20631: How can you change the symbols or abbreviations for train run reports in the graphic and driver's timetable?

There are different symbol sets for display in the graphic timetable, which can be set at Display settings depending on timetable --> et al. --> Character set for train messages. In addition to a general FBS standard, there is a symbol set for applications in Germany according to the DB network guideline 402.0411A01. Since the German FV-NE does not define any symbols, the abbreviations of the FV-NE or correspondingly adapted symbols of the DB-Directive are offered.

On how to enter the symbols in the graphic timetable, see #20630; in the manual input possibility described there, you can also use symbols as required and independent of messages.

For the driver's timetable, the abbreviations are used depending on the driver's timetable format used.

Please note the following concerning the labelling in driver's timetables:

  • The identification of who issues the train-run messages in most formats depends on whether or not the location spot is marked as operational occupied in the infrastructure data. In case of unoccupied operating stations, the marking Zf for train drivers, and in case of operational occupancy, an identification such as öBfFdl (DB) or öBb (FV-NE) is given. If the marking Zf is desired, please make sure, that “temporary unstaffed” is checked for all operation stations it is needed, which can be seen via Infrastructure data / Stations & Locations and then double-clicking Kind at the respective operation stations.
  • The "hold information" attention at the arrival is usually shown as “vE” in the column Track and not in the column Reports. This information has no automatic influence on driving dynamics in FBS. To take account of a possibly reduced drive-in speed, you should create a special station path with speed limitation and use it. You can also insert the "vE" into this track name, so that it appears automatically in the column track and you can do without the additional "hold information" attention at the arrival.
  • The hold information stop before entering the station is included for the sake of completeness and is rarely set manually. For most of the driver's timetables, it is stipulated that FBS recognizes the entry sequence at the appropriate stations by itself, and assigns the train arriving second the designation of the stop before the entrance. However, this form of marking is traditionally justified and not necessarily contemporary. In order to include the time requirement for the stop before entering, you should insert the trapeze board as a pull-in point, just like a pull-in signal where you then specify an operational stop, which is then also marked as such in the driver's timetable. In the case of a similar operating stop of a "real" retraction signal in the train signalling mode in Germany, this would be the same in the driver's timetable at the drive-in signal.
  • A stop in front of the trapeze board is usually entered into the driver's timetable only at the operating stations, which have been marked by unrestricted retraction signals (with trapeze boards) under track data --> operating stations. In all other cases, we can assume that an adjustable (valid) drive-in signal is existing and to be used. (An unoccupied station with valid drive-in signals would have to be switched off and would therefore not be used for train crossings according to current rules.)
  • In the case of simple traction crossings with a rebounding path it is usually allowed to do without the stop without the trapeze board. However, the train station then works as without drive-in signals and must also be marked in the FBS track data, since the trapeze board (so at all available) no longer covers the drive-in track. As a result, the run-in track must already be free before a subsequent train leaves the train run signal site. In FBS, this means extending the occupancy time stairs to the time spent in the station.



Last update on 19.03.2020 by iRFP Support.

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