Re: [General] Information about block working

["f.u.i.t.b.e.t" <fuitbet@yahoo.com.au>]

The type of block working you are referring to occurs at many places  what
about Cootamundra nth to Cootamundra West. You come off Double line track
block and automatic and on to Double line block which is different to block
telegraph tyers single or three wired.With double lined block each box has
an accepting lever and it does exactly that it accepts the request for
signal clearance so unless the bloke at coota west pulls off the accepting
lever the bloke at Coota nth cannot clear the signal to go around the corner
to Coota west and the same occurs on the up.
You  then get accepted into the Interlocking at Coota west for the
journey from Coota west to Stockinbingal which is electric staff and of
course Th opposite occurs on the up journey
Double track block is still in use  Granville to Clyde comes to mind.

"Eddie Oliver" <eoliver@efs.mq.edu.au> wrote in message
3A6D691F.6F2308C1@efs.mq.edu.au">news:3A6D691F.6F2308C1@efs.mq.edu.au...
> Ronald BESDANSKY wrote:
> >
> > Thanks Eddie, but I still don't have an answer to my original question -
in
> > ORDINARY working, where a double line worked by block telegraph becomes
a
> > single line worked by OTS, under what conditions can the signaller at
the
> > box at the transition point accept a train from the box in the rear on
the
> > double line section?
>
> The reason you don't have an answer is fundamentally because there isn't
> a unique answer - it depends on the layout of the signalling at the
> individual location. For instance how many signals are on the double
> line before the junction? How far is the last of these away from the
> junction? Are there catchpoints? Is there an outer home on the single
> line?
>
> However the simplest example, at least if you want to design a model, is
> to assume that there are two signals on the double line before the
> junction. Call the outer one A and the inner one B. Then you could give
> line clear to the box in the rear on the double line provided the line
> is clear to B. This is then sufficient for the train to come as far as
> signal A.
>
> Then the interesting question is when you can allow the train to pass
> from A to B. The conditions might be like
> "Line is clear to the catchpoints and the catchpoints are open , OR line
> is clear to the outer home signal from the other direction and the
> catchpoints are closed". If you adopt the latter option, you would then
> not be allowed to open the catchpoints again until the train has been
> brought to a stand at B.
>
> If you work on the principle that you can't have two moving trains
> approaching each other with only one intervening signal facing each
> train, you'll be pretty much OK.
>
> Eddie