Subsequent turnout area
The subsequent turnout area is a term used in railway operations and describes sections in stations , branch points , transfer points and junction points in which certain specified speeds may not be exceeded with a travel term on the main signal . The rules of Deutsche Bahn AG that apply to the subsequent turnout area are set out in their signal book (Ril 301).
definition
The signal book differentiates between the beginning and the end of the subsequent turnout area. In connection with changing signaling, certain actions by the railroad vehicle driver and set travel speeds are prescribed for these areas .
The valid implementation regulations in the signal book are:
The subsequent turnout area is limited as follows:
- It starts with the signal from which travel is permitted.
- The end lies
- when driving on the entry signal or intermediate signal at the following main signal or at a previous - if there are several, at the last - usual stopping place of the train,
- when traveling on the exit signal behind the last switch in the route, if there is no switch, at the exit signal,
- to branch points, transfer points and connection points with main signal behind the last switch in the route.
If a higher speed is permitted at the end of a subsequent turnout area, the speed may only be increased when the train has completely left the adjacent turnout area. This does not apply to stops at the usual stopping place.
speed
In the subsequent turnout area, the valid speed applies from the signal allowing travel. It must not be exceeded until the last axle of the train has left the adjacent turnout area, even if a higher speed is permitted at the end of this area.
Deviating from this, the regulation on the usual stopping place applies if it is not a train journey with a special order: If the train has a scheduled stop in the station, the subsequent turnout area ends at the latest at the usual stopping place of the train, in the case of several normal stopping places at the last. In this case, the new speed displayed on the following signal or in the timetable applies when the train departs from the usual stopping place, even if the end of the train is still within the adjacent switch area. Unscheduled stops have no normal stopping place.
The permissible speed of 40 km / h for a train journey with a special order or a departure in a train station, which has been approved by a beacon on a main signal, also applies at least to the end of the adjacent switch area. It can be further restricted depending on the type of job.
A speed limit prescribed by signal Hp 2 or Zs 3 can be canceled before the end of the subsequent switch area by the additional signal Zs 10 or changed (or upgraded) by a stand-alone speed indicator (Zs 3).
This, as well as the rule described above regarding a possible (last) usual stopping place, does not apply to train journeys with a special order.
Situation in Switzerland
The term subsequent turnout area no longer appears officially in the driver service regulations. The term speed threshold is generally used here. This is due to signaled changes in speed, usually with the train signal. But there are clearly defined exceptions that it applies at the latest at the first switch, or if there are no signals, the speed threshold when entering, this is the first switch that is driven to a sharp point. If the next train signal shows a higher speed, this may only be driven when the end of the train has exposed the last distracting switch and the Zugspitze has passed the last switch of the section. The fixed speed bumps in the station are at the first and last points. These are necessary if the maximum speed in the station is lower than on the subsequent routes.
literature
- Marcel Jelitto: The subsequent turnout area . In: Your train . tape 40 , no. December 12 , 2012, ISSN 0948-7263 , p. 21-25 .