Zugbeeinflussungssystem S-Bahn Berlin

The train control system S- Bahn Berlin ( CSE ) is a new, independent train control system, which was developed from the S- Bahn Berlin GmbH, DB Netz AG and Siemens Transportation Systems in Braunschweig. The ZBS is technically derived from the ETCS Level 1, but is not compatible. The CSE will replace the existing train stops followed Durchrutschweg the next danger point - the beacons transmit signals of the ZBS matching terms that are not defined in the ETCS.

  • 2.1 ZBS - beacons
  • 2.2 Vehicle Equipment
  • 2.3 Release rate and Aufwertebalise
  • 2.4 Advantages, disadvantages and comparison with ETCS


The Berlin S- Bahn is a mechanical one so far, also independent train control system with so-called Bernauer ignition interlocks, which was developed in the 1920s. The train stops are positioned as far in front of a danger point ( a switch, a station entrance ) that the mechanical emergency brake when driving over the stop signal the train still within the intermediate distance from the stop signal to the danger zone - can bring you safely to a halt - the Durchrutschweg. However, the safety of the slip path is based on the assumption of a maximum speed of the train at the train stop, but this is not monitored in the present system. Therefore, the driver may incorrectly go so fast that the amount set Durchrutschweg not sufficient, which repeatedly led to accidents.

The new electronic system is to increase the security level. The ZBS uses some elements of the standardized at European level ETCS Level 1, in which the ZBS beacons are technically eurobalises, whereby the vehicle-side technology can be derived from proven systems that have been developed for ETCS. As the requirements for suburban area are completely different than for intercity trains, has been waived compatibility. Since the German Bahn AG, the Berlin S-Bahn operates as an independent railway network, run on the exclusive personal own features, this path was possible.

Since the mid- 1990s - in parallel with the development of the ETCS - the use of this technique in the Berlin S -Bahn system was planned, the pilot project on the use of eurobalises was then presented at InnoTrans 2002, the public. After a mandate given to Siemens in August 2007 Order now to 600 vehicles and 332 km route network will be upgraded. The costs amount to about 130 million euros.

Conversion phase

The suitability of the method was first successfully demonstrated on the S -Bahn Suedring between Hermann Street and Sun Avenue.

Over the next ten years, the CSE will gradually replace the existing safety systems (as of 2010 ). The equipment of the 332 km -long S -Bahn network, takes place in 20 stages. For this, the Balisentechnik is integrated in new buildings Electronic interlockings ( CBI ) immediately. Routes with existing electronic interlocking must be converted. For each route stage for the chosen S -Bahn trains are on time with the new facilities. From 2011 to 500 vehicles of the 481 series are equipped with CSE for onboard equipment are up to 2015 so far 29.8 million euros planned.

The commissioning of the first section was scheduled for October 24, 2011 between Frohnau and Schönholz on the S1, but was due to problems with the decrease of the ZBS initially take place only with oscillating mode, only half the ride offer and doubly occupied cabs.

In 2011 should be started with track- all north-south routes (S1, S2, S25).

In February 2014, the system went in the section between Yorckstraße and Lichterfelde South ( pickup suburban railway ) and on to Teltow Stadt in operation.

The Investigative Committee of the Berlin Senate indicates that nearly all vehicles from 2017 to the BR 480 and BR 485 series must perform a prescribed pursuant to § 32 EBO revision because of the time due. Through the rear-end collisions in 2001 and 2002, where trains were overrun by speeding the track stop and Durchrutschweg, it is expected that the installation of ZBS is required for further approval. Even if a further operation of trains is made possible for the first maturity, it is considered unlikely that this extension will allow more than three years. Therefore, the ACF command will be an entry requirement for the route network of the S- Bahn Berlin, probably from 2018 and not later than 2020. For economic reasons ( the aforementioned series BR 480 and BR 485 would need to revise other wheel shafts get ) this will only affect the old series BR 481 and a newly procured train generation.


The ZBS the previously used mechanical traction lock the S-Bahn to be replaced with which the passage of a train at the " stop" signal displayed were prevented. Instead of the train stops, a system is constructed, which is supported on beacons in the track that will be read and evaluated by the ZBS device on the vehicle. The allowed at the moment speed is calculated from the information of the last beacons and since this Balise distance traveled in the vehicle.

In contrast to the provisions in ETCS Level 1 is to dispense with the use of EUR loops. In a " stop" ankündigendem distant signal is brought up at a reduced speed to the main signal, which is not given a zero velocity but a maximum sweep speed to reach the main signal (release rate, see below). In particular, on the trunk routes with their bundling of lines ( especially in Berlin, the light rail line) occurs tends to be the case that after a "Halt" ankündigendem distant signal, the main signal is set to ride. Instead of EUROLOOP infill instead worked with revalue beacons to allow a liquid ride.

ZBS - beacons

Beacons are centered in the track bed or on sleepers in yellow rectangular housings mounted an information carrier. The data contained in the beacon is transmitted to the driving over train. ZBS uses both Festdatenbalisen with steady and balises with variable data content. Mostly are Bali Seng supporters groups from two beacons, one Festdatenbalise and a balise used. The Festdatenbalise thereby transfers, for example, always consistent data for position determination, the balise for example, the variable signal aspect and route- related data. When a ZBS balise group always transmits data only for one direction, when driving in the opposite direction, the data are not observed.

The balise is controlled through a data cable by a lineside electronic unit (LEU ) as the ETCS. This refers to the concept being displayed the associated signal by measuring the current of the respective signal lamp ( halt or proceed aspect ) and determined on the basis of this information, the relevant data telegrams from the Balise.

Vehicle equipment

The vehicle equipment is based on the Siemens ZUB 242 It includes in addition to the Balise Transmission Module ( Balisenempfänger ) a precise odometrisches device for distance measurement, the modular cab display (MFA ) and an onboard computer.

The cab display provides - unlike the Linienzugbeeinflussung ( LZB ) - no full cab signaling but are merely indicates the permitted according to the calculated braking curve speed and the current release speed.

Release speed and Aufwertebalise

When ZBS the information is transmitted on an over the beacons. This means that a train does not continuously, but only receives information at certain points. Therefore, get a train after he ' expect danger ' to a pointing distant signal has passed, no information when the main signal is changed in the meantime to ' ride '. To repeat the Vorsignalbegriffs only is a Aufwertebalise available that can be installed between the distant signal and main signal.

Thus, the train can continue anyway, a release rate ( = maximum permissible Continue driving speed) is transmitted to the train driver must pass the main signal (of course only when the signal ' journey ' shows ). The release rate is such that the train on the distance between Hauptsignalbalise and danger point always comes to a halt safely. This distance is referred to as Durchrutschweg. Is the available Durchrutschweg is very short, the release rate must be set correspondingly low. If a train is now approaching the main signal with this very low release rate, it takes a long time until it reaches this. This not only results in a longer running time that the train, but also a reduced overall line capacity. The release speed of ZBS is a maximum of 40 km / h

By installing a Aufwertebalise the situation is improved if the signal status changes to ' ride ', while the train between distant signal and Aufwertebalise. In this case, it may namely drive right from the Aufwertebalise again at full speed. A Aufwertebalise represents an infill solution with point-like transmission represents an infill solution with continuous transmission as the EUROLOOP with ETCS Level 1 is the ZBS not provided.

Advantages, disadvantages and comparison with ETCS

The waiver of a continuous transmission, such as the sections laid EUROLOOP of ETCS Level 1 train control, or, indeed reduces the costs required, but leads to a lower line capacity. With the acquisition of the existing slip roads in the design of the trip monitor a gradual conversion of the routes is possible in which the LEUs can be selectively connected with the former driving signal can be merged into the output signals of the electronic interlocking (measurement of the signal lamp) or. The introduction can therefore be integrated into the framework of other maintenance and upgrade tasks. The software of the signal box is compatible with the Balisenanordnung, while newer software ( Siemens here Simis D) with the existing mechanical drive locks can not handle.

Due to the low number of vehicle series, which go on the out targeted routes, could also be used for high mass or low gerere braking force, as they occur for example in freight trains, dispensed with complex calculations, and there is a uniform braking curve applied to all trains. This application allows a closer differentiation of block sections over conventional rail lines, which are also traveled by trains of greater mass and less braking force.

Due to the relatively low speeds of the S -Bahn in comparison with intercity trains the Zusatzbalisen can be very closely spaced for ( four thresholds distance ), which can still be securely transmitted ETCS telegram, and allow so on heavily traveled routes a liquid ride - in the suburban lines, however, can also be carried out without Aufwertebalisen.

Extensions and adaptations of the operational procedures are in ZBS future easier to implement than the conversion of the existing electro-mechanical systems. The ZBS is based, except for the uppermost layers of the control software continuously to ETCS components - travel computer that have been developed for ETCS, can be extended by modifying software for operation in the ZBS.

Since the German Bahn AG, the Berlin S-Bahn operates as an independent railway network, run on the only their own trains, could one for general railway network incompatible solution can be chosen. However, this represents an access barrier that should be actually abolished by the harmonization of European railways to ETCS. In fact, the city of Berlin has decided after the decision on the new train control system that the operation of a large part of the S- Bahn network to be advertised. For the competitors of Deutsche Bahn AG now provides the proprietary train protection system an additional hurdle dar.