Are Charfield Loops (Gloucestershire) used for passenger trains?

[peter166]

Can Charfield Loops be used by passenger trains?

I ask because numerous times in the past month, and today is a good example, 1M93 Bristol to Manchester is delayed by 2V63 Weymouth to Gloucester.
2V63 is approx. 20mins late and started to delay 1M93 at Filton Abbey Wood. Unbelievably it was allowed to proceed ahead of 1M93 from Parkway (this is not uncommon ! (signallers seem to prioritise GWR over XC ?) delaying it even further. From Traksy 1V68 seems to have the option to use Charlfield loop to allow 1M93 to pass but it doesn't and 1M93 IS now delayed all the way to Gloucester Yard Jct. 1M93 by this time is now 11 mins late.

 

[john prytherch]

In 2019 I was on a train that used the up loop.

 

[a good off]

Since the Bristol resignalling, Charfield loops can be used for passenger trains. But… Due to the restricted signalling overlaps i.e. no signal on the main to protect the loop exit, to get a Class 2 passenger inside is a slow process and because of this quite often it is easier to keep the Class 2 going.

 

[greatkingrat]

Can Charfield Loops be used by passenger trains?

I ask because numerous times in the past month, and today is a good example, 1M93 Bristol to Manchester is delayed by 2V63 Weymouth to Gloucester.
2V63 is approx. 20mins late and started to delay 1M93 at Filton Abbey Wood. Unbelievably it was allowed to proceed ahead of 1M93 from Parkway (this is not uncommon ! (signallers seem to prioritise GWR over XC ?) delaying it even further. From Traksy 1V68 seems to have the option to use Charlfield loop to allow 1M93 to pass but it doesn't and 1M93 IS now delayed all the way to Gloucester Yard Jct. 1M93 by this time is now 11 mins late.

1M93 was back on time when it departed New Street though, which suggests the signallers made the right decision to put 2V63 in front.

 

[Annetts key]

Since the Bristol resignalling, Charfield loops can be used for passenger trains. But… Due to the restricted signalling overlaps i.e. no signal on the main to protect the loop exit, to get a Class 2 passenger inside is a slow process and because of this quite often it is easier to keep the Class 2 going.

Assuming the same method is used as elsewhere…

The problem is that there is no overlap between the exit signal to the loop and the exit points. The two are VERY close to one another. Hence in order to provide a safe overlap, the exit points have to be called and detected reverse (for a move out of the loop) before the signal on the main line that allows a train to enter the loop will clear.

Then the exit points will be held locked in the reverse position for a certain period of time (enough time that either the train routed into the loop has had time to come to a stop, or would have travelled past the exit signal, and hence lock the points by being on the track circuit or axle counter through/over the points).

Only after this time period, will the exit point become free to move back to normal. And hence allow the main line signal to clear for a route on the main line.

This arrangement is cheap, but it does mean that it’s not very flexible. And means it’s useless if the time difference between two trains is not big. Plus, it will significantly delay whatever train gets put in the loop.