Page 1 of 2
| Freight Train Regulation 13/06/2011 at 13:37 #3201 | |
onlydjw
456 posts |
Whilst testing the first version of this timetable, it became apparent that some players are unaware of the need to regulate the heavy freight trains to allow passenger trains to pass. This is very apparent now the timetable has been re-written with realistic acceleration rates and freight all running to freight line speeds (the default South Humberside timetable is incorrect in both of these areas). Those trains booked to run close to passenger trains are shown as booked onto Goods lines or into loops to allow passenger trains to pass, but in cases of late running, additional regulation is required to keep delays to a minimum. Here are a few notes on regulation which will help the smooth running of this timetable, taken from real life practises and recommendations, which make gameplay more realistic and will help keep delays to a minimum (and are relevant to other South Humberside timetables too): • Loaded freights from Immingham which are going to pass Brocklesby within 6-8 minutes of a following passenger train, should be routed onto the Goods Line, where the Barnetby operator can hold it to follow that passenger train. Note – if you send the freight fast line, and then route it onto the Slow at Barnetby, it takes much longer as the train is checked at each signal at Barnetby East until it can gain access to the slow line. Passenger trains are not permitted to use the Goods Line from Brocklesby Jn. Note – the Main and Goods routings from Barnetby are only a guide – trains should be sent on the appropriate route depending on the state of the network at the time. The only trains which should definitely run Goods Line are those booked to be held at Wrawby Jn. • Similarly, freight within 12 minutes of a passenger train at Barnetby heading towards Scunthorpe should be held at Barnetby (10 minutes for ore trains to Santon), having been routed Goods line at Brocklesby Jn. Note – in real life, there are often phone calls between Barnetby East, Wrawby Jn and Brocklesby Jn signalboxes on such matters to reach a joint decision – it is recommended you communicate with the other affected operators in multiplayer games! • Freight heading towards the Lincoln line at Wrawby Jn should have at least 25 minutes headway over a following passenger train, as it takes a lot longer to reach Lincoln, where the next loop is! • Freight heading towards Brigg at Wrawby Jn should have at least 7 minutes headway over a following passenger train. • In any of the instances above, and in the case of a freight train being booked to stand for a period of time at Wrawby Jn, the freight train being regulated should run goods line from Brocklesby Jn to minimise any impact on other services. • Freight trains heading towards Immingham (particularly coal trains) should be regulated where loops or slow lines exist to run to time if running early. In reality, the receiving terminal would not be able to accept the train early (it would probably have a train already loading). For empty coal trains heading for Humber International Terminal, there is a section of bi-directional line near Immingham West Jn that can be used (and is in reality). If a train arrives early at it’s destination, then it’s next working may then also run very early (the rules allow for a bit of recovery), which in some cases, may snowball and mean a train running when there is no path for it! Likewise with other early running trains – there are loops, such as Gunhouse and Barnetby platform 1 where freight can be looped. • Trains entering the sim in the Immingham area early should be held at their entry points where it causes no other conflicts to await their booked paths – this means no resultant delays will occur from these delaying other trains running to time. If still running early at Brocklesby, they should be routed goods line if there is a following passenger train, or freight train booked ahead of the early running one. Hopefully the freight train will have been regulated in the Immingham area at least in part. • Scunthorpe area – as at Barnetby, freight in the Scunthorpe area should be regulated if running close ahead of a passenger train. The official guidelines are 10 minutes for a down freight, and 8 minutes for an up freight ahead of a respective passenger train. Up trains can also be regulated in Gunhouse Loop. MAJOR TIP – don’t be afraid to route trains via the IN/OUT/Transfer lines at Scunthorpe, particularly those to/from Trent Yard/Anchor Sidings/Redbourne Sidings, or if there is a passenger train shunting in Scunthorpe station. Just because the timetable says it’s booked through the station, doesn’t mean you have to hold it and delay it to follow this! Other than that – use your common sense! Passenger trains run faster than freight trains. In reality, freight isn’t allowed to run early (without special authority from control). Unfortunately, this is difficult to simulate in Simsig, so needs manual regulation. God bless, Daniel Wilson Log in to reply The following user said thank you: Aurora |
| Freight Train Regulation 13/06/2011 at 13:37 #16527 | |
|
onlydjw
456 posts |
Whilst testing the first version of this timetable, it became apparent that some players are unaware of the need to regulate the heavy freight trains to allow passenger trains to pass. This is very apparent now the timetable has been re-written with realistic acceleration rates and freight all running to freight line speeds (the default South Humberside timetable is incorrect in both of these areas). Those trains booked to run close to passenger trains are shown as booked onto Goods lines or into loops to allow passenger trains to pass, but in cases of late running, additional regulation is required to keep delays to a minimum. Here are a few notes on regulation which will help the smooth running of this timetable, taken from real life practises and recommendations, which make gameplay more realistic and will help keep delays to a minimum (and are relevant to other South Humberside timetables too): • Loaded freights from Immingham which are going to pass Brocklesby within 6-8 minutes of a following passenger train, should be routed onto the Goods Line, where the Barnetby operator can hold it to follow that passenger train. Note – if you send the freight fast line, and then route it onto the Slow at Barnetby, it takes much longer as the train is checked at each signal at Barnetby East until it can gain access to the slow line. Passenger trains are not permitted to use the Goods Line from Brocklesby Jn. Note – the Main and Goods routings from Barnetby are only a guide – trains should be sent on the appropriate route depending on the state of the network at the time. The only trains which should definitely run Goods Line are those booked to be held at Wrawby Jn. • Similarly, freight within 12 minutes of a passenger train at Barnetby heading towards Scunthorpe should be held at Barnetby (10 minutes for ore trains to Santon), having been routed Goods line at Brocklesby Jn. Note – in real life, there are often phone calls between Barnetby East, Wrawby Jn and Brocklesby Jn signalboxes on such matters to reach a joint decision – it is recommended you communicate with the other affected operators in multiplayer games! • Freight heading towards the Lincoln line at Wrawby Jn should have at least 25 minutes headway over a following passenger train, as it takes a lot longer to reach Lincoln, where the next loop is! • Freight heading towards Brigg at Wrawby Jn should have at least 7 minutes headway over a following passenger train. • In any of the instances above, and in the case of a freight train being booked to stand for a period of time at Wrawby Jn, the freight train being regulated should run goods line from Brocklesby Jn to minimise any impact on other services. • Freight trains heading towards Immingham (particularly coal trains) should be regulated where loops or slow lines exist to run to time if running early. In reality, the receiving terminal would not be able to accept the train early (it would probably have a train already loading). For empty coal trains heading for Humber International Terminal, there is a section of bi-directional line near Immingham West Jn that can be used (and is in reality). If a train arrives early at it’s destination, then it’s next working may then also run very early (the rules allow for a bit of recovery), which in some cases, may snowball and mean a train running when there is no path for it! Likewise with other early running trains – there are loops, such as Gunhouse and Barnetby platform 1 where freight can be looped. • Trains entering the sim in the Immingham area early should be held at their entry points where it causes no other conflicts to await their booked paths – this means no resultant delays will occur from these delaying other trains running to time. If still running early at Brocklesby, they should be routed goods line if there is a following passenger train, or freight train booked ahead of the early running one. Hopefully the freight train will have been regulated in the Immingham area at least in part. • Scunthorpe area – as at Barnetby, freight in the Scunthorpe area should be regulated if running close ahead of a passenger train. The official guidelines are 10 minutes for a down freight, and 8 minutes for an up freight ahead of a respective passenger train. Up trains can also be regulated in Gunhouse Loop. MAJOR TIP – don’t be afraid to route trains via the IN/OUT/Transfer lines at Scunthorpe, particularly those to/from Trent Yard/Anchor Sidings/Redbourne Sidings, or if there is a passenger train shunting in Scunthorpe station. Just because the timetable says it’s booked through the station, doesn’t mean you have to hold it and delay it to follow this! Other than that – use your common sense! Passenger trains run faster than freight trains. In reality, freight isn’t allowed to run early (without special authority from control). Unfortunately, this is difficult to simulate in Simsig, so needs manual regulation. God bless, Daniel Wilson Log in to reply |
| Freight Train Regulation 13/06/2011 at 15:49 #16530 | |
Lardybiker
771 posts |
That's very interesting information. Could you Daniel, or someone else add this to the wiki?
Log in to reply |
| Freight Train Regulation 13/06/2011 at 16:01 #16533 | |
|
onlydjw
456 posts |
I find the wiki very hard to find anything on, let alone add something to!
God bless, Daniel Wilson Log in to reply |
| Freight Train Regulation 13/06/2011 at 16:03 #16534 | |
|
onlydjw
456 posts |
On another note - all we need now is AB installing on South Humbs to help the regulation!
God bless, Daniel Wilson Log in to reply |
| Freight Train Regulation 13/06/2011 at 18:28 #16543 | |
|
Lardybiker
771 posts |
<sigh>....Some people are never happy 
Log in to reply |
| Freight Train Regulation 13/06/2011 at 18:40 #16544 | |
Meld
1111 posts |
Chris <Python Mode> nudge nudge say no more </Python Mode> 
Passed the age to be doing 'Spoon Feeding' !!! Log in to reply |
| Freight Train Regulation 13/06/2011 at 19:38 #16545 | |
jc92
3685 posts |
slightly off topic but relevant to the above posts...might also be handy to make some panels smaller and create more eg. barnetby spilts into two and split grimsby into pasture street and other...quite often theres not enough places for people on Mplay
"We don't stop camborne wednesdays" Log in to reply |
| Freight Train Regulation 13/06/2011 at 22:22 #16548 | |
|
Lardybiker
771 posts |
Actually that was discussed at length by my mottley crew of testers when we built the sim. We considered several options including breaking it down into individual boxes (of which there are 30 or so) and using each of those as a panel but that was quickly seen as as far too many. We went through several iterations of boundaries before we eventually settled on what we have now. This was of course based on the TT that is included in the sim. Daniels TT and Pascals TT may be a lot different and may support more panels. The problem is if you break it down much further, you end up with panels that are very quiet and that isn't going to be much fun for the people who use those panels. Yes, you can let users control multiple panels to take up those that are quiet but if are constantly having panel X and panel y run by one signaller, you might as well just have it is one panel in the sim. In addition, you can get more panels by also running Worksop and chaining them together to create extra panels should you wish. I can certainly split the sim down further if everyone thinks its a good idea....but where would you split it? Answers on a postcard.....(or a forum post!) Log in to reply |
| Freight Train Regulation 13/06/2011 at 22:56 #16550 | |
58050
2659 posts |
Freight train regulation is a very ambigious subject within the railway industry. Whilst spending most of my railway career dealing with freight traffic on the railways, regularion varies quite considerably from area to area. Whilst we are all well versed in the 'classification of trains' in the Rule Book, signallers very often run their patch so to speak as they see fit. Take South Humberside for example, I remember visiting a good friend of mine who was at that time working at Wrawby Junction, he told me he had a difference of opinion to his Inspector on running freight trains. In his words he told me he worked for South Humberside freight as the majority of that traffic came through Wrawby Junction as opposed to passenger traffic. In the 15 years between 1990 & 2005 when I visited him at Wrawby Junction, very few freight trains were actually signalled via the Slow or Goods lines. In fact I have a photograph taken from Wrawby Junction of a Cl.37/7 on a tank train stood on the DM line whilst a Cl.158 on a Cleethorpes - Manchester Airport was signalled via the Slow Line to go round it. When the railways were split into various zones with the introduction of Railtrack believe it or not each individual zone worked in a different way when it came to freight train regulation. When I was working at Liverpool Street Regional Control between 1990 - 1994 there was a morning & evening 'peak' embargo on freight trains running through Stratford onto & or off the North London Line. On early turn you could bet a pound to a pinch of salt that 'C' panel signalman at Stratford would always run 4L44 Longbridge - Parkeston car train onto the GE mainline between 0600 - 0700 in the morning. This train comprised of a Cl.47/0 diesel with loaded cartics with a length of 100 SLUs. Dispite the train having a maximum speed of 75mph, the train wouldn't get to that speed until it had passed over Brentwood bacnk & had passed Shenfield on its way towards Ingatstone. The section controllers would complain bitterly because they could guarantee the first Liverpool Street - Norwich Inter-City would be right behind 4L44 going from signal to signal until it could pass 4L44. This happened that many times I lost count. Having said that when I based at Bedford on the footplate we used to work to Northfleet Blue Circle cement terminal with MGR trains from the North Notts coalfields with a Cl.58 or Cl.56 loco & between 36 - 45 loaded MGRs. The Southern Region signallers used to hold passenger trains once we had gone through Clapham Junction & heading towards Factory Junction in preference to running passenger trains. I can vividly remember seeing EMUs on the Southern held to keep us on the move, being such a lrger & heavy train. Even in Railtrack days I found the Southern Region very good at keeping the freight moving (Noel no doubt will be aware of all that). Yet I've stood at the top of the bank at Brent Curve Junction waiting to gain access onto the Midland mainline with an empty MGR train (55mph) & a Cl.58 loco & being told by the signaller at West Hampstead PSB to wait for about 15-20 minutes as there would be a passenger train departing St. Pancras & we would follow it. The passenger train wouldn't have seen us, by that time we would have been through St. Albans if they had let us run. Personally I think the 'Classification of Trains' is out of date & its about time it was re-written whereby after Cl.1 passenger trains & Cl.5 ECS movements you should then have Cl.4 freights & Cl.6 freights, followed then by Cl.2 ordinary passenger trains & so on. The biggest problem with the freight railway today is that the paperwork required to run trains especially on an 'STP' basis causes most delays due to the in-accuracies that need to be reolved before Network Rail will authorise the signalbox at the originating point to the the train go. I remember one occasion at Bescot where a Cl.66 was booked to go light engine to Washwood Heath to work a train forward to Wembley. The driver had been on the loco for 90 minutes waiting to depart the holding sidings at Bescot, but because the paperwork wasn't filled out correctly Network Rail refused to authorise the signaller in Bescot Down Tower to allow the loco to depart. That wouldn't have happened in BR days. What a way to run a railway. Log in to reply |
| Freight Train Regulation 14/06/2011 at 04:13 #16551 | |
BarryM
2158 posts |
58050 When are you going to publish your memoirs? It is great to read them. I find them most interesting and it brings back memories of the 50s and 60s. Regards Barry Barry, Sydney, New South Wales, Australia Log in to reply |
| Freight Train Regulation 14/06/2011 at 08:30 #16557 | |
|
58050
2659 posts |
It's finding the time to write them all down & I can tell you I've heard some even better ones especially whn I was at Bescot with some of the more senior drivers. I've asked them to publish them & maybe they might as Phil Barlett who used to be A Train Crew Supervisor at Bescot is writing a book with lots of stories. Don't know if some of the better ones may get published such as 'the Bescot safe-buster' story, The Bristol - Birmingham New Street night time DMU going up the Lickey Incline or getting drenched in the engine room of a Failed Cl.56 being hauled 'dead' to Tinsley TMD from Bescot via Stoke on Trent when the drivers on the movement tried to start the loco's engine & not realising there was a pipe missing off the power unit. All these involved the same driver & of course the anti-freeze caper on Bescot TMD. I tell you they are some of the best I've ever heard. I was working one Sunday morning in The Mainline Freight Operations Control in Nottingham on the Power Desk. I received a phone call from the PICOP working on a possession between Nottingham station & Netherfield Junction. Nottingham Police had been chasing a stolen car through Nottingham, when the car got to Sneinton level crossing the car drove straight down the railway line towards Netherfield Junction, instead of following the car along the railway line, the police abandon their vehicles at Sneinton level crossing, comandeered a tamper which was working nearby & gave chase in the tamper. Don't know whether they caught the culprits or not. Key-Stone Cops scenario there i thought. Log in to reply |
| Freight Train Regulation 14/06/2011 at 09:44 #16559 | |
|
onlydjw
456 posts |
I put this on as a guide, and particularly for my timetable given it is much busier. It applies more if you run one of the scenarios which input delys into lots of trains. I managed to find out what the guidelines actually are, which applied to simisg should help the operators. Regarding my comment about AB - that was meant to be tongue in cheek, although would be useful. One way I have seen used is for the Barnetby panel to lock the points at Brocklesby for the route they want the train sent - presonally I prefer communication! Regarding holding freight on the Down fast and routing passengers round them on the slow - that causes delays to the passenger, although that is done in preference to routing the freight fast to slow, as that delays both trains (remember anything routed fast to slow at Barnetby is approach controlled signal to signal). In busy times, and in times of disruption, freight can and does run late, and so more of it uses the goods line from Brocklesby. I knew this topic would be controversial, but it needed something as some people didn't seem to understand. It's up to you how you run your own games - but this is what real signallers work to! God bless, Daniel Wilson Log in to reply |
| Freight Train Regulation 14/06/2011 at 10:01 #16560 | |
|
58050
2659 posts |
I agree that it's up to the individuals playing the sim as to what they do. Personally I'm all in favour of keeping the freight trains moving, but then again some could say I'm biased towards freight as 90% of my railway career was to do with freight. Having said that I find there's too much emphasis on Passenger traffic & not enough on freight. When do you ever see freight mentioned in the national news when they talk about railways. Almost never, unless there has been an incident involving a freight train. Unfortunately freight as far as I am concerned is the poor relation to passenger, yet in terms of revenues freight far outweighs passenger. We not going to be far off the days when freight lines will return especially as passenger trains run faster & more frequent & as a result the paths left for freight will dimish. Come back British Rail all is forgiven that's what I say.
Log in to reply |
| Freight Train Regulation 14/06/2011 at 10:16 #16561 | |
|
onlydjw
456 posts |
It's already happening - £250m to upgrade the Joint Line (Doncaster-Gainsborough-Lincoln-Sleaford-Peterborough) for freight off the ECML because there's not enough paths since the new timetable. We're already seeing the STP routed this way - already 2 GBRf barrier moves and 3 DRS engine moves/DVT moves in 2 weeks. There's also an engineers path from Whitemoor to Doncaster booked (although hasn't run yet).
God bless, Daniel Wilson Log in to reply |
| Freight Train Regulation 14/06/2011 at 10:42 #16562 | |
|
Late Turn
699 posts 
|
I think the above are an important set of guidelines, if only to give us a rough idea of the margins that are required to avoid knocking a following passenger rather than being religiously followed (after all, you might choose to put a couple of minutes into a passenger to avoid heavier delays elsewhere). I appreciate that early runners are thoroughly discouraged nowadays, but I don't see the issue in Simsig at least - indeed, it's all part of the challenge - as long as the regulating guidelines are followed and you're sure that the early runner can be regulated at the next loop, or can be accepted at the terminal and wait time for the back working, it makes sense to keep it moving (after all, subsequent late running of others might mean that the booked path, later on, is squeezed to the point of causing delay to following trains). onlydjw said: Regarding my comment about AB - that was meant to be tongue in cheek, although would be useful. One way I have seen used is for the Barnetby panel to lock the points at Brocklesby for the route they want the train sent - presonally I prefer communication! Brocklesby to Barnetby (in the Down direction) is TCB anyway, so there's no option of refusal in reality either! As you say, good communication is the only way to run the job effectively, and there's a great deal of telephone traffic all the way from Immingham West right through to Wrawby to ensure that everything's regulated correctly. Quote: remember anything routed fast to slow at Barnetby is approach controlled signal to signal Not too sure about that - if I remember the relevant regs correctly, it's only necessary to apply that to a passenger train (class 1, 2, 3 and 5???) being diverted off booked route? I'll confirm the current wording when I get a mo. Certainly my limited observations suggest that freights crossing fast to slow aren't checked at each signal in turn - having passed the Down Fast Distant at caution, obviously. Tom Log in to reply |
| Freight Train Regulation 14/06/2011 at 10:45 #16563 | |
|
58050
2659 posts |
Watch out Daniel at that rate Lincoln could become a freight hot-spot with more variety apart from the endless oil trains of the past. Joking apart I'm glad to see a res-urgence of freight through Lincoln, probably cos I worked at Whitemoor TOPS office not long after the joint line via Spalding closed. That was a big mistake at that time. I've always had a soft spot for Lincoln probably due to the varied junctions & routes available between Lincoln & Sleaford, I think it would make a good sim for one player to operate as part of a chain lets say with South Humberside & Peterborough. Many years ago when I took my driving test, the examiner I had was a fireman based at March & he told me a story when he was on a Cl.31 & they started the boiler on the loco at Lincoln Central station & it set the station roof alight. You never know freightliner Intermodal will start running through Lincoln some time soon.
Log in to reply |
| Freight Train Regulation 14/06/2011 at 10:49 #16564 | |
|
onlydjw
456 posts |
Anything going fast to slow at Barnetby is approach controlled, as the diverging route has a much slower speed restriction. Hence why the freight should run goods from Brocklesby, as it costs less time. The other thing to point out is that the Simsig model of Barnetby (and other parts of South Humberside) is effectively TCB throughout, as you can have 2 trains (or more) in 1 absolute block section on Simsig. God bless, Daniel Wilson Log in to reply |
| Freight Train Regulation 14/06/2011 at 10:52 #16565 | |
|
onlydjw
456 posts |
We had a fregihtliner intermodal a few weeks ago via Lincoln, when that 91 pulled the wires down near Grantham. And it was regulated via Sleaford station whilst the HST following it went up the Sleaford avoider! The problem is the tall containers at the moment though! From what I understand, it's the class 6 stuff that's the problem on the ECML. They tried sending 6E88 Middleton Towers-Goole down the joint, but it always cuased a late finish for the signallers, so it now runs via Newark, Swinderby & Gainsborough. That route is already seeing some extra freight traffic compared with the winter (all included in my timetable)!
God bless, Daniel Wilson Log in to reply |
| Freight Train Regulation 14/06/2011 at 11:00 #16566 | |
|
Late Turn
699 posts
|
onlydjw said:Anything going fast to slow at Barnetby is approach controlled, as the diverging route has a much slower speed restriction. Hence why the freight should run goods from Brocklesby, as it costs less time. Current wording of the regs does support that, unless it's a booked move. I'm sure that's a recent change though - previously, it only applies to trains of class 1, 2, 3 or 5 (I think). The fact that the distant remains 'on' provides some measure of protection for the slower speed through the crossover. 4.13 Working signals at diverging junctions 4.13.1 Clearing signals when the train speed must be reduced 4.13.1.1 Where the signal at a diverging junction does not have ‘approach release’ arrangements, you must not clear the signal for a train to proceed towards a route where the speed must be reduced, until the train is close to the signal and you are sure the speed of the train has been suitably reduced. This does not apply if the train that is to pass is shown to take that route in the working timetable or supplement to the working timetable. 4.13.1.2 You must only clear a stop signal which is beyond a diverging junction after you have cleared the junction signal and then only as shown in the train signalling regulations. 4.13.2 Setting a route If you cannot set the route for a train until the train is close to the junction signal, you must take account of the speed and position of the train, and only set the route if it is safe to do so. Quote: The other thing to point out is that the Simsig model of Barnetby (and other parts of South Humberside) is effectively TCB throughout, as you can have 2 trains (or more) in 1 absolute block section on Simsig. There's no additional signals though, so one AB section translates to one TCB signal section - so there shouldn't be any difference. Log in to reply |
| Freight Train Regulation 14/06/2011 at 11:03 #16567 | |
|
58050
2659 posts |
In reality I can't say that the signallers between Brocklesby Junction & Wrawby Junction used the Slow or Goods Lines that often. Over the 15 years I visited Wrawby Junction & in many cases spent a whole 8 hours in the box with my mate photographing trains 90% of freight traffic was always signalled on the mainline. On the Up between Wrawby Junction & Melton Ross which is between Barnetby East & Brocklesby Junction the gradient is against trains heading towards Immingham & yet nearly all the freights were signaled mainline, even during that period in the 1990s when all the loaded iron-ore trains were restricted to 35mph. The only time I saw freights signaled onto the Up Slow was if the box at Wrawby had accepted a train from Holton Le Moor & he was routed via the Up Fast line. The only time I saw freights signaled onto the Down Goods between Barnetby East & Wrawby Junction was when there was a signal failure between Wrawby Junction & Elsham. What maybe written down in the method of working doesn't necessarily happen in reality.
Log in to reply |
| Freight Train Regulation 14/06/2011 at 11:06 #16568 | |
|
onlydjw
456 posts |
Not quite - for example - take Wrawby Jn to Barnetby East. On the up, one train can be held at the signal at teh end of the platform, whilst the next one can run up behind it from Wrawby. That's 2 trains within 1 block section. You can do the same between Barnetby East & Brocklesby - there are more signals than AB sections there too (I know that the New Barnetby signals act as an intermediate block post). There are others too!
God bless, Daniel Wilson Log in to reply |
| Freight Train Regulation 14/06/2011 at 11:08 #16569 | |
|
58050
2659 posts |
9ft 6" containers, well Lincoln & Sleaford may get W10 guage clearances soon then if the freight is on the increase.
Log in to reply |
| Freight Train Regulation 14/06/2011 at 11:19 #16570 | |
|
Late Turn
699 posts
|
onlydjw said:Not quite - for example - take Wrawby Jn to Barnetby East. On the up, one train can be held at the signal at teh end of the platform, whilst the next one can run up behind it from Wrawby. That's 2 trains within 1 block section. Not quite - the block section, by definition, is Wrawby's section signal to Barnetby's outer home. However, the line must be clear up to the clearing point (Barnetby's inner home) before a second train can follow, and if the sim allows otherwise then that's something for Chris to take a quick look at. Quote: You can do the same between Barnetby East & Brocklesby - there are more signals than AB sections there too (I know that the New Barnetby signals act as an intermediate block post). There are others too! In reality, you should be able to have a train waiting at Barnetby's Up Starter, one waiting at Barnetby's "Up Second Starter" (IB Home to everyone else!) and one in the IB section to Brock. The sim's no different? Log in to reply |
| Freight Train Regulation 14/06/2011 at 11:46 #16572 | |
|
onlydjw
456 posts |
The signaller can't give out of section for the train until the tail lamp or lights have passed him though! On this subject, there is now electronic equipment in use on the Brigg line (certainly at Northorpe loop, Thunnock (Gainsborough Central) and Kirton at least) to detect the train as complete when it's off the single line section. God bless, Daniel Wilson Log in to reply |