Great Central Railway Headway

[ryan125hst]

As many will be aware, the Great Central Railway (Loughborough) has double track from Loughborough to Rothley, and it is comprehensively signaled, with Absolute Block in operation between Loughborough and Quorn and Woodhouse; Quorn and Woodhouse and Swithland Sidings; and Swithland Sidings and Rothley. I understand that the signalling allows one train to run on the double track sections up to every 10 minutes, which is very impressive for a heritage railway.

Before I ask my question, let me just define a Clearing Point. From Signalbox.org: "The clearing point is a quarter of a mile ahead of the first stop signal controlled by a box, and is a safety zone – an area that must not be occupied or fouled by another train. It allows for the approaching train being unable to stop at the signal, perhaps through slippery rails or weak brakes."

Where are the clearing points for each signal box (in each direction)? I was looking at photos of the signalling diagrams and wondering whether, for example, a train from Swithland could be signalled towards Quorn while a train was standing platform 2 (Loughborough bound) at Quorn. Likewise is there a quarter of a mile between the home signal at Quorn in the down direction and the back of a train standing at platform 1, or does a train heading to Leicester have to depart Quorn station and head past the signal box before this requirement is met and another train can be signalled?

 

[LowLevel]

The clearing points at Quorn are both up and down starting signals (27 and 3), so no, generally a train can't be accepted from the box in rear until the train has left or passed through the platforms.

Loughborough the clearing point is the down inner home signals (46/47/48) so a train has to arrive into the platforms and loop.

Swithland is the down starter (34 signal) and up limit of shunt just in rear of the up inner home signal (though in practice the train has to either arrive within the loop or have the tail lamp seen/called to the signalman if it hasn't passed the box on the up main). Trains can also recess in the down loop.

Rothley is the up starter (No3).

 

[ryan125hst]

Thanks LowLevel.

So I guess it would be possible to have a train waiting for the section to Loughborough at signal 4 at Quorn and allow a train to enter platform 2 for example (bringing the train to a stand at signal 2 first)? Likewise you could have a train waiting for the section to Swithland at signal 26 and allow a train from Loughborough to approach, bring it to a stand at signal 28 and then allow it into the platform?

I also presume this is why, on gala days, trains don't stop at Rothley in the up direction and only call once they have reversed, as clearing the platform beyond the up starter allows the next train to be accepted into the section which the timetable presumably relies on?

 

[Belperpete]

It does seem very restrictive to have the platforms within the clearing points, particularly on what was once a very busy mainline. Was this the case in BR days? Can or could they accept under reg 5 warning arrangement?

 

[edwin_m]

I'd guess that when they built the line, they expected most of the trains to be fast passenger or freight rather than serving stations like Quorn or Rothley. Whether the platforms are within the clearing point makes no difference to a non-stopping train. Also, a non-stopping train has to have passed the box as well as the clearing point before it can be given out of section, so the tail lamp can be observed. This is also true for a stopping train unless the guard confirms it complete to the signaller before it passes the box. So if the clearing point is before the box it just pushes the first stop signal and the distant further away without any capacity benefit.

It's obviously more of an issue in preservation when these stations see a service far in excess of what would have run before closure, and all of they stop at each station.

 

[Flying Phil]

On Gala days, when the Mountsorrel branch is in operation, the sidings at Quorn in use, Swithland loops and sidings, plus the siding at Rothley for the C and W works, the number of trains running is incredible!

 

[ryan125hst]

It does seem very restrictive to have the platforms within the clearing points, particularly on what was once a very busy mainline. Was this the case in BR days? Can or could they accept under reg 5 warning arrangement?

Don't forget that the signalling was commissioned during the preserved era and will likely differ from what was installed during it's BR days.

On Gala days, when the Mountsorrel branch is in operation, the sidings at Quorn in use, Swithland loops and sidings, plus the siding at Rothley for the C and W works, the number of trains running is incredible!

Yes it's always impressive to see the various trains running during a gala. A few years ago I was on a DMU in the up loop while a Class 37 waited in the down loop with a passenger train. We were both overtaken by full line services before we set off from the loop. Totally unique to the GCR and brilliant to see.

 

[james_the_xv]

A simultaneous up departure from L'bro and up departure from Quorn is timetabled fairly regularly, so it's not uncommon for an up departure from L'bro to depart whilst the Up section (no.9) is on and the previous train is still in section (although some signalmen will try and avoid pulling off the platform starter if they've not got a line clear). Normally you'll get out of section from Quorn (at L'bro) about 8-10 mins after it departs L'bro.

Can or could they accept under reg 5 warning arrangement?

It could happen depending on the circumstances, although if you can work under Reg 4 then I can't see a situation where you'd gain an awful lot by working under Reg 5 instead as you need to bring trains to a stand at the section signal under Reg 5 to speak to the driver.

 

[Belperpete]

It could happen depending on the circumstances, although if you can work under Reg 4 then I can't see a situation where you'd gain an awful lot by working under Reg 5 instead as you need to bring trains to a stand at the section signal under Reg 5 to speak to the driver.

Do you need to speak to the driver? I was under the impression that it could be done by displaying a green flag, then clearing the signal once the driver had acknowledged the flag.

 

[james_the_xv]

Do you need to speak to the driver? I was under the impression that it could be done by displaying a green flag, then clearing the signal once the driver had acknowledged the flag.

The driver must be advised verbally if train is accepted under Reg 5 (as per the GCR rulebook). This can be done at the box brining the train to a stand by the use of hand signals, but also at the section via the SPT. Reg 5 will normally be avoided unless absolutely necessary though.

 

[ryan125hst]

A simultaneous up departure from L'bro and up departure from Quorn is timetabled fairly regularly, so it's not uncommon for an up departure from L'bro to depart whilst the Up section (no.9) is on and the previous train is still in section (although some signalmen will try and avoid pulling off the platform starter if they've not got a line clear). Normally you'll get out of section from Quorn (at L'bro) about 8-10 mins after it departs L'bro.

I didn't realise this, so I guess a train could depart from Loughborough as soon as 6 or so minutes after the previous train if the first one was a freight so not stopping at Quorn (therefore clearing the section more quickly) and the signaller pulls off the platform starter before receiving out of section?

 

[merry]

The driver must be advised verbally if train is accepted under Reg 5 (as per the GCR rulebook).

It is worth noting that Reg 5 is only permitted where specifically authorised (in Signal Box Special Instructions). IIRC on the GCR that is only normally for class 3 to 0 services (i.e. non passenger) and then only Up trains from Loughborough to Quorn, or Swithland to Rothley (only got Loughborough SBSI to hand, not sure if there is one other condition elsewhere).
There are further circumstances in rules, such as fog or falling snow, when Reg 5 may be applied, but it is generally pretty limited.

 

[Belperpete]

The driver must be advised verbally if train is accepted under Reg 5 (as per the GCR rulebook). This can be done at the box brining the train to a stand by the use of hand signals, but also at the section via the SPT. Reg 5 will normally be avoided unless absolutely necessary though.

Is this a GCR thing, or is it now standard practice in NR rules? I can remember in the BR signalbox where I spent some of my school summer holidays, reg 5 was simply given with a green flag, the signalman never spoke to the driver. The signalbox was located just beyond the starter, with no spt.