Modern Image Signalling, Position and Types

i had another look at it this afternoon... (im meant to be a really busy architecture student!) and came up with this idea which involves alot less alterations and no 3 ways!

Regards Jason

thought i would also add the other 'end' of the line with the additional cross over details... not knowing exact radius figures of track work i will need to check this when i return home again next

regards jason

Thanks to Edwin for his pertinant comments on the 'West' crossover.

My solution:


Uses two curved points, as did the first version which I've crossed out. Gives the Yard line access to and from the central bi-directional road but leaves the lower through platform completely usable without any restriction. (My addition to your drawing is not as neat as your original - I have to admit free-hand sketching has never been a strong point with me!)

Regards,
John

QUOTE (John Webb @ 22 Oct 2008, 15:36) <{POST_SNAPBACK}>

Uses two curved points, as did the first version which I've crossed out. Gives the Yard line access to and from the central bi-directional road but leaves the lower through platform completely usable without any restriction.

If I was the engineer responsible for planning the track and signalling here, I'd also remove the short section between John's new crossover and the existing crossover near the platform ends. All this does is allow a train to enter the yard from the bottom platform while another is leaving the middle platform westbound. Pretty unusual for both of these to be happening at once. Depending on the precise status of the yard you might replace the point at the west end of this section with a trap point rather than removing it entirely.

I spent a bit of time last night with copies of the Peco templates (the dotted white lines are the continuation of the track centrelines):

1. Your original layout at the 'East' end on the main lines, done mainly to get the spacing of the main lines and the location of the point to the DMU siding - this is just visible at the righthand end of the picture:



2. A possible facing points arrangement:



Uses two of the double curved points and two of the large radius points. This would seem to be pretty close to what you need with a minimum of disturbance to the remaining points - may need just a little minor adjustment to get things exactly right.

Regards,
John

right i have had a good look at the layouts and linked it all together. The drawings arnt as good as my past ones as i have run out tracing paper! I will look at the exact moving of the points when i am home at the begining of November.

The line is not to be electrified with over head wiring. Its going to be 'generaly' based around local running in Somerset, so locos etc are all desiel powered.

Thankyou for your help on this I can see it coming along and has certainly improved the layout design!

Regards Jason

Right, first post on modern signals:


The top part of the diagram show three-aspect signalling. The signals are spaced apart a bit over the braking distance of the fastest trains on the line so that if a train approaches a signal at the 'Caution' aspect (Yellow, by the way, in railway terms, not amber!) it has sufficient room to stop by the time it gets to the next, possibly Red 'Stop' aspect.

The lower diagram shows 4-aspect signals. They are spaced apart from each other at the braking distance of the slower trains (ie locals) using the line. They then continue to use the single yellow aspect as their 'Caution' warning. The faster trains then use the 'Double Yellow' as their 'Caution' warning and start braking sooner and are thus able to stop.

Both the above are for lines uninterrupted by points and stations, and the function of signals at these places I'll cover next.

Regards,
John