Change Of The Railway Construction And Operation Regulation - Eisbbbv As Well As The Railway Ordinance 2003 - Eisbvo 2003

Original Language Title: Änderung der Eisenbahnbau- und -betriebsverordnung – EisbBBV sowie der Eisenbahnverordnung 2003 – EisbVO 2003

Read the untranslated law here: http://www.ris.bka.gv.at/Dokumente/BgblAuth/BGBLA_2014_II_156/BGBLA_2014_II_156.html

156. Regulation of the Federal Minister for transport, innovation and technology through the amendment of the regulation of the Federal Minister for transport, innovation and technology on the construction and operation of railways (railway construction and operation regulation - EisbBBV) Federal Law Gazette II No. 398/2008, as well as the amendment of the regulation of the Federal Minister for transport, innovation and technology of the construction, operation and organization of railways (railway Regulation 2003 - EisbVO 2003) , Federal Law Gazette II No. 209/2003, as last amended by Federal Law Gazette II No. 398/2008

On the basis of § 19 para 4 and 5, § 49 para 1 and 3 of the Railway Act 1957 (EisbG), Federal Law Gazette No. 60/1957, as last amended by Federal Law Gazette I no. 205/2013, is prescribed:

Article 1

Change of the railway construction and operation regulation

Ordinance of the Federal Minister for transport, innovation and technology on the construction and operation of railways (railway construction and operation regulation - EisbBBV) Federal Law Gazette II No. 398/2008 is amended as follows:

1. the table of contents is as follows:

"Table of contents



1 section

General information



§ 1.



Scope



§ 2.



General definitions



§ 3.



General requirements



§ 4.



General requirements for the construction



§ 5.



General requirements for the operation of



§ 6.



Accessibility



§ 7.



General provisions for signals



§ 8.



General provisions for maintenance



§ 9.



Trips from companies that are not railway company



§ 10.



Exceptions



2. section

Operating systems



§ 11.



Definitions



§ 12.



Track width



§ 13.



Design elements in the layout (curves)



§ 14.



Longitudinal tilt



§ 15.



Strength of the superstructure and the buildings



§ 16.



Light room



§ 17.



Track spacing



§ 18.



Schienengleiche railway transitions



§ 19.



Schienengleiche crossings of railways



§ 20.



Platforms, ramps



§ 21.



Kilo / hectometer panels



section 22.



Turnouts and flank protection facilities



section 23.



Technical backup of the move order



§ 24.



Train control system



§ 25.



Telecommunication systems



section 26.



Periodic tests of equipment monitoring of endangered places



3. section

Signals



§ 27.



Required visibility to fixed signals



section 28.



Installation of stationary signals



section 29.



Main signal



section 30.



Distant signal



§ 31.



Protection signal



§ 32.



Speed indicator



§ 33.



Speed forward pointer



§ 34.



Yellow trapezoid



section 35.



Signal generic



section 36.



Distance table



section 37.



Signal out of order



section 38.



Replacement signal



§ 39.



Caution signal



section 40.



Allows passing



section 41.



Marking



§ 42.



Block signals



§ 43.



Slow driving signals



§ 44.



Overhead line signals



§ 45.



Turnout signals



§ 46.



Switch monitor signal



§ 47.



Switch block



section 48.



Soft secured



paragraph 49.



Reverse thrust signal



§ 50.



Reverse thrust stop Board



§ 51.



Wait signal



§ 52.



Hand - reverse thrust signals



section 53.



Acoustic signals



§ 54.



When signals



Article 55.



Handling signals



Article 56.



Train signals



§ 57.



Signals on railway vehicles



section 58.



Danger signal



section 59.



Other signals



section 60.



Railroad crossing monitor signal (EKÜS)



section 61.



Other signals for railway crossings



§ 62.



Transition signals



section 63.



Form - main signal



section 64.



Form - distant



section 65.



Protection signal without vertical white stripes



§ 66.



Permission signal



section 67.



Form - reverse thrust signal



section 68.



Blocking signal



section 69.



Turnout signals



4 section

Rail vehicles



Article 70.



Classification, definitions



§ 71.



Wheel set loads and vehicle weights per unit length



section 72.



Wheels and Wheelsets



Article 73.



Limitation of railway vehicles



section 74.



Brake



§ 75.



Tensile and impact facilities



section 76.



Free rooms and parts at the ends of rail vehicles



§ 77.



Equipment and addresses



§ 78.



Periodic inspection of rail vehicles



5. section

Railway operation



1 subsection

General terms and conditions



section 79.



Definitions and general provisions



section 80.



Information on operating sites and routes



Article 81.



Service and service delivery



Article 82.



Point area



section 83.



Control of railway safety systems and signals



§ 84.



Disabled signals



§ 85.



Service rest



§ 86.



Safety of use ends at platform access



section 87.



Safety of use ends at the change of the passenger



§ 88.



Safety of travellers in person chartered trains



§ 89.



Operational orders of the operation controlling Center at rides



Article 90.



Driving in the run



section 91.



Tracks or track sections that may not be served by rail vehicles with pantographs raised



section 92.



Lock tracks



Article 93.



Secure stationary rolling stock



§ 94.



Completely disturbed communication between the move order



section 95.



Operational coordination during work in the danger room tracks



§ 96.



No drives



Article 97.



Endangered Rotte



Article 98.



Construction and maintenance



2. subsection

General provisions for trips



section 99.



General provisions for trips



3. subsection

Regulations for train rides



section 100.



General provisions for train rides



§ 101.



Dimensions and loads



§ 102.



Brake trains



§ 103.



Brakes



section 104.



Train composition



§ 105.



Length of trains



Section 106.



Preparation of the train ride



§ 107.



Changes the characteristics of the train



section 108.



Infrastructure, at the end of the running-in track, pedestrian crossing



section 109.



Exit without match



section 110.



Driveway, road testing and quality assurance



section 111.



Equipping trains with funds for the first aid



§ 112.



Consequential and other train control



§ 113.



Speed



§ 114.



Occupy the locomotives and trains



section 115.



Busy person befoerdernder trains



section 116.



The train arrangements, changes, deviations



§ 117.



Starting from trains



§ 118.



Signal attention



§ 119.



Running-in tracks, inputs and extension changes



section 120.



Breakpoint, border-free entrance



§ 121.



Unexpected stop, failure of stays



Article 122.



Slide



section 123.



Stay of trains, train separation



section 124.



Arrangement of "driving on sight"



section 125.



Documents, records, information



4. subsection

Provisions for side trips



§ 126.



Provisions for side trips



5. subsection

Provisions for reverse thrust rides



section 127.



Provisions for reverse thrust rides



6 subsection

Special provisions



section 128.



Special provisions



6 article

Operating staff



§ 129.



Definition, General provisions



§ 130.



General requirements for operating staff



§ 131.



Training and testing of operating staff



§ 132.



Behavior while on duty



section 133.



Disease and fatigue behavior



7 section

Final provisions



section 134.



Transitional provisions to the railway construction and operating regulations as amended by Federal Law Gazette II No. 156/2014, concerning equipment and rail vehicles



§ 135



Transitional provisions to the railway construction and operating regulations, as amended by Federal Law Gazette II No. 156/2014, concerning service and service instructions



section 136.



Notifikationshinweis



section 137.



Entry into force"2. Article 1, paragraph 1 reads:

"(1) this regulation aimed at railway undertakings and shall apply to the construction and operation of railways and for the operation of rail vehicles on railways to standard gauge main and branch lines in the meaning of § 4 para 1 and 2 of the Railway Act 1957 (EisbG), Federal Law Gazette No. 60/1957, as amended by Federal Law Gazette I no. 205/2013."

3. § 1 para 2 to 7 be called (3) to (8).

4. in article 1, the following paragraph 2 is newly inserted referred to in paragraph 1:

"(2) in addition the 1st of the 1st section (General), 2nd of §§ 52 (hand - reverse thrust signals), 54 (when signals), 55 (clearance signals), 58 (threat signal) and 3 of the 6 section (operating agents) regulations for the construction and operation of railways and for the operation of rail vehicles on railways on all main and branch lines in the meaning of § 4 para 1 and 2 EisbG, as amended by Federal Law Gazette I no. 205/2013."

5. in article 1, paragraph 5 (new) the phrase "and renewal" is inserted after the word "Maintenance".

6 paragraph 1 paragraph 6 (new):

"(6) the provisions of this regulation do not apply, as far as by a relevant applicable technical specifications for interoperability (TSIs) in the sense of § 101 EisbG, as amended by Federal Law Gazette I no. 205/2013, is something else."

7 according to article 1, the following section 2 including heading shall be inserted:

"General definitions

§ 2. The purposes of this regulation are considered 1st building: new buildings, the change and the maintenance of railway and rolling stock.

2. operation: the totality of all actions and operations that serve the transportation of people and goods through the movement of railway vehicles or at least immediately prepare them, save or complete, including the training of operating staff.

3.

Traffic: the totality of all actions and operations that relate directly to the passengers or the subject of transport, particularly with regard to the type of transport by the means of transport or loading.

4. operation: setting and backing up the routes, cut off, accompanying and run the trains and moving.

5. operating staff: Staff, constantly, temporarily or substitute a) in the operation (travel agents) or b) in the control and monitoring of the operating procedure or c) as managerial or supervisory officers on staff in accordance with letter. a and b are active.

6 operating systems: all directly serving the operating systems, in particular the fixed railway and railway safety technical facilities for the operation, including the assistance structures and systems that enable the start and finish, as well as the loading and unloading. The tasks of other operating systems can be associated with an operating system.

"7 end of car use: passengers and persons who accompany passengers or pick up, as well as all other persons who are not resident for purposes of the processing operation or the traffic of the railway on railway tracks or railway vehicles (E.g. freight customers, cleaning staff, construction workers by non-railway undertakings)."

8. the previous section 2 receives the paragraph called "§ 3."

9. According to § 3 (new) following sections 4 through 9 including the heading shall be inserted:

"General requirements for the construction

§ 4 (1) equipment and rail vehicles so constructed must that its anticipated operation harms anyone or avoidable at risk. You must be particularly designed, that 1 in the operating stresses occur in mechanical, electrical and thermal type without risk to operation can be recorded, parts hazardous 2. and devices can be touched not unintentionally, 3. the emergence and spread of fires will be complicated by preventive measures and in case of fire, the possibility to the rescue of persons, as well as fire-fighting, 4th in DC railways with energy transmission through Rails adverse effects of stray current corrosion are low , 5 components and devices for protection against external agents are protected, as far as it is necessary for the security and order operation, 6 the persistence of excessive contact voltages is prevented by protective measures, and 7 by electrical interference the reliability cannot be adversely affected.

(2) equipment in operating equipment and rail vehicles, which are intended for use or operation by passengers, must be clearly visible and easily accessible and operable. Their use must be easily ascertainable. Maloperation may cause any operating risk.

(3) when operating equipment and rail vehicles, measures must be taken, unauthorized pressing prevent avoidable operating risk as a result.

(4) failures and errors by automatically acting facilities in operating equipment and rail vehicles must appear occupied sites in operation necessary extent.

(5) as far as the local conditions require it, 1 the behavior provided for railway use end in individual cases, as it requires order, security and respect for others, taking into account the provisions of the labelling regulation (KennV), Federal Law Gazette No. 101/1997, to make express II and 2. are to bring evidence of facilities according to para 2, as well as information on traffic routes.

General requirements for the operation of

Railway undertaking to incorporate the provisions laid down by the relevant railway infrastructure company and prescribed in the framework of the agreement on the allocation of train paths to the application have § 5 (1) in the performance of the network access.

(2) it only appropriate operating personnel may be used.

(3) the railway undertaking has to regulate the responsibilities of operating staff employed by him.

(4) railway undertakings have to ensure that operating employees have the knowledge required for their activity.

(5) defects occur on equipment or vehicles during operation, which can impair the operational safety, are to take these operating systems or rolling stock wholly or partly out of operation and, if necessary, to secure.

(6) accidents and incidents as well as other hazardous operation or service-affecting incidents immediately to report the competent operational body, provided they are not displayed this by automatic equipment.

(7) the railway undertaking has to ensure that assistance is provided in accidents and fires immediately and operating errors are eliminated rapidly through operational measures.

Accessibility

§ 6. The General constructional and operational requirements include also measures which the use of the facilities and rail barrier-free within the meaning of the Federal Disability Equality Act (BGStG) enable 1 and with small children II, the use of equipment and rail vehicles allow barrier-free 2 elderly or infirm persons, pregnant women, children and passengers or facilitate.

Facilities for such persons are to be marked by notes.

General provisions for signals

Signals are § 7 (1) to establish the extent and use, security and order, as well as the operating conditions require. Signals are to organize and give that they clearly and in a timely manner can be perceived. Show a cab signaling appropriate signals to the infrastructure are equivalent; they may replace the signals to the infrastructure.

(2) signals can be distinguished in form and light signals, audible and visible signals, and day and night signals.

(3) signals must correspond to the colours, shapes and kinds of sounds of Appendix 5. The description of the image of signal is decisive for the appearance of the signals.

(4) signals that optically transmit orders, must be visible in a timely manner and clearly identifiable. You may not be impaired in their effect and give no cause for confusion. Night signals are to use, if there are not at least 100 m day signals.

(5) a signal failure or can not clearly perceived it, is to assume the importance that ensures the maximum safety.

General provisions for maintenance

8. (1) includes the maintenance of equipment and rolling stock maintenance, inspections and repairs; She must extend at least on those parts, which the State can affect the operational safety and availability.

(2) the nature, extent and frequency of the maintenance and inspections are according to type and load the operating systems and the rolling stock to send. Exposed to are to be monitored, so that operational risks are detected early enough and countermeasures taken.

(3) without prejudice to the regular inspections provided for, equipment and rail vehicles after serious accidents where parts are, been damaged which may affect the safety, are to undergo an inspection.

(4) the maintenance and inspections are to keep records. The records are giving the documentation essential for the construction and maintenance.

(5) the records of the maintenance are five years until the next inspection, but at least, to keep those inspections at least up to the decommissioning of installations and rolling stock.

Trips from companies that are not railway company

§ 9. The provisions of this Regulation applicable to railway undertakings are also to comply with trips 1 of railway infrastructure companies which, I operate no. 205/2013, rolling stock EisbG according to § 18 as amended by Federal Law Gazette;

"2. in relation to the granting of access and shared use according to § 53a EisbG, as amended by Federal Law Gazette I no. 205/2013."

10. the previous sections 3 to 13 get the section name "section 10" to "section 20".

11 paragraph 1 is eliminated § 11 (new).

12 § 11 (new) paragraph 2 is labeled (1); the second sentence reads: "the signals are considered railway operational border between the stations and the free section in General



or the trapezoidal panels."

13 § 11 par. 3 and 4 (new) received the designation (2) and (3).

14 § 11 (new) paragraph 5 receives the label (4); After the word "can" is the point replaced by a comma and appended the phrase "or the number of routes tracks changes.".

15 § 11 para 6 and 7 (new) received the designation (5) and (6).

16 § 11 (new) paragraph 8 is named (7); the phrase "no points" is replaced by the phrase "free range".

17 § 11 (new) paragraph 9 is named (8); in the second set, the parenthetical expression (routes tracks) is inserted after the word "Route".

18. the article 11 (new) be added following paragraph 9 to 17:

"(9) flank protection referred to a measure that should prevent rail side in the chassis or protection way of rides.


(10) flank protection devices are technical facilities that flank protection is made.

(11) signal dependency exists when turnouts and flank protection facilities technically are in the position required, as long as 1 the corresponding signal is in release and 2 signals that enter through the ride in stop position, the corresponding road (road of part of) is not resolved.

(12) dependence exists when place-operated switch on the free section technically are in the position required, as long as a match (block signal) located in exemption or an occupied block section is displayed.

(13) tracks are the points by driving traffic and track sections.

(14) protection paths are in certain cases subsequent to the end of a route, no drives are allowed in the inside.

(15) driveways may be secured routes, including pedestrian crossing and flank protection facilities.

(16) the local permissible speed is that speed set by the railway infrastructure companies, which will be used to create the road map principles, taking into account all technical conditions of the infrastructure for continuous main tracks. The railway infrastructure companies may attract additional main tracks in stations to calculate the schedule basics.

(17) the axle-load is divided by the acceleration, the sum of the static vertical wheel forces acting through a wheel set or a couple of independent wheels on the track."

19 § 12 (new) paragraph 3 reads:

"(3) the actually permissible level of gauge is to determine the State of the art."

20. in paragraph 12 (new), the phrase "in their track" is inserted in the paragraph 4 after the word "Gauge".

21. in paragraph 13 (new) is in paragraph 4 the word "establishing" the phrase 'in accordance with the State of the art"inserted.

22. in paragraph 13 (new) "is the actually permissible measure of the tilt of the superelevation ramp after the State of the art to determine." attaches to in paragraph 5 the phrase "the passion" by the phrase "whose basic measure of inclination replaced", and according to the table.

23 § 14 (new) paragraph 4 reads:

"(4) change of inclination of more than 2 v.T., at speeds of more than 230 km / h by more than 1 v.T., are auszurunden in main tracks."

24. the sections 15 and 16 are together with the heading:

"Stability of the superstructure and the buildings

Section 15 (1) superstructure and buildings must be a classified 15528 "railway applications - track classes to the achieving of the interface between the load limits of the vehicles and infrastructure" by January 1, 2013 (annex 8) with regard to their resilience by rail in track categories according to ÖNORM EN. Depending on vehicle type and speed only those dynamic forces may occur, which can be recorded safely from the superstructure and the buildings. A use case not by the standard is covered, the resilience in the particular case must be examined.

(2) in the case of new construction is at least



Track class D2



Track class B1 according to ÖNORM EN 15528 "railway applications - track classes to the achieving of the interface between the load limits of the vehicles and infrastructure" by January 1, 2013 to comply (annex 8), existing single classifications may not be decreased.

(3) buildings must be sized in new construction in accordance with the design standards, according to the State of the art, that a classification in the category E4 according to ÖNORM EN line is possible 15528 "railway applications - track classes to the achieving of the interface between the load limits of the vehicles and infrastructure" by January 1, 2013 (annex 8).

Light room

Section 16 (1) the light space is the belonging to each track, to free space. The light room consists of the space for the free ride of the rail vehicles and additional spaces for constructional and operational purposes. The light room is by the railway infrastructure companies on the basis of the respective kinematic reference line according to the State of the art set. This determination may be distance-related.

(2) the minimum clearance wraps the room needed a rail vehicle, taking into account the horizontal and vertical movements as well as the track position tolerances and the minimum distance of the catenary. For the calculation of the minimum light room are the mass of the respective kinematic reference line according to the State of the art to expand.

(3) in the case of new buildings, at least the kinematic reference line G2 is determining the light area in accordance with paragraph 1 and the minimum light area in accordance with paragraph 2 in accordance with Appendix 3 to be based.

(4) in the case of tracks with overhead line a space for passage of pantograph on both sides is to keep free.

(5) the catenary may protrude into the space of minimum light."

25. in paragraph, 18 (new) paragraph 2 is replaced by the word "Tracks" the word 'Routes'.

26 paragraph 19 (new):

"Section 19 (1) new schienengleiche crossings of main and branch lines may be built only under cover of main signals with appropriate drive exclusions.

(2) new schienengleiche crossings of main and branch lines with other railways do not put on outside the stations or the main signals of Abzweigstellen."

27. in paragraph 20 (new) paragraph 4 is the word "Rail user" replaced by the word "Use ends".

28. paragraph 20 (new) paragraph 5 reads:

"(5) the supervision or blocking pursuant to § 86 para 2 (safety of use ends at platform entrances) to at level platform access, 1 is at least a warning before the first track leads via the schienengleiche platform access," attention trains "in accordance with Annex 7 to build, may 2 the crossing over not more than a main track, 3 is to ensure a sight (expressed in metres) on approaching rail vehicles" , the two and a half times at least the value speed of this rolling stock (expressed in km/h) corresponds to, 4 in this operating point is only a central platform and to this only a transition that is front arranged to build and 5 is that he does not lead through the continuous main track the transition to build,.

29. According to article 20 (new) following §§ 21 and 22 together with heading shall be inserted:

"Kilo - / hectometer panels

§ 21 (1) in addition to continuous main tracks are establishing kilograms / hectometer panels at a nominal distance of not more than 200 m. The respective kilo / hectometer is to specify with black numerals on a vertical white rectangular Board.

(2) on electrified lines the kilo / hectometer panels as possible on the catenary masts are to install; the panels on that mast must be case, which is closest to the corresponding kilo / Hektometrierungspunkt. The actual location of the Panel deviates from the corresponding kilo / hectometer, the whole meters exact location is on the kilo - milepost in addition to specify.

Soft, flank protection facilities, pedestrian crossing

Section 22 (1) be different routes for trains, must be equipped with appropriate safety devices. Appropriate backup facilities for turnouts are in particular: 1 turnout drives, if the turnout against unintentional switching is protected, for example, lock in part of a driveway or single block or 2 switch latch to lock the switch or 3 point locks to shut off the switch or



4. for Trailable turnouts "ride suitable for return set up in conjunction with the signal Trailable turnout allowed"; in the event of a fault the turnout blockade in conjunction with the signal "Switch block".

(2) points and flank protection facilities of driveways for train rides



which are used at more than 40 km/h, depending on signal to build. Dependency should be done in place of signal depending on place-operated turnouts and block shoes of interchanges.



Making the dependency may accounted for tracks without technical assurance of the move order, securing the turnout is however required.

(3) for turnout not connected to an electrical or electronic railway backup system, a basic position is to determine if trips across this turnout can endanger trips on the main tracks.

(4) for train rides, flank protection precautions shall be taken. As flank protection from sidings and tracks on which scheduled unloading operations take place, block shoes or soft and protection are to build. For main tracks, which will travel on with more than 160 km/h, are as flank protection body protection course, with main track from side protection switches or block shoes, to build.

(5) for train protection way precautions. The length of protection is to be determined by the railway infrastructure companies, taking into account the local conditions and the following terms and conditions: 1 on the road is to connect a protection path of at least 50 m.

2. the protection path may be omitted if the lowering speed with stationary signals signposted not more than 40 km / h and the end of the running-in track pursuant to § 108 para 2 is signaled.

3.

From the provisions of the Nos. 1 and 2 must be adhered to during construction of a train control system, by which a train automatically can be brought to keep and also, if the safety in other ways.

(6) locking shoes protect rides on main tracks. Block shoes may be used also for the protection of other bodies, which should be protected from the wheels of rolling stock.

(7) block shoes are so to build that railway vehicles running on 1 on block shoes do not endanger rides on main tracks, and 2. the effectiveness of the lock shoe is not affected.

(8) on the main track block shoes must be built."

30. the previous section 14 is omitted.

31. the previous section 15 is paragraph labeled "section 23" that headline reads "Technical backup of the move order"; "railway safety equipment to prevent the phrase"through technical backup to exclude"by the phrase" shall be replaced in paragraph 1; paragraph 2 to 4, as well as the outline description of para 1 are eliminated.

32. According to article 23 (new) the following section 24 along with heading shall be inserted:

"ATC

Section 24 (1) the ATC serves for the assurance of train rides and includes route and vehicle equipment.

(2) main tracks, on which including 100 km/h are approved, must



If it requires the security and order operation, with automatic train control be equipped, by which a train can be adjusted automatically to keep.

(3) main tracks, on which more than 100 km/h are permitted, must train be equipped with, by which a train can be adjusted automatically to hold.

(4) a train control is built in accordance with paragraph 2 or 3 are to equip track-side at least the following points: 1 required, main signals, safety signals;

2. permanent speed breaks with lowering the speed to at least 30 km/h;

3. Special hazard points to be evaluated by the railway infrastructure companies.

(5) a train control is built in accordance with paragraph 2 or 3, are all points in accordance with paragraph 4 with automatic train control in a factory to equip.

(6) neighboring stations with automatic train control in accordance with paragraph 2 or 3 are equipped, also the routes tracks should be between them continuously to equip.

"(7) main tracks, where more than 160 km/h are permitted, must train be equipped with, making a train automatically can be brought to keep and also."

33. the previous sections 16 and 17 be paragraph called "section 25" and "article 26".

34. paragraph 25 (new) paragraph 2 reads:

"(2) telephone train messages



as well as train running messages shall be recorded by voicemail."

35. According to the section 2, the following section 3 with the sections 27 to 69 is inserted:

"Section 3

Signals

Required visibility to fixed signals

Fixed signals are 27 (1) to establish that the required visibility is maintained. The required visibility refers to the location of each signal as well as the tip of a ride. Weather are not considered for determining the required visibility.

(2) if nothing is given in the provisions relating to the individual signals, the required visibility to stationary signals is at least 100 m.

(3) the required visibility focuses on fixed signals according to the speed, the sight (expressed in m) two and a half times at least the value which permissible speed (expressed in km/h) correspond to the location of the signal, but at least 100 m. As permissible speed must be based on not exceeding 160 km/h.

(4) the visibility of signals must be in principle in the whole area referred to in paragraph 2 and 3, where brief interruptions of visibility, such as catenary masts, are allowed.

Installation of stationary signals

Section 28 (1) unless otherwise specified in the provisions of the individual signals, applies to the firmware page of stationary signals: 1 signals are basically right next to or above the corresponding track to build, signals outside next to, or on the corresponding track are 2nd on tracks tracks from double-track routes to build.

(2) by the provisions of paragraph 1 must be adhered to, if 1 this confusion can be avoided by signals or 2. Thus the required visibility on the respective signal can be reached, unless this creates no confusion or local conditions require 3, unless this creates no confusion.

(3) multiple signals on the same site to be built, are all signals on the same page, if at all possible on the same signal mast, to build.

(4) signals, which are built next to the track, may be not further than 5 metres from the corresponding track axis.

Main signal

Main signals are 29 (1) to build than 1 signals to cover railway stations and to the regulation of the entry. Driveways in railway stations are



(a) at a running speed of more than 40 km/h or b) technical backup of the move order or c) at the junction of a branch line in a main line railway, except the driveways run separately to secure by colour.

2. signals to control the exits of stations. Exits of stations are



(a) at an exit speed of more than 40 km/h or b) technical backup of the move order or c) at junction of a branch line from a main line, except the routes run separately to secure through signals.

3. intermediate signals to divide main tracks in roadway sections or for securing switches and track crossings at stations that are not dependent on break-in or departure. If on the basis of local conditions the required length of brake path cannot be reached, protection signals are to be established instead of intermediate signals.

4. block signals to divide the free section in block sections. Block the free section are to secure by block signals.



At a leading train company block with trapezoidal panels are to display.

5. cover signals to cover danger points on the free section. Abzweigstellen, transfer points and schienengleiche junctions of main and branch lines outside of train stations are to secure cover signals. Cover signals may take over the function of block signals.

(2) main signals may be used on the basis of local conditions as break-in, outward -, coverage or intermediate signal at the same time.

(3) main signals, which are valid for more than one track are referred to as group home signal. Groups main signal are with protection signals



or permission and signals to complement road end.

(4) the basic position for main signals is the "Stop" position, an other position is permitted 1 main signals track sections with automatic blocking of routes, or are 2 main signals equipment for longer time, or at regularly recurring intervals not involved in regulating the move order.

(5) that are free of the main signal words to use as follows: 1 "free": If the subsequent infrastructure locally permissible speed can be used. "Free" only for the track with the largest locally permissible speed is deviant of which main signals that the term apply to trips on several routes tracks, to use;

2. "free with 60 km/h": If the subsequent infrastructure with the local permissible speed, but with at least 60 km/h; be navigated

3. "free with 40 km/h" a) if the subsequent infrastructure at the local permissible speed and less than 60 km/h can be used or b) at entrances on a dull track, except the permissible speed is a speed indicator with number 4 reduced, or c) when travelling on a protection signal that is not placed on braking distance length.

With the signal words in accordance with Z 1-3 not the Auslangen found, speed indicator are in addition to build.

(6) a speed signalled the main signal is basically to comply with in the entire course. Changes the speed within the crossover range are to signal with speed indicator. Suitable for CAB signaling is speed signaled with the cab signaling to comply.

(7) a signal group, main signals are to establish that the driver of a ride approaching a clear and explicit image and side by side sees the main signals from the required visibility in the correct order. This is not possible, due to the local conditions are signal generic to establish that no confusion arises.

(8) a signal group, main signals are to establish that 1 the imaginary line connecting the signal directions orthogonally or diagonally or v-runs to the track axis, and 2. the red lights as possible same height above the Rails.

(9) on the free section are multi-pronged roadway cross-section to establish that 1 the imaginary line connecting the signal directions perpendicular runs to the track axis the main signals and 2.

the red lights as possible same height above the rails are located.

(10) the provisions of paragraph 8 and 9 may be derogated from, if the local conditions require it.

(11) the required visibility focuses on main signals according to the speed, it is the visibility in accordance with § 27 ABS. 3. the required visibility can not be achieved, are signal generic to establish. By way of derogation from the provisions of the first sentence and by way of derogation from article 27 par. 2 and 3, the required visibility focuses on main signals, which may be only the start of migration, according to the local conditions.

Distant signal

Multi-sector are 30 (1) to the announcement by main signals, which can be target of a flyway to build.



If it allows the security and order, may be dispensed with the establishment of warning signals to departure.

(2) the concept displayed at the distant coincide with the term of the corresponding main signal. This is not possible, to indicate the term that ensures the maximum safety.

(3) by way of derogation from the provision of para 2 first sentence shall apply: 1 a distant signal at the location of a main signal may only light up when the main signal at the same site shows a free term;

2. must remain a distant signal in position 'Caution', a) if located between the distant signal and the corresponding main signal in exemption a protection signal, showing not "driving ban lifted" or b) when the distant signal at the location of a main signal and the end of running-in in accordance with para 7 is signaled no. 1 or c) if the speed in the point area with speed indicator will be reduced and the speed indicator is not terminated by a speed advance pointer to the location of the main signal or d) If a speed indicator 2 on the main signal; not announced with a speed advance pointer to the distant signal with code

3. a distant No. 2 for the branch direction in which no main signal follows within the next 2000 m, must show the term "Main signal free" in the case of paragraph 7



4. If it allows the security and order, may be signaled when locally acceptable speeds including 60 km/h continuously the term "Caution" and the yellow lights may be replaced by two yellow rear beam area.

(4) that the distant signal sign is white to edge, if the term "Caution" at this distant signal for at least a path possible from this signal 1 a protection signal in position "Ban", or 2. a speed indicator with decrease of speed will be advertised. The white border has to be omitted if the permissible speed of the distant not more than 40 km / h.

(5) the distance between the main signal and the associated distant signal must be at least as large as the braking distance length (article 102, para. 2 and 3), but at least 400 m.



If the local conditions require it, and the operating conditions allow, the minimum distance must be lower than 400 m up to 200 m.

Determining the installation distance has in accordance with Appendix 6 (brake Panel), taking into account the angle to be made. As brake output speed, the permissible speed at the site of the distant is to be based. A magnification of distant distance at more than 2000 m is permitted to 1 achieving of clearer signal arrangements or 2 achieving of the required visibility or 3. arrangement of existing signals or signal bridges or 4. avoiding a signal site in the tunnel.

(6) no further distant or home signals must be built between a distant signal and the corresponding main signal. No main signal can be built in a range of 100 m in front of a distant signal.

(7) required are to build, no train ride on a distant signal must pass, followed by a main signal. Of which must be adhered to, if 1 the end of the running-in track by a) protection signal in position "Ban" or b) signal "End of track" or c) blocking signal on the stump track completion is signaled, or 2. a distant signal before a junction switch must be set up, however only for one direction branching is required and at the same time would exceed the maximum permissible signal distance of 2 000 m until the next main signal of the other branch direction.

(8) the required visibility focuses on signals about the speed, it is the visibility in accordance with § 27 ABS. 3. can the required visibility cannot be reached, the sight to the extent necessarily required may be reduced to half of the required sight - but not less than 100 m. In this case is to make sure that at least the distance table first reached in direction can be seen from the point at which the required visibility on the distant signal should be.

Protection signal

Protection signals are 31 (1) to build 1 to divide main tracks in roadway sections, or 2. supplementing of the groups main signal if intermediate signals due to the braking distance length can not be built in train stations or 3rd to mark the end of a running track in accordance with § 108.

(2) to a group of signal protection signals are to establish that the driver of a ride approaching a clear and explicit image and side by side sees the protection signals from the required visibility in the correct order.

(3) to a group of signal protection signals are so to build that 1 the imaginary line connecting the signal directions orthogonally or diagonally or v-runs to the track axis, and 2. the red lights as possible same height above the Rails.

Of which must be adhered to, if the local conditions require it.

(4) required sight directed on protection signals according to the speed, it is that para of 3 must it be derogated from section 27 sight in accordance with in justified cases, has to be the required visibility of at least 100 m. The required visibility to protect signals, which may be only the start of migration, depends on the local conditions and must be less than 100 m.

Speed indicator

Speed indicators are § 32 (1) to establish, if 1 a speed signposted with the main signal must be reduced, or 2. the subsequent infrastructure up to the outward - or intermediate signal at a lower rate than 40 km/h must be navigated or 3. the part of the route with a lower speed against a group match can be used, as will be shown to the Group announcing a protection signal or 4. the permitted speed within the crossover range must be reduced or 5th entry takes place on a dull track, to the home signal more than 40 km/h signaling are to.

(2) speed indicator are to be established if 1 a speed indicated with the main signal or 2. the permitted speed within the crossover range should be lifted.

(3) within a range of switches, the speed may be changed only once by a speed indicator.

(4) speed indicator referred to in paragraph 1 Z 1 to 3 and par. 2 are no. 1 on the mast of the respective main signal, install protection signal or signal path end directly through these signals. Speed indicator referred to in paragraph 1 Z 4, para. 2 Z 2 are to build at the beginning of the range with the changed speed. Speed indicator are referred to in paragraph 1 Z 5 to establish that there is at least the length of required for 40 km/h braking distance between the location of the speed indicator and the end of the stump track.

(5) speed indicator are as light signals, if 1 the speed indicated not to apply to all driveways possible from the location of the respective signal or 2 different speeds to be displayed.

(6) a light signal speed indicator at the site of a major or protection signal must light up only if the main or protection signal shows a free term in the same site.

(7) goes out on a speed indicator running as light signal, which minimizes the speed, is the term to display that ensures the maximum safety on the corresponding signal according to paragraph 1.

(8) the required visibility on speed indicator focuses on speed, it is the visibility in accordance with § 27 ABS. 3. by way of derogation from the provision of the first movement and by way of derogation from the provisions of section 27, paragraph 2 addressed the necessary visibility on speed indicator at the location of a main or safety signal that may be only the start of migration, according to the local conditions and must be less than 100 m.

Speed forward pointer

Speed indicators are § 33 (1) to announce speed advance pointer when 1 is lowered the speed from the location of a main signal by more than 10 km/h or 2 the speed not from the site of the main signal is lowered.


(2) by way of derogation from paragraph 1 a speed indicator with number 2 at the site of a main signal with the term "Caution" on the associated distant signal may be announced Z 1.

(3) by way of derogation from paragraph 1 a speed indicator with reduction of speed from the site of a protection signal with the term "Caution" on the back located distant may be announced Z 2.

(4) speed preview pointers are no. 2 referred to in paragraph 1 to build on braking distance length before the corresponding speed indicator.

(5) speed indicators which signal an increase in the speed, may be announced.

6 speed forward pointers are to build 1 case of reduction of the speed referred to in paragraph 1 Z 1 on the associated distant signal, or 2. the case of reduction of the speed referred to in paragraph 1 No. 2 of the corresponding main signal.

Speed forward pointers are directly above the main signal to attach to a distant location directly under the distant signal at the site of the main signal.

(7) between a speed advance pointer and the corresponding speed indicator no main signal, distant and not another speed advance pointer must be built.

(8) speed preview pointers are as light signals, if 1 the advertised speed not to apply to all driveways possible from the location of the respective signal or 2 different speeds are to be announced.

(9) a light signal speed advance pointer to the location of a main signal or distant may only light up when the main - or distant signal on the same site shows a free term.

(10) at the site of a main signal speed preview be a pointer, announcing a reduction of speed within the crossover range, may not at the same time with a speed indicator visible.

(11) a speed advance pointer running as light signal that announces a speed indicator, which minimizes the speed, goes out to show the concept that ensures the maximum safety is the corresponding signal according to § 32 para 1.

(12) the necessary visibility to speed forward pointer aimed according to the speed, it is the visibility in accordance with § 27 ABS. 3. by way of derogation from the provision of the first movement and by way of derogation from the provisions of section 27, paragraph 2 addressed the necessary visibility to speed forward pointer to the location of a main or safety signal that may be only the start of migration, according to the local conditions and must be less than 100 m.

Yellow trapezoid

34. (1) is the signal "yellow trapezoid" to use 1000 Hz safe speed preview pointers with the indicators of "7", "7.5", "8", "8.5", "9" and "9.5" at a distant location for displaying with point-shaped train control.

(2) the signal shall be affixed at the bottom of the distant signal shield.

Signal generic

Signal generic are section 35 (1) to establish, if 1 the required visibility on a home signal cannot be obtained or 2. the main signals of a group of signal over the required visibility not in the correct order next to each other are seen or 3. If the scheduled halt at stops ranges from a distant signal and a main signal and the driver is unable to detect the main signals from the scheduled break point.

(2) signal generic are to establish that either a signal generic or the main signal can be seen in the area in which the main signal referred to in paragraph 1 should be visible. If necessary, multiple signal generic should be defined.

(3) a signal generic at the site of a protection signal must light up only if the term "Driving ban lifted" shows the protection signal on the same site.

(4) signal generic are to establish that no trains on a signal generic must pass, followed by a main signal.

(5) follow a signal generic after a track branching several main signals, applies the signal generic to all main signals. In this case must show the signal generic only the free term of the corresponding main signal, when a train or train help road via the junction is set to the corresponding main signal.

(6) several routes converge before a home signal, are to be established for each of these routes signal generic. In this case, only those signal generic may display the exemption of the corresponding main signal, which is also in the course of a train - set up to this main signal or help flyway.

(7) multiple signal generic are built to a main signal, are 1 to build them so that the next signal generic or the corresponding main signal can be seen from the location of a signal vigilante, to the required visibility in accordance with section 27, paragraph 2 must be lower than necessary, and 2. in addition to the provisions of § 28 (list of stationary signals) to make all signal generic on the same page.

Distance table

Section 36 (1) when locally acceptable speeds up including 60 km/h is to erect a distance table. By way of derogation from the establishment of distance table is eliminated, if according to § 30 para 3 Z 4 the yellow light points of the distant yellow rear beam surfaces are replaced.

(2) in the case of locally permissible speeds above 60 km/h, three distance plates are to build.

(3) up to five distance plates are by way of derogation from paragraphs 1 and 2 to build, if 1 the required visibility on the distant signal is not given (§ 30 para 8), or 2. the views of the far boards is limited (paragraph 10).

(4) distance plates by way of derogation from paragraphs 1 to 3 to warning signals at the site of main signals cannot be build.

(5) distance plates are by way of derogation from paragraphs 1 and 2 signals in the station, which are not at the site of main signals, only then to establish if the required visibility on the distant signal is omitted.

(6) at least a distance table is by way of derogation from paragraph 2 to build, if on the basis of local conditions a distance table with two or three beams would come at or before a main signal establishing.

(7) the distance plates are to establish that no train at a distance table must pass, followed by a corresponding signal.

(8) it can not avoid that at the most remote distance table a road branch is located between the distant signal and, the establishment of distance plates before the infrastructure branch may cease if the sight required for the distant is guaranteed, that the distant signal, or the first direction spacing table can be seen. Between the road junction and the distant signal, but so many distance plates as possible are to build.

(9) the distance between the distance signs with each other and the last distance table and the distant signal is basically 80 m. If the local conditions require it, must be adhered to it. in this case, the distance between the last Panel of the distance and the distant signal, as well as the distance between the distance plates between 50 m and 140 m may not exceed.

(10) spacing panels are to establish that at least the next distance table or the associated distant signal can be seen from the site of a distance table. If the local conditions require it, the required visibility in accordance with § must be lower than these 27 par. 2 and the minimum distance of 50 m in accordance with paragraph 9.

(11) on routes with electric operation, the distance plates as possible on the catenary masts are to install.

(12) several distance boards are built to a distant, are in addition to the provisions of § 28 (list of stationary signals) to build all distance signs on the same page.

Signal out of order

37. (1) multiple signals to a mast, a signal bridge are located or the signal "Signal out of operation" is considered a boom, for that signal, it is attached to the signal plate. Is the signal "Signal out of operation" on the signal mast, it applies to all on this signal mast of located main -, first -, protection - and railway crossing monitoring signals.

(2) the marking with signal "Signal out of operation" does not apply for 1 main - decommissioned and protection signals, whose signal shield cloaked or swung out and its associated signal 'Label' is not visible;

2. signals and railway crossing monitoring signals, whose signal shield shroud or is swung out.

(3) the train ride is to the attention of the signal to instruct in writing. 1 despite lodged written order the signal "Signal out of service" not encountered or 2. encountered a "signal out of service" and no such order is granted, before the signal to stop and contact with the operation controlling Center is.

Replacement signal

38. (1) new built main and protection signals are to be equipped with a replacement signal. Derogation should be avoided the equipment with a replacement signal control replacement signals with the existing railway protection system is not possible, if the main or protection signal is equipped with a caution signal.

(2) the substitute signal is to attach the signal plate of the main or protection signal.


(3) the replacement signal may be repeated on may set up signal imitators. In this case, the Ersatzsignalwiederholer must go out if the replacement signal to the corresponding main signal will disappear.

Caution signal

39. (1) depending on local operating conditions main - or protection signals must be equipped with a caution signal.

(2) the caution signal is to attach the signal plate of the main or protection signal.

(3) the caution signal must not be repeated on may set up signal imitators.

Allows passing

section 40. The train ride is to the attention of the signal "Passing allowed" to instruct in writing. Is a signal to "Pass allows" is taken without such written order, before the signal to stop and contact with the operation controlling Center.

Marking

41. (1) is the signal of 'Marking' on the site of main and protection signals to build. The signal "Labelling" is on the signal mast to attach to the side edge of the signal shield at signal bridges or booms.

(2) to the announcement of the location of main signals in addition not back-radiant white red-white signs may be erected. In this case 1, speed is allowed when fixed until including 60 km/h an announcement and 2. are to build three announcements in locally acceptable speed of more than 60 km/h.

(3) if the location is announced by main signals referred to in paragraph 2, the distance between the last White red-and white board and the main signal and the distance between the white red-and white panels has to be basically 80 m. If the local conditions require it, may be deviated from, this distance between 30 m and 140 m must be in this case.

(4) is on track with electric operation the site announced by main signals referred to in paragraph 2, the white red-and white signs as possible on the catenary masts are to install.

Block signals

42. (1) with block signals must be equipped: 1 butt track statements, 2nd block shoes, 3 track weighbridges with lowerable Váh river bridge, 4 track goals and 5 turntables and traversers each with mechanical actuation of the lock.

(2) blocking signals are stump track agreements in principle right from the track or in the middle of the track to build, otherwise attach to the establishment.

(3) the required visibility to block signals depends on the local conditions and must be less than 100 m.

Slow driving signals

43. (1) the warning signal is locally permissible speed 1 at 80 km/h, 400 m;

2 to set up from 80 km/h to below 100 km/h 700 m and 3 from 100 km/h 1000 m before the starting signal. This installation distances must be adhered to, if the local conditions require it; the deviation is to specify in the written order pursuant to § 113 paragraph 9.

(2) between a warning signal and a starting signal no further warning signal must be installed. Slow driving points follow each other and a warning signal between the warning signal and the starting signal of the previous slow driving position would be to set up, it's below the first announcement signal to install.

(3) for one and the same slow driving position different speeds may be fixed depending on the respective railway or train. In this case, the lower speed is at the starting signal and its warning signal to display.

(4) starts and ends a second slow driving position within a slow driving position is the starting signal for the first slow driving position instead of the end signal of the second slow driving position to repeat.

(5) is derogated from pursuant to § 28 para 2 for the installation of the signal from the firmware page, this is in the written order pursuant to § 113 paragraph 9 to run.

(6) the end signal is on single track lines, temporarily eingleisigem operation and in railway stations on the left to set up. Must be deviated from, this is to specify in the written order pursuant to § 113 paragraph 9.

(7) slowly driving signals are not to impose on the track.

Overhead line signals

Section 44 (1) with the exception of the signals "Stop for vehicles with pantographs raised" and "Additional arrow" are always for both directions to build overhead signals.

(2) the signal "announcing off main power switch" is 300 m before the signal to build "Main switch off".

(3) the signal is 30 m before the place where the main switch must be switched off to build "Main switch off".

(4) the signal is "Main switch" 30 m for the job at the main switch must be switched on to build.

(5) the signal "announcing pantograph deep" is to build 300 m before the signal "Deep pantograph".

(6) the signal "Pantograph deep" is 30 m in front of the place, which is negotiating with lowered pantographs to build.

(7) the signal "Pantograph high" is 30 m to the job, which is negotiating with lowered pantographs to build.

(8) from the installation distances specified in para 2 to 7 must be adhered to, if the local conditions require it.

(9) the signal "Stop for vehicles with pantographs raised" is to build the with pantograph raised not must be continued at the latest at the point.

(10) the "Additional arrow" signal shall be affixed above the corresponding signal "Stop for vehicles with raised pantograph". Remarks on two sides must use two extra arrows.

(11) the required visibility on the signals "Stop for raised current collector" and "Additional arrow" depends on the local conditions and must be less than 100 m.

(12) the signal "Stop for vehicles with pantographs raised" can be attached to a switch signal body.

Turnout signals

Place-operated switches are section 45 (1) always with turnout signals to equip. Remote-operated switches are equipped with switch signals, if they are used regularly by reverse thrust rides. Course in Verschubstraßen has been excluded, if these points not to the local control can be released.

(2) the crossover signals are dependent on the crossover design to use: 1 signals "to the right" and "left" when simple switches, Interior curved turnouts and easy crossing points for the ride towards the top, 2. the signals "from the right" and "left" when simple switches, Interior curved turnouts and easy crossing point for the ride to the top, and 3. the signals "from left to right", "from right to left" , "From the left to the left" and "right to the law" at double crossing points.

(3) the required visibility to switch signals depends on the local conditions and must be less than 100 m.

(4) course signals are to attach to the changeover device of the turnout.

Switch monitoring signal section 46.



(1) the turnout monitoring signal can be used to indicate the basic position of Trailable turnouts traffic towards the top.

(2) the turnout monitoring signal is to build that's busy Trailable turnout of this operating point can be detected at least on braking distance length plus the necessary visibility in accordance with § 27 para. 3 before the first towards the top.

(3) the turnout monitoring signal shall be affixed below the Trapeze table.

(4) the turnout monitoring signal is to announce by a blue triangle in the upper segment of the cross table.

(5) the turnout monitoring signal may be reviewed: 1. at a suitable location before the Trapeze table, if this is necessary for the fulfilment of the requirement laid down in paragraph 2, 2nd at the site of a Trailable turnout traffic towards the top; in this case, may account for the black white striped peg and may be used for reverse thrust journeys after the bit about this switch the signal.

Turnout blockade § 47.



(1) the signal "Switch block" may be built preparing case of errors on Trailable turnouts. The signal "Switch blocking" may be visible only for successful backups of the turnout in the event of a fault.

(2) in the case of errors on Trailable turnouts, built, suitable for signals "Crossover blockade" are referred to in paragraph 1 to use if the respective crossover is used by trains towards the top.

(3) trips are to instruct in writing to the attention of the signal "Switch block".

(4) the visibility of signals "Crossover blockade" depends on the local conditions and must be less than 100 m.

(5) the signal "Switch block" referred to in paragraph 1 is being built, is by way of derogation to the provisions of section 28 (list of stationary signals) between the points to build.

Soft secured

48. (1) the signal "switch secured" case may be built for the preparing turnout errors or missing switch monitoring. The signal "Soft secured" may be visible only for successful backups of the turnout in the event of a fault.

(2) in the case of point errors or missing switch monitoring are referred to in paragraph 1 "built, suitable for signals"secured"soft" to use when the respective crossover is used by trains towards the top.

(3) trips are to respect "the signal"secured"soft" to instruct in writing.


(4) the visibility of signals "Soft secured" depends on the local conditions and must be less than 100 m.

(5) is it built signal "Soft secured" according to para 1 is to install it by way of derogation to the provisions of section 28 (list of stationary signals) on the drive or to build close to the changeover device.

Reverse thrust signal

Reverse thrust signals are 49. (1) to establish if 1 reverse thrust rides will be regulated with a rail safety system or 2 they are needed as a flank protection institution or 3. regularly to move to main signals over.



4. by way of derogation by no. 3 may be waived on the establishment of reverse thrust signals if agreeing to reverse thrust rides with other technical equipment can be given.

(2) the signal "Reverse thrust ban lifted" at the site of the main signal, protection signal with incident white stripe or a wait signal allows reverse thrust rides that pass this signal.

(3) a reverse thrust signal that applies to several tracks, is referred to as group reverse thrust signal. A group reverse thrust signal at the site a group home signal must be valid for same tracks such as the groups main signal.

(4) the semaphore signal can "Reverse thrust ban lifted" at the site of a main signal only and, if the local operating conditions allow, be used only.

(5) in turnout areas, a standing between crossover top and heart of reverse thrust signal applies all the rides potential in the area of soft.

(6) the signal of "reverse thrust signal addition" is to attach reverse thrust signals separately to give is where consent to the trip.

Reverse thrust stop Board

Reverse thrust stop boards are 50th (1) in conjunction with Einfahrsignalen - on double-track routes with directional operation on tracks without establishing entry - signal. In connection with 1 intermediate signals or 2 block signals or 3rd cover signals or



4. trapezoidal panels may be built.

(2) reverse thrust stop plates must be replaced with reverse thrust signals. Prior exemption such reverse thrust signals, under the same conditions as for the reverse thrust rides on the site of the reverse thrust stop panels are also observed.

(3) reverse thrust based boards are not to build the track.

Wait signal

51. (1) waiting signals may be established in places where to start or to continue every single reverse thrust drive each a separate consent is required.

(2) wait signals are not to build the track.

Hand - reverse thrust signals

Reverse thrust signals consist of section 52 (1) hand - visible and audible signs. The signals are audible only when needed to give.

(2) when unexpectedly required reverse thrust driving the day signals with the arm may be used alone.

(3) the hand - reverse thrust signals are "Driving away", "Come here" and "Slower" visible so long constantly to give up by another signal will be replaced. The "reverse thrust stop" signal is visible so long constantly to give until the reverse thrust part has stopped.

(4) the hand - reverse thrust signal "Repel" is only the beginning of the kick movement to give, the kick movement is to conclude with the "reverse thrust stop" signal.

Acoustic signals

53. (1) exists for delayed trains on the front rail device for the delivery of the signal "Caution", is the signal to give "Caution" by the staff at the top.

(2) the delivery of the signal "Caution" can be arranged separately in individual cases.

When signals

Fixed when signals are section 54 (1) to establish if the local conditions require it.

(2) the required visibility on stationary brakes signals depends on the local conditions and must be less than 100 m.

(3) in platform areas, fixed when signals are by way of derogation to the provisions of section 28 (list fixed signals) on the side of the platform to build.

Handling signals

55. (1) the signal "leave allows" is to establish if the local conditions require it.

(2) the signal "Leave allows" only to enable allow if the nearest achieved major or protection signal shows a free term.

(3) that "Leave required sight on the signal allows" depends on the local conditions and must be less than 100 m.

(4) in platform areas are "single signals"allowed"shut-down" by way of derogation to the provisions of section 28 (list fixed signals) on the side of the platform to build.

(5) the railway undertaking has rules for the application of the signals "Ready to go", to create "Ready" and "Shut-down allowed" taking into account the technical possibilities in the train.

Train signals

56. (1) the tip of pushed trains must only at night or if day signals are clearly not on at least 100 m with at least a white light to be identified.

(2) in the case of failure of the peak signal to shifting vehicles, there must be at least a white light on the locomotive.

Signals on railway vehicles

57. (1) the signal "dare occupied" is to install on parked vehicles, if these are occupied with people. The signal is which on its respective competent monitoring or supervisory staff to install and remove. The railway undertaking has to regulate how the reverse thrust implementation relating to rolling stock, where the signal "busy cart" is attached, has to be done, anyway, are to contact the persons before this rail vehicles are moved.

(2) the signal "Vehicle must not be moved" is to install that operating staff, who notes that the railway should not be moved. Rail groups, the signal on the each outer rail vehicle of the group is to install. The signal is at the site of the railway or the railway group could be driven, to install. The consent of the operating-controlling unit must be obtained before installing.

(3) the signal "Connected to the preheating system" shall be affixed by the operating staff, connecting the rail to the preheating system and must be affixed before making the connection. Rail groups, the signal on the each outer rail vehicle of the group is to install. The signal is at the site of the railway or the railway group could be driven, to install.

Danger signal

section 58. The danger signal is to give, if danger threatens the own journey, their own ride is in danger or if trips to stave off a danger must be stopped immediately.

Other signals

59. (1) the signal "Stop disc" is used for the marking of danger points and is immediately to the right of the track or tracks, basically establishing 50 m before the danger point. Immediately before the danger point is the signal to set at 1st driveway on occupied track; the installation of the signal is required only in darkness and unsichtigem weather, diesfalls can the signal is replaced by a red light, or 2. identification of the breakpoint at train tracks before the end of the running-in track with written order without specifying a specific geographical reference point or 3. locked stop or station track sections.

Dividing strip track points are always to establish two-way stop discs.

(2) for passing on a disk containing a separate order of the operating staff of the danger or the operating-controlling agent is required.

(3) the required visibility on the signal "Signal note" depends on the local conditions and must be less than 100 m.

(4) the signal "Signal note" is to build where the main -, protection -, forward or reverse thrust signal should be and has to show with the tip of the triangle to the corresponding signal. The signal "Signal note" is not to build the track.

(5) the establishment of the signal "Signal note" may be omitted if in establishing the main -, protection -, fast forward or reverse thrust signal according to the provision of § 28 para 2 No. 1 (achieving the required sight) from the firmware page, in accordance with article 28, paragraph 1 was deviated.

(6) the direction arrow is to build, 1 if a signal track membership is not clearly visible or 2 to display the location of slow driving anywhere in the station, who resides not in the continuous main track, and is their announcement signal next to the track or through main track, in remarks after the two sides are to install two directional arrows, or 3rd announcement signals and announcement boards before Abzweigstellen to display , to which route this signal applies.

(7) the direction arrow is above the corresponding signal to install; of which must be adhered to, if the local conditions require it, and located at the same site only a signal according to paragraph 6 Z 1 to 3.



(8) trapezoidal panels are limiting stations to build 50 m before the first crossover. If the local conditions require it, this distance may be increased.

(9) the signal "Get" may be replaced by an oral or telephone order.


(10) the signal "Cross sign" is to build at speeds of more than 60 km/h braking distance length before the associated corrugated board locally permissible. A cross slab is also a turnout monitoring signal is announced with the sign of the cross, even at speeds including 60 km/h to build.

(11) in the case of platforms on which the signal of "Breakpoint" is used on schedule ongoing passenger carrying trains at the first achieved signal "Breakpoint" have to stop.

(12) the signal of "End of the road" is to establish if the end of the running track at migration is not signaled by one of the following signals: 1 main signal;

2. protection signal;

3. lock signal at the butt end of track.



The signal of "End of the road" may be built in operational units with corrugated board.

(13) the signal "Stop Board" is locally permissible speed 1 at 80 km/h, 400 m;

2. from 80 km/h to build below 100 km/h 700 m and 3 from 100 km/h 1000 m in front of the station. The signal stations would lead to the establishment's may be omitted. The signal is not to build, when to lie a further stop between the signal and the corresponding stop.



On existing stations, the signal "Stop Board" is to build, if the local conditions allow.

(14) the border brand is to build on the most attractive parts of parked rolling stock a safety distance of at least 0.5 m exists between between converging tracks at that point.

(15) the sight on the signal "Border brand" depends on the local conditions and must be less than 100 m.

(16) the signal "Marked border brand" is in that place up to a track without risk of rail vehicles in the adjacent track may be occupied, then to build, if the construction of the signal "border trade mark" on the basis of local conditions is not possible. They are in this case to the compliance with the provisions of section 18 of the railway ArbeitnehmerInnenschutzverordnung (EisbAV), in the version BGBl. No. 215/2012, additionally necessary arrangements II are to meet by the railway infrastructure companies.

(17) the required visibility on the signal "Marked border brand" depends on the local conditions and must be less than 100 m.

(18) the signal "Announcement Board" is to establish if the local permissible speed at least 20% is lower than that in the immediately forward this section. The speed difference is less than 20 km/h, the signal may be omitted. The notice board is locally permissible speed at the site of the announcement table 1 below 80 km/h 400 m;

2. from 80 km/h to build; below 100 km/h 700 m and 3 from 100 km/h 1 000 m before the speed table of which must be adhered to, if required by the ATC facilities.

(19) the signal "NBÜ area" is to attach all kilograms / hectometer panels in the emergency brake override (NBÜ pane). On double track lines, hectometer panels are at the beginning and at the end of a NBÜ area next to two tracks at the same level with attached to signal "NBÜ area" to build. The expansion of areas of NBÜ is set by the railway infrastructure companies.

Railroad crossing monitor signal (EKÜS)

§ 60. without prejudice to the provisions of § 28 (firmware page) addressed the admissibility of the construction and the installation distance of EKÜS as well as the required visibility on the EKÜS according to the provisions of § 89 (drive driver monitoring) the railway crossing regulation 2012 (EisbKrV), Federal Law Gazette II No. 216/2012.

Other signals for railway crossings

61. (1) the signal "EK group beginning" EisbKrV, is in accordance with the provisions of § 89 (drive driver monitoring) Federal Law Gazette II No. 216/2012, to build.

(2) without prejudice to the provisions of § 27 ABS. 1, 2 and 4 (required sight) and 28 (firmware page) is the signal "EK group end" in accordance with the provisions of § 89 (drive driver monitoring) EisbKrV, Federal Law Gazette II No. 216/2012, to build.

(3) without prejudice to the provisions of § 27 ABS. 1, 2 and 4 (required sight) and 28 (firmware page) are the signals "Pipes table" ("whistling peg"), "Group whistle boards" ("group pipes peg") and "Whistling" ("end peg") in accordance with the provisions of articles 58 to 60 (location and meaning of the signals for railway operation) EisbKrV, Federal Law Gazette II No. 216 / 2012, to build.

(4) the establishment of the signal "Diamond plate" may be omitted in railway stations. The construction of the signal stations is set by the railway infrastructure companies.

Transition signals

62. (1) the transition signals include: 1 form - main signal in accordance with section 63, 2. shape - distant signal in accordance with § 64, 3. protection signal without vertical white strips in accordance with section 65, 4. permission signal in accordance with section 66, 5th form - reverse thrust signal in accordance with section 67, 6 locking signal in accordance with section 68 and 7.
Turnout signals in accordance with section 69.

(2) existing transition signals must be retained and, if necessary, also renewed. The new direction of transition signals is not allowed.

Form - main signal

63. (1) the provisions of § 29 (main signal) shall apply mutatis mutandis.

(2) If a form - main signal not in position "Stop" be brought, a train ride on the relevant signal must be allowed to only, when this train ride was commissioned in writing to stop before this signal.

(3) in a signal group main signals must be form - only if all signals of this group form - are main signals; a combination with main signals in accordance with section 29 is not allowed.

(4) equipped form - main signals with replacement signal, is the replacement signal by way of derogation from article 38 paragraph 2 on the signal mast. to install.

(5) by way of derogation by article 59, paragraph 1 (installation of the signal "Stop disk") the signal "Stop disk" is directly in front of the disabled signal to set up main signals form disabled in exemption -.

(6) a form - main signal may not be announced with a distant signal in accordance with section 30.

Form - distant

64. (1) the provisions of article 30 (distant) shall apply mutatis mutandis.

(2) If a form - distant not in position "Caution" be brought, a train ride on the relevant signal must be allowed to only, when this train ride is commissioned in writing to accept the position of "Caution" at this signal.

(3) with a form - distant, no main signal in accordance with § 29 may be announced.

Protection signal without vertical white stripes

65. (1) the provisions of § 31 (protection signal) shall apply mutatis mutandis. By way of derogation from article 62 par. 2 (new direction of transition signals) protection signals may be rebuilt then without vertical white stripes, if the actuation of protection signals with the existing railway protection system is technically not possible.

(2) in a train station protection signals may be entered only without vertical white stripes if all signals of this group of protection signals without vertical white stripes; a mixture with protection signals referred to in section 31 is not allowed.

Permission signal section 66.



(1) the permission signal may be used only for a group of track by a maximum of three main tracks.

(2) the permission signal is used, it is above the main signal of the group to install.

(3) the permission signal may only illuminate when the corresponding group main signal in exemption.

(4) the required visibility depends on the permission signal the speed, it is the visibility in accordance with § 27 para. 3.

(5) the permission signal may be repeated if the local conditions require it. By way of derogation to the provisions of paragraph 4 by way of derogation from the provisions of section 27, paragraph 2 focuses the required visibility on the repetition of the permission signal according to the local conditions and must be less than 100 m.

(6) for the repetition of the permission signal, a site that is suitable according to local conditions is to set.

Form - reverse thrust signal

section 67. The provisions of section 49 (reverse thrust signal) shall apply mutatis mutandis.

Blocking signal

section 68. The running back not radiant lock signal is in darkness and unsichtigem weather to light.

Turnout signals

Section 69 (1) switch signals, which are at the same time in the field of vision of the driver or of the crossover operator, turnout signals in the execution may not at the same time used as transition signal with turnout signals in accordance with article 45.

(2) by way of derogation from the provisions of § 62 para 2 (new direction of transition signals) turnout signals may be rebuilt even as transition signal in, if this is necessary to fulfil the requirement of paragraph 1.

(3) in the case of turnout signals for double crossing turnouts as transition signal in, the line or the angle is formed by back-radiant white beam.

(4) do not return radiant running turnout signals are in darkness and unsichtigem weather to light."

36. the previous section 3 is named "section 4".

37. the previous sections 18 to 26 receive the paragraph label '§ 70"to"§ 78".


38. in article 70 (new) paragraph 1 first sentence is the word "ancillary vehicles" by the phrase "Special vehicles (minor)" and in the third sentence, the word "auxiliary vehicles" replaced by "Special purpose vehicles".

39. in article 70 (new), subsection 6 and 7 is substituted the word "auxiliary vehicles" with the word of "Special purpose vehicles".

40. section 71 (new) paragraph 1 reads:

"Rail vehicles are 71. (1) in track categories to categorize, which has no more than the track class D2 category B1 according to ÖNORM EN 15528"railway applications - track classes to the achieving of the interface between the load limits of the vehicles and infrastructure"by January 1, 2013 (see annex 8); at speeds of more than 200 km/h or when the use of tilting technology must be tested in each case, whether the loads can safely absorbed by the superstructure and the buildings. By way of derogation to higher track categories shall be allowed if the designated category of line of the rail vehicle is less than or equal to the category of line of the track. Rolling stock on the basis of individual properties of the rail vehicle or cargo not in the category of a line can be categorized, or the category of line of the route is smaller than those of the rolling stock, is to check whether the occurring loads sure can be absorbed by the superstructure and the buildings in the particular case."

41. § 3 deleted section 71 (new).

42. paragraph 73 (new) paragraph 1 reads:

"(1) the kinematic reference line applies to the dimensions of the rail vehicles G 2 Appendix 3. by way of derogation to are larger kinematic lines then allowed when the kinematic reference line underlying the calculation of the rolling stock is less than or equal to the kinematic baseline underlying the calculation of the light space of the line." Can rail vehicles on the basis of their individual properties or cargo no kinematic reference line be associated or underlying the calculation of the light space of track kinematic reference line is smaller than those of the rolling stock, is to check whether the transport of this rolling stock on the respective infrastructure is allowed in the particular case. Rail vehicles that match the cinematic reference line according to Appendix 3 Figure 3, may not drive on track brake in brake position or any other activated shunting or deceleration devices."

43. in paragraph 73 (new) paragraph 2 is inserted "kinematic" before the word "Lines" the word.

44. in article 73 (new) paragraph 3 is replaced by the phrase "the mechanical and electrical reference line for pantograph" the phrase "the reference line for pantograph".

45. Article 74 (new) paragraph 3 reads:

"(3) rolling stock, where travelers are transported must have easily visible and accessible operating devices which can directly or indirectly initiated or requested an emergency stop. The emergency braking system must be such that she by the driver or automatically can be bridged."

46. in paragraph 77 (new) paragraph 1 Z 9 after the word "Spotlight" the phrase "to the appearance of the peak signal" inserted.

47. the previous section 4 is named "article 5", then the following heading shall be inserted:

' 1. under section

General provisions'

48. the previous section 27 is paragraph labeled "article 79", the heading is "definitions and general provisions".

49. paragraph 79 (new) paragraph 1 reads:

"(1) trains are usually on going over the free route, coupled groups of control vehicles, unless they are moved by machine power, or individual locomotives. Appropriate special vehicles may be treated as trains or in trains."

50 § 79 (new) paragraph 4 reads:

"(4) deferred trains are from the driver's cab on top of controlled trains, in which one or more emitting power locomotives are queued, intended to exert pressure on the train forward. Derogation are push-pull trains rather than trains deferred to."

51. in section 79 (new), paragraph 5 to 8 by following paragraph 5 to 21 shall be replaced:

"(5) Betriebssteuernde points are the security-related activities for the processing of trains, shunting and side trips as well as operatively carry out related activities that occupied with one or more operating staff. One area is any operating control point to associate, for which it is responsible.

(6) the person referred to in section 95 is contact person for the operation controlling authority during construction work in the danger area of tracks.

(7) in the case of track operation, route tracks can be cycled in terms of signal in both directions. The tracks are known as rule - and other track, the track of the rule is to set.

(8) in operation of direction of, routes tracks can be cycled through in terms of signal in one direction only. The tracks are called "right track" and "wrong track".

(9) rides are intended movements of rolling stock and as train perform incidental or reverse thrust rides.

(10) train rides are rides on trains within stations, between stations or on multiple stations across. Provided for that purpose operational and technical requirements are met, train rides must begin or end in facilities of the free section.

(11) side trips are trips that can be carried out due to the nature of their implementation or the used rail as train - or reverse thrust rides. Rides from a station to a point the free route and back as well as rides on the free section, starting or ending are always side trips if they not according to para 1 second sentence as train rides may be carried.

(12) reverse thrust rides are intended movement of rolling stock not performed according to the provisions for minor trips or train.

(13) the braking distance is the path traveled by the introduction of the braking to a stop of the train.

(14) the braking distance length is that distance does not exceed the braking distance in emergency braking. The length of brake path depends on the local conditions.

(15) the emergency braking is a stunt initiated by the driver, with the full braking force in shortest possible time is reached.

(16) the emergency braking is a stunt initiated through an emergency braking device, an air valve or air brake head in which the full braking force is achieved.

(17) the brake weight is the measure of the stopping power of a rail vehicle or train.

(18) the measure for the existing braking performance is the ratio of brake weight to the Gesamtzugmasse and is calculated in hundred parts (brake hundredths).

(19) the Mindestbremshundertstel specify the braking power of a train that enables the infrastructure to be ridden a trial depending on the pitch conditions at 20 km/h.

(20) the Festival holding brake hundredths specify the braking power of a train that is necessary to secure stationary railway vehicles against inadvertent movement. The Festival holding brake weight in particular depends on the slope conditions and is to be determined by the railway infrastructure companies.

(21) train leader referred to an operating procedure, where next to the operating controlling the driver participates through receipt and delivery-defined messages (train running messages) in defined logon points (train hotlines run) in the scheme of the move order. Train control area is the geographic area in which the leading train company operating procedure is applied."

52. According to article 79 (new) following sections 80 to 101 with headings shall be inserted:

"Information on operating sites and routes

section 80. For operating sites and routes, operationally necessary information must be available and accessible to all which concerned in an appropriate manner. This information must at least include: 1 start and end of the line, 2 number of routes tracks, 3 for double-track routes information about operating of direction of with indication of the correct track or track change operating with indication of the control track, 4. information about the equipment with trolley, 5. information about the type of operation including Zugbeeinflussungs - and train protection systems and signal systems, 6 information on 2000W facilities, 7 information concerning light room and charge level , 8 specifications track class, 9 description and site operation controlling been able of operating places, names and responsibilities of the competent, 10 been location of railway crossings and non-public rail transitions, and information on their backup, 11 and been location of the tunnel, 12 specifications the required fixed holding brake weight and Mindestbremsgewicht, 13 information on braking distance lengths, 14 information on pitch conditions, 15 details of the local permissible speed , 16 information on track and platform length in operational units, 17 information about local and operational peculiarities and 18 information on service alone.

Service and service delivery

§ 81. railway undertakings have to settle in what form the start of the service and the service delivery have to be taken for the operating staff employed by them.

Point area


82. paragraph (1) as beginning of the turnout area is the location of the main signal covered the point area,



in stations with trapezoidal Panel the first busy junction.

As end of the turnout area principle applies the next reached main signal of the operating system; follows no main signal, the last busy turnout in this operating system.

(2) in the point area, a top speed of 40 km/h is to comply with, if not deviating speed is indicated or to comply with a lower local permissible speed is.

Control of railway safety systems and signals

83. (1) the railway infrastructure company has to regulate the operating railway safeguarding systems and signals generally as well as errors of these facilities.

(2) railway safety equipment must be satisfied if they are to operate and their operation is not expressly prohibited.

(3) if nothing stands are signals in time to be free. Main signals must be given in time, that the associated distant signal is already found in exemption.

(4) must be set back an already free to display main signal and the train is already in the block section before this signal, the train ride before the default must - be notified except in the Gefahrsfall -. The distant signal at the location of the back located main signal, located at least two block sections before the to be back home signal must be free.

(5) after performing a drive signals must have been basically back in stop position, before a drive in the same direction on the same track may be admitted. Exceptions must be based in the construction of the railway protection system.

Disabled signals

Section 84 (1) deemed unfit signals, which can be not free - or hold or may. Disabled signals should show as the containing term. Signals disabled in release, trains are to communicate in writing. Disabled signals can be passed only through special order.

(2) are all prerequisites for the passing of a disabled signal met, permission must train rides to the passing on this disabled main - or protection signal 1 with replacement or caution signal or 2. oral or written order with the wording "... signal disabled pass allowed" or 3rd with the signal "passing allowed", if the drive from the unsuitability of this signal with the wording "... signal of the (operating point) be disabled." Passing allowed eighth on signal, stop in the absence."was commissioned in writing, be granted.

(3) after the passing of disabled signals except the speed not exceeding 40 km/h in must exceed the subsequent point area, 1 it is a lower fixed maximum speed to comply or 2 cab signaling is the signaling a different speed or 3 at driveways, where at-grade signal; indicates a lower speed in this case, the train ride is pre-approved in writing to comply with the lower speed to hire.

(4) an independent message of the train ride at the site of a disabled signal is required, the train ride is with the wording "...signal of the (operating point) be disabled." Ride obtain permission."to instruct in writing.

(5) may at disabled auto block signal the replacement or caution signal not be served, so may train rides in writing with the wording "block signal and distant signal the auto block post... for once not note" to the passing of the disabled signal be entrusted. In this case allowed the back located main or protection signal only exempted - or that it allows passing - are, if the prerequisites for the passing of the signal to be observed not met are.

(6) reverse thrust trips are disabled reverse thrust signals orally or by telephone to communicate if they are in the intended way of reverse thrust, or are target specific reverse thrust driving.

(7) are all prerequisites for the passing of a disabled signal met, permission may reverse thrust rides to the passing disabled main, protective and reverse thrust signals verbally or by telephone will be granted.

Service rest

§ 85. (1) when service peace operation controlling bodies are temporarily not occupied. operation controlling points with service peace of mind as well as the period of service of silence are to be defined by the railway infrastructure companies.

(2) the stations associated with the operating control point, block points, transfer points, and Abzweigstellen are no sequence set during service time.

(3) for the rest of the service regulations to create are the railway infrastructure companies. It must contain in particular the following provisions: 1 beginning and end of service rest, 2nd position of backup-technical facilities, 3. information on the implementation of trips and 4. behaviour during disturbances and emergencies.

Safety of use ends at platform access

86. (1) are to protect from danger by driving end of railway use. Of paragraph 2 to 4 may be authorised only to the operationally necessary extent and in accordance with the provisions of trips across schienengleiche platform approaches.

(2) train rides on schienengleiche platform approaches need to be admitted, are to supervise the level platform access or block. The oversight or blocking may be omitted if are complied with the provisions of § 20 5 and 1 does not exceed the permissible speed in this area 40 km/h and 2 the 3 visibility to ensure is not restricted Z according to § 20 paragraph 5 by parked rolling stock.

(3) is detected during a train ride before a level platform access, that are railway use late in the term, to use the level platform access, the use ends in an appropriate manner (for example, by acclamation or signal "Caution") must be warned.

(4) reverse thrust trips via schienengleiche platform approaches will be necessary, to supervise the level platform access or block. The supervision or in exceptional cases is not possible, to drive on the level platform access with pace. In this case must be allowed to just this drive over the level platform access. Recognized that car use late in the term are to operate the level platform access, the use ends in an appropriate manner (for example, by acclamation or signal "Caution") must be warned.

(5) schienengleiche platform approaches may be occupied only in the operationally necessary time scale of railway vehicles.

(6) is detected, that provided platform additions do not use end of railway use, they must be warned in an appropriate manner (for example, by acclamation or signal "Caution").

Safety of use ends at the change of the passenger

87. (1) recognized, that are railway use late in the term, 1st on the wrong side in or out, or 2. on moving rolling stock to or from these to jump off, they must be warned in an appropriate manner (for example, by acclamation or signal "Caution").

(2) a train ride used the provided platform the use ends in the operation concerned must be notified.

(3) the communication referred to in paragraph 2 is not possible, are in writing to hire train rides, to communicate the use ends in the operation concerned and allow them to reach the train. Except for platforms with Rails-free access the traffic must be regulated in this case so, avoid encounters and parallel journeys in the area of the affected platforms.

(4) the measures referred to in paragraph 3 may be omitted if this train operates along a different track on the same island or centre platform.

Safety of travellers in person chartered trains

88. (1) has the railway undertakings to make appropriate arrangements for the security of travellers in person chartered trains.

(2) travellers in chartered passenger trains must have the possibility to contact, who can either help himself or provide appropriate assistance in case of an emergency with an employee of the railway company.

(3) in the case of darkness and during the passage through tunnels must be provided for lighting in rail vehicles, where people are transported.

(4) front doors must be locked when transition raised on.

(5) the railway undertaking has to make suitable arrangements for the safe exit of the train in case of emergency in consultation with the railway infrastructure companies.

(6) railway companies have to take precautions and measures to maintain safety and order concerning the overcrowding of trains.

(7) in the case of stopping a person chartered train at a train station, the travelers through the exit page are to communicate. This understanding may be omitted, if for the exchange of passengers provided for doors facing any platform, are not released for operation by travellers.


(8) in the case of stopping a person chartered train outside a station platform, the travelers are to communicate that the disembarking is prohibited. This understanding may be omitted, if the doors intended for the exchange of passengers not for the operation are shared by travelers.

(9) travellers in chartered passenger trains are deviations and special features with regard to the scheduled run of each turn to communicate in a timely manner. An understanding about delays has to be made when a delay of ten or more minutes reaches or is likely.

Operational orders of the operation controlling Center at rides

Operational orders of the operation controlling Center at rides are 89. (1) by signals, through the cab signalling, by means of timetable, to give in writing, orally or by telephone.

(2) written orders of the operation controlling Center at rides are to create in duplicate and must include 1 designation of the ride, 2. date, 3. designation of the operation controlling authority giving the order, 4th order, 5. signature of the client, these can und Vermögenstreuhänder der Wirtschaftskammer created written orders will be replaced with the name declaration, or a declaration by which the contracting authority can be identified, and 6 signature of the receiver to the same font.

The original must be handed by an operating agent of the Executive Body, has to remain at the point of manufacturing of the same font. The reception is to confirm the same font. Written orders issued in the train departure station at the same time are in the order of arrival at consecutively be numbered; written orders, spanning the entire run of the train are excluded. In written orders specified abbreviations may be used only by the railway infrastructure companies.

(3) written orders of the operation controlling Center at rides may be transmitted also by telephone. Telephone delivery of a written order from the manufacturing and the executing authority per a copy have to create. The provisions of paragraph 2 shall apply with the following exceptions: 1 signatures name information exchanged;

2. multiple jobs at the same time spoken to, these are in the order of the meeting to to speak to;

3. the order must be repeated by the receiver, are to eliminate any discrepancies. The correct repetition is regarded as acknowledgement of receipt.

Written orders only with the consent of the driver may be transmitted by telephone while driving. This excludes orders to avert an imminent danger of the operation.

(4) required written orders on trips must be granted before approval of the ride in the respective section.

(5) the railway infrastructure companies may combine written orders, whose need is predictable, for certain periods; This summary must include at least: 1 orders, partly summarized and richtungsbezogen in the order of arrival at 2. numbering of entries, 3. scope and 4. validity period represented,.

(6) specific written contracts referred to in paragraph 5 are summarized, this summary is to provide the railway companies. The railway undertaking shall ensure that these written orders from each train - and secondary drive be accompanied and observed. Such written orders shall be considered granted within the specified validity period.

(7) written orders on trips may be revoked only in writing.

(8) in the event that a train trip the leading locomotive or the driver of the leading traction is changed, the railway company has arrangements for the transmission of written orders to create.

Driving in the run

Section 90 (1) driving term is to set the speed of the rail vehicle so that obstacles can be stopped. This shall not apply in the case of those obstacles, which unexpectedly only appears within the braking distance in the danger area of the track.

(2) when driving on sight, the speed must be not more than 40 km/h.

Tracks or track sections that may not be served by rail vehicles with pantographs raised

91. (1) tracks or track sections that may not be served by rail vehicles with pantographs raised are to be determined by the railway infrastructure companies.

(2) must tracks or track sections worked in accordance with clause 1 of railway vehicles with pantographs are, this may be with lowered pantographs and depending on the local conditions with swing, rolling pass through or using catenary independent rail vehicles.

(3) should be driven with swing or roll pass through, the signals to locate "Announcement deep pantograph", "Deep current collector" and "Pantograph up" are in the appropriate places and is the driver to do so in a timely manner in writing or if the signal is opaque to hire by telephone with precise indication of the respective area.

(4) by way of derogation from paragraph 3, mandating using timetable may be made. In this case, the setting up of the signals may "Announcement deep pantograph" accounts for.

(5) by way of derogation from para 3 of written or telephone order is alone sufficient unforeseen occurs to the list of signals, in this case is the installation of signals to catch up as soon as possible.

(6) is a rail vehicle with current collector in a track section referred to in paragraph 1 to a halt, raising the pantograph only via telephone order of operating control point is allowed.

(7) the driver noticed the failure of the overhead line voltage, while driving he has to stop driving immediately and contact with the operation controlling Center. No risk is identifiable switches and railway crossings free tagged will go.

(8) the driver noticed the return of the overhead line voltage during the acts referred to in paragraph 7, so the ride may be continued unless no other arrangements were made by the operating-controlling agent.

Lock tracks

92. (1) is the lock of a track ("track locking") to have, if the track must not be used by trains. Tracks may be revoked entirely or in sections.

(2) an is track lock by the operating controlling body, 1 if the track has a blocked site or 2nd incident, when the navigability of the track is doubtful or 3rd train separation or 4th when missing closing signal, except in sections with compatible track-free alarm system or 5 lines loading.

All which concerned must be notified. A track block is to have, when no train is expected.

(3) by the railway infrastructure companies are appropriate measures to set, which eliminates accidental trips in locked tracks.

(4) the implementation of planned trips in locked tracks is by the railway infrastructure companies.

(5) the track block must be lifted from the operating controlling authority if the navigability and the absence of the track itself was observed or reported by an employee authorised by the railway infrastructure companies.

Secure stationary rolling stock

Stationary rolling stock are § 93 (1) to secure, if it requires the safety against accidental movement. The fuse is to carry, that at least the fixed holding brake weight is applied.

(2) the implementation of backup is to fix that turns off the relevant rolling stock that railway undertakings.

(3) before against unintended movement secured rail vehicles be moved again, is the backup to pick up. Of which must be adhered to, when repealing the backup a move or launch of the rail vehicle is required.

(4) locomotives must be supervised while they are motile and not particularly secured against unintentional movement by own power drive.

(5) the amount of the chocks must not exceed the level of 125 mm above the Rails.

Completely disturbed communication between the move order

§ 94. Completely disturbed communication between the train sequence have the railway infrastructure companies to create regulations.

Operational coordination during work in the danger room tracks

section 95. The rail infrastructure company has to determine by whom and in what way the operational coordination with the operation controlling Center to perceive is while performing the work in the danger room of tracks at the work site. This is to regulate in particular the accessibility, as well as to ensure that this person of the operating control point at the beginning of the work and any changes by name is announced.

No drives

96. (1) is the operating procedure "No trips" to apply when work in the danger room of tracks, the track section can be used no rides.


(2) the rail infrastructure company is responsible for all measures to be taken "No driving" in connection with the operating procedures. The operating procedure "No driving" is to have the operation controlling authority. All which concerned must be notified.

(3) by the railway infrastructure companies are appropriate measures to lay down which rides in track sections, the operating procedure "No driving" is for, to prevent.

(4) the operating procedures "No driving" may be lifted from the operating controlling authority when the reasons have disappeared.

Endangered Rotte

97. (1) is the operating procedure "at risk of rotting" to apply when work in the danger room tracks for the eviction of the danger room, oral or telephone communication before approval of a drive is required. The endangered Retting is to register by the person pursuant to § 95 at the operating-controlling authorities.

(2) at a vulnerable Rotte logon must be indicated: 1 been able of job, on routes tracks with information on the adjacent operating agents, 2. multi-pronged sections the work track or the work tracks, 3. estimated time and 4. name of the person in accordance with section 95.

(3) there are appropriate measures to set, which eliminates accidental trips in track sections, which are endangered rotten, by the railway infrastructure companies.

(4) with the work can be begun after consent of the operating control unit. The operation controlling authority may consent only if the necessary measures referred to in paragraph 3 have been made.

(5) at risk of rotten are to communicate prior to admission of rides in the respective section. Communication can be confirmed only by the person in accordance with section 95, if the danger area of the track to be ridden each is granted.

(6) on completion of the work or work interruption is to cancel points operation controlling the endangered rotting by the person referred to in section 95 to the competent.

Construction and maintenance

Construction and maintenance are 98. (1) with impact on railway operations to plan, if necessary, appropriate operational arrangements to create and in a timely manner to bring all thereof concerned are in coordination with the management in a timely manner. Affected railway companies are to be included to the extent necessary.

(2) in the course of the planning of construction and maintenance work in accordance with paragraph 1, track sections to the construction platform must be explained. The spatial extent of the building track, hedging against the operational track, as well as the period declared a track section to the construction platform, are precisely set. The settlement of rides in the track of construction of is not the operating controlling point.

(3) for the processing and implementation of trips in building tracks are to create schemes corresponding to the course of the planning of the construction and maintenance and to bring all thereof concerned in a timely manner. These rules shall in particular contain: 1 indication of the body responsible for managing trips, 2. execution and implementation of trips within the track of construction of; Precaution shall be taken that they can each other do not compromise 3. settlement and implementation of trips, as well as coordination with the operation controlling Center when driving to and from the track of construction of and 4. competence for protective measures for construction work in the danger room tracks during several drives at the same time.

(4) every job, from a construction platform in an operating track passes or flows, must be clearly identified for both directions of travel. This can be done by: 1 lock shoes with blocking signal or 2 main - or protection signals or 3 stop disc.

(5) rides in the track of construction of are performed according to the rules of driving in the run. By way of derogation the speed must not exceed 20 km/h of article 90, par. 2.

2. subsection

General provisions for trips

§ 99. (1) for driving the information needed for its implementation must be.

(2) except in the case of article 98, paragraph 2 trips must not perform, without having the operation controlling authority has knowledge of them. Article 127, paragraph 3 applies to reverse thrust rides.

(3) trips are carried out so that the interaction of each used railway vehicles with each other and with the traffic infrastructure and 4 operational requirements resulting requirements as well as requirements of the personnel are respected and do not endanger other rides will be the used vehicles, 3. from 1 of the traffic infrastructure, 2..

(4) the approach of trips is to announce barriers guards and guards of railway crossings before approval of the ride in the respective section by telephone.

(5) in the case of construction work in the danger room of tracks, a telephone announcement can be arranged from trips as additional operational measures.

3. subsection

Regulations for train rides

General provisions for train rides

Train rides are 100. (1) to refer to by the railway infrastructure companies with a unique number.

(2) for each train ride, a roadmap is to create. The creation of a timetable may account for trial or test runs for Überstellungs-which takes place outside of the General people, baggage, or freight, in individual cases, if the information required for the implementation of this train rides provided by the railway undertaking in any other way.

(3) the first railcar of a train must point forwards the peak signal. Is missing the peak signal or it is incomplete, the train at the next station stop. The defect cannot be remedied, this train ride with one or two lights must be continued; all affected employees thereof are to communicate. The train ride is in writing to hire to drive required areas, with more than 60 km/h to ensure not technically secure railroad crossings. The tip of pushed trains must only at night or if day signals are clearly not on at least 100 m with at least a white light to be identified.

(4) the last railcar of a train must show the closing signal to the rear. The final signal may be applied only once at the train. By way of derogation from the closing signal to the last rail of the wagon train may remain with locomotives at the end of the train, which emit Schiebekräfte or power to the proper motion, in addition, if those which concerned agree.

(5) if missing or not detected closing signal to take train separation to proceed in accordance with § 92 (lock tracks) as well as to determine the completeness of the train. The completeness of the train has been found, and the final signal cannot be replaced, must be driven with podge marking only on the essential route further; all which concerned are to communicate. Sections, whose absence is verified by suitable technical facilities, the lock of the track may be omitted.

(6) trains are operationally divided into passenger carrying trains and not passenger carrying trains. Within the meaning of this regulation are trains that serve passenger traffic, passenger-carrying trains, all other trains are considered non passenger carrying trains.

(7) trains, which serve not the passenger, but military personnel, members of the post or cargo and transport companion with promoted, within the meaning of this regulation are considered non passenger carrying trains; for the safety of persons in these trains, the provisions apply accordingly § 87 par. 1, 88 (safety of travellers in person chartered trains) and 115 paragraph 4. Rail vehicles, where such persons are transported, have no emergency brake device referred to in section 74 subsection 3, must be ensured, that the people in these vehicles can connect a talk with the driver.

Dimensions and loads

101. (1) the Wagenzugmasse is the sum of the mass of all rail vehicles queued in the train and the mass of their charge. The mass performance driving vehicles giving up are not considered.

(2) the Gesamtzugmasse is the sum of the locomotives giving off Wagenzugmasse and the mass of all power.

(3) rule is that value of Wagenzugmasse, a locomotive of a certain series in the timetables relevant for the respective timetables can carry.

(4) the train limit load of moving locomotives is the value of Wagenzugmasse, which shall not be exceeded in relation to the infrastructure to be ridden."

53. the previous section 28 is paragraph labeled "§ 102".

54. 102 (new) section 2 paragraph:

"(2) the braking power of a train must be sufficient to bring the train within the permissible stopping distance length to hold. The relationship between braking distance length, track pitch, brake output speed and brake hundredths is shown in the brake Panel (annex 6). The determination of the braking power of a train is to regulate by the railway companies."

55. the reference "article 15 para. 3" with the reference "section 24 paragraph 7" is replaced (new) in section 102 paragraph 3.


56. in paragraph 102 (new) paragraph 4 is the phrase "of the Railway Act 1957" by the phrase "EisbG, as amended by Federal Law Gazette I no. 205/2013" replaced.

57. the paragraph 5 be in section 102 (new) and replaced 6 by following paragraph 5 to 12:

"(5) the last or second to last, as well as the first railcar of a train must have an effective brake. The last rail has no acting brake, so may it be filled with travelers and not with large note 1 to 9 in accordance with the Convention on international carriage by rail (COTIF), annex C - rules for the international carriage of dangerous goods (RID), as amended by BGBl. III No. 33/2011, be marked.

(6) braking performance required for a train is to be determined by the railway infrastructure companies and to announce the rail transport companies.

(7) if the required braking performance in accordance with paragraph 6 in exceptional cases not be applied, are by the railway undertakings and the rail infrastructure company to set jointly appropriate measures.

(8) a brake malfunction is detected, may the ride be only continued after eliminating the malfunction. If necessary, is making a renewed brakes and check whether the required braking power is still applied. Is the required braking power is no longer applied, is to proceed in accordance with paragraph 7.

(9) by way of derogation from paragraph 5 the ride may continue after errors from the free section in the next station, when the car with non-acting brake not with travelers are occupied.

(10) all grade and low grade braking are to turn on. Derogation may not be switched on: 1. braking systems, applying them by the railway infrastructure companies is not allowed;

2. brake, whose application must be expected to an impairment of the safe guidance as a result of dynamic longitudinal and lateral forces;

3. braking, turn off are due to the interaction of properties of rail vehicles and their cargo.

(11) activated brakes are bringing in the most effective position, but must this provision derogated from are, if an impairment of the safe guidance as a result of dynamic longitudinal and lateral forces must be expected for concrete train formations.

(12) disabled brakes must not be switched on."

58. § 102 (new) the following § 103 together with heading shall be inserted after new:

"When

103. (1) before a train leaves the train departure station, is a when to perform. The brakes must be repeated if 1 the driver's cab is changed or the train supplements 2. or will be cut unless that rolling stock pulled trains only at the end or deferred turns only at the top be suspended or a defective braking effect is established 3..

(2) for the conduct of the brakes, the railway undertaking is responsible, the Zugtrasse has been assigned.

(3) they are all braking systems to test, the use of which is provided at the respective train ride.

(4) in the case of the continuous brake the brakes 1 has create, 2. the finding of the properly constructed State, 3. solving and 4th finding the brakes properly dissolved State to include. The railway company has regulations to create, through which operating staff and which rolling stock making is the brakes.

(5) the use of other braking systems is provided, has the railway undertakings to create regulations for the application and testing of these brake systems.

(6) implementation of the brakes is to sign the driver and, if necessary, further thereof concerned with their score.

(7) by way of derogation from paragraph 1 the railway undertaking may set exceptions for trains that remain unchanged during several train rides; It must be ensured, that the brakes will be carried out at least once in 24 hours."

59. the previous section 29 is paragraph labeled "§ 104" and is together with the heading:

"Train formation

104. (1) the rail vehicles queued in trains must comply with the category of line of the infrastructure to be ridden each.

(2) rolling stock, including its cargo, 1 which are classified in a higher category of line as the track, which drive over it, or 2. any track class are categorized or 3rd with exceptional outer dimensions or 4 with exceptional nature or 5th with exceptional shipping charge way (extraordinary items), may be queued only in trains, if appropriate measures are set.

(3) rolling stock and cargo, and whose assurance must be no obviously recognisable deficiencies affecting the operational safety; loose or moveable parts of the rolling stock must be set properly or kept.

(4) for the series a and the promotion surrounding off not power and trains on snow centers are appropriate regulations to create by the railway undertakings, taking into account the requirements of the railway infrastructure company.

(5) for the train formation that railway undertakings is responsible, the Zugtrasse has been assigned.

(6) the railway undertaking has regulations to create 1 by the operating staff and the tests referred to in paragraph 3 must be what vehicles and trains, and what further technical treatments of railway vehicles and trains in operation must be 2.."

60. According to § 104 (new) following sections 105 to 110 with heading inserted:

"Length of the trains

105. (1) trains cannot be longer than the braking conditions, the tension and shock bodies, in the trains of the longitudinal and lateral forces and which allow them to befahrenden operating systems.

(2) trains, the length of which exceeds the length of the operating systems that are considered excessively long trains. The leadership of extra-long trains is allowed only if the safety by operating instructions.

(3) Personenbefördernde trains may be only longer than the platforms when security by operating instructions changing the passenger is guaranteed.

Preparation of the train ride

§ 106. (1) for the preparation of the train ride is that railway undertakings responsible, the Zugtrasse has been assigned.

(2) the data required for the train ride the rail vehicles are to record, and to create records. These records shall be carried on the train. The data necessary for the processing of the train by the railway infrastructure companies are to announce the operating controlling authority.

(3) in the case of the apparent recording of the data referred to in paragraph 2 is also on the correct position of facilities of the continuous brake and on compliance with regulations concerning the sequence of rolling stock to make sure.

(4) the railway company performing the train ride has before departure of the train in that place where the train begins to make sure that particularly 1 the testing of brakes and the Bremsberechnung is performed, 2. the proper state of the dome is manufactured, 3. the signals required for the train are installed or turned on, the rolling stock, as well as, where appropriate, their loading no obviously recognisable defects exhibit 4. , 5. car locks effectively, as well as loose or movable railroad supplies are set properly or kept, 6 the required Schienenfahrzeugsicherungsmittel to the extent necessary are available and ready for use, 7 8, and that under the train any Schienenfahrzeugsicherungsmittel or other obstacles are all for use on the working locomotives, as well as measures necessary, where appropriate, for the transport of imported multidrug locomotives are carried out.

(5) the train formation is changed, is to proceed according to the provisions of paragraph 4. The provisions of the Nos. 4 and 5 are doing anyway, on rail vehicles queued in the train new, determination the Z 2 in those places, where newly coupled or State of the dome has not yet checked was, to apply.

(6) following fulfilment of the requirements referred to in paragraph 2 to 5 departure readiness by the driver at the operating controlling point must be reported. This message can be technical systems or by telephone. The railway infrastructure companies may specify that this message should be avoided and determine requirements for it. A telephone message, this is with the wording "train... (Train number)... in... (Place of business)... Stockholm."to give. The railway infrastructure companies may set that person chartered trains operated without conductors, in the notification of readiness for departure is noted in this case, the wording is: "train... (Train number)... in... (Place of business)... with no train ready to go."to be.


(7) are in the preparation of the train ride or after the departure of the train in that place where the train starts, deficiencies, these are possible to eliminate. May be this is not possible with the available resources is to check, whether and, where appropriate, the conditions under which the ride started or continued. Faulty equipment is to label the railroad or the defective device and, if necessary, to protect the device against unintentional operation.

Changes the characteristics of the train

§ 107. The railway undertaking has the rail infrastructure company promptly about changes the characteristics of the train, which can affect the implementation of train, as well as changes which the suitability of turn for his assigned networks can be compromised to communicate.

Infrastructure, at the end of the running-in track, pedestrian crossing

108. (1) the route of a train ride includes 1 when moving a continuing train rides the track section from reverse thrust stop signs



or the Trapeze table until the end of the running track or 2 train trips, which within a station divided by intermediate or protection signals drive (advancing train ride) the track section from the closing signal until the end of the running-in track or 3rd when exiting trains the track section of the final signal up to the reverse thrust stop table



or the Trapeze table.

(2) the end of the running track is the each only achieved the following signals: 1 main;

2. intermediate signal in position "Stop";

3. protection signal in position "Ban";

4. signal "End of track";

5. lock signal at the butt end of track.



(3) in stations without entry signal the end of the running track is also a border mark lying on the outward side or point tip.

(4) the end of the running-in track with signals referred to in paragraph 2 is in exceptional cases



or paragraph 3 is signaled, the train ride to prescribe the to end of the running-in track with written order.

(5) in the pedestrian crossing or in these into no drives are allowed.

Exit without match

§ 109. must a track be used exceptionally in stations with departure, for which there is no match, is writing with the wording "Train out without announcing" to hire the train ride. This written order shall be issued only if all conditions for the implementation of the train ride. Turnout in the extension path must be navigated with not more than 40 km/h.

Driveway, road testing and quality assurance

110. (1) train rides may be authorised only on driveways. Routes for train rides are distinguished in: 1 migration: driveways for the exemption of a master or protection signal takes place. The correct position and securing the points belonging to the respective road - and flank protection facilities is ensured by the railway safety system from the start signal.

2. Zughilfsstraßen: Driveways, for which no exemption of a master or protection signal is provided. The railway safety system ensures the correct position and securing the turnouts belonging to the respective road and flank protection facilities.

3. Ersatzstraßen: Driveways, for which no exemption of a master or protection signal is provided. For the correct position of the course associated with the respective road, the operator of each railway safety system is responsible; the security is provided through alternative measures, according to the type of each rail safety system. On the position and flank protection infrastructure must be avoided.

(2) for the setting of routes for train rides, the order referred to in paragraph 1 is mandatory.

(3) before allowing a train ride, a road test must be carried in stations. These shall include: 1 the examination whether the infrastructure is free including his marches that 2. whether no other drives can endanger the respective train ride, if necessary, are testing, to make dangerous trips.

3. the manufacture or check the correct position of the course associated with the respective road and flank protection facilities, and 4. the securing of turnouts belonging to the respective road and flank protection facilities, where these may not apply pursuant to paragraph 1 Z 3.

(4) if points of paragraph 3 by the railway safety system are examined, the execution by a suitable operating staff is required.

(5) if disturbed track free alarm system being free of the route not can be determined by inspection, or if the running path in an occupied track ends, the safety equipment or operational instructions must be guaranteed. This also applies if the entry way through intermediate or protection signals is divided into several sections of roadway.

(6) if the signal dependency does not exist or lifted, turnouts, which are served by trains towards the tip, are technically to secure or to guard.



To check their correct position and navigated the Trailable turnout with not more than 10 km/h. derogation of Trailable turnouts when negotiate allows the signal Trailable turnout nor the signal switch blocking is visible, to stop before the Trailable turnout

The speed within the scope of the turnout must not exceed 40 km/h.

(7) the dependency does not exist for a non-signal-dependent switch on the free section, is in writing to hire the train ride, stop before the switch, check the correct position of the switch and then navigated the crossover with pace. This order may be omitted if the service key of the respective turnout 1 in a technical device is detained and appears as the operating controlling authority or 2nd in the operating controlling authority is kept and 3rd in the neighbouring controlling operating point is kept or was given a ride in this section 4.; the transfer and return of the control key are in this case to report of each neighboring operating control point, or 5 through a drive is kept, who has locked himself into the alternate port and reported the operation controlling authority."

61. the previous sections 30 and 32 be paragraph called "§ 111" to "§ 113".

62. in section 111 (new) is the word "Trains" by the phrase "Personenbefördernde trains" replaced.

63. 112 paragraph with heading:

"Consequential and other train control

112. (1) is the sequence of train rides by sequence points. Locally not occupied sequence points are to associate an occupied train sequence point. The move order places include train stations, block points, transfer points and Abzweigstellen.



At a leading train company, the move order by train running messages in train running hotlines is to regulate.

(2) the technical protection against consequential and return trips to the same block section is disabled,



or the fuse with consequential and return trips through appropriate operational procedures to ensure does not exist. The rail infrastructure company has the appropriate regulations to create.

(3) train rides may follow each other only in the distance of the move order points. The busy route section must be claimed not by a drive in the opposite direction. Nos. 1, 2 and 5 must be adhered to by the provisions of the first sentence in compliance with driving term in the cases of § 124 (arrangement of driving in the run) 1.

(4) if the same operation staff for approval of rides in two adjacent digits of move order is not responsible in accordance with paragraph 1, second sentence, rail vehicles, which will not run as a train ride, may be authorised only with the consent of neighboring sequence points on the free route."

64. Article 113 (new) paragraph 1 Z 2 is required; the Z 3 to 5 will receive the designation of 2 to 4.

65. paragraph 113 (new) para 1 No. 2 (new) is: "3. the braking performance of each turn (section 102);"

66. in paragraph 113 (new) paragraph 1 paragraph 4 (new) is the word "and" replaced by a comma and (re) inserted following Z 5: "5. the dynamic effects caused by vehicles and ' 67. In § 113 (new) para. 2 No. 1 is the word "Trains" replaced by the word "Trains".

68. in paragraph 113 (new) para 2 subpara 1 lit. a is the bracket expression "(§ 15 Abs. 4, § 25 Abs. 1 Z 5)" by the parenthetical expression "(§ 24 Abs. 7, § 77 Abs. 1 Z 5)" replaced.

69. in paragraph 113 (new) para 2 subpara 1 lit. b is the bracket expression "(§ 15 Abs. 3, § 25 Abs. 1 Z 4)" by the parenthetical expression "(§ 24 Abs. 2 und 3, § 77 Abs. 1 Z 4)" replaced.

70. in paragraph 113 (new) para. 2 Z 2 is the phrase "Goods trains with continuous air brake" the phrase "Trains with continuous air brake, in which goods wagons or special-purpose vehicles are transported" replaced by.

71. in paragraph 113 (new) para 2 subpara 2 lit. a is the bracket expression "(§ 15 Abs. 2, § 25 Abs. 1 Z 4)" by the parenthetical expression "(§ 24 Abs. 2 und 3, § 77 Abs. 1 Z 4)" and of the bracket expression "(§ 15 Abs. 4, § 25 Abs. 1 Z 5)" by the parenthetical expression "(§ 24 Abs. 7, § 77 Abs. 1 Z 5)" replaced.


72. in paragraph 113 (new) paragraph 4 is the bracket expression "(§ 15 Abs. 4, § 25 Abs. 1 Z 5)" by the parenthetical expression "(§ 24 Abs. 7, § 77 Abs. 1 Z 5)" replaced.

73. in paragraph 113 (new) para 5 No. 2 to "A comma can be the word" inserted.

74. the section 113 (new) be added following paragraph 7 to 10:

"(7) for trial and trial runs of para 1 to 6 must allow the railway undertaking in agreement with the railway infrastructure company exemptions from the provisions, if safety and order is guaranteed.

(8) the local permissible speed for individual sections is to be determined by the railway infrastructure companies and to represent in an appropriate manner.

(9) track sections, where the local permissible speed must be lowered are to prescribe the driver with written order and marked by signals. Unforeseen occurs, the written order is alone sufficient to establishing the signals, in this case is the installation of signals to catch up as soon as possible.

(10) the railway infrastructure company has to care for the written assignment of trains related to speed limits and slow driving places."

75. the previous section 34 is eliminated; the previous section 35 is paragraph labeled "section 114".

76. in paragraph 114 (new) paragraph 1 is the bracket expression "(§ 18 Abs. 4)" by the parenthetical expression "(§ 70 Abs. 4)" replaced.

77. the reference "in paragraphs 4 and 6" is changed by the reference "in paragraphs 4 and 7" (new) in section 114 para 3.

78. in paragraph 114 (new) paragraph 5 is replaced by the phrase "of the rail transport undertaking" the phrase "the competent authorities".

79 in § 114 (new) of the previous paragraph 7 does not apply, subsection 6 is named para 7, inserted the following paragraph 6 (new):

"(6) for the railway infrastructure companies is the operational orders relating to driver point of contact for all the train ride, information and understandings. The contact person locos with train drivers occupied the train are queued, is the driver of the leading traction."

80. in paragraph 114 (new) the following paragraph 8 is added:

(8) in the event that the driver to leave the driver's cab, the railway undertakings to make appropriate arrangements, in particular, is to get that: 1. which train against unwinding is secured, 2. the train against unauthorized start-up is backed up and the operating control point reached 3., except it is changed when only the driver's cab, the provision of section 128 paragraph 3 remains unaffected thereof.

81. According to § 114, following §§ 115 and 128 along with headings are added:

"Busy person befoerdernder trains

Section 115 (1) person befoerdernder the cast trains with train crew has by the railway undertakings to be carried out. For the management of chartered passenger trains without conductors, the agreement with the railway infrastructure companies to establish is with regard to the measures relating to the exchange of passengers and driving away of chartered passenger trains at platforms.

(2) Personenbefördernde are trains to occupy, provided that its operational tasks are carried out not by an other appropriate operational staff or technical facilities with at least one train. You must run without conductors, if at least the following conditions are met: 1. the total train length the length of the platforms of operating points with scheduled stops does not exceed (rail vehicles which are not carrying passengers, and are locked at the end of the train are excluded); must be driven with vehicles beyond the end of the platform, this is a suitable page selective door control with the railway infrastructure companies to agree, 2. available must be 3 a-grade door surveillance display of the status of the doors (open or closed) must at the driver for all rolling stock intended for the carriage of, available, 4. the rolling stock have to door switch or have handles that are designed , that accidental snagging is kept aside, 5 in each entry area a suitable passenger emergency intercom must exist to meet the requirement of section 88 (safety of travellers in person chartered trains) and 6 suitable for indoor and outdoor public address systems must exist.

Facilities according to Z 3 to 5 are not available or not suitable for only one - or bipartite trains without conductors may be carried. The driver must be able to view directly the entire train. All other person-chartered trains are permitted only up to the next scheduled stopping station. The railway infrastructure companies is to communicate.

(3) must the driver start closing the doors when doors are still open, are the passengers in an appropriate manner to warn. The warning will be produced by the driver, this has to be about the outdoor sound system. Are the vehicles which are intended for passenger transport, announces the closing of the doors with a warning tone, the warning by the driver must account for. The driver can begin until the train, if he will see the closed state of the doors and the release of the doors is withdrawn.

(4) in the event that the driver has to leave the person chartered train, the railway undertakings to make appropriate arrangements has required information and behaviour orders conveyed the traveller.

The train arrangements, changes, deviations

Section 116 (1) which is to regulate that disabilities and delays avoided whenever possible as well as already encountered delays as possible to reduce train traffic.

(2) trains may be admitted only at the same time, if their driving and protection paths separated from each other. Protection paths must touch each other.

(3) railway undertakings have to communicate each other to the extent necessary and the likely time of planned changes and unexpected variations in rail transport.

(4) the railway company shall make sure that all thereof are informed about train transport to the extent necessary, and timely notified of changes and deviations, or, if necessary, any orders received.

(5) use-end of the train are deviations and special features with regard to the scheduled run of chartered passenger trains within the framework of the technical and operational possibilities to communicate in a timely manner. An understanding about delays has to be made when a delay of ten or more minutes reaches or is likely. The responsibilities and procedures are at understanding the use ends by mutual agreement set by the railway infrastructure companies and by the railway undertaking.

(6) Personenbefördernde may not leave trains prior to the publicly announced departure time, except in particular, cases in which the respective train ride to start driving, specifying the extent is instructed in writing.

Starting from trains

Section 117 (1) in the train station may take no train ride without consent of the operating control unit.

(2) that consent to give consent 1 by the displayed free term at main signals (except the Group's main signal) signal imitators, warning signals, protection signals, signals



as well as permission signals or 2 disabled main and protection signals (except the Group's main signal) through the permission to the passing or 3rd on track without affirmative signals and tracks with the group main signal through an operating employee with the wording: "consent for departure for..." (Train number)... granted."



4. in the leading train company by the train running message.

Several train rides to go is available in the same section of track before the signal voters to, those trains must be contacted prior to giving the consent, to which the agreement does not apply.

(3) who is granted permission to teach by the train Manager on the train drivers, 1 if in a section of the platform in accordance with paragraph 2 No. 1 pursuant to par. 2 No. 2 with "Replacement signal" or signal "Warning signal" imperceptible gave consent for the driver and the signal 'Communicating consent' is attached or 2. If point of view-obstructing conditions occur unexpectedly or 3rd with the signal "leave allows" , if it is built.

(4) by way of derogation from paragraph 1 consent 1. service peace is eliminated or 2 in platform areas are located after the main or 3rd in platform areas with the signal "Consent is omitted", or of them agreed 4. when derogations were made of the railway infrastructure companies due to the local operating conditions and train rides are.

(5) when starting is required according to the given options on irregularities.

Signal attention


Section 118 (1) for the consideration and observance of signals is responsible of the driver of the leading traction. More operating staff, which are added to the driver to carry out his duties, are responsible to the extent where this results from its activities.

(2) the driver of the leading traction has possible to observe track and catenary in order to respond quickly in extraordinary situations. He sure whether signals are output of the train ride.

(3) in the case of delayed trains in para 1 and 2 are whether the staff located at the top of the train.

Running-in tracks, inputs and extension changes

The tracks traveled by trains are article 119 (1) by the railway infrastructure companies to set.

(2) a - and outward changes are to have the operation controlling authority.

(3) If a lower speed to comply with is in stations with break-in or intermediate signals pursuant to article 64 (form - distant signal) on the basis of the inward change than would be provided for this train is the train ride to the adherence to the signaled speed 1 with written order or 2. by leave of the retraction before or intermediate distant in position "Caution" or 3 by stopping in the break-in or intermediate signal to instruct.

(4) a running track, which is not free or accessible in the entire length of the route by the end of the running-in track, including his marches, is considered occupied. From the opaque signal



or from the Trapeze table must be driven under the provisions of "driving on sight". The job has to be done: 1. by signaling or 2nd with written order or 3. by telephone at the signal or 4. orally at the signal or



oral in the corrugated board.

Breakpoint, border-free entrance

Section 120 (1) If no operational reasons oppose, have to drive train rides to the respective end of the running track.

(2) by way of derogation to paragraph 1, the railway infrastructure company for non passenger carrying trains for specific operational units (for example, Verschiebebahnhöfe) to accelerate the operations may meet separate arrangements which allow an earlier stop.

(3) by way of derogation from paragraph 1 on schedule ongoing passenger carrying trains - must operation stays - 1 in signal with the signal "Breakpoint" with the Zugspitze in the first achieved signal "Breakpoint" except stop or come 2 to a halt so that the ends of railway use as possible easily and safely reach the car or can rely and unloading operations are possible. On platform additions taking into account as far as possible is to take. For better orientation, orientation panels at the platform roof on poles and the like must be attached.

(4) the operating controlling body map stop before the end of the running-in tracks, the train ride is to do so in writing to hire. The breakpoint is 1 with a specific geographic point of reference in the written order to specify, or mark 2 with stop disc.

In the written order is to specify whether or not a stop disc is placed.

(5) Zugspitze and train end of an ongoing station train must come to a halt so that rides on neighbouring tracks are not obstructed ('border-free'). This principle must be adhered to when overlong trains and the trains, where this is appropriate for issuing written orders or for the train drivers change.

Unexpected stop, failure of stays

121. (1) trains may stop abnormally only in justified cases.

(2) the train ride is to instruct the unscheduled stopping: 1 in writing, the stop is in this case a scheduled stay equated, or 2 by means of a subsequent extension before, or intermediate signal in position "Caution" and the) outward - or intermediate signal in position "Stop" or b) protection signal in position "Ban".



(3) a written contract in accordance with paragraph 2 No. 1 is not possible, a train ride sustained by the trapezoidal Panel there orally to unscheduled stop to hire. Pausing before the Trapeze table not in the timetable or with written order is prescribed, such a train she must as far as possible before the corrugated board with danger signal be stopped and asked verbally to the unscheduled stop.

(4) stays may be omitted, if the operating-controlling authority has persuaded that they are not needed. Publicly announced stays of chartered passenger trains may not be omitted.

(5) to a stay, has the operating controlling authority to hire the train to pass through. This order can be made: 1. in writing;

2. at railway stations with departure by releasing the outward - or intermediate signal; This signal is disabled, is the replacement or warning signal or the signal "Passing allowed" as a drive-through order;



3. at railway stations with Group departure only by exemption of group ausfahrsignals, if a permission signal allows the drive from the respective track.

For stations without announcing, corresponding regulations to create are by the railway infrastructure companies.

(6) in the case of chartered passenger trains, demand stays must be provided. Person-carrying trains must retract in operational units with required stay so slowly that they can stop pursuant to § 120 para 3 (breakpoint), once travelers are perceived on the platform. Want to get travelers off, has - with the exception of existing support request key - the accompanying in time to inform the driver.

Slide

Section 122 (1) to comply with the provisions of § 99 para 3 (shorter) has the railway infrastructure companies due to the infrastructure-side criteria to determine which sections and under what conditions may be pushed.

(2) to comply with the provisions of § 99 para 3 (shorter) has the railway undertakings on the basis of the vehicle-side criteria to make necessary arrangements.

(3) pushing locomotives have with each other and be coupled with the train. Of which must be adhered to, if the Nachschiebetriebfahrzeug in the station remains ("start assist").

Stay of trains, train separation

123. (1) a free line train stops and can he continue his trip under its own power, has on-board staff, after necessary security measures to communicate the operation controlling body.

(2) the operating controlling authority has to decide how and in which direction the carriage of the left turn is, and has to ensure, if necessary, for the understanding of neighbouring controlling operating point and other subject of concerned in a given road section.

(3) If a train separation is established, can the drive cannot continue for the time being and is the operating controlling body to communicate. Train radio equipment are not available, but may up to the next telephone next main signal on that for this purpose



or the next Trapeze table also will be shut.

(4) any sudden pressure drop in the main air pipe must be seen up to clarify the reason of train separation.

(5) the train parts are to secure the train staff against unwinding.

(6) the operating controlling agency has to lock the track and to make the arrangements necessary for the evacuation.

Arrangement of "driving on sight"

124. (1) driving term may only be ordered when: 1 driving on not registered sections of track in the event of a fault, if the absence cannot be determined or 2nd driveway on occupied track or 3rd suspected not possible announcement of rides in accordance with § 99 para 4 or 4 or detected damage to the overhead line system, if the driving of the affected track is inevitably necessary or 5 completely impaired communication between the train sequence.

(2) the arrangement has to be 1 by signaling or 2nd with written order.

(3) the arrangement with warning signal issued, it applies to the next main - or protection signal. Arrangement with written order, the area in which must be driven on vision must be delineated in the written order.

Documents, records, information

125. (1) the railway undertaking must all operating employees those rules, operating instructions, and vehicle and track specific information make available, they need to perform their tasks. This information must include the rule mode as well as the operation of deviations and errors.

(2) the railway undertaking has, taking into account the conditions for access of network of the railway infrastructure company to govern which records for the move to the safe and proper implementation of trips are required.

(3) the railway infrastructure company has to settle, which records about the operation, as well as for the safe and proper implementation of trips are required.

4. subsection

Provisions for side trips


Side trips are 126. (1) to refer to by the railway infrastructure companies with a unique number. The number can be supplemented with letters.

(2) for any secondary ride is a driving instruction



in the leading train company to create if no timetable was created for this secondary drive a train running sheet for side trips.

(3) for the implementation of side trips, arrangements to create are by the railway infrastructure companies.

5. subsection

Provisions for reverse thrust rides

127. (1) reverse thrust rides may within stations and interchanges as well as performed within Abzweigstellen equipped with reverse thrust stop panels and transfer points.

(2) nature and extent of reverse thrust are before beginning with the operation controlling Center. Reverse thrust trips are to dispose that trains be hindered only in operationally essential cases.

(3) reverse thrust trips the reverse thrust stop Board



or in stations without entry signal over the border mark of the running-in soft, are permitted only with the consent of the adjacent sequence unit and set of measures against accidental trips in the relevant section.

(4) in the case of the movement is to go to the rules of driving in the run and with not more than 25 km/h. A mandatory reverse thrust way free message is done by the operating controlling authority, must in terms of free reported not according to the rules of driving in the run be driven and must not exceed the speed not exceeding 40 km/h.

6 subsection

Special provisions

128. (1) exceptional situations occur, is calm and level-headedness to preserve. following procedure must be observed: 1. Prevention of risks, 2. If necessary, performance or request help, 3. message of the incident.

(2) railway undertakings and rail infrastructure company must inform each other before and during the journey each other about errors that may affect the train ride.

(3) unforeseen on the free section keeps a train ride and places the order to stop not with a main signal, train crews has cause to determine and communicate the operating controlling position after implementing the necessary safety measures as soon as possible. The journey is permitted only with the consent of the operating-controlling unit. Communication is not possible, may run up to the next phone, under no circumstances over the next main signal



the next Trapeze table, be opened; proceed thereby as in troubled railway crossings is at railway crossings between nearby.

(4) a train in station comes unexpectedly to a halt and stop is not carried out with main - or protection signals, proceed only with the consent of the operating-controlling unit may be carried out.

(5) is recognized, that the train uses an incorrect route, the train ride is to stop immediately. The operation controlling authority has to decide how further proceed.

(6) detects a train that a scheduled stop is not respected, is to make contact with the driver. Contact with the driver is not possible, the emergency brake must be pressed. The operation controlling authority is to agree with regard to the information of the use ends located on platform."

82. the former article 5 is named "article 6"; the previous sections 36 to 40 get the section name "section 129" to "§ 133".

83. § 129 (new) receives the title "Definition, General provisions", eliminating para 1 and para. 2 to 5 will receive the designation of 1 to 4.

84. paragraph 129 paragraph 3 (new):

"You are for your (3) the operating staff to make service exercise necessary regulations and service instructions, and they are also proven to teach."

85. in paragraph 130 (new) para 1 is in no. 2 the word "and" and the point each replaced by a comma in no. 3, following Z 4 to 6 are attached: "has 4 over for the particular activity sufficient knowledge of the German language in speech and writing, 5 who has successfully taken tests provided for for the particular activity and 6 for the particular activity to the extent necessary is instructed."

86. in paragraph 131 (new) the following paragraph 8 is added to:

"(8) training and testing, the comply with the railway-aptitude and examination Regulation (EisbEPV), Federal Law Gazette II No. 31/2013, correspond to, replace training and tests as far as the sections 130 and 131 convey this equivalent expertise."

87. para 1 to 4 be called 5-8 (new) in paragraph 132, inserted following paragraph 1 to 4:

"You have (1) operating agents for their respective activities to comply with necessary service provisions and service instructions; These are proven to make them available by the railway undertaking in the currently valid version.

(2) in the service must be for that purpose provide the documentation available to the operating staff and have them available to use the equipment its purpose according to which operating staff.

(3) operating employees have the instructions of the Manager or an operating officer nominated by him, which contact the security and order to comply immediately.

(4) operating employees have to support the Operations Manager or an operation officials authorised by him in carrying out his duties and to furnish the necessary information."

88. the following paragraph 3 is added to § the 133:

"(3) operating employees have the appearance of reasons that prevent the usage of a service referred to in paragraphs 1 and 2 to notify the competent authority. The modalities of the message are to be determined by the railway company."

89. the former article 6 is labeled "7" section; the previous sections 41 to 43 are replaced by the following paragraphs 134 to 137 along with heading:

"Transitional provisions to the railway construction and operating regulations, as amended by Federal Law Gazette II No. 156/2014, concerning equipment and rail vehicles"

134. (1) the provisions of the following paragraphs apply to equipment and rail vehicles, 1 for before the entry into force of this regulation, a railway construction permit or approval has been applied for or granted, or 2. that prior to entry into force of this regulation on the basis of § 36 para 1 I no. 205/2013, permission-free have been carried out EisbG, as amended by BGBl., or 3 on the § 36 para 1 in conjunction with § 175 ABS. 18 EisbG , as amended by Federal Law Gazette I no. 205/2013, is applied.

(2) operating systems, that by way of derogation to article 11, paragraph 1 have no points and are referred to as station, may retain the name of railway station and in operational processing continue to be treated as station.

(3) equipment and rail vehicles, which do not meet the article 20, paragraph 1, 2 and 6, section 22, paragraph 2, 3 and 4, and article 74, paragraph 1, must be adapted not to these provisions.

(4) operating systems that Z 1 do not comply with § 20 paragraph 5, must be adapted to these provisions within 6 months after the entry into force of this regulation.

(5) operating systems, Z 2 to 5 in connection with the provisions of section 86, paragraph 2 not corresponding to § 20 paragraph 5, must not be adapted to these provisions, if the protection of railway use ends, which must exceed schienengleiche platform approaches, is ensured by other Kickback.

(6) operating systems that do not comply with section 18, paragraph 2, must not be adapted to this provision, if it is transitions that serve only the in-house transport and appropriate measures are taken.

(7) operating systems and rolling stock, Z 7 do not comply with the section 20 para 3, § 25 para. 2 and 3, and article 77, paragraph 1, must comply with at least these provisions until the expiry of the 31 December 2013.

(8) rail vehicles which do not comply with article 73, paragraph 1, must not be adapted to this provision, if it's mirror of leading railway vehicles.

(9) rail, that article 77, paragraph 1 do not correspond to Z 1, must not be adapted to this provision, if they are equipped with facilities to give audible signals sound.

(10) rail vehicles, where a museum or a different professionally vested interest in maintaining or making a historic State is (nostalgia rail vehicles), that article 77, paragraph 1 do not comply with Nos. 3 and 2, 7 and 8, must be adapted not to these provisions.

(11) railway, that article 77, paragraph 1 does not correspond to Z 4 of this regulation, must not be adapted to this provision if they are occupied with a second driver or limited the speed to 40 km/h.

(12) rolling stock not are equipped with trim lights to represent the peak signal in accordance with article 77, paragraph 1 Z 9, must not be adapted to this provision, if there are at least two white lights, and the vehicle speed limit is 60 km/h.


(13) markings, the behavior provided for railway use end, as it requires order, security and respect for others not pursuant to § 4 ABS. 5 Z 1 published, must be adapted to the provisions of this regulation within 30 months. These are 2 required notes, missing Z according to § 4 paragraph 5 within 30 months after entry into force of this regulation to install.

(14) kilo / hectometer stones may be retained no longer than until the end of their technical life span, they are however at its renewal, to replace transfer or change kilo - / hectometer panels in accordance with section 21.

(15) as far as nothing else is determined in paragraphs 16 to 18, allowed operating systems which do not meet the 3rd section and Appendix 5, retained to the end of their technical life.

(16) signals 'Marking', the second sentence do not meet the section 41, paragraph 1, are within 12 months after entry into force of the provisions of this regulation to adapt.

(17) block shoes, which are not equipped in accordance with § 42 paragraph 1 with a blocking signal may then be retained if a technical dependency prevents accidental collision on the Sperrschuh from the direction of the track to be protected; otherwise this lock shoes within 12 months after entry into force of the provisions of this regulation to adapt are.

(18) switch monitoring signals, which do not comply with § 46 para 1 and 3 to 5 are within 12 months after entry into force of the provisions of this regulation to adapt. Switch monitoring signals that may not correspond to § 46 para 2 are persisted, if they can be detected at least on braking distance length plus the distance, which is equivalent to the distance travelled in this area during a second time, before the first Trailable turnout of for each operating Office traffic towards the top.

(19) in addition equipment and rail vehicles may be maintained and adapted by way of derogation from the provisions of this regulation and expanded, if the 8 part (interoperability) of the EisbG pursuant to § 86 para. 2, as amended by Federal Law Gazette I no. 205/2013, not compulsory to apply EisbG 1 on this, 2. These correspond to the State of the art pursuant to article 3, and 3. the deviation from the general characteristic of the management , signalling, train control system or interaction of railway vehicles with the respective infrastructure.

Transitional provisions to the railway construction and operating regulations, as amended by Federal Law Gazette II No. 156/2014, concerning service and service instructions

135. (1) service regulations according to § 7 and service instructions in accordance with section 8 of the railway Regulation 2003 (EisbVO 2003), BGBl. No. 209/2003 amended BGBl. II are no. 398/2008, by railway undertakings which do not comply with the provisions of the 3rd and 5th section of this regulation, within 30 months after the entry into force of this regulation to adapt II. The approval of the amendment to the railway authority is it involves general arrangements on operating staff I no. 205/2013, the railway-legal authorisation subject to according to § 21a EisbG, as amended by Federal Law Gazette, within 24 months of the entry into force of this regulation to apply for.

(2) staff rules are contrary to the provisions of paragraph 1 in accordance with section 7 and service instructions in accordance with § 8 EisbVO 2003, as amended by Federal Law Gazette II No. 398/2008, railway undertakings, which are necessary for the operation of such equipment and rail vehicles is applied to the a transitional provision under section 134, to change will be adapted to the respective operating system or the respective railway at that time. Is general arrangements on operating staff I no. 205/2013, the railway-legal authorisation subject to according to § 21a EisbG, as amended by BGBl., the approval of the amendment to the railway authority is to apply for at least six months in advance.

Notifikationshinweis in accordance with article 12 of Directive 98/34/EC

136. (1) the regulation BGBl. II No 398/2008 was in compliance with the provisions of Directive 98/34/EC establishing an information procedure in the field of technical standards and regulations and of the rules for the services of the information society, OJ No L 204 of the 21.07.1998 p. 37, as last amended by Directive 2006/96/EC, OJ No. L 363 of 20.12.2006, p. 81, under the Notifikationsnummer 2008/0336/A shall notify.

(2) the regulation, in the version BGBl. II, no. 156/2014, was in compliance with the provisions of Directive 98/34/EC notified under the Notifikationsnummer 2013/0502/A.

Entry into force

137. (1) the railway construction and operation Ordinance as amended by Federal Law Gazette II No. 398/2008 effective with January 1, 2009.

(2) article 1, paragraph 1, 5 and 6, section 2, sections 4 to 9, article 11, paragraph 1, 4 and 7 to 17, article 12, para. 3 and 4, § 13 para 4 and 5, § 14 para 4, §§ 15 and 16, section 18 para 2, § 19, section 20 para 4 and 5, sections 21 to 24, § 25 para 2, the third section, article 70, paragraph 1, 6 and 7 , Article 71, paragraph 1, § 73 para 1 to 3, section 74 paragraph 3 article 77, paragraph 1 and 15, article 79, paragraph 1 and 4 to 21, the sections 80 to 101, § 102 paragraph 2 to 12, sections 103 to 112, article 113, paragraph 1, 2, 4, 5 and 7 to 10, article 114, paragraph 1, 3, 5, 6 and 8, §§ 115 and 128, § 129, paragraph 3 , Article 130, paragraph 1, section 131, para. 8, § 132 paragraph 1 to 4, § 133 paragraph 3 and §§ 134 to 137 of this regulation, as amended by Federal Law Gazette II No. 156/2014, as well as the change of the name of the previous section 1 para 2, 3, 6 and 7, § 2, § 3, article 4, para. 3, 4, 6 and 7, article 5, paragraph 1 and 2, § 6 para 1 to 3; § 7 para 1 bis3, article 10, article 11, paragraph 1, § 13 para 1 to 3 and 6, article 16, paragraph 1, 3 and 4, § 17, § 18 para 2-5, section 19 para 2, § 20, § 21 ABS. 4, article 22, paragraph 1, 2, 4 and 5, sections 23 and 24, § 25 para 2 to 14, section 26, section 27, paragraph 2 and 3, article 28, paragraph 1, § 32 para. 3 and 6 "That article 35, paragraph 2, 4 and 6, § 36 para 2, 3 and 5, § 37 para 2 to 7 § 38 paragraph 1 to 7, § 39 para 1 to 4 and article 40, paragraph 1 and 2 with 1 October 2014 into force."

90. in Appendix 3 "Reference line" is replaced in the headings of the figures 1, 4 and 5 each "kinematic reference line" by the word order.

91. According to annex 4, the equipment 5 to 8 are inserted.

Article 2

Railway Regulation 2003

Ordinance of the Federal Minister for transport, innovation and technology of the construction, operation and organization of railways (railway Regulation 2003 - EisbVO 2003), Federal Law Gazette II No. 209/2003, as last amended by Federal Law Gazette II No. 398/2008, is amended as follows:

The §§ 3, 4, 5, 20 and 24 para 1 and 2 and Appendix 1 are eliminated.

Bures