(19-07-2010, 10:56 PM)interesting_signal Wrote: It's taken me a while to get back to this but I've finished my attempt at signalling this layout.
Any comments would be appreciated.
Well done for reading the instructions and permitting a train from the branch to be terminated in either the Bay or the Down Main platform and then reverse. Actually 132 needs relevant route indicator for main route to achieve this but let's assume that this omission was a careless slip.
Arguable whether really need traps 601B, but certainly not wrong- historically bays often had traps because newpaper and parcels vans were often left at the buffer stop ends, but those days have passed and therefore not generally now provided. The Up siding certainly needs them. Just be careful to make obvious that the TCI is on the spur rail deflecting into the cess, not the running rail- due to resolution, I can't be sure what you have drawn.
I don't see the advantage of the ROL between EG and EH; there isn't room for a ROL beyond 127 prior to 601 points that might have been useful, but since you need to lock 601N there is no route possible that would not have been possible with the full overlap over 603. Therefore do not provide.
I am assuming that EH/EJ joint is denoting an overlap beyond 132 adjoinng one beyond 127; reasonably clear but may have been worth a note.
Not yet studed route boxes but don't see why two route indicators associated with PL for 127 and 129. Also since the parallel GPLs also read to the LOS, even though they only have one route I'd have given an "X" route indication as well.
136 should NOT be an Auto because of the moves to the LOS which oppose it; should be a controlled signal with an Auto working facility. You were right to have a track joint beyond the LOS so that any overrun becomes obvious to the signaller- remember that there is no TPWS and that by theri nature there can be a long lengt of train being propelled in front of the locomotive (whereas multiple unit trains would be driven from the cab at that end and then the driver change ends, perhaps by walking through the train, and indeed trains in the Down diretion may be pulled across the facing crossover before then being set back into the Up sSiding, there is always the possibility that one of the freight trains which are to reverse at D may need to make such a move on an odd occasion.
The fixed red 130 is just what is required there; however you have not marked its overlap and I also believe that it should have a joint close to it so that signaller would know if SPADed.
However on the scan I can't see where EE ends and AJ ends so perhaps I am missing something. In fact the AH/AJ joint could well have been the overlap joint beyond 130 as well as for 125- who cares if 130's overlap is 500m long?- it is no disadvantage and don't spend money needlessly.
The question I have though is:
how do you envisage that the freight that runs from A to B is to operate?
From the Down platform I see you have a route for the loco to the LOS on the Up, then normal signals on the Up to junction C in order to get behind 1001 (even though it is further from 505 than it need be) and then back along the Down, but
a) what happens when the loco gets to 125? T
his will be at red because track EE will be occupied by the wagons of the freight train,
b) what would you then do (assuming that you get the loco onto the lefthand end of the train); how does that train proceed to junction C?
I am guessing that you envisage setting back onto the Up Main again and then running under the normal signalling. This is OK but you should really have put a brief note to describe operation.
Did you consider giving 130 a main aspect and providing reversible signalling up to junction C along the Down?
I think perhaps you did because that would seem to be the role of 122 to regain the correct line.
Something isn't tying together; I think that you can see that if you had expllained a bit more then I would be able to give you that much more credit as I could recognise your intention, despite what might be a bit of a silly slip oversight in execution.
PJW