Train control system S-Bahn Berlin

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The train control system S-Bahn Berlin ( ZBS ) is a new, independent train control system that was developed by S-Bahn Berlin GmbH , DB Netz AG and Siemens Transportation Systems in Braunschweig.

The ZBS is used to monitor the driving and braking behavior of the driver during train and shunting trips on the Berlin S-Bahn . It is a concealed punctiform train control system with continuous speed monitoring. It will replace the previous mechanical travel locks with subsequent slip path or danger point distance. The ZBS is technically derived from ETCS Level 1 , but not compatible. The signals from the ZBS balises transmit appropriate terms that are not defined in the ETCS.

The retrofitting of the Berlin S-Bahn will take place in the subnetwork by the end of 2020, in the subnetwork north-south by the end of 2023 and in the subnetwork Ring by the end of 2025. At the end of 2019, 181 km were equipped with ZBS, with an upward trend.

history

Background and history

Route stop of the previous driving lock

The Berlin S-Bahn has so far used a mechanical, also independent train control system with so-called Bernauer travel locks , which was developed in the 1920s. The route stops, which are located at the location of the main signals, are positioned so far in front of a danger point (a switch, train stop of a train standing on the platform) that the mechanical emergency braking when the stop signal is passed, the train is still within the protective route (or slip path behind Platform signals) from the stop signal to the danger point. However, the safety of the protective route is based on the assumption of a maximum speed of the train at the travel lock, but this is not monitored in the previous system. Therefore, the driver can drive incorrectly so fast that the dimensioned protective section is insufficient, which repeatedly led to accidents (in particular in 2001 and 2002).

The new electronic system is intended to increase the level of security. The ZBS uses some elements of the train control system ETCS Level 1 , standardized at European level , in which the ZBS balises are technically Eurobalises , whereby the on-board technology can also be derived from systems that have been tried and tested for ETCS. Since the requirements in the S-Bahn sector are completely different from those of the long-distance railway with mixed operation of fast passenger and heavy freight trains, compatibility was waived. Since Deutsche Bahn AG operates the S-Bahn Berlin as an independent railway network, on which almost exclusively its own trains run, this route was possible.

Since the mid-1990s - parallel to the development of the ETCS - the use of this technology in the Berlin S-Bahn system was planned. Siemens AG carried out its first attempts at contactless signal image transmission using Eurobalise in 1995 at the Bundesplatz S-Bahn station. A pilot project, already known as ZBS, followed from 2000 between the Treptower Park / Köllnische Heide and Hermannstraße stations. It was presented to the public at InnoTrans 2002. Following an order placed with Siemens in August 2007, 600 vehicles and 332 km of route network are to be converted. The planned costs borne by the federal government and the railways amount to 133 million euros. The contract was awarded to Siemens in 2007.

Conversion phase

planning

In 2010 it was planned to introduce ZBS gradually over a period of 10 years in order to replace the previous security technology. The 332-kilometer-long S-Bahn network will be equipped in 20 stages. For this purpose, the balise technology is immediately integrated into new electronic interlockings . Lines with existing ESTW must be converted. The total cost was given as 130 million. The S-Bahn trains used there will be equipped with the new systems in good time for each stage of the route. Starting in 2011, 500 vehicles of the 481 series will be equipped with ZBS, and 29.8 million euros have been budgeted for vehicle equipment by 2015.

In 2010, the investigative committee of the Berlin Senate also pointed out that from 2017 onwards, almost all vehicles of the 480 and 485 series must be subject to an overhaul prescribed by Section 32 EBO due to the due date. Due to the rear-end collisions in 2001 and 2002, in which trains could overrun the protective section or slip path due to excessive speed, it is expected that the installation of the ZBS will be necessary for further approval. Even if the trains can continue to operate for the first due dates, it is considered unlikely that this extension will be allowed for more than three years. Therefore, starting in 2018 and not later than 2020, the ZBS will be a prerequisite for access to the route network of the S-Bahn Berlin. For economic reasons (the above-mentioned series 480 and 485 would also have to receive new axle shafts for revision) this will only affect the old series 481 and the planned series 483/484 .

In the expectation that the conversion to ZBS could be completed by 2014, the unchanged continued use of the travel locks was initially only allowed until then. An application in that year then extended the transition period to 2025. The period results from the delays in the tender for the "Ring subnetwork". A possible new operator will be allowed to use the old series 480 and 485 (without ZBS) until at least 2023, until they are replaced by a new series (with ZBS).

The planning of the stages on the routes has been adapted accordingly. The further planning (as of April 2016) includes the equipment by 2020 in the subnetwork for the Stadtbahn (to Spandau, to Potsdam, to Wartenberg, to Ahrensfelde, to Strausberg, to Köpenick), the equipment by 2023 in the subnetwork north-south (to Blankenfelde, to Wannsee, to Hennigsdorf, to Oranienburg, to Bernau), and the equipment by 2025 in the sub-network Ring (Ringbahn, S21 hairpin, to Spindlersfeld, to Schönefeld, to Königs Wusterhausen). Work on the Ring and Southeast sub-network will last start in 2017.

The preliminary migration plan until 2025 provided for the following sections: until 2016 from Karower Kreuz to Bernau, from Rummelsburg to Wuhlheide, until 2017 from Hauptbahnhof to Rummelsburg and Nöldnerplatz, on the Ring from Wedding to Jungfernheide, until 2018 from Westkreuz to Spandau, from Attilastraße to Blankenfelde, Yorkstraße to Wannsee, Strausberg train station, by 2019 from Lichtenberg to Ahrensfelde and Wartenberg, from Westkreuz to Potsdam, 2020 on the Ostbahn from Biesdorf via Strausberg to Strausberg Nord, until 2021 from Gesundbrunnen to Hennigsdorf and Pankow, until 2022 from Pankow to Bergfelde , until 2023 from Bergfelde and Frohnau to Oranienburg, the rest of the ring including Köllnische Heide, until 2024 from the ring to Adlershof and Spindlersfeld, until 2025 from Adlershof to Königs Wusterhausen and the airport.

The installation of the technology sometimes takes a very long time because it is coordinated with other work, such as the years of renovation at Ostkreuz or the creation of a multi-track system to Potsdam. Several months, sometimes over a year, can elapse between the laying of ZBS balises and the renewal of light signals until commissioning. In the course of the problems with commissioning on the eastern tram, the susceptibility to failure was examined and new precautions were taken for both the operation of the train and the procurement of additional measuring devices. In the course of equipping the Biesdorfer Kreuz in 2019, it became known that the number of staff for the installation and acceptance of the ZBS technology basically only allows one-shift operation, so that the closures for commissioning in the large area will extend over several weeks.

realization

Conversion work on the ZBS. The balises are still covered. At the signal, the travel block stop that is still in operation

The basic suitability of the process was first successfully demonstrated on the S-Bahn Südring between the Hermannstrasse and Sonnenallee stations .

The first section was scheduled to go into operation on October 24, 2011 on the Berlin Northern Railway between Hohen Neuendorf and Schönholz, but due to problems with the inspection of the ZBS, it was initially only possible with shuttle service, halved travel options and driver's cabs with double occupancy. In fact, only the area from Frohnau to (exclusively) Schönholz was equipped with balises; in Hohen Neuendorf the travel barriers remain until the route over the Berlin outer ring is converted.

In February 2014, the system went into operation in the section between Yorckstraße and Lichterfelde Süd ( Anhalter Vorortbahn ) and on to Teltow Stadt .

With the renovation of the north-south tunnel , the section between the northern exit of the tunnel and Yorckstrasse was also equipped with the system, which went into operation on May 4, 2015.

During the partially double-track expansion of the section between Strausberg and Strausberg Nord , the newly built Hegermühle transfer point was equipped with ZBS balises in November 2015 and put into operation together with a new electronic interlocking.

On December 13, 2015, the new ESTW including ZBS went into operation on the Frankfurt Railway in the Wuhlheide - Erkner section; the Rummelsburg - Karlshorst section ahead is to follow by the end of 2016. In the Wuhlheide to Ostkreuz section, the new ESTW including ZBS was planned between March and August 2016. Commissioning is planned for December 2016 with a closure from Köpenick to Ostkreuz.

In 2016, the western section of the Berlin Stadtbahn was converted. Between Friedrichstrasse and Westkreuz, 379 ZBS balises were supposed to replace 127 traffic barriers. The section was closed for 82 nights between May 8 and September 30, 2016 (Monday nights to Friday nights) from 9 p.m. For final tests, the route from Friedrichstrasse to Grunewald and the Olympiastadion was closed from October 24th to 30th.

The ZBS should be installed in the Blankenburg to Bernau section by November 14, 2016.

In spring 2016, around 15 percent of the network was equipped with ZBS. The conversion of the 500 quarter trains of the class 481 is going according to plan (as of April 2016), the complete conversion is planned for the end of 2016. Since October 2016, the trains of the BVG class 480 can no longer be used on the light rail, as only trains with ZBS can be used on this since then. After a fire incident, the 480 series had not been in the north-south tunnel since the end of 2004, and the 485 series was also no longer used there before the renovation work began.

Immediately after the equipping with ZBS on the western part of the light rail, the conversion on the eastern light rail between Friedrichstrasse and Ostbahnhof began in November. Closures were planned here on the weekend until May 2017. The ZBS changeover on the remaining section to Ostkreuz should then take place by July 24, 2017. The work up to Ostbahnhof dragged on until July 2017. The new ESTW including ZBS from Ostbahnhof to Lichtenberg was planned for July / August 2017. The work to Lichtenberg had been running since at least March 2017. The completion to Lichtenberg took place by August 21, also with work on the route to Karlshorst (via Rummelsburg), where two dates are still open in autumn. The Südringkurve at Ostkreuz has also been equipped with ZBS since it was put back into operation at the end of 2017.

In August 2017, construction work began on the route from Blankenfelde to Priesterweg. The construction section from Priesterweg to Lichtenrade was equipped in April 2018, the rest of the section should be completed by December 2018. Commissioning took place at the beginning of December 2018.

The ZBS installation on the section between Westend (exclusively) and Gesundbrunnen (exclusively) took place in October 2017. This area went into operation on October 30, 2017 and, in addition to the ZBS system, is still equipped with mechanical travel blocks.

It will be installed between Anhalter Bahnhof and Wannsee by May 2018, and between Westkreuz and Spandau by August. Disruptions to rail traffic will begin between Anhalter Bahnhof and Wannsee from March 2018, and between Westkreuz and Spandau from June 2018. The ZBS equipment from Anhalter Bahnhof to Wannsee will go into operation on May 22, 2018, and that from Westkreuz to Spandau on August 17 2018. Commissioning to Spandau took place in January 2019.

The installation between Westkreuz and Potsdam will begin in August 2018. As part of the Potsdam-Babelsberg encounter section, the first commissioning will take place up to Potsdam in March 2019. Further closures (for commissioning) are planned in the Westkreuz and Potsdam section by the beginning of September 2019

Installation on the Wartenberg to Springpfuhl section will take place from August to October 2019. The electronic signal box at Biesdorfer Kreuz is due to go into operation in October 2019. Impairments due to the installation of ZBS in the Lichtenberg area (with closures from Nöldnerplatz) to Wartenberg, Wuhletal, Ahrensfelde are expected to exist until November 2019. The closings over several weeks have been politically criticized.

section Retrofitting Installation
Frohnau - Schönholz (a) 2011 October 2011
Yorckstrasse (a) - Teltow City 2014 February 2014
Yorckstrasse - North Station 2015 May 2015
Wuhlheide - Erkner 2015 December 2015
Strausberg (a) - Hegermühle November 2015 December 2015
Central station (a) - Westkreuz May 2016 October 2016
Bernau - Blankenburg (a) 2016 November 2016
Rummelsburg (a) - Wuhlheide (a) 2016 December 2016
Hauptbahnhof - Ostbahnhof November 2016 July 2017
Ostbahnhof (a) - Ostkreuz March 2017 August 2017
Ostkreuz - Lichtenberg (a) March 2017 August 2017
Westend (a) - Gesundbrunnen (a) September 2017 October 2017
Warschauer Strasse - Treptower Park (a) December 2017
Priesterweg (a) - Lichtenrade August 2017 April 2018
Anhalter Bahnhof (a) - Wannsee (a) March 2018 May 2018
Bf Strausberg November 2018
Ostkreuz (a) - Rummelsburg July 2017 December 2018
Lichtenrade (a) - Blankenfelde August 2017 December 2018
Westkreuz (a) - Spandau June 2018 January 2019
Wannsee (a) - Potsdam August 2018 March 2019
Westkreuz (a) - Wannsee August 2018 September 2019
Lichtenberg - Wartenberg / Ahrensfelde August 2019 November 2019
Berlin Airport Schönefeld (a) - Berlin Airport BER January 2020
Biesdorf - Strausberg by 2020
Humboldthain - Hennigsdorf / Pankow until 2021
Pankow-Heinersdorf - Bergfelde until 2022
Hohen Neuendorf - Oranienburg until 2023
Ring (Gesundbrunnen - Südkreuz - Westend) until 2023
Southeast by 2025

(a) - exclusively

function

The aim of the ZBS is to replace the previously used mechanical travel locks on the S-Bahn, with which a vehicle is only stopped after an inadmissible drive past the signal showing the "stop". Instead of the previous travel locks, a system is being built that is supported by balises in the track, which are read and evaluated by the ZBS device on the vehicle. The currently permitted speed is calculated in the vehicle from the information from the last balise and the distance covered since this balise.

The use of Euroloops possible under ETCS Level 1 is waived. In the case of a distant signal announcing a “stop”, the main signal is approached at reduced speed, whereby a maximum speed is specified for reaching the main signal rather than a zero speed ( release speed , see below). In particular on the main routes with their bundling of lines (in Berlin especially the Stadtbahn route ), however, the case often occurs that after a distant signal announcing a “stop” the main signal is set to “drive”. Instead of the Euroloop infills, upgrade balises are used instead to enable a smooth ride.

Tasks of the ZBS system

The ZBS train protection system monitors the driver in performing the following tasks:

  • Pay attention to signals showing stop
  • Compliance with the permitted vehicle speed
  • Compliance with the permitted line speed
  • Compliance with the speed applicable from the main signal
  • Compliance with speed limits
  • Compliance with the maneuvering speed
  • Avoid rolling back.

ZBS balises

Current balise

Balises are information carriers mounted in the middle of the track bed or on sleepers in rectangular yellow housings. The data contained in the balise is transmitted to the train passing over it. ZBS uses both fixed data balises with unchangeable and transparent data balises with variable data content. Balise groups consisting of two balises, a fixed data balise and a transparent data balise, are predominantly used. The fixed data balise transmits z. B. constant data for position determination, the transparent data balise z. B. the variable signal aspect and route-related data. With the ZBS, a balise group only transmits data for one direction of travel; when crossing in the opposite direction, the data is ignored.

As with the ETCS, the transparent data balise is controlled via a data cable by a lineside electronic unit (LEU). This relates the currently displayed term of the associated signal by measuring the current of the respective signal lamp (stop or travel term) and determines the corresponding data telegrams of the balise on the basis of this information.

In order to be able to monitor the permissible speed also at temporary speed limits, a test phase of the necessary components and processes began in March 2020. Temporary balises are used, which are programmed individually before installation. At short-term speed limits, so-called instant balises are temporarily installed for a maximum of five days, which monitor compliance with the speed at least at the beginning of the speed limit.

Vehicle equipment

ZBS cab display

The vehicle equipment is based on the Siemens ZUB 242. In addition to the balise transmission module ( balise receiver), it also includes a precise odometric device for distance measurement , the modular driver's cab display (MFA) and an on-board computer.

The driver's cab display - unlike the line control system (LZB) - does not show a complete driver's cab signaling, but only shows the speed allowed for the next signal (target speed) and the current release speed (release speed).

Release speed and upgrade balance

With the ZBS, the information is transmitted punctually via the balises. This means that a train does not receive information continuously, but only at certain points. Therefore, after a train has passed a signal showing "expect stop", it does not receive any information if the following main signal has changed to a travel concept in the meantime. To repeat the pre-signaling, only an upgrade balise is available, which can be installed between two signals or between the pre-signal and the main signal.

So that the train can continue to travel anyway, a release speed (= maximum permissible further travel speed, also release speed) is transmitted, with which the engine driver is allowed to drive past the main signal (of course only if this signal shows a travel concept). The release speed is measured in such a way that if the train accidentally passes a stop signal, it comes to a safe stop within the protective route or the slip path (path between the main signal and the danger point). The shorter this distance behind a main signal, however, the lower the release speed must be selected. This is particularly problematic on routes with a close train sequence, since here, for example, only very short slip paths (a few meters) are kept free behind platform signals. Even behind signals from the free route, only short protective routes are provided, which leads to a low release speed. Trains that approach these signals in the stopping position must, if the signal has meanwhile changed to "run" (signal upgrading), still travel to the signal with the low release speed, which disrupts the flow of operations. The release speed is a maximum of 40 km / h, in the cases described above with a short slip path, however, values ​​of only 10 km / h are also possible.

By installing an upgrade balise, the flow of operations is improved if the signal changes to a journey aspect while the train is still between it and the signal behind. The upgrade balise then uses an additional data point to ensure that monitoring is ended and the speed can be increased before the train has reached the main signal. The described long, slow approach to a signal that is now moving is no longer necessary. An infill solution with punctiform transmission represents an upgrade balise. An infill solution with continuous transmission such as the Euroloop at ETCS Level 1 is not provided for at the ZBS. According to the current regulations, upgrade balises should therefore be provided in particular on platforms with stops far away from the platform signal, routes with a dense train sequence as well as in front of signals that regularly come into travel position late (are upgraded, e.g. follow-up signals).

Headway time

Because of the possibility of influencing the distant signal and because of the necessary upgrade balises, significantly more balises than route stops are required. The latter are only available at main signal locations. Sometimes three times as many balises are installed as route stops. In the renovation phase, these are mainly upgrade balises, the protective sections are usually not shortened. It was reported that it was possible to reduce the conventional headway time from 2½ to 1½ minutes when converting the tram, but this was done before ZBS was implemented. Unless the sections are shortened, ZBS does not significantly change the headway times.

When comparing the implementation of the train sequence with LZB on the Munich S-Bahn , the values ​​cannot be achieved. A theoretical train following time of 96 seconds is achieved there, i.e. a maximum of 37 train pairs, and a maximum of 30 train pairs per hour are implemented in the timetable. In the case of the S-Bahn Berlin, before the ZBS goes into operation, 7 train pairs each 20 minutes are sometimes offered, i.e. 21 train pairs per hour. With the commissioning of ZBS on the Stadtbahn 2018, no increase in the number of trains is currently announced, politicians are calling for a slight increase to 8 pairs of trains per 20 minutes. In comparison with the 10 pairs of trains each 20 minutes in Munich, only 80% of the capacity was achieved.

Advantages, disadvantages and comparison with ETCS

The waiver of continuous data transmission, such as B. the Euroloop of ETCS Level 1, which was laid in sections, or radio transmission via GSM-R, such as for Level 2, reduces costs, but leads to a lower line capacity. With the adoption of the previous slip paths in the design of the journey monitoring, a step-by-step reconstruction of the routes is possible, in which the LEUs can either be connected to the previous travel signal (measurement of the signal lamp) or to the output signals of the electronic interlocking. The introduction can therefore be integrated into the framework of other maintenance and modernization tasks. The software of the signal box is compatible with the balise arrangement, while newer software (here Siemens Simis D) can no longer handle the previous mechanical travel barriers.

Due to the small number of vehicle series that run on the equipped lines, complex calculations for high masses or lower braking forces, such as occur, for example, on freight trains, can be dispensed with and a uniform braking curve is used for all trains. This application allows the block sections to be staggered more closely than conventional railway lines, which are also used by trains of greater mass and less braking force.

Due to the comparatively low speeds compared to the long-distance railway network, the additional balises can be staggered very closely (four thresholds spacing), which can still transmit the ETCS telegram securely, and thus allow a smooth journey even on routes with heavy traffic. On the less heavily traveled routes outside the inner ring, on the other hand, you can work without an upgrade balise.

In the future, it will be easier to implement expansions and adjustments to the operating procedures in the ZBS than the conversion of the previous electromechanical systems. With the exception of the uppermost layers of the control software, the ZBS is based entirely on ETCS components - trip computers that have been developed for ETCS can be expanded for operation in the ZBS by adapting the software.

Since Deutsche Bahn AG operates the S-Bahn Berlin as an independent rail network, on which only its own trains run, a solution that is incompatible with the general rail network could be chosen. However, this represents an access hurdle that should actually be abolished through the harmonization of European railways on ETCS. In fact, after the decision on the new train protection system, the city of Berlin decided that the operation of a large part of the S-Bahn network should be put out to tender. The proprietary train protection system now represents an additional hurdle for the competitors of Deutsche Bahn AG.

Web links

Commons : Train control system S-Bahn Berlin  - collection of images, videos and audio files

Individual evidence

  1. ↑ a b Technical network access conditions (2020), draft . August 20, 2018, p. 59 ff . ( fahrweg.dbnetze.com [PDF; accessed on January 4, 2019]).
  2. ^ S-Bahn Berlin GmbH - Vehicles & Technology - Information Technology . S-Bahn Berlin. Accessed on February 8, 2016: “The Köpenick - Erkner section and the new Hegermühle encounter section between Strausberg and Strausberg Nord will be put into operation in December 2015. The entire retrofitting will be completed in the subnetwork by the end of 2020, in the subnetwork north-south by the end of 2023 and in the subnetwork Ring by the end of 2025. From the end of 2024, due to the retrofitting work to complete the ZBS introduction, line operations in the driving lock system will no longer be possible. "
  3. ↑ Infrastructure status and development report 2019. (PDF) Performance and financing agreement II. In: eba.bund.de. Deutsche Bahn, April 2020, p. 124 , accessed on May 17, 2020 .
  4. ↑ New safety technology for the S-Bahn . In: Die Welt , March 7, 2008
  5. ↑ Guideline 819 “Planning LST Systems”. Module 819.20 "Design of the safety systems of the DC-operated S-Bahn Berlin and Hamburg"
  6. ↑ October 21, 2001, rear-end collision at Ostkreuz, 10 injured
  7. ↑ May 13, 2002, rear-end collision at Hackescher Markt, 13 injured
  8. ↑ a b ZBS pilot project of the S-Bahn safety technology ( memento of December 9, 2008 in the Internet Archive ), report by S-Bahn Berlin GmbH, October 8, 2002
  9. ↑ Manuel Jacob: Electronic signal boxes at the Berlin S-Bahn - The development in the first 25 years . In: Berliner Verkehrsblätter . No. 5 , 2019, p. 87 ff .
  10. ↑ a b Oliver Schumacher: Deutsche Bahn develops new train protection system for Berlin's S-Bahn. Deutsche Bahn AG, June 23, 2010, accessed on June 25, 2010 .
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  12. ↑ Deutsche Bahn develops new train protection system for Berlin's S-Bahn - equipping the entire S-Bahn network in 20 stages . S-Bahn Berlin - press release. June 23, 2010.
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  17. ↑ The S-Bahn is now allowed to go fast . Daily mirror. January 11, 2015.
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  22. ↑ a b c d e Peter Neumann: S-Bahn: Here Berliners have to be prepared for failures due to construction sites . Berlin newspaper. February 7, 2019.
  23. ↑ Press release: As of Monday, S-Bahn traffic between Hohen Neuendorf and Schönholz will resume. S-Bahn Berlin GmbH, October 23, 2011, accessed on January 30, 2012 .
  24. ↑ Ingo Priegnitz: New train control system for S-Bahn line S25. In: sbahn.berlin. S-Bahn Berlin GmbH, February 13, 2014, accessed on February 27, 2019 .
  25. ↑ S-Bahn tunnel closed for four months from 10 p.m. Berliner Morgenpost, January 14, 2015, accessed on January 16, 2015 .
  26. ↑ New railway bridge installed over Garzauer Strasse . November 19, 2015 .: "With the timetable change on December 13 ... From Friday, November 20, 10 pm, to Monday, November 30, ... including special balises for the modern S-Bahn Berlin (ZBS) train control system. Then the new electronic interlocking and the new electronic train control system ZBS will be put into operation and tested. "
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  29. ↑ S-Bahn line S 3 remains a major construction site - no S-Bahn stops at Rummelsburg station for a year . S Bahn Berlin. July 21, 2016.
  30. ↑ a b c ZBS for the Berlin S-Bahn: 82 nights no S-Bahn . In: Eisenbahn-Revue International . No. 6 , 2016, p. 268 .
  31. ↑ a b c The Berlin S-Bahn runs again from Tagesspiegel from October 30, 2016
  32. ^ Last missions on the light rail . In: railway magazine . No. 12 , 2016, ISSN  0342-1902 , p. 35 .
  33. ↑ Passenger talk day S-Bahn 2014 . bahninfo.de. September 21, 2014.
  34. ↑ S-Bahn series 480 and 485 S5, 7, 75: The last trip from "Coladose" and "Toaster" . Berlin courier. October 2nd, 2016.
  35. ↑ After the sixth fire, the north-south railway is taboo. "Toaster" is no longer allowed to drive in the tunnel . Berlin newspaper. April 9, 2009.
  36. ^ Ostkreuz station - further restrictions on S-Bahn traffic are imminent . Berlin newspaper. 11th August 2016.
  37. ↑ 35 Evening closures on the eastern tram - a modern train control system is installed at night . Deutsche Bahn. January 26, 2017 .: "The new technology will be installed ... by the end of July."
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  40. ↑ News in brief - S-Bahn . In: Berliner Verkehrsblätter . No. 4 , 2018, p. 80 .
  41. ^ Resident information on the new construction of the Marienfelde electronic signal box - 1st construction stage Priesterweg-Lichtenrade by April 2018. (PDF) (No longer available online.) Deutsche Bahn, 23 June 2017, formerly in the original ; accessed on September 1, 2019 .  ( Page no longer available , search in web archives )@1@ 2Template: Toter Link / bauinfos.deutschebahn.com
  42. ↑ a b c Alexander Kaczmarek: Building projects in the region autumn / winter 2018 . Deutsche Bahn AG. October 26, 2018.
  43. ↑ @SBahnBerlin: S2 construction work . Twitter. November 28, 2018 .: "on November 29. (Thu) from 4 a.m. continuously until 3.12. (Mon) approx. 1:30 a.m. no S-Bahn traffic between #Blankenfelde and #Priesterweg. SEV with buses is set up. "
  44. ↑ Four weeks of construction will take place on the northern ring . S-Bahn Berlin. September 21, 2017.
  45. ↑ News in brief - S-Bahn . In: Berliner Verkehrsblätter . No. 11 , 2017, p. 230 .
  46. ↑ Building in the region 2018: Deutsche Bahn invests in quality . Deutsche Bahn. 15th February 2018.
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  48. ↑ Alexander Kaczmarek (Group Representative for the State of Berlin): Construction projects in the region 2018 . Deutsche Bahn. February 14, 2018.
  49. ↑ Manuela Frey: From 7th to 17th January 2019: failure of the S3 and S9 between Westkreuz and Spandau . Berlin week. 4th January 2019.
  50. ↑ a b c d Peter Neumann: Construction site plan 2019: S-Bahn depends on the east . Berlin courier. February 7, 2019.
  51. ↑ News in brief - S-Bahn . In: Berliner Verkehrsblätter . No. 3 , 2020, p. 59 .
  52. ↑ Ril 483.0305 - operate train control systems - punctiform data transmission systems - train control system S-Bahn Berlin (ZBS). (PDF) (No longer available online.) DB Netze, October 6, 2012, archived from the original on January 29, 2017 ; accessed on September 1, 2019 . (Operating regulation)
  53. ↑ Ril 819.1361 - ZBS - train protection of the S-Bahn Berlin - provisions for line equipment
  54. ↑ Problems with light rail renovation. In: Eisenbahn-Revue International . Issue 4/2003, ISSN  1421-2811 , p. 147.
  55. ↑ [ https://www.punkt3.de/cms/files/2015-16_punkt3.pdf Point 3: Additional traffic of the S-Bahn Berlin on the Stadtbahn] . August 27, 2015 .: "This means that during rush hour, up to seven S-Bahn trips are offered within 20 minutes on the light rail, which corresponds to an average train sequence of around 3 minutes."
  56. ↑ Dealing with the S-Bahn tender . The Left Berlin. November 27, 2016 .: "When the construction work on Ostkreuz is finished in mid-2018 and four tracks are available between Ostbahnhof and Ostkreuz, only 6 trains should still use the Stadtbahn in 20 minutes and the S75 will end at Ostbahnhof. The S-Bahn trains on the Stadtbahn, which are already overcrowded during normal traffic times, testify to the need for shorter headway times. 8 trains in 20 minutes over the entire tram, i.e. one train every 2 to 3 minutes, are necessary and technically possible. "