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| Flank protection on signal 37 19/09/2010 at 21:24 #1791 | |
Adrian the Rock
111 posts |
One other thing I've noticed, which at first sight seems a bit odd, me hearties, is that after signalling a train into Stonebridge Park from signal 37 on the down DC line, as soon as the train has cleared the facing point the latter automatically re-normalises and signal 35 in rear clears to yellow, even while the train is still occupying the TC over the diamond crossing in the up line. At this point you can also clear 37 towards Wembley, and both 35 and 37 will then show green. Is this really prototypical? Signal 37 query - save files Log in to reply |
| Flank protection on signal 37 19/09/2010 at 21:24 #11628 | |
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Adrian the Rock
111 posts |
One other thing I've noticed, which at first sight seems a bit odd, me hearties, is that after signalling a train into Stonebridge Park from signal 37 on the down DC line, as soon as the train has cleared the facing point the latter automatically re-normalises and signal 35 in rear clears to yellow, even while the train is still occupying the TC over the diamond crossing in the up line. At this point you can also clear 37 towards Wembley, and both 35 and 37 will then show green. Is this really prototypical? Signal 37 query - save files Log in to reply |
| Flank protection on signal 37 20/09/2010 at 02:54 #11633 | |
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UKTrainMan
1803 posts |
The points as part of the diamond crossing appear to operate separately of each other, I would assume as this simulation is meant to be as accurate as practical that this is as it is for real at Wembley Suburban PSB. Sounds very similar to the operation of the diamond crossing at Carmuirs East Jn, on CScot.
Any views and / or opinions expressed by myself are from me personally and do not represent those of any company I either work for or am a consultant for. Log in to reply |
| Flank protection on signal 37 20/09/2010 at 05:36 #11635 | |
Peter Bennet
5358 posts |
UKTrainMan said:The points as part of the diamond crossing appear to operate separately of each other, I would assume as this simulation is meant to be as accurate as practical that this is as it is for real at Wembley Suburban PSB. Sounds very similar to the operation of the diamond crossing at Carmuirs East Jn, on CScot.Crossings on CSCOT have since been altered as they were lacking some of the protection features. Peter I identify as half man half biscuit - crumbs! Log in to reply |
| Flank protection on signal 37 29/09/2010 at 22:04 #11778 | |
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lnwrelectric
26 posts |
UKTrainMan said:The points as part of the diamond crossing appear to operate separately of each other, I would assume as this simulation is meant to be as accurate as practical that this is as it is for real at Wembley Suburban PSB. Sounds very similar to the operation of the diamond crossing at Carmuirs East Jn, on CScot.514 and 515 are held until trains have fully berthed on 21 or 22 roads on the work station. Log in to reply |
| Flank protection on signal 37 30/09/2010 at 11:49 #11783 | |
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clive
2737 posts |
515 will obviously be held by track-locking until the train clears GH track circuit; it is actually held by DC track circuit as well? That seems like overkill. I wasn't aware of the extra control on 514; I'll add that. Log in to reply |
| Flank protection on signal 37 01/10/2010 at 06:25 #11808 | |
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lnwrelectric
26 posts |
clive said:515 will obviously be held by track-locking until the train clears GH track circuit; it is actually held by DC track circuit as well? That seems like overkill.515 track locking is by signalling principles as a train running into the up platform over 513 points normal may stop short and occupy DC track if a route from WS37 to 21 or 22 road with 515 reverse was permitted under these conditions then the two trains may be in collision as there is insufficient clearance. So in the same way as for 515 above GH track is provided for 514 as a train may stop short with the rear still standing on 515 points and the same unfortunate result if the route could be set from WS35 to WS37 as there is no clear overlap or forward from WS37. In a previous life the four sets of points (514, 515A/B & 516) were originally numbered the same as A, B/C & D ends and as such all ends were track locked until the train was fully berthed on 21 or 22 road. The split of numbers allows for ease of handling equipment failures and talking by as it can get a bit frantic during peak periods, always a problem with a one (wo)man box. Log in to reply |