Train control

The train control is a method of operation of the railroad, in which a central train controller permission each train on a track to ride up to a following Zuglaufstelle granted. The train conductor and the driving staff are in telephone contact (usually radio contact). The train control operation can be carried out without main signals and technical route block facilities, which allows great savings. In Germany, train control is only used on selected single-track branch lines with a permissible speed of up to 80 km / h.

After the merger of Deutsche Reichsbahn (DR) and Deutsche Bundesbahn (DB) in 1994 to form Deutsche Bahn AG , their regulations were harmonized. Lines that were previously run with simplified branch line operations are now often subject to the provisions for train control according to Directive (Ril) 436 (ZLB) or signaled train control according to Ril 437 (SZB). In contrast to this, operations on the main and the other secondary routes are based on the "normal" driving regulations (Ril 408). Lines on which the operating procedure train control is applied are named in the local guidelines.

Train control operation according to Ril 436 (ZLB)

The regulations of Ril 436 apply to train control at Deutsche Bahn AG, otherwise (if not explicitly regulated there) the stipulations of Ril 408 ( driving service regulations ) and stipulations in the local guidelines of the individual operating points.

Operational management

Railway lines with train control are called train control lines , the operating points of the train control line - stations, stops and stops - are called train running points . The control of the train traffic is incumbent on the train conductor , who is often also the dispatcher of a station of a main line adjacent to the train control route. The station where the train conductor is based is called the train control center. The messages that serve to regulate train traffic on the train control route are called train movement messages . Are provided for a train on a Zuglaufstelle train running, it will Zuglaufmeldestelle called.

To travel on a train control route, each train requires a driver's license , which is obtained with the travel request . Up to which train run point the train conductor issues the driving license depends on the timetable; the train manager decides in the event of deviations from the timetable. The wording of the driving request in Ril 436 is:

Can the train (number) run to (name of the train station / train registration office)?

If all conditions are met, the train conductor issues the driving license with the words:

Train (number) may travel to (name of train run point / train notification point). (Addition, if necessary: there crossing with train (number).)

Or if not all conditions are met:

No wait

After arriving at the train station up to which the driver's license was issued, the train conductor must be informed of the arrival of the train with the arrival notification :

Train (number) in (name of train run point / train notification point).

Only after receipt of the arrival report may the train conductor issue a driving license to a subsequent train as far as a train run point behind. This ensures that at least one section of the route remains free between two trains following one another. Driving permits and arrival reports are two types of train movement reports, there is also a parking report , route safety report and exit report .

With the shutdown notification, the marshalling manager releases the station again after shunting movements have been completed and the station's basic position has been restored. The route security message is given at train crossings at unoccupied stations without fallback switches as soon as the first train has set the route for the second train. In the case of locally unoccupied train running points, the train driver gives the train conductor a departure report as soon as the train has left the operating point and has completely passed the train terminal point.

Train running reports are made by telephone between the train conductor and the local station dispatcher, and on unoccupied train running points to the train driver (then also by radio). The driver's license must be sent to the train driver by the local station dispatcher. At crossings and overtaking at unoccupied stations, it is possible that the driver of the first train takes over the train running reports for the second train.

Schematic representation of the train sequence on a train control route

If two trains have to cross, both trains are given permission to drive to the train run point where the crossing is to take place. At stations without entry signals, both trains must enter the train runway one after the other. Which train is allowed to enter first is indicated in the book timetable ; the last train to arrive must stop at the trapezoidal board. The driver of the first train is responsible for setting the route for the second train, which - since mostly only local switches are available - is sometimes associated with considerable footpaths. When this has been done, the second train is called into the station by the train driver or the driver of the train that entered the station first with the acoustic or optical signal “Coming” (signal Zp 11). The signal is given with a long, a short and again a long call sign (- · -) as a light signal or with the vehicle whistle and corresponds to the letter "K" of the Morse code. The train conductor may only issue the driving license for the onward journey after he has received the arrival reports of both trains. The second train to enter must be the first to leave so that the train driver of the first train driver can return the switches to their basic position.

The conventional train control operation (short: ZLB) sometimes manages without main signals . At unoccupied stations, the border between the station and the open line is marked with a " trapezoidal board " (signal Ne 1 / So 5) instead of entry signals . If train crossings or overtakes are to be carried out at unoccupied stations , the driver of the train that entered first takes over the setting of the route for the second train. This procedure is only used at very small stations with little traffic, larger stations are also equipped with remote switches and entry signals for train control operations and are manned by a local station dispatcher. The train control route is not equipped with a route block. Driving in space is controlled exclusively with the help of the train running reports, which are exchanged between the train conductor on the one hand and the train driver or local station dispatcher on the other.

documents

Train registration book: to be kept by the train conductor;

Telephone book: to be kept at points with train movement reports;

Book timetable: regulates train movement reports, crossings, overtaking and stops at the trapezoidal board ;

Orders for train traffic: are led by the train conductor and the manned train running points;

Train station timetable: for every occupied station ;

further overviews for the train manager (e.g. overview plans, beltlines, level crossings, etc.)

Written orders

The ZLB command according to Ril 436 is to be used for written commands. It is available from the train manager, the train station and the neighboring dispatcher , and on routes with train radio also from the driver .

Technical security

The pure train control operation according to Ril 436 is generally carried out without technical security, i. In other words, the interaction of the operating personnel and the precise compliance with reports and permits are solely responsible for the safety of train journeys. After several accidents due to negligence, attempts have been made to increase safety through technical support without changing the basic principle of train control. After the lack of train control was identified as one of the main causes of the railway accident in Hordorf , the specification of technical support for routes with train control operations for several passenger trains running at the same time was included in the railway building and operating regulations . In addition to the signaled train control operation, the technically supported train control operation (TuZ) was also developed for this purpose .

The regulations of Ril 436 and FV-NE continue to apply to technically supported train control operations. In addition, concealed safety systems, such as switchable 2000 Hz PZB magnets, support train control and are intended to prevent hazards from human error.

H-board with blue monitoring alarm, Bf Sebnitz (Sachs)

Various systems have been implemented that differ in how the PZB magnets are deactivated. There are the following variants:

Key-controlled : after receiving the driver's license, the train crew uses a key to deactivate the PZB magnet for a certain period of time. This key is unique for each route section and therefore has the functionality of a token . At train crossings, the keys must be exchanged between trains. This system represents the minimum requirements for technically supported train control and is z. B. used on the Cham – Lam railway line .
Train conductor-controlled : the train conductor switches the PZB magnet ineffective after the driver's license has been issued by an operator station system. The PZB magnets become effective again after a tensile force or after a certain period of time. After arriving at the next train notification point and submitting the arrival notification, the driver uses a so-called infrared pistol to release the cleared section again. Blue monitoring signals are attached to the H-panels with PZB magnets, which indicate to the driver whether the PZB magnet is effective (blue continuous light) or ineffective (blue flashing light). At the DB this system is z. B. used on the Siegelsdorf – Markt Erlbach railway line .
Axle counter controlled : The PZB magnets at the height of the H-panels are ineffective in the basic position. When the axle counter is driven over, all PZB magnets pointing into the section are activated. After the section is cleared again, the PZB magnets become ineffective again. Additional switchable PZB magnets are used to prevent two trains from traveling in the same section at the same time. These are effective in the basic position and are only briefly deactivated so that a train can enter the route section. The system works autonomously in normal operation, so that neither the train conductor nor the driver have to perform any operator actions. The DB uses this system z. B. on the Weimar – Kranichfeld route .

Signaled train control according to Ril 437 (SZB)

At Deutsche Bahn, there is not only conventional but also signaled train control (SZB for short) .

On the basis of simplified safety requirements for low-traffic lines ("Guidelines for equipping and operating lines with light and moderate traffic", SMV), which were published in 1981, three department heads of the Munich Federal Railway Directorate began in 1982 with the development of a simplified signaling and operating system, which was initially referred to as the engineered train control system Munich . In July 1983 this was presented as a proposal to the headquarters of the Deutsche Bundesbahn, which issued an official planning order in October 1983. The 29 km long Dachau – Altomünster branch line was selected as the pilot line . A simplified interlocking developed jointly by Scheidt & Bachmann and the Munich Central Railway Authority was used on the route. The conversion of the line began in 1985. Commissioning, including the new operating procedures, took place on March 20, 1986.

The development continued until the early 1990s. After a number of branch lines and main lines had been equipped with it, fewer and fewer routes were converted to SZB with the advent of electronic interlockings tailored for regional routes.

In signaled train control operations, the stations are equipped with remote entry points or fallback switches, entry and exit signals as light signals and track vacancy detection systems. An automatic track block in conjunction with a track vacancy detection system is set up on the open track.

In the case of non-federally owned railways (NE railways), other types of construction, such as B. the SICAS S5 from Siemens and the MCDS from Bombardier are used in signaled train control.

Design Stw-vB

The design Stw-vB from Scheidt & Bachmann works autonomously without the train conductor's ability to intervene. The system is based on the interaction of a train end transmitter with a train end receiver on the track. The track vacancy is reported by the magnetic train end transmitter, which is hooked into the rear draw hook of the last vehicle of each train, and the train end receiver on the track. This automatically determines the completeness of the train.

After the train conductor has obtained the driver's license, the driver requests the exit road via an infrared remote control or alternatively via a key switch. Other operator actions such as switching the system to shunting mode are also carried out on site by the train driver. By driving past a tension point, the extension signal falls into the stop position. The train to the next station is blocked and the entry to the next station is automatically requested. A tension point behind the entry switch sets the entry signal to a stop again. Blocking back takes place automatically via the train receiver.

In the individual train stations there are simplified relay interlockings that are equipped with the Tf71 line block system.

On some SZB lines with this design, an occupancy display for the individual sections that is not secure in terms of signaling has been retrofitted.

The following railway lines were equipped with this design:

Altenkirchen – Au railway line
Dachau – Altomünster railway line (from March 20, 1986 to 2014, replaced by ESTW)
Marktoberdorf – Füssen railway line (since May 9, 1989)
Millingen – Xanten railway line
Shaftlach – Lenggries railway line

Design Sig L 90

With the Sig L 90 design from SEL (now Thales ), the train conductor is shown the operating status of the train control line using a simplified remote control system on a monitor - similar to that of an electronic interlocking - in a schematic track diagram. In this case, however, a technically secure transmission of the control commands and feedback (see also the structure and functionality of electronic interlockings ) is dispensed with, so that the train conductor cannot rely on the correctness of these displays or cannot switch on signals that have not been checked by the interlocking technology (e.g. the substitute signal Zs 1). However, this is not a safety-relevant defect, because the requirements for the driving position of the entry and exit signals are independently checked by the interlocking on site in conjunction with automatic track vacancy detection systems and the automatic section block .
Routes can be set manually by the train conductor or requested by the train driver using a key switch or, in some cases, using infrared remote controls. Depending on the route, both variants are used in regular operation.
On-site in the individual stations, the Sig L 90 type has either MC L 84 type relay interlockings or simplified electronic interlockings . The track vacancy is reported via axle counters or track circuits.

In the event of faults in the interlocking technology on site, the train conductor needs an overview of the train position due to the lack of secure transmission of the remote control in order to be able to continue operation by means of commands. For this reason, the train conductor must keep a train registration book even in signaled train control operations. The driver is therefore only allowed to drive off or on even when the main signal is showing if he has received permission to drive from the train manager. However, the driver does not have to keep the telephone book here; instead, he only has to open a sheet of metal with the inscription of the train run point up to which he has received the driving license.

The Sig L 90 design was used on the following railway lines:

Signaled train control operation with electronic interlocking according to Ril 437 (SZB-E)

As a further development of the SZB, the signaled train control system with electronic interlocking (SZB-E for short) was introduced. The aim was to develop a more cost-effective solution to conventional electronic interlockings (ESTW) for less frequented regional routes.

The operation of the electronic interlocking for signaled train control (ESZB) is carried out in accordance with Ril 437, so the range of functions could be limited compared to a full ESTW. So was u. a. does not include the following functions:

Continuous train control systems (e.g. LZB , ETCS Level 2 ), as Ril 437 stipulates a maximum speed of 100 km / h for signaled train control
The integration in operations centers
The inclusion of middle points , as the exit / intermediate signals are arranged accordingly

Operational management

In signaled train control operations with an electronic interlocking, a train conductor regulates rail operations on the train control route . This is secured by an independent section block (central block) . Since the requirements of the EBO for signal dependency and route block are met, there is no need to report a driver's license. The train conductor gives his consent to the journey by turning the main signal on.

If it is intended in the schedule or is set by the train controller, the train controller enters the train driver Zugmeldungen which regulate the order of the trains and act in case of failure to train safety. The communication between the train conductor and the driver takes place via train radio .

If the train is ready to depart from its starting station, the driver gives the train conductor a ready-to-depart message . Even if the exit signal already indicates a journey, the train may only depart after the train manager has given his consent.

There are also stop messages , transit messages and train completeness messages .

It is possible to maneuver via shunting routes or in an approved local control area . The driver requests a shunting clearance for the entire station area via a local operating device. If the train conductor issues the shunting clearance, all train routes in the station are blocked. After that, the main signals that can be driven past when maneuvering show identification lights , the keys for the locally operated and the local operating device for the remote-controlled turnouts are released for operation on site. The local control is returned by the driver after all systems have been returned to their basic position.

Outdoor facilities

The stations are equipped with entry and exit signals. Combination signals are used as main and distant signals . In order to save costs, additional signals are preferably implemented as reflective form signals. If this is practicable, turnouts in routes are set back with switch detectors, otherwise they are electrically remote controlled. All other turnouts in the main tracks that lead to side tracks are locally operated. They are included in the signal dependency with hand locks and key locks . The track vacancy is reported by axle counters.

Indoor systems

The operator interface of the train conductor is similar to that of a simplified electronic interlocking.

It is possible that the user interface of the train conductor cannot be implemented safely in terms of signaling . In order to still be able to carry out auxiliary operations (e.g. to dissolve a route or block as an aid, to bring the axle counting device to the basic position) in the event of faults, local operating devices (OBE) are provided in the operating points. With the help of a process-secure, electronically supported dialogue process, it is possible for the train staff to carry out auxiliary operations in cooperation with the train conductor.

commitment

The first DB line to be equipped with ESZB technology is the Korbach – Brilon Wald line .

Since the ESZB technology requires special training for the staff to operate the local operating devices, since 2007 more and more routes have been equipped with regional electronic interlockings (ESTW-R) instead of ESZB and operated in train detection mode according to Ril 408.

history

In the case of railway lines with little traffic, the costs of building and operating a main line were disproportionate to the potential benefits, so that in Germany from around 1880 onwards, a large number of so-called secondary lines emerged. In the early days of the German railways, every station on these routes was manned by a local dispatcher. The consequence of this was that the costs were very high despite the simple operational conditions.

In northern America, on the other hand, there was a central dispatcher in the form of dispatchers from the start. When associations of the US Military Railway Service came to Europe during World War I, they used the Timetable and Train Order operating procedure in war operations. Due to the greater flexibility compared to the traditional operation with decentralized traffic control, this operating procedure turned out to be advantageous. After the end of the First World War, the basic ideas of this operating method were adopted by several European railways in order to operate economically on branch lines.

By order of the Reich Minister of Transport, simplified operations were tested on several routes from 1925. So controlled z. B. from 1927 a single dispatcher took over the entire operation on the Extertalbahn .

Based on the experience gained, the regulation for simplified branch line service (DV 437) was introduced at the Deutsche Reichsbahn on May 22, 1937 . In addition to simplifications in the operations service, this also contained provisions for security and telecommunications technology and traffic services. As a further development, the operating regulations for the simplified branch line service (DV 436) were introduced on May 1, 1944.

Simplified branch line service on the Deutsche Reichsbahn

Original of operating regulation 437 from October 1, 1959

As a simplified branch line service (often also referred to as simplified branch line operation) from 1959 the Deutsche Reichsbahn (DR) referred to an operational management on selected railway branch lines according to " operating regulations for the simplified branch line service BNd" (DV 437). In contrast to the operational management according to the traffic regulations on the main and more heavily frequented branch lines , the simplified branch line operation took into account the significantly simpler conditions on some routes, such as B. Single track of the railway line , small stations , low load, low speeds, manageable train sequences, little or no shunting activities . The respective competent Reichsbahndirektion decided on which branch lines with simple operating conditions a simplified transport service could be introduced.

On September 28, 1980, the operating regulation DV 437 (BNd) was replaced by the " Service regulation for the simplified secondary railway service (VND)" with the same number. The new DV 437 took particular into account

the need for performance-enhancing and more effective measures on branch lines;
the evaluation of practical experience with the previous operating regulations and
the adaptation to the provisions of the Driving Service Regulations (FV), DV 408, valid from June 15, 1970 in the then current version.

The changes concerned definitions, approvals of train conductors and operational support staff, simplification of reports , operational regulations, signals , documentation of operational actions and much more. While the previous operating regulation 437 with appendices and forms had a total of 39 pages ( DIN A5 ), the new edition comprised a total of 59 pages (DIN A5).

At the Deutsche Reichsbahn, passenger and freight traffic was carried out on these lines in the simplified branch line operation until the foundation of the Deutsche Bahn AG.

Train control routes

The branch line was divided into one or more train control routes, within which a train control station and other train running points (other stations and stops and stops equipped with telephones ) were determined.

documents

For each train, the train running points were indicated in the picture and book timetables and in the timetable arrangement. The head of the service set up the following for the individual train stations :

Overview of the scheduled train movement reports (only for the train control station)
Memo calendar (only for the train control station)
Station driving regulations
Train directory
Notice boards

The train conductor

The train manager controlled the driving service on the assigned train control routes from the train control station. The sequence of trains, the crossing and overtaking of trains and the approval of small cars, shunting and blocking runs were regulated directly in train running reports between the train conductor and the operating railroad operators, supervisors, operational assistants on the train running points and in unoccupied train running points with the train drivers or train attendants. Every single train or shunting movement had to be approved by telephone by the train conductor. In the event of deviations from normal operation, faults etc. a. The train conductor could issue further standardized instructions to events with the so-called command N.

Verification

Form command N

Every driver's license, train report and other operationally relevant orders and reports were verified by those involved:

from the train conductor in the train log
from a company railroader to train stations in the telephone book
from the driver in the journey report

In contrast to the scope of the driving service regulation with several command forms, there was only the " command N " in the simplified branch line operation . It was available to the train manager, the company railroaders on site and the train driver in the same form. Therefore, an order deviating from normal operation could be transmitted quickly, e.g. B. additional or failing crossings or overtaking, careful entrances and an empty block for other instructions from the train conductor. The commands dictated by the train conductor were transmitted by the recipients on their command form; the command was repeated in order to rule out incorrect transmissions and possible subsequent operational disruptions or accidents. The command N was thus verified for the train conductor and the recipient.

Railway infrastructure

The railway infrastructure is characterized by its simplicity and needs-based dimensions:

Railway stations were z. Partly equipped with signals and remote-controlled switches , which were operated by the local operating railroaders or operational assistants for the trains.

In contrast to the scope of the driving service regulation, the simplified branch line operation also had unoccupied train positions without entry signals and remote-controlled switches. This means that the sequence of trains and the prevention of mutually exclusive train and shunting movements were secured by the communication described above (train reports, commands), but not by security devices (routes, signals, barriers, locks, etc.).

The turnouts were set and locked at unoccupied operating points by the train drivers themselves. So that they did not have to carry a large number of keys with them for several train routing points and points, a uniform key shape was generally provided for the points that must necessarily be operated first on the individual routes. so that the train driver could open and close all the necessary switches with just one route key. When leaving an operating point, the route key in his hand gives him the certainty that all safety-relevant equipment is back in the prescribed basic position . In the case of train crossings at unoccupied operating points, the train driver of the train that arrived first (the sequence of entry was specified in the timetable) took on the local duties of the dispatcher. This train pulled in without stopping at the trapezoidal board instead of the entry signal, the train driver gave the prescribed train running reports on the line telephone, then opened the entry point for the crossing train and switched it over. The second train was instructed by the timetable to stop at the trapezoidal board. The driver then gave an attention whistle Zp 1 with the vehicle whistle. Once the route for this train was established, the signal Zp 6 "Coming" (a long, a short and a long tone) was given with the whistle of the train that entered first . Thereupon this train also drove into the station. The train driver of the first train then set the entry point back, locked it again, then went to the opposite entry point, unlocked it, switched it and, with the approval of the train conductor by telephone, the last train drove on. The driver of the train that came in first also reset this switch and locked it. He then obtained the train operator's consent to continue and the train continued its journey.

In order to accelerate the crossings at unoccupied operating points in particular, fallback switches with monitoring signals So 17 and So 18 were installed for the first time in the mid-1970s . This eliminated the time-consuming footpaths the train drivers had to walk to the entry points, including the manual switching operations. This enabled the train crossings to be significantly accelerated. The cumbersome train movement reports on the line telephone were simplified in the same context by the introduction and use of train radio equipment .

Train control operation at the Deutsche Bundesbahn

The basic idea of the simplified branch line service at the Deutsche Reichsbahn and later at the Bundesbahn 's train control operation was to create a form of operation that managed largely without complex technical safety devices with few operating and maintenance personnel.

Wega train station with trapezoidal board and light blocking signal as a fallback switch monitoring signal

The development of reliably working fallback turnouts contributed to further rationalization, which made it possible to cross and overtake trains at the subway stations without operating the turnouts and which found widespread use from around 1950, especially in western Germany. By using fallback switches, signal boxes and local staff can be saved, and trains stopping times can be reduced significantly at previously unoccupied stations. A separate monitoring signal for fallback switches was not introduced (in contrast to the Deutsche Reichsbahn (DR) or the Austrian Federal Railways ). In some cases one managed with a light blocking signal, which showed a beacon when the switch was in order. However, fallback switches were not installed at all stations, where it would have been beneficial due to the frequent crossings. An example is the Lütter station of the Rhönbahn , where crossings sometimes took place every hour, but where the train crew of the first train had to set the points for the entry and exit of the second train and return them to their basic position after departure.

The operating mode "Zugleitbetrieb" was included in the 1967 Railway Building and Operating Regulations. The associated regulation DS 436 first appeared in 1972.

Schematic representation of a train run point with fallback switches

The intermediate stations of a train control line are predominantly small stations with only two main tracks, each of which leads to a fallback switch at both ends. Each track is used by the trains in one direction (directional operation) so that crossings can take place without changing the position of the switches. If a train is to overtake another, the train to be overtaken must transfer to the track in the opposite direction in order to clear the entry track for the overtaking train.

After several serious accidents with passenger trains on train control routes in the 1970s and 1980s, train control operations were gradually switched to other operating procedures where possible. In addition, many of the routes used in train control were due to be closed anyway. The pure train control operation thus essentially remained on routes only used by freight traffic and on routes with only a few pairs of passenger trains per day. Examples are the Hönnetalbahn , Rhönbahn , Rothaarbahn , the adjoining Obere Lahntalbahn and the Ammertalbahn , which were operated on parts or the entire route with passenger traffic in the ZLB.

Train control operation at Deutsche Bahn

As part of the harmonization of the regulations between the Deutsche Reichsbahn and the Deutsche Bundesbahn, the Ril 436 and Ril 437 were introduced for all affected lines in the entire area of the Deutsche Bahn. In addition, there is the driving service regulation for non-federal railways (FV-NE), which contains provisions for both train detection operations and train control operations.

After the rail reform and the associated upgrading of passenger traffic, sometimes at hourly intervals, in many cases a higher-quality security system had to be converted due to the increase in train journeys.

Related procedures in other countries

In the United States of America, Australia and New Zealand, operations management by a central dispatcher has always been the norm , which in principle corresponds to train control operations. The Direct Traffic Control (DTC) operating procedure , with its definition of fixed blocks and direct communication between dispatcher and train crew, is closely related to train control. The timetable and train order process also has some common aspects, but differs fundamentally in the safety relevance of the timetable and priority rules.

literature

Deutsche Bahn AG: Carry out train and shunting runs in train control (ZLB) . Ril 436: Online
Deutsche Bahn AG: Carry out train and shunting runs in signaled train control (SZB) . Ril 437.
Deutsche Bahn AG: Carry out train and shunting movements in signaled train control with an electronic interlocking (SZB-E) . Ril 437.
Anita Hausmann / Dirk H. Enders: Basics of railway operations. 2nd edition, Bahn-Fachverlag, 2007, ISBN 978-3-9808002-4-2 .
Scheppan, Michael: Train control operation for simple operational conditions . Eurailpress, Hamburg 2006, ISBN 3-7771-0340-3 .

Individual evidence

↑ DB Netz AG (Ed.): Carry out train and shunting trips in train control . Ril 436.
↑ ^a ^b Anita Hausmann, Dirk H. Enders: Basics of rail operations . 2nd Edition. Bahn Fachverlag, 2007, ISBN 978-3-9808002-4-2 , p. 299 ff .
↑ Scheppan, Michael: Zugleitbetrieb for simple operational conditions . Eurailpress, Hamburg 2006, ISBN 3-7771-0340-3 .
^ Alfred Baumann, Bernd Roth: With TUZ to increase security on train control routes . In: Eisenbahn-Unfallkasse (Ed.): BahnPraxis . No. 2/2007 . Bahn Fachverlag, Mainz 2007, p. 3–5 ( uv-bund-bahn.de [PDF]).
^ Alfred Baumann: With "Technical Support for Train Control Operations" (TUZ) according to Ril 436, the security on train control routes of the regional networks is increased - Part 2 . Ed .: Eisenbahn-Unfallkasse. No. 9/2007 . Bahn Fachverlag, Mainz 2007, p. 9–11 ( uv-bund-bahn.de [PDF]).
↑ Armin Franzke, Hartmut Klust, Ursula Nauderer: 's Bockerl . 80 years of local railway Dachau-Altomünster. Ed .: Zweckverband Dachau Galleries and Museums. District Museum, Dachau 1993, p. 26-31 .
↑ ^a ^b User group key: Which SZB routes are there in Germany? In: https://www.drehscheibe-online.de/foren/ . July 22, 2012, accessed December 10, 2018 .
↑ ^a ^b ^c Ulrich Maschek: Securing rail traffic . 2nd Edition. Springer Vieweg, 2013, ISBN 978-3-8348-2653-4 , p. 171 .
↑ ^a ^b DB Netz AG (Ed.): Carry out train and shunting movements in signaled train control with an electronic interlocking (SZB-E) . Ril 437.
^ Jörn Pachl : Proposal for a new system for the operating procedures of German railways . In: EI - Railway Engineer . tape 7/2004 , no. 55 , 2004, ISSN 0013-2810 , p. 5-10 .
↑ Oliver Strüber, Wolf-Dietger Machel: Basic course branch line . In: BAHN-EXTRA . tape 145 , no. 06/2016 . GeraMond, 2016, ISSN 0937-7174 .
↑ Semmler, Armknecht: The Extertal Railway . In: Verkehrstechnik - Zentralblatt for all land transport and road construction . 18a, May 1928, p. 300-310 .
↑ Branch line service - branch line operation . In: Eisenbahn-Unfallkasse (Ed.): BahnPraxis . No. 1/2008 . Bahn Fachverlag, Mainz 2008, p. 8–9 ( uv-bund-bahn.de [PDF]).
↑ web practice B, 1/2008, p 9

[1] DB Netz AG (Ed.): Carry out train and shunting trips in train control . Ril 436.

[:2-2] Anita Hausmann, Dirk H. Enders: Basics of rail operations . 2nd Edition. Bahn Fachverlag, 2007, ISBN 978-3-9808002-4-2 , p. 299 ff .

[3] Scheppan, Michael: Zugleitbetrieb for simple operational conditions . Eurailpress, Hamburg 2006, ISBN 3-7771-0340-3 .

[4] Alfred Baumann, Bernd Roth: With TUZ to increase security on train control routes . In: Eisenbahn-Unfallkasse (Ed.): BahnPraxis . No. 2/2007 . Bahn Fachverlag, Mainz 2007, p. 3–5 ( uv-bund-bahn.de [PDF]).

[5] Alfred Baumann: With "Technical Support for Train Control Operations" (TUZ) according to Ril 436, the security on train control routes of the regional networks is increased - Part 2 . Ed .: Eisenbahn-Unfallkasse. No. 9/2007 . Bahn Fachverlag, Mainz 2007, p. 9–11 ( uv-bund-bahn.de [PDF]).

[bockerl-1993-6] Armin Franzke, Hartmut Klust, Ursula Nauderer: 's Bockerl . 80 years of local railway Dachau-Altomünster. Ed .: Zweckverband Dachau Galleries and Museums. District Museum, Dachau 1993, p. 26-31 .

[:3-7] User group key: Which SZB routes are there in Germany? In: https://www.drehscheibe-online.de/foren/ . July 22, 2012, accessed December 10, 2018 .

[:0-8] Ulrich Maschek: Securing rail traffic . 2nd Edition. Springer Vieweg, 2013, ISBN 978-3-8348-2653-4 , p. 171 .

[:1-9] DB Netz AG (Ed.): Carry out train and shunting movements in signaled train control with an electronic interlocking (SZB-E) . Ril 437.

[10] Jörn Pachl : Proposal for a new system for the operating procedures of German railways . In: EI - Railway Engineer . tape 7/2004 , no. 55 , 2004, ISSN 0013-2810 , p. 5-10 .

[11] Oliver Strüber, Wolf-Dietger Machel: Basic course branch line . In: BAHN-EXTRA . tape 145 , no. 06/2016 . GeraMond, 2016, ISSN 0937-7174 .

[12] Semmler, Armknecht: The Extertal Railway . In: Verkehrstechnik - Zentralblatt for all land transport and road construction . 18a, May 1928, p. 300-310 .

[13] Branch line service - branch line operation . In: Eisenbahn-Unfallkasse (Ed.): BahnPraxis . No. 1/2008 . Bahn Fachverlag, Mainz 2008, p. 8–9 ( uv-bund-bahn.de [PDF]).

[14] web practice B, 1/2008, p 9