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| Punktförmige Zugbeeinflussung | |
|---|---|
| Name | Punktförmige Zugbeeinflussung |
Punktförmige Zugbeeinflussung is a train protection system used to prevent collisions and overspeed incidents on railway networks, integrating intermittent trackside equipment and onboard devices to enforce braking commands, speed restrictions, and signal adherence. It operates within the broader context of European railway signalling and has been applied by multiple infrastructure managers and operators across national networks. The system complements continuous train control schemes and interfaces with legacy interlocking, rolling stock, and operational procedures.
Punktförmige Zugbeeinflussung appears in operational practice alongside systems deployed by Deutsche Bahn, ÖBB, SNCF, Network Rail, Rete Ferroviaria Italiana, and SBB CFF FFS, and interacts with standards influenced by European Union Agency for Railways, International Union of Railways, and directives from European Commission. Implementations affect fleets from manufacturers such as Siemens, Bombardier Transportation, Alstom, Stadler Rail, and Hitachi, and are integrated into projects funded or overseen by agencies like Federal Ministry of Transport and Digital Infrastructure (Germany), Bundesnetzagentur, and regional authorities including Land Berlin and Land Nordrhein-Westfalen.
The system uses trackside transponders, balises, or inductive magnets paired with onboard receivers and processing units developed by companies like Thales Group, ABB Group, and Knorr-Bremse. Data exchanged at points informs onboard computers about signal aspects from interlockings such as those produced by Siemens Mobility and Alstom Transport, allowing braking curves to be computed in accordance with specifications from Deutsche Forschungsgemeinschaft-funded research and testing regimes at facilities like DLR. Integration requires compliance with safety standards such as CENELEC and certification by national safety authorities including EBA (Germany), Austrian Federal Railways Authority, and Office of Rail and Road.
Key components include passive or active trackside devices supplied by Mermec, ERTMS Consortium, and Bombardier; onboard units with processing hardware from Siemens and Thales; human–machine interfaces referencing guidelines from Deutsche Bahn AG operations manuals; and power and communications subsystems using products from Siemens Energy and Ericsson. Variants exist that resemble other intermittent systems developed historically by entities such as British Rail and Ferrovie dello Stato Italiane, and are adapted for compatibility with rolling stock from Deutsche Werke, PKP Intercity, and VR Group.
Operators deploying the system include regional and national carriers like Deutsche Bahn, ÖBB, SBB, SJ, HŽPP, PKP, CFL, and private operators such as ProRail concessions and commuter services run by S-Bahn Berlin, RATP, and Metro de Madrid. Infrastructure managers adopting the technology include DB Netz, Rete Ferroviaria Italiana, Network Rail, and municipal authorities in cities like Zürich, Stockholm, Helsinki, and Vienna for integration on suburban, regional, and freight corridors serving airports like Frankfurt Airport and Schiphol.
Safety cases are assessed following procedures similar to approvals by Eisenbahn-Bundesamt and certification frameworks used by European Union Agency for Railways and national ministries, with testing at laboratories and proving grounds such as Ilmenau Test Centre and regional test sites used by SBB. Compliance with standards from CENELEC EN 50126, EN 50128, and EN 50129 is often required, and system acceptance involves stakeholders including Deutsche Bahn AG, ÖBB Infrastruktur, national accident investigation bodies such as Bundesstelle für Eisenbahnunfälle, and unions like GDL and EVG when assessing operational impacts.
The technology evolved from early intermittent systems developed in the postwar period by companies like Siemens and administrations such as Deutsche Reichsbahn and British Rail, influenced by international projects like ETCS research programs and collaborations involving UIC and UNIFE. Upgrades and retrofits have been driven by incidents that prompted regulatory change, procurement programs by Deutsche Bahn, modernization plans endorsed by European Commission transport policy, and cross-border interoperability initiatives involving ÖBB and SBB.
Compared with continuous systems such as European Train Control System and LZB, the intermittent design offers different trade-offs in terms of installation cost, maintenance burden, and granularity of enforcement, and is contrasted with cab signalling deployments by Rete Ferroviaria Italiana and automatic train control solutions used by Tokyo Metro. Interoperability considerations often involve coordination among rolling stock registries, national safety authorities, and manufacturers like Alstom, Siemens, and Bombardier Transportation to harmonize operation across corridors linking hubs such as Berlin Hauptbahnhof, Paris Gare du Nord, Roma Termini, and Zurich HB.
Category:Railway signalling systems