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Table of Contents

SimSig LTS
Introduction
Workstations
ARS Subareas
London Workstation
Southend Workstation
Tilbury Workstation
ARS
Signal Identification
Timetable Service Patterns
Passenger Services
Freight Trains
Gradients
Speed Limits
Main Line
Ockendon Branch
Tilbury Loop
Ground Frames
Freightliner Terminal West
Timetabling
Seeding
Barking Upney Junction
Signalling Features
TRTS
East Ham EMUD
West Horndon
Reduced Overlaps
Lime Street Control
Last Wheel Replacement
Signal UR112
Signal UR162
Signal UR170
Signal UR174
Signal UR176
Signal UR203
Signal UR209
Signal UR529
Signal UR532
Signal UR673
Signal UR806
Shoebury CS
Routing
Level Crossings
Scenario Set-up Options
Regulating Tips
Shortcut Keys
Other Railways
Platform & Loop Lengths
Yards and Sidings
Ripple Lane West Sidings
Ripple Lane Freightliner Terminal
Exchange Sidings
Ford / Hanson
Down Yard
Purfleet
Seabrook Sidings
Riverside Sidings
Signal Number Plan
Signal Box Prefix Codes
External Resources
YouTube
Google Maps
Others
References
Credits & Acknowledgements

SimSig LTS

Introduction

Welcome to another of the IECC series of simulations. Upminster IECC is located in the town of the same name, in a futuristic building overlooking the railway. SimSig LTS (London, Tilbury & Southend) features all of the LTS line workstations in one simulation and, unusual for a signalbox, holds all its passenger trains captive for most of the day (see below). This is one simulation where you can see direct consequences of delaying a train rippling throughout its next few services - there is little room for error in this simulation!

Once known as the Misery Line, the LTS has bounced back to become one of the top performing railway lines in the country. A complete resignalling in the 1990s and new rolling stock, coupled with new timetables and refurbished stations, means the line is better and busier than ever. The peak hours can be especially intensive with the four platforms at Fenchurch Street and two lines to Barking approaching maximum capacity, typically featuring departures on average every three minutes in the evening peak.

The layout consists of the main line from Fenchurch Street to Shoeburyness via Barking, Upminster, and Pitsea, with the Tilbury Loop going from Barking to Pitsea via Grays, and the single line Ockendon branch extending from Upminster to Grays. The Tilbury loop contains a large number of freight yards and sidings, particularly in the Ripple Lane and Dagenham Dock areas. The Ford Motor Company features heavily in this area, with container traffic to and from Ripple Lane, and to Tilbury Riverside Sidings. Some oil traffic uses the Thames Haven branch, with various other freights making up the numerous other yards and sidings in the simulation.

The Tilbury Loop contains a large number of CCTV crossings . The simulation can be started with crossings either enabled or disabled. Even with CCTV crossings disabled, there may still be plenty of phone calls to use the numerous accomodation and occupation crossings in the area. The whole line is moderately flat and close to the River Thames so flat crossings are common.

A typical weekday timetable will see as many as 35 passenger trains in the simulation at any one time. This will keep you on your toes!

Just as in real life, full ARS is provided in this simulation.

Workstations

LTS is split into four workstations: London, Southend, Tilbury, and the level crossings workstation. The level crossings workstation is a bunch of screens and CCTV crossing controls, with the signaller effectively playing "whack-a-mole " with the controls.

ARS Subareas

The ARS subareas have been allocated according to reality. The areas covered are as follows:

London Workstation

Subarea Area
FENPL1 Fenchurch Street platform 1
FENPL2 Fenchurch Street platform 2
FENPL3 Fenchurch Street platform 3
FENPL4 Fenchurch Street platform 4
FENUP Up line, Fenchurch Street to Gas Factory Junction
FENDN Down line, Fenchurch Street to Gas Factory Junction
GASFACT Branch to Bow Junction
BARKPL1 Barking platform 1
BARKPL4 Barking platform 4
BARKPL5 Barking platform 5
BARKPL7 Barking platform 7
BARKPL8 Barking platform 8
WPKUP Up line to Woodgrange Park
UPMUP1 Up line, Barking to Upminster
UPMDN1 Down line, Barking to Upminster
UPMUP2 Up line, Upminster to workstation boundary
UPMDN2 Down line, Upminster to workstation boundary
OCKBR1 Upminster to Ockendon

Southend Workstation

Subarea Area
LAINUP1 Up line, workstation boundary to Laindon
LAINDN1 Down line, workstation boundary to Laindon
LAINUP2 Up line, Laindon to Pitsea
LAINDN2 Down line, Laindon to Pitsea
STANUP Up line, Stanford-le-Hope to Pitsea
STANDN Down line, Stanford-le-Hope to Pitsea
LOSUP1 Up line, Pitsea to Leigh-on-Sea
LOSDN1 Down line, Pitsea to Leigh-on-Sea
LOSUP2 Up line, Leigh-on-Sea to Southend Central
LOSDN2 Down line, Leigh-on-Sea to Southend Central
SHOEUP Up line, Southend Central to Shoeburyness
SHOEDN Down line, Southend Central to Shoeburyness

Tilbury Workstation

Subarea Area
RIPLUP1 Ripple Lane up line
RIPLDN1 Ripple Lane down line
RIPLGDS Ripple Lane goods lines
EXSDGW Exchange Sidings, west end
EXSDGE Exchange Sidings, east end
DAGDKUP Dagenham Dock area up line
DAGDKDN Dagenham Dock area down line
PURFUP Up line, Purfleet to West Thurrock Junction
PURFDN Down line, Purfleet to West Thurrock Junction
OCKBR2 Ockendon to West Thurrock Junction
THIRDLN West Thurrock Junction to Grays (third line)
GRAYSUP Up line, West Thurrock Junction to Stanford-le-Hope
GRAYSDN Down line, West Thurrock Junction to Stanford-le-Hope
THAVENB Thames Haven Branch

ARS

As noted earlier, full ARS is provided in this simulation. Generally it is okay (in fact, so is the real life ARS!) but problem areas are the single line Ockendon branch when trains are running late (usually 2Dxx headcodes) and freights on the Tilbury Loop.

Signal Identification

Signal identification follows a logical sequence in Upminster IECC, as follows:

  • 101 to 354 are on the main line between Fenchurch Street (101) and Shoeburyness (354), normal direction moves
  • 501 to 596 are on the main line between Fenchurch Street (501) and Shoeburyness (596), wrong direction moves and relief/slow lines
  • 601 to 743 are on the Tilbury Loop between Woodgrange Park (601) and Pitsea (743)
  • 804 to 842 are on the Tilbury Loop between Ripple Lane (804) and Dagenham (842)
  • 851 to 874 are on the Ockendon branch between Upminster (851) and Grays (874)
  • 882 to 884 are on the Thames Haven branch
  • 900 is at East Ham EMUD
  • 902 to 930 are on the Tilbury Loop between Barking (902) and Pitsea (930)
  • 1002 to 1055 are shunt signals on the main line between Fenchurch Street (1002) and Shoeburyness (1055)
  • 1101 to 1192 are shunt* signals on the Tilbury Loop between Barking (1101) and Tilbury Town (1192)

* - some shunt signals were made into full colour light signals some time after installation but kept their original IDs.

Timetable Service Patterns

Passenger Services

Since at least the 1990s, the LTS has kept the same service designations, indicated by the second character (alpha) in their headcode. These are as follows:

  • 1Bxx - fast trains between London and Shoeburyness via Basildon
  • 1Dxx - fast trains between London and Leigh-on-Sea / Southend Central / Shoeburyness via Ockendon
  • 1Rxx - fast trains via Rainham
  • 2Bxx - stopping trains between London and Shoeburyness via Basildon
  • 2Dxx - stopping trains between London and Leigh-on-Sea / Southend Central / Shoeburyness via Ockendon
  • 2Kxx - stopping trains between Upminster, Ockendon, and Grays
  • 2Rxx - stopping trains via Rainham
  • 5Exx - trains for East Ham EMUD
  • 5Sxx - trains for Shoebury CS

Empty coaching stock is either designated 5xxx or 3xxx, with 3xxx being an important service to not delay. 5Bxx, 5Rxx, 5Dxx etc (not listed in the table above) are generally those either forming the same service with the first digit changed (eg 5B00 forms 2B00), or empties formed from a previous service (eg 2D97 forms 5D97).

Some early morning and late night trains run to Liverpool Street (via Woodgrange Park) instead of Fenchurch Street. These carry the letter G, as in 1Gxx/2Gxx/5Gxx.

A typical weekday sees over 500 services run, formed of either 4-car, 8-car, or 12-car Class 357 units (since the late 1990s). Occasionally other class units are scheduled.

Freight Trains

Because many freight trains run inter-regionally, that is from other parts of the country outside the Anglia region that the LTS is in, any identification of trains from headcode alone is insufficient as many carry the same destination letter. It is therefore imperative to read the timetable of each and every freight train in the area!

Gradients

The whole line has a lot of gradient changes. Only those 1 in 115 and steeper are listed below, generally only listing the steepest segment:

  • Gas Factory Jn to West Ham: 1 in 99 down
  • West Horndon to Laindon: 1 in 110 up
  • Basildon to Pitsea: 1 in 110 down
  • Chalkwell to Westcliff: 1 in 94 up
  • Westcliff to Southend Central: 1 in 80 up
  • Southend Central to Thorpe Bay: 1 in 115 down
  • Ockendon to Chafford Hundred: 1 in 110 down followed by 1 in 110 up
  • Chafford Hundred to West Thurrock Jn: 1 in 110 down
  • Barking Station Jn to Barking platform 1: 1 in 80 up

Speed Limits

LTS speed limits are complex with as many as four different speed limits for one section of track. The following gives a broad overview and is not complete.

Main Line

The Main Line maximum speed is 75mph with 70mph for wrong-line running on the bi-directional sections, for multiple units only. There is a 20mph speed restriction through Limehouse in both directions due to the sharp curve, and 20-30mph restrictions around Gas Factory Junction for the same reason. Non-multiple unit trains are limited to 25mph maximum between Fenchurch Street and Barking, and mostly 50mph between Barking and Shoeburyness with some sections of 25mph to 40mph.

The crossovers at Dagenham East are 40mph over either in the reverse position.

The main line crossovers at Upminster are 15mph in the reverse position. The connection to the Ockendon branch is 20mph with the bay platform 15mph.

The crossovers at West Horndon are 40mph over either in the reverse position.

The west end of the centre Laindon platform is rated at 15mph to/from the Up line and 30mph to/from the Down line. The east end is 25mph for both connections.

All three main line crossovers at Pitsea are rated at 15mph. Multiple Units are limited to 60mph through Pitsea main line platforms due to curvature.

The middle platform at Leigh-on-Sea is limited to 20mph for all four connections and through the platform itself.

Between Leigh-on-Sea and Southend East, the speed limit drops for all trains. This is due to curvature, short sections, and gradients.

The three main line crossovers and the two bay platforms at Southend Central are limited to 15mph for all trains.

The station throat and platforms at Shoeburyness are limited to 15mph for all trains.

Ockendon Branch

The Ockendon branch is rated at up to 60mph with a lower limit for non-MUs. The loop platform at Ockendon is limited to 15mph over the pointwork at the London end and 40mph for the platform and east end connection.

Between Grays and West Thurrock Junction in both directions, it makes barely any time difference to use the Third Line or the Up/Down Tilbury lines.

Tilbury Loop

Most of the Tilbury Loop is limited to 50mph for non-Multiple Units and up to 60mph for Multiple Units. Between the former Tilbury East Junction (just to the east of Tilbury West Junction) to Pitsea is up to 70mph for Multiple Units.

Ripple Lane is mostly 15mph once off the Up Tilbury and Down Tilbury, with the exception of the area around, and connections to/from, the Exchange Sidings.

The connections to Seabrook Sidings near Grays are limited to 15mph.

From the Up Tilbury to Ockendon the speed limit is 50mph compared to 50mph for non-MUs and 60mph for MUs for the line towards Purfleet. The Down Tilbury to Third Line connection limits trains to 30mph.

Just to the east of Tilbury West Junction is the former Tilbury East Junction. Between the two there is a sharp bend which limits all trains to 20mph in both directions. The two junctions used to form a triangle with Tilbury Riverside station where Riverside Sidings now exist (with the former east connection severed). Tilbury West Junction is 15mph for trains going to and from Riverside Sidings.

The connections to the Thameshaven Branch are rated at 25mph with the branch itself 40mph.

The crossover at Stanford-le-Hope is limited to 25mph.

Ground Frames

Where ground frames have handsignals, these (as in the ground frame operator's arms) are not interlocked with the frame, as per reality.

Freightliner Terminal West

This ground frame has two releases: one for down trains arriving from the Barking direction, and another, which has to be used in conjunction with the first, for trains reversing in from the Dagenham end or for departing trains.

The levers/switches are as follows:

Lever Purpose
1 Release Release for the points leading into the FLT
2 Points Points leading into the FLT
3 Signal UR1135 Shows proceed aspect on signal UR1135 when points are set into the FLT
4 Release Release for the points between the Down Goods and the Up Goods
5 Points Points between the Down Goods and the Up Goods
6 Signal FW6 Shows proceed aspect on signal FW6 when points are set towards the FLT
Switch handsignal Gives a hand signal to the driver when departing the FLT in the up direction (not interlocked)

For arriving trains from the Barking direction

Operate as follows:

- Signaller gives release by left clicking the F roundel on 1601

- Shunter takes the release by reversing lever 1

- Shunter operates the points by reversing lever 2

- Shunter gives a proceed aspect to the driver by reversing lever 3

Once train is clear of the pointwork:

- Shunter normalises lever 3

- Shunter normalises lever 2

- Shunter gives up release by normalising lever 1

- Signaller takes back control by right clicking the F roundel on 1601

For arriving trains from the Dagenham direction

The train should be standing between signals UR808 and FW6.

Operate as follows:

- Signaller gives releases by left clicking the F roundels on 1601 and 1602

- Shunter takes the first release by reversing lever 1

- Shunter operates the FLT points by reversing lever 2

- Shunter takes the second release by reversing lever 4

- Shunter operates the crossover points by reversing lever 5

- Shunter gives a proceed aspect to the driver by reversing lever 6

Once train is clear of the pointwork:

- Shunter normalises lever 6

- Shunter normalises lever 5

- Shunter gives up second release by normalising lever 4

- Shunter normalises lever 2

- Shunter gives up first release by normalising lever 1

- Signaller takes back control by right clicking the F roundels on 1601 and 1602

For departing trains

Operate as follows:

- Signaller gives releases by left clicking the F roundels on 1601 and 1602

- Shunter takes the first release by reversing lever 1

- Shunter operates the FLT points by reversing lever 2

- Shunter takes the second release by reversing lever 4

- Shunter operates the crossover points by reversing lever 5

- Shunter gives a hand signal to the driver by operating the handsignal switch

Once train is clear of the pointwork:

- Shunter restores the handsignal switch

- Shunter normalises lever 6

- Shunter normalises lever 5

- Shunter gives up second release by normalising lever 4

- Shunter normalises lever 2

- Shunter gives up first release by normalising lever 1

- Signaller takes back control by right clicking the F roundels on 1601 and 1602

Timetabling

This section is intended for people who wish to create timetables for SimSig LTS. An understanding is not required for people just playing the simulation but may be of interest.

Seeding

Since most of the main line is bi-directionally signalled, and there are direction of flow indicators which lock out opposing moves, it is not recommended to seed trains between stations. While it will work perfectly okay, the directional locking will not be active and will not prevent an opposing move to be signalled. Therefore, for Barking - Dagenham East - Upminster - Laindon - Pitsea - to Shoebury, and Upminster to Grays, it is recommended to see in station platforms only.

Barking Upney Junction

For up trains from the Dagenham East direction using platforms 7 or 8 at Barking, the location Barking Upney Junction must be used with a line code of UCL.

Trains reversing at Upney Junction from Barking 7/8 must specify a line code of UCL in order to be able to reverse. The train will register Upney Junction between signals UR910 and UR915.

Signalling Features

TRTS

TRTS is provided at the following locations:

Location Platform(s)
Fenchurch Street Platforms 1 to 4
Barking Platform 1
Upminster Platform 1A
Ockendon Platform 1 (London end)
Laindon Platform 2 (both ends)
Grays Platform 3
Pitsea Platforms 3 and 4 (London end only)
Leigh-on-Sea Platform 2 (both ends)
Southend Central Platforms 1 and 4
Shoeburyness Platforms 1 to 3

East Ham EMUD

Arriving Trains

Trains can be routed into the Inlet line without a slot or release. You must, however, wait for the Inlet track circuit to become clear before allowing the next train into the Inlet line. As inbound trains stop to await instructions from the depot on the Inlet line, it is advisable not to send consecutive trains from Fenchurch Street without a gap of at least 2-3 minutes otherwise the main line will be blocked while waiting for the Inlet line to clear.

For a train to reverse at signal UR1015 into the depot, or from UR156 into the depot, or reversing at UR1020 for the depot, the slot for the appropriate signal must be requested. When it is granted you can route from the signal into the depot.

Departing Trains

For both UR900 and UR1019, the shunter will interpose the departing train's description approximately three minutes before departure time. When the train is ready to depart the depot, the 2043/2044 release indication will light, allowing you to set the route out from the depot.

R&F

The R&F indication (Reverse and Free [to move]) flashes when the points are reverse and are free to move to the normal position. The signaller should restore these points to the normal position as soon as possible after use to protect against runaways from the sidings.

West Horndon

It is permissible to terminate a train in the Up platform at West Horndon from the Upminster direction, while an Up train is signalled from Laindon towards West Horndon along the Up line. Care should be taken to ensure the down train really does terminate at West Horndon and turns into an Up train!

Reduced Overlaps

A number of locations have reduced overlaps which are automatically selected by the interlocking, such as at Barking and at Upminster. The interlocking will set and lock a main class route with a full overlap but if the second half of the overlap is occupied and the berth track of the signal is occupied for a time, it will show a single yellow aspect as if a warner route was set. You have no control over this, nor need to do anything about it. It means that a second train can get closer to the station while the first is still performing its station duties, thus improving the headway.

Note that in SimSig only the "reduced" part of the overlap is shown locked. The interlocking in SimSig still requires the track(s) beyond clear, or the berth track occupied for time.

Signals with automatic reduced overlaps are as follows:

  • UR108
  • UR512
  • UR161
  • UR523
  • UR167
  • UR211
  • UR537
  • UR540
  • UR214

(All on the London workstation. Note that this list does not include signals with warner overlaps that can be selected by use of the yellow triangle.)

Lime Street Control

The approaches to Fenchurch Street and Shoebury have Lime Street Control fitted. Each platform is split into three sections, each four carriages long. The approaches have three tracks, the first two of which are also four carriages long (the length of the third is not relevant). In order to get a proceed (subsidiary) aspect, there must be at least the same number of tracks empty in the platform as there are occupied on the approach. If one platform track is occupied then two approach tracks may be occupied. If two platform tracks are occupied then only one approach track may be occupied. All other combinations result in no proceed aspect being shown, with the obvious exception of a completely empty platform.

Note that Shoeburyness platform 3 is only eight carriages long. However, the interlocking does not prevent a 12-car going in to this platform, but will only allow a 4-car on top of a 4-car.

Last Wheel Replacement

Signals UR1166 (leading from the Purfleet Branch) and UR1186 (leading from Seabrook Sidings) both exhibit last wheel replacement .

Signal UR112

When set to UR108, UR112 will only show proceed if UR108 is off or any route from UR106 is set. This is to prevent a train potentially blocking Christian Street Junction.

Signal UR162

If signal UR160 is at danger, this signal will be approach controlled.

Signal UR170

This signal cannot be cleared if UR529 has a route set.

Signal UR174

This signal will show a double yellow if UR170 is also showing a double yellow.

Signal UR176

When set towards UR174, this signal will show a double yellow if UR174 is also showing a double yellow and UR170 is showing a single yellow.

Signal UR203

This signal will show a double yellow if UR209 is showing double yellow and UR211 is showing single yellow.

Signal UR209

This signal will show a double yellow if UR211 is showing double yellow.

Signal UR529

This signal cannot be cleared if UR170 has a route set.

Signal UR532

When set towards UR530, this signal will show a double yellow if UR530 is also showing a double yellow.

Signal UR673

Note that if a long train is still only just beyond signal UR671/UR869, the overlap at UR673 won't release because the interlocking still deems the route set. This is true to life: cancel the route from YR671/UR869 manually.

Signal UR806

This can only show a shunt aspect alongside a fixed red aspect.

Shoebury CS

Arriving Trains

There is an Arrivals Release indication for each end of the carriage sidings. As a train approaches from Thorpe Bay, or is ready in the platforms at Shoeburyness, the shunter will see the train description and grant the arrivals release. No signaller action is required to request the release as the shunter sees the train description on his train describer screen.

Once the arrivals release is granted, the appropriate points will become unlocked to allow the route to be set into the sidings.

Departing Trains

Approximately three minutes before departure time, the shunter will interpose the departing train's headcode in the appropriate departure berth. When the train is ready to depart, the shunter will operate the Departures Release, which will allow the points to reverse and route to be set out of the sidings.

Routing

Wherever possible, route trains according to the timetable. The preferred platforms are otherwise as follows:

  • Barking - down towards Upminster - platform 4
  • Barking - up from Upminster - platform 5
  • Barking - down towards Purfleet - platform 7
  • Barking - up from Purfleet - platform 8
  • Upminster - down towards West Horndon - platform 2
  • Upminster - up from West Horndon - platform 1
  • Ockendon - platform 1
  • Laindon - down towards Basildon - platform 3
  • Laindon - up from Basildon - platform 1
  • Pitsea - Main lines down towards Leigh - platform 1
  • Pitsea - Main lines up from Leigh - platform 2
  • Pitsea - Tilbury lines down towards Leigh - platform 3
  • Pitsea - Tilbury lines up from Leigh - platform 4
  • Leigh-on-Sea - down towards Southend - platform 3
  • Leigh-on-Sea - up from Southend - platform 1
  • Southend Central - down towards Shoebury - platform 2 (late night use platform 3)
  • Southend Central - up towards Shoebury - platform 3
  • Shoeburyness - platform 2

In some cases the preferred platform is the main entrance/exit with the ticket hall.

Level Crossings

Manor Way and Rainham CCTV crossings still exist as full CCTV crossings in interlocking and physical terms. However, both have been relegated to foot crossings only with the former road across the railway blocked. At both of these crossings it is normal to leave the barriers down. If a user wishes to cross they will phone you. If no train is approaching, raise the barriers for a minute or so to give them time to cross, then you can lower them again.

Thames Board Mills, Deep Wharf, and Jurgens crossings are locally monitored. A crossing keeper in a box adjacent to the tracks will see conditional track occupancy states for trains approaching, and visually see trains on the third (unsignalled) line, and lower the barriers appropriately. However, in order to see track occupancy states, routes must be set in good time. Jurgens is closed and will permanently show as "crossing clear".

Scenario Set-up Options

Some options are presented on start-up:

Option Description
ARS enabled When ticked, runs with full ARS as per real life. However, some manual routing is still required, particularly on the Tilbury Loop. With ARS switched off the simulation becomes fully manual and a different kind of challenge, best shared with 2-3 other people.
Level crossings enabled When ticked, runs with level crossings fully manual. When off, CCTV crossings will be disabled; however, you will still receive phone calls for permission to cross at other crossings.

Regulating Tips

  • Don't hold a train at UR669 (West Thurrock Junction) from the Purfleet direction. Hold it back at UR667 instead. There is a risk of locking yourself up with trains to/from Seabrook Sidings and blocking the Ockendon branch.
  • With the 3-minute forewarning of departures from Shoeburyness CS and East Ham EMUD, it is all too easy to set a route out too early and block a train scheduled earlier from passing. Check the timetables carefully.
  • Be careful sending empties to East Ham EMUD in quick succession, one behind the other. Each train has to stop to obtain instructions from the shunter before proceeding, and the shunter needs to operate pointwork between trains, as well as walking back and forth talking to drivers and operating the panel. Two to three minutes apart is okay.
  • Trains reversing at Upney Junction from Barking platforms 7/8 must do so on the

    Up Connecting Line, not the Down.

  • Do not send trains from the Exchange Sidings towards Dagenham Ford or Hanson until you have obtained the release.

Shortcut Keys

Key Area
F Fenchurch St
B Barking
R Ripple Lane
U Upminster
O Ockendon
G Grays
L Laindon
P Pitsea
H Stanford-le-Hope
E Leigh-on-Sea
C Southend Central
S Shoeburyness

Other Railways

The LTS line runs alongside the Docklands Light Railway from Fenchurch Street to Limehouse and crosses over it at West Ham.

The London Underground District Line runs alongside from near Gas Factory Junction all the way to Upminster.

The High Speed Line from St. Pancras International to the Channel Tunnel runs alongside the Tilbury Loop from Dagenham Dock to just before Purfleet, after which it crosses the LTS line twice before ducking under the Queen Elizabeth II bridge over the River Thames and into a tunnel under the same.

The Romford to Upminster line is a stub branch line from Romford and runs alongside the LTS and District line for a short distance before Upminster station.

None of the above lines are controlled by Upminster IECC.

Platform & Loop Lengths

All passenger platforms on the main line and Tilbury loop are capable of taking 12-car trains, with the exception of Barking platform 1, Upminster platform 1A, Shoeburyness platform 3, Ockendon, and Grays platform 3 (see below).

Station Platform/Line Length
Fenchurch St All 250m
Limehouse Both 250m
Gas Factory Loop 244m
Barking 1 183m
::: 4 278m
::: 5 257m
::: 7 246m
::: 8 257m
Upminster 1 247m
::: 2 247m
::: Bay/1A 143m
West Horndon Both 248m
Laindon All 249m
Basildon Both 251m
Pitsea 1 250m
::: 2 250m
::: 3 ???m
::: 4 ???m
Benfleet Both 251m
Leigh-on-Sea 1 247m
::: 2 248m
::: 3 248m
Chalkwell Both 248m
Westcliff Both 248m
Southend Central 1 248m
::: 2 251m
::: 3 276m
::: 4 248m
Southend East Both 246m
Thorpe Bay Both 249m
Shoeburyness 1 255m
::: 2 264m
::: 3 181m
Grays 1 ???m
::: 2 ???m
::: 3 173m
Ockendon 1 165m
::: 2 167m
Chafford Hundred 1 242m
Location Platform/Line Length
Ripple Lane West 1 375m
::: 2 250m
::: 3 405m
::: 4 505m
Waiting at UR804 1339m
Waiting at UR1115 343m
Waiting at UR808 388m
Waiting at UR810 245m
Exchange Sidings All 730m
Waiting at UR869/UR671 (clear of West Thurrock Jn) 729m

Yards and Sidings

Ripple Lane West Sidings

These are used as a staging and train sorting facility. No loading/unloading takes place here. Trains will telephone to report that they are ready for departure.

Ripple Lane Freightliner Terminal

Several companies use the FLT for loading and unloading of Freightliner wagons. Access at both ends is via ground frame. Trains will telephone to report that they are ready for departure.

Exchange Sidings

Trains will telephone to report that they are ready for departure.

Ford/Hanson

A slot must be requested before trains can be routed into these locations. Ensure the slot is given before routing trains from Exchange Sidings.

Down Yard

A slot must be requested before trains can be routed into this location.

Purfleet

The sidings to the left of the station are out of use.

The connection to the right of the station gives access to a number of sidings. It starts with a long, slow single line adjacent to the Tilbury Loop before splitting and allowing trains to reverse into some sidings. Trains will therefore report entering several minutes before arriving at signal UR1166. Is is therefore recommended to wait until the driver calls from UR1166 before setting route out, otherwise the main line will be blocked for some time.

Seabrook Sidings

The shunter must be phoned to request acceptance of an inbound train. Do this as soon as possible, once other trains are clear. If permission is delayed, freights may be held at UR869 before Grays to await a path.

Note that longer trains may require the route to be cancelled from UR671 (or UR869) before route can be set into the yard. This is because the route has not completed train operated route release as the rear has not completely passed the signal, so the overlap at UR673 is locked, preventing routing into Seabrook.

A train may depart Seabrook while another train has been given permission to enter. A hand point allows the shunter to do this safely.

Riverside Sidings

The shunter must be phoned to request acceptance of an inbound train. Do this as soon as possible, once other trains are clear.

Signal Number Plan

LTS Signal Number Plan

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.

Signal Box Prefix Codes

Code Box
AF Ashford (CTRL)*
L Liverpool Street*

*Fringe box, signals not controlled in this simulation.

Non-prefixed signals are controlled by Upminster IECC (UR).

External Resources

YouTube

Title Description
Cabride Fenchurch Street to Shoeburyness Cab ride from Fenchurch Street to Shoeburyness via Stratford. Note: This cab ride predates Upminster IECC
Cabride Fenchurch Street to Southend Cab ride from Southend Central to Fenchurch Street via Tilbury. Note: This cab ride predates Upminster IECC. At the 29 minute mark we can see the former branch to Tilbury Riverside.

Google Maps

View Description
View Looking west with the high speed line crossing over the Tilbury Loop line between Purfleet and Grays
View Looking south from Purfleet crossing
View Looking west from Renwick Road Junction
View The five scissors crossings at Fenchurch Street
View Pitsea from Pitsea Hall level crossing
View Running alongside the River Thames near Leigh-on-Sea
View Southend Central
View Shoebury Carriage Sidings
View The end of the line - almost! The level crossing leading to the MOD complex at Shoeburyness

Others

Link Description
Wikipedia Wikipedia article on the London, Tilbury, and Southend railway
Wikipedia Wikipedia article on East Ham EMU Depot
Flickr Llangollen Signaller's photos of Upminster IECC

References

Version History and Known Bugs

Credits & Acknowledgements

Many thanks to Kev Meredith for testing, to Paul Curran and Noel Young for timetable help, to Tony Hutchins for a driver's perspective of the LTS route, and to various staff at Upminster IECC and elsewhere who answered questions and provided help.


Last edited by GeoffM on 24/04/2017 at 19:30