Dispatching in Zentralstellwerk Fulda
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.
Have a more detailed look at the Sp Dr S 600-Zentralstellwerk Fulda panel here.
- 1 Zentralstellwerk Fulda
- 1.1 Lines
- 1.2 Neighbouring Dispatching Areas
- 1.3 Stations and Sidings
- 1.3.1 High-speed line Hannover–Würzburg (green line)
- 1.3.2 Fulda
- 220.127.116.11 Bf Fulda (FFU)
- 18.104.22.168 Fulda Gbf (FFU G)
- 22.214.171.124 Fulda Gbf (W 123) (FFU W)
- 126.96.36.199 Fulda Abstellung, Wende Nord and Wende Süd
- 188.8.131.52 Fulda SFS Nord (FFU N)
- 184.108.40.206 Fulda Bronnzell
- 1.3.3 Fulda - Bebra (yellow line - rightside)
- 2 Peculiarities
- 3 Overview Offering Trains Using DET
- 4 Abbreviations
- 5 Track Lengths / Speed limits
- 6 Auto fleeting
We have a total of 5 lines in the dispatching area of our Power Signal Box (PSB). Those are:
- Line 1733 : High speed line Hannover–Würzburg
- Line 3600 : Bebra - Fulda
- Line 3700 : Gießen–Fulda (Vogelsbergbahn)
- Line 3600 : Fulda - Hanau (Kinzigtalbahn)
- Line 3824 : Fulda Bronnzell – Gersfeld (Rhönbahn)
Neighbouring Dispatching Areas
Let's have a look at our neighbouring dispatchers:
High-speed line Hannover–Würzburg (green line)
The high-speed line (SFS) Hannover - Würzburg is the longest newly constructed line in Germany and was built in the period 1973-1991. The section Fulda - Würzburg was taken into service on 27 May 1988. The section Fulda - Kassel was was taken into service in 1991. GWB (left hand running) is set up on the entire route. Pre-setting the block direction is also possible for the entire line. The maximum allowed line speed in regular traffic is 280 km/h, but in tunnels this is limited to 250 km/h. From time to also test drives with new trains take place here. On 01 May 1988, the ICE Experimental set a new world record at 406.9 km/h between Fulda and Würzburg.
On the bottom left, the SFS tracks 694/695 connect us with Mottgers. Our neighbor here is the dispatcher Burgsinn, who remotely controls the station of Mottgers. Both tracks are equipped with GWB. Our dispatching area begins at the end of the Schwarzenfelstunnel (tracks 662/692). Trains are offered using fields 663 and 664.
At the bottom center, the high-speed line continues into the direction of Hanover via tracks 594/595 (Witzelhöhetunnel). Our neighbour here is the dispatcher Kirchheim, who is remotely controls the adjoining station of Langenschwarz. Our dispatching area begins, seen from the direction of Hanover, at Üst Michelsrombach (tracks 503/533). Both tracks are equipped with GWB. Trains are offered using fields 594 and 595.
Hanau - Fulda (Kinzigtalbahn) (yellow line - leftside)
Tracks 425/426 connect us to Neuhof, where are neigbouring dispatcher Neuhof is located. The line splits at Flieden into the direction of Frankfurt and a line towards Wurzburg. On both tracks GWB is set up. Offering trains to Neuhof can be done using the fields 494 and 495.
Fulda - Bebra (yellow line - rightside)
Tracks 970/971 connect us to Hauntal-Neukirchen, where are neigbouring dispatcher Neukirchen is located. GWB is not available into the direction of Hauntal-Neukirchen.
Fulda Bronnzell – Gersfeld (Rhönbahn)
Track 455 connects us to Gersfeld. Our neighbour there is dispatcher Gersfeld. Trains towards Gersfeld must be offered by telephone. The switch connecting to this branch line (switch 100) has a maximum speed limit of 40 km/h in diverging position. So pay attention on how and when you fit in trains to or from Gersfeld, without having to delay other trains. This line only sees passenger services operated by the Hessische Landesbahn with rolling stock of type LINT. The yellow track numbers on the panel are a reminder telling that this line is not electrified. Therefor, you must operate FfrT before setting the trains route into the direction of Gersfeld. When using the Conrol Monitor you would need "F,Y353.445I" resp. "F,P3xx.445I" for setting such train route.
Fulda - Gießen (Vogelsbergbahn)
Track 89 connects us to Maberzell. Our neighbour there is dispatcher Maberzell. Trains towards Maberzell must be offered by telephone. This line only sees passenger services operated by the Hessische Landesbahn (HLB). The yellow track numbers on the panel are a reminder telling that this line is not electrified. Therefor, you must operate FfrT before setting the trains route from tracks 1-4 into the direction of Maberzell. When using the Conrol Monitor enter "F,Zx.89II" for setting such train route.
Stations and Sidings
High-speed line Hannover–Würzburg (green line)
A total of 4 PSB's with 5 crossovers on the high-speed line are remotely controlled from our signal box. The interlocking systems there are of type Lorenz MC L 84 N, which has been specifically designed for high-speed lines. They are an evolution of the type MC L 84, wherein the N behind the name stands for "new line" is. One of the peculiarities of this system is that when locking switches, the opposite switch is automatically locked as well. In addition, no alternative routes can be set, which is possible with other interlocking types along the SFS. The switches can be travelled at 130 km/h in diverging position.
LZB (Linienzugbeinflussung = train control system / cab signalling) is a continuous working train control system that provides full supervision for a train movement. The LZB system is designed by Siemens and was introduced in 1960/1970 in Germany on mostly the high speed lines.
LZB divides the regular "whole" blocks into smaller LZB blocks. Depending on block occupation and of course local speed limits, different speed limits are indicated on the LZB cab signalling system when the train is under full LZB supervision.
LZB block signs
The LZB Block signs, not being located at where physical main signals are placed, are represented on the panel as shown below. Outside, those LZB block signs are simple signs without any lamps.
The LZB sign "shows" the Stop aspect. The LZB cab signalling would indicate a speed limit of 0 km/h when a train under LZB control is in front of this LZB block sign.
The LZB sign "shows" the Proceed aspect, route is set into LZB block behind the sign. The LZB cab signalling would indicate a speed limit. Which speed limit depends on locally allowed speed limit and status of next LZB blocks. A train under LZB supervision will be allowed to enter the block behind this LZB block sign.
Main signals and LZB
For LZB, a main signal can be considered being a LZB block sign as well. If the block behind the signal is occupied or a route starting at the main signal is not set, the signal will show Stop, both on the panel as well as outside. The LZB cab signalling will limit speed to 0 km/h here.
If the whole block upto the next main signal is clear, the main signal will show a Proceed aspect. Trains running under LZB will get the corresponding information on the cab signalling system.
When the the whole block behind the main signal and the next main signal is NOT unoccupied, but at least the first LZB block (a part of the "whole" block) is unoccupied, the route will be set for LZB which are fully running under LZB. In that situation the main signal is switched off - dark modus - both on the panel as well as outside. The last is to avoid confusion of the train driver, as normally in this situation the main signal would show Stop. The cab signalling system will tell the driver at which speed he may proceed.
More detailed information about the LZB system can be read on the Linienzugbeeinflussung page.
Sinntal Landrücken Süd (Üst) (FLRS)
The crossover (Üst) Landrücken Süd and Landrücken Nord are both located in Germany's longest tunnel, the Landrückentunnel (10.779m long). The maximum allowed line speed in the tunnel is 250 km/h. The crossover (Üst) has its own PSB of type MC L 84 N. The block signals 653 and 654 are equipped with auto fleeting.
Kalbach Landrücken Nord (Üst) (FLRN)
The crossover (Üst) Landrücken Nord has its own PSB of type MC L 84 N. The block signals 609 and 610 are equipped with auto fleeting.
Neuhof Hartberg (Üst) (FHAG)
The crossover (Üst) Hartberg has its own PSB of type MC L 84 N. The block signals 563 and 564 are equipped with auto fleeting.
Dietershan (Üst) (FDIE)
The crossover (Üst) Dietershan has its own PSB of type MC L 84 N. It remotely controls the Üst Michelsrombach. The block signals 515 and 516 are equipped with auto fleeting.
Michelsrombach (Üst) (FMIR)
The Üst Michelsrombach is remotely controlled from the PSB of Üst Dietershan. The block signals 503 and 504 are equipped with auto fleeting.
Bf Fulda (FFU)
Here we have the passenger station of Fulda. Let's look at the station area from top to bottom. In the passenger station a maximum speed of 100 km/h is allowed, except for tracks 1, 2, 5, 8 and 9.
Tracks 36-38 are platform tracks, without catenary, for the trains of private operator HLB to/from Maberzell.
Almost all the trains of the RE-service Fulda <-> Frankfurt are scheduled to arrive or depart from track 1. The trains consist mostly of a BR 114 loc with some Dosto wagons. But from time to time we see a BR 111 in this service. Track 1 is also used for some terminating services of the Cantus (CAN) from Kassel / Göttingen. In case of delays you might need to schedule the arrival on an other track instead. So your experience and overview is needed then!
Track 2/102 has no platform. If the switches 282 and 287 are occupied, you can accommodate up to 777m here. Remember, however, that the RE departing from track 1 at xx:08 , is normally routed over the middle switches of track 2/102 to get to 253. If necessary, you can let the RE depart via track 252 and then route it to track 353. We do that pretty often. To/From track 252 via track 2/102 speed is limited to 80 km/h. Speed limits into track 1 and 2 , coming from entrance signal Q73, is limited to 60 km/h.
Tracks 3 and 4 are platform tracks. Track 3 is used for the passenger trains coming from the direction of Götzenhof. Track 4 is normally used for trains coming from the high-speed line from Kassel. It is still important to mention that the switch connection between track 3 and 4 (switches 304 and 313) can be driven at max 40 km/h. So it makes more sense to route trains coming from Götzenhof, and which need to go to track 4, via the train routes F93.Q74 and Q74.S4, allowing 100 km/h, instead of routing it via F93.Q73 and Q73.S4 allowing 40 km/h only.
Track 5 is again a track without platforms, can be used to overhaul freight trains. Trains with up to 734m will fit in this track. Additionally, entry and exit of track 5 can be done at 80 km/h, so certainly the better option and also much more frequently used alternative to platform tracks 2/102.
Track 6 and 7 are platform tracks for trains travelling towards the north. Trains running on the high-speed line towards Kassel have their stops on track 6. Trains heading into the direction of Götzenhof are scheduled on track 7.
Platform track 8 and 9 are used for the trains services of private operators HLB (to/from Gersfeld) and Cantus (CAN) (to/from Bebra and Göttingen) starting and ending in Fulda. The HLB trains beginning and ending lines of HLB from / to Gersfeld and the CAN (Cantus) from / to Bebra and Göttingen. The trains of the HLB are scheduled on track 9, the CAN trains use track 8. Track 8 can also be used for running around trains which have arrived on track 7. Speed limit on track 8 is 80 km/h, maximum allowed speed on track 9 is 40 km/h. Avoid using track 9, other then using it for the HLB tracks, as the low allowed speed their could hold up other traffic.
A Tunnelrettungszug (Tunnel Rescue train) is stabled on track 10. The rescue train has to perform condition rides so now and then. Sometimes one of locs of this trains needs to go to the feuling point as well.
Stand-alone signals type Zs2v, Zs2 and Zs3 in Bahnhof Fulda
There are several stand-alone type Zs2v (distant direction signal), Zs2 (direction signal) and Zs3 (speed limit signal) in the station of Fulda, which are represented on the panel as well. Those are:
- Zs3 (showing "3" for 30 km/h) in front of DKW 337. Will be lit for routes from G79 towards tracks 36-38, because of entry route into dead end track.
- Zs2v (showing "B" for direction towards Bebra or "K" for Kassel) in front of switch 319. The succeeding Zs2 signal is located on the signal Asig N43, and is there for represented separately.
- Zs2v (showing "B" for direction towards Bebra or "K" for Kassel) behind switch 353. The succeeding Zs2 signal is located is located behind switch 359.
- Zs2v (showing "B" for direction towards Bebra or "K" for Kassel) behind switch 306. The succeeding Zs2 signal is located on the signal Asig N47, and is there for represented separately.
Tracks with LZB
In the station of Fulda, the green and yellow marked tracks are all equipped with LZB. For the yellow tracks, LZB ends at the end of the station area. The green line is both fully equipped with LZB into the direction of Würzburg as well as towards Kassel. In Fulda Pbf, tracks 5 and 8 are also equipped with LZB.
Middle switches 282 and 287 in track 2/102
The switches 282 and 287 are middle switches. Therefor, the signals Ls 102II und 2I have the special blue dot on the signal button. This very important in the case a train entered track 2 as shunt movement upto S102, and needs to depart as train movement from there, as well as a similar movement upto Z2. You must set a shunt route upto the main signal, from where the train movement should start. The situation is different for i.e. RE train which are route from S1 to W253. Here, the switches 282 and 287 are BEHIND the start signal, so will be included in the train route.
|.Z2B|| Normal overlap route is towards the yellow line towards N43.
.Z2B goes straight forward at double switch 312 and not onto the yellow line, to avoid blocking routes to/from track 3.
| Vmax 80|
as well as O252.Z2
|.S3B|| Normal overlap route is towards the yellow line towards W253.
.S3B diverges to the left at switch 281 as alternative overlap route onto the green line towards W254. Switch 281 in diverging position is limited to 40 km/h.
| Vmax 100|
as well as Q73.S3
|.Z3B|| Normal overlap route is towards the yellow line towards N43.
.Z3B diverges to the left at switch 319, in case a train movement should continue towards Maberzell from here.
| Vmax 100|
as well as O253.Z3
|.S4B||Short overlap route, to allow train and shunt movements over switch 278. Last element of this overlap route is switch 291.|| Q74.S4B Vmax 60, otherwise 100.|
Q73 and F93 upto F97.S4B Vmax 40.
|.Z4B|| Normal overlap route is straight forward on the green line.
.Z4B diverges to the left at switch 304 onto the yellow line, switch 319 straight forward towards N43, in case an exit route from Z4 via track 64 is not possible,
i.e. in case an other train for track 4 is already standing in front of Q74 and. The alternative overlap route .Z4B should be applied when a train route from signal O2xx towards track 4 is to be set,
whilst at the same moment a train route from Q74 into track 5, or from Z5 towards SFS Nord has been already set. This route needs flank protection at switch 304.
| Vmax 100|
as well as O254.Z4
|.Z4C||Diverging to the left at switch 304 onto the yellow line, switch 319 diverging to the left for train routes which need to continue into direction of Maberzell|| Vmax 100|
as well as O254.Z4
|.S5B||Alternative diverging overlap route to the left onto the green line to avoid blocking train movements 254<->4 .|| Vmax 80|
as well as Q74.S5.
|.S5C||Short overlap route, including switch 291. Leaves switch 278 free (analog to .S4B).||Vmax 60, otherwise 80.|
|.Z5B|| Normal overlap route is to the right onto the green line towards exit signal N66
.Z5B is to the left onto the green line, to allow exit routes from track 6 towards track 66, or in case we want go from Z5 onto contra-track towards Kassel or Götzenhof.
| Vmax 80|
as well as O254/O256.Z5
|.S6B||Short overlap route, allowing routes between 246-256<->7-9 at the same time.||Vmax 60, otherwise 100.|
|.S7B||Short overlap route, allowing routes from S7 between 246-256<->7-9 at the same time.||Vmax 60, otherwise 100.|
|.S8B||Short overlap route, allowing routes from S8 between 246-256<->7-9 at the same time.||Vmax 40, otherwise 80.|
|.Z8B||Short overlap route, which does not end into yellow line, allowing routes between track 7 and track 47.|| Vmax 40,|
O257/O258.Z8 at 80.
Fulda Gbf (FFU G)
The freight station of Fulda was once an important container and express freight terminal for the region. Nowadays there are still many tracks available, but they are mainly used for overhauling freight trains. Only a few freight trains end and begin in this freight station. For example, the kali trains to the kali factory in Neuhof. At night, the IC and ICE trains ending in Fulda Pbf are stabled in this yard.
In the southern part of the freight yard there is another Dr S 600-signalbox, used for shunting over the hump. That former dispatching area there is shown in dark grey on our panel.
The former container terminal can be reached via tracks 130 and 402. The Kali wagons for Neuhof arrive from there, before they are assembled together in the freight yard. Track 245 is electrified for only the first 150 m behind signal O245. Only train movements towards Bebra can start here. Trains are normally prepared using a dieselloc. Then aan E-loc picks up the train and departs from O245 into the direction of the passenger station. All other tracks are electrified.
Tracks 246 upto 250 are limited to speeds of 40 km/h. track 251, which is also the longest track in the Gbf, can be driven at 60 km/h, and track 252 which is normally used for train movements for the RE services from Frankfurt towards Fulda 1, allows speeds of 80 km/h.
Tracks 257 and 258 both officially belong to the area Bft W123. Track 258 is used for overhauling. Allowed track speed is 80 km/h. This track should not be used for personnel change of freight trains, as the driver will have to cross all main tracks by foot, which brings a potential risk for accidents. As we can not always lock tracks, due to the high traffic density, personnel changes should be done at the passenger station of the freight station (tracks 246 through 251).
Track 258 offers the last possibility to route trains from the yellow line into tracks 1 through 6. Continuing on the yellow line via track 257 leaves only tracks 7 through 9 as destination. When you need to route trains via 258 onto tracks 1-6, the best option is to set the route X337.O258B. The B button at signal O258 will set a overlap route to the left onto the green line. Maximum speed behind O258 will then be 40 km/h.
|T406.X352C||Short overlap route upto track 352.2, allowing other routes between 353 and 246-252||Vmax 40, otherwise 80.|
|X337.O258B|| Normal overlap route is to the left at switch 231 onto the yellow line.
.O258B sets overlap straight onwards at switch 231 and then diverging at double slip switch 233 for continuation towards tracks 1-6
|Vmax 80, as well as X337.O258|
|.O252B||Short overlap route including switch 222, allowing routes 246-250<->3-9 .||Vmax 60, otherwise 80.|
|X353.O253B||Short overlap route including track 253.1, allowing routes 246-251<->3-9 .||Vmax 40, otherwise 140.|
|.Y352B|| Short overlap route upto switch 118,
allowing setting routes A423-A427+E445.T406 .
| Vmax 40,|
otherwise 80 behind W252,
all other switches W2xx at 40.
|.W252B|| Normal overlap route is upto switch 125.
.W252B sets a short overlap route upto switch 176, allowing routes between 352/353 and 246-250.
| Vmax 40,|
otherwise 80 behind signal S102 and 60 behind signal S1.
Fulda Gbf (W 123) (FFU W)
Fulda Abstellung, Wende Nord and Wende Süd
Due to the complexity and traffic density, additional station area names have been created for Fulda for simulation purposes only, allowing more complex shunt operations.
- The stabling yard "Fulda Abstellung" includes the tracks 30-35, 41 and 42, and 28, 29, 110, and directly at the southern end of the platforms, the tracks 193 and 197
- The yard "Fulda Wende Nord" includes tracks 55, 57, 58 and 59, where mainly the HLB trains turn around.
- The yard "Fulda Wende Süd" includes tracks 101, 147, 152, 155 and 157. Especially track 155 is frequently used, as the Cantus (CAN) trains turn around here.
Fulda SFS Nord (FFU N)
The station area"SFS North" refers to the northern area of the station, where the North-South line from Bebra and the high-speed line from Kassel meet. Here you also the possibility to route the trains into the correct direction. All switches in this part of the railway station are 100 km/h switches.
Track 64 does not have a main signal for the northern directions. Therefor signals Z4 and Z5 can act as exit signals as well.
Signal N47 does have auto fleeting, but no Zuglenkung. When auto fleeting is enabled for N47, a route towards signal 88 into the direction of Götzenhof will be set. It is advised to disable auto fleeting for signals Z7 and N47 in case you have a train on track 7-9 which needs to be routed onto the SFS towards Kassel. Otherwise Z7 would set a route towards N47 with overlap route into the direction of Götzenhof. To avoid this, set your route onto the SFS with the command Z7.N47B . The overlap route will be diverging to the left in this case. This will give an auto fleeting alarm of Z6, in the event that you have a train entering into track 6, as the overlap route for Z6.N66 is blocked by the overlap route of Z7.N47B.
|.N43B|| Normal overlap route is into track Götzenhof-Fulda.
.N43B sets overlap route to the right at switch 355, onto the green line.
|Vmax 100 behind Z3. 60 behind Z1+Z2, 40 behind Z4.|
|.N47B||Diverging overlap route to the left at switch 356.||Vmax 100|
|.Q77B|| Short overlap route, allowing routes between 47, bzw. 7-9 and 93-96.
When using normal end button .Q77 , switch 356 will be part of the overlap route.
|Vmax 60, otherwise 100.|
The station area (Bft) Bronzell used to be controlled from a type S3(2) signal box. Diverging routes over switch 100 are limited to 40 km/h. The switches 112 and 144 to/from track 406 are limited to 80 km/h when in diverging position. The switches 108, 111, 115 and 116 are 100 km/h-switches. The remaining switches (101, 103, 102, 104, 105, 106, 110 and 113) allow 130 km/h when in diverging position, so that traffic on the SFS will not be hindered too much.
Trains towards Gersfeld have to be offered by telephone to dispatcher Gersfeld prior to sending the train out of Fulda. The line towards Gersfeld is not electrified.
Dark modus of main signals Y353, P354, P356 and P357
A peculiarity for Bronzell is that, like the rest of the station are of Fulda, the green and yellow main tracks are equipped with LZB. As train movements into the direction of Üst Hartberg can be done in "LZB partial block modus", the signals Y353, P354, P356 and P357 can be switched off (dark modus) by the LZB safety system. Track 406 does not have LZB, and thus the signal here can not be set to "dark modus" which means that the "whole Block" towards Üst Hartberg (upto signal 563 / 593) must be unoccupied, before this signal can show Proceed.
A couple of train routes, can bypass certain main signals, without having to apply UFGT for an alternative train route. Possibilities are: Y353.425 bypasses P403, A427.T357 bypasses R437, A423.X353 bypasses R403.
Fulda - Bebra (yellow line - rightside)
Between Fulda and our neighboring dispatcher Haunetal-Neukirchen we have the stations Götzenhof, Marbach, Hünfeld and Burghaun. In the dispatchung area of Götzenhof, all switches, signals and buttons have a 7xx number. All 8xx items belong to the station of Marbach station, and finally the 9xx items to Hünfeld and Burghaun. This makes it very easy to recognize to which the dispatching area a certain switch, button, signal or track belongs.
Block direction between Götzenhof, Marbach and Hünfeld
The automatic block signals which are for the opposite direction of the active block direction are automatically locked, which can be recognized by the signal's locked indicator as well as the red bar below the big signal/track number. When the block direction of the track Götzenhof -> Marbach is changed, the signal Sbk 713 is locked and set to Stop, locked indicator is lit as well as red locked indicator. At the same time, signal Sbk 718 is unlocked, related indicator will be turned off, and the signal will show Proceed.
Götzenhof is a station without platforms. This remotely controlled station has a Dr S 2 signalbox without switch chain. This means, that switches must be thrown manually by using the switch button + WT button, or when using the control monitor (DET) with the command WU, 7xx!
You might also notice that Götzenhof only has tracks 703-705. The tracks 701 and 702, back then presented on the panel above track 703, where taken out of service in 1993 and finally removed in 1995. In the past, Götzenhof was teh starting point of the single track Biebertalbahn towards Hilders. Because of dismantling those two tracks, some switches are no longer on the panel either, which explains teh "jump" in the switch numbers. Switches in Götzenhof are 60 km/h switches. The passing loop (705) offers space for freight trains with a length of 754m.
Track 705 is mainly used for overtaking freight trains towards Frankfurt by other traffic. Also, when a personel change is scheduled in Fudla, but the replacing driver hasn't announced himself, this station is a good place to take the trin to the side for a moment.
Left hand running (GWB) is possibel towards Fulda as well towards Marbach. Presetting the direction is only possible towards Fulda as this line is equipped with Zentrallblock 600. The open line towards Marbach is equipped with Selbstblock 59.
Götzenhof untill 1995:
Marbach (Kr Fulda) (FMR)
Marbach is a station without platforms. This remotely controlled station has a Dr S 2 signalbox without switch chain. This means, that switches must be thrown manually by using the switch button + WT button, or when using the control monitor (DET) with the command WU, 8xx!
The switches 801 and 802 at the southern side of the station allow speeds of 60 km/h in diverging position. All other switches are 40 km/h-switches. Track 801 can have trains with a length of 746m, track 804 can have trains with a length of 728m .
Left hand running (GWB) is possible towards both Götzenhof as well as towards Hünfeld. The open line is equipped with Selbstblock 59.
The station of Hünfeld is also remotely controlled from Fulda. A Dr S 60 PSB is located over there. The PSB of Hünfeld also remotely controls the station of Burghaun. Hünfeld used to have six main tracks and 2 to 3 tracks for shunting operation. Today the station has only platform tracks 902-905, having an island platform between tracks 902 and 903, and one between tracks 904 and 905. Here you can take stopping to the side to let them being overhauled by other traffic. Passing loop 902 has room for trains with a length of up to 749m. On track 905, trains with a length of 699m will fit. However, level crossing BU 127 is no longer present and as track 950 has a length of 51m, it is possible to take southward moving trains with a length of up to 750m into track 905.
All switches in Hünfeld are 60 km/h switches.
Hünfeld also has a radar-monitored level crossing (BU 128). The BU 127 is only existing on our panel. The level crossing as such does not exist anymore. If a route is set, BU 127 is immediately secured by the interlocking logic. Only for BU 128 (Breitzbacher Weg) a certain closing time must be taken into account, before the main signals can show a proceed aspect.
Trains of the CAN service between Fulda and Bebra/Kassel, the RE trains Frankfurt-Bebra (during rush hour only), and a few IC trains have their stop in Hünfeld.
GWB operation is possible towards Marbach as well as towards Burghaun. The open line towards Marbach is equipped with Selbstblock 59, the line towards Burghaun is equipped with Zentralblock 65. One pecularity with respect to GWB towards Burghaun is that there is no need to operate EaGT and/or EaT to set the direction. The direction is set automatically when you set a route into that direction.
|.N903B||Short overlap route||Vmax 40|
|.N903C||Diverging overlap route into contra track.||Vmax-entry route same as for normal route.|
|.N904B||Short overlap route , allowing exit routes from 905 towards Burghaun.||Vmax 40.|
Burghaun (Kr Hünfeld) (FBUH)
The station of Burghaun is remotely controlled from the PSB (Dr S 60) in Hünfeld, which is on its turn remotely controlled from Fulda. There used to be a platform track 953 in the past. Track 952 was just a track for passing through back then. Nowadays tracks 951 and 952 both have an outer platform. Only the CAN service between Fulda and Bebra/Kassel have there stop here.
The open line towards Hünfeld is equipped with Zentralblock 65. One pecularity with respect to GWB towards Hünfeld is that there is no need to operate EaGT and/or EaT to set the direction. The direction is set automatically when you set a route into that direction. GWB is not available into the direction of Hauntal-Neukirchen.
|.N952B||Short overlap route *)||Vmax 60|
|.N951B||Short overlap route *)||Vmax 60|
|.P952B||Diverging overlap route onto contra track.||Vmax|
The additional end buttons near the exit signals exist due to the former presence of track 953. The end buttons N951B and N952B provide an entry route with short overlap route at max. 60 km/h, so that a entry or exit route to/from N953 could be set in parallel as well. The overlap route for end button P952B sets the overlap route into the contra track towards Hünfeld.
Hünfeld and Burghaun until 1995:
Personnel changes for freight trains
Many personnel changes for freight trains take place in Fulda, as Fulda is pretty much located in center of Germany. 95% of freight trains' personnel changes are for trains of private rail operators.
Whether a train is subject to personnel changes or not, can be seen in the comments field of the train overview window (or printed timetable). This is indicated with the text "LPW" in the comment. When a train has such "LPW" remark, the replacing train driver should contact you well in advance by phone. If he does not call in in time, then you really have to think twice what do with the arriving train until he does call in. This will particularly happen when the train is ahead of its schedule. At all times you will need to keep record of whether the replacing driver has contacted you or not. If the replacing driver is not on time, you might risk that trains will block other traffic as the orignal driver will really end his duty in Fulda.
Where to perform the freight trains personnel changes??
Where the personnel changes of freight trains should take place, primarily depends on the current traffic density. But some local knowledge is relevant here as well:
- The personnel change is typically done at Fulda Pbf, as this the place where the new driver arrives and where the driver being replaced heads home.
Both drivers will have a 15 minutes walk if you would schedule the personnel change in the freight station (Gbf)
- As tracks 2/102 and 5 do no have a platform and are pretty long, those tracks seem to be pretty good locations for personnel changes. However, in case of track 2/102 you must keep in mind that signal S102 is 300m away from the nearest platform, so the driver will have to walk quite a distance. More complicated is the situation on track 5 for personnel changes of trains heading to the north. Signal Z5 is 300 m away from the nearest platform, and can only be reached by foot, by walking between tracks 6 and 7, respectively track 66 and 47. Shortly behind signals Z6 and Z7 we have a curve to the right - limiting visibility - and as allowed line speed there is 100 km/h, crossing those tracks to get to track 5 is very dangerous. Therefor, in case a personnel change is in progress on track 5 for northbound freight trains, you must take at least track 66 out of service (lock). So S102 and Z5 should only be used for this purpose if there are no other options.
- When a change of personnel for northbound trains is not possiblein Pbf, or when you have routed the train directly into the Gbf because the new driver hasn't reported himself in yet, you could always decide to let the personnel change take place in the Gbf instead of the planned Pbf.
- For southbound trains we actually have another problem, as the "movement order" for the personnel change is always scheduled for Fulda Pbf. Result will be that a southbound train will always halt at Fuld Pbf for the personnel change, even if the new driver hasn't reported himself in yet. For those situations, you should take the train into track 2/102 or 5
- In the simulation, you have the possiblity to choose other location then Pbf or Gbf for the personnel change. This possibility should not be used though, as in reality this is never done as such.
Compared to the Sp Dr S60 interlocking system, Sp Dr S600 does not have a number entry panel and neither does it have ZNP. For a Sp Dr S 600 system those systems are - simply said - combined into Control Monitor and a data entry keyboard (Dataeingabetastatur=DET).
The most important thing here is that for route setting you have to enter the exact signal name, not just its track number. On the panel of Fulda there are several signals which begin with a capital letter followed by a number (of the track). Important aid in this context are the big black letters with white background near the signals. These letters show the letter with which the signal name to starts. For example:
In case a train route from 357 towards track 337 has to be set, we first check the big letters near the signals.
The start signal here is T357, as it shows a captital T there, and for the end signal it will be X337.
The command for setting this train route with the DET will thus be: "T357.X337"
A couple of train routes, can bypass certain main signals, without having to apply UFGT for an alternative train route. For example: you can set the route F93.S3. In this case the route being set will bypass signal Q73. Other possibilities are: F93 through F97.S4 (bypassing Q74), F97.S7 through S9 (bypassing Q77), A427.T357 (bypassing R437), Z4.772/94II/96II/88 (bypassing N43), Z5.772II/94II/96II/88 (bypassing N66).
More detailed information can be found on the Control Monitor Sp Dr S 600 page.
Track Locked Indicators
A few track sections on the panel are equipped with track locked indicators.
Those track sections can be locked by pressing the FSpT group button together with the grey button of the track's panel tile
A red indicator will be lit now. Routes over this track section can not be set now.
To unlock the track section press the FESpT group button together with the grey track button.
The indicator will be unlit again, and route setting over the track section is possible again.
Block Direction Status Indicator
Block direction (GWB) together with Selbstblock 53-59 is installed on the open line between Götzenhof and Marbach, as well as between Marbach and Hünfeld. Selbstblock 53-59 has some special additional facilities available. They are designated as monitoring devices, and located at the PSB from where the normal exit route takes place. All the individual track sections of are combined into one common status (entire line unoccupied or occupied) and shown by the Block Direction status indicator (GWBM). When the entire line is unoccupied the GWBM will be in its initial state, and the indicator will lit yellow and the Block Direction Lock indicator (ErlSp = Erlaubnisabgabesperrmelder) will be off (see image).
Changing the Block Direction is possible in this state When the monitoring devices detects that one of the track sections is occupied, the GWBM will be lit red instead of yellow. The block direction can not be changed now.
Once all block section are unoccupied again, the GWBM monitoring device will be in its initial state again, and the indicator will lit yellow again. In case the GWBM blinks red, the monitoring device has a system failure.
Tunnel Worksite Warning System
The tiles as shown below were part of the Tunnel Worksite Warning System
It is not used anymore and therefor decommissioned. The tiles are still on the panel though.
Pecularities here are that the second end button is named "signal number + B" and the third end button is named "signal number + C".
This does not necessarily mean that if a button B and C are present, that the B-button is for the short overlap route and the C button for the diverging overlap route. This is only the case for Hünfeld as this location is a remotely controlled Sp Dr S60 interlocking system. In general, there are no short overlap routes allowing 30 km/h. Only the entry routes from G79 towards 36-38 are limited at 30 km/h. The other short overlap routes are all limited to 40 or 60 km/h. This also applies to Hünfeld and Burghaun.
Overview Offering Trains Using DET
More information : Control Monitor Sp Dr S 600
|Short Name||Full Name|
|FFU B||Fulda Bronnzell|
|FFU G||Fulda Gbf|
|FFU N||Fulda SFS Nord|
|FFU W||Fulda Gbf (W 123)|
|FBUH||Burghaun (Kr Hünfeld)|
|FHAG||Neuhof Hartberg (Üst)|
|FLRN||Kalbach Landrücken Nord (Üst)|
|FLRS||Sinntal Landrücken Süd|
|FMR||Marbach (Kr Fulda)|
|FNF||Neuhof (Kr Fulda)|
|--> Süden (Lz 1 und 3)|
|--> Süden (nur Lz 3)|
|FF||Frankfurt (Main) Hbf|
|--> Norden (Lz 2 und 4)|
|--> Norden (nur Lz 4)|
|FB R||Bebra Rbf|
|FB U||Bebra Umladebahnhof|
Track Lengths / Speed limits
Switches in the area SFS Nord (between platforms and Esig F9x) are 100 km/h switches. The entire passenger station area upto signals O2xx is limited to 100 km/h. Behind those signals towards signals A42x higher speeds are allowed again. Most of the cross-over switches between the green and yellow line in Bft Bronzell are 130 km/h switches. Train movements to/from track 406 are limited to 80 km/h, to/from 445 is limited to 40 or 60 km/h. All cross-overs on the SFS are 130 km/h-switches.
|Track||Length (m)||Vmax (km/h)|
|Fulda Pbf 1||357||60|
|Fulda Pbf 2||400||80|
|Fulda Pbf 102||280||80|
|Fulda Pbf 3||465||100|
|Fulda Pbf 4||437||100|
|Fulda Pbf 5||734||80|
|Fulda Pbf 6||456||100|
|Fulda Pbf 7||473||100|
|Fulda Pbf 8||412||80|
|Fulda Pbf 9||344||40|
|Fulda Pbf 10||333|
|Fulda Pbf 28||128|
|Fulda Pbf 29||71|
|Fulda Pbf 30||156|
|Fulda Pbf 31||276|
|Fulda Pbf 32||217|
|Fulda Pbf 33||123|
|Fulda Pbf 34||151|
|Fulda Pbf 35||290|
|Fulda Pbf 36||150||40|
|Fulda Pbf 37||150||40|
|Fulda Pbf 38||181||40|
|Fulda Pbf 40||65|
|Fulda Pbf 41||30|
|Fulda Pbf 42||30|
|Fulda Pbf 55||30|
|Fulda Pbf 57||214|
|Fulda Pbf 58||270|
|Fulda Pbf 110||48|
|Fulda Pbf 193||40|
|Fulda Pbf 197||44|
|Track||Length (m)||Vmax (km/h)|
|Fulda Gbf 155||199||40|
|Fulda Gbf 245||573||40|
|Fulda Gbf 246||578||40|
|Fulda Gbf 247||580||40|
|Fulda Gbf 248||655||40|
|Fulda Gbf 249||723||40|
|Fulda Gbf 250||752||40|
|Fulda Gbf 251||763||60|
|Fulda Gbf 252||750||80|
|Fulda Gbf 258||712||80|
|Track||Length (m)||Vmax (km/h)|
Switches in diverging position can be passed at 60 km/h in Hünfeld and Burghaun.
|Track||Length (m)||Vmax (km/h)|
All switches in diverging position can be passed at 60 km/h.
|Track||Length (m)||Vmax (km/h)|
Diverging entry/exit routes to/from Götzenhof allow 60 km/h. All switches between N801-N804 and Esig F844/FF833 may be passed at just 40km/h.
|ESig A426||SB-D||ZSig T356|
|ESig A427||SB-R|| 2: ZSig T356|
4: ZSig R437
|ASig P403||SB-D||n. Kerzell (425)|
|ZSig R437||SB-D||ZSig T357|
|ZSig P354||SB-R|| 1: n. Mottgers (424)|
3: n. Kerzell (425)
|ZSig Y353||SB-R|| 1: n. Mottgers (424)|
3: ASig P403
|ZSig T356||SB-D||ZSig O256|
|ZSig T357||SB-D||ZSig X337|
|ZSig X337||SB-D||ZSig O257|
|ZSig W253||SB-D||ZSig Y353|
|ZSig W254||SB-D||ZSig P354|
|ZSig O256||SB-D||ZSig Z6|
|ZSig O257||SB-D||ZSig Z7|
|ZSig S3||SB-D||ZSig W253|
|ZSig S4||SB-D||ZSig W254|
|ZSig Z6||SB-D||ASig N66|
|ZSig Z7||SB-D||ASig N47|
|ASig N66||SB-R|| 2: n. Langenschwarz (96)|
4: n. Götzenhof (88)
|ASig N47||SB-D||n. Götzenhof (88)|
|ZSig Q73||SB-D||ZSig S3|
|ZSig Q74||SB-D||ZSig S4|
|ESig F93||SB-D||ZSig Q73|
|ESig F94||SB-D||ZSig Q74|
|BkSig 653||SB-D||n. Mottgers (655)|
|BkSig 654||SB-D||n. Fulda (652)|
|BkSig 609||SB-D||n. Mottgers (611)|
|BkSig 610||SB-D||n. Fulda (608)|
|BkSig 563||SB-D||n. Mottgers (565)|
|BkSig 564||SB-D||n. Fulda (562)|
|BkSig 515||SB-D||n. Fulda (517)|
|BkSig 516||SB-D||n. Langenschwarz (514)|
|BkSig 503||SB-D||n. Fulda (505)|
|BkSig 504||SB-D||n. Langenschwarz (502)|
|ESig A730||SB-D||ASig N703|
|ASig P704||SB-D||n. Fulda (740)|
|ASig N703||SB-D||n. Marbach (733)|
|ESig F744||SB-D||ASig P704|
|ESig A830||SB-D||ASig N803|
|ASig P802||SB-D||n. Götzenhof (840)|
|ASig N803||SB-D||n. Hünfeld (833)|
|ESig F844||SB-D||ASig P802|
|ESig A931||SB-D||ASig N903|
|ASig P904||SB-D||n. Marbach (942)|
|ASig N903||SB-D||n. Burghaun (917)|
|ESig F948||SB-D||ASig P904|
|ESig A961||SB-D||ASig N951|
|ASig P952||SB-D||n. Hünfeld (928)|
|ASig N951||SB-D||n. Haunetal-Neukirchen (971)|
|ESig F970||SB-D||ASig P7952|