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|15/10/2009 WTT (Midnight and 0445 Start included)||5.0||23/04/2021|
Additional user-written timetables are available to download here .
Welcome to the second of three simulations that cover the current Rugby SCC. This simulation covers the centre two workstations, Northampton and Rugby. Between the pair they cover both ends of the Northampton loop, Northampton itself, and Rugby station. The inclusion of both ends of the loop means trains can be re-routed via Weedon, or via Northampton, if the need arises.
No late running or trackside equipment failures.
Some train delays, with a chance of trackside equipment failures.
Multiple failures and delays.
Due to flooding at Kilsby tunnel, the Fast lines via Weedon are closed. All traffic must be diverted via the Northampton loop. Care must be taken to reduce delays imposed on diverted traffic.
The flyover on the Up Coventry is closed at Rugby. This has the effect of reducing the Coventry line to a single track between Trent Valley Jn and Long Lawford Jn, and forces all traffic from Coventry to use Platform 1 at Rugby, and then the Down Northampton as far as Hillmorton Jn. Reducing delay isn't the hardest task here- it's very easy to get trains into a stand-off!
Platform 1 is closed at Rugby; services should be diverted via Platform 2 (or the Down Fast if not stopping).
ARS enabled: Enable ARS for the duration of the game.
Full ARS is provided. Under normal operating conditions, it can run the service well, however the signaller will need to step in to handle traffic to and from various freight sidings, and assist with regulation in the event of train failures or other service disruption.
Almost all lines are electrified with standard 25kV AC overhead wires. Non-electrified lines, which are generally sidings and the Up/Down Vale to Fenny Stratford, are indicated with electrification limit markers on the panel.
Because the area predominantly uses axle counters as a means of track section detection, some areas where one would expect flank locking to apply do not have it. This is because axle counter heads can be moved much closer to point ends which affects the clearing points. Thus while it might look like the rear of a train is mid-way between two non-co-acting points, it is actually well clear of the previous end which now becomes free to move away from the train.
Examples of this can be found at Hanslope Junction. Note that there is also additional protection here not often found elsewhere. An example of this is with a route set from KR5277 to KR3281: any train passing KR3280 at danger will be diverted first onto the Down Slow, and then the Up Slow (while the flank locking still allowing a train to be signalled HN5282 to KR5276).
It is possible to get stand-offs where two trains face each other and neither can proceed because the other is blocking the way. This happens more often in the Trent Valley Junction down side where users forget that the only route from RC9306 is to RC9304 where a train could have been already routed to RC6005 on the same gantry in the opposite direction.
Trains booked non-stop between Hanslope Junction and Hillmorton Junction may be routed via either Weedon or Northampton without a score penalty, and without drivers challenging the route. However, note that the Northampton route is much slower (and 2 miles longer) and will cause a time penalty to trains booked faster than 75mph (the Weedon line is signalled to 125mph (EPS) through much of its route).
Sending a slow train via Weedon is likely to severely impact any expresses approaching from behind.
The area has a number of junctions that feature "double red protection ". This is a slight misnomer as the controls require the first red signal to show red only if the next signal is at red with no route set with this signal's berth track clear. Thus it's more of a delayed yellow, or approach control from red. Once a route is set from the next signal - even if not ready to show proceed - the first signal can step up to yellow. A train approaching the first red will also get a yellow eventually, theoretically once the speed is down to a low value since the track section proving this is short.
Signals fitted with double red protection are as follows:
|Down Fast||KR3277, KR3293, KR3345, RN3367|
|Up Fast||KR3282, KR3300, RN3360, RN3364, RN3372|
Interposing 'BLOK' (amongst others) into these berths will cause trains to be diverted onto the other line. If both lines are blocked then no trains will enter until one or both are unblocked:
Just as in real life, the simulation reports failures of signalling equipment by interlocking area. These are as follows, generally from south (screen left) to north (screen right):
|HANSLOPE||South end of layout to north of Hanslope Junction|
|ROADE||North of Hanslope Junction to Roade on the Main Lines, and to Hunsbury Hill Tunnel on the Northampton lines|
|HEYFORD||Main lines north of Roade to Stowe Hill Tunnel|
|KILSBY||Main lines north of Stowe Hill Tunnel to workstation boundary|
|NHAMPTON||Northampton station area|
|MILLANE||North of Northampton station to south of Watford Lodge Tunnel|
|DAVENTRY||Watford Lodge Tunnel to workstation boundary|
|HILLMRTN||Workstation boundary (Northampton and Main lines) to south of Rugby station|
|RUGSTNDN||Rugby station down lines to north flyover|
|RUGSTNUP||Rugby station up lines to north flyover|
|RUGSTNYD||Rugby station platform 6 and Up Goods / Up Through|
|LAWFORD||Long Lawford Junction to fringe with Coventry|
|NEWBOLD||North of north flyover to north of High Oaks Junction|
|BRINKLOW||North of High Oaks Junction to fringe with Nuneaton simulation|
At Hanslope Junction, approach control with flashing yellows is provided for crossing moves between the slow and fast lines, however the signals will only show the flashing aspect sequence if a train is actually approaching the junction. Until that time, the junction signals are held at red.
KR3278/KR5276/KR3281/HN5283 will only show proceed with a route set towards it, or its berth track occupied.
Many trains terminate/originate here and either form services back from whence they came, or head to/from the depot or Riverside sidings. Other through trains may couple up to form longer stock towards London, and drop carriages off going towards Rugby.
Each of the three through platforms has three track sections, each indicating approximately 4 cars' length. Calling-on is permitted by the interlocking as the near-end track section is clear. However, this does not prevent too long a train from being sent into an occupied platform.
Platforms 4 and 5 can both take 12 car trains, however, platform 5 is only allowed an 8 car train when in passenger service.
Trains heading from the station to Riverside sidings and vice versa will need to reverse. It is suggested to use whatever line the timetable indicates as a first priority; otherwise any of the EMU arrivals line, the Down Goods Loop, or the Up and Down Slow can be used. The Down Fast can also be used but beware of delaying through trains.
The loops can also be used to recess a freight train that needs to let passenger or otherwise faster trains pass. This is the last opportunity between Hanslope and Hillmorton Junctions.
TRTS is fitted to platforms 1 to 4 but not platform 5 at Northampton.
RY1038/1036/1030/1028 will only show a single yellow at best into platforms 3 and 2 at Northampton.
There is a barrow crossing to the south of Northampton station. This affects signals RY1020, RY1022, and RY1024 (but not RY1018) as they are immediately adjacent to the crossing. Once a route is set from these signals with a train closely approaching (or stopped on the berth track), a 25 second timer will start. The barrow crossing lights will extinguish (not shown on the simulation) and the delay gives enough time for a user to exit the crossing. Once the 25 seconds has elapsed, the signal(s) will show proceed.
Each of the sidings can take 16 cars. Each siding has four track sections, each of which indicates approximately 4 cars (thus, each track section is approximately the same length as the other seven). There are no controls preventing too-long trains from entering the sidings though, so it is up to the signaller to ensure there is enough room before sending a train in.
Both entrances to the depot require the signaller to phone to ask for a slot . Coming out, Kings Heath will phone the signaller to advise of an outbound train. Note that it will be a minute or more after the phone call before the train will pass signal RY1028.
Signal RY1217 must have a route set and be showing a proceed aspect before any route can be set to signal RY1217. Note that either route set from RY1217 will not release by passage of a train: it must be cancelled manually.
At the north end, a driver phones from signal RY1037 to request the slot. In the simulation you need to do this. Kings Heath may not give the slot for anything up to 20 minutes depending on how busy they are.
The line behind RY1228 has never been in use since the resignalling. It has no timetable location in the simulation, and has reminders applied at the start of the simulation.
Request the slots for Daventry yard in plenty of time before the train arrives by telephoning either the north end or the south end, as appropriate.
For departing trains from the yard, check what's approaching from Rugby or Northampton. It may be beneficial to wait for a fast train to pass first.
There are two additional slots at Daventry which you, as the signaller, grant to allow Daventry to shunt from the five lines in the terminal complex to the headshunt in the north and the DIRFT in the south.
The auto control on RY271 will cancel if a route is set from RY273 into Daventry Yard.
RY1067/RY1068 are single button control.
Tunnel controls prevents a second train entering Kilsby tunnel until a preceding train has been given a clear road out of the tunnel. This applies to signals KR3329 and KR3336.
KR3321 and KR3324 do not have train operated route release (TORR) and are thus also non-ARS. However, as they're on plain line, there should be no need to take them out of auto mode in normal operation.
The ARS sub-area names refer to the Weedon and Northampton lines as Fast and Slow respectively, despite them being physically seperate north of Roade. At the north end of Northampton, the DNSLOW12 and UPSLOW12 sub-areas apply to the Up & Down Northampton Fast, while the DNRLF12 and UPRLF12 sub-areas apply to the Up & Down Slow and the Down Goods Loop.
Trains from/to Rugby to/from the CS will travel via the Depot Access Line. They will stop and reverse behind signal NR4171.
Trains from/to Rugby to/from the DED/Colas sidings will also travel via the Depot Access Line. However, they need to proceed past stop boards . Wait until the driver calls from STOP1 or STOP2 (as appropriate) and authorise the driver to pass the signal (stop board) at danger.
The station is effectively split into two completely independent halves, one for Up and one for Down trains. While flexible and generally fast in the 'right' direction, this is not the case in the 'wrong' direction- trains must cross over at Hillmorton, Long Lawford or High Oaks junctions. The Down side (platforms 1, 2 and the DF) is very inflexible when used in the Up direction.
All platforms are permissive ; use the red arrows to select a call-on route.
Non-stop trains towards Coventry should use the Down Fast: RN3357 to RC6007 is a 'free green', compared to the approach release from red from KR3345 to Platform 1.
The route RN3355 to RN3357 cannot be set unless points PRN372 are normal or free to move normal, or RN3357 to RC6007 is already set. Similarly points PRN372 cannot be moved reverse if RN3355 to RN3357 is set, unless RN3357 to RC6007 is being requested.
RN3357 to RC6007 is a free-green route but only if an approaching train has seen the first Preliminary Route Indicator (PRI) located after signal KR3345 and before the Down Northampton/Coventry flyover. There is a secondary PRI located with the banner repeater for RN3357 but this does not affect approach control.
KR3345 will show a free green towards platforms 1 and 2 if the points on the approach (KR338) are reversed, otherwise these routes are approach released from red.
RN3355 and RN3357 Will not show flashing aspects when RN3361->RN5375 is set unless RN5375 is off (Colwich control).
Up freight trains can be recessed in the Up Goods Loop or Up Through siding in order to let a faster train pass.
Down freight trains can recess in platform 1 or 2 but it may be better to simply allow the train to proceed on the Down Trent Valley Slow towards Brinklow, having faster trains pass on the Down Trent Valley Fast. Once at Brinklow, down trains are committed to the single line until Attleborough Junction (off-screen), a distance of around eight miles.
Between Platform 6 at Rugby and the through line, there is a shunting override control for when trains want to shunt back and forth repeatedly.
Platform 6 must be clear of trains and route locking throughout. Left click on the F roundel (when solid green) to set the shunting override control. The points at both ends of platform 6 will be locked away from the main line. Routes can then be set into and out of platform 6 to/from the through line for shunting.
Right click the F roundel when the routes have been cancelled.
Normally, when no routes are set via platform 6, the F is lit steady green, and N roundel is white. When a route is set from either direction through 6, the F roundel goes hollow, and N remains white.
When shunting override is in use, both N and F are unlit, and S is lit steady green.
Certain trains using the North Sidings are too long for the section between RN1219 and RN4184. When coming from the Nuneaton direction, route should be set from RN5368 to RN1214, RN1214 to RN1224, RN1224 to RN4184, and RN4184 to NR5366. The train will use part of the route from RN4184 but not enough to cause route release, so the route should be cancelled manually once the train is clear of the Through line.
The Up Trent Valley Fast between High Oaks Junction and Attleborough Junction (off-screen), and the Down Trent Valley between Brinklow and Attleborough Junction (off-screen), are both reversible. Rugby controls the direction of the Down Trent Valley Line, while Nuneaton control the Up Trent Valley Fast Line. In each case there are "Offer" and "Accept" controls - acting like slots but in this case the use of these controls is purely an indication/request to the other signaller, and no interlocking is involved.
Each segment of the Down Trent Valley between High Oaks and Brinklow, and between Brinklow and Attleborough, has N and R controls. These change the direction of flow indicators (DOFI ) for that segment of line. Left click on the N circle for a right-direction move, or left click on the R circle for a wrong-direction move. The circle will flash for a brief period until the interlockings have switched the direction of flow. The white DOFI arrows will extinguish in the original direction and light in the new direction, and auto signals in the section will revert to red and clear as appropriate.
If N or R is clicked while the line is locked in the opposing direction (for example, a route set or a train proceeding along the route), then the circles will flash continuously. A right click can cancel the request.
For the two Down Trent Valley segments, High Oaks to Brinklow and Brinklow to Attleborough, the end section must be set in the desired direction before the start section can be changed. This prevents a Mexican Stand-off.
The simulation is suitable for a single player; more experienced users may not need the assistance of ARS.
The simulation chains on all fringes:
|Rugby North||Attleborough Junction|
|Rugby South||Milton Keynes|
In addition to the standard shortcut keys , the following are available:
Simulation by: Geoff Mayo
15/10/2009 WTT by: Noel Young
This is an Adobe Acrobat PDF file. If you don't have Adobe Acrobat Reader installed on your computer you can get a free download of the latest version from the Adobe website . Use the Find function (Ctrl+F) in the PDF to locate signals.
|HN||Rugby SCC (Hanslope Jn- Northampton)|
|KR||Rugby SCC (Milton Keynes- Rugby)|
|NR||Rugby SCC (Northampton- Rugby)|
|RC||Rugby SCC (Rugby- Coventry)|
|RN||Rugby SCC (Rugby- Nuneaton)|
|RY||Rugby SCC (Former Rugby PSB code, still used in Northampton area)|
|Location||Loop Name||Length (m)|
|Rugby||Up Goods Loop||779|
|Location||Loop Name||Length (m)|
These notes apply to those writing timetables for the simulation. They may be of interest but are not required if you are simply running the simulation.
Though this location is effectively the north (right) of the station throat, timetables are written by Network Rail and the operators as if trains can reverse there - for example, Northampton, Northampton North Junction, Riverside Sidings. In the simulation the location Northampton North Junction is therefore situated between/at signals RY1222/RY1225, RY1038/RY1041, RY1036, RY1216/RY1039, RY1220, RY1030/RY1037, and RY1028.
For trains entering the Kings Heath depot, a line code of EMU must be specified for Northampton North Junction. Trains will register passing Northampton North Junction when passing signal RY1217.
Trains must be timed at the following locations:
Much of the fast line is signalled to Enhanced Passenger Speed standards (EPS). This means that specially authorised trains may travel at a higher speed than regular trains. There can thus be up to three speed limits in effect on the same piece of track.
Gradients are broadly as follows. Not all slight changes are listed. Gaps between sections listed are broadly level.
|Splash (1)||The north end of Rugby station on the real workstation|
|Splash (2)||Northampton station on the real workstation|
|Splash (3)||Hanslope Jn on the real workstation|
|Splash (4)||A class 90 heads north through Platform 2 at Northampton with a container train|
|Splash (5)||RN5183 at Rugby|
|Splash (6)||A class 57 stabled in Platform 3 at Rugby on 'Thunderbird' duty|
|Splash (7)||NR6000 at the south end of Rugby platform 5|
|Splash (8)||A Class 221 'Voyager' passes through Rugby platform 4, heading south.|
|Splash (9)||RY1024, at the south end of Northampton platform 1|
|Splash (10)||NR9656 at the south end of Rugby platform 2. The Down Main can be seen dropping away towards the flyover, while the Down Northampton to the right rises.|
|Splash (11)||RN5367 at the north end of Rugby platform 2. The banner repeater for RN3357 can also be seen|
|Splash (12)||A class 90 heads north through Platform 2 at Northampton with a container train, while a Class 350 calls in Platform 1|
|Splash (13)||RY1031 and RY1209 at the north end of Northampton station|
|Splash (14)||Rugby SCC, which looks more like a warehouse than a signal box. The pointwork between platform 6 and the UGL/UTS is in the foreground.|
The following signals were supposed to be one-button control under the original scheme, however, in real life the operators set the route normally using the entrance-exit method:
Last edited by Steamer on 23/04/2021 at 20:27