#Msts route speed limit driver#

These signals simply showed the night aspects of the semaphore signals, and as such are not considered as a separate signalling system. The first colour-light signals had come into use, but were not widespread when the country was divided in 1949. Reading downwards, green-green meant 'expect clear' (Vr 1), yellow-yellow meant 'expect stop' (Vr 0), and green-yellow meant 'expect clear at reduced speed' (Vr 2). At night, distant signals showed two lights, one diagonally left below the other. If the main signal showed 'proceed at reduced speed', then as well as showing the disc, the arm was inclined at 45 degrees. If the main signal to which the distant applied was a double-armed one, then a yellow arm, bordered black, was mounted on the post below the disc.

To indicate that the main signal was showing 'clear', the board was flipped horizontally through 90 degrees so as to be practically invisible. If the board was visible, it meant that the main signal was at 'danger'. German distant signals took the form of a yellow circular board with a black edge. Unlike in British practice, every main signal had its own distant and each main signal-distant signal pair was worked from a single signal lever.

#Msts route speed limit driver#

There were also distant signals (German: Vorsignale) to advise the driver as to what aspect the next main signal showed, so that he could slow or stop their train in time if necessary.

Third arms were removed in 1948, the green light of the lower arm was changed to yellow. On a double armed-signal, one horizontal arm meant 'stop' (aspect Hp 0), one inclined arm meant 'proceed at line speed' (Hp 1) and two inclined arms meant 'proceed at reduced speed' (Hp 2 вЂ“ usually 40В km/h). Route signalling was changed circa 1930 to speed signalling. At night, a horizontal arm showed a red light, a diagonal arm showed a green and a vertical arm showed none. They were inclined at 45 degrees upwards when a diverging route was to be taken, and aligned vertically when the main route was set. Up to two additional arms could be mounted below for different routes. There would be at least one arm, which meant 'stop' when aligned horizontally and 'proceed' when inclined upwards at 45 degrees. These signals were semaphores, whose arms had a circle on their right-hand end, and were painted white with red edges (occasionally the colours were reversed). Main signals (German: Hauptsignale) allowed the train to proceed or not. However, Bavaria was permitted to use its own designs of signal, with slightly different meanings, as part of the national scheme for many years thereafter.ДЇurther information: Bavarian railway signals After these companies were merged into the German Imperial Railway ( Deutsche Reichsbahn), a common signalling system, the H/V system, was created based on two key types of signal. Originally, the railway company of each German state had its own signalling system.

11 Catenary Signals/ Fahrleitungssignale.

7.6 Zs4/Zs5 Beschleunigungsanzeiger/VerzГ¶gerungsanzeiger (obsolete).

6.3 Ks 2 Proceed at given speed but expect stop.

6.2 Ks 1 Proceed at given speed, expect proceed at given speed.

4.6 VrВ 2: Expect proceed at reduced speed.

4 Main signal/distant signal (H/V) system.

3.1 PunktfГ¶rmige Zugbeeinflussung (PZB).