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Non-switchable semaphore signals (was: Re: [railml3] Signal types and functions) [message #2144 is a reply to message #2141] Mon, 11 February 2019 21:07 Go to previous messageGo to previous message
Tobias Bregulla is currently offline  Tobias Bregulla
Messages: 20
Registered: June 2017
Junior Member
Dear Thomas!

Am 11.02.2019 um 19:24 schrieb Thomas Nygreen:> I find it hard to
believe that you have semaphore signals
> where the arms cannot be moved to display different aspects,
> unless this is just a matter of the signal being out of
> service (disabled). Do you have a visual example of a
> non-switchable semaphore signal?
These types are not seldom in many railways all over the world as
operating rules may define that the end of a train's route shall be a
signal at any time. If usually the trains will not continue at all or
under normal operating conditions after the end of the trains route a
switchable signal makes no sense.

One example from Hungary: At all of the buffer stops of Budapest dead
end stations (e.g. Nyugati pályaudvar; West station) you will find a non
switchable light signal that will show only a red light to finalise the
route for the incoming train. See
https://media-cdn.tripadvisor.com/media/photo-s/01/42/28/f0/ west-station.jpg
for example, I think the same rule applies in a lot of other countries /
railways.

One example from Germany: The "Rurtalbahn" in Northwest beginning in
Düren (on the line between Cologne and Aachen) and ends in Heimbach with
an non switchable main signal to protect the switch/point and the
passenger level crossing at the end of the platform.
- Signal from the front, the line ends after 200 metres where the DMU is
stapled:
http://www.bahnbilder.de/1024/bahnhof-heimbach-gleisseite-am -streckenend-397150.jpg
- Signal from the back, there are no wires or cables to switch the
semaphore:
https://www.eisenbahn-stolberg.de/wp-content/uploads/2018/07 /Heimbach-Eifel-796.690-Regiosprinter-am-30.06.2018_Foto_Ste fan_Danners_F.jpg

Also in Germany such non-switchable main signals will be used often to
protect the danger points at the entry of stations if trains are
approaching from the track in the opposite driving direction (mainly:
left). To pass these signals the trains will get a written train order
via train radio from the dispatcher.

Hope this helps.
--
Best regards,

Tobias Bregulla
Bahnkonzept Dresden/Germany

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