New Layout 2013 missing Hertford Loop Signalling.

Isn't the new signalling only "normally" useful when the ERTMS test train is running? I suppose during failures it could also be useful to have bidirectional signalling. However, the Hitchin Flyover might be necessary to make future timetables work. I'd guess this is the reason.

" said:

Isn't the new signalling only "normally" useful when the ERTMS test train is running? I suppose during failures it could also be useful to have bidirectional signalling. However, the Hitchin Flyover might be necessary to make future timetables work. I'd guess this is the reason.

To answer your answer, it's a yes and no answer...

Yes the Bi Directional signalling is generally meant to be use when the Down Hertford between Molewood Jcn and Bragley End Jcn is being used by Network Rail for ERTMS testing purposes but No it's not just capable for that purpose alone.

It has been used a number of times during disruption and during normal service by the signaller to regulate services between Stevenage and Hertford North for example once he had a stopper and a freight both head north at same time with one using the Down Hertford and the other using the Up Hertford, this was done to get the Freight in front of the Stopper.

As to the signalling entering full service, it did this in April 2013 over the Easter Period.

IMO the flyover shouldn't have been added without the new signalling layout between Hertford North and Stevenage but hopefully the author might be able to release a update to allow this....

The Loop signalling is only used during testing or very occasionally in the case of disruption.

" said:

The Loop signalling is only used during testing or very occasionally in the case of disruption.

Not true, it's used to regulate services like freight ie permit these services to overtake stoppers between Hertford and Stevenage plus the bi directional was used on Sunday when a ECS from Hertford to Letchworth CS was signalled over the Up Hertford.

So you're very much mistaken in your view, sorry to tell you this.

" said:

The Loop signalling is only used during testing or very occasionally in the case of disruption.

Not true, it's used to regulate services like freight ie permit these services to overtake stoppers between Hertford and Stevenage plus the bi directional was used on Sunday when a ECS from Hertford to Letchworth CS was signalled over the Up Hertford.

So you're very much mistaken in your view, sorry to tell you this.

I thought that bi-directional signalling was for emergency use only, whereas reversible signalling can be used whenever required.

SIMBIDs are the ones that are preferred only to be used in emergencies, I believe. This is because they don't have AWS and they don't have AWS suppression for signals in the opposite direction. It is still allowed to use them in passenger service where they're the best (safest/most reasonable) option to get around a fault, but it's generally not permitted to use them for regulation.

Other bidirectional signalling has no such general restrictions, though some of them still have local restrictions to prevent using them for regulation, for whatever reason.

Please correct me if I'm wrong, I am not an employee of the railway!

" said:

SIMBIDs are the ones that are preferred only to be used in emergencies, I believe. This is because they don't have AWS and they don't have AWS suppression for signals in the opposite direction. It is still allowed to use them in passenger service where they're the best (safest/most reasonable) option to get around a fault, but it's generally not permitted to use them for regulation.

Other bidirectional signalling has no such general restrictions, though some of them still have local restrictions to prevent using them for regulation, for whatever reason.

Please correct me if I'm wrong, I am not an employee of the railway!

Is SIMBID what Crewe to Shrewsbury has?

" said:

" said:

SIMBIDs are the ones that are preferred only to be used in emergencies, I believe. This is because they don't have AWS and they don't have AWS suppression for signals in the opposite direction. It is still allowed to use them in passenger service where they're the best (safest/most reasonable) option to get around a fault, but it's generally not permitted to use them for regulation.

Other bidirectional signalling has no such general restrictions, though some of them still have local restrictions to prevent using them for regulation, for whatever reason.

Please correct me if I'm wrong, I am not an employee of the railway!

Is SIMBID what Crewe to Shrewsbury has?

I thought that Crewe to Shrewsbury was fully bi-directionally signaled. However looking at the signalling plans I have it appears the wrong direction signals don't have AWS. Though saying that these plans haven't proved to 100% accurate anyway.

" said:

I thought that Crewe to Shrewsbury was fully bi-directionally signaled. However looking at the signalling plans I have it appears the wrong direction signals don't have AWS. Though saying that these plans haven't proved to 100% accurate anyway.

Only plans (fairly old plans) I can find of the resignalling of the line is this one here but that will most likely be out of date.