Actually I need your help to add more realism to my train operation.
I run on my narrow gauge layout one day US, next day UK, and the day after German railway operation. Before I invest too much in removable signaling I would like to know how train operations are being managed on light railways in the UK and in the US which run on a "shoestring budget", so with just a minimum effort & investment.
Part 1 : Simple Station with siding
I'm interested in the simple maneuver "train passing siding at stations". I hope I can visualize what I mean, and I start with a typical German example. For all rivet counters: I simplify many things on purpose since they are not relevant for garden railways.
The operation mode "Zugleitbetrieb" often takes place on routes with little train traffic. There are usually no additional dispatchers at every station. One dedicated train dispatcher controls the entire route and gives to the engine drivers instructions to which station they are allowed to run. Just 3 different types of signals are required:
NE5 // SO8 Haltetafel: Stop sign - the top of the train has to stop here
Ra10 Rangierhalttafel: Shunting limit - it's not allowed to shunt beyond this point
NE1 Trapeztafel: Identification of the point at which certain trains have to stop in "Zugleitbetrieb".
When trains have to "passing siding" in a station, it is pre-defined which of the two trains is allowed to run first into the Station, usually with a timetable entry for the engine driver .
(please don't mind the fictious station names). Train 21 from Ashford to Clapham runs into station Battenberg. All switches are in default position (straight).
After train 21 stopped precisely at the H-Tafel, the conductor turns the switches. Meanwhile, Train 10 from Clapham to Ashford arrives, has to stop at the Trapeztafel, and gives a short whistle (also known as wake-up call). When everything is fine, the conductor of train 21 allows his engine driver to give the so called “coming” whistle signal (ZP11 long-short-long).
Train 10 in front of the Trapeztafel acknowledges this with a short toot, rolls into the Station and stops at the H-Tafel.
Once the loading / unloading is done, train 10 leaves the Station. The conductor of train 21 turns all switches back into default position (straight), so train 21 can leave Battenberg Station.
Important: Passenger Trains usually run only into tracks with H-Tafel that indicates the proper Train position/clearance.
To have more flexibility, you find very often stop signs on both tracks in both directions.
Here we stop on the left track:
...and here on the right track (same Station "Zirkelschacht", Mansfeld Mining Railway):
The left picture gives an impression how close to the station a Trapeztafel can be installed. The same Trapeztafel on the right picture. Note the little lamp on top: This allows the Station master to give the "coming" signal to the waiting train, in case there's no engine in the station.
This Picture illustrates the minimum distance between last switch, the shunting limit (the half-moon sign next to the last coach) and the Signal - in this case not just a Trapeztafel.
So in G scale the safety distance between shunting limit and Signal is about a 1,5 x the length of a 4- axle Coach. Not much, but the speed is limited anyway...
After the German example I would appreciate if you could post your approach - so let me know how in the UK and in the US such a simple Train passing siding is managed an signalled!
I run on my narrow gauge layout one day US, next day UK, and the day after German railway operation. Before I invest too much in removable signaling I would like to know how train operations are being managed on light railways in the UK and in the US which run on a "shoestring budget", so with just a minimum effort & investment.
Part 1 : Simple Station with siding
I'm interested in the simple maneuver "train passing siding at stations". I hope I can visualize what I mean, and I start with a typical German example. For all rivet counters: I simplify many things on purpose since they are not relevant for garden railways.
The operation mode "Zugleitbetrieb" often takes place on routes with little train traffic. There are usually no additional dispatchers at every station. One dedicated train dispatcher controls the entire route and gives to the engine drivers instructions to which station they are allowed to run. Just 3 different types of signals are required:
NE5 // SO8 Haltetafel: Stop sign - the top of the train has to stop here
Ra10 Rangierhalttafel: Shunting limit - it's not allowed to shunt beyond this point
NE1 Trapeztafel: Identification of the point at which certain trains have to stop in "Zugleitbetrieb".When trains have to "passing siding" in a station, it is pre-defined which of the two trains is allowed to run first into the Station, usually with a timetable entry for the engine driver .
(please don't mind the fictious station names). Train 21 from Ashford to Clapham runs into station Battenberg. All switches are in default position (straight).
After train 21 stopped precisely at the H-Tafel, the conductor turns the switches. Meanwhile, Train 10 from Clapham to Ashford arrives, has to stop at the Trapeztafel, and gives a short whistle (also known as wake-up call). When everything is fine, the conductor of train 21 allows his engine driver to give the so called “coming” whistle signal (ZP11 long-short-long).
Train 10 in front of the Trapeztafel acknowledges this with a short toot, rolls into the Station and stops at the H-Tafel.
Once the loading / unloading is done, train 10 leaves the Station. The conductor of train 21 turns all switches back into default position (straight), so train 21 can leave Battenberg Station.
Important: Passenger Trains usually run only into tracks with H-Tafel that indicates the proper Train position/clearance.
To have more flexibility, you find very often stop signs on both tracks in both directions.
Here we stop on the left track:
...and here on the right track (same Station "Zirkelschacht", Mansfeld Mining Railway):
The left picture gives an impression how close to the station a Trapeztafel can be installed. The same Trapeztafel on the right picture. Note the little lamp on top: This allows the Station master to give the "coming" signal to the waiting train, in case there's no engine in the station.
This Picture illustrates the minimum distance between last switch, the shunting limit (the half-moon sign next to the last coach) and the Signal - in this case not just a Trapeztafel.
So in G scale the safety distance between shunting limit and Signal is about a 1,5 x the length of a 4- axle Coach. Not much, but the speed is limited anyway...
After the German example I would appreciate if you could post your approach - so let me know how in the UK and in the US such a simple Train passing siding is managed an signalled!
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