In the UK at night it's walking pace. Literally. The guard gets out and walks and the train follows. (At least that was the case 25 years ago when I had a very slow train journey.)
If you're referring to "If the main signal is a (train station's) exit signal ("Ausfahrsignal"), this speed limit applies until the last set of points/switch has been passed by the complete train, after which regular speed is permitted.", I think that means "once you see a normally working signal again, if it's of a specific type (the exit signal), you still have to stay at 40 km/h until you have passed all switches.". As far as I understand the article, Zs1 is mostly intended for very local speed reductions, the kind of speed caution relevant to this discussion sounds more like the Zs7 signal.
So that's why my train slowed to 40kmph when the Norwegian Telecom died for a few hours 3 weeks ago.
Yes, 40km/h is for driving on sight in most Europa. I think in France it's even 30km/h.
In the UK at night it's walking pace. Literally. The guard gets out and walks and the train follows. (At least that was the case 25 years ago when I had a very slow train journey.)
Depends. For example German Zs1 (https://en.wikipedia.org/wiki/Railway_signals_in_Germany#Zs1...) would give them the full clear outside of stations.
If you're referring to "If the main signal is a (train station's) exit signal ("Ausfahrsignal"), this speed limit applies until the last set of points/switch has been passed by the complete train, after which regular speed is permitted.", I think that means "once you see a normally working signal again, if it's of a specific type (the exit signal), you still have to stay at 40 km/h until you have passed all switches.". As far as I understand the article, Zs1 is mostly intended for very local speed reductions, the kind of speed caution relevant to this discussion sounds more like the Zs7 signal.