Block identifier

from Wikipedia, the free encyclopedia
A block indicator on the new Nuremberg – Ingolstadt line opened in 2006
Modular driver's cab display (MFA) of the ICE 2 in LZB operation. Actual, target and target speed are 250 km / h, the target distance is 9800 meters.
LZB block identification on a light blocking signal in Weil am Rhein train station . By means of such LZB block sections, a conventional train sequence section can be divided into almost any short sections and the train sequence can thus be shortened.

In rail operations in Germany, orientation signs are called block identifiers (abbreviation BK , partly also partial block identifier / Tbk , ETCS block identifier or (earlier) also LZB block identifier / LBK ) that are set up at block points that are not determined by the location of a main signal or marked on an ETCS stop board . This means that these block sections can only be used by display-guided trains that operate with liner train control or ETCS Level 2 .

They are used to inform the driver of the name of the block after stopping at such a block. This designation is required if there is a need for communication between the driver and the dispatcher , for example a location report when giving an order .

The block identifier is listed in the signal book (guideline 301) as an orientation symbol and is therefore not a signal in the sense of the railway signaling order . It only applies to trains guided by indicators and is not to be observed for trains guided by signals. It is also not to be confused with the block signal for signal-controlled trains.

The block identifier takes on the function of a location marker for ETCS in Germany . In contrast to the ETCS stop sign, trains that are traveling in the ETCS fallback level ( Staff Responsible (SR) operating mode ) do not have to stop.

By means of continuous train control , smaller block distances ("partial block", high-performance block ) than with stationary signaling ("whole block") can be achieved. While sub-blocks are marked with block identifiers, main signals are usually only set up in front of train reporting points .

Using block identifiers, conventional train sequence sections can be divided into (many) short sub-blocks or sub- train routes using high-performance blocks . This can shorten headway times and increase performance. Block designations were primarily set up on new high-speed lines as well as on individual high-traffic lines such as the Rhine Valley Railway and the Munich S-Bahn trunk line .

history

Block identifiers were introduced in 1988, initially for operation with line control. The basis was a new operating procedure.

For the first time, this operating procedure LZB guidance with priority of the driver's cab signals over the signals on the route and the timetable - referred to as LZB guidance in the driving regulations - was used from May 1988 with the opening of the Fulda – Würzburg section of the Hanover – Würzburg high-speed line . For technical reasons, the timetable and the signals on the route initially had priority over the LZB on the six remaining LZB sections in Germany. On these sections of the route, the LZB initially had a pre-signal function in order to create the necessary braking distances at speeds above 160 km / h. The LZB thus changed from an overlay system to the primary signaling system. Block sections could thus be formed without stationary signals. In place of block signals, LZB block identifiers were used. Conventional main light signals (as entry , intermediate , exit or block signals) continued to be used at train reporting points where the sequence of trains was also changed .

As part of the CIR-ELKE project , block labels were set up in the 1990s and early 2000s to increase performance on heavily used routes. In particular, by subdividing the entry and exit areas of stations, shorter headway times could be achieved.

On the Cologne – Rhein / Main high-speed line, which was put into operation in 2002 , whole blocks of up to 35 km in length, delimited by Ks signals , are subdivided into 2 km of short sub-blocks using block identifiers.

Since 2004, around four block labels per platform have made it possible to move closer to the platform on the main route of the Munich S-Bahn and thus ultimately to run 30 trains per hour and direction instead of the previous 24.

Block identification (designation "32") mounted on a threshold in the S-Bahn station of Munich Central Station.

For reasons of space, the block identifiers are mounted on thresholds. This installation is also being considered for the introduction of ETCS on the Stuttgart S-Bahn trunk line .

With announcement 5 on the signal book, which came into force on December 9, 2012, the term “LZB block identifier” was replaced by “block identifier”. The "Blockstelle for trains guided by display" replaced, technically neutral (for LZB and ETCS), the previous term "Blockstelle for LZB-guided trains" (LZB-Blockstelle).

Block identifier for ETCS operation in front of the portal of the Müß tunnel, which opened in 2017 .

On the new Erfurt – Leipzig / Halle line that went into operation in December 2015 , block numbers were used for the first time in ETCS operations.

On December 13, 2020, the ETCS location marker will be introduced, a new form of block identifier in accordance with the EN 16494 standard. These are similar to the ETCS stop board, but with a black arrow on a white background. There is grandfathering for block identifiers according to the previous form.

Planning of block identifiers

Since only trains guided by the display can use block indicators and the main signal ahead usually has to be darkened for this purpose, a train must first be transferred to the display guidance at or behind the boarding signal (at the beginning of the LZB or ETCS area), Block identifiers can only be arranged after the second main signal after the start of the LZB or ETCS area.

Block labels may not be placed closer than 300 m in front of a distant signal until mid-2020 . They are still not allowed to be set up in the area between the start and finish of shunting roads . Likewise, stand- alone speed indicators (Zs 3) may not be arranged in train routes with a division by block indicators. In addition, no block markings may be placed in slip-through paths .

Block identifiers for ETCS must not be placed at the locations of main signals, distant signals, blocking signals as destination signals from train routes or start signals from group exits or signals with ETCS stop signs. They may also be placed in the area of ​​300 m in front of a stand-alone distant signal, except if a perception time of 6.75 s is guaranteed at the locally permissible speed in order to avoid irritation of the driver when stopping at the block number plate when the distant distant signal follows. The arrangement in the area of ​​the slip path, in the area of half-regular distances , middle turnouts and middle turnout partial pull roads , between the tip and the boundary signs of turnouts and crossings is also not permitted . The arrangement of block indicators on platforms is only permitted to move S-Bahn trains. As a rule, there is no need to provide a danger point distance . In Germany, a balise is to be placed on block codes for ETCS . Furthermore, location data points are to be provided 50 and 300 m in front of the block identifier. A change to these rules for S-Bahn is being considered. In addition to the calibration of the odometry , a position report is generated at these data points , which in turn is used in particular for the evaluation of the stop .

An investigation into the introduction of ETCS at the Stuttgart S-Bahn recommends placing an additional block indicator at a short distance of up to 100 m behind the " exit signal " in order to avoid flat ETCS braking curves .

Others

In the event of a malfunction, the signal box usually has the option of being able to give a replacement signal (Zs 1) to the trains guided by the display . Equipment with a caution signal (Zs 7) is rarer. Alternatively, in the event of malfunctions, the dispatcher can order the trains guided by the display to pass a block identifier with command 2 .

Web links

  • Map with locations of block indicators Overpass API based on OpenStreetMap data (incomplete)
  • Exemplary arrangement of block identifiers between main light signals on the OpenRailwayMap

Individual evidence

  1. ↑ a b c d e f g h i j k Study on the introduction of ETCS in the core network of the Stuttgart S-Bahn. (PDF) Final report. WSP Infrastructure Engineering, NEXTRAIL, quattron management consulting, VIA Consulting & Development GmbH, Railistics, January 30, 2019, pp. 3, 6, 9, 65, 233, 239, 241, 244–246, 248, 282 f., 386 , accessed on August 12, 2019 .
  2. ↑ a b c d e Thomas Richter: Guidelines 301 - Signalbuch, Update 10. (PDF) DB Netz, July 26, 2017, p. PDF pages 13, 183, 186 , accessed on August 12, 2019 .
  3. ↑ Part requirement specification 1, Appendix 1: Glossary. (PDF) DB Netz, p. 26 , accessed on August 12, 2019 (undated).
  4. ^ Ulrich Maschek: Securing rail traffic . 4th edition. Springer Vieweg, Wiesbaden 2018, ISBN 978-3-658-22877-4 , p. 213 .
  5. ↑ Bernhard Buszinsky: control of rail traffic on high-speed lines . In: The Federal Railroad . tape 67 , no. 6 , 1991, ISSN  0007-5876 , pp. 689-694 .
  6. ^ Karl-Heinz Suwe: "Cab signaling with the LZB". In: Railway technical review. 38, issue 7/8, 1989, pp. 445-451.
  7. ↑ The new polyline control . In: DB Practice . ZDB -ID 580765-7 , July 1989, pp. 1-8.
  8. ^ Karl-Heinz Suwe: CIR-ELKE - a project by Deutsche Bahn from the perspective of railway signaling technology . In: Swiss Railway Review . No. 1, 2 , 1993, ISSN  1022-7113 , pp. 40-46 .
  9. ↑ Thomas Richter: Guidelines 301 - Signalbuch, Update 11. (PDF) DB Netz, May 17, 2019, pp. 1, 3 f., 171 (PDF) , accessed on December 14, 2019 .
  10. ↑ Sven Haaker: Planning LST systems . ETCS-L2 high-performance block. Ed .: Deutsche Bahn. January 7, 2020, p. 8 f . (Guideline module 819.0519).