Train protection narrow gauge (Switzerland)

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Although a train control system ( Integra-Signum ) was introduced for the standard - gauge railways in Switzerland as early as 1933 , all narrow-gauge railways opted for a different route. In particular, all systems installed on the narrow-gauge railways included a compulsory stop when crossing a signal indicating a stop right from the start (the so-called stop evaluation was only retrofitted later with Integra-Signum). Overall, the following systems are in use (the manufacturers themselves write some of the type designations, some without a hyphen; therefore, a hyphen is consistently used here):

ZST-90

ZST-90 in Nidau ​​at the ASm, view against the direction of travel. In front the permanent magnets, behind the electromagnet.

The ZST-90 and its predecessor "Zugstop" in relay technology is the simplest system. It can be seen from the fact that the magnets are arranged one behind the other in the middle of the track (single-channel train protection). The magnet sequence north pole - south pole leads to rapid braking. If, on the other hand, a south pole is crossed first, this counts as the signal aspect "drive". For each main signal, two permanent magnets are attached (in an elongated housing), namely in the direction of travel in which the signal applies, a north pole and behind it a south pole. In this basic constellation, the term stop (NS) is transmitted in the direction of travel, and travel (SN) in the opposite direction. If the signal is moving, an electromagnet in front of it must also be switched as the south pole. This gives rise to the term journey (SNS).

ZST-90 of the CJ, here in contrast to other railways 20 cm to the left of the track axis. Electromagnet south and permanent magnet north

A different version of the ZST-90 was installed in the CJ . Since the magnetic receivers for controlling the safety systems were in the track axis, the magnets were arranged off-center, 20 cm to the left of the track axis. The train protection is therefore still single-channel, but directionally separated. This means that more terms can be implemented, since the term read backwards does not have to be taken into account. The CJ was also able to use the term warning. There are the following terms:

  • S = stop
  • N = warning
  • NS = ride

ZSI-90

ZSI-90 in Realp at MGB

The ZSI-90 (derived from inductive train protection), later (with regard to vehicle equipment) ZSI-E and its relay technology predecessor ISR has considerably more functions, but is also based on magnets arranged at points. Here, however, the magnets are next to each other (two-channel train protection). Basically a distant signal has a permanent magnet north pole in the direction of travel, a main signal south pole. A single magnet on the left has no effect (opposite direction). With an additional electromagnet on the left side, the different terms can be generated:

  • - / N = warning
  • S / N = drive (distant signal)
  • N / S = warning (main signal)
  • S / S = drive (main signal)
  • - / S = stop

A failure of the electromagnet (de-energized = "-") always leads to the most restrictive term for the relevant signal.

An essential additional function of ZSI-90 is the speed monitoring. A north pole on the right always triggers a time monitoring. If the South Pole is crossed within the defined time (180 ms), the train is too fast and rapid braking is initiated. If the time interval has expired, reception is suppressed for a certain time.

Conditional monitoring can be set up with an additional electromagnet on the left:

  • - / N before - / S = warning and speed check (e.g. driving for distraction)
  • S / N before S / S = drive

Operating mode monitoring

A special functionality is the so-called operating mode monitoring (BA), which controls when entering and exiting a rack whether the locomotive driver has correctly changed the regime change between adhesion / gear or vice versa on the driver's desk. With the operating mode switch, extensive, in some cases safety-relevant, functional changes are made on the traction vehicle. The operating mode monitoring was implemented at different locations with the same components, but with the difference that the magnets were arranged on the outside of the track.

Magnets for other purposes

Magnetic receiver of the CJ, arranged in the track axis

Magnets are also often used to control level crossing safety devices, activate other safety system processes, reset signals and the like. However, these are mounted on the vehicles, the receivers between the tracks. Either permanent magnets or electromagnets can be mounted on the vehicles. Permanent magnets have the disadvantage that they are also active in double traction or with towed traction vehicles, with electromagnets it can be ensured that only the driver's cab that is operated activates an electromagnet.

The CJ has arranged these receivers in the track axis since electrification. Therefore, the ZST-90 train protection could not also be installed in the track axis.

ZSL-90

Line cable of the ZSL-90 in Worblaufen, RBS

Since the punctual monitoring of the ZSI-90 allowed neither braking curve monitoring nor departure prevention nor secure shunting operation, a more comprehensive solution had to be found for busy suburban railways. This was achieved with a partial line cable that is installed at the braking distance from all danger points, which, together with the route data in the on-board unit, allows continuous speed monitoring. The ZSL-90 uses the magnets of the ZSI-90 to locate and evaluate the train protection terms of the previous train protection (fall-back level). The system is basically no longer being developed and its use remains limited to the three railways regional traffic Bern – Solothurn , Wynental and Suhrentalbahn , Forchbahn and airport railway Kuala Lumpur ERL . System maintenance and adjustments will be continued within this framework.

ZSI-127

Eurobalises for the ZSI-127 in Interlaken Ost at the BOB exit signal towards Wilderswil

Since the purely punctiform monitoring meets the requirements of a modern company less and less, on the other hand, however, a continuous speed monitoring with ZSL-90 is a rather expensive solution, the components of which are also already out of date, the ZSI-127 was based on ETCS hardware (especially Eurobalises and Euroloops as well as ETCS on-board units) developed a new train protection system that has the following functional expansions compared to ZSI-90:

  • Brake curve monitoring
  • Departure prevention
  • limited monitoring of shunting trips
  • Transfer of route information to the train
  • Operating mode monitoring for gear operation

The data exchange with the vehicle is carried out completely via package 44 (“Data used by applications outside the ERTMS / ETCS system”), so that full compatibility with ETCS Level 1 is guaranteed.

The first network to be equipped with ZSI-127 in 2003 were the lines of the Zentralbahn (ZB, then still SBB Brünigbahn and LSE) and Berner Oberland-Bahn (BOB). Because of the cogwheel operation, the balises must be arranged off-center (according to the ETCS standard on the normal gauge, they are on the track axis).

A previous version of the ZSI-127 with the name ZSI-27 and only based on Eurobalises (no Euroloops) was installed at the Ferrocarrils de la Generalitat Valenciana (FGV) in Spain.

The ZSI-127 is compatible with the standard established by the Federal Office of Transport (BAV) for train control for meter and special gauges (ZBMS), which allows for a gradual transition from the older ZSI-90 or ZST-90 systems with inductively transmitted terms to the ZSI-127 allowed. As soon as all vehicles on a route have this on-board unit, ZSI-90 and ZSI-127 can be used in parallel.

The ZSI-127 was introduced for the following railways:

  • ZB (previously no train protection)
  • BOB (previously no train protection)
  • BDWM (transition from ZSI-90 to ZSI-127 with the introduction of diamond trains in 2010)
  • RhB (parallel operation of ZSI-90 and ZSI-127. First equipped line Malans – Küblis equipped with ZSI-127 since 2015, extended to Klosters from 2016. The entire main network should be equipped with ZSI-127 by 2025. )
  • FW (parallel operation of ZSI-90 and ZSI-127 on the Wil – Wängi line since 2014, the rest of the line only ZSI-90)
  • AB (routes of the former SGA and TB from 2018)
  • TRAVYS (from 2018)
  • MOB (from 2018)
  • TPF (from 2018 or 2019)

application

initials Company Name Network* Train protection particularities
Meter gauge
FROM Appenzell Railways m12 ZST-90 + ZSI 127
ASm Aare Seeland mobile m07 ZST-90
BDWM BDWM Transport m09 ZSI-127 previously ZSI-90
BLM Lauterbrunnen – Mürren cable car m03
BLT Baselland Transport AG m13 ZST-90
BOB Bernese Oberland Railways m02 ZSI-127
BVB Basler Verkehrs-Betriebe m13
CJ Chemins de fer du Jura m17 ZST-90 + 20 cm to the left of the track axis, additional term "Warning", introduced in 1988
Db Dolderbahn m10 ZSI (ISR-72) Magnets on the outside of the track
DFB Furka mountain route steam train m01 summer operation only
FART Ferrovie autolinee regionali ticinesi m21 ZST-90 On-board devices ASEGA
FB Forchbahn m10 ZSL-90
FLP Ferrovia Lugano-Ponte Tresa m22 ZST-90 On-board devices ASEGA
FW Frauenfeld-Wil Railway m11 ZST-90 + ZSI-127 (from 2014)
GGB Gornergrat Bahn m01 Pure cog railway
JB Jungfrau Railway m03 ZST-90 Pure cog railway
LIVE Chemin de fer Lausanne-Echallens-Bercher m20 ZSI-90 compatible
MBC Transports from the region Morges – Bière – Cossonay m18 ZSI-90
MGB Matterhorn Gotthard Railway m01 ZSI-90 first equipped section: Furka Base Tunnel (1982), then under the name Integra ISR-72
KWO / MIB Oberhasli - Meiringen-Innertkirchen-Bahn power plants m02
MOB Montreux – Bernese Oberland Railway m04 ZSI-127 (+ ZSI-90)
MVR Transports Montreux – Vevey – Riviera m04 ZSI-90 including Blonay – Chamby
NStCM Chemin de fer Nyon-Saint-Cergue-Morez m17 ZST-90 compatible
RBS Regional traffic Bern – Solothurn - S-Bahn m06 ZSL-90 Mains 1200 V =, since about 1974 ISR / ZSI-90
RBS Regional traffic Bern – Solothurn - tram m06 ZSI-90 Mains 600 V =, vehicle passage with SVB
RhB Rhaetian Railway m01 ZSI-90 Introduced in 1987 under the name "Integra 79", replaced an Integra train protection system only with a warning function, introduced from 1958. From 2015, the system will be converted to ZSI-127 while operations continue. Currently in the test between Malans and Küblis.
SEFT Società Esercizio Ferroviario Turistico - Ferrovia Mesolcinese m23 Sporadic nostalgia operation
SVB Municipal transport company Bern - Bernmobil m06 Some vehicles with ZSI-90 for trips to Worb (RBS)
TMR Transports de Martigny et Régions m24 ZSI-90 Equipment of the subsequent French line to St-Gervais by M&Z by 2015
TPC Transports Publics du Chablais m05 ZST-90 compatible PZB300-M from BBR
TN Transports publics du Littoral Neuchâtelois (Neuchâtel) m15 ZSI-90
TPF Transports publics Fribourgeois m04 ZSI-127 (+ ZSI-90)
TPG Transports publics genevois (Geneva) m19
TRAVYS Transports Vallée de Joux - Yverdon-les-Bains - Ste-Croix m16 ZSI-127 + ZSI-90 compatible
TRN Transports Régionaux Neuchâtelois m14
VBZ Zurich Transport Authority m10 ZST-90 ( Tram tunnel Milchbuck – Schwamendingen )
WSB Wynental- and Suhrentalbahn m08 ZSL-90 previously ZST-90
E.g. Zentralbahn m02 ZSI-127
Narrow gauge (w = 75 cm, a = 80 cm, z = 120 cm)
BOB / SPB Schynige Platte Railway a03 Pure cog railway, only open in summer
BRB Brienz-Rothorn Railway a04 Pure cog railway, only open in summer
MG Ferrovia Monte Generoso a07 Pure cog railway, only open in summer
MVR Transports Montreux – Vevey – Riviera (Rochers de Naye) a06 Pure cog railway
PB Pilatusbahn a05 Pure cog railway, only open in summer
RiT Riffel Alptram a01 summer operation only
WAB Wengernalp Railway a02 Pure cog railway
WB Waldenburgerbahn w ZST-90
FROM Appenzell Railways z Rheineck – Walzenhausen, only one vehicle
Standard gauge not interoperable
RB Rigi railways n Pure cog railway
TSOL Tramway du sud-ouest lausannois n ZSI-90

*) Sorting according to gauge and geography (connected networks)

swell

  • integra signum: Point-shaped train protection devices ZST-90 - ZSI-90, information brochure no. HTS 9018/191
  • Press documents from Siemens Schweiz AG on media orientation from October 19, 2000, "The ZSL 90 in comparison to other systems in Switzerland".

Individual evidence

  1. Werner Hubacher, Othmar Wilhelm: The series version of the Brünigbahn locomotives HGe 4/4 101 961–968. In: Swiss Railway Review. No. 10. Minirex, 1989, pp. 231-239.
  2. Alex Brühwiler, Hans Schlunegger: Compact train protection system based on ETCS . In: signal + wire . tape 97 , no. 3 , 2005, ISSN  0037-4997 , p. 12-16 .
  3. according to ETCS Subset-026, Chapter 7
  4. Trainguard ZSI 127. (PDF 1.3 MB) ETCS-based train control system. Siemens Schweiz AG, June 2012, archived from the original on February 14, 2016 ; accessed on February 14, 2016 .
  5. ↑ Get on comfortably anywhere in 2017 . In: St.Galler Tagblatt Online . 2013 ( tagblatt.ch [accessed December 18, 2016]).
  6. Christian Saxer: Service Catalog Infrastructure 2016. (PDF) April 8, 2016, p. 14 , accessed December 18, 2016 .
  7. ^ Theo Stolz, Expansion of the safety systems and crossing stations at the Chemins de fer du Jura, in: Schweizer Eisenbahn-Revue 4/1988, pp. 149–151
  8. Peter Maurer: The technical renovation of the Furka - Oberalp-Bahn in connection with the opening of the Furka base tunnel , in: Schweizer Eisenbahn-Revue 3/1982, Minirex, Lucerne, ISSN  1022-7113 .
  9. ^ Rhaetian Railway, Annual Report 1987
  10. The register of rolling stock of the Swiss Private Railways 1962, published by the Federal Office of Transport, shows an “Integra automatic train protection” for the Ge 6/6 701-02 delivered in 1958. The same directory from 1966 (the last publication of this kind) mentions this equipment in Ge 4/6 353-55, Ge 6/6 401-12, Ge 4/4 601-610 and Ge 6/6 701-07
  11. ^ Rhaetian Railway, 2014 Annual Report
  12. Swiss Railway Review 4/2014, page 201