Eisenbahnsignale in der Schweiz

Swiss railway signalling describes the Railway signalling systems used in Switzerland by the different railway companies. There are two main types of signal, used up to 160km/h, above which speed cab signalling is used. The rules of the railway still cover mechanical signals, which have all but disappeared.

Legal aspects

Signaling is governed by strict rules, controlled by the Federal Transport Office working with the train companies. The rules for railway operation are laid out in les Prescriptions de circulation des train s, of which the latest version was isued in june 2009 and are based on article 11 of the decree of 23 novembre 1983 on railways .

Light signals

Example of an L type light signal

Swiss light signals are divided into two classes , recognizable by the difference in shape of the signal: type L (for Light) et le type N (for numérique (digital)). Type L was developed many years ago. The N system was developed for the t Rail 2000 project.

In both systems, a distant signal tells the driver the aspact of the following home signal according to the Block system . The driver must act accordingly to prepare for the situation at the home signal. Distant signals are always square while home signals are round (N) or elongated (L). Signals are always placed on the left except on tracks normally operated in both directions or where visibility requires a different position.

According to the rules, light signals are used for main line traffic or shunting. N and L type signals are used for main line traffic and are not be taken account of during shunting. Shunting signals do not apply to main line movements.

The Swiss Federal Railways are progressively replacing L type signals by N type signals, because N type signals are more complete, better adapted to high speed operation (>140 km/h), allowing greater fluidity and thus increasing capacity. Most other swiss railway companies only use L type signals.

L type

Example of a 'slow' instruction to the required speed

L type signals remain the most widespread in the country. It authorizes trains to proceed at their normal speed, to slow them down or to stop them.

The speed reductions imposed by type L signals , when they are protecting a station or a crossover , only apply to the points zone protected by the signal and not normally to the stretch of track beyond the points. Thus if a signal presents the aspect 2 (maximum speed 40 km/h at the signal), the 40 km/h limit applies from the signal and over the points concerned. ; as soon as the train has passed the last points in deviated position it can accelerate to the operating speed. This way of operating requires that the drivers undertand for any signal which points are concerned.

A signal presenting the 'stop' aspect cannot be passed under any circumstances without a formal order from the train controller. This order can be transmitted in writing or by radio. In the latter case the driver must repeat the order word for word. Once this order has been received, the driver can proceed at a speed slow enough that they may stop short of any obstruction de 40 km/h. This restrictive procedure requires very slow operation. There is a complementary signal, shown below, which gives the order 'Proceed on sight' without needing a written order, so as to avoid huge delays in case a signal breaks down.

In some cases, mostly entering stations, home signals and distant signals can be found on the same mast; in this case the distant signal is linked to the next home signal.

Distant Signal	Meaning	Home signal
	Aspect 1 : The track ahead is clear. The train is permitted to travel at any speed up to the current line limit.
	Aspect 2 : Max speed 40km/h for the points in diverging position
	Aspect 3 : Max speed 60 km/h for the points in diverging position. Takes precedence over line limits.
	Aspect 5 : Max speed 60 km/h for the points in diverging position.
	Aspect 6 : Max speed 40 km/h, the next signal shows 'stop' and is at reduced distance.
	Track occupied : Max speed 40km/h. Train in the next section - be prepared to stop.
	‘Stop’ Aspect  : Trains must stop at this signal

On lines where the blocks are relatively close a system called combined has been developed. The signal can then be presented on the same plate is an distant signal (warning or announcement of speed), an image of the home signal (track clear, stop or speed limit). To be recognized as a home signal, where the alignment of the lamps would not allow, the combined signal has a distinctive supplementary plate.

Combined Signal

In combined L-type signals the distant signal ‘track clear’ is not shown but implied by the ‘proceed’ aspect. If two successive signals show speed limits, the first speed limit shown must be applied from the second signal, even if not shown explicitly.

N Type

N type signals are progressively replacing L type signals on the CFF/SBB network and are starting to be used by oher companies, mostly the BLS.

In contract to L type signals, not all N type home signals are preceded by a distant signal, as all N signals are capable of speed signalling and thus play the role of a distant signal. Thus, if a driver passes an N type signal showing a speed aspect, he must maintain this speed until he has recognized the aspect of the next signal, which may continue to impose a speed restriction.

Speed signalling is no longer based on combinations of green and yellow, but on one colour accompanied by a single digit display indicating the speed. Thus the green aspect means 'track clear' and if a digit is displayed, witha speed restriction. The yellow aspect still means a warning or a speed restriction if a digit is displayed and a red aspect remains an absolute stop signal, only to be passed with a formal order or with safety equipment deployed.

In order to distinguish clearly between the two, distant signals use square plates while home signals use circular plates.

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Distant aspect	Meaning	Home aspect
or	Track clear, proceed at line speed.
or	Speed restriction to the displayed digit x 10 km/h (here 70 km/h)
or	Obstruction close ahead, speed limit 40km/h, the next signal is at stop and closer than normal stopping distance.	(flashing bar)
or	Track occupied, speed limit 40km/h, the next next section is obstructed and the driver must be ready to halt the train.
no aspect	Prewarning, reduce speed to be able to stop at the signal after next, which is showing the 'stop' aspect and is closer than the normal braking distance to the next signal.
or	Stop at the signal.

Shunting Signals

In Switzerland, shunting manouevres can be controlled either by shunting signals or dwarf signals. The maximum speed allowed for shunting is 30 km/h. This cn be increased in special cases to 40 km/h. In any case speed must be compatible with visibility, local conditions and braking power..

Shunting signals are not integrated with automatic train protection systems such as Integra-Signum or ZUB 121, so locomotives only used for shunting are equipped with these systems.

Shunting signals are older technology and comprise less safety features. They control shunting paths and are not fitted with interlocks,. The driver must therefore ensure that points are set correctly through his intended path.

Shunting signals can protect on eor more sets of points within a zone.

Aspects	Signification
	OK to start shunting movement: the driver may start or continue.
	Stop shunting movement: the driver must halt before the signal or the points protected by the signal.

In sidings where there are no signals and the points are operated manually, orders are given by hand signals, accoustic signals or by radio.

Dwarf signals

Remaining sections still need to be translated. French source text in talk section

Complementary light signals

There are many types of complementary light signals to be found on the Swiss Federal Railways network. Only the most common ones will be shown here.

Signs

Signs are used to protect or indicate a fixed feature such as a speed limit or a level crossing.