This is an older thread but I wanted to post again since my track plan has changed since my last post and more importantly I have made some additional changes to my signalling plan.
It has come to the stage where I will soon be installing signals on my layout and I found myself revisiting my design to check its accuracy.
What I found is that there were a few small changes to make but more importantly some distinctions in signalling that are often confused.
More specifically, the requirement for edge protection in certain circumstances.
edge protection physically blocks rolling stock or locomotives from accidentally entering a mainline with the potential to cause serious damage and delays.
signals on the other hand provide no physical protection, relying on the driver to stop or proceed when indicated by the signal.
Two very different requirements but easy to confuse when it comes to track block signals because both have a Sh0/Sh1 signal indication.
First, we have the Gleissperrsignal (track block signal) which is used for shunting authorization and very commonly found and available as a signal model, ie. Viessmann 4517
Confusingly we also have the Gleissperr
ensignal which is also a track block signal (sh0/sh1) but is a visual indication of a Gleissperr (track block) which is a physical track block for flank protection.
This is currently only found as a model by Weinert, item 7226 (for code 100 track). The Weinert model also functions prototypically using a servo.
Gleissperr is one of the three types of Flankenschutz (flank protection) used - the other two types of physical flank protection are provided by turnouts.
This is either where a turnout is located prior to the mainline and can be set wrong way, or where a dedicated Flankenschutzweichen (repellant turnout) is used which is a dead end siding to provide protection on fast lines.
With this distinction in mind I realised two locations where a gleissperr is required to provide flank protection to a main line. One in my city and one in my regional branch line.
Standard home signals are shown with a colour aspect, standard track block signals are shown with a black circle, while the physical track block has a circle with a line across the track.
The Wait Signal is shown as a W. The points without mast signals are protected with Ra12 Grenzzeichen signals, shown as a red dot.
Looking at the city above, I now have edge protection on the west end of the station where the shunting loop joins onto the main line. It is also accompanied by the Wait signal.
Directly below that the pair of Freight sidings both have standard Sh0/Sh1 signals. While this isn't entirely necessary as they could be happily controlled directly under the switch master, I felt it more appropriate.
Below those there are a pair of sidings for e-lok storage and have wait signals.
The rest of the area is part of the BW and under direct control, until the lines merge into the shunting loop. The turntable is controlled with Wait signs as well.
The bottom turnout provides entry to the turntable after the maintenance facilities. As such the Wait signal is located here rather than right at the turntable because access is not given until the turnout is set and the turntable in position.
The eastern entry from the shunting loop into the station area has a standard track block signal (sh0/sh1) and a Wait sign. Edge protection is provided by the turnout and so no track block is required.
The station home signals are pretty straight forward but please ask if an explanation is necessary.
The eastern end of the station does have distant signals though, which I discovered are required with station entry signals to indicate the station exit signal so the driver knows if he will be stopping at the platform or passing through.
The western end does not have any entry signals because it is 'out of bounds' for the scene.
No massive changes here - the main one being that the first siding just after the entrance requires edge protection. The other sidings are edge protected by the turnout.
