsolete ), or mouse.
The grounds are consistently electrically driven ( relay technology, today also power electronics ).
The preparation of the dependencies via software in redundant computer systems.

In Germany relay interlocking and electronic interlockings are called track image signal boxes because they are operated with controls which are arranged or displayed on a control table, a manipulated table or on monitors in a schematic track plan. This largely transmission technique was used for the control element of the relay technology, thereby adjusting distances were up to 6.5 km possible later led Scheidt & Bachmann the data bus (basic CAN) and Bombardier led 2007 IP -based networks in the setting plane, which ( without repeater) adjusting distances up to 90 km over fiber allowed if a separate power supply to the control element is present.

Development

The development of the interlocking systems is closely linked to the history of the operating rules in the respective countries, with the techniques to fuse block section, with the ongoing operational requirements ( eg concerning train lengths and travel speeds ), with the history of signaling systems, and progress in mechanics and electrical engineering, particularly in track circuits and axle counters to high speed eddy current grade fixed devices.

The railway interlocking systems have been developed essentially in the above order of types.

Mechanical interlocking

The first mechanical interlocking was installed in 1843 (according to other sources 1841) at the junction Bricklayers ' Arms Junction in England. The main developments were carried out by John Saxby in the years from 1855. The first mechanical interlocking systems in continental Europe were derived from English interlockings (eg linkage lines instead of the usual Drahtzugleitungen later, the fulcrum of the lever below the floor ). In Germany was the first mechanical interlocking, in a remote location from where points and signals and could be centrally backed up, taken in 1867 by the British company Saxby & Farmer in Szczecin in operation. In Austria, the first signal box was in Rekawinkel 1876, in Switzerland in 1880 in Bern.

An important invention succeeded in 1870 Carl fresh with the block field through which a secure electrical transmission of information over long distances was possible. Security systems in the German-speaking used this technique soon both for securing rides on the route ( route block ) as well as trips in the station area ( station block ).

In the 19th century, the signal boxes (and also the signaling) were different from manufacturer to manufacturer. At the turn of the 20th century unified rule types have been introduced in the German states and in Austria. In Germany this was the type "unity," which was developed in Prussia 1911-1915. In Austria, the design has been built around 1880 12SA under Rule drawings of several signal construction companies. As of 1909, the signal box was 5007 (after the drawing number of the total compilation ) new Austrian rule interlocking. In Switzerland there were, because of the many private railway companies, no rule types.

Electromechanical interlocking

Towards the end of the 19th century, attempts were made electricity to power points to use (but still the dependencies between actuators mechanically secure ). In 1894 the first electro-mechanical interlocking in Prerau in Moravia (now in the Czech Republic ) put into operation. The first electro-mechanical interlocking in Germany was in 1896 in Berlin Westend in operation. Milestone in the development of electro-mechanical interlocking was the type Siemens in 1912, which was the basis of almost all electro-mechanical signal boxes in Germany.

Relay interlocking

In the thirties, began the first attempts to build all-electric interlocking systems, where the "logic" of the dependencies was achieved via relay circuits. After precursor types about by Ericsson in Sweden or Switzerland Integra in the early fifties finally created his first track switchboard. After free circuits in the first such interlocking types soon standardized relay groups were constructed, which facilitated production and testing of interlocking systems. In the sixties, finally, the track plan interlockings were constructed in which the assembly is carried out almost exclusively by the connection of prefabricated relay groups also prefabricated track cables according to the track plan and ring lines between similar groups.

Electronic interlockings

In 1978 the first computer based interlocking in Gothenburg in operation. The great advantage of electronic interlockings, free programming had to be paid for by complex hardware or software solutions that create the necessary security against failures. While the other types are not further developed in Germany, advances the development of electronic interlockings towards further centralization and new operational opportunities moving forward. Stretches of high-speed traffic must be supplied for automatic train or ETCS with information that can only supply electronic interlockings or track diagram of relay interlocking systems of ertüchtigten with so-called high-speed block assemblies or designs SpDrL60 SpDrS600.

Dissemination

Today (as of 2013) are the Deutsche Bahn network in operation:

978 mechanical interlockings
375 electro-mechanical interlocking
1511 relay interlocking
415 Electronic interlockings

According to others, self-reported the German railway has 3397 signal boxes that were 47 years old in late 2013 on average. In about one- third of the plants by far the technical lifetime is considered exceeded. Overall, the German railway operating 130 different types of interlockings in 2013.

In the network of Deutsche Bahn 250,000 actuators were installed in 2003. Of this total, approximately 80,000 to 170,000 points and on signals (including additional signals ). In early 2006, hung on a mechanical interlocking of the Deutsche Bahn, on average, 14 parking units ( signals, points, track locks, etc.), to an electro-mechanical interlocking 31 to 77 and to relay interlockings ESTW 236

Building forms

The outsiders often used classification of signal boxes on the form of the building has to do with function and technology of the switchboard little, especially since this distinction is used only for existing plants with mechanical or electromechanical actuator technology, an overview of the regulated from the interlocking rail facilities for the purpose of free reporting test " by " require inspection. Here are distinguished:

Interlocking towers, turnouts towers, which were built on the side of a railway system and have greater operating space on the chip works
Bridge signal boxes that have their control room in a bridge across the supervised railway facilities, and
Reiter interlockings, their operating space increased in the longitudinal direction is higher than the railways.

In modern signal boxes in relay technology or electronic designs exclusively automatic train detection systems are used that do not require an overview of the track system out the window.

Remote setup and remote control

As far provided applies a place of business, if there is no signal box at the place of this operating point and the points and signals are connected to the switchboard of an adjacent operating agency. Remote position In the pitch distance of a signal box possible ( about 6.5 km). Remote controlled operation are places that have their own local unoccupied signal box, which by another signal box or an operations center (BZ ) from is operated using special remote control techniques. Is remote Placed a signal box, if it is present in its entirety and also location- operated site that used in control mode operating means, however, at another location, usually in the neighboring railway station, is located.

In electronic interlocking, there are quite often in addition to the central components in the CBI headquarters ( CBI -Z) also known as remote computer or manipulated so-called electronic interlocking branches ( CBI - A) with different forms of communication media to the electronic interlocking Z are connected. This ESTW -A are in function in most types of electronic interlocking interlocking systems are not independent in the true sense with its own fuse logic. Only on certain types / generations of electronic interlockings from Siemens components of the safety logic in the CBI -A are integrated. Nevertheless, has come to be uniform among professionals, to speak of a remote control by a CBI -Z at ESTW -A.

Operator

The operator of a switchboard is called in Germany keeper. A guard who responsibly directs the implementation of train journeys to the requirements of the timetable, called Dispatcher. Guards who are not Dispatchers, hot turnout guards. They operate their own responsibility interlocking when maneuvering and are involved in train movements in the individual order of the Dispatcher. The necessary technical dependencies provide the facilities of the station block.

Tasks

Dispatchers interlocking

Interlockings that are occupied by a dispatcher, hot Dispatchers interlockings or command signal boxes. You control and plan the running of trains in the local area of a train station or other place of business. The dispatcher is usually the sole operator of the dispatcher interlocking. But it can be assigned to operate the switch in great mechanical and electro-mechanical interlocking one or more points guards. In large relay interlockings one or more helper can assist the dispatcher. The division into several Dispatchers districts - even in the same building - is possible and common to major stations. As a rule, all operators are then equal. In electronic interlockings are more usually equal operator of the rule, due to the size of the parking areas.

In the area of the former German Federal Railroad can be seen Dispatchers interlockings or command signal boxes usually on the outside attached to the interlocking building abbreviations that end with a small "f " in the field of Deutsche Reichsbahn, however mostly on the capital letter " B" in front of the signal box number.

At interlockings without track circuits (ie mainly in mechanical and electro-mechanical interlocking ) the working areas of dispatchers or switch guards were determined from the fact that track conditions can be viewed from the workplace in order to verify their freedom are properly received. In order to streamline their work track circuits or clear signaling flags were introduced.

Interlocking guards

In stations with mechanical or electro-mechanical interlocking of the station area is often divided into interlocking districts. Except for a dispatcher interlocking are then one or more interlocking guards that are operated by a switch guard present. Turnout guards act when maneuvering independently, with train rides in the individual order of the Dispatcher.

They are recognizable by the small "w" in the short term, it may mean in the area of the former German Federal Railroad ( west =) also the location of the signal box after the compass.

Command Post

Frequently they wanted to relieve the dispatcher of the locations of points and signals as well as the shunting so that he could concentrate on his other duties. It should also be accommodated as contacts easily accessible in the station building. Therefore, partially separate command posts were established, of which the dispatcher was able to make only the commands for forming the running routes of the guards at the two interlocking station heads, but had to ask any switches or signals.

Spreads were command posts, especially in southern Germany, Saxony and Austria. In Germany command positions are only rarely found in Austria, however, you will find these even at many stations.

Marshalling

Interlocking guards, the sole purpose of maneuvering and are not involved in train movements, called Rangierstellwerke. They can be found eg in large marshalling yards. A special form of Rangierstellwerkes is the expiration signal box. Typically, on Rangierstellwerken no flyways.

Expiration interlocking

A flow signal box is a special type of Rangierstellwerkes if they are responsible for the implementation of the drainage operation on a hump. They are also often found in large marshalling yards. The specifics of the drain operation require some fundamental differences to other interlocking systems. Signal as a function in the usual sense is not that Abdrücksignal is adjustable without pre-set track and turnouts are converted immediately before oncoming cars - so called quick runner with changeover times by about two seconds are used here, while normal course takes about six seconds to reach its final position. Flow signal boxes are available in every possible design, automated to relieve the operator they are only as a relay or electronic interlockings.

Central Signal Tower

Large Dispatchers signal boxes with special facilities and tasks are referred to as central signal boxes. Central interlocking set the switches and signals in the local area, such as in a major railway station and also often, one or more remote Asked or remote operating locations - these are usually nearby other (smaller) stations and junctions.

Route interlocking

As a route interlocking refers to a form of the central switchboard, the (mostly ) for a section (or part thereof) is responsible between two railway stations and remote, the operating points on this section or remotely.

Node interlocking

A node is like the interlocking route interlocking another common name for a central switchboard.

Identification

Interlockings are marked on the outside in Germany at the interlocking building as such. To distinguish between the tasks of signal boxes were chosen letter abbreviation in the former Prussia. After this identification was in all North German directorate districts and finally introduced widely at the former Federal Railways, and in the northern half of the network of former Deutsche Reichsbahn and in Thuringia.

Specifically in Germany are the first uppercase the first letter of the station name ( usually the local name). The following lowercase letter indicates the position of the final control element within a train station after cardinal direction north ( " n" ), West ( "w" ), South ( "s" ) and East ( "o "). The function of a signal box. Indicated by the letters "f" for Dispatchers or "b" for command signal box and " p", " g" and "r" for belonging to a passenger, freight or shunting yard Because many places have only a dispatcher interlocking, the additional identifiers are used only in major stations.

In Saxony and southern Germany directorates interlocking systems were simply numbered in the direction of the chainage. Later in identifying the operational function in addition by the code letter "B" for command signal box or branch office ( dispatcher interlocking ), "W" for interlocking guards and "R" for marshalling ( not involved in train movements ). In DR Network Central interlockings were usually called without dependent signal boxes "B1".

In Austria (and therefore in most successor states of Austria -Hungary ) and in Switzerland signal boxes are numbered consecutively within a train station in the direction of the chainage.

Operations center

An operations center (BZ ) is, by definition, no interlocking, since in it no technical dependencies and fuses of the route be prepared but also primarily for steering and control of the railway operation, especially for large-scale planning far beyond the realm of the individual interlockings, serves.

If the signal boxes are " bz - capable " equipped in the catchment area of the operating center in accordance with, the user interfaces of interlocking systems can be integrated in this addition to the dispositive tasks. For a bz -enabled equipment to electronic interlocking as well as newer relay interlocking equally suitable.

Teaching interlocking

For the training of dispatchers and other personnel interlocking the railroads built teaching interlockings. At the present there mechanical interlocking devices basics of this technique are taught and simulated malfunctions on a fictional railroad. The German Railroad retired from these facilities extensively. Few DB training centers therefore still have the relevant training institutions.

The town Kornwestheim include the historic and landmarked teaching interlocking Kornwestheim. It has been restored by a patrons and again set in motion. As part of the training of new dispatchers found the German railway that many mechanical interlockings, partly from the time of the regional railways are still in operation. DB Netz is therefore in Kornwestheim addition to the signal box simulations of electronic interlocking systems of DB Training centers again.

For research purposes, the training of students and teaching of basic knowledge in the context of training for managers in the railway sector operate the Traffic Research Institute of the RWTH Aachen and TU Dresden one signal each laboratory.

Museum interlockings

In addition to the museum railways emerged in recent years some museum interlockings, which intended to bring the interested public the function of the safety systems of the railway.

Such Museum interlocking systems are, for example, in Taught, Mühldorf and Rheine, as well as at Blumberg Station of Wutachtalbahn.

A very large and interesting museum signal box is located in Berlin. It is part of the Berlin Transportation Company ( BVG ) and is located in Berlin's U- Bahn-Museum. It's an old electro-mechanical interlocking, which was replaced by a track plan of interlocking design SPDRs -U.

The historic 137 137 housed in the former railcar VT teaching interlocking of Bundesbahndirektion Hamburg is located in the railway museum roundhouse Aumuehle. It is presented to visitors of days.

In Decin station hlavní nádraží ( railway Dresden- Decin, Czech Republic) is the electro-mechanical interlocking (DR- design) from 1941 since 2003 as a museum to the public.

In Switzerland, the mechanical interlocking of Kerzers is preserved in museums.

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