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Gartsherrie was the last area to be subsumed into Motherwell box and in the 1980 and 1990 era is still a mechanical box with semaphore signals .
Trains entering from Garnqueen will populate the Approaching TD berth before the train enters. This will allow you sufficient warning to lower and clear Heatherbell crossing and not delay the train.
In 1980 and 1990 modes, Heatherbell crossing can be left permanently lowered and only raised on request of a road user. In later eras, the crossing is a conventional CCTV crossing.
You must request a slot from the Cowlairs signaller to send a train towards Gartcosh; trains from Gartcosh will be sent without reference to you. The slot is also required if you wish to shunt a train behind MG930/GS9. Prior to 2015, the Gartcosh single line was wired for a distance of 200m only to allow electric trains to reverse behind MG930/GS9. Attempting to send an electric train longer than this onto the Chord will incur 50 penalty points.
Trains entering from Coatbridge FLT will phone for permission to exit FLT. You will need to request a slot from the FLT to send a train in at the Coatbridge end. Trains booked to reverse at Gartsherrie Spur may use either the Spur itself or reverse behind MG930 on the Gartcosh Single.
The Up Slow is not electrified in any era.
Coatbridge station in the UP line is actually in the overlap of Signal M254/M252 which may cause difficulties with ARS regulation. Terminating trains will require one or other onward route coded in the timetable; take care when routing manually that the route is set to the correct line for the onward working.
The 1980 era includes the branches to Clydebridge and to Newton via Westburn. The Westburn line works automatically either sending trains into the sidings at Westburn, or continuing through to Newton UGL. The line occupied light illuminates when the through line is occupied and clears if the train enters the sidings at Westburn. Trains from Wesburn sidings will phone Workstation 1 for permission to enter.
The 1980 layout includes the Imperial Works branch and some additional signalling in the Langloan area. Many of the heavy steelworks trains halted there on the Up line towards Whifflet North Junction to take on a banker up towards Mossend. There is a TRTS button at M278 to alert the box once the banker is attached.
You must request a slot from Yoker IECC to send a train towards Sunnyside Junction.
Note that trains from Carmyle/Coatbridge terminating at Whifflet will obstruct Whifflet South Jn until the next working (usually an ECS) departs. Note also that crossing a train from the Up platform to the Down requires a triple reversal via the Up/Down Whifflet, again obstructing the main line and junction. Finally, the destination of any onward train terminating at Whifflet must be checked before signalling the train into Whifflet station, as the station is between the junction signal and the junction itself.
The GF controls access to/from the siding. The signaller should set the routes from M246/M247 as normal which will open the GF. The GF controls the point and signal clearing. Other routes from M247 work as normal.
Last edited by Steamer on 04/04/2021 at 18:23