Operations control technology

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The operations control technology in rail transport is primarily the centralization of operation and the automation and optimization of traffic . Possible uses are operations control centers in both local and long-distance traffic and on industrial railways. Typical representatives of operations control centers include remote control centers, operations control centers, dispatch centers and operations centers .

Remote control center

The remote control center is a center with modern operator stations, which is connected to the interlockings via telecontrol technology . The status of the elements of the route, such as signal settings , switch positions , and track vacancy statuses is displayed on detailed and overview images . This is information provided by the signal box. The dispatcher has the option of operating the signal box from the control center. Malfunctions delivered by the interlocking and peculiarities recognized by the control center are recorded in an electronic logbook . Remote control centers can be used on routes with little traffic in long-distance traffic or on routes with very little networking in local traffic. It is advantageous with this system if the interlockings have a self- setting operation. Then the dispatcher only has to intervene if trains are to run differently than intended in the self-setting mode. Computer-based remote control centers have been around since the late 1970s. They'll be reinstalled today.

Operations control center

The operations control center is a control center which, compared to the remote control center, also has automatic functions. An integrated train number system and an integrated automatic train routing are common. The train number system recognizes the train movements based on information from the signal box and shows the train locations on the detailed and overview images. The automatic train routing automatically sets the routes for the trains. In local traffic, the routes can be z. B. derived from the lines and the train destinations. In long-distance traffic, the routes are taken from the timetable information, which also implies that a timetable system is also required there. With an existing schedule system, the current schedule deviations (delays) can also be calculated, which can then be displayed to the dispatcher together with the train numbers on the detail and overview images. In the operations control center, a dispatcher usually only has to intervene in the event of a fault. It can be used primarily in local and long-distance transport with a high volume of traffic. Operations control centers have existed since the early 1980s. They are still the most popular type of central unit in local transport today.

An extension of the operations control center can be a passenger information system that automatically controls the train destination displays on the platforms or the departure and arrival displays in the station area and possibly also automatically makes the announcements.

Dispatch center

Dispatch centers do not receive signal box messages, but train locations. These can be supplied either by train number systems, by operations control centers, by reading devices on the line or by GPS systems on the locomotive. Scheduling systems forecast the course of train journeys in the near future on the basis of the current train location and the timetable information and show the result on time route line images ( picture timetable ). The dispatch centers can recognize conflicts in the forecast period and display them on the time path line diagram. The dispatcher has the option of resolving these conflicts and communicating the result to the dispatcher in the signal boxes or in the operations control centers by telephone. The aim of a dispatch center is higher punctuality and higher throughput on routes with high traffic volumes. The construction of a new line can possibly be avoided by using a dispatch center. It can be used primarily in long-distance traffic on heavily used main routes. An example of a dispatch center is the "computer-aided train monitoring" (RZÜ) of Deutsche Bahn. Dispatch centers have existed since the mid-1980s. Instead of dispatch centers, operations centers are mostly used today.

Emergency control centers

Eight emergency control centers have been set up in the operations centers of DB Netz AG across Germany. The emergency control centers have the option of reaching the responsible emergency call center 112 or 110 directly. They initiate the first protective measures, confirm the measures taken and can call up further help. In addition, there are so-called 3-S-Centers for the area of ​​passenger stations, whose responsibility is exclusively for the area outside of the track systems, ie platforms, sales areas, escalators and the like. Ä. Extends.

The respective local operations management is responsible for the operation. She leads all emergency services at the scene of the incident; the operations manager maintains contact with the emergency manager of Deutsche Bahn . This in turn has contact to "his" control center. A track closure that was implemented to protect the emergency services on site can only be lifted again at the instigation of the emergency manager and with the consent of the local operations manager (i.e. not by the emergency control center or any dispatcher).


Telephone at the train station Hombourg-Haut , model Siemens

Expansion options for the operations control centers

  • Integrated video surveillance of level crossings and platforms
  • Integrated operation of the telecommunications system (line telephones , train radio )
  • Integrated display of the driving current status , which is supplied by a traction current system
  • Integrated fault management
  • Integrated lock management
  • Integrated timetable system
  • Integrated timetable information system
  • Integrated monitoring of the locations of locomotives and wagons, including determination of the mileage of the locomotives and wagons ( fleet management )
  • Integrated scheduling of locomotives and wagons
  • Integrated rescheduling of locomotives and wagons in the event of delays
  • Integrated monitoring of the whereabouts of the train crew
  • Integrated deployment planning of the train crew
  • Integrated rescheduling of train personnel in the event of delays
  • Integrated traction current system
  • Integrated display and operation of elements on the route or in stations, e.g. B. escalators, elevators or intrusion sensors in the train stations, hot box detection systems on the route
  • Integrated planning of construction sites and coordination with traffic planning
  • Integrated monitoring of the progress on construction sites
  • Integrated accident management

literature

Related terms

See also