Basics of German Railway Signalling - Revision history

Reichsbahnoberinspektor: 1

2025-07-12T13:36:40Z

Reichsbahnoberinspektor: /* Train reporting procedure on double-track line */

2025-06-30T11:39:25Z

Train reporting procedure on double-track line

← Older revision		Revision as of 13:39, 30 June 2025
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	===== Train reporting procedure on double-track line =====		===== Train reporting procedure on double-track line =====
	Applied to a double-track line, where each track can only be used in one direction, the train reporting procedure looks like this:		Applied to a double-track line, where each track can only be used in one direction, the train reporting procedure looks like this:

			* If a train reporting point wishes to admit a train to a section of track, it must first issue a '''departure report'''. The train number and the estimated departure time are communicated to the neighboring <u>train reporting point</u>. If there are <u>train following points</u> between these train reporting points, they listen to the departure report without saying anything. A departure report may only be made if a train arrival report has been given for the last train on the route.

Reichsbahnoberinspektor: change

2025-06-30T11:29:48Z

change

← Older revision		Revision as of 13:29, 30 June 2025
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	At the beginning of the railway, the distances for signal operations were quite short, up to a maximum of 1000 m away from the signal box. As a result, most lines had many signal boxes only for operating the section signals, so-called ''block posts''. Communication between these block posts and stations was necessary to ensure that there was really only one train in a block section at any one time. Initially, this took place via optical telegraphy or Morse code, but later via cable telephones. To avoid misunderstandings - with potentially fatal consequences - the ''train reporting procedure'' was introduced, which recognises standardised messages and wording for the most important operational events.		At the beginning of the railway, the distances for signal operations were quite short, up to a maximum of 1000 m away from the signal box. As a result, most lines had many signal boxes only for operating the section signals, so-called ''block posts''. Communication between these block posts and stations was necessary to ensure that there was really only one train in a block section at any one time. Initially, this took place via optical telegraphy or Morse code, but later via cable telephones. To avoid misunderstandings - with potentially fatal consequences - the ''train reporting procedure'' was introduced, which recognises standardised messages and wording for the most important operational events.

	~~''This~~ article ~~provides a rough~~ overview of the most important train reporting ~~messages~~. ~~For~~ a ~~detailed explanation~~, ~~please click (here)~~.''		Knowledge of move messages is essential for playing the game. While the exact wording and use cases are listed in another article, an overview of the most important move messages is provided here.

			It is important to understand the distinction between the so-called train reporting point and the train following point. '''Train reporting points''', such as stations or junctions, can change the order of trains. Therefore, a departure report must be made to the next train reporting point for each train. In addition, an arrival report is sent for each train to the past train reporting point or train following point. '''Train following points''', for example block posts, cannot change the train order, but only divide a route into several block sections. Train following points do not give departure reports, but only provide arrival report for each train to the past train reporting point or train following point.

			===== Train reporting procedure on double-track line =====
			Applied to a double-track line, where each track can only be used in one direction, the train reporting procedure looks like this:

Reichsbahnoberinspektor: added the block traffic

2025-05-22T15:12:26Z

added the block traffic

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 === Train operation with block signaling ===
 In the 1860s, partly due to the invention of early railway signals, ''travelling with block signaling'' emerged as a solution to this problem. The system proved its worth, was introduced by law on all lines in 1907 and is still the most important guideline in German railway traffic today. It can be described as follows:<blockquote>Railway lines are divided into different ''block sections'' by signals. Only '''one train''' at a time is allowed in each block section. If a train is travelling through a block section, the signal behind it must be set to '<nowiki/>'''stop'<nowiki/>'''. It may only be switched back to '<nowiki/>'''go'''' when the train has left the block section and the following signal is set to 'stop'.</blockquote>This can be illustrated graphically as follows:
-[[File:Blocksection a.png|thumb|1078x1078px|Drawing of the block sections on a single-track line with direction of travel left to right. All signals are currently in the stop position]]
+[[File:Blocksection a.png|thumb|1078x1078px|Drawing of the block sections on a single-track line with direction of travel left to right. All signals are currently in the stop position]]Now a train is to pass the first block section. All signals '''A''', '''B''', '''C''' are set to the 'go' position by the responsible signal boxes.

Reichsbahnoberinspektor: small edit

2025-05-22T14:37:32Z

small edit

← Older revision		Revision as of 16:37, 22 May 2025
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	=== Early development ===		=== Early development ===
	From the early 19th century onwards, the railway, as the engine of the industrial revolution, spread rapidly throughout Europe and also reached Germany in 1835. Here, the first train travelled between Nuremberg and Fürth, reaching top speeds of up to 50 km/h. Despite initial scepticism, the new means of transport quickly spread throughout the country. In particular, the high efficiency of the railway, achieved through the low friction of the wheel-rail system used, surpassed any other means of transport known at the time and even exceeded the car to this day.		From the early 19th century onwards, the railway, as the engine of the industrial revolution, spread rapidly throughout Europe and also reached Germany in 1835. Here, the first train travelled between Nuremberg and Fürth, reaching top speeds of up to 50 km/h. Despite initial scepticism, the new means of transport quickly spread throughout the country. In particular, the high efficiency of the railway, achieved through the low friction of the wheel-rail system used, surpassed any other means of transport known at the time and even exceeded the car to this day.
			[[File:Ebf gotha mech.jpg\|alt=Mechanical interlocking type "Einheit" at the railway school "Eisenbahnbetriebsfeld Gotha"\|thumb\|Mechanical interlocking type "Einheit" at the railway school "Eisenbahnbetriebsfeld Gotha"]]
	However, this system also created the biggest disadvantage of the railway: the extremely long braking distance of the locomotives and carriages, which can be up to 1000 metres for modern trains travelling at speeds up to 160 km/h. This makes it impossible to operate a railway line like a road at a visual distance. Initially, this problem was irrelevant, as only one train ran at a time on most railway lines anyway. The connection of the networks of individual private railways to form a nationwide rail network and the introduction of through express trains between metropolises brought this difficulty back to the fore.		However, this system also created the biggest disadvantage of the railway: the extremely long braking distance of the locomotives and carriages, which can be up to 1000 metres for modern trains travelling at speeds up to 160 km/h. This makes it impossible to operate a railway line like a road at a visual distance. Initially, this problem was irrelevant, as only one train ran at a time on most railway lines anyway. The connection of the networks of individual private railways to form a nationwide rail network and the introduction of through express trains between metropolises brought this difficulty back to the fore.

	The most obvious solution was the time interval regulation: trains were only allowed to leave a station towards the ''free track'' a prescribed time interval after the last train. It was only necessary to wait a few minutes after fast passenger trains, but a quarter to half of an hour after much slower freight trains. Not only was this regulation inefficient, but it also led to several railway accidents caused by inattentive railway staff or trains broken down on the track. So in the mid-1860s, work began again on a new solution to this problem.		The most obvious solution was the time interval regulation: trains were only allowed to leave a station towards the ''free track'' a prescribed time interval after the last train. It was only necessary to wait a few minutes after fast passenger trains, but a quarter to half of an hour after much slower freight trains. Not only was this regulation inefficient, but it also led to several railway accidents caused by inattentive railway staff or trains broken down on the track. So in the mid-1860s, work began again on a new solution to this problem.

			=== Train operation with block signaling ===
			In the 1860s, partly due to the invention of early railway signals, ''travelling with block signaling'' emerged as a solution to this problem. The system proved its worth, was introduced by law on all lines in 1907 and is still the most important guideline in German railway traffic today. It can be described as follows:<blockquote>Railway lines are divided into different ''block sections'' by signals. Only '''one train''' at a time is allowed in each block section. If a train is travelling through a block section, the signal behind it must be set to '<nowiki/>'''stop'<nowiki/>'''. It may only be switched back to '<nowiki/>'''go'''' when the train has left the block section and the following signal is set to 'stop'.</blockquote>This can be illustrated graphically as follows:
			[[File:Blocksection a.png\|thumb\|1078x1078px\|Drawing of the block sections on a single-track line with direction of travel left to right. All signals are currently in the stop position]]

Reichsbahnoberinspektor: small changes

2025-05-22T03:48:30Z

small changes

← Older revision		Revision as of 05:48, 22 May 2025
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	However, this system also created the biggest disadvantage of the railway: the extremely long braking distance of the locomotives and carriages, which can be up to 1000 metres for modern trains travelling at speeds up to 160 km/h. This makes it impossible to operate a railway line like a road at a visual distance. Initially, this problem was irrelevant, as only one train ran at a time on most railway lines anyway. The connection of the networks of individual private railways to form a nationwide rail network and the introduction of through express trains between metropolises brought this difficulty back to the fore.		However, this system also created the biggest disadvantage of the railway: the extremely long braking distance of the locomotives and carriages, which can be up to 1000 metres for modern trains travelling at speeds up to 160 km/h. This makes it impossible to operate a railway line like a road at a visual distance. Initially, this problem was irrelevant, as only one train ran at a time on most railway lines anyway. The connection of the networks of individual private railways to form a nationwide rail network and the introduction of through express trains between metropolises brought this difficulty back to the fore.

	The most obvious solution was the time interval regulation: trains were only allowed to ~~enter~~ a station a prescribed time interval after the last train. It was only necessary to wait a few minutes after fast passenger trains, but half ~~to three quarters~~ of an hour after much slower freight trains. Not only was this regulation inefficient, but it also led to several railway accidents caused by inattentive railway staff or trains broken down on the track. So in the mid-1860s, work began again on a solution to this problem.		The most obvious solution was the time interval regulation: trains were only allowed to leave a station towards the ''free track'' a prescribed time interval after the last train. It was only necessary to wait a few minutes after fast passenger trains, but a quarter to half of an hour after much slower freight trains. Not only was this regulation inefficient, but it also led to several railway accidents caused by inattentive railway staff or trains broken down on the track. So in the mid-1860s, work began again on a new solution to this problem.

Reichsbahnoberinspektor: Added Early developement

2025-05-21T15:35:32Z

Added Early developement

← Older revision		Revision as of 17:35, 21 May 2025
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	~~Work~~ in ~~Progress~~		=== Early development ===
			From the early 19th century onwards, the railway, as the engine of the industrial revolution, spread rapidly throughout Europe and also reached Germany in 1835. Here, the first train travelled between Nuremberg and Fürth, reaching top speeds of up to 50 km/h. Despite initial scepticism, the new means of transport quickly spread throughout the country. In particular, the high efficiency of the railway, achieved through the low friction of the wheel-rail system used, surpassed any other means of transport known at the time and even exceeded the car to this day.

			However, this system also created the biggest disadvantage of the railway: the extremely long braking distance of the locomotives and carriages, which can be up to 1000 metres for modern trains travelling at speeds up to 160 km/h. This makes it impossible to operate a railway line like a road at a visual distance. Initially, this problem was irrelevant, as only one train ran at a time on most railway lines anyway. The connection of the networks of individual private railways to form a nationwide rail network and the introduction of through express trains between metropolises brought this difficulty back to the fore.

			The most obvious solution was the time interval regulation: trains were only allowed to enter a station a prescribed time interval after the last train. It was only necessary to wait a few minutes after fast passenger trains, but half to three quarters of an hour after much slower freight trains. Not only was this regulation inefficient, but it also led to several railway accidents caused by inattentive railway staff or trains broken down on the track. So in the mid-1860s, work began again on a solution to this problem.

Reichsbahnoberinspektor: Added this page

2025-05-21T15:19:53Z

Added this page

New page

Work in Progress

← Older revision		Revision as of 15:36, 12 July 2025
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	=== Train operation with block signaling ===		=== Train operation with block signaling ===
	In the 1860s, partly due to the invention of early railway signals, ''travelling with block signaling'' emerged as a solution to this problem. The system proved its worth, was introduced by law on all lines in 1907 and is still the most important guideline in German railway traffic today. It can be described as follows:<blockquote>Railway lines are divided into different ''block sections'' by signals. Only '''one train''' at a time is allowed in each block section. If a train is travelling through a block section, the signal behind it must be set to '<nowiki/>'''stop'<nowiki/>'''. It may only be switched back to '<nowiki/>'''go'''' when the train has left the block section and the following signal is set to 'stop'.</blockquote>This can be illustrated graphically as follows:		In the 1860s, partly due to the invention of early railway signals, ''travelling with block signaling'' emerged as a solution to this problem. The system proved its worth, was introduced by law on all lines in 1907 and is still the most important guideline in German railway traffic today. It can be described as follows:<blockquote>Railway lines are divided into different ''block sections'' by signals. Only '''one train''' at a time is allowed in each block section. If a train is travelling through a block section, the signal behind it must be set to '<nowiki/>'''stop'<nowiki/>'''. It may only be switched back to '<nowiki/>'''go'''' when the train has left the block section and the following signal is set to 'stop'.</blockquote>This can be illustrated graphically as follows:
	[[File:Blocksection a.png\|thumb\|1078x1078px~~\|Drawing of the block sections on a single-track line with direction of travel left to right. All signals are currently in the stop position~~]]Now a train is to pass the first block section. All signals '''A''', '''B''', '''C''' are set to the 'go' position by the responsible signal boxes.		[[File:Blocksection a.png\|thumb\|1078x1078px]]Now a train is to pass the first block section. All signals '''A''', '''B''', '''C''' are set to the 'go' position by the responsible signal boxes.
	[[File:Blocksection b.png\|thumb\|1078x1078px~~\|All section signals in go position. The train is approaching section signal A.~~]]		[[File:Blocksection b.png\|thumb\|1078x1078px]]
	After the train has entered the first block section, signal '''A''' behind it is set to 'stop'. No other train can now follow it into the occupied block section.		After the train has entered the first block section, signal '''A''' behind it is set to 'stop'. No other train can now follow it into the occupied block section.
	[[File:Blocksection c.png\|thumb\|1078x1078px~~\|The train has entered block section A, the related section signal is in stop position.~~]]		[[File:Blocksection c.png\|thumb\|1078x1078px]]
	The first train is followed by a second, yellow train. Meanwhile, the first, red train has left the first block section and entered the second one - section signal '''B''' is falls into the 'stop' position. Section signal '''A''' can then be set back to the 'go' position.		The first train is followed by a second, yellow train. Meanwhile, the first, red train has left the first block section and entered the second one - section signal '''B''' is falls into the 'stop' position. Section signal '''A''' can then be set back to the 'go' position.
	[[File:Blocksection d.png\|thumb\|1072x1072px\|Now, a second train appears ready to enter block section A. Meanwhile, the first train has left block section A and entered section B. Section signal A is now in go position, section signal B in stop position.]]		[[File:Blocksection d.png\|thumb\|1072x1072px]]
	The yellow train now enters the first block section. The first block signal '''A''' then switches to the 'stop' position.		The yellow train now enters the first block section. The first block signal '''A''' then switches to the 'stop' position.
	[[File:Blocksection e.png\|thumb\|1074x1074px~~\|Block sections A and B are occupied by the yellow and red trains. Signals A and B are therefore in the stop position.~~]]		[[File:Blocksection e.png\|thumb\|1074x1074px]]
	In the following, section signal B for the yellow train cannot be set to the 'go' position. Although the following block section is already free, signal C is not in the 'stop' position. The yellow train could pass signal C and would be in a block section with the red train.		In the following, section signal B for the yellow train cannot be set to the 'go' position. Although the following block section is already free, signal C is not in the 'stop' position. The yellow train could pass signal C and would be in a block section with the red train.
	[[File:Blocksection f.png\|thumb\|1074x1074px~~\|Block sections A and C are occupied. Although block section B is already free, signal B cannot be set to 'go' because signal C is also still showing 'go'.~~]]		[[File:Blocksection f.png\|thumb\|1074x1074px]]
	Once signal C has been brought to the 'stop' position, the yellow train can also finally section B.		Once signal C has been brought to the 'stop' position, the yellow train can also finally section B.
	[[File:Blocksection g.png\|thumb\|1074x1074px~~\|Block section C is occupied, while the yellow train is entering block section B.~~]]		[[File:Blocksection g.png\|thumb\|1074x1074px]]

	==== The train reporting procedure ====		==== The train reporting procedure ====