Железнодорожная сигнализация Германии: история и современность.

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Railway signals in Germany are regulated by the Eisenbahn Signalordnung (ESO, railway signalling rules). There are several signalling systems in use, including the traditional H/V (Hauptsignal/Vorsignal) system.

Two new companies were founded; the Deutsche Bundesbahn in West Germany and the Deutsche Reichsbahn in East Germany. The Reichsbahn kept the name of the old Deutsche Reichsbahn, to keep infrastructure and the right to operate trains in West Berlin. Both companies had their own regulations from then on and they continued separately until 1994 when the rail companies were reunified. Even today, the signalling systems of the two halves of the country differ, and although a new system has been created which will eventually become universal, the vast size of Germany's railway network means that different systems are likely to remain in use for many years to come. Even semaphore signals and mechanical signal boxes are still in use as of 2016, but with improved safety by using PZB and train radio.

The Deutsche Bundesbahn mainly kept the H/V signalling, with colour lights directly replacing semaphore signals; nevertheless, the signals did change their design over the years. One very early change was the inclusion of shunting signals (Sh, Schutzsignale) into the main signal's head. This affected mainly exit signals. These signals show two red lights to disallow any train or shunting movements and a red white white combination to allow shunting movements only. Later the subsidiary signal aspects (Zs 1, Zs 7, Zs 8), which had their own head, were also merged into the main head. Therefore, several signals, whether main, (certain types of both) subsidiary or shunting, can be merged into a common rectangular head. The signalling system didn't change much to allow Gleiswechselbetrieb (regular wrong line working i. e. running on left hand track instead of right hand). Only a new aspect (Zs 6) was created to inform the driver if they was to be diverted onto the wrong line. Several minor experiments with new signalling systems were made, but only one survived: the Augsburg Donauwörth line, equipped with Sk type signals. A few of these signals still exist, and the new common (West and East) Ks signalling system was developed from these.

The Deutsche Reichsbahn in the former GDR adopted a new colour light signalling system from the OSShD (an international organization of railways, mainly "Eastern" ones). In East Germany, the system got the abbreviation Hl and was installed on many lines. A few older H/V colour light signals did exist in some places where they were installed before the war or in the first years after war.

Several signalling systems and two sets of railway regulations exist within reunified Germany. The regulations are being gradually merged to form a single set, a process still in progress. Most of the network will come under the control of centralized signal boxes; during this process complete lines generally change to the new common Ks signalling system. However, old style signals are still installed on a few new lines for various reasons, usually if no surrounding lines have Ks type signals. Even new semaphores are still occasionally installed, though now mainly as spares in semaphore only areas. Currently no new signalling system is being developed; the current systems are perfectly adequate for today's operations. The next step will be a system without fixed signals, based on ETCS.

A safety system with functionality similar to PZB is mandatory for nearly every train and most railroad lines in Germany (exceptions comprise shunting, single train operation, operation with very low speed, and freight only operations). As said, LZB and ETCS lines may omit PZB for them providing its safety functionality. Segregated nets like the Berlin S Bahn are also often using different safety system. Normally, a main signal showing Hp 0 ('halt') is protected by an active 2000 Hz magnet of the PZB train safety system which triggers a train trip ("Zwangsbremsung"; literally forced braking) if the train passes the signal. This may be overridden by holding down the Befehlstaste ("Command" button in the cab) while passing the 2000 Hz inductor at no more than 40 km/h if a Zs 1, Zs 7, Zs 8 signal (see #Zusatzsignale) or written order instruct to do so. In addition, a signal showing Hp 0 may be preceded by an active 500 Hz PZB magnet to trigger the train's PZB computer to enforce speed limits, according to the train's braking capabilities, to ensure that the train can stop before the main signal. Starting a train against a 'halt' signal without a special order is considered a safety violation and covered by the PZB "restrictive supervision". Note: a "Lichtsperrsignal" (see #Schutzsignale) that is used for shunting can show Hp 0, but is only protected by PZB magnets if it can be the start or end of a train movement. Distant aspects that announce 'halt' or 'proceed with low speed', like Vr 0, Vr 2, Ks 2, Hl 10 etc., are normally (except for repeaters) accompanied by an activated 1000 Hz magnet of the PZB train safety system. Passing it triggers hidden timers in the vehicle's part of the PZB system, which first checks that the driver acknowledges the distant signal, then it supervises the braking. If the acknowledgement does not occur in time or if, at any point, the system detects that the train's speed exceeds the limits of a certain braking profile, it engages full brakes and enforces a stop of the train.)

A distant signal (Vorsignal) shows Vr 0 by a yellow disc or two yellow lights (the right light is above the left light). This signal indicates that its respective main signal shows Hp 0. As the signal is placed at braking distance from the main signal, the driver needs to apply the brakes immediately to stop the train before reaching the main signal.

Aspect Hp 1, indicated by one raised semaphore arm or a single green light, allows the driver to proceed at the speed indicated in their schedule.

Vr 1 indicates that the main signal shows Hp 1. On a semaphore, the yellow disc is flipped horizontally through 90 degrees, while colour light signals (or the semaphores at night) show two green lights with the right one above the left one.

If both arms of the semaphore point up, or a green light is shown vertically above a yellow light, the train may proceed but at reduced speed. Unless another speed is indicated by additional signals, the train must obey a speed limit of 40 km/h, unless instructed otherwise (e. g. by an accompanying Zs 3 signal). Hp 2 indicates that the following track is free, but that the points/switches are set so as to make running over them at full speed dangerous.

Vr 2 orders the driver to slow the train to 40 km/h prior to reaching the main signal showing Hp 2. A different speed limit may be indicated by additional signals.

After the reunification 1990, a new signalling system using Kombinationsignale (English: combination signals; abbreviated as Ks) was designed to create a common system for East and West. While West Germany uses signals which simply show the night aspects of the semaphores, East Germany designed new light signals similar to those in other Eastern European countries. Since 2000, new signals have mostly been of the Ks system. There are exceptions; for example, H/V signals were installed on the light rail extension in Kassel post 2000 because the authorities wanted to avoid the risk of driver confusion on busy lines. The new Ks signals have three lights green, yellow and red, and have only three aspects. Basically, the signal meanings of the Ks signals match the ones of the H/V signals and vice versa, although the aspects may look different. The PZB and LZB technologies are used the same way as for H/V signals.

One red light. The Ks system uses the same aspect for "stop" as the H/V system.

One green light. Additionally a white number above the signal (see Zs3) can reduce the speed. It shows the tenth of the speed limit from this signal. There may also be a yellow number below the signal (see Zs3v) showing the speed limit from the next signal, only shown if the speed limit at the next signal is reduced compared to the limit at the current signal. If such a yellow number is shown, the green light flashes.

One yellow light. Speed can be reduced from here as described for Ks 1.

A number of additional signals provide additional information to the driver or modify the meaning of other signals. They are named "Zs" (German Zusatzsignal: Additional signal) plus a number. Some of the aspect names differ in East and West; those shown here are the names used in West Germany. Several signals (Zs 1, Zs 6, Zs 7 and Zs 8) were introduced to speed up operation; they replace written orders which take some time, even if transmitted by telephone or train radio (they are written down as heard, and read back, awaiting confirmation).

All these signals consist of a blue diamond shaped board with various patterns of white markings. As such, only the white markings are described in this section. As catenary signals, they apply only to electric trains.

Two horizontally aligned square white dots, on centreline of board. This warns the driver to switch off the locomotive's main switch.

Similar to El1v but with a horizontal line under the square dots (dots do not join the line). Locomotive's main switch must be off when this board is passed.

A square U shape. Main switch can be turned on after this board.

Two horizontal lines across the board, about one quarter and three quarters of the way down it. Warns driver to lower the locomotive's pantograph.

One horizontal line across the centre of the board. Pantograph must be down when this board is passed.

Vertical line through the centre of the board. Pantograph may be raised after passing this board.

Concentric squares of blue and white. Indicates 'stop for vehicles with raised pantographs'. This sign is most commonly seen at the end of the catenary.

The lower track is blocked. A train going from left to right cannot use the regular track. It must use the wrong track. The exit signal of the left station shows Hp0 (one or two red lights: "Stop"), because there is no regular route to the wrong track. The signal shows also Zs8 (three white flashing lights: "Proceed on wrong track"). The signal cannot show Sh1 ("Shunting allowed") in this case, because the ride would end at the Ra10 plate ("Stop for shunting movements"). When approaching the next station, the train will find an Ne2 plate, which substitutes a distant signal and in this case means "Expect Stop". At the position of the entry signal of the right station, a Ne4 plate shows that a signal is not where it is expected. Instead, the signal is mounted right of the track. This signal shows Sh1 (two white lights: "Shunting allowed"), the train may enter the station. The signal could also stand on the left side of the track, the Ne4 plate is not used then.

This is an explanation of how Kennlichts are used with signals placed at half braking distance. Usually, trains will encounter signals such as the first one shown, which indicates Hp1/Vr1 as described in the H/V section of this article, meaning the line is clear. The first indication of a need to brake is Hp1/Vr0, which means "proceed, expect stop at braking distance". On the next signal, a Kennlicht, which means that the main signal is switched off is combined with distant signal showing Vr0 + Zusatzlicht (also a white lamp, but not to be confused with a Kennlicht), which means "expect stop before braking distance". The last one shows the expected "stop".

1: A white cross (with a black border) on a signal informs the driver to disregard the signal. In all the cases shown, this is due to the newly installed signals not being operative yet.