Punktförmige Zugbeeinflussung
After acknowledging the warning signal the train has to stay below the braking curve (German "Bremskurve") - fast trains may travel up to 165 km/h and they must reduce the speed to below 85 km/h after 23 seconds. Note that the operation of high speed trains beyond 165 km/h is not based on visual wayside signals or PZB inductors (using LZB or European Train Control System cab-signalling instead in Germany).
High-speed rail in the United Kingdom
Despite advances in locomotive engineering, the railway infrastructure was unable to support safe running at such high speeds and, until the mid-1970s, the British railway speed limit remained at .
In the 1970s, British Rail began to explore new technologies for enabling high-speed passenger rail services in the UK. While the Japanese and French railway authorities had decided to build completely new tracks for their respective Shinkansen and TGV high-speed rail systems, British Rail opted instead to develop a train capable of running on existing rail infrastructure: the "Advanced Passenger Train (APT)", with a top speed of . An experimental version, the "APT-E" was tested between 1972 and 1976. It was equipped with a tilting mechanism which allowed the train to tilt into bends to reduce cornering forces on passengers, and was powered by gas turbines (the first to be used on British Rail since the Great Western Railway, and subsequent Western Region utilised Swiss built Brown-Boveri, and British built Metropolitan Vickers locomotives (18000 and 18100) in the early 1950s). The 1970s oil crisis prompted a rethink in the choice of motive power (as with the prototype TGV in France), and British Rail later opted for traditional electric overhead lines when the pre-production and production APTs were brought into service in 1980-86.