1) It has a single facing point in each direction leading to Pl3 and the marshaling and goods yards.
3) Both Pl2 and 3 are both signaled for bi-directional working to allow fast trains to overtake.Pl3 is also down relief while Pl2 plays that role for Up.
Danny252 wrote:For the branch homes, I would've expected a calling on arm to allow an engine to set back onto stock in the platform, even if this occurred rarely in actual operations (as per your brief). Depending on how you work the slip coach, it could also be used in shunting that to/from a branch train.
Danny252 wrote:I also think there should be one on the Up Home bracket for P1, to allow the attachment of the return slip coach - I don't think it would be acceptable to shunt it over the crossover via the discs, given that it would be carrying passengers from Nantle (after being detached from a branch train), but I could be wrong. However, perhaps you intend to do it in P2, hence the calling on for that platform?
Danny252 wrote:I'm not too sure of the use of calling on arms at the right hand end of the platforms.
Danny252 wrote:Double yellow discs - can someone confirm that this would be the practise? I've never seen stacked discs when a yellow disc was involved, but it almost certainly happened somewhere (cue new thread discussing examples?).
I was certainly missing an calling on arm for the Bay Platform on the branch home bracket - so I added one. Is that the only place you meant?
Actually I intended those for shunting out onto the Up as it is "wrong direction" working. That's incorrect, I take it?
Right now there will be "Blocking Back Outside Home" for all shunt moves to the Up and "Block Back Inside Home" for goods moves from Down to Up via the trailing crossover into the Brewery, which I could convert into only needing BBIH just for the coach working to Up by adding an outer home on the Up? The same applies to the Branch as well?
Edit: Actually, thinking about it, the shunt moves to the Up for a coach to be added to an express would be done under cover of the TOS not having been sent yet to the previous box (in this case Trefor), so no BBOH in that case.
tynewydd wrote:Danny252 wrote:Double yellow discs - can someone confirm that this would be the practise? I've never seen stacked discs when a yellow disc was involved, but it almost certainly happened somewhere (cue new thread discussing examples?).
Also - what is the alternative you would suggest? In this case the route indications are to the Branch and (via the crossover) to the Up both for departing goods trains or shunting locos to the branch only. Those could have arms on a bracket or just a vertical arrangement of miniature arms, of course, but how would the shunting line be indicated - by a third arm that is nearly always pulled off, perhaps?
Danny252 wrote:See my later clarifying post - I had meant to ask if it would prototypically be two stacked yellows, or instead a yellow and a red, purely as stacked yellows looked a bit odd. I have no issues with the actual arrangement and intention!
davidwoodcock wrote:Can anyone confirm whether or not the CLC used stacked discs, I would have assumed that they didn't until the joint lines got subsumed into the LMR and then (surely) only where layouts were altered?
kbarber wrote:As the signalling seems to be LP pneumatic as used by both the LSWR and the GCR, and installed over a wide area (thus akin to the LSWR Woking - Basingstoke scheme), I suspect that rather than Absolute Block working and consequent BBI/BBO and shunt ahead signals, there would be long stretches of automatic signalling (home-over-distant or even the new-fangled three-position arms), with PL box having a control on a rear signal sufficiently far out to protect any shunts. So far as shunting ahead is concerned, I don't know what the regulations were on the LSWR main line but I suspect, at this early date, the automatic sections (apart from one or two on the approach and the first in advance) weren't indicated in any box (I would welcome confirmation). That would replicate American practice of the day, from which this system was derived. If there were unindicated auto sections between signalboxes, there would seem to be no need for any bell signals for shunting ahead - the advance box would never need to know what you were doing in a section he had no indication for. (Of course a UK operator might have felt it needed to be done anyway, however superfluous; again further information would be welcome.)
Not necessarily appropriate for Pont Llyni, but as stacked yellow discs have been a reality (as have 2-up stacked 'yellow' ground position-light shunts, for that matter), hypothetically, in general terms, it would appear that a single yellow disc with a route indicator, still passable when 'On' to a headshunt or such, could have been a possibility, though hardly an ideal solution.John Hinson wrote:Danny252 wrote:See my later clarifying post - I had meant to ask if it would prototypically be two stacked yellows, or instead a yellow and a red, purely as stacked yellows looked a bit odd. I have no issues with the actual arrangement and intention!
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