DC - should a spur ever be blocked?

[gregc]

on a DC layout, does it ever make sense to have a (longer) spur as a separate block, potentially to allow a 2nd loco to move past on the main?

or does this not make sense from an operating perspective?

what guidelines are there for determining blocks?

thanks, greg

[richg1998]

Yes. It is your railroad. Do what pleases you. That is the fun of model railroading and experimenting.

Rich

[mfm37]

When my layout was DC, all the spurs were either blocked or had power routing turnouts. Depended on when a particular spur was layed. I did it for the same reason you stated.

Martin Myers

[ATLANTIC CENTRAL]

gregc

on a DC layout, does it ever make sense to have a (longer) spur as a separate block, potentially to allow a 2nd loco to move past on the main?

or does this not make sense from an operating perspective?

what guidelines are there for determining blocks?

thanks, greg

It was actually quite common on DC layouts to use power routing turnouts and thereby isolate dead end spurs simply by alignment of the tunrout against the spur.

It can be done with a simple on/off switch as well.

It need not be a seperate "block" in the sense of some larger block control system you may have for running two or more trains, but can be a "sub block" of that section of the mainline.

This is quite common among DC operators.

To learn the finer points of DC control, I suggest you get copies of Paul Mallery's two books on wiring.

http://carstensbookstore.com/elhaco.html

Sheldon

[tomikawaTT]

I run analog DC, and have one rather short spur that is not a separate block but does have three separate sections, each with its own on-off switch.  It's used as a parking place for teakettle tank locos.

I have another, somewhat longer, spur that is a separate block.  It runs from the main colliery yard to the magazine, and is the stamping ground for a diesel-mechanical 'critter' that handles about one car per fast-clock 'day.'  (No steam near the magazine, thank you!)

So, the answer is, if there are valid operating reasons for doing so, isolate sections of rail and arrange appropriate electrical connections.

Incidentally, when debating, beware of, "Ever, never, always."  one example either confirms or destroys the argument.

Chuck (Modeling Central Japan in September, 1964)

[chatanuga]

Makes perfect sense to me.  Back in 1996-1998 when I was at BGSU in Bowling Green, Ohio, Conrail used to have a northbound local come through to switch the local industries.  My apartment was across the street from the long industrial siding north of campus.  There were times when I'd see the local back into the siding and turn off it's headlight.  Before long, another freight would come through town on the single-track mainline.  Once it was clear, the local would go back to work.

Kevin

[gregc]

the paul mallery book was helpful

thanks for the other examples as well

greg