Dispatching in Zentralstellwerk Karlsruhe Hbf: Difference between revisions

Revision as of 18:53, 1 September 2016

Deutsch Nederlands

Page is under construction. Information is subject to change.

Before you get your approval to run the service on a signal box, you need to find out about the local characteristics. After training as a general trainee signalman, dispatchers were always paired with a person skilled in the signal box. This chapter is the brief introduction to the area. Read it carefully. It contains very important information.

The text is "peer to peer" written as if you are in the signal box, the first day after training.

Wie de simulatie aangeschaft heeft, krijgt de beschikking over diverse PDF-bestanden. Het wordt sterk aangeraden wordt deze te lezen. Het zijn ongeveer 8 PDF-bestanden met een totaal van 28 pagina's. Deze documenten bevatten (onder andere) de volgende informatie:

Opstelplan locomotieven voor de gehele week
Stadtbahn opstelplan voor de gehele week
Geplande inzet van de rangeerlocomotieven
Overzicht van de PBZ treinen met rangeerbewegingen
Overzicht van extra treinverkeer (te activeren per fax , totaal 7 verschillende opties - bijv. stremmingen of storingen simuleren - die naar wens geactiveerd kunnen worden )
Geplande rangeerbewegingen naar Gbf
Goederentreinen welke van RETL of RFM naar wens ook via het Hbf geleid kunnen worden.

Have a more detailed look at the Sp Dr S 60-Zentralstellwerk karlsruhe Hbf panel here.

Zentralstellwerk Karlsruhe Hbf

Introduction

Welcome to Zentralstellwerk Karlsruhe Hbf (Kf)!

My name is Andreas and will be giving you a personal tour of the Karlsruhe dispatching panel. I will also give you a brief overview of the different areas that you will be responsible for while dispatching traffic here.

The SpDrS60 interlocking system was first put into operation on 11.11.1979. It replaced the previous system which had been in use since 1913, where there were signal boxes 1, 2 and 3 on the East side of the station, and signal boxes 4, 5 and 6 were on the West side. These were all the old system of interlocking - E43. BEtween tracks 7 and 8 there was a command post which was replaced. It was here that two dispatchers sat, as well as the track occupancy detectors for the platform tracks.

The switch-over took place in two stages. First, R1 near the factories was possessed and then two to three weeks later, the panel was partially ready Saturday night. The signal box was then fully ready on Sunday morning. Over the years there were further modifications to the train station and the panel. For example, tracks 15 and 16 were taken out but tracks 13 and 14 were added. Also the buffer-end tracks were dismantled in the area of tracks 1/2 and 3/4, as were tracks 104 and 196. The connection to Albtalbahnhof also took place later. Track 241 was not built until later, which is why for example the route from Karlsruhe West to Track 1 (121/021) still leads through the sections 142 and 122 and you have to go with UFGT via 241/220 to track 2 so as to not block things.

There's usually always something going on here. At night, it's less busy but then again, there's all the freight traffic between Dammerstock and Brunnenstück (controlled via the Fax system).

Lines

We are dealing with a total of 6 lines. They are:

Line 700: Mannheim - Karlsruhe
Line 702: Karlsruhe - Rastatt || This includes the routes Karlsruhe-Rastatt via Ettlingen West and Forchheim.
Line 676: Neustadt a.d. Weinstraße - Karlsruhe (Karlsruhe neighbouring West)
Line 701: Heidelberg - Karlsruhe (Northern route to Karlsruhe Durlach)
Line 770: Pforzheim - Karlsruhe (Southern route to Karlsruhe Durlach)
Add to that the route from Albtalbahnhof to line 702

Karlsruhe Hagsfeld - Karlsruhe Hbf

The route to Hagsfeld connects our station with the station of Hagsfeld, which is remotely controlled by the interlocking in Blankenloch. The route continues over Graben-Neudorf towards Mannheim. LZB cab signalling is in use until the entrance signals. Track speeds here are 160km/h or 200km/h, just to keep things running quickly. As with all neighbours, there are panel numbers that give a preview of which trains are on the way. GWB (bi-directional working) is active here.

Karlsruhe Durlach - Karlsruhe Hbf

The route between Durlach and the main station consists of 4 tracks. Here GWB is set up everywhere. The upper tracks are the Southern line, while the lower tracks are the Northern line. It is quite possible to send trains on the wrong line. However, this should be done only in exceptional cases. There are comments the timetable for these trains.

Karlsruhe Albtalbahnhof - Karlsruhe Hbf

Here we have a real peculiarity. Here the S-Bahn trains are running their services on the DB Netz network with rolling stock of the Stadtbahn (Lightrail). Since the Stadtbahn network is using a different power system, the risk exists that train movement other than those of the Stadtbahn are directed to this Stadtbahn network. For this reason, a safety device in front of the entry signals out of the direction of Abzw. Dammerstock and Karlsruhe West is applied. Before those entry signals coils are installed in the tracks, which respond only to Stadtbahn trains. When the track is occupied by a Stadtbahn train a panel indicator "S" next to the entry signal will be lit. Only then a train route into track 225 can be set. On the image we can see the four entry signals to which this procedure applies. A train into the direction of Albtalbahnhof is near ESig G372 and has already activated the "S"-indicator. Thus, we can now set a route 372225. When the indicator does not lit, we can only let the entry signal show aspect Zs1 or submit a written order to the driver to allow him passing the signal.

The connection towards Albtalbahnhof is shown in the image below. Exit signal (ASig) P225 is equipped with an auto fleeting towards track 227. in the simulation, the dispatcher AVG (Albtal Verkehrs Gesellschaft) offers the train movements from Albtalbahnhof to Hbf. In reality the train driver will contact our signal box when he is on his way from Hbf's stations forecourt, as a dispatcher AVG for this purpose doesn't exist. For the latter reason, train and shunt movement towards Albtalbahnhof do not need to be offered. Challenge is integrating and separating the Stadtbahn trains from the other traffic to and from Forchheim or Karlsruhe West. Shunt movement between the Albtalbahnhof and Karlsruhe Hbf also take place, which mostly change direction in track 182 or 284. Here the necessary alertness is required.

Karlsruhe Hbf - Forchheim

This line connects us to our neighbouring station Forchheim. The signalbox in Forchheim is a mechanical signalbox. GWB is only possible on the track Forchheim-> Abzw Dammerstock. GWB for both tracks was once foreseen, but was ultimately never implemented. Be aware that train movements in GWB (running on contra track), like train movements from the main station or Gbf towards Ettlingen West, requires the permission of two dispatchers. When the Gbf wants to send a train via the contra track (GWB), that train can only ride towards Forchheim on contra track (GWB) as well. This also applies to similar movements into the direction of Ettlingen West. The signal Bksig 378 at Abzw. Dammerstock is provided with auto fleeting, which reacts to steering number 1 (towards Hbf) and 2 (direction Gbf).

Karlsruhe Hbf - Karlsruhe West

The line towards our neighbour Karlsruhe West is a little quieter. Passenger services are operated almost exclusively on this line. The signal box in Karlsruhe West is staffed locally and is an S60 system. GWB is established here on both tracks.

Karlsruhe Hbf - Ettlingen West

This line connects us to our neighbouring station Ettlingen West. The signalbox in Ettlingen West is S60 signalbox, which is remotely controlled from a central traffic control centre (BZ). GWB is established on both tracks. Be aware that train movements in GWB (running on contra track), like train movements from the main station or Gbf towards Forchheim, requires the permission of two dispatchers. When the Gbf wants to send a train on contra track (GWB), this train has also to run on contra track (GWB) towards Ettlingen West. This is also applies for the reverse direction. The signal Bksig 390 at Abzw. Brunnenstück is provided with auto fleeting, which reacts to steering number 1 (towards Hbf) and 2 (direction Gbf).

The main station (Hbf)

The section with the platform tracks at the central station (Hbf) is the heart of our signal box. From here the routes towards Rastatt, Karlsruhe West, Karlsruhe-Durlach and Hagsfeld begin.

We have a total of 16 platform tracks at the main station, namely the dead-end tracks 101 and 102 (221/222) on the western side of the station building Maxaubahnhofs, and through tracks are tracks 1 to 14. The tracks 1, 4 and 9 to 13 all have "Zugdeckungs"signals dividing those platform tracks into two sections, so that two trains can stand together along the platform. Platform 14 is divided by means of a Lichtsperrsignal (Ls), dividing it in sections 034 and 134. The Ls 134 can also function as target for trains heading west. However, track section 034 lies outside the platform, so passenger trains can only have their stops on track section 134. Therefor, train routes from the East have to be set upto this Ls134.

A special peculiarity is the use of the end buttons on tracks 2 and 3. When using the ZT2 end button for train routes towards N2 and P3, an exit route starting at those signals can not be set immediately. The reason for this is that there once was a crossing for luggage carts, and for the securing an overlap route of the "fast" entry route with ZT2, only the entry route is allowed, and not the exit route. As soon as track section 002 respectively 003 is occupied, the last tile in front of the corresponding exit signal starts to flash for 30 seconds. After 30 seconds it changes to continuous light, and only then a exit route can be set. Use of a shorter overlap route, with a associated lower entry speed, allows immediate setting of the exit route.

The main signals at the end of the platforms are all exit signals. Some of them have more than one end buttons for different overlap roues. An overview of the various number of overlap routes is in the section "end buttons at main signals."

In the platform area, we also have some dead-end tracks for shunt movements. In the image of Hbf, we can see trakcs 440, 445 and 446. Here, as well as on the other side of the platforms (tracks 195, 192, 191 and 190) locomotives are being stabled. There are also shunt movements between these tracks and Stellwerk 6 (tracks 165, 186 and 206), yard where the locomotives pick up their trains, or just to return back shortly after arrival in the area of Stw6 with a new train composition to be placed along the platform. The tracks 431, 433 and 434 on bottom left are mainly used for the stabling of maintenance vehicles. At the top we see the tracks 470-472, and 905 to 907. There, trains are occasionally stabled as well. Especially in the eastern part of the station, setting shunt routes between the Lichtsperrsignale (Ls) (shunt signals) do not support "super"routes. Here, shunt routes have to be set from Ls to Ls.

Routes to the south (RFM and Retl) should not be set too early, to avoid blocking the various shunt movements between stabling yard West (Stw6 - 165/186/206) and the main station unnecessarily. In this section relatively short time windows are available for each train or shunt movement.

Abstellgruppe West

Abstellgruppe West (stabling area West) as the name suggests, contains a lot of tracks for stabling locs but mostly for train sets. Here, you'll usually find IC trains in reserve. This area used to be controlled by the former signal box 1, which is why it has a light grey background on the panel. It used to be that, depending on the time of day, signal box 1 would operate the interlocking there, or the main signal box would instead. Since signal box 1 is no longer staffed, the main signal box has now taken over control completely.

Track 060 leads to the freight depot. Via this track, there can be shunting operations between the freight depot and the main station, but this is a rare occurrence. The shunt signals (Ls) in the light grey area do not allow setting "super routes", in this case a shunt route must always be set from Ls to Ls.

Overview Offering Trains via ZNP801

More Information : ZNP801

Track	Offering field	Neighbour [F-Key]	Example
339	A 339	KDU [F3]	123456 KDU 339 ANB
352	A 352	KDU [F3]	456789 KDU 352 ANB
345	A 345	KDU [F3]	123456 KDU 345 ANB
348	A 348	KDU [F3]	456789 KDU 348 ANB
354	A 360	BAN [F4]	123456 BAN 360 ANB
355	A 353	BAN [F4]	456789 BAN 353 ANB
361	A 361	KW [F8]	123456 KW 361 ANB
362	A 362	KW [F8]	456789 KW 362 ANB
377	A 377	FM [F7]	123456 FM 377 ANB
378	A 378	FM [F7]	456789 FM 378 ANB
373	A 373	RKR [F5]	123456 RKR 373 ANB
374	A 374	RKR [F5]	456789 RKR 374 ANB
383	A 383	RKR [F5]	123456 RKR 383 ANB
384	A 384	RKR [F5]	456789 RKR 384 ANB
389	A 391	ETL [F6]	123456 ETL 391 ANB
390	A 392	ETL [F6]	456789 ETL 392 ANB
165	-	Stw 6	Tel.
186	-	Stw 6	Tel.
206	-	Stw 6	Tel.
261	-	AVG	Tel.
262	-	AVG	Tel.

Abbreviations

Karlsruhe Hbf : Destinations used in the timetable

Short Name	Full Name
RBRU	Abzw. Karlsruhe Brunnenstück
RDA	Abzw. Karlsruhe-Dammerstock
RETL	Ettlingen West
RFM	Forchheim (b Karlsruhe)
RK	Karlsruhe Hbf
RK W	Karlsruhe Abstellgruppe West
RKDU	Karlsruhe-Durlach
RKAB	Karlsruhe Albtalbahnhof
RKHA	Karlsruhe-Hagsfeld
RKR	Karlsruhe Gbf
RKW	Karlsruhe West
RRA	Rastatt

Track Lengths / Speed Limits

Karlsruhe Hbf

Track	Length (m)
Karlsruhe Hbf 1	485
Karlsruhe Hbf 2	441
Karlsruhe Hbf 3	448
Karlsruhe Hbf 4	445
Karlsruhe Hbf 5	459
Karlsruhe Hbf 6	371
Karlsruhe Hbf 7	492
Karlsruhe Hbf 8	472
Karlsruhe Hbf 9	412
Karlsruhe Hbf 10	470
Karlsruhe Hbf 11	490
Karlsruhe Hbf 12	582
Karlsruhe Hbf 13	492
Karlsruhe Hbf 14	676
Karlsruhe Hbf 101	112
Karlsruhe Hbf 102	219
Abstellgleise Hbf
Karlsruhe Hbf 191	101
Karlsruhe Hbf 192	40
Karlsruhe Hbf 195	173
Karlsruhe Hbf 440	91
Karlsruhe Hbf 442	136
Karlsruhe Hbf 445	110
Karlsruhe Hbf 446	50
Karlsruhe Hbf 447	82
Karlsruhe Hbf 488	287
Karlsruhe Hbf 489	142
Wendegleise Hbf
Karlsruhe Hbf 026	46
Karlsruhe Hbf 027	155
Karlsruhe Hbf 048	87
Karlsruhe Hbf 068	55
Karlsruhe Hbf 075	133
Karlsruhe Hbf 127	107
Karlsruhe Hbf 128	50
Karlsruhe Hbf 145	80
Karlsruhe Hbf 163	95
Karlsruhe Hbf 166	50
Karlsruhe Hbf 167	100
Karlsruhe Hbf 168	100
Abstellgruppe Ost
Karlsruhe Hbf 450	137
Karlsruhe Hbf 453	270
Karlsruhe Hbf 454	303
Karlsruhe Hbf 455	265
Karlsruhe Hbf 456	264
Karlsruhe Hbf 457	367
Karlsruhe Hbf 458	343
Karlsruhe Hbf 459	274
Karlsruhe Hbf 460	360
Karlsruhe Hbf 461	354
Karlsruhe Hbf 462	294
Karlsruhe Hbf 463	284
Karlsruhe Hbf 464	168
Karlsruhe Hbf 465	134
Karlsruhe Hbf 468	84
Karlsruhe Hbf 476	109
Karlsruhe Hbf 470	210
Karlsruhe Hbf 471	193
Karlsruhe Hbf 472	253

Signal	Type	Target
Bf Karlsruhe
Sig 371	SB-D	n.Fo
Sig 373	SB-D	n.Fo
Sig P225	SB-D	Sig 227
Sig 390	SB-R	1 : Sig H382 2 : n.RKR
Sig 383	SB-D	n.Etl.
Sig 381	SB-D	n.Etl.
Sig 378	SB-R	1 : Sig G372 2 : n.Gbf

Information about the timetable

@@ Line 59: / Line 59: @@
 ===Karlsruhe Albtalbahnhof - Karlsruhe Hbf===
-Here we have a real peculiarity. Here the S-Bahn trains are running their services on the DB Netz network with rolling stock of the Stadtbahn (Lightrail). Since the Stadtbahn network is using a different power system, the risk exists that train movement other than those of the Stadtbahn are directed to this Stadtbahn network. For this reason, a safety device in front of the entry signals out of the direction of Abzw. Dammerstock and Karlsruhe West is applied. Before those entry signals coils are installed in the tracks, which respond only to Stadtbahn trains. When the track is occupied by a Stadtbahn train a panel indicator "S" next to the entry signal will be lit. Only then a train route into track 225 can be set. On the image we can see the four entry signals to which this procedure applies. A train into the direction of Albtalbahnhof is near ESig G372 and has already activated the "S"-indicatior. Thus, we can now set a route 372225. When the indicator does not lit, we can only let the entry signal show aspect Zs1 or submit a written order to the driver to allow him passing the signal.
+Here we have a real peculiarity. Here the S-Bahn trains are running their services on the DB Netz network with rolling stock of the Stadtbahn (Lightrail). Since the Stadtbahn network is using a different power system, the risk exists that train movement other than those of the Stadtbahn are directed to this Stadtbahn network. For this reason, a safety device in front of the entry signals out of the direction of Abzw. Dammerstock and Karlsruhe West is applied. Before those entry signals coils are installed in the tracks, which respond only to Stadtbahn trains. When the track is occupied by a Stadtbahn train a panel indicator "S" next to the entry signal will be lit. Only then a train route into track 225 can be set. On the image we can see the four entry signals to which this procedure applies. A train into the direction of Albtalbahnhof is near ESig G372 and has already activated the "S"-indicator. Thus, we can now set a route 372225. When the indicator does not lit, we can only let the entry signal show aspect Zs1 or submit a written order to the driver to allow him passing the signal.
 [[File:Esig_f%C3%BCr_RKAB.JPG|600px-Esig_f%C3%BCr_RKAB_JPG]]
-The connection towards Albtalbahnhof is shown in the image below. Exit signal (ASig) P225 is equipped with an auto fleeting towards track 227. in the simulation, the dispatcher AVG (Albtal Verkehrs Gesellschaft) offers the train movements from Albtalbahnhof to Hbf. In reality the traindriver will contact our signal box when he is on his way from Hbf's stations forecourt, as a dispatcher AVG for this purpose doesn't exist. For the latter reason, train and shunt movement towards Albtalbahnhof do not need to be offered. Challenge is integrating and separating the Stadtbahn trains from the other traffic to and from Forchheim or Karlsruhe West. Shunt movement between the Albtalbahnhof and Karlsruhe Hbf also take place, which mostly change direction in track 182 or 284. Here the necessary alertness is required.
+The connection towards Albtalbahnhof is shown in the image below. Exit signal (ASig) P225 is equipped with an auto fleeting towards track 227. in the simulation, the dispatcher AVG (Albtal Verkehrs Gesellschaft) offers the train movements from Albtalbahnhof to Hbf. In reality the train driver will contact our signal box when he is on his way from Hbf's stations forecourt, as a dispatcher AVG for this purpose doesn't exist. For the latter reason, train and shunt movement towards Albtalbahnhof do not need to be offered. Challenge is integrating and separating the Stadtbahn trains from the other traffic to and from Forchheim or Karlsruhe West. Shunt movement between the Albtalbahnhof and Karlsruhe Hbf also take place, which mostly change direction in track 182 or 284. Here the necessary alertness is required.
 [[File:RKAB.JPG|700px-RKAB.JPG]]
@@ Line 69: / Line 69: @@
 ===Karlsruhe Hbf - Forchheim===
-This line connects us to our neighbouring station Forchheim. The signalbox in Forchheim is a mechanical signalbox. GWB is only possible on the track Forchheim-> Abzw Dammerstock. GWB for both tracks was once forseen, but was ultimately never implemented. Be aware that train movements in GWB (running on contra track), like train movements from the main station or Gbf towards Ettlingen West, requires the permission of two dispatchers. When the Gbf wants to send a train via the contra track (GWB), that train can only ride towards Forchheim on contra track (GWB) as well. This also applies to similar movements into the direction of Ettlingen West. The signal Bksig 378 at Abzw. Dammerstock is provided with auto fleeting, which is reacts to steering number 1 (towards Hbf) and 2 (direction Gbf).
+This line connects us to our neighbouring station Forchheim. The signalbox in Forchheim is a mechanical signalbox. GWB is only possible on the track Forchheim-> Abzw Dammerstock. GWB for both tracks was once foreseen, but was ultimately never implemented. Be aware that train movements in GWB (running on contra track), like train movements from the main station or Gbf towards Ettlingen West, requires the permission of two dispatchers. When the Gbf wants to send a train via the contra track (GWB), that train can only ride towards Forchheim on contra track (GWB) as well. This also applies to similar movements into the direction of Ettlingen West. The signal Bksig 378 at Abzw. Dammerstock is provided with auto fleeting, which reacts to steering number 1 (towards Hbf) and 2 (direction Gbf).
 [[File:RKR-RFM.JPG|799px-RKR-RFM.JPG]]
@@ Line 82: / Line 82: @@
 ===Karlsruhe Hbf - Ettlingen West===
-Hier gaat het verder naar onze buurpost Ettlingen West. De seinpost in Ettlingen West is S60-seinpost, welke op afstand wordt bediend vanuit een centrale verkeersleidingspost (BZ). GWB is op beide sporen sporen ingericht. Wees er van bewust dat hier voor treinbewegingen in GWB bedrijf, net als voor treinbewegingen van het Hbf of Gbf naar  Forchheim, toestemming van twee treindienstleiders nodig is. Wanneer het Gbf een trein over tegenspoor wil sturen, dan moet deze trein ook over tegenspoor (GWB) naar Ettlingen West rijden. Dit geldt ook voor omgekeerde richting. Het sein Bksig 390 bij Abzw. Brunnenstück is voorzien van een seinautomaat welke reageert op de stuurcijfers 1 (richting Hbf) en 2 (richting Gbf).
+This line connects us to our neighbouring station Ettlingen West. The signalbox in Ettlingen West is S60 signalbox, which is remotely controlled from a central traffic control centre (BZ). GWB is established on both tracks. Be aware that train movements in GWB (running on contra track), like train movements from the main station or Gbf towards Forchheim, requires the permission of two dispatchers. When the Gbf wants to send a train on contra track (GWB), this train has also to run on contra track (GWB) towards Ettlingen West. This is also applies for the reverse direction. The signal Bksig 390 at Abzw. Brunnenstück is provided with auto fleeting, which reacts to steering number 1 (towards Hbf) and 2 (direction Gbf).
 [[File:RKR-RETL.JPG]]
-===The main central station===
+===The main station (Hbf)===
-Het gedeelte met de perronsporen van het centraal station (Hbf) is het hart van ons seinhuis. Van hieruit beginnen de trajecten richting Rastatt, Karlsruhe-West, Karlsruhe-Durlach en Hagsfeld.
+The section with the platform tracks at the central station (Hbf) is the heart of our signal box. From here the routes towards Rastatt, Karlsruhe West, Karlsruhe-Durlach and Hagsfeld begin.
-We hebben totaal 16 perronsporen op het Hbf, te weten de kopsporen 101 en 102 (221/222) aan de westelijke zijde van het stationsgebouw Maxaubahnhofs, en de doorgaande sporen 1 tot en met 14. De sporen 1, 4 en 9 tot 13 zijn allen met behulp Zugdeckungssignalen verdeeld in 2 secties, zodat op die sporen twee treinen tegelijk langs het perron kunnen staan. Spoor 14 is door middle van een Lichtsperrsignal (Ls)onderverdeeld in de secties 034 en 134. Dit Ls 134 kan ook als doel functioneren voor treinen in westelijke richting. Spoorsectie 034 ligt echter buiten het perron, zodat reizigerstreinen uitsluitend op spoorsectie 134 kunnen halteren, en zodoende rijwegen vanuit het Oosten tot aan Ls134 ingesteld dienen te worden.
+We have a total of 16 platform tracks at the main station, namely the dead-end tracks 101 and 102 (221/222) on the western side of the station building Maxaubahnhofs, and through tracks are tracks 1 to 14. The tracks 1, 4 and 9 to 13 all have "Zugdeckungs"signals dividing those platform tracks into two sections, so that two trains can stand together along the platform. Platform 14 is divided by means of a Lichtsperrsignal (Ls), dividing it in sections 034 and 134. The Ls 134 can also function as target for trains heading west. However, track section 034 lies outside the platform, so passenger trains can only have their stops on track section 134. Therefor, train routes from the East have to be set upto this Ls134.
-Een bijzonderheid is er voor het gebruik van de eindknoppen voor spoor 2 en 3. Voor treinrijwegen naar N2 en P3 wordt bij het gebruiken van eindknop ZT2 het instellen van uitrij-rijwegen geblokkeerd. De redden hiervoor is dat zich daar vroeger een overpad voor bagagewagens bevond, en voor de beveiliging van een "snelle" doorschietweg van inrijweg met ZT2, alleen de inrij-rijweg ingesteld mag worden, en niet de uitrij-rijweg. Zodra de spoorsectie 002 resp. 003 bezet wordt, begint de laatste tegel voor het betreffende uirijsein gedurende 30 seconden te knipperen. Na deze 30 seconden gaat dit over in continu licht en kan de uitrij-rijweg ingesteld worden. Bij het gebruiken van een kortere doorschietweg, met de daaruit voortkomende lagere inrij-snelheid, kan na het instellen van de inrijder de uitrij-rijweg meteen ingesteld worden.
+A special peculiarity is the use of the end buttons on tracks 2 and 3. When using the ZT2 end button for train routes towards N2 and P3, an exit route starting at those signals can not be set immediately. The reason for this is that there once was a crossing for luggage carts, and for the securing an overlap route of the "fast" entry route with ZT2, only the entry route is allowed, and not the exit route. As soon as track section 002 respectively 003 is occupied, the last tile in front of the corresponding exit signal starts to flash for 30 seconds. After 30 seconds it changes to continuous light, and only then a exit route can be set. Use of a shorter overlap route, with a associated lower entry speed, allows immediate setting of the exit route.
-De hoofdseinen aan het einde van de perrrons zijn in ons geval allen uitrijseinen. Deze hebben deeel ook meerdere eindknoppen voor verschillende doorschietwegen. Een overzicht van de verschillende mogelijk doorschietwegen wordt vermeld in de paragraaf "eindknoppen bij hoofdseinen".
+The main signals at the end of the platforms are all exit signals. Some of them have more than one end buttons for different overlap roues. An overview of the various number of overlap routes is in the section "end buttons at main signals."
-In het perrongebied zien we ook nog enkele kopsporen voor rangeerbewegingen. Zo kunnen we op de afbeelding onder andere de sporen 440, 445 en 446 zien. Hier worden, zoals ook aan de andere zijde van de perrons (sporen 195, 192, 191 en 190) locomotieven opgesteld. Er vinden ook rangeerbewegingen tussen deze sporen het Stellwerk 6 (sporen 165, 186 en 206) plaats, waar de locs de treinen bespannen, of even na aankomst in het gebied van Stw6 met een trein terugkomen voor het opstellen langs het perron. De sporen 431, 433 en 434 linksonder worden voornamelijk gebruikt voor het opstellen van onderhoudsvoertuigen. Bovenin zien we dan nog de sporen 470-472, en 905 tot en met 907. Daar worden zo nu en dan ook treinen opgesteld. Vooral in het oostelijke deel van het station kunnen voor het insetellen van rangeerrijwegen de Lichtsperrsignale (Ls) niet "overdrukt" worden. Rangeerrijwegen dien hier van Ls naar Ls ingesteld te worden.
+In the platform area, we also have some dead-end tracks for shunt movements. In the image of Hbf, we can see trakcs 440, 445 and 446. Here, as well as on the other side of the platforms (tracks 195, 192, 191 and 190) locomotives are being stabled. There are also shunt movements between these tracks and Stellwerk 6 (tracks 165, 186 and 206), yard where the locomotives pick up their trains, or just to return back shortly after arrival in the area of Stw6 with a new train composition to be placed along the platform. The tracks 431, 433 and 434 on bottom left are mainly used for the stabling of maintenance vehicles. At the top we see the tracks 470-472, and 905 to 907. There, trains are occasionally stabled as well. Especially in the eastern part of the station, setting shunt routes between the Lichtsperrsignale (Ls) (shunt signals) do not support "super"routes. Here, shunt routes have to be set from Ls to Ls.
-Rijwegen richting het zuiden (RFM en RETL) moeten niet te vroeg worden ingelegd, om te vermijden dat de talrijke rangeerbwegingen tussen opstelterrein West (Stw6 - 165/186/206) en het Hbf onnodig geblokkeerd worden. In dit deel zijn relatief korte tijdvenster voor elke trein- of rangeerbeweging beschikbaar.
+Routes to the south (RFM and Retl) should not be set too early, to avoid blocking the various shunt movements between stabling yard West (Stw6 - 165/186/206) and the main station unnecessarily. In this section relatively short time windows are available for each train or shunt movement.
 [[File:Hbf.PNG]]