Signal system M

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Form signals in the Biel marshalling yard, 2015

As Signaling system M is since 1986 as opposed to the newer signal systems L and N which is now replaced Swiss shape signal system designated.

Types

Specially built signal bridges were used when space was limited.

The signal system M was a main signal - distant signal system. In addition to the frequently used semaphores , which were used as the main signals as in Germany and Austria, there were also hinged disc signals that displayed the signal aspect with a foldable disc with a white line from bottom left to top right. They were used as advance signals, but were less common as main signals. Folding disc signals were often used as drive-through signals.

As a further signal variant, the so-called Hippsche reversing disc was used, in which the disc signals were not flipped over, but turned from the position transverse to the direction of travel to the position longitudinal to the direction of travel. As distant signals were turning slices rare.

The two- and three-wing semaphores were not sufficient in larger train stations to inform the driver of the exact track designation. As a rule, they only differentiate between driving over switches in a straight position and in a distracting position. Chiasso, 1930

history

The switch signal for double crossing switches was taken over by the Bavarian State Railways .
Disused turnout signal model 1898/1899

The first moving signals in Switzerland are the turnout signals , which were used by the “ Spanish-Brötli-Bahn ” as early as 1847 . At first, the signaling system of the individual railway companies developed differently and the form of the turnout signals differed from railway to railway. In 1898/99 the turnout lantern of the Baden State Railways was designated as the uniform turnout signal for Switzerland. The signaling of double crossings was a challenge . In 1908, the Bavarian turnout signal was included in the Swiss signal book.

The Entry Signals of stations were then called completion signals. The first such final signals of the Swiss Central Railway (SCB) were described in the press in 1859. Gradually, more and more stations, including those of other railways, received termination signals. They were designed as reversible discs , partly according to the Hipp system . In 1882 the Gotthard Railway (GB) was the first Swiss railway company to set up semaphores on a larger scale. The signal regulations of 1886 show the wing signal as the final signal on an equal footing with the turning windows and mentioned the advance signals for the first time . In 1894 only a few train stations and stations had exit signals . In 1905 an agreement was reached on the introduction of drive-through signals . Already when entering the station, they inform the engine driver whether the exit signal is open. Drive-through signals are disc signals like the entry pre-signals. They liquefied the operational sequence and brought the express trains corresponding travel time gains.

Basket signals were used as the first shunting signals . They protect line trains from flanking shunting compositions. From 1887, the Suisse-Occidentale (SO) in Lausanne used round, yellow-painted reversible windows as shunting signals. The Nordostbahn (NOB) used folding windows painted white and blue, the GB in Chiasso Hippsche reversible disks and the SCB in Bern Semaphore. In Basel , the SCB used a cross signal supplied by Siemens & Halske in 1891 , as it was later implemented throughout Switzerland. In 1899, the NOB's clamshell signal and the Siemens & Halske cross signal found their way into the signaling regulations. The signal regulation of 1982 referred to the shunting signal as an evacuation signal.

Colors of the target signals
position Main signal shows stop Main signal shows free travel
by day at night by day at night
until 1935 green disc with white slash two green lights side by side Narrow side of the disc two white lights horizontally next to each other
from 1935 orange-colored disc with white slash two bright yellow lights side by side Narrow side of the disc two green lights side by side

Change of signal colors

Originally only red (stop), green (caution) and white (free travel) were used as signal colors. However, this principle was deviated from with the main signal, where green has been used for the term driving at night since 1886. In contrast, green still stood for caution when it came to pre-signals . This inconsistency was accepted in order to avoid the problems with white light as a driving term. The breakage of the red colored glass or lights unrelated to the railway could simulate a driving concept.

On January 31, 1935, all the green colored glasses on the approach and drive-through signals were finally replaced by orange filters. By October 1936, the green signal discs were then colored orange and green lenses were retrofitted for the driving position.

Signal aspects

Target signals

position Distant signal Main signal
by day at night by day at night
Warning /
stop 		orange-colored (formerly green) disc with a white slash two yellow (formerly green) lights horizontally next to each other red disc with white slash a red light
journey Narrow side of the disc two green (previously white) lights horizontally next to each other Narrow side of the disc a green light
Hinged disc warning signal with a warning sign in the 1930s. Such pre-signal boards based on the German model were referred to as memorial letters in Swiss railway jargon .

The disadvantage of these signals was that they were difficult to see in the open position and could not indicate any movement over distracting points.

The distant signals on the left are shown in the colors that were valid from 1935/36.

Semaphore

Two-leaf semaphore in three different positions
Three-leaf semaphore in Chiasso, 1930

The three-wing semaphores were never mentioned in the signal regulations, but were the subject of special local rules. Nonetheless, they enjoyed some popularity until after the First World War.

position single-leaf signal double-leaf signal three-leaf signal
by day at night by day at night by day at night
Stop Wing horizontally to the right a red light top wing horizontally to the right, second wing vertically on the mast a red light top wing horizontally to the right, other wings vertically on the mast a red light
Travel (over
points
in a straight
position) 		Wing 45 ° to the top right a green light top wing 45 ° to the top right, second wing perpendicular to the mast a green light top wing 45 ° to the top right, other wings perpendicular to the mast a green light
Driving over
distracting
points
(40 km / h)		 both wings 45 ° to the top right green over fire yellow light (formerly two green lights on top of each other) the two upper wings 45 ° to the top right, the lowest wing perpendicular to the mast green over fire yellow light (formerly two green lights on top of each other)
Driving over
other
distracting
points
(40 km / h)		 three wings 45 ° to the top right green, fire yellow and green light (previously three green lights on top of each other)

Drive-through signals

Drive-through signals were next to the entry signals. They were similar to distant signals, but were only released when the exit signal showed free and only points could be used in a straight position. In all other cases the drive-through signal remained in the warning position.

Single-leaf semaphores together with drive-through signals mainly occurred where distracting drive-throughs were not possible.

The drive-through signals are shown here in the colors that were valid from 1935/36:

Exit signal position Stop or
exit over distracting switches 		Exit over switches in a straight position
Entry signal position by day at night by day at night
Stop Durchfahrsg day 0.png Durchfahrsg night 0.png Durchfahrsg day 0.png Durchfahrsg night 0.png
Entry via switches
in a straight position 		Transit day 10.png Transit night 10.png Transit day 11.png Transit night 11.png
Entry via deflecting
points (40 km / h) 		Transit day 20.png Transit night 20.png Transit day 20.png Transit night 20.png

Hippsche reversible discs

position Distant signal Main signal
by day at night by day at night
Warning /
stop 		orange-colored (formerly green) disc with a white slash two yellow (formerly green) lights horizontally next to each other red disc with white slash a red light
journey Narrow side of the disc two green (previously white) lights horizontally next to each other Narrow side of the disc a green light
Hippsche reversing disk at the Blonay – Chamby museum railway

Hippsche reversible disks were driven by a weight in the signal mast, which had to be reopened after approx. 200 disk revolutions. The signal was triggered electromagnetically with electricity from a battery and worked more reliably in storms and in winter than reversible disks set with wire pulls.

At the low speeds in the past, the distant signal could be omitted if the main signal was clearly visible. Although the turning disks have not been included in the signaling regulations since 1916 , turning disks were without distant signals on some routes on the Rhaetian Railway until the 1980s.

Shunting signals

position by day at night
Maneuvering
prohibited 		Rangiersg Tag forbidden.png Rangiersg night forbidden.png
Maneuvering
permitted 		Rangiersg Tag permitted.png Rangiersg night permitted.png
Cross signal in the positions Maneuvering prohibited and allowed

Shunting signals prohibit or allow shunting in a case-by-case environment of the signal. In this way you secure trains against shunting trips . The best known are the cross signals , but folding window signals have also been used. At night the maneuvering signals for prohibition showed a purple light.

photos

  • Semaphore and shunting signal in St. Gallen, 1988

  • Semaphore and clamshell signal, Brig, 1906

  • Rear folding screen

  • Folding window without lighting

  • Shunting signal in Uster

Individual evidence

  1. ^ Hans G. Wägli: Lever, bolt and signals . Diplory Verlag, Grafenried 2018, ISBN 978-3-03306410-2 , p. 67 .
  2. ^ A b Rudolf W. Butz: Signals of the Swiss Railways . Orell Füssli Verlag, Zurich 1972, p. 14 .
  3. ↑ Wägli: Lever, Bar and Signals, p. 41.
  4. ^ Wägli: Lever, Bar and Signals, pp. 19-25.
  5. ↑ Wägli: Lever, Bar and Signals, pp. 28–29.
  6. ↑ a b Wägli: Lever, Bar and Signals, p. 33.
  7. ↑ Wägli: Lever, Bar and Signals, p. 45.
  8. ^ Wägli: Lever, Bar and Signals, pp. 48–49.
  9. ^ Wägli: Lever, Bar and Signals, pp. 51–53.
  10. ↑ a b Roland Smiderkal: History of Swiss Signals. 1930 to 1947
    These sections are based largely on Roland Smiderkal's website, which is licensed under Creative Commons . The author also points out that use on Wikipedia is expressly permitted under the license conditions there.
  11. ↑ Wägli: Lever, Bar and Signals, p. 47.
  12. ↑ Wägli: Lever, Bar and Signals, p. 39.
  13. ^ Butz: Signals of the Swiss Railways, p. 39.
  14. ^ Butz: Signals of the Swiss Railways, p. 11.
  15. ↑ Wägli: Lever, Bar and Signals, p. 91.
  16. ↑ Butz: Signals of the Swiss Railways, pp. 102-103.