156. Regulation of the Federal Minister of Transport, Innovation and Technology on the amendment of the regulation of the Federal Minister of Transport, Innovation and Technology on the construction and operation of railways (railway construction and operating regulation) EisbBBV) BGBl. II No. 398/2008 and the amendment of the Regulation of the Federal Minister of Transport, Innovation and Technology on the construction, operation and organisation of railways (Railway Regulation 2003-EisbVO 2003), BGBl. II No 209/2003, as last amended by BGBl. II No 398/2008

Due to § 19 (4) and (5) as well as § 49 (1) and (3) of the Railway Act 1957 (EisbG), BGBl. No 60/1957, as last amended by BGBl. I No 205/2013, shall be arranged:

Article 1

Amendment of the railway construction and operating regulation

The Regulation of the Federal Minister of Transport, Innovation and Technology on the Construction and Operation of Railways (Railway Construction and Operating Ordinance-EisbBBV) BGBl. II No 398/2008 is hereby amended as follows:

1. The table of contents is:

" TOC

Section 1 General
§ 1.	Scope
§ 2.	General definitions
§ 3.	General requirements
§ 4.	General requirements for construction
§ 5.	General requirements for operation
§ 6.	Accessibility
§ 7.	General provisions for signals
§ 8.	General provisions for maintenance
§ 9.	Journeys by companies which are not railway undertakings
§ 10.	Exceptions
Section 2 Operating Assets
§ 11.	Definitions
§ 12.	Track gauge
§ 13.	Design elements in floor plan (track arch)
§ 14.	Longitudinal inclination
§ 15.	Load capacity of the superstructure and the buildings
§ 16.	Lightroom
§ 17.	Track distance
§ 18.	Rail corridors Rail crossings
§ 19.	Rail-like intersections of rail tracks
§ 20.	Platforms, ramps
§ 21.	Kilo-/hectometer boards
§ 22.	Soft and flank protection systems
§ 23.	Technical safety of the train sequence
§ 24.	Train Impact
§ 25.	Telecommunications systems
§ 26.	Periodic inspections of operating systems-monitoring of endangered sites
Section 3 Signals
§ 27.	Required visibility to fixed signals
§ 28.	Installation of fixed signals
§ 29.	Main signal
§ 30.	Presignal
§ 31.	Protection Signal
§ 32.	Speed Indicator
§ 33.	Speed preview
§ 34.	Yellow Trapeze
§ 35.	Signal imitator
§ 36.	Distance Table
§ 37.	Signal out of service
§ 38.	Replacement signal
§ 39.	Precaution
§ 40.	Passing by.
§ 41.	Marking
§ 42.	Lock signals
§ 43.	Slow driving signals
§ 44.	Overhead Line Signals
§ 45.	Soft signals
§ 46.	Soft heartbeat
§ 47.	Soft blockade
§ 48.	Soft secured
§ 49.	Go-to-signal
§ 50.	Scraptable
§ 51.	Wait signal
§ 52.	Hand-displacement signals
§ 53.	Acoustic signals
§ 54.	Brake test signals
§ 55.	Handling signals
§ 56.	Train signals
§ 57.	Signals on rail vehicles
§ 58.	Hazard Signal
§ 59.	Other signals
§ 60.	Rail crossing monitoring signal (EKÜS)
§ 61.	Other signals for rail crossings
§ 62.	Transition signals
§ 63.	Form Main Signal
§ 64.	Form-Presignal
§ 65.	Protection signal without vertical white stripes
§ 66.	Permission signal
§ 67.	Form-push-signal
§ 68.	Lock signal
§ 69.	Soft signals
Section 4 Rail vehicles
§ 70.	Classification, definitions
§ 71.	Wheel set loads and vehicle weights per unit length
§ 72.	Wheels and wheelsets
§ 73.	Limitation of rail vehicles
§ 74.	Brakes
§ 75.	Train and impact equipment
§ 76.	Free spaces and components at the ends of rail vehicles
§ 77.	Equipment and addresses
§ 78.	Recurrent testing of rail vehicles
Section 5 Railway operation
1. Subsection General provisions
§ 79.	Definitions and general provisions
§ 80.	Information on operating points and routes
§ 81.	Service entry and service transfer
§ 82.	Soft Area
§ 83.	Service of railway safety systems and signals
§ 84.	Unsuitable signals
§ 85.	Dienstruhe
§ 86.	Safety of rail users in railway incline
§ 87.	Safety of rail users in the event of a passenger change
§ 88.	Safety of travellers in passenger trains
§ 89.	Operating orders of the operating body on journeys
§ 90.	Driving on view
§ 91.	Track or track sections which are not allowed to be driven by rail vehicles with raised panelists
§ 92.	Lock of tracks
§ 93.	Back-up rolling stock
§ 94.	Completely disrupted understanding between the train stations
§ 95.	Operational coordination in the case of work in the hazard area of the railway track
§ 96.	No journeys
§ 97.	Endangered Rotte
§ 98.	Construction and maintenance work
2. Subsection General provisions for journeys
§ 99.	General provisions for journeys
3. Subsection Provisions for train journeys
§ 100.	General provisions for train journeys
§ 101.	Masses and loads
§ 102.	Braking of trains
§ 103.	Brake test
§ 104.	Train formation
§ 105.	Length of trains
§ 106.	Preparation of the train journey
§ 107.	Changes in the characteristics of the train
§ 108.	Travel path, end of the entry track, protection path
§ 109.	Exit without exit signal
§ 110.	Driving road, road testing and safety
§ 111.	Equipping the trains with means for the first aid
§ 112.	Follow-up and counter-pull
§ 113.	Speed
§ 114.	Filling of the trains and trains
§ 115.	Occupying passenger trains
§ 116.	Control of train traffic, changes, derogations
§ 117.	Retraction of trains
§ 118.	Signal beware
§ 119.	One-way tracks, entry and exit changes
§ 120.	Stopping point, border-free driveway
§ 121.	Non-scheduled pause, failure of discontinuation
§ 122.	Postpone
§ 123.	Lying on trains, train separation
§ 124.	Arrangement of the "driving on view"
§ 125.	Documents, records, information
4. Subsection Provisions for minor voyages
§ 126.	Provisions for minor voyages
5. Subsection Provisions for transfers
§ 127.	Provisions for transfers
6. Subsection Special provisions
§ 128.	Special provisions
6. Operating staff
§ 129.	Definition, general provisions
§ 130.	General requirements for operating staff
Section 131.	Training and audit of operational staff
§ 132.	Behavior during service
§ 133.	Behaviour in the event of illness and fatigue
Section 7 Final provisions
§ 134.	Transitional provisions concerning the railway construction and operating regulation in the version BGBl. II No 156/2014, concerning operating installations and rolling stock
§ 135	Transitional provisions on the railway construction and operating regulation, as amended by the Federal Law Gazette (BGBl). II No 156/2014, on service rules and instructions
§ 136.	Notification notice
§ 137.	Entry into force

2. § 1 (1) reads:

This Regulation is intended for railway undertakings and shall apply to the construction and operation of railways and to the operation of rail vehicles on railways on normal-track main and secondary railway lines within the meaning of Article 4 (1) and (2) of the Railways Act 1957 (EisbG), BGBl. No 60/1957, in the version BGBl. I No 205/2013. "

3. § 1 (2) to (7) are given the name "(3)" to "(8)" .

4. In § 1, the following paragraph 2 is re-inserted after paragraph 1:

" (2) In addition, the provisions shall apply:

1.		of 1. Section (General),
2.		§ § 52 (Hand-displacement signals), 54 (brake signals), 55 (handling signals), 58 (danger signal) and
3.		of the 6th Section (Operating staff)

for the construction and operation of railways and for the operation of rail vehicles on railways on all main and secondary railways within the meaning of Article 4 (1) and (2) of the EisbG (EisbG), as amended by BGBl. I No 205/2013. "

5. In § 1 para. 5 (new) shall be after the word " Maintenance " the phrase " and renewal " inserted.

6. § 1 (6) (new) reads:

" (6) The provisions of this Regulation shall apply, in so far as not by means of a relevant applicable Technical Specifications for Interoperability (TSI) within the meaning of § 101 EisbG, in the version BGBl. I n ° 205/2013, something else is intended. "

7. In accordance with § 1, the following § 2 with headline is inserted:

" General definitions

§ 2. For the purposes of this Regulation:

1.		Construction: new buildings, the modification and maintenance of railway systems and rail vehicles.
2.		Establishment: the totality of all acts and operations which are used for the carriage of persons and goods by the movement of the rolling stock or at least to prepare, secure or conclude them at least directly, including the training of Operating staff.
3.		Transport: all acts and operations relating directly to the passengers or the subject of transport, in particular as regards the type of transport by means of the means of transport or loading.
4.		Driving operation: the setting and securing of the roads, the making, accompanying and guiding of the trains as well as the displacement.
5.		Operating staff: staff members who are permanent, temporary or representative
a)			in the driving mode (driving staff) or
b)			in the control and monitoring of the operational sequence, or
c)			as a leading or supervisory authority over staff in accordance with lit. a and b
		are active.
6.		Operating installations: all installations which are directly involved in operation, in particular the fixed railway technical and railway installations for the operation of the operation, including the auxiliary structures and installations, which shall be used for the supply and exit of the operation , as well as loading and unloading. The tasks of other operating systems can also be connected to an operating system.
7.		End of use: passengers and passengers who accompany or pick up passengers and any other person who is not staying on railway or rail vehicles for the purposes of carrying out the operation or the transport of the railway (e.g. freight transport customers, cleaning staff, construction workers of non-railway undertakings). "

8. The previous § 2 shall be given the paragraph "§ 3."

9. According to § 3 (new), the following § § 4 to 9 together with headline are inserted:

" General requirements for construction

§ 4. (1) Operating systems and rolling stock must be constructed in such a way as to ensure that their commercial operation does not damage or endanger no one. In particular, they must be constructed in such a way that

1.		the mechanical, electrical and thermal stresses which occur during operation can be absorbed without risk of operation,
2.		can not be unintentionally touched by parts and facilities that are hazardous,
3.		the development and spread of fires are made more difficult by preventive measures and, in the event of a fire, there is the possibility of rescuing persons and fighting fires,
4.		In the case of direct current trains with energy transmission via travel rails, adverse effects of stray current corrosion are low,
5.		components and devices are protected against external influences, in so far as it is necessary for the safety and order of the holding,
6.		the existence of high contact voltages is prevented by protective measures, and
7.		cannot be affected by electrical influences on operational safety.

(2) Facilities in operating facilities and rail vehicles intended for use or operation by passengers must be easily recognisable and easily accessible and operable. Their handling must be easily graspable. Malfunction must not lead to any operational risk.

(3) In the case of operating installations and rail vehicles, measures must be taken to prevent avoidable operational risk as a result of unauthorised operating.

(4) Failures and disturbances of self-acting equipment in operating installations and rolling stock shall be indicated to the extent that they are necessary for the operation of the vehicle.

(5) As far as local conditions are required,

1.		, the behaviour offered for the use of the rail service in individual cases, such as safety and order, as well as the consideration of others, should be taken into consideration, taking into account the provisions of the Ordinance on Labelling (KennV), BGBl. II No 101/1997, and
2.		shall be accompanied by references to the bodies referred to in paragraph 2 and indications of transport routes.

General requirements for operation

§ 5. (1) In the course of the operation of the network access, railway undertakings shall have the provisions laid down by the respective railway infrastructure undertakings and laid down in the Treaty on the allocation of train paths to be used for the purposes of taking over.

(2) Only suitable operating staff may be used.

(3) The railway undertaking shall regulate the responsibilities of the operating staff employed by the railway undertaking.

(4) Railway undertakings shall ensure that operating staff have the knowledge necessary for their activities.

(5) In the event of defects which may affect operational safety during operation, the operation of such installations or rolling stock shall be wholly or partly out of service and shall not be operated by any means of operation; if necessary, to secure.

(6) In case of accidents and incidents and other circumstances which endanger or impair the operation, the competent authorities shall be notified without delay, unless they are indicated by self-employed entities.

(7) The railway undertaking shall, through operational arrangements, ensure that assistance is immediately provided in the event of accidents and fires, and that operational disruptions are rapidly eliminated.

Accessibility

§ 6. The general building and operational requirements also include measures which:

1.		The use of the operating systems and rail vehicles barrier-free in the sense of the German Federal Disabled Persons Act (BGStG)
2.		older or frail persons, pregnant women, children and passengers with small children, the use of the operating facilities and rail vehicles to facilitate or facilitate barrier-free use.
Facilities for these persons shall be indicated by references.

General provisions for signals

§ 7. (1) Signals are to be built and used to the extent that require security and order and operational conditions. Signals must be arranged and given in such a way that they can be perceived in a timely and unambiguous manner. The signals on the track are equivalent to indicating a driver's status signal; they are allowed to replace the signals on the track.

(2) Signals are distinguished in the form and light signals, in audible and visible signals, as well as in day and night signals.

(3) Signals must correspond to the shapes, colours and sound gardens of Appendix 5. For the appearance of the signals, the description of the signal image is decisive.

(4) Signals that transmit orders visually must be visible in time and clearly visible. They must not be compromised in their effects and should not give rise to confusion. Night signals shall be used if tag signals are not visible at least 100 m.

(5) If a signal has failed or cannot be clearly perceived, it is important to assume the importance of ensuring the highest possible level of security.

General provisions for maintenance

§ 8. (1) The maintenance of the operating equipment and rolling stock shall include maintenance, inspections and repairs; it shall cover at least those parts of which the condition may affect operational safety and availability.

(2) The nature, extent and frequency of maintenance and inspections shall be based on the design and loading of the operating equipment and the rolling stock. Vulnerable bodies must be monitored in such a way that operational risks can be identified in good time and countermeasures can be taken.

(3) Without prejudice to the regular inspections provided for, operations and rolling stock shall be subject to an inspection even after major accidents in which parts may have been damaged and which may affect operational safety.

(4) Records shall be kept for maintenance and inspection. The records shall be accompanied by documents essential to the construction and maintenance of the site.

(5) The maintenance records shall be kept until the next inspection, but at least five years, from the inspection of the inspections at least until the operation of the operating equipment and rolling stock is not carried out.

Journeys by undertakings which are not railway undertakings

§ 9. The provisions of this Regulation applicable to railway undertakings shall also be complied with in the case of journeys

1.		by railway infrastructure companies which are in accordance with § 18 EisbG, in the version BGBl. I No 205/2013, rail vehicles;
2.		within the scope of the granting of connection and co-use pursuant to § 53a EisbG, in the version BGBl. I No 205/2013. "

10. The previous § § 3 to 13 will receive the paragraph designation "§ 10" to "§ 20" .

11. § 11 (new) para. 1 is deleted.

12. § 11 (new) para. 2 is given the name "(1)" ; the second sentence reads:

" As the railway line between the stations and the free route, the entry signals are generally valid.

or the trapezoidal panels. "

Section 11 (new) (new) (3) and (4) shall be given the name "(2)" and "(3)" .

14. § 11 (new) paragraph 5 is given the name "(4)" ; after the word "can" the point is replaced by a dash and the word order "or change the number of stretching englees." .

Section 11 (new) (new) (6) and (7) are given the name "(5)" and "(6)" .

16. § 11 (new) (new) (8) is given the name "(7)" ; the word group "Without Wing" is represented by the word group "the free track" replaced.

17. § 11 (new) (new) (9) is given the name "(8)" ; in the second sentence, after the word "Track" the parenthesis expression "(Stretch)" inserted.

18. The following paragraphs 9 to 17 are added to § 11 (new):

" (9) flank protection refers to a measure designed to prevent rail vehicles from being moved to the side of the vehicle or to the vehicle. A protective route of journeys.

(10) flank protection devices are technical devices with which flank protection is produced.

(11) Signal dependence is available when the switches and flank protection devices are technically in the required position, as long as they are in the required position.

1.		the associated signal is in the open position, and
2.		in the case of signals which pass through the journey into the holding position, the associated road (partial driving road) is not dissolved.

(12) dependency is present when the distance between the site-occupied diverters is technically in the required position as long as an exit signal (block signal) is in the open position or an occupied block section is displayed .

(13) Driving routes are the distances travelled by journeys and track sections.

(14) Protection routes are the areas adjacent to the end of a driving route in certain cases, into which no journeys are permitted.

(15) Road roads are secured routes, including, where appropriate, protection routes and flank protection facilities.

(16) The local speed is the speed specified by the railway infrastructure company, taking into account all the technical characteristics of the infrastructure for the continuous main track for the production of the Driving plan bases are used. The railway infrastructure company may use additional main tracks in railway stations to calculate the basis of the timetable.

(17) The wheel set load is the sum of the static vertical wheel forces acting on the track by means of a wheel set or a pair of independent wheels divided by the acceleration of the fall. "

19. § 12 (new) (new) (3) is:

"(3) The actual permissible extent of the track gauge shall be determined in accordance with the state of the art."

20. In § 12 (new), in paragraph 4, after the word "Track width" the phrase "in the unloaded track" inserted.

21. In § 13 (new), paragraph 4 shall be taken before the word "To set" the phrase "according to the state of the art" inserted.

22. In § 13 (new), the word order is given in paragraph 5. "their inclination" through the phrase "their basic dimension of inclination" replaced and according to the table of the sentence "The actual permissible extent of the slope of the overheight ramp shall be determined according to the state of the art." .

23. § 14 (new) (new) (4) is:

"(4) Change of inclination of more than 2%, at speeds above 230km/h of more than 1%, are to be found in the main tracks."

(24) § § 15 and 16, together with the headline:

" Load capacity of the superstructure and of the buildings

§ 15. (1) Construction and construction works must be carried out by rail vehicles in line classes according to ÖNORM EN 15528 "Railway applications-Stretch classes for the interface between the load limits of the vehicles and the rail vehicles in accordance with ÖNORM EN 15528" Infrastructure " of 1. Jänner 2013 (Appendix 8). Depending on the type of vehicle and the driving speed, only those dynamic forces that can be safely absorbed by the superstructure and the structures may occur. If a use case is not covered by the standard, the load-bearing capacity must be checked in each individual case.

(2) In the case of new buildings, at least

Distance Class D2

Distance Class B1

according to ÖNORM EN 15528 "Railway applications-Stretch classes for the interface between load limits of the vehicles and infrastructure" of the 1. Jänner 2013 (Annex 8), whereby existing classifications shall not be reduced.

(3) Construction works must be dimensioned in the case of new buildings according to the design standards according to the state of the art in such a way that a classification into the line class E4 according to ÖNORM EN 15528 " Railway applications-Stretch Classes for the Achievement of the Interface between load limits of vehicles and infrastructure " of 1. Jänner 2013 (Appendix 8) is possible.

Lightroom

§ 16. (1) The light space is the space which belongs to each track and is free to keep. The light space is composed of the space required for the unimpeded journey of the rail vehicles and additional spaces for construction and operational purposes. The light space shall be determined by the railway infrastructure undertaking on the basis of the relevant kinematic reference line in accordance with the state of the art; this definition may be carried out in a distance-related manner.

(2) The minimum light space encloses the space required by a rail vehicle, taking into account the horizontal and vertical movements as well as the track bearing tolerances and the minimum distances from the overhead line. For the calculation of the minimum light space, the dimensions of the respective kinematic reference line are to be extended in accordance with the state of the art.

(3) In the case of new buildings, the determination of the light space in accordance with paragraph 1 and of the minimum light space in accordance with paragraph 2 shall be based on at least the kinematic reference line G2 in accordance with Appendix 3.

(4) In the case of tracks with overhead lines, a space for the passage of the pantographs is to be kept free on both sides.

(5) The overhead line shall be allowed to project into the minimum light space. "

25. In § 18 (new) para. 2, the word "Routes" by the word "Glide" replaced.

26. § 19 (new) reads:

" § 19. (1) New rail intersections of main and secondary railways may only be constructed with the cover of main signals with corresponding travel exclusions.

(2) New rail intersections of main and secondary railway lines with other rail tracks may not be applied outside the stations or the main signals of branch points. "

27. In § 20 (new) para. 4, the word "Bahnbenützer" by the word "Railroad users" replaced.

§ 20 (new) para. 5 reads as follows:

" (5) In the case of rail inclines, the supervision or blocking in accordance with section 86 (2) (safety of the railway users in the case of railway passengers) is to be dispensed with,

1.		in front of the first track in each case, via which the rail incline access leads, at least one hazard warning of "respect for train traffic" in accordance with Annex 7 shall be established;
2.		the transition over no more than one main track,
3.		to ensure a visibility (expressed in metres) of at least two and a half times the speed of such rail vehicles (indicated in km/h) on the rolling stock of the rail vehicle,
4.		In this operating station, only one central platform is to be erected, and only one transition is to be established at the end of the central platform, and the transition is arranged at the end of
5.		the transition is to be constructed in such a way that it does not pass through the continuous main track.

29. According to § 20 (new) the following § § 21 and 22 together with headline are inserted:

" Kilo-/hectometer

§ 21. (1) In addition to continuous main tracks, a nominal distance of not more than 200 m kilo/hectometer panels shall be established. The respective kilo/hectometer shall be indicated by black numerals on a vertical white rectangular panel.

(2) On electrified lines, the kilo/hectometer panels shall be fitted as far as possible to the overhead line masts, and the panels shall be mounted on the mast closest to the associated kilo/hectometration point. If the actual location of the table deviates from the corresponding kilo/hectometer, the location of the kilo/hectometer must be indicated in addition to the exact location on the whole metre.

Soft, flank protection devices, protection path

§ 22. (1) A wide range of roads for train journeys shall be equipped with appropriate safety devices. Appropriate safety devices for switches are in particular:

1.		Soft drives, if the switch is protected against unintentional switching, for example by closing in the frame of a set road or individual locking or
2.		A soft bolt for locking the switch or
3.		Weich locks for shutting down the switch or

4. in case of relapsing, the suitable return device in combination with the signal "Falling Soft" is allowed; in the event of a malfunction, the switch blockade in connection with the signal "Soft blockade".

(2) Soft and flank protection means of road routes for train journeys

that are going to be driven at more than 40 km/h,

shall be designed to be signal-dependent. Depending on the signal dependency, dependency can be established for locally operated switches and blocking shoes from connection points.

The production of the dependency may be dispensed with on routes without technical safety of the train sequence, but the securing of the switches is required.

(3) For switches not connected to an electrical or electronic railway safety system, a basic position shall be determined if journeys on the main tracks may endanger journeys via these switches.

(4) flank protection arrangements must be taken for train journeys. Barrier shoes or protective sods are to be constructed as a flank protection device consisting of connecting tracks as well as of tracks on which loading works take place on a scheduled basis. For the main tracks, which are to be driven at more than 160 km/h, are to be constructed as a flank protection device of main tracks, protective soft, made of silences protective socks or barrier shoes.

(5) Protection routes are to be taken for train journeys. The length of the protection path shall be determined by the railway infrastructure undertaking, taking account of local conditions and the following provisions:

1.		A protective path of at least 50 m has to be connected to the track.
2.		The protection path must be omitted if the entry speed signalled by stationary signals is not more than 40 km/h and the end of the entry track is signalled in accordance with section 108 (2).
3.		The provisions of Z 1 and 2 may deviate from the establishment of a train control by which a train can be automatically brought to the holding and can also be guided, provided that the security is ensured in a different way.

(6) Lock shoes are used for the protection of journeys on main tracks. Locking shoes may also be used to secure other places which are to be protected from rolling up rail vehicles.

(7) Lock shoes shall be constructed in such a way that:

1.		rail vehicles running on barrier shoes do not endanger journeys on the main tracks, and
2.		the effectiveness of the barrier is not impaired.

(8) Lock shoes may not be erected on the main tracks. "

30. The previous § 14 is deleted.

31. The previous § 15 receives the paragraph designation "§ 23" the heading is "Technical assurance of train sequence" ; in paragraph 1, the word order shall be "to be excluded by technical protection" through the phrase "to prevent the use of railway safety equipment" , paragraphs 2 to 4 as well as the description of the classification of paragraph 1 are deleted.

32. According to § 23 (new), the following § 24 with headline is inserted:

" Train impact

§ 24. (1) The influence of the train is used to secure train journeys and includes track and vehicle equipment.

(2) Main tracks, on which up to and including 100 km/h are permitted, must be

if it requires the security and order of the holding,

equipped with a train control, by means of which a train can be automatically brought to the holding.

(3) Main tracks, where more than 100 km/h are permitted, must be equipped with an influence on the train, by which a train can be automatically brought to the holding.

(4) If a train control is established in accordance with paragraph 2 or 3, at least the following points shall be equipped on the drawing side:

1.		Pre-signals, main signals, protection signals;
2.		continuous speed interruptions with a reduction of speed of at least 30 km/h;
3.		special hazard points to be evaluated by the railway infrastructure company.

(5) If a train control is established in accordance with para. 2 or 3, all points in accordance with paragraph 4 are always to be equipped with the influence of train in an operating system.

(6) If adjacent stations are equipped with an influence on the train according to para. 2 or 3, then the stretchingress in between are also to be fully equipped.

(7) Main tracks, where more than 160 km/h are permitted, must be equipped with an influence on the train, by which a train can be brought automatically to the holding and can be guided. "

33. The previous § § 16 and 17 will receive the paragraph designation "§ 25" and "§ 26" .

34. § 25 (new) para. 2 reads:

" (2) Fernoral train reports

as well as logins

shall be recorded by voice memory. "

35. After the second section, the following 3 will be added. Section inserted with § § 27 to 69:

" 3. Section

Signals

Required visibility to fixed signals

§ 27. (1) Place fixed signals shall be established in such a way as to maintain the required visibility. The required visibility refers to the location of the respective signal as well as the tip of a ride. For the determination of the required visibility, weather influences remain unaccounted for.

(2) Unless otherwise stated in the provisions relating to the individual signals, the required visibility to fixed signals shall be at least 100 m.

(3) In the case of fixed signals after speed, the visibility (expressed in metres) must be at least two and a half times the value of the speed allowed at the location of the signal (indicated in km/h). shall be equal to at least 100 m. The maximum permissible speed shall not exceed 160 km/h.

(4) The visibility of signals must, in principle, be given in the whole area referred to in paragraphs 2 and 3, with short interruptions of visibility, for instance by overhead contact masts, being permitted.

Installation of fixed signals

§ 28. (1) Unless otherwise stated in the provisions relating to the individual signals, the following shall apply to the erection side of fixed signals:

1.		Signals are to be constructed in principle to the right of or above the corresponding track,
2.		on the route of two-track tracks, signals are to be built on the outside of the track, or above the track.

(2) The provisions of paragraph 1 may be dismissed if:

1.		it can avoid confusion of signals, or
2.		the necessary visibility to the respective signal can thereby be achieved, provided that there is no likelihood of confusion or confusion; or
3.		it requires local conditions, provided that there is no likelihood of confusion.

(3) If several signals are being set up at the same location, all signals are to be built on the same side, at the same signal mast.

(4) Signals erected next to the track shall not be more than 5 m away from the corresponding track axis.

Main signal

§ 29. (1) Main signals shall be constructed as

1.		Entry signals to cover the stations and to regulate the driveways. Entry in railway stations are

a) at a speed of more than 40 km/h, or b) if the train sequence is technically secure, or c) at the point of entry of a secondary railway into a main railway, with the exception of the running paths,

		to be secured by entry signals.
2.		Exit signals for the control of the exit from railway stations. Departures from railway stations are

a) at an extension speed of more than 40 km/h, or b) if the train sequence is technically secure, or c) at the junction of a secondary railway from a main railway, except for the running paths,

		to be secured by means of exit signals.
3.		Intermediate signals for subdividing the main tracks into track sections or for securing switches and track crossings in stations which are not dependent on driving-in or exit signals. If, due to local conditions, the required braking path length cannot be reached, protective signals may be built instead of intermediate signals.
4.		Block signals for subdivision of the free path into block sections. Block points of the free distance are to be secured by block signals.

In the case of traction operation, block points with trapezoidal panels are to be displayed.

5.		Cover signals to cover danger points on the free route. Branch offices, crossing points and rail intersections of main and secondary railways outside railway stations shall be secured by means of cover signals. Cover signals may also take over the function of block signals.

(2) Main signals may be used simultaneously as an entry, exit, cover or intermediate signal on the basis of local conditions.

(3) Main signals which are valid for more than one track are referred to as group main signals. Group main signals are with protection signals

or permit signals and signals driving

,

(4) The basic position for main signals is the "hold" position, a different position is allowed

1.		in the case of main signals in track sections with automatic route blocking, or
2.		in the case of main signals in operating systems which are not involved in the control of the train sequence for a longer period of time or in periodic periods of periodic intervals.

(5) The free terms of the main signals shall be used as follows:

1.		"Free": if the subsequent travel path is allowed to be driven at a locally permitted speed. By way of derogation, the term "free" shall be used for the main signals which apply to journeys on several sections of the route, only for the stretch yarn with the greatest locally permissible speed;
2.		"free at 60 km/h" means that if the subsequent route is not allowed to be driven at a local speed, but at least 60 km/h,
3.		"Free with 40 km/h"
a)			if the subsequent route is not allowed to be driven at the local speed and with less than 60 km/h, or
b)			in the case of entry on a train track, with the exception of the permissible speed, the speed indicator shall be reduced by reference number 4, or
c)			in the case of journeys to a protection signal which is not set up on the length of the braking distance.
If the signal terms according to Z 1 to 3 are not found to be long, speed indicators are to be established.

(6) A speed signalled at the main signal is to be maintained in principle in the entire course of the switch. Changes in speed within the switch area are to be signaled with speed indicators. In the case of suitable driver standsignalization, the speed signaled with the driver standsignalization must be maintained.

(7) Main signals belonging to a signal group shall be constructed in such a way that the driver of an approaching journey receives a clear and unambiguous picture and the main signals from the required visual range in the correct order next to each other. If this is not possible due to the local conditions, signal imitators are to be constructed in such a way that there is no risk of confusion.

(8) Main signals belonging to a signal group shall be established in such a way that:

1.		The imaginary connecting line between the signal signs at right angles or diagonally or In a V-shaped manner to the track axis, and
2.		The red lights are located at the same height above the top edge of the rail.

(9) In the case of multi-track cross-sections, the main signals shall be established on the free route in such a way that:

1.		the imaginary connecting line between the signal signs extends at right angles to the track axis and
2.		The red lights are located at the same height above the top edge of the rail.

(10) The provisions of paragraphs 8 and 9 may be dismissed if they require local conditions.

(11) The required visual range of the main signals depends on the speed, and the visibility shall apply in accordance with section 27 (3). If the required visual range cannot be reached, signal imitators are to be established. By way of derogation from the provisions of the first sentence and by way of derogation from Article 27 (2) and (3), the required visibility shall be based on the main signals which can only be the starting point of the train lines, in accordance with local conditions.

Presignal

§ 30. (1) Presignals shall be established for the announcement of main signals, which may be the destination of a train.

If safety and order are permitted, the erection of pre-signals to exit signals must be dispensed with.

(2) The term indicated on the pre-signal must be the same as the term on the associated main signal. If this is not possible, the term is to be displayed, which guarantees the greatest possible security.

(3) By way of derogation from the provision of the first sentence of paragraph 2, the following shall apply:

1.		a pre-signal at the location of a main signal may be lit only if the main signal at the same location indicates a free-term concept;
2.		a pre-signal must remain in the "caution" position,
a)			if a protective signal is present between the pre-signal and the associated main signal in the open position, which does not "lift the ban", or
b)			if the pre-signal is at the location of a main signal and the end of the drivway is signalled in accordance with paragraph 7 Z 1, or
c)			if the speed in the switch area is reduced with a speed indicator and this speed indicator is not announced by a speed indicator at the location of the main signal; or
d)			if a speed indicator with indicator 2 at the main signal is not announced with a speed indicator at the pre-signal;
3.		In the case of paragraph 7 Z 2, a pre-signal must show the term "main signal free" for the branch direction in which no main signal follows within the next 2000 m,

4. if it permits safety and order, the term "caution" shall be constantly signalled at local speeds up to and including 60 km/h, and the yellow lights may be replaced by two yellow flashback surfaces.

(4) The signal sign of the pre-signal shall be white, if with the term "caution" on this pre-signal for at least one travel path starting from this signal

1.		a protective signal in the "driving ban" position, or
2.		A speed indicator with speed reduction
is to be announced. The white border has to be dispensed with if the permissible speed at the pre-signal is at most 40 km/h.

(5) The distance between the main signal and the associated pre-signal shall be at least as large as the length of the braking distance (section 102 (2) and (3)), but shall be at least 400 m.

If local conditions are required and the operating conditions permit, the minimum distance from 400 m to 200 m must be exceeded.

The determination of the erection distance shall be carried out in accordance with Appendix 6 (Brake Table) taking into account the longitudinal inclination. The speed permissible at the location of the pre-signal is to be used as the basis for the braking output speed. An increase in the pre-signal distance to a maximum of 2000 m is permitted.
1.		achievement of clear signal arrangements, or
2.		achievement of the required visibility, or
3.		Arrangement of existing signals or signal bridges, or
4.		Avoidance of a signal location in the tunnel.

(6) No further pre-signal or main signal may be established between a pre-signal and the associated main signal. A main signal may not be established in a range of 100 m before a pre-signal.

(7) Presignals shall be constructed in such a way that no train journey has to pass by a pre-signal which does not follow a main signal. This shall be allowed to deviate from:

1.		the end of the entry track by means of a
a)			Protective signal in the "driving ban" position, or
b)			"driveway" or "driving" signal
c)			Stumpfgleisshutdown lock signal
		is signalled, or
2.		a pre-signal must be placed in front of a branch switch, but only necessary for the one branching direction and at the same time the maximum permissible signal distance of 2 000 m to the next main signal of the other branch Branch direction would be exceeded.

(8) The required visual range for pre-signals depends on the speed, the visibility shall apply in accordance with section 27 (3). If the required visibility cannot be achieved, the visibility must be reduced to the extent strictly necessary, up to half the required visibility, but not less than 100 m. In this case, it is to be ensured that from the point at which the required view should exist on the pre-signal, at least the distance board which has been reached in the direction of travel can be seen.

Protection Signal

§ 31. (1) Protection signals are to be erected in stations

1.		for the subdivision of main tracks into track sections, if intermediate signals cannot be established on the basis of the length of the braking distance, or
2.		to supplement group main signals, or
3.		to identify the end of a one-way track according to § 108.

(2) Protection signals belonging to a signal group shall be constructed in such a way that the driver of a driving journey is given a clear and unambiguous picture and the protection signals from the required visual range in the correct order next to each other.

(3) Protection signals belonging to a signal group shall be established in such a way that:

1.		The imaginary connecting line between the signal signs at right angles or diagonally or In a V-shaped manner to the track axis, and
2.		The red lights are located at the same height above the top edge of the rail.
This must be dismissed if local conditions are required.

(4) The required visual range for protective signals depends on the speed, and the visibility shall apply in accordance with section 27 (3). If it is necessary to deviate from it in justified cases, the required visibility shall be at least 100 m. The required visibility to protective signals, which can only be the starting point of train lines, depends on the local conditions and must be less than 100 m below.

Speed Indicator

§ 32. (1) Speed indicators shall be established if:

1.		a speed signal signaled with the main signal must be reduced or
2.		the travel path to the exit or intermediate signal following a protective signal may only be driven at a speed of less than 40 km/h, or
3.		the part of the journey ahead of a group exit signal may only be driven at a lower speed than is indicated on the group exit signal; or
4.		the permissible speed must be reduced within the switch range, or
5.		the entrance is to a stump track and should be signalled at the main signal more than 40 km/h.

(2) Speed indicators may be established if:

1.		a speed signaled with the main signal, or
2.		the permissible speed within the soft area
is to be raised.

(3) Within a soft area, the speed may be changed only once by a speed indicator.

(4) The speed indicators referred to in paragraph 1 (1) (1) to (3) and (2) (1) shall be applied directly to the mast of the respective main signal, the protective signal or the signal driving signal, via these signals. Speed indicators according to paragraph 1 (1) (4) and (2) (2) (2) shall be established at the beginning of the range at the changed speed. The speed indicators referred to in paragraph 1 Z 5 shall be established in such a way that at least the length of the braking distance required for 40 km/h is present between the location of the speed indicator and the end of the stump track.

(5) Speed indicators shall be designed as light signals if:

1.		the indicated speed shall not apply to all possible routes from the location of the respective signal; or
2.		different speeds should be displayed.

(6) A speed indicator light signal at the location of a main or protective signal shall be illuminated only if the main or protective signal at the same location shows a free term.

(7) A speed indicator which is emitted as a light signal and which reduces the speed shall be indicated on the associated signal in accordance with paragraph 1 of the term which ensures the greatest possible safety.

(8) The required visibility on the speed indicator depends on the speed, and the visibility shall apply in accordance with section 27 (3). By way of derogation from the determination of the first sentence and by way of derogation from the provisions of section 27 (2), the required visibility shall be based on speed indicators at the location of a main or protective signal which shall only be the starting point of train lines. may, according to local conditions, be less than 100 metres below the level.

Speed preview

§ 33. (1) Speed indicators shall be announced with a speed indicator if:

1.		the speed from the location of a main signal is reduced by more than 10 km/h, or
2.		the speed is not reduced from the location of a main signal.

(2) By way of derogation from paragraph 1 Z 1, a speed indicator with the code number 2 at the location of a main signal may also be announced with the term "caution" at the associated pre-signal.

(3) By way of derogation from paragraph 1 (2), a speed indicator with a reduction of the speed from the location of a protection signal may also be announced with the term "caution" at the back pre-signal.

(4) The speed indicator referred to in paragraph 1 (2) shall be established on the length of the braking distance in front of the relevant speed indicator.

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

(6) Speed indicators shall be established

1.		in the event of a reduction in the speed referred to in paragraph 1 Z 1 at the associated pre-signal, or
2.		in the event of a reduction of the speed according to paragraph 1 Z 2 at the associated main signal.
The speed indicator at the location of a main signal shall be directly above the main signal at the location of a pre-signal immediately below the pre-signal.

(7) No main signal, pre-signal and no further speed indicator may be established between a speed indicator and the associated speed indicator.

(8) The speed indicators shall be designed as light signals if:

1.		the announced speed shall not apply to all possible routes from the location of the respective signal; or
2.		different speeds will be announced.

(9) A light signal speed indicator at the location of a main signal or pre-signal may be illuminated only if the main or pre-signal at the same location indicates a free term.

(10) At the location of a main signal, a speed indicator announcing a reduction in speed within the switch range must not be visible at the same time as a speed indicator.

(11) A speedometer issued as a light signal which announces a speed indicator which reduces the speed shall be indicated at the associated signal in accordance with Section 32 (1) of the term which shall be the largest possible Security ensured.

(12) The required visibility on the speed indicator depends on the speed, the visibility shall apply in accordance with Section 27 (3). By way of derogation from the determination of the first sentence and by way of derogation from the provisions of section 27 (2), the required visibility shall be based on the speed indicator at the location of a main or protective signal, which shall only be the starting point of train lines. may, according to local conditions, be less than 100 metres below the level.

Yellow Trapeze

§ 34. (1) The signal "yellow trapezoid" is to be used for displaying speed predisplays with the characteristic numbers "7", "7,5", "8", "8.5", "9" and "9,5" at the location of a pre-signal, which are secured by means of point-like traction influencing 1000 Hz.

(2) The signal shall be affixed to the lower edge of the sign plate.

Signal imitator

§ 35. (1) Signal imitators shall be established if:

1.		the required visibility to a main signal cannot be achieved, or
2.		the main signals of a signal group are not visible in the correct order from the required visual range, or
3.		if the scheduled stopping point is in stops between a pre-signal and a main signal, and the driver cannot detect the main signal from the scheduled stopping point.

(2) Signal imitators shall be constructed in such a way that either a signal imitator or the main signal can be seen in the area in which the main signal in accordance with paragraph 1 should be visible. If necessary, several signal imitators shall be established.

(3) A signal imitator at the site of a protection signal shall be illuminated only if the protective signal at the same location shows the term "driving prohibition".

(4) Signal imitators are to be constructed in such a way that no train has to pass by a signal imitator, which does not follow a main signal.

(5) The signal imitator applies to all the main signals after a signal imitator has a number of main signals after a branch of the lane. In this case, the signal imitator may only indicate the free term of the associated main signal if a train or train control line is set via the branch switch to the associated main signal.

(6) Running in front of a main signal several routes together, may be constructed for each of these routes signal imitators. In this case, only those signal imitators may indicate the free position of the associated main signal, which is also in the course of a train or Zughilfsstraße which has been set up to this main signal.

(7) If several signal imitators are built into a main signal,

1.		to be constructed in such a way that the next signal imitator or the associated main signal can be seen from the location of a signal imitator, and, if necessary, the required visibility may be undershot in accordance with Article 27 (2), and
2.		in addition to the provisions of § 28 (establishment of fixed signals), to establish all signal imitators on the same page.

Distance Table

§ 36. (1) In the case of locally permissible speeds up to and including 60 km/h, a distance board shall be erected. By way of derogation, if the yellow light points of the pre-signal are replaced by yellow return surfaces in accordance with Section 30 (3) (4) (4), the construction of the spacer board is no longer applicable.

(2) In the case of locally permissible speeds above 60 km/h, three distance signs shall be erected.

(3) By way of derogation from (1) and (2), up to five distance signs shall be established if:

1.		the required view of the pre-signal is not given (Section 30 (8)) or
2.		the view on the distance boards is restricted (paragraph 10).

(4) By way of derogation from (1) to (3), distance signs to pre-signals at the location of main signals are not to be established.

(5) By way of derogation from (1) and (2), distance signs shall be constructed in respect of pre-signals in the station, which are not located at the location of the main signals, only if the required visibility to the pre-signal is not given.

(6) By way of derogation from paragraph 2, at least one distance board shall be erected if, on account of the local conditions, a distance board with two or three bars would come to the installation on or in front of a main signal.

(7) The distance signs must be erected in such a way that no train has to travel past a distance board to which no associated pre-signal follows.

(8) If it is not possible to avoid a branch of the road between the pre-signal and the distance furthest away from the distance, the installation of distance boards before the journey branch shall not be allowed if the distance signs for the pre-signal are It is ensured that either the pre-signal or the first distance table in the direction of travel can be seen. However, as many distance signs as possible are to be erected between the path branching and the pre-signal.

(9) The distance between the spacing boards between each other and between the last distance board and the pre-signal is generally 80 m. If local conditions are required, it shall be allowed to deviate from it; in this case, the distance between the last distance board and the pre-signal and the distance between the distance boards shall be between 50 m and 140 m.

(10) Spacers shall be erected in such a way that at least the next distance board or the associated pre-signal can be seen from the location of a distance board. If local conditions require it, the required visibility in accordance with Section 27 (2) and the minimum distance of 50 m in accordance with paragraph 9 may be undershot.

(11) On lines with electrical operation, the distance boards shall be mounted as far as possible on the overhead line poles.

(12) In addition to the provisions of § 28 (lineup of fixed signals), all the distance boards shall be erected on the same side in addition to the provisions of § 28 (installation of fixed signals).

Signal out of service

§ 37. (1) There are several signals on a mast, a signal bridge or a boom, the signal "signal out of operation" applies to that signal, to the signal sign of which it is attached. If the signal "signal out of operation" is located at the signal mast, it is valid for all main, pre-, protection and railway crossing monitoring signals located on this signal mast.

(2) The marking with signal "signal out of operation" shall not be used when the operation is not operational.

1.		Main and protective signals, the signal sign of which is covered or swung out and whose associated signal "Labelling" is not visible;
2.		Pre-signals and railway crossing monitoring signals, the signal sign of which is enveloped or swung out.

(3) The train journey is to be commissioned in writing to comply with the signal. Becomes

1.		in spite of a written request issued, the signal "Signal out of service" has not arrived, or
2.		a signal "signal out of service" signal has been received and is not given a contract to that effect,
shall be held in front of the signal and contact with the operating authority shall be recorded.

Replacement signal

§ 38. (1) Newly constructed main and protective signals shall be equipped with a replacement signal. By way of derogation, the equipment shall be subject to a replacement signal if the control of replacement signals with the existing railway safety system is not possible, or if the main or protective signal is equipped with a precautionary signal.

(2) The replacement signal shall be affixed to the signal sign of the main or protective signal.

(3) The replacement signal may be repeated on any signal imitators that may be established. In this case, the replacement signal repeaters must be extinguished if the substitute signal is lost at the associated main signal.

Precaution

§ 39. (1) Depending on the local operating conditions, main or protective signals may be equipped with a precautionary signal.

(2) The precautionary signal shall be affixed to the signal sign of the main or protective signal.

(3) The precautionary signal shall not be repeated on any signal imitators that may be established.

Passing by.

§ 40. The train journey is to be commissioned in writing to pay attention to the signal "advance travel permitted". If a signal "passing by" is permitted without a written order, it must be held in front of the signal and contact with the operationally controlling body should be recorded.

Marking

§ 41. (1) The signal "labelling" shall be established at the location of the main and protective signals. The signal "marking" shall be affixed to the signal mast, signal bridges or ledges on the side edge of the signal sign.

(2) In addition to the announcement of the location of the main signals, non-retrorable white-red-white panels may be erected. In this case,

1.		is an announcement at a local speed up to and including 60 km/h, and
2.		Three announcements shall be made at a local speed of more than 60 km/h.

(3) If the location of the main signals referred to in paragraph 2 is announced, the distance between the last white-red-white board and the main signal and the distance between the white-red-white panels shall in principle be 80 m. If local conditions are required, it may be dismissed, in which case this distance may be between 30 m and 140 m.

(4) If the location of the main signals referred to in paragraph 2 is announced on routes with electrical operation, the white-red-white boards shall be fitted as far as possible on the overhead line poles.

Lock signals

§ 42. (1) To be equipped with locking signals:

1.		tuck-track diplomas,
2.		Gloves,
3.		Slide-back scales with a retractable balance bridge,
4.		Gleistore and
5.		Rotary discs and sliding platforms each with mechanical actuation of the locking mechanism.

(2) In the case of stump-type seals, blocking signals shall be constructed in principle to the right of the track or in the centre of the track, otherwise to be installed on the device.

(3) The required visual range for blocking signals depends on the local conditions and must be less than 100 m below.

Slow driving signals

§ 43. (1) The announcing signal shall be at a local speed

1.		below 80 km/h 400 m;
2.		from 80 km/h to less than 100 km/h 700 m and
3.		100 km/h 1000 m
to set up before the initial signal. A derogation shall be made from these erection distances if the local conditions are required; the deviation shall be stated in the written order in accordance with Section 113 (9).

(2) No further announcement signal may be established between an announcement signal and an initial signal. If slow driving points follow one another and an announcement signal between the announcement signal and the initial signal of the preceding slow running point would be established, then it must be installed below the first announcement signal.

(3) Different speeds may be set for one and the same low-speed chassis, depending on the type of rail vehicle or train type. In this case, the respective lower speed is to be displayed at the initial signal and the associated announcement signal.

(4) Starting and ending within a slow-running location a second slow-running point is to be repeated, instead of the final signal of the second slow-running point, the initial signal of the first slow-running location.

(5) If, in accordance with Section 28 (2), the order of the signal is deviated from the order page, this is to be listed in the written order in accordance with Section 113 (9).

(6) The final signal shall be drawn up on single-track lines, at intermittent operation and in stations on the left-hand side. If it has to be deviated from it, this must be stated in the written order in accordance with Section 113 (9).

(7) Slow driving signals shall not be established above the track.

Overhead Line Signals

§ 44. (1) With the exception of the signals "Halt for vehicles with raised pantograph" and "auxiliary arrow", overhead line signals are always to be constructed for both driving directions.

(2) The signal "Announcement Main Switch from" is to be built 300 m before the signal "Main switch from".

(3) The "main switch from" signal shall be set at 30 m in front of the point where the main switch must be switched off.

(4) The "main switch" signal shall be set at 30 m after the point at which the main switch is to be switched on.

(5) The signal "Announcement Pantograph Deep" is to be built 300 m before the signal "Current pickup deep".

(6) The "deep" signal is to be built 30 m in front of the site to be used with a reduced pantograph.

(7) The "High" signal is to be built 30 m after the point to be used with a reduced pantograph.

(8) The erection distances specified in paragraphs 2 to 7 may be deviated if the local conditions are required.

(9) The signal "Stop for vehicles with a raised pantograph" shall be established at the latest at the point where the pantograph is not allowed to continue.

(10) The "auxiliary arrow" signal shall be placed above the associated signal "stop for vehicles with raised pantograph". Two additional arrows are to be used for instructions on two pages.

(11) The required visibility to the signals "Stop for raised pantographs" and "auxiliary arrow" depends on the local conditions and must be less than 100 m below.

(12) The signal "Stop for vehicles with raised pantograph" may also be applied to a soft signal body.

Soft signals

§ 45. (1) Place-operated switches must always be equipped with soft signals. Distance-operated switches are to be equipped with soft signals if they are regularly driven by push-in drives. This does not apply to switches in push-lines if these switches cannot be released for close-up.

(2) The switch signals are to be used as a function of the shape of the switch:

1.		the signals "to the right" and "to the left" in the case of simple switches, inner-arc-soft and simple cross-sections for driving against the tip,
2.		the signals "From right" and "From left" in simple switches, inner arc-soft and simple crossing points for the ride after the tip, and
3.		the signals "From left to right", "From right to left", "From left to left", and "From right to right" at double crossing points.

(3) The required visibility of soft signals depends on the local conditions and must be less than 100 m below.

(4) Soft signals shall be affixed to the switch-over device.

Soft heartbeat

§ 46.

(1) The soft-monitoring signal shall be used to indicate the basic position of the rear-rear switches which have been moved against the tip. (2) The soft-monitoring signal shall be constructed in such a way that it can be detected at least on the length of the braking path plus the required visibility in accordance with § 27 (3) before the first relapse switch of this operating position, which is moved against the tip. (3) The soft-monitoring signal shall be placed below the trapezoidal table. (4) The switch monitoring signal shall be indicated by a blue triangle in the upper segment of the cross-board. (5) The soft-monitoring signal may be repeated: 1. at a suitable location in front of the trapezoidal table, where this is necessary for the fulfilment of the requirement laid down in paragraph 2, 2. at the location of a reverse switch that is driven against the tip; this should be the case where the black-white striped Pflock must be omitted and the signal may also be used for push-in drives after the tip over this switch.

Soft blockade

§ 47.

(1) The signal "soft blockade" may be established for the case of disturbances to relapse-soft preparations. The signal "soft blockade" may only be visible in case of a malfunction in case of a failure of the switch. (2) In the event of disturbances to relapses, suitable signals "soft blockade" shall be used in accordance with paragraph 1, if the respective diverter of train journeys is to be used against the tip. (3) journeys are to be commissioned in writing to comply with the signal "soft blockade". (4) The visibility of signals "soft blockade" depends on the local conditions and must be less than 100 m below. (5) If the signal "soft blockade" is established in accordance with paragraph 1, it is to be established between the points of change to the provisions of § 28 (the establishment of fixed signals).

Soft secured

§ 48. (1) The "Weiche assured" signal may be prepared in preparation for the case of diverting or missing soft-surveillance. The signal "Weiche secured" may only be visible in case of a failure in case of a malfunction.

(2) In the event of a switch-off or a lack of monitoring, the use of signals "Weiche secured" shall be used in accordance with paragraph 1, if the respective divert of train journeys is to be used against the tip.

(3) journeys are to be commissioned in writing to pay attention to the signal "Weiche assured".

(4) The visual range of signals "Weiche secured" is based on local conditions and must be less than 100 m below.

(5) If the signal "Weiche secured" is established in accordance with paragraph 1, it shall be affixed to the switch drive or installed in the vicinity of the changeover device to the provisions of § 28 (installation of fixed signals) on the switch drive.

Go-to-signal

§ 49. (1) Displacement signals shall be established if:

1.		to be regulated by means of a railway safety system; or
2.		they are needed as a flank protection device, or
3.		are to be regularly moved past main signals.

4. By way of derogation from Z 3, the establishment of displacement signals may be waived if the consent can be given for the carriage of the lift with other technical facilities.

(2) The signal "Prohibition of expel" at the location of a main signal, protection signal with a white stripe or a warning signal allows for the transfer of this signal.

(3) A displacement signal, which applies to several tracks, is referred to as a group-displacement signal. A group substation signal at the location of a group main signal must be valid for the same tracks as the group main signal.

(4) The form signal "Prohibition of expel" may only be used at the location of a main signal and only if it allows local operating conditions.

(5) In soft areas, a displacement signal between the tip of the switch and the heart is valid for all journeys possible in the area of the switch.

(6) The signal "transfer signal additive" shall be applied to the displacement signals for which the consent to the journey is to be given separately.

Scraptable

§ 50. (1) Drawers are to be installed in combination with drivetrain signals-on two-track tracks with directional operation also on tracks without a driving-in signal. In conjunction with

1.		intermediate signals, or
2.		block signals, or
3.		coverage signals, or

4. Trapezoidal plaques

they are allowed to be built.

(2) Reaction tentaps may be replaced by decompression signals. Prior to the release of such displacement signals, the same conditions as for the push-in drives must be maintained beyond the location of the push-in tendings.

(3) Drawers are not to be erected above the track.

Wait signal

§ 51. (1) Wartesy signals may be erected in places where a separate consent is required at the beginning or continuation of each individual transfer journey.

(2) Wartesignale are not to be built above the track.

Hand-displacement signals

§ 52. (1) Hand-push signals consist of visible and audible signs. The signals are audible only if necessary.

(2) In the case of unforeseen required push-in drives, the tag signals may also be given with the arm alone.

(3) The hand-feed signals "moving away", "Herkommen" and "slower" are visible to be unexposed until they are replaced by another signal. The signal "supply stop" is visible until the push-in part has stopped.

(4) The hand-pushing signal "repelling" is to be given only at the beginning of the repulsion movement, the repulsion movement is to be concluded with the signal "push-in stop".

Acoustic signals

§ 53. (1) If a device for delivering the signal "Attention" is present in the case of pushed trains on the frontmost rail vehicle, the signal "Attention" must be given by the employee at the top.

(2) The emission of the signal "Attention" can be arranged separately in individual cases.

Brake test signals

§ 54. (1) Place fixed brake signals shall be established if local conditions are required.

(2) The required visibility to fixed brake test signals depends on the local conditions and must be less than 100 m below.

(3) In the area of the platform, fixed braking signals are to be erected on the platform side by way of derogation from the provisions of § 28 (lineup of fixed signals).

Handling signals

§ 55. (1) The signal "Abtrial allowed" is to be established if it requires the local conditions.

(2) The signal "Abtrial allowed" can only be activated if the next main or protective signal has a free term.

(3) The required visibility on the signal "allowed to run down" depends on the local conditions and must be less than 100 m below.

(4) In railway line areas, all-in-one signals are to be erected on the platform side by way of derogation from the provisions of § 28 (lineup of fixed signals).

(5) The railway undertaking has to draw up rules for the use of the signals "ready for departure", "ready" and "depart", while taking into account the technical possibilities of the train.

Train signals

§ 56. (1) The tip of hatched trains must be marked with at least one white light only in the dark or when tag signals are not clearly recognizable to at least 100 m.

(2) At least one white light must be present on the traction vehicle in the event of failure of the peak signal on the moving drive vehicle.

Signals on rail vehicles

§ 57. (1) The "wagon manned" signal shall be affixed to the rolling stock when the rolling stock is occupied by persons occupied by the railway vehicle. The signal shall be transmitted from the relevant vehicle responsible for the respective wagon. To install and remove supervisory staff. The railway undertaking shall have to regulate the implementation of the implementation of the supply in connection with railway vehicles on which the 'wagon staffed' signal is affixed, in any case the persons in the railway undertaking shall be notified before the said person is responsible for the operation of the railway undertaking. Rail vehicles are moved.

(2) The "vehicle must not be moved" signal shall be affixed by that operating staff member who determines that the rail vehicle must not be moved. In the case of rail vehicle groups, the signal must be attached to the outermost rail vehicle of the group. The signal shall be applied at the point at which the rail vehicle or the rail vehicle group could be moved. Prior to affixing, the consent of the operating authority must be obtained.

(3) The signal "connected to the pre-heating system" shall be affixed by the operating staff member, which connects the rail vehicle to the preheating installation and shall be installed before the connection is made. In the case of rail vehicle groups, the signal must be attached to the outermost rail vehicle of the group. The signal shall be applied at the point at which the rail vehicle or the rail vehicle group could be moved.

Hazard Signal

§ 58. The risk signal shall be given if the driver is in danger of danger, his own journey is in danger, or if journeys are to be stopped immediately to avert a risk.

Other signals

§ 59. (1) The signal "holding disc" shall be used for the identification of dangerous places and shall be placed directly on the right of the track or on the track, in principle 50 m in front of the point of danger. The signal shall be drawn up immediately before the point of risk

1.		Access to the occupied track; the signal is only required in the dark and in the most uncertain weather, and the signal may be replaced by a red light, or
2.		Identification of the holding point when stopping before the end of the entry track with a written order, without specifying a specific geographical reference point or
3.		Locked railway tracks or railway track sections.
In the case of unmobile track points, holding discs are always to be placed in both directions.

(2) A separate order from the operating control unit or the operating staff responsible for the danger point shall be required for the passage of a holding disc.

(3) The required visibility to the signal "signal hint" is based on the local conditions and must be less than 100 m below.

(4) The signal "signal hint" is to be established where the main, protection, pre-or feed signal should stand and has to show with the triangle tip to the respective signal. The signal "signal hint" is not to be built above the track.

(5) The establishment of the signal "Signal hint" may be omitted if the installation of the main, protection, pre- or push-in signal corresponds to the determination of § 28 (2) Z 1 (achievement of the required visibility) from the installation site. has been deviated in accordance with Section 28 (1).

(6) The direction arrow shall be established;

1.		if the track affiliation of a signal is not clearly identifiable, or
2.		to indicate the position of a slow-running station in the station, which is not located in the main continuous track, and whose warning signal is situated next to the route or continuous main track, if there are indications of two pages, two to install the direction arrows, or
3.		on announcement signals and announcements in front of branch offices to indicate which route this signal applies to.

(7) The directional arrow shall be affixed above the associated signal, which may be dismissed if it requires local conditions and only one signal in accordance with paragraph 6 (1) to (3) is located at the same location.

(8) Trapec panels for the limitation of railway stations are to be erected 50 metres before the first switch. If local conditions are required, this distance may be increased. (9) The "coming" signal may be replaced by an oral or teleoral order. (10) The signal "cross board" shall be constructed at local speeds of more than 60 km/h on the length of the braking distance in front of the associated trapezoidal table. If a soft-surveillance signal is also announced with the cross-board, a cross-board is to be erected even at speeds up to 60 km/h.

(11) In the case of platforms on which the signal "stopping point" is used, passenger trains which keep track of schedule have to stop at the first signal "stopping point" which is to be taken.

(12) The "road end" signal shall be established if the end of the run-in track on train lines is not signalled by one of the following signals:

1.		the main signal;
2.		Protection signal;
3.		Lock signal on the stumb track.

The "Fahrwegende" signal may be set up in service stations with a trapezoidal panel.

(13) The signal "holding control panel" is at a locally permissible speed

1.		below 80 km/h 400 m;
2.		from 80 km/h to less than 100 km/h 700 m and
3.		100 km/h 1000 m
in front of the stop. If the signal were to be set up in stations for erection, it must be dispensed with. The signal is not to be erect if there is a further stop between the signal and the associated stop.

In the case of already existing stops, the signal "holding control panel" must be erected if the local conditions permit.

(14) The border mark shall be constructed between converging tracks at the point where there is a safety margin of at least 0.5 m between the rail vehicles on the furthest-off parts.

(15) The visibility of the "limit mark" signal is based on local conditions and must be less than 100 metres below the threshold.

(16) The "Marked border mark" signal shall be established at the point at which a track may be occupied by rail vehicles in a neighbouring track, if the establishment of the "border mark" signal is based on local conditions. is not possible. In this case, to comply with the provisions of § 18 of the Railway Workers ' Protection Regulation (EisbAV), in the version BGBl. II No 215/2012, in addition to the necessary arrangements, shall be made by the railway infrastructure undertaking.

(17) The required visibility to the "Marked Border Mark" signal is based on local conditions and must be less than 100 metres below the threshold.

(18) The "Announcement Board" signal shall be established if the local speed limit is at least 20% lower than that in the immediately preceding section. If the speed difference is less than 20 km/h, the signal may be omitted. The announcement panel is at a local speed at the location of the announcements board

1.		below 80 km/h 400 m;
2.		from 80 km/h to less than 100 km/h 700 m and
3.		from 100 km/h 1 000 m
to set up in front of the speed board, which may be dismissed if it requires equipment to influence the train.

(19) The signal "NBÜ-Range" shall be applied to all kilo-/hectometer boards in the emergency braking bridging area (NBÜ-Range). At the beginning and at the end of an NBÜ area, on two-track routes, hectometer panels with the signal "NBÜ-Range" applied to the same height are to be erected on the same level. The extension of NBÜ areas should be defined by the railway infrastructure company.

Rail crossing monitoring signal (EKÜS)

§ 60. Without prejudice to the provisions of § 28 (the order page), the admissibility of the establishment and the removal of the EKÜS as well as the necessary visibility on the EKÜS are based on the provisions of § 89 (Engine driver monitoring) of the railway crossing ordinance 2012 (EisbKrV), BGBl. II No 216/2012.

Other signals for rail crossings

§ 61. (1) The signal "EK Gruppe Start" is in accordance with the provisions of § 89 (traction control) EisbKrV, BGBl. II No 216/2012.

(2) Without prejudice to the provisions of § § 27 (1), (2) and (4) (required visibility) as well as 28 (site page), the signal "EK Gruppe Ende" is in accordance with the provisions of § 89 (traction driver supervision) EisbKrV, BGBl. II No 216/2012.

(3) Without prejudice to the provisions of § § 27 (1), (2) and (4) (required visibility) as well as 28 (site page), the signals "Pfeifpflock" ("Pfeifpflock") are , "Group whistle" ("Group Pipe Block") and "Pfeipping" ("Endpflock") In accordance with § § 58 to 60 (location and meaning of signals for railway operation) EisbKrV, BGBl. II No 216/2012.

(4) The construction of the signal "Rautentafel" may be omitted in railway stations. The construction of the signal at stations shall be determined by the railway infrastructure undertaking.

Transition signals

§ 62. (1) The transition signals include:

1.		Form-main signal according to § 63,
2.		Form pre-signal according to § 64,
3.		Protection signal without vertical white stripes in accordance with § 65,
4.		Permit signal according to § 66,
5.		Form-displacement signal according to § 67,
6.		Blocking signal according to § 68 and
7.		White signals in accordance with § 69.

(2) Existing transitional signals may be maintained and, if necessary, renewed. The re-direction of transition signals is not allowed.

Form Main Signal

§ 63. (1) The provisions of § 29 (main signal) shall apply mutatily.

(2) If a form-main signal cannot be placed in the "hold" position, a train journey to the relevant signal may only be permitted if this train journey has been instructed in writing for stopping before this signal.

(3) Form main signals may only be established in a signal group if all signals of this group are form main signals; a mixture with main signals in accordance with § 29 is not allowed.

(4) If the form-main signals are equipped with a substitute signal, the substitute signal shall be affixed to the signal mast by way of derogation from § 38 (2).

(5) By way of derogation from § 59 (1) (the drawing up of the signal "holding disc"), the signal "holding disc" is to be set up immediately before the unsuitable signal when the main signals are unfit in the open position.

(6) A form-main signal shall not be announced with a pre-signal according to § 30.

Form-Presignal

§ 64. (1) The provisions of § 30 (pre-signal) shall apply mutatily.

(2) If a form pre-signal cannot be placed in the "caution" position, a train journey to the relevant signal may only be permitted if this train journey is in writing to adopt the "caution" position in the case of this signal.

(3) No main signal may be announced in accordance with § 29 with a form pre-signal.

Protection signal without vertical white stripes

§ 65. (1) The provisions of § 31 (protection signal) shall apply mutatily. By way of derogation from § 62 (2) (new direction of transition signals), protective signals without vertical white stripes may then be re-erected if the control of protective signals with the existing railway safety system is not technically possible. is.

(2) In a railway station, protective signals with no vertical white stripes may be installed only if all signals of this group are protective signals without vertical white stripes; a mixture with protection signals in accordance with § 31 is not permitted.

Permission signal

§ 66.

(1) The permit signal may only be used for a track group of not more than three main tracks. (2) If the permit signal is used, it must be mounted above the group main signal. (3) The permit signal may be illuminated only if the associated main group signal is in the exemption position. (4) The required range of sight to the permission signal depends on the speed, and the visibility shall apply in accordance with § 27 (3). (5) The permit signal may be repeated if the local conditions are required. By way of derogation from the provisions of Section 4 and by way of derogation from the provisions of Section 27 (2), the required visibility shall be based on the repetition of the permit signal in accordance with local conditions and shall be less than 100 m below the level. (6) For the repetition of the permit signal, a suitable location corresponding to the local conditions is to be established.

Form-push-signal

§ 67. The provisions of § 49 (push-in signal) shall apply mutaficly.

Lock signal

§ 68. The non-retroactive blocking signal shall be illuminated in the dark and in the unsafe weather.

Soft signals

§ 69. (1) In the case of switch signals, which are simultaneously in the field of vision of the driver or driver, or of the switch operator, the switch signals may not be used as a transition signal at the same time as the switch signals in accordance with § 45.

(2) By way of derogation from the provisions of section 62 (2) (new direction of transition signals), soft signals may also be re-erected as a transitional signal in the execution if this is necessary for the fulfilment of the requirement of paragraph 1.

(3) In the case of switch signals for double intersections in the embodiment as a transition signal, the line or the like is used as a transition signal. The angle is formed by retro-radiating white bars.

(4) Soft signals that are not retrordible shall be illuminated in the dark and insecure weather conditions. "

36. The previous 3. Section receives the label " 4. Section " .

37. The previous § § 18 to 26 will receive the paragraph designation "§ 70" to "§ 78" .

38. In § 70 (new) para. 1, first sentence, the word " By-vehicles " through the phrase " Special vehicles (by-vehicles) " and in the third sentence, the word " By-vehicles " by the word " Special vehicles " replaced.

39. In § 70 (new), para. 6 and 7, the word shall be "By-vehicles" by the word "Special vehicles" replaced.

40. § 71 (new) para. 1 reads:

" § 71. (1) Rail vehicles shall be categorised in stretch classes, with no more than

Distance Class D2

Distance Class B1

according to ÖNORM EN 15528 "Railway applications-Stretch classes for the interface between load limits of the vehicles and infrastructure" of the 1. Jänner 2013 (see Appendix 8) is permissible; at speeds of more than 200 km/h or when using tilting technology, it is necessary to check in each individual case whether the loads occurring are safely absorbed by the superstructure and the structures. can be. By way of derogation, higher sections shall be permitted if the designated line class of the rail vehicle is less than or equal to the route class of the route. If, on the basis of individual characteristics of the rail vehicle or the load, rail vehicles cannot be categorized into a line class, or if the route class of the route is less than that of the rail vehicles, it shall be applicable in the particular case of the rail vehicle. In individual cases, it should be examined whether the loads that occur can be safely absorbed by the superstructure and the structures. "

41. § 71 (new) paragraph 3 is deleted.

Section 73 (new) paragraph 1 reads as follows:

" (1) For the dimensions of the rail vehicles, the kinematic reference line G 2 shall apply in accordance with Appendix 3. By way of derogation, larger kinematic reference lines shall be permitted if the kinematic reference line underlying the calculation of the rail vehicles is less than or equal to the basis of the calculation of the light space of the route. kinematic reference line. If, on the basis of their individual characteristics or the load, rail vehicles cannot be assigned to a kinematic reference line, or if the kinematic reference line underlying the calculation of the light space of the route is smaller than that of the kinematic reference line, In each individual case, it shall be examined whether the transport of these rail vehicles on the respective infrastructure is permissible. Rail vehicles which correspond to the kinematic reference line according to Appendix 3, Figure 3, shall not be allowed to drive track brakes in the braking position or other activated deferring or braking devices. "

43. In § 73 (new) para. 2, before the word "Reference lines" the word "kinematic" inserted.

44. In § 73 (new) para. 3, the word order shall be "the reference line for pantographs" through the phrase "the mechanical and electrical reference line for pantographs" replaced.

45. § 74 (new) (new) (3) is:

" (3) Rail vehicles in which passengers are transported must have easy-to-see and accessible controls, which can be used to initiate or request emergency braking directly or indirectly. The emergency braking device shall be such as to be able to be bridged by the driver or automatically. "

46. In § 77 (new) para. 1 Z 9, after the word "Headlight" the phrase "to represent the peak signal" inserted.

47. The previous 4. Section receives the label " 5. Section " , the following heading is inserted:

" 1. Subsection

General provisions "

48. The previous § 27 receives the paragraph "§ 79" , the headline is "Definitions and general provisions" .

49. § 79 (new) para. 1 reads:

" (1) trains are the coupled sets of control vehicles, as a rule, to the free route, provided that they are moved by the power of the machine, or individually moving traction vehicles. Appropriate special vehicles may be treated like trains or put on trains. "

§ 79 (new) para. 4 reads as follows:

" (4) Follow-up trains are from the driver's cab at the top of controlled trains into which one or more power output traction units are placed, intended to exert pressure forces forward on the carriage train. By way of derogation, turning trains shall not be regarded as reshuded trains. "

51. In § 79 (new), paragraphs 5 to 8 are replaced by the following paragraphs 5 to 21:

" (5) Operations-controlling bodies shall be those occupied by one or more operating staff, carrying out operationally relevant safety-related activities for the handling of trains, deferrals and ancesuties, as well as related activities. Each operationally controlling body shall be assigned an area for which it is responsible.

(6) The person in accordance with § 95 shall be the contact person for the operating authority in the event of construction work in the danger area.

(7) In the case of a track change operation, it is possible to travel in both directions in a signal-wise direction. The tracks are referred to as the rule and counter track, the control track is to be set.

(8) In the case of directional operation, it is possible to travel in a continuous, signal-wise direction only in one direction. The tracks are referred to as "real track" and "wrong track".

(9) journeys are intended movements of rail vehicles and are to be carried out as train, side-by-side or push-in journeys.

(10) Train journeys are carried out on trains within railway stations, between stations or over several stations. If the necessary operational and technical conditions are fulfilled, train journeys may also start or end in the operating facilities of the free route.

(11) Side-by-side journeys are journeys which cannot be carried out as train or push-in journeys because of the nature of their implementation or of the rail vehicles used. Journeys from a railway station to a point of the free route and back as well as journeys that start or end on the free route are always minor journeys, provided that they are not allowed to be carried out in accordance with paragraph 1, second sentence, as train journeys.

(12) Ververse journeys are intended movements of rail vehicles which are not carried out according to the provisions for train or minor journeys.

(13) The braking distance is the distance covered by the initiation of braking until the train stops.

(14) The length of the braking distance shall be that distance which shall not exceed the braking distance in the event of a rapid braking operation. The length of the braking distance is dependent on the local conditions.

(15) The rapid braking action is a braking operation initiated by the driver, in which the full braking force is achieved in the shortest possible time.

(16) The emergency braking operation is a braking action initiated by means of an emergency braking device, an air-shut-off valve or an air brake head, in which the full braking force is achieved.

(17) The braking weight is the measure of the braking performance of a rail vehicle or train.

(18) The measure for the existing braking power is the ratio of the braking weight to the total tensile mass and is calculated in hundredparts (Bremshundertstel).

(19) The minimum number of brakes shall indicate the braking power of a train which, depending on the conditions of inclination of the infrastructure to be driven, allows driving at a speed of 20 km/h.

(20) The holding brake undercarriage shall indicate the braking performance of a train which is necessary to secure stationary rail vehicles against unintentional movement. The fixed-hold braking weight depends in particular on the slope conditions and shall be determined by the railway infrastructure company.

(21) In-service operation means an operating procedure in which, in addition to the operating control point, the driver also has defined reporting points (train registration points) on the basis of receipt and delivery of defined messages (train running reports) at the Control of the train sequence is involved. The area of the skid is the geographical area in which the operating procedure is used for the operation of the train. "

52. According to § 79 (new) the following § § 80 to 101 shall be inserted together with the headings:

" Information on operating points and routes

§ 80. Operating points and routes shall be subject to operational information and shall be accessible to all persons concerned in a suitable manner. This information must include at least:

1.		the beginning and end point of the route,
2.		Number of stretchlees,
3.		in the case of two-track routes, information on the direction of the operation, indicating the correct track or the track change operation, indicating the control track;
4.		Information about the equipment with overhead line,
5.		information on the type of operation, including train control and train control systems and signalling systems,
6.		Information on telecommunications equipment,
7.		Information on the light space and the size of the load,
8.		Information on the route class,
9.		the name and the kilometrical position of the operational bodies, names and responsibilities of the competent authority responsible for the operation;
10.		the geographical location of railway crossings and non-public railway crossings and information relating to their safety,
11.		the designation and the kilometrical location of the tunnels,
12.		information on the required fixed-hold braking weight and minimum braking weight;
13.		Information on the length of the braking distance,
14.		Information on slope conditions,
15.		information on the local speed,
16.		Information on track and platform lengths in service stations,
17.		Information on local and operational characteristics and
18.		Information on dienstruhe.

Service entry and service transfer

§ 81. Railway undertakings shall be responsible for regulating the type of service and the transfer of service for the operating staff they use.

Soft Area

§ 82. (1) As the beginning of the switch area, the location of the main signal covering the switch area shall apply,

in railway stations with trapezoidal plaque, the first bewilted area.

As the end of the switch range, the next main signal of the operating system is basically valid; no main signal follows more, the last remaining switch of this operating system is followed.

(2) A maximum speed of 40 km/h is to be observed in the switch area, unless a different speed is signalled or a lower local speed is to be observed.

Service of railway safety systems and signals

§ 83. The railway infrastructure undertaking shall regulate the operation of railway safety installations and signals as a rule and in the event of disturbances in such facilities.

(2) Rail safety systems must be operated, insofar as they are operable and their operation is not expressly prohibited.

(3) If there is no opposition to this, signals shall be released in time. The main signals must be released in good time in such a way that the associated pre-signal is already encountered in the open position.

(4) A main signal which has already been released must be reset and if the train journey is already in the block section before this signal, the train journey must be notified before the return, with the exception of the risk of dangerous goods. If the pre-signal is located at the location of the rear main signal, at least two block sections must be free before the main signal to be reset.

(5) After a journey has been carried out, signals must in principle have to be again in the holding position before a journey in the same direction may be allowed to the same track. Exemptions must be justified in the design of the railway safety system.

Unsuitable signals

§ 84. (1) As unfit, signals which cannot or may not be free or preserved are considered to be unsuitable. Unsuitable signals should as far as possible show the holding concept. Train journeys are to be notified in writing of signals which are not suitable for exemption. Unsuitable signals may only be passed on through special orders.

(2) If all the conditions for the route are met by an unsuitable signal, train journeys may be allowed to pass on to this unsuitable main or protective signal

1.		with replacement or precautionary signal, or
2.		oral or with a written order with the text " ...							signal unfit, pre-travel allowed " or
3.		with the signal "pre-travel allowed" when driving from the incompatibility of this signal with the text " ...								signal from the (operating point) unfit. On signal passing, allow eighth, stop in case of absence. " has been commissioned in writing,
shall be granted.

(3) After crossing unfit signals, the speed in the adjoining switch area shall not exceed 40 km/h, except

1.		it must be kept at a lower local speed, or
2.		with the driver standsignalization, a different speed will be signaled, or
3.		in the case of roads where the speed of the signal is less than the speed indicated, in which case the train journey must be sent in writing to ensure that the speed of the train is maintained.

(4) If an independent indication of the train journey is required at the location of an unsuitable signal, the train journey is unsuitable for this purpose with the text " ... signal of the (operating point). To obtain a licence in writing. "

(5) If the replacement or precautionary signal cannot be used in the case of unsuitable self-blocking signals, train journeys may be made in writing with the text "block signal and pre-signal of the self-blocking point ...... not to be observed in exceptional cases" for the advance on the an unsuitable signal. In this case, the reverse main or protective signal may only be released-or allowed to pass through it-if the conditions for the route to the non-significant signal are also met.

(6) Displacement journeys are orally or orally of unsuitable displacement signals. to communicate orally if they are in the intended transfer route or if they are the destination of the respective push-in journey.

(7) If all the conditions for the advance on an unsuitable signal are fulfilled, the permission to pass on unsuitable main, protective and transfer signals may be issued orally or remotely orally.

Dienstruhe

§ 85. (1) In the case of service stoves, operations controlling posts are temporarily not occupied. The railway infrastructure undertaking shall determine the operating conditions and the period of the service period.

(2) The stations, blocking points, transfer points and branch points allocated to the operational control unit are not a train sequence during the service life.

(3) The railway infrastructure company shall draw up rules for the use of the service. In particular, they shall contain the following provisions:

1.		the beginning and end of the service,
2.		the position of security installations,
3.		Information on the carrying out of journeys and
4.		Behaviour in case of malfunctions and emergencies.

Safety of rail users in the case of rail passengers

§ 86. (1) Rail users shall be protected from risks arising from journeys. Journeys through railway corridors may only be permitted to the extent to which they are necessary and in compliance with the provisions of para. 2 to 4.

(2) If train journeys are to be permitted via rail tracks, the rail inclines must be supervised or blocked. The supervision or blocking may be omitted if the provisions of Section 20 (5) are complied with and

1.		the permissible speed in this area does not exceed 40 km/h, and
2.		the visibility to be guaranteed in accordance with § 20 (5) Z 3 is not restricted by the use of rail vehicles.

(3) When a train journey is taken in front of a rail incline, access to the rail incline shall be recognized by the rail incline access, the railway users shall be required in a suitable manner (for example by accusation). or signal "Attention").

(4) If there is a need for the rail-to-rail routes to be overhauled or closed, the rail tracks are to be supervised or closed by rail-rail corridors. If the supervising or locking is not possible in exceptional cases, it is possible to access the rail incline with step speed on the rail. In this case, only this journey can be allowed via the rail incline access. If it is recognized that rail users are using the rail incline access, the railway users must be warned in a suitable manner (for example by accusation or signal "respect").

(5) Rail corridors may only be occupied in the necessary time intervals of rail vehicles.

(6) If it is recognized that rail users do not use the intended platform access routes, they must be warned in a suitable manner (for example by accusation or signal "respect").

Safety of rail users in the event of a passenger change

§ 87. (1) It is recognized that rail users are in the term,

1.		on the wrong side to get on or out, or
2.		on-or off-movement-on-movement rail vehicles,
they must be warned in a suitable manner (for example, by acclamation or signal "respect").

(2) It is not necessary to use a train ride on the intended platform, the rail users must be notified to the relevant service centre.

(3) If the communication pursuant to paragraph 2 is not possible, train journeys are to be commissioned in writing, to communicate to the railway users in the relevant service centre and to enable them to reach the train. With the exception of rail-free access routes, it is necessary to regulate traffic in such a way as to avoid train encounters and parallel journeys in the area of the platforms concerned.

(4) The measures provided for in paragraph 3 may be omitted if the train journey is different from the same on the same island or island. Central platform is on the road.

Safety of travellers in passenger trains

§ 88. (1) The railway undertaking shall take appropriate measures to ensure the safety of passengers in trains which are to be transported.

(2) Travellers in passenger trains must be able, in emergencies, to be able to contact an employee of the railway undertaking, who either himself can provide assistance or provide appropriate assistance.

(3) In the case of darkness and during transit through tunnels, lighting must be provided in rail vehicles in which passengers are carried.

(4) forehead doors must be shut off when the transition is raised.

(5) The railway undertaking shall, in agreement with the railway infrastructure undertaking, make appropriate arrangements for the safe departure of the train in case of emergency.

(6) Rail transport undertakings shall take measures and measures in order to maintain safety and order in respect of the overcrowdling of trains.

(7) If there is a passenger train on a platform, passengers are to be informed about the exit side. Such communication may be dispensed with if doors which are not provided for the change of passengers and which are not situated opposite to the platform are not released for the service of passengers.

(8) In the event of a train being held outside a platform, passengers shall be informed that the exit is prohibited. Such communication may be dispensed with if the doors to be used for the change of passengers are not released for the purpose of passengers being operated.

(9) Travellers in passenger trains must be informed of deviations and peculiarities with regard to the scheduled running of the respective train in a timely way. An agreement on delays has to be made if a delay of ten or more minutes is reached or is foreseeable.

Operating orders of the operating body on journeys

§ 89. (1) Operating orders of the operating authority to travel are to be issued by means of signals, by means of the driver's status signalling, by means of a timetable, in writing, orally or by telephone.

(2) Written orders of the operating body on journeys are to be drawn up in duplicate and must include:

1.		the name of the journey,
2.		Date,
3.		the name of the operating body responsible for the contract;
4.		Contract
5.		the signature of the client, which may be replaced by the name, or an indication by which the client may be identified, in the case of written contracts drawn up on the basis of a statement of the name, and
6.		Signature of the consignee on the transcript.
The original shall be handed out by an operating staff member of the executive body, and the copy shall remain in the place where it has been issued. The receipt shall be confirmed on the transcript. Written orders shall be numbered consecutively in the order of arrival at the train-exit station, except in the case of written orders extending over the entire length of the train. In written contracts, only abbreviations defined by the railway infrastructure company may be used.

(3) Written orders of the operating authority on journeys may also be transmitted by telephone. In the case of transmission of a written order by telephone, the issuing body and the executive body shall each have to produce a copy. The provisions of paragraph 2 shall apply with the following exceptions:

1.		Subheadings shall be replaced by name information;
2.		if several orders are awarded at the same time, they shall be awarded in the order of the meeting;
3.		the order shall be repeated by the addressee, and any inconsistencies shall be eliminated. The correct repetition is valid as acknowledgement of receipt.
In the course of the journey, written orders may only be transmitted orally with the consent of the driver. Excluded from this are orders for the use of an impending operational risk.

(4) Required written orders for journeys must be granted prior to the admission of the journey to the relevant section.

(5) The railway infrastructure undertaking may, for certain periods, sum up written contracts whose requirements are foreseeable; this summary shall include at least:

1.		contracts, grouped together in a different way and in relation to the direction in the order of arrival,
2.		Numbering of the entries,
3.		Scope and
4.		Validity period.

(6) Where certain written contracts are summarised in accordance with paragraph 5, this summary shall be communicated to the rail transport undertaking. The railway undertaking shall ensure that these written orders are carried along and taken into account by any train and off-road journey. Such written orders shall be deemed to have been granted in the period of validity specified.

(7) Written orders on journeys may only be revoked in writing.

(8) In the event of a change in the leading traction vehicle or driver of the leading aircraft in the case of a train journey, the railway undertaking shall draw up rules for the transfer of written contracts.

Driving on view

§ 90. (1) In the case of driving in sight, the speed of the rail vehicle must be fixed in such a way that it can be stopped before obstacles. This does not apply to those obstacles which only arrive unexpectedly into the danger space of the track within the stopping distance.

(2) In the case of driving in sight, the speed shall not exceed 40 km/h.

Track or track sections which are not allowed to be driven by rail vehicles with raised panelists

§ 91. (1) Rail or track sections which are not allowed to be driven by rail vehicles with raised panelists shall be defined by the railway infrastructure undertaking.

(2) If tracks or track sections are to be used by rail vehicles with electricity customers in accordance with paragraph 1, this may be done with reduced electricity consumers and, depending on the local conditions, with momentum, by means of roller leave or with the aid of: superstructure-independent rail vehicles.

(3) In order to be able to use momentum or roll-out, the signals "Announcement Pantographs", "Power consumers deep" and "high current consumers" are to be established at the appropriate points and the driver is timely and timely. in writing or in the case of the opaque signal, with a precise indication of the respective area.

(4) By way of derogation from paragraph 3, the assignment may also be carried out by means of a timetable. In this case, the drawing up of the signals "announcement of electricity consumers deep" may be omitted.

(5) By way of derogation from paragraph 3, in the event of unforeseen occurrences up to the drawing up of the signals, the written or teleoral order alone is sufficient, in which case the drawing up of the signals is to be obtained at the ehestpossible level.

(6) If a rail vehicle with a pantograph in a track section in accordance with para. 1 comes to a standstill, the lifting of the pantographs is permissible only by means of a teleoral order from the operating control unit.

(7) In the event of a failure of the overhead line voltage during the journey, the driver shall immediately stop the journey and make contact with the operating authority. If there is no danger of danger, switches and railway crossings are allowed to be free.

(8) If, during the actions referred to in paragraph 7, the driver has noticed the return of the overhead line voltage, the journey may continue, provided that no other arrangements have been made by the operating authority.

Lock of tracks

§ 92. (1) The lock of a track ("track lock") is to be available if the track of train journeys is not allowed to be used. Tracks may be locked in full or in sections.

(2) A track lock shall be provided by the operating authority,

1.		if the track has an unmobile location, or
2.		in the event of incidents where the ability of the track is doubtful, or
3.		in the case of separation or
4.		in the case of a missing final signal, with the exception of sections with a suitable track-free reporting system, or
5.		in the case of route loading.
All those concerned must be informed. A track lock is also to be provided if no train journey is expected.

(3) The railway infrastructure undertaking shall establish appropriate measures to prevent unintentional journeys to a locked track.

(4) The implementation of intended journeys in locked tracks shall be regulated by the railway infrastructure undertaking.

(5) The track lock may be lifted by the operating authority if the passenger's availability and the clearance of the track itself have been ascertained or have been reported by an employee authorised to do so by the railway infrastructure company.

Back-up rolling stock

§ 93. (1) Stationary rail vehicles shall be secured against unintentional movement when it requires safety. The fuse must be carried out in such a way that at least the fixed-hold brake weight is applied.

(2) The implementation of the guarantee shall be regulated by that railway undertaking which shall issue the respective rail vehicles.

(3) Before any unintended movement of rail vehicles is moved again, the fuse must be lifted. This may be waived if the rail vehicle is required to move or set up in order to remove the fuse.

(4) Vehicles must be supervised as long as they are capable of movement by their own power and are not particularly secured against unintended movement.

(5) The height of the inhibiting shoes shall not exceed 125 mm above the upper edge of the rail.

Completely disrupted understanding between the train stations

§ 94. In the event of a completely disrupted understanding between the train stations, the railway infrastructure companies have to draw up regulations.

Operational coordination in the case of work in the hazard area of the railway track

§ 95. The railway infrastructure undertaking shall determine by whom and in what way the operational coordination with the operating authority shall be carried out at the place of work during the operation of the work in the hazardous area of the railway. In particular, accessibility shall be regulated and shall ensure that this person is given the operational authority at the start of the work and in the case of any change in name.

No journeys

§ 96. (1) The operating procedure "No journeys" shall be applied if, in the case of work in the danger zone, the track section shall not be allowed to travel on the track.

(2) The railway infrastructure undertaking shall be responsible for all the measures to be taken in connection with the operating procedure 'No journeys'. The operating procedure "No journeys" shall be provided by the operating authority. All those concerned must be informed.

(3) The railway infrastructure undertaking shall lay down appropriate measures to prevent journeys in track sections for which the operating procedure "No journeys" is available.

(4) The operating procedure "No journeys" may be cancelled by the operating authority if the reasons for such travel have been omitted.

Endangered Rotte

§ 97. (1) The operating procedure "Rotte at risk" shall be applied if, in the case of work in the hazardous area of the tracks, an oral or oral communication prior to the approval of a journey is necessary for the clearance of the hazardous area. The person at risk shall be notified by the person in accordance with § 95 to the competent authorities responsible for the operation of the company.

(2) In the case of the registration of a threatened Rotte, please indicate:

1.		the kilometrical position of the work station, on a stretchable track with the indication of the adjacent operating points,
2.		on multi-track sections, the working track or the work track,
3.		estimated duration and
4.		The name of the person according to § 95.

(3) The railway infrastructure undertaking shall establish appropriate measures to prevent unintended journeys in track sections in which vulnerable fleets are registered.

(4) Work may only be started after the consent of the operating authority. The operating authority shall not give its consent until the necessary measures have been taken in accordance with paragraph 3.

(5) Rotten at risk shall be notified in each section prior to the approval of journeys. The agreement may only be confirmed by the person according to § 95 if the danger space of the track to be covered is cleared.

(6) After the completion of the work or in the event of work stoppages, the person at risk shall be reported by the person in accordance with § 95 to the competent authorities responsible for operating the work.

Construction and maintenance work

§ 98. (1) Construction and maintenance work with an impact on the railway operation shall be planned in accordance with the management of the plant in a timely manner, and, if necessary, appropriate operational arrangements shall be drawn up and all those affected by it shall be subject to the timely and timely information. Affected rail transport undertakings shall be included in the necessary scope.

(2) In the course of the planning of construction and maintenance work according to paragraph 1, track sections may be declared to be the construction track. The spatial extent of the construction track, the protection against the operating track and the time period for which a track section is explained to the construction track are to be precisely defined. The handling of journeys in the construction track is not the responsibility of the operating authority.

(3) In the course of the planning of the construction and maintenance work, appropriate regulations must be drawn up for the handling and execution of journeys on construction tracks and must be brought to the attention of all those concerned in a timely way. These rules shall include in particular:

1.		the indication of the body responsible for the carrying out of journeys,
2.		handling and carrying out journeys within the construction track; in the case of multiple journeys, provision should be made at the same time to ensure that they do not endanger each other;
3.		Carrying out and carrying out journeys, as well as coordination with the operating authority on journeys to and from the construction track and
4.		Responsibility for safety measures for construction work in the hazard area of tracks.

(4) Each point at which a construction track merges or opens into an operating track must be clearly marked for both directions of travel. This marking may be carried out by:

1.		Locking shoes with a blocking signal or
2.		Main or protective signals, or
3.		Holding discs.

(5) journeys in the construction track shall be carried out in accordance with the provisions of the driving on sight. The speed shall not exceed 20 km/h by way of derogation from section 90 (2).

2. Subsection

General provisions for journeys

§ 99. (1) For journeys, the information required for their implementation must be available.

(2) In the case of § 98 (2), journeys may not be carried out without the competent operational authority having knowledge of it. § 127 (3) applies to the carriage of the lift.

(3) journeys shall be carried out in such a way as to ensure that

1.		the infrastructure that is being used,
2.		the rolling stock used;
3.		the interaction between the individual rail vehicles used and the infrastructure used, and
4.		the operational requirements
the requirements and the requirements regarding the staff employed and other journeys will not be jeopardised.

(4) The rapprochement of journeys is to be announced in the respective section by telephone in the form of barrier warders and guardians of railway crossings prior to the admission of the journey.

(5) In the case of construction work in the hazardous area of the tracks, a teleoral announcement of journeys can be arranged as an additional operational measure.

3. Subsection

Provisions for train journeys

General provisions for train journeys

§ 100. (1) Train journeys shall be designated by the railway infrastructure undertaking with a clear train number.

(2) A timetable shall be drawn up for each train journey. The drawing up of a timetable may be omitted for the purpose of crossing, rehearsals or measuring journeys taking place outside the general passenger, luggage or freight transport operations on a case-by-case basis, if the necessary conditions for carrying out such train journeys are to be carried out. Information provided by the railway undertaking shall be made available in a different manner.

(3) The first rail vehicle of a train must show the leading signal in the forward direction. If the peak signal is missing or is incomplete, the train journey is to be held at the next station. If the defect cannot be remedied, this train journey may be continued with one or two lights; all employees concerned are to be notified. The train journey shall be requested in writing to cover areas necessary for securing non-technically secure rail crossings, at a maximum of 60 km/h. The tip of hatched trains must be marked with at least one white light only in the dark or when tag signals are not clearly recognizable to at least 100 m.

(4) The last rail vehicle of a train must show the final signal to the rear. The final signal may only be used once during the train. By way of derogation, the final signal on the last rail vehicle of the train shall remain on the last rail vehicle of the train, if the persons concerned are notified of the agreement, in the case of traction vehicles which are to be used for the purpose of self-movement.

(5) In the case of a missing or unrecognized final signal, a train separation shall be assumed and shall be determined in accordance with § 92 (lock of tracks) and the completeness of the train must be determined. If the completeness of the train has been determined and the final signal cannot be replaced, it may only be possible to use the appropriate marking on the strictly necessary route; all the persons concerned are to be informed. In sections whose clearance is checked by suitable technical equipment, the lock of the track may be dispensed with.

(6) Trains are divided into passenger trains and trains not to be transported on a passenger's basis. For the purposes of this Regulation, trains which are used for the carriage of passengers, trains which are to be transported, all other trains shall be considered to be non-passenger trains.

(7) Trains which do not serve the movement of persons but in which military personnel, postal workers or loading and transport attendants are carried, shall be considered to be non-passenger trains for the purposes of this Regulation; Persons in these trains are subject to the provisions of § § 87 (1), 88 (safety of passengers in passenger trains) and 115 (4) in accordance with the provisions of the regulations. Where rail vehicles in which such persons are transported do not have an emergency braking device in accordance with Article 74 (3), it must be ensured that the persons in these rail vehicles make a speech connection with the train driver .

Masses and loads

§ 101. (1) The mass of the wagon train is the sum of the mass of all rail vehicles put on the train and the masses of their cargo. The mass performance of donating motor vehicles is not taken into account.

(2) The total mass shall be the sum of the total weight of the wagon and the mass of all the power vehicles to be delivered.

(3) The control load is the value of the mass of the wagon which a motor vehicle of a particular model series can carry in the driving times that are relevant for the respective timetable.

(4) The train-hook limit load of traction vehicles shall be that value of the mass of the wagon which shall not be exceeded as a function of the infrastructure to be covered. "

53. The previous § 28 receives the paragraph designation "§ 102" .

§ 102 (new) para. 2 reads as follows:

" (2) The braking performance of a train shall be sufficient to bring the train within the permissible length of the braking distance. The relationship between the length of the brake path, the track inclination, the braking output speed and the brake underframe is shown in the brake panel (Appendix 6). The determination of the braking performance of a train shall be regulated by the railway undertakings. "

55. in § 102 (new) para. 3, the reference "§ 15 (3)" by reference "§ 24 (7)" replaced.

56. In § 102 (new) para. 4, the word order shall be "Railway Act 1957" through the phrase " EisbG, in the version BGBl. I No 205/2013 " replaced.

57. In § 102 (new), paragraphs 5 and 6 are replaced by the following paragraphs 5 to 12:

" (5) The last or penultimate vehicle and the first rail vehicle of a train must have an operating brake. If the last rail vehicle has no operating brake, it must not be occupied by passengers and not with major notes 1 to 9 in accordance with the Convention on International Carriage by Rail (COTIF), Annex C-Order for the international Railway transport of dangerous goods (RID), in the version BGBl. III No 33/2011.

(6) The braking power required for a train journey shall be determined by the railway infrastructure undertaking and shall be notified to the railway undertaking.

(7) In exceptional circumstances, the necessary braking performance in accordance with paragraph 6 may not be applied, and appropriate measures shall be laid down jointly by the railway undertaking and the railway infrastructure undertaking.

(8) If a brake fault is detected, the journey may not continue until after the fault has been corrected. If necessary, a new brake test shall be carried out and to check whether the required braking power will continue to be applied. If the required braking power is no longer applied, the procedure shall be adopted in accordance with paragraph 7.

(9) By way of derogation from paragraph 5, the journey from the open-air route to the next railway station may be continued after disturbances, if the cars with a non-acting brake are not occupied by travellers.

(10) All brakes suitable for use and for low-quality control shall be switched on. By way of derogation, do not include:

1.		braking systems whose application is not authorised by the railway infrastructure undertaking;
2.		Brakes, which must be expected to affect the safety of the track as a result of dynamic longitudinal and transverse forces;
3.		Brakes, which are to be switched off due to the interaction of the characteristics of rail vehicles and their load.

(11) In principle, switched-on brakes shall be placed in the most effective position but must be deviated from this provision if, for specific trainings, there is an adverse effect on the safe tracking caused by dynamic longitudinal and/or longitudinal dynamics of the braking system. Querkforces must be expected.

(12) Unsuitable brakes shall not be switched on. "

58. According to § 102 (new), the following § 103 including the title is inserted new:

" Brake sample

§ 103. (1) Before a train leaves the train exit station, a brake test sample shall be made. The brake test sample shall be repeated if:

1.		the driver's cab is changed, or
2.		the train is supplemented or separated, unless it is only at the end of the train or in the case of pushed trains that rail vehicles are only suspended at the top, or
3.		a lack of braking effect is detected.

(2) The railway undertaking to which the train route has been allocated shall be responsible for the implementation of the brake test.

(3) All braking systems are to be tested, the use of which is provided for in the respective train journey.

(4) In the case of the continuous brake, the brake sample

1.		the application,
2.		the establishment of the properly applied state,
3.		the release and
4.		the determination of the properly resolved condition
of the brakes. The railway undertaking shall draw up rules for the operation of the service staff and on which rail vehicles the brake test sample shall be carried out.

(5) Where the use of further braking systems is provided for, the railway undertaking shall draw up rules for the application and testing of these braking systems.

(6) The performance of the brake sample shall be reported to the driver and, if necessary, to other persons concerned by the driver, as a result of the results.

(7) By way of derogation from paragraph 1, the railway undertaking may lay down exemptions for trains which remain unchanged during several train journeys, ensuring that the brake sample is carried out at least once in 24 hours. "

59. The previous § 29 receives the title of paragraph "§ 104" and it's headline:

" Train formation

§ 104. (1) Rail vehicles put on trains must comply with the route class of the infrastructure to be covered.

(2) rolling stock, including, where appropriate, its cargo;

1.		that are categorized into a higher-class category than the route they are driving or
2.		that are not categorized into any route class, or
3.		with exceptional external dimensions, or
4.		with exceptional characteristics or
5.		with exceptional loading
(exceptional consignments) may only be put on trains if appropriate measures are laid down.

(3) Rail vehicles, as well as the cargo and their safety, shall not have any apparent deficiencies which are likely to affect operational safety; loose or movable rail vehicle parts must be properly defined or kept.

(4) Rail transport undertakings shall be subject, in accordance with the requirements of the railway infrastructure company, to the series and carriage of non-performing engines and snow-borne vehicles, taking into account the requirements of the railway infrastructure undertaking. create.

(5) The railway undertaking to which the train path has been allocated shall be responsible for the training of trains.

(6) The railway undertaking shall draw up rules to:

1.		by which operating staff and on which rail vehicles and trains the tests referred to in paragraph 3 are to be carried out, and
2.		which further technical handling of rail vehicles and trains must be carried out in operation. "

60. According to § 104 (new), the following § § 105 to 110, together with the headline, are inserted:

" Length of the trains

§ 105. (1) trains shall not be longer than the braking conditions, the train and shock devices, the longitudinal and transverse forces occurring in the trains, and the operating systems to be driven by them.

(2) Trains whose length exceeds the length of the respective operating systems shall be considered as overlong trains. The use of overlong trains is only permissible if safety is guaranteed by operational instructions.

(3) Passenger trains may only be longer than the platforms if the safety of the passenger is guaranteed by operational instructions.

Preparation of the train journey

§ 106. (1) For the preparation of the train journey, the railway undertaking to which the train route has been allocated shall be responsible.

(2) The rail vehicle data necessary for the train journey must be recorded and recorded. These records shall be carried during the train journey. The data necessary for the handling of the train journey by the railway infrastructure company shall be disclosed to the operating authority.

(3) In the case of the apparent uptake of the data in accordance with paragraph 2, attention should also be paid to the correct position of devices of the continuous brake and to compliance with provisions relating to the ripening of rail vehicles.

(4) The railway undertaking carrying out the train journey shall ensure, before departure of the train, at the place where the train journey begins, that in particular:

1.		the testing of the brakes and the braking calculation is carried out,
2.		the proper domed condition is established,
3.		the signals necessary for the train journey are fitted or switched on,
4.		the rolling stock and, where appropriate, the loading thereof, do not have any apparent deficiencies,
5.		shall be properly defined or retained in an effective, loose or movable rail vehicle part,
6.		the necessary rail vehicle safety devices are available to the required extent and are capable of being used,
7.		that there are no rail vehicle safety devices or other obstacles under the train, and
8.		all the measures necessary for the operation of the propulsion vehicles and, where appropriate, for the carriage of towed traction vehicles, are carried out.

(5) In the event of a change in train formation, the provisions of paragraph 4 shall be adopted. In any case, the provisions of Z 4 and 5 shall apply to rail vehicles which have been placed on the train and the determination of the Z 2 at those places where the coupling or the coupling state has not yet been checked.

(6) After the fulfilment of the conditions set out in paragraphs 2 to 5, the driver's readiness to take off is to be reported by the driver to the company controlling the operation. This message can be made with technical systems or by telephone. The railway infrastructure company may stipulate that this notification shall be waived and that it shall determine the conditions for it. If a televerbal message is made, this is to be given by the text "train ... (train number) ... in ... (service centre) ... ready to take off". The railway infrastructure company may stipulate that, in the case of passenger trains which are not accompanied by a train attendant, the declaration of readiness for departure shall be indicated; in this case, the text shall read: " Train ... (train number) ... in ... (factory) ... without a train attendant. " to be loud.

(7) If deficiencies are found in the preparation of the train journey or after departure of the train at the place where the train journey begins, these defects shall be eliminated as far as possible. If this is not possible with the available means, it is necessary to check whether and, if so, under which conditions the journey may be started or continued. In the case of defective devices, the rail vehicle or the defective device must be marked accordingly and, if necessary, the device is to be secured against unintentional operation.

Changes in the characteristics of the train

§ 107. The railway undertaking shall, without delay, make the railway infrastructure undertaking any changes to the characteristics of the train which may affect the performance of the train journey, as well as any changes which may affect the suitability of the train for: its assigned timetable is likely to be affected.

Travel path, end of the entry track, protection path

§ 108. (1) The route of a train journey shall include:

1.		in the case of passenger train journeys, the track section from the storage holding table

or the trapezoidal table

		up to the end of the entry track, or
2.		in the case of train journeys within a railway station divided by intermediate or protective signals (forward train journey), the track section from the final signal to the end of the run-in track, or
3.		in the case of extended train journeys, the track section from the final signal to the slipboard

or the trapezoid.

(2) The end of the run-in track is the only one of the following signals:

1.		Exit signal;
2.		Intermediate signal in position "stop";
3.		Protective signal in the "driving ban" position;
4.		"driveway end" signal;
5.		Lock signal on the stumb track.

(3) In stations without a driving-in signal, the end of the run-in track is also a limit mark or switch point located on the run-out side.

(4) In exceptional cases, the end of the entry track is not accompanied by signals referred to in paragraph 2.

or paragraph 3

, the train journey is to be required for the end of the one-way track to be kept, with a written order.

(5) No journeys are permitted in the protective path or in the course of the protection.

Exit without exit signal

§ 109. If, exceptionally, it is necessary to use a track for which no exit signal is present in stations with exit signals, the train journey must be commissioned in writing with the text "train travels without a signal from the exit signal". This written order may not be issued until all the conditions for carrying out the train journey have been met. At a maximum speed of 40 km/h, you may travel by way of the exit route.

Driving road, road testing and safety

§ 110. (1) Train journeys may only be permitted via roads. Driving roads for train journeys are distinguished in:

1.		Train roads: driving roads for the free position of a main or protective signal. The correct position and the securing of the switch and flank protection devices belonging to the respective road are guaranteed from the start signal by the railway safety system.
2.		Access roads: roads for which there is no free position of a main or protective signal. The correct position and safety of the switches and flank protection devices belonging to the respective road are guaranteed by the railway safety system.
3.		Replacement roads: roads for which there is no provision of a main or protective signal. The operator of the respective railway safety system shall be responsible for the correct position of the switches belonging to the respective road, and the safety shall be carried out in accordance with the design of the respective railway safety system. The position and safety of flank protection devices must be dispensed with.

(2) The order in accordance with paragraph 1 shall be binding for the cessation of driving roads for train journeys.

(3) Before a train journey is permitted, a road road test must be carried out in stations. This has to include:

1.		checking whether the route, including its border marks, is free,
2.		the test of whether no other journeys can endanger the respective train journey, if necessary, to stop the journey which is dangerous.
3.		the manufacture or verification of the correct position of the switches and flank protection devices belonging to the particular road, and
4.		the securing of the switches and flank protection devices belonging to the respective road, provided that they are not to be dispensed with in accordance with paragraph 1 Z 3.

(4) Where the points in paragraph 3 are not checked by the railway safety system, the implementation by a suitable operating staff member is required.

(5) If, in the case of a disturbed track-free alarm system, the clearance of the way of travel cannot be detected by eye view, or if the access route ends in an occupied track, the safety must be provided by technical equipment or operational equipment. Instructions are provided. This also applies if the driveway is divided into several travel path sections by means of intermediate or protective signals.

(6) If the signal dependency is not present or is cancelled, switches which are driven by trains against the tip are technically secure or to be guarded.

By way of derogation, in case of relapse, if neither the signal relapse-soft driving signal permits nor the signal soft-blockade is visible, stop before the relapse switch, check the correct position and the relapse-switch with a maximum of 10 km/h to be driven.

The speed in the respective switch range must not exceed 40 km/h.

(7) If there is no dependence on the free route for a non-signal-dependent switch, the train journey shall be instructs in writing to stop before the switch, to check the correct position of the switch, and then to switch the switch to the switch. Step speed. This order may be omitted if the operating key of the respective switch

1.		shall be recorded in a technical facility and this shall be indicated to the competent operating authority; or
2.		shall be kept in the competent operational authority, or
3.		shall be kept in the adjacent operating authority; or
4.		a journey has been transferred to this section; the handing over and return of the operating key shall be reported to the respective neighbouring operating authority, or
5.		shall be kept by a voyage which has been blocked in the identification office and which has been notified to the competent authority responsible for the operation. "

61. The previous § § 30 to 32 will receive the paragraph designation "§ 111" to "§ 113" .

62. In § 111 (new) the word "Travel trains" through the phrase "Passenger trains" replaced.

§ 112 shall be accompanied by the title:

" Follow-up and counter-protection

§ 112. (1) The sequence of train journeys must be regulated by train stations. There are locally unoccupied train stations to be assigned to an occupied train station. Train stations include train stations, block offices, transfer points and branch offices.

In the case of traction operation, the train sequence is to be regulated by train running reports in train-running reports.

(2) If the technical protection against a sequence or a return journey into the same block section is unsuitable,

or does not exist,

is to ensure the protection against follow-up and counter-train journeys by means of appropriate operational procedures. The railway infrastructure undertaking shall draw up the relevant provisions.

(3) Train journeys may only follow one another at the distance of the train sequence points. The moving track section must not be claimed by a travel of the opposite direction. In the case of compliance with the provisions of the first sentence, the provisions of the first sentence may be deviated from the point of view of section 124 (the arrangement of driving in sight) (1), (1), (2) and (5).

(4) Unless the same operating staff member is responsible for the approval of journeys in both neighbouring train stations in accordance with paragraph 1, second sentence, rail vehicles which do not operate as a train journey may only be carried out with the consent of the neighbouring train stations. Train sequence points are left on the free track. "

64. § 113 (new) paragraph 1 Z 2 is deleted; the Z 3 to 5 are given the designation 2 to 4.

§ 113 (new) para. 1 Z 2 (new) reads:

" 3.		the braking performance of the respective train (§ 102); "

66. In § 113 (new) para. 1, para. 4 (new), the word "and" is replaced by a dash and the following Z 5 (new) is inserted:

" 5.		the dynamic effects produced by rail vehicles, and "

67. In § 113 (new) para. 2 Z 1, the word "Travel trains" by the word "trains" replaced.

68. In § 113 (new) paragraph 2 Z 1 lit. a will be the parenthesis "(Section 15 (4), Section 25 (1) (5))" by the parenthesis expression "(Section 24 (7), Section 77 (1) (5))" replaced.

69. In § 113 (new) paragraph 2 Z 1 lit. b becomes the clip expression "(Section 15 (3), Section 25 (1) (4))" by the parenthesis expression "(Section 24 (2) and (3), Section 77 (1) (4))" replaced.

70. In § 113 (new) paragraph 2 Z 2, the phrase "freight trains with a continuous air brake" through the phrase " Trains with continuous air brake in which goods wagons or special vehicles are carried " replaced.

71. In § 113 (new) para. 2 Z 2 lit. a will be the parenthesis "(Section 15 (2), Section 25 (1) (4))" by the parenthesis expression "(Section 24 (2) and (3), Section 77 (1) (4))" and that of the parenthesis "(Section 15 (4), Section 25 (1) (5))" by the parenthesis expression "(Section 24 (7), Section 77 (1) (5))" replaced.

72. In § 113 (new) para. 4, the parenthesis shall be "(Section 15 (4), Section 25 (1) (5))" by the parenthesis expression "(Section 24 (7), Section 77 (1) (5))" replaced.

73. In § 113 (new) para. 5 Z 2, after the word "can" Insert a dash.

74. The following paragraphs 7 to 10 are added to § 113 (new):

" (7) For test and test drives, the railway undertaking, in agreement with the railway infrastructure undertaking, may allow derogations from the provisions of paragraphs 1 to 6 if the safety and order is ensured.

(8) The locally authorised speed for individual sections shall be defined by the railway infrastructure undertaking and shall be presented in a suitable manner.

(9) Track sections on which the locally permissible speed must be reduced shall be prescribable to the train driver with a written order and shall be marked by signals. In the event of unforeseen occurrence, the written order alone is sufficient until the signals are drawn up, in which case the drawing up of the signals can be obtained at the ehestpossible level.

(10) The railway infrastructure undertaking shall ensure the written commissioning of the trains in connection with speed limits and slow driving positions. "

75. The previous § 34 shall be deleted; the previous § 35 shall be replaced by the title of the Section "§ 114" .

76. In § 114 (new) para. 1, the parenthesis shall be "(Section 18 (4))" by the parenthesis expression "(Section 70 (4))" replaced.

77. In § 114 (new) para. 3, the reference "in paragraphs 4 and 6" by reference "in paragraphs 4 and 7" changed.

78. In § 114 (new) para. 5, the word order "competent bodies" through the phrase "the railway undertaking" replaced.

79. In § 114 (new) the previous para. 7, paragraph 6 is deleted from the title paragraph 7, the following paragraph 6 (new) is inserted:

" (6) For the railway infrastructure company, the driver shall be the contact person for all operating orders, information and understandings relating to the train journey. Where several train drivers are placed on the train, the driver of the leading train driver shall be the contact person. "

80. In § 114 (new), the following paragraph 8 is added:

(8) In the event of the driver having to leave the driver's cab, the railway undertaking shall take the appropriate steps, in particular to ensure that:

1.		the train is secured against trolls,
2.		the train is secured against unauthorised entry into service and
3.		the operating authority is notified, with the exception of the fact that only the driver's stand is changed when turning, the determination of Section 128 (3) remains unaffected by this.

81. According to § 114, the following § § 115 to 128 including the headings are reinserted:

" Occupying passenger trains

§ 115. (1) The occupation of passenger trains with train attendants shall be carried out by the railway undertaking. For the management of passenger trains without a train attendant, the agreement with the railway station shall be the subject of measures relating to the change of passenger and the departure of passenger trains on platforms. to establish railway infrastructure companies.

(2) Passenger trains shall be filled with at least one train attendant, provided that their operational tasks are not taken over by another suitable operating staff or by technical facilities. They may be returned without a train attendant if at least the following conditions are met:

1.		The total length of the train shall not exceed the length of the platforms of the service stations with scheduled stops (except for rail vehicles which are not intended to be used for the carriage of passengers and are located at the end of the train); shall be subject to the following: Driving vehicles beyond the level of the train, this is to be agreed with the railway infrastructure company,
2.		A suitable side-selective door control must be present,
3.		A suitable door room surveillance system with the display of the doors (open or closed) must be present in the driver for all rail vehicles intended for the carriage of passengers,
4.		the rail vehicles must have door buttons or handles which are designed so as to stop unintentional hanging of the suspension,
5.		In each entry area, in order to satisfy the requirement of § 88 (passenger safety in passenger trains), a suitable passenger emergency station must be available and
6.		Suitable indoor and outdoor equipment must be available.
If devices according to Z 3 to 5 are not present or are not suitable, only one-or two-unit railcars may be guided without a train attendant. The train driver must be able to overlook the entire train directly. All other passenger trains may only be run until the next scheduled stop station. The railway infrastructure undertaking shall be notified of this.

(3) If the driver has to initiate the closing of the doors on doors which are still open, the passengers shall be warned in a suitable manner. If the driver is warned by the driver, this must be done by way of the external-system-system. If the vehicles intended for the carriage of passengers are equipped with a warning sound which announces the closing of the doors, the driver shall not be warned of the warning. The driver shall not enter the train until the closed condition of the doors is displayed and the doors are withdrawn.

(4) In the event that the train driver must leave the passenger train, the railway undertaking shall take the appropriate steps to ensure that, where appropriate, the passenger is required to provide the necessary information and behavioural arrangements. be mediated.

Control of train traffic, changes, derogations

§ 116. (1) Train traffic is to be regulated in such a way as to avoid obstacles and delays as far as possible and to reduce delays which have already occurred.

(2) Train journeys may only be allowed at the same time if their driving and protective routes are separated from each other. Protection routes may touch each other.

(3) Railway undertakings shall communicate to each other on the necessary scale and at the earliest opportunity of planned changes and unforeseen deviations in train traffic.

(4) Railway undertakings shall ensure that all those concerned are informed of the necessary volume of train traffic and shall be notified of any changes and derogations in good time, or, if necessary, Orders received.

(5) Rail users are to be informed of deviations and particularities with regard to the scheduled running of passenger trains in the context of technical and operational possibilities in a timely way. An agreement on delays has to be made if a delay of ten or more minutes is reached or is foreseeable. The responsibilities and procedures for the communication of rail users shall be determined by common agreement between the railway infrastructure undertaking and the railway undertaking.

(6) Passenger trains must not depart from the public departure time, except in special, arranged cases, in which the train journey to advance is given in writing, indicating the extent to which the train is to be used.

Retraction of trains

§ 117. (1) No train journey shall be allowed in the station without the agreement of the operating authority.

(2) The consent shall be granted

1.		by the displayed free term of main signals (excluding group main signals), signal imitators, pre-signals, protection signals, signals consent

as well as permission signals

		or
2.		in the case of unsuitable main and protective signals (excluding group main signals), by permission to pass by, or
3.		on tracks without signals to be sent and on tracks with main group signals by an operating staff member, with the words: "Consent to departure for ... (train number) ...."

4. In the run-in operation by means of the corresponding pull-out message.

If there are several train journeys on the same track section before the signal to be approved, the train journeys for which the consent does not apply must be agreed before the approval is granted.

(3) The consent granted shall be communicated to the train driver by the train attendant,

1.		if, in a platform section, the approval of the driver is not perceptible and the signal 'giving consent' is affixed to the driver in accordance with paragraph 2 (2) (1) or (2) (2) (2) with the signal 'substitute signal' or 'audible warning signal' ('the signal ') or
2.		if there are unforeseen visual obstructive conditions, or
3.		with the signal "Abfahren allowed" when it is built.

(4) By way of derogation from paragraph 1, consent shall be deleted

1.		for dienstruhe or
2.		in the platform areas that are located after the exit signal, or
3.		in railway lines with the signal "consent", or
4.		if the railway infrastructure company has been subject to different regulations due to local operating conditions, and train journeys are agreed upon.

(5) In the case of the start-up procedure, irregularities should be respected, depending on the options available.

Signal beware

§ 118. (1) The driver of the leading driver shall be responsible for the observance and compliance of the signals. Other operating staff provided to the train driver for the purpose of carrying out his duties shall be responsible for the extent to which it is carried out.

(2) The driver of the leading train vehicle shall, as far as possible, monitor the distance and the overhead line in order to be able to react quickly in exceptional situations. He has to make sure that the train journey signals are given.

(3) In the case of advanced trains, the tasks of para. 1 and 2 are the responsibility of the staff located at the head of the train.

One-way tracks, entry and exit changes

§ 119. (1) The tracks travelled by trains shall be determined by the railway infrastructure undertaking.

(2) Changes in the entry and exit are to be provided by the operating authority.

(3) If a lower speed is to be observed in stations with input or intermediate pre-signals in accordance with § 64 (form pre-signal) on the basis of the change-in change, than would be planned for this train journey, the train journey is to comply with the signaled speed

1.		with written order or
2.		by using the pre-signal or intermediate pre-signal in the "caution" position, or
3.		by stopping at the entry or intermediate signal
to the Commission.

(4) A run-in track shall be deemed to be occupied, which shall not be free or accessible over the entire length of the road to the end of the entry track, including its border marks. From the cover signal

or from the Trapeztafel

shall be driven in accordance with the provisions of the "driving in sight". The order shall be carried out:
1.		by signalling or
2.		with written order or
3.		the signal or the signal
4.		oral to the signal or

orally on the trapeze table.

Stopping point, border-free driveway

§ 120. (1) If there are no operational reasons, train journeys to the respective end of the run-in track have to be driven.

(2) By way of derogation from paragraph 1, the railway infrastructure undertaking for non-passenger trains may, for certain service stations (such as train stations), make separate arrangements for the acceleration of the operations, which shall be subject to the following conditions: to allow for earlier stopping.

(3) By way of derogation from paragraph 1, passenger trains to be carried out on a scheduled basis-except in the case of operations-shall be required to:

1.		stop at the stations with the signal "stopping point" with the Zugspitze at the first signal "stopping point" reached or
2.		come to a standstill in such a way that the rail users can reach or leave the wagons as easily and safely as possible and that loading works are possible. As far as possible, consideration shall be given to railway incline access. For a better orientation, orientation boards may be attached to the platform roof, to masts and the like.

(4) If the operating authority has to arrange the stopping before the end of the run-in track, the train journey shall be subject to written instructions. The breakpoint is

1.		indicate with a specific geographical reference point in the written order, or
2.		to be marked with a holding disc.
The written order shall indicate whether or not a holding disc is situated.

(5) The Zugspitze and the train connection of a train holding the train station must come to a standstill in such a way that journeys on neighbouring tracks are not impeded ("border-free"). This principle must be applied only in the case of overlong trains and on trains where this is appropriate for the purpose of issuing written orders or for changing the train drivers ' vehicle.

Non-scheduled pause, failure of discontinuation

§ 121. (1) Train journeys may only be halted in duly justified cases.

(2) The train journey is to be commissioned for unscheduled stopping:

1.		in this case, the stopping shall be equated to a scheduled stay, or
2.		by means of an extension pre-signal or intermediate pre-signal in the "caution" position and the following
a)			Take-off or intermediate signal in position "stop" or
b)			Protective signal in the "driving ban" position.

(3) If a written assignment pursuant to Section 2 (2) (1) is not possible, a train journey which is continuing with the Trapeztafel is to be commissioned orally for the unscheduled stopping. If such a train journey is not prescribed in the timetable or with a written order, it must be stopped as far as possible in front of the trapezoidal table with danger signal and assigned orally for the non-scheduled stop. .

(4) Stages may be omitted if the controlling body has satisfied itself that it is not required. Publicly announced stays of passenger trains must not be dispensed with.

(5) If a stay is to be dispensed with, the operating authority shall instruage the train to pass through the train. This order can be done:

1.		in writing;
2.		in stations with exit signals, by enabling the exit or intermediate signal to be released; if this signal is unsuitable, the replacement or precautionary signal or the signal "passing by way" shall be deemed to be a transit order;

3. in stations with group exit signals only if the group exit signal is free, if a permit signal allows the journey from the respective track. For railway stations without a exit signal, the railway infrastructure company shall draw up appropriate regulations.

(6) In the case of passenger trains, there may be provision for a stay. In the case of passenger trains, trains must move in such a way that they can continue as soon as possible in accordance with § 120 (3) (holding point), as soon as passengers are perceived by the platform. If passengers want to get out, the train crew member has to notify the train driver in good time, except in the case of a stop button.

Postpone

§ 122. (1) In order to comply with the provisions of section 99 (3) (conduct of journeys), the railway infrastructure company shall determine, on the basis of the criteria on the infrastructure side, on which route sections and under what conditions is allowed to be reintroduced.

(2) In order to comply with the provisions of section 99 (3) (conduct of journeys), the railway undertaking shall have to take the necessary measures on the basis of the criteria on the vehicle side.

(3) Post-shifting traction vehicles must be coupled to each other and to the train. This shall be allowed to deviate from the fact that the secondary operating vehicle remains in the station ("starting aid").

Lying on trains, train separation

§ 123. (1) If a train remains on the free route and if it cannot continue its journey on its own, the train crew shall, after carrying out the measures necessary for the safety, agree to communicate the operating authority.

(2) The operating authority shall decide how and in which direction of travel the transport of the train which has been loaned shall be carried out and shall, if necessary, be responsible for the communication of the neighbouring operationally controlling body and of others thereof. Concerned in the respective section of the route.

(3) If a train separation is detected, the journey must not be continued for the time being and the operating control point shall be notified. If there are no radio equipment available, the next main signal may not be used for this purpose until the next telephone speaker, but not on the next main signal.

or the next trapezoid

In addition,

(4) Any sudden drop in pressure in the main air line shall be regarded as a separation of the train until the cause is clarified.

(5) The tension parts shall be secured against trolls by the train crew.

(6) The operating authority shall block the stretch of the line and shall meet the requirements necessary for the clearance.

Arrangement of the "driving on view"

§ 124. (1) Driving on view may only be arranged at:

1.		Do not drive freely reported track sections in case of malfunction, if the clearance cannot be detected or
2.		Entry on occupied track or
3.		Non-possible announcement of journeys pursuant to section 99 (4) or
4.		suspected or detected damage to the overhead line system, if the movement of the affected track is unavoidable, or
5.		completely disrupted understanding between the train stations.

(2) The order shall be made

1.		by signalling or
2.		with a written order.

(3) If the arrangement is given with a precautionary signal, it shall be valid up to the next main or protective signal. In the case of an order with a written order, the area in which visibility must be carried out must be defined in the written order.

Documents, records, information

§ 125. The railway undertakings shall provide all operating staff with the rules, operational instructions and vehicle and route-specific information which they require to carry out their duties. This information must include both the control operation and the operation in the event of deviations and disturbances.

The railway undertaking shall, taking into account the conditions of access to the network of the railway infrastructure undertaking, regulate the records which are required by the train for the safe and orderly operation of the journeys.

(3) The railway infrastructure undertaking shall regulate the records of the operation of the railway infrastructure and the safe and orderly conduct of the journeys.

4. Subsection

Provisions for minor voyages

§ 126. (1) A number shall be designated by the railway infrastructure undertaking by means of a minor journey. The number can be supplemented with letters.

(2) For each side trip there is a driving instruction

in the case of a run-in operation, a run-of-train

, unless a timetable has been drawn up for this side-trip.

(3) The railway infrastructure company shall draw up rules for the implementation of ancesuits.

5. Subsection

Provisions for transfers

§ 127. (1) Ververse journeys may in principle be carried out within railway stations and connecting points as well as within the branch offices and transfer points equipped with push-hold tables.

(2) The type and extent of the displacement shall be agreed with the operating authority before the start of the operation. Travel journeys must be dispensed with in such a way as to hinder train journeys only in cases which are irrevocably unavoidable.

(3) Scruising trips via the storage shelf

or in stations without a driving-in signal crossing the border mark of the entry-level switch

In addition, only with the consent of the neighbouring train station and after the adoption of measures against unintended journeys to the relevant section shall be permitted.

(4) In the event of a delay, driving shall be at the point of view and not more than 25 km/h in accordance with the provisions of the driving procedure. If a mandatory move-away release is carried out by the operating authority, in the unreported area it does not have to be driven in accordance with the provisions of the driving on sight and the speed must be at most 40 km/h.

6. Subsection

Special provisions

§ 128. (1) Trees extraordinary situations, is calm and prudence to preserve. the following procedure is to be complied with:

1.		Prevention of hazards,
2.		if necessary, performance or request for assistance,
3.		Notification of the incident.

(2) Rail transport undertakings and railway infrastructure undertakings shall inform each other, before and during the journey, of disturbances which may affect the train journey.

(3) If a train journey stops on the free track unforeseen and the order for stopping is not carried out with a main signal, the train crew shall determine the cause as soon as possible and after carrying out the security required for the safety Measures to be notified by the operating authority. The journey may only be carried out with the approval of the company controlling the company. If the agreement is not possible, the next main signal may not, in any case, be allowed to reach the nearest telephone number.

or the next trapezoid

In the case of railway crossings in between, it is necessary to proceed as in the case of disturbed railway crossing.

(4) If a train journey in the station is unforeseen to a standstill and the stopping is not carried out with a main or protective signal, the onward journey may only take place with the agreement of the operationally controlling body.

(5) If it is recognized that the train journey uses an incorrect driving distance, the train journey must be held immediately. The operating authority shall decide how to proceed further.

(6) A train attendant who does not comply with a scheduled stop shall be in contact with the train driver. If it is not possible to contact the train driver, the emergency brake must be operated. The operating authority shall be notified with regard to the information of the rail users located on the platform. "

82. The previous 5. Section receives the label " 6. Section " ; the previous § § 36 to 40 will receive the paragraph designation "§ 129" to "§ 133" .

83. § 129 (new) receives the title "Definition, general provisions" , paragraph 1 is deleted, and paragraphs 2 to 5 are given the name 1 to 4.

Section 129 (3) (new) reads as follows:

"(3) The operating staff shall be able to make available the service rules and instructions required for their service, and they shall be shown to be subject to such instructions."

85. In § 130 (new) paragraph 1, in Z 2 the word " and " and in Z 3 the point is replaced by a dash, the following Z 4 to 6 shall be added:

" 4.		has sufficient knowledge of the German language in terms of word and writing for the relevant activity,
5.		has successfully completed the tests provided for in the course of the activity concerned; and
6.		shall be subject to the relevant activity to the extent necessary. "

86. In § 131 (new) the following paragraph 8 is added anew:

" (8) Training and exams which are subject to the provisions of the Railway Fitness and Examination Ordinance (EisbEPV), BGBl. II No 31/2013, replace training and examinations in accordance with § § 130 and 131 insofar as these provide the same level of expertise. "

87. In § 132 (new), paragraphs 1 to 4 are given the names 5 to 8, the following paragraphs 1 to 4 are inserted:

" (1) Operations staff must comply with the service rules and instructions required for their respective activities, which shall be shown to be available to them by the railway undertaking in the version in force.

(2) In the service, the operating staff must be available for the necessary documents and have to use the equipment provided to them for their purpose in accordance with their purpose.

(3) Operations staff shall immediately comply with the instructions of the manager or of an operational staff member responsible for the safety and order of the operating officer.

(4) Operations staff shall assist the manager or any of the operating staff responsible for the performance of his duties in the performance of his duties and shall provide the necessary information. "

(88) The following paragraph 3 is added to § 133:

" (3) Operating staff shall report to the competent authority the occurrence of reasons which prevent the use of a service in accordance with paragraphs 1 and 2. The terms of the notification shall be laid down by railway undertakings. "

89. The previous 6. Section receives the label " 7. Section " ; the previous § § 41 to 43 shall be replaced by the following § § 134 to 137 together with the title:

" Transitional provisions on the railway construction and operating regulation, in the version BGBl. II No 156/2014, concerning operating installations and rolling stock

§ 134. (1) The provisions of the following paragraphs shall apply to operating facilities and rail vehicles,

1.		for which a building permit or component type-approval has been requested or granted before the entry into force of this Regulation, or
2.		Prior to the entry into force of this Regulation, pursuant to Section 36 (1) of the EisbG, in the version BGBl. I No 205/2013, have been carried out without authorisation; or
3.		to section 36 (1) in conjunction with Section 175 (18) of the EisbG, in the version BGBl. I No 205/2013.

(2) Operating installations which, by way of derogation from Section 11 (1), have no points and are designated as the railway station, may retain the name of the station and continue to be treated as a railway station in the operational settlement.

(3) Operating facilities and rail vehicles which do not comply with § 20 (1), (2) and (6), § 22 (2), (3) and (4) and Article 74 (1) do not have to be adapted to these provisions.

(4) Operating facilities which do not comply with Article 20 (5) (1) (1) must be adapted to these provisions within 6 months of the entry into force of this Regulation.

(5) Operating facilities which do not comply with § 20 (5) Z 2 to 5 in conjunction with the provisions of Section 86 (2) do not have to be adapted to these provisions if the protection of railway users, the rail-related railway line access points shall be ensured by other appropriate arrangements.

(6) Operating systems not complying with § 18 (2) do not have to be adapted to this provision in the case of transitions which serve only to intra-service traffic and which are suitable for the purpose of providing appropriate arrangements.

(7) Operating systems and rail vehicles which do not comply with § 20 (3), § 25 (2) and (3) and Section 77 (1) (7) shall comply with these provisions no later than 31 December 2013.

(8) Rail vehicles which do not comply with Article 73 (1) do not have to be adapted to this provision, if they are outside mirrors on leading rail vehicles.

(9) Rail vehicles which do not comply with Article 77 (1) (1) shall not be adapted to this provision if they are equipped with means for giving audible signals to a sound.

(10) Rail vehicles in which there is a musetal or other professional interest in the maintenance or production of a historical condition (nostalgic ship vehicles), which do not include Section 77 (1) Z 3 and (2), (7) and (8). shall not be adapted to those provisions.

(11) Rail vehicles which do not comply with Article 77 (1) (4) of this Regulation do not have to be adapted to this provision if they are occupied by a second train driver or if the speed is limited to 40 km/h.

(12) Rail vehicles not equipped with dimble headlights to represent the peak signal in accordance with Article 77 (1) Z 9 do not have to be adapted to this provision if at least two white lights are present and the Maximum vehicle speed is not more than 60 km/h.

(13) The provisions of this Regulation shall be drawn up within 30 months of markings which do not make the behaviour necessary for the use of the web, such as safety and order and the provision of other services, in accordance with Section 4 (5) (1) (1) of the Treaty. . In the absence of any information required pursuant to Article 4 (5) (2), these shall be affixed within 30 months of the entry into force of this Regulation

(14) Kilo/hectometer stones may be maintained at the latest until the end of their technical service life, but shall be replaced by kilo/hectometer tablets in accordance with § 21 in the case of renewal, displacement or modification.

(15) Unless otherwise specified in paragraphs 16 to 18, operations may be carried out in accordance with the provisions of the third paragraph of this Article. Section and Appendix 5 do not comply until the end of their technical service life.

(16) Signals "Labelling" which do not comply with the second sentence of Article 41 (1) shall be adapted to the provisions of this Regulation within 12 months of the entry into force.

(17) Lock shoes which are not equipped with a blocking signal in accordance with Section 42 (1) may then be maintained if an unintentional driveway onto the barrier shoe from the direction of the track to be protected by a technical dependency , failing which, within 12 months of the entry into force of the provisions of this Regulation, these blocking shoes shall be adapted.

(18) Soft surveillance signals which do not comply with Article 46 (1) and (3) to (5) shall be adapted to the provisions of this Regulation within 12 months of the entry into force. Soft surveillance signals which do not comply with Article 46 (2) shall be maintained if they are at least on the length of the braking distance plus the distance covered by the distance travelled in this area for one second of the journey can be detected before the first point of return of the respective operating point against the tip of the tip.

(19) In addition, operating equipment and rolling stock may be maintained and, by way of derogation from the provisions of this Regulation, amended and extended, provided that:

1.		to this one of the 8. Part (interoperability) of the EisbG according to § 86 paragraph 2 of the EisbG (EisbG), in the version BGBl. I n ° 205/2013, is not mandatory,
2.		which correspond to the state of the art in accordance with § 3 and
3.		the deviation from the general specificity of the management, the signalling, the train protection system or the interaction of the rail vehicles with the respective infrastructure results.

Transitional provisions on the railway construction and operating regulation, as amended by the Federal Law Gazette (BGBl). II No 156/2014, on service rules and instructions

§ 135. (1) Service requirements in accordance with § 7 and Service Instructions pursuant to § 8 of the Railway Ordinance 2003 (EisbVO 2003), BGBl. II No 209/2003, as amended by the BGBl version. II No 398/2008, by railway undertakings, which are in accordance with the provisions of the 3. and 5. The provisions of this Regulation shall be adjusted within 30 months of the entry into force of this Regulation. These are general arrangements for the operating staff, which according to § 21a EisbG, in the version BGBl. I n ° 205/2013, which is subject to an obligation to authorise railway operators, the approval of the amendment to the railway authority shall be requested within 24 months of the entry into force of this Regulation.

(2) By way of derogation from the provisions of Section 1, the provisions of Section 7 and the Instructions for Service pursuant to § 8 EisbVO 2003, as amended by BGBl, are subject to the provisions of Section 7 of the Act. II No 398/2008, by railway undertakings which are required for the operation of such facilities and rolling stock to which a transitional provision is to be applied in accordance with Section 134, at that date in which the relevant provisions of the Directive are applicable. Operating system or the respective rail vehicle is adapted. These are general arrangements for the operating staff, which according to § 21a EisbG, in the version BGBl. I n ° 205/2013, which is subject to an obligation to authorise railway operators, the amendment to the amendment to the railway authority must be applied for at least six months before the date of approval of the railway authority.

Notification of notification in accordance with Article 12 of Directive 98 /34/EC

§ 136. (1) The BGBl Regulation. II No 398/2008 was adopted in compliance with the provisions of Directive 98 /34/EC laying down a procedure for the provision of information in the field of technical standards and regulations and of rules on information society services, OJ L 206, 22.7.1998, p. No. OJ L 204 of 21.07.1998 p. 37, as last amended by Directive 2006 /96/EC, OJ L 327, 30.12.2006, p. No. 81., notified under the notification number 2008 /0336/A.

(2) The Regulation, in the version BGBl. II No 156/2014, has been notified in compliance with the provisions of Directive 98 /34/EC under the notification number 2013 /0502/A.

entry into force

§ 137. (1) The railway construction and operating regulation in the version BGBl. II No 398/2008 shall enter into force 1. Jänner 2009 in force.

(2) § 1 (1), 5 and 6, § 2, § § 4 to 9, § 11 para. 1, 4 and 7 to 17, § 12 para. 3 and 4, § 13 para. 4 and 5, § 14 para. 4, § § 15 and 16, § 18 para. 2, § 19, § 20 para. 4 and 5, § § 21 to 24, § 25 para. 2, the third section, § 70 para. 1, 6 and § 71 (1) and (15), § 79 (1) and (4) to (21), § § 80 to 101, § 102 (2) to (12), § § 103 to 112, § 113 para. 1, 2, 4, 5 and 7 to 10, § 114 para. 1, 3, 5, 6 and 8, § § 115 to 128, § 129 para. 3, § § § § § § § § § § § § § § § § 115 bis 128 § § § 115 § § § 115 bis, § § § § 115 bis 128 § § 129 § § § 129 § § § 129 § § § 115 § § § 115 § 131 (1), § 131 (8), § 132 (1) to (4), § 133 (3) and § § 134 to 137 of this Regulation, in the version BGBl. II No. 156/2014, as well as the amendment of the designation of the previous § 1 para. 2, 3, 6 and 7, § 2, § 3, § 4 para. 3, 4, 6 and 7, § 5 para. 1 and 2, § 6 para. 1 to 3; § 7 para. 1 bis3, § 10, § 11 para. 1, § 13 para. 1 to 3 and 6, § 16 para. 1, 3 and 4, § 17, § 18 Section 2 to 5, § 19 para. 2, § 20, § 21, para. 4, § 22 para. 1, 2, 4 and 5, § § 23 and 24, § 25 para. 2 to 14, § 26, § 27 para. 2 and 3, § 28 para. 1, § 32 para. 3 and 6, § 35 para. 2, 4 and 6, § 36 para. 2, 3 and 5, § 37 para. 2 to 7 § 38 para. 1 to 7, § 39 para. 1 up to 4 and § 40 (1) and (2) shall be 1. October 2014, in force. "

90. In Appendix 3, in the headings of images 1, 4 and 5, the word "Leader" through the phrase "kinematic reference line" replaced.

91. In Annex 4, Annexes 5 to 8 shall be inserted.

Article 2

Amendment of the Railway Regulation 2003

The Regulation of the Federal Minister of Transport, Innovation and Technology on the Construction, Operation and Organization of Railways (Railway Regulation 2003-EisbVO 2003), BGBl. II No 209/2003, as last amended by BGBl. II No 398/2008, shall be amended as follows:

§ § 3, 4, 5, 20 and 24 (1) and (2) as well as Appendix 1 are deleted.

Bures