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|Current version||4.1 (loader)|
|Credits|| Andy Brown
Signalling staff at Carlisle PSB
|Carlisle 15-10-2009 v3-0||12/08/18||Various||Bundled with v4.1|
|Carlisle 79-80 v6.8.0||12/08/18||58050||Bundled with v4.1|
|Carlisle 15-10-2009 v1-5||15/11/12||Noisynoel||Bundled with V3.238.1|
|Carlisle 15-10-2009 v1-61 (0445)||15/11/12||Noisynoel||Bundled with V3.238.1|
|Carlisle 79-80 v4.2||13/11/12||58050||Bundled with V3.238.1|
|Carlisle 2008||13/07/12||TBC||No longer available for download|
The Carlisle simulation portrays the area controlled by Carlisle PSB which opened in 1973.:usertrack:mans:simsigcarlisemap.pdf
The following options are available
No Closures or Speed restrictions: Service running as normal.
Main Lines at Upperby Closed: Engineering work on the up and down main at Upperby means that all trains must take the goods lines.
Main Lines at Kingmoor Closed: All trains must go via Kingmoor Yard.
TORR :- Allows train operated route release to avoid having to cancel each signal after a route has been passed through by a train.
Select Era :- Allows you to select between 1980s, 2000s and 2016 mode which has various layout and speed changes.
Scale of problems :- Allows you to select the amount of failures and late trains.
Carlisle has many signals where the overlap is deemed as insufficient for overrunning of signals, so to mitigate against this a system known as conditional aspects exist which will impose approach control on the signal in rear unless the train has a clear run.
To identify such signals you will see signals notated as set out below. If you see this then cancelling a route is likely cause a restrictive change of aspect at the signal behind. You must be careful that train drivers therefore don't see such a change.
A forward route must be set
The next signal must be clear
This applies only to CE264. This was brought in when Class 50s ran double headed trains prior to the introduction of electric services. They where found to have insufficient braking capacity on the steep downhill section into Carlisle, so unless a forward route is set from signal CE286, both signals CE261 and CE264 will display double yellow.
The main line running north to South is around 64 miles of the West Coast Main from Carnforth line south of the station and another 12 miles north beyond the Scottish border to Kirkpatrick.
Around 8 miles of the former Maryport & Carlisle line which runs to Carnforth Via Barrow in Furness.
Around 6 miles of the northern part of the Settle & Carlisle line from Leeds.
Around 4 miles of the Newcastle & Carlisle Railway.
Confusingly panels A,B & C go right to left.
Panel C controls from the fringe with Preston PSB at just north of Carnforth to Southwaite. It also controls access on and off the Windermere branch and Penrith station.
Panel B controls the fringes with Wigton, Howe & Co's siding, Wetheral and the station area.
Panel A controls the main lines from Caldew Jn to north of Gretna Jn. It also controls access to the line to Annan and beyond, and interfaces with Kingmoor Yard.
The main lines within the blue boundaries are powered at 25kV AC.
Running north from Carnforth, the line climbs gradually with several 2-mile stretches of about 1 in 170 , with the track level in between. North of Oxenholme, the climb steepens to 1 in 130, with a 2-mile stretch at 1 in 106 on the approach to Grayrigg. The line is then level to Tebay, before climbing again, this time for 6 miles at a very steep 1 in 75. Cresting the summit at Shap (916 feet above sea level), the line falls to Penrith, mainly at 1 in 125, before slackening to an average of 1 in 200. The last four miles down to Carlisle are at a steeper 1 in 131. Leaving Carlisle, the line is level as far as Mossband Junction, at which point the line climbs towards Kirkpatrick at 1 in 200.
On the Settle & Carlisle line, the line climbs at 1 in 132 after Petteril Bridge Junction.
There are no significant gradients on the lines to Dumfries, Wetheral and Wigton.
Opposite locking is omitted for signals 458 and 459 at Kingmoor depot, and for signals 271 and 280 at Upperby Yard. This allows routes to be set from both signals at the same time, with both signals clearing. Shunt moves can then take place between the yards and the headshunts without yard staff having to contact the signaller each time; this is particularly useful in the 1979 timetable. The opposing routes must be cancelled prior to allowing entry of a train that does not proceed to the headshunt.
The line to Windermere is signalled under One Train Working regulations with a train staff.
When a train is ready to proceed onto the branch at Oxenholme it will take the staff. You should set a route from signal CE53 to the exit arrow on the end of the branch and signal CE53 will then clear as soon as the train staff has been taken by a train.
When a train returns from Windermere it will replace the staff when it enters the platform and if it needs to go back to Windermere it will then take the staff again.
Because of the nature of services on the line a 'Branch auto working' control is set which will set routes on your behalf. In order to operate this control left click on the green roundel. The points at the southern end of platform 3 must be maintained normal otherwise autorouting will not take place.
If this is not possible then the autoworking roundel will flash to let you know something is not right, otherwise it will turn solid.
When a train is to proceed back to Carnforth make sure you cancel the autoworking.
In pre 2016 mode, to signal a train from platform 1 into the Up Goods Loop at Oxenholme, you must wait for it to come to a stand at CE52 and the overlap to drop out before setting the route.
In the 2016 era this restriction has been removed.
If a train is standing on the down goods and it is neccesary to signal a calling on move from any of the shunt signals (CE148, 154 or 155) then you must RIGHT click the TC override button which will illuminate and allow the signal concerned to clear.
This GF works slightly differently to the other GFs in the simulation. Trains routed into the Engineers' Sidings are signalled in from signal CE214 but do not require the GF to be released or worked. Trains to depart from the Engineers' Sidings require the signaller to release the GF. The GF cannot be released if a route is set from CE208 or CE213. Trains departing the Engineers' Sidings then require points P662A at the north end of the loop to be reversed; the signaller may have to reverse these points manually before departure can take place. If these points are lying normal the train will stop when it reaches them and an error message will be generated.
If a crossing user needs to use Rosewain, Balfour, Parkhouse or Woodside crossings then you should place a telephone call to Wigton asking them to hold the next train, if they able to do so. When the crossing is no longer in use, you should make a second call to inform Wigton they can now send trains.
(2000s & 2016 modes)
There is a long standing interlocking fault with the real signalling where signal CE285 incorrectly reverts to danger when points 706A/B are swinging from normal to reverse. Therefore any routes from signal CE285 should be cancelled before swinging the points before setting a route from signal CE287 to CE267.
The warner routes from signals CE437 and CE438 are prohibited for passenger carrying trains and in addition, may not be used if a passenger carrying train is occupying the overlap of signal CE336.
The warner routes into Carlisle Station platforms may only be used for passenger carrying trains booked to stop at Carlisle or a non passenger carrying train, provided the overlap of the signal is not occupied by a passenger carrying train.
Shunt arrows are provided at signals 285, 365 and 431. These should be used for shunt moves between platforms and sidings at Carlisle. Note that train descriptions will not step if shunt routes are selected. The shunt routes are approach released; in particular, there is a delay of around 45 seconds between a train entering the track approaching CE306 and the train passing that signal if a shunt route is selected from it.
(2000s mode and later)
Up trains conveying Freightliner flats must be routed via P4 where possible. If this is not possible, then they may be routed via P3 provided they run via the down main from Caldew Junction (via signal CE335); this is due to platform clearance issues. This routing is not possible in 1980s mode as the Down Main was not bi-directional then but contemporaneous source documentation indicates that Freightliners could be routed by P3, presumably signalled from signal CE336.
Trains booked to pass non stop at Carlisle or via the avoiding lines can be routed via either route without the train calling in to query the route. No intervention in terms of timetabling is required.
If a down train is booked to pass through or terminate at Kingmoor then the simulation will 'see' the train coming and grant a slot. There may be a delay in accepting a train that was not booked to run via Kingmoor, but this can be done in order to recess slower trains. The slot will not be granted unless the TT for the train includes a designated terminating path at Kingmoor Yard or continues North of the yard. If the signaller has mis-routed a train which is not destined for the yard, either the TT should be edited to allow a slot to be given or the train should be signalled towards the Up Departure lines.
In 1980s mode there are no special steps to take. You simply signal the train in as normal.
In 2000s mode Kingmoor has very reduced facilities and simplified signalling arrangements. A form of tokenless block has been put into the simulation to enable a realistic entry method.
It exists in three states.
WHITE - Block not in use
GREEN - Train signalled but not yet in section
RED - Train in section
Before a train can be sent into the yard the block must be indicating either white or green. In addition to this the route from CE487 cannot be set until the train has passed over the Hot Axle Box detector at Floriston Level Crossing.
Any down train leaving Kingmoor yard must operate a plunger to say it has arrived complete with tail lamp. Signal CE506 will not clear until this happens so you should avoid setting a route over Floriston LC too soon as this can take time.
The ground frame is situated part way along a single line section. To send a down train to Eastriggs you must signal the train as if it was proceeding to Annan.
When the train arrives at the ground frame there is an additional locked 'L' indication that shows the conditions to release the ground frame have not yet been met.
You must wait for the 'L' indication to extinguish before using the ground frame.
The 1st Approaching berth will be occupied by the nearest train to Gretna Junction. The 2nd Approach berth will only occupy when a train is approaching DE3106 and another train is at or approaching CE525. Note, if a train appears at Eastriggs M.O.D. Depot then it will occupy the 1st approach berth providing there are no other trains between the siding and Gretna Junction.
The signaller should check the TTs of all trains entering from Lockerbie as some are booked to be recessed at Quintinshill.
The goods lines were closed after an accident. This led to all trains having to use Carlisle station and led to signalling upgrades on through sidings B and C.
In the early hours of 1st May 1984 a northbound freightliner came to a halt at Preston with brake problems. A common solution with dragging brakes was to pull the strings on the bottom of the wagons to release them which was done. The train was now able to continue on its way and proceeded north towards Shap when disaster struck.
Coming over the summit there was a shove which ran through the train which was severe enough to break the coupling. Normally the brakes would apply automatically but something had gone wrong when the strings where pulled which effectively left the back portion unbraked.
The back portion was initially left behind but then started to gather speed on the downhill grade. Signalman Taylor (to who this sim is dedicated) was on duty that night and had spotted the irregular indications on the tracks. realising he had a runaway he signalled the front part of the train into Carlisle and signalled the back part onto the goods lines, hoping perhaps the train might run out of momentum or be allowed to crash in Kingmoor Yard.
The unbraked portion somehow made it over Upperby Bridge junction and under the main lines at an estimated 60 mph, over Bog Jn and Rome Street Jn where it finally ran off the steel bridge into the River Caldew destroying part of the bridge in the process roughly opposite signal CE424.
Mr Taylor's swift actions prevented a catastrophic pile up in the station and the inevitable collision with trains that would have been present.
The decline in goods traffic meant that BR or its predecessors never saw fit to reopen the line. Most of it was lifted except the connection into Metal box sidings which survived into the 1990s before itself being lifted.
|Plt||Dn len||Up Ln||Notes|
There are two variants of the TT, one version starting at midnight and the other at 04:45.
The timetable has been created by Pascal Nadin using source documentation including WTTs and station workers. There are a small number of conflicts of pathing, shunting and platforming in the TT. This is probably due to discrepancies in the exact dates for which the source documentation was valid. Users of the sim will have to work round these conflicts but there are no insuperable obstacles. It is a challenging TT to operate where any mistake has consequences on the running of other trains in the TT.
In the TT there are a number of trains diverted from the ECML between Newcastle and Edinburgh to run via Carstairs and Carlisle. This was due to the collapse of Penmanshiel tunnel between Newcastle and Edinburgh during the currency of the TT. There is a section headed "Tunnel Collapse (1979)" on the Wikipedia Penmanshiel Tunnel entry which gives more details. Routing via Carlisle is a regular diversionary route when there are problems on the ECML and the paths are a standard contingency measure. While the TT planning ensured that there are no clashes between passenger trains there are some freight workings whose timetables have not been amended and which will clash with diverted passenger trains. Again it is up to the operator to work round these clashes in the most effective way possible.
The base timetable includes all trains in the weekday TT, including the trains dated to run on particular days of the week. The base TT starts with a decision to pick the day of the week and then the TT for that day will be run, Included with the download of the sim is a set of 5 TTs derived from the base TT which have the day of the week locked so the user can pick in advance the day they wish to see rather than waiting for the random selection in the base TT. These daily TTs still include all of the trains listed in the base TT but only those due to run on the selected day will actually appear.
These notes are not exhaustive and there will be other areas where the TT catches out the signaller. That is what makes this TT such a challenging task. There will still be errors in the TT which have occurred during the manual entry of the data. Please bring these to the attention of Pascal (58050), Tom O'Flaherty (TomOF) or John Gallon (Postal).
There are a number of potential booby-traps in the TT due to the way that head-codes were allocated in the era of the TT. Trains with identical TDs may not follow the same route and each TT needs to be checked when a train enters to ensure that it is routed correctly. The 0P89 headocde is an example. This is used for light engine movements in regard to ECS trips from Kingmoor Depot or Carlisle Station to Upperby Depot. At Upperby, 0P89 movements are sometimes to release the loco to Upperby Depot so the loco runs to the Run Round line. Other 0P89 movements take the loco from Upperby Yard to Wapping Sidings so the loco needs to be routed to the Up Through Goods.
There are also a number of occasions when more than one train with the same TD is showing on the panel. For example, there may be up to 3 trains with the headcode 2P59 (trains to/from the Maryport & Carlisle line and West Cumbria) on the panel at any one time. There are also occasions where more than one shunt portion with the TD 5T01 is showing around Carlisle Station.
The gradients from Carnforth and Carlisle up to Shap are severe and cause many of the freight services to travel at below their maximum line speed. To allow trains to run as near to schedule as possible, many of the acceleration rates and weights of freight services have been set at levels that look unusual (e.g. double-headed Class 4 Freightliner trains and other freights specifically noted as empty stock movements have had their acceleration adjusted to show as Medium (InterCity) and double-headed Class 4 loaded steel trains have also had their acceleration adjusted to Low (standard freight)). This is necessary in order to maintain their scheduled times, particularly on the steeper gradients and is a result of the way that the core code currently factors in the uphill gradients.
Some passenger trains (particularly overnight) have engineering allowances giving longer sectional times than they require and may arrive at Carlisle earlier than expected. Care should be taken to ensure that these trains are held outside the station until they can be platformed without blocking any other moves.
Several of the freight timetables do not explicitly state where a train should be recessed to allow a faster train to overtake. It is up to the signaller to decide on the appropriate point where the freight should be recessed.
A small number of the Class 6 trains in the timetable may have been marshalled with speed-limited stock in the formation. These trains will enter the sim late then run at reduced maximum speed and do not maintain their timetables. A warning message is given if one of the restricted speed formations is due to enter the sim. However, the message has not been passed on from Control so the trains will still show as scheduled to their normal timetable. The signaller will have to take appropriate action to minimise the delay to other trains.
A number of the Class 1, Class 3 and Class 4 Mail and Parcel services have loading and unloading work to be done at Penrith and Carlisle. Rules and dwell times have been set to make sure that these trains occupy the platform for a realistic length of time; if running late, these trains will not get time back by reducing their scheduled dwell times.
If a slow train enters at Carnforth directly in front of a faster train, you will need to recess the first train to let the second train past. Some of the slower trains are too long for some of the loops so the signaller needs to pay attention to the length of the train and the length of loop available before deciding where to recess the first train. Some trains may have to run as far as Tebay before there is enough loop space to recess them.
When running round at Shap the light engine can reverse on either Up or Down Line for the Southern part of the movement.
Trains looped to P3 at Penrith negotiate the turn out to the loop and then proceed along the loop at slow speed. Services will suffer considerable delays if a train due to P3 has been allowed to run to P2 and overtaking trains require to use P3.
Dalston Oil Terminal is a single-ended siding so the Northbound departure (6S36) enters the sim from the Oil Terminal with the loco at the Wigton end of the train. To make the run round move, the train should be reversed over Dalston Station South crossover. The loco will then detach and request permission to move. It should be routed over the crossover again. The crossover should then be returned to normal position and the Dalston Station North crossover activated. The loco will request permission to move from Dalston Station South and will then stop once it has traversed the Dalston Station North crossover. The North crossover should be normalised and the loco will again request permission to move. It will finally move forward to join its train after which it departs Northwards towards Currock Junction and Kingmoor.
Trains entering from Upperby Yard request permission before entering. Care needs to be taken before granting permission to avoid the wrong loco being signalled forward to join a train which is in the middle of a run-round move. However, it is possible for a light engine to enter for disposal to Wapping Sidings or Kingmoor Depot while a run-round move is taking place as the loco for disposal will fit behind the train which is awaiting the RR loco to join.
The overlap for CE278 at Upperby Junction is such that the route cannot be set from CE285 to CE278 while the route is set to allow a train from the Goods lines to the Down Main at Upperby Junction. Any trains signalled forward from Carlisle station will block the throat at the South end of the station until the conflicting move has cleared and the route can be set forward from CE285.
Carlisle Station is another area where the TT has known pathing and platforming/shunting conflicts. It is up to the signaller to manage these conflicts. In particular there are some periods in the TT when the additional Penmanshiel diverts mean that Carlisle Citadel does not have the capacity to handle all of the moves required. The signaller is expected to handle these situations to minimise the delay to all services. To assist in managing these conflicts, it should be remembered that trains from P1/2/3 to the Up Main can be routed along the Down Main to Upperby Jn by clicking directly from the starter signal to CE 278 on the Up Main at Upperby Junction avoiding CE 285.
Carlisle Up Main LOS and Reverse at CE335 are interchangeable and trains TTd to one location will reverse at the other without query from the driver. This enables some of the conflicts to be managed out without any delay.
Many trains are longer than the distances between the signals in the London Road Junction area. It is easily possible to gridlock the area by signalling an Up train for the Midland line as far as CE403 at Petteril Bridge Junction while signalling a train from the Down Newcastle for Carlisle Station as far as CE404. The rear of the Up train may block the route from CE404 to CE408 while the rear of the Down Train will be foul of Petteril Bridge Junction.
1S55 is a Motorail service that is longer than the scheduled platform (P3). The train detaches 3 carflats from the rear of the train to go to Collier Lane Sidings so that the cars can be unloaded. To enable the shunt move to take place under protection of the signals it is necessary to signal 1S55 through the station from CE323 to shunt signal CE334. The stopping position in the train's TT has been adjusted to allow for this move. Once the train's station duties have been carried out, it will move forward without requesting TRTS so the signaller will need to watch the train and set the route forward from CE431 when required.
The TT contains a lot of light engine movements between the Fuel & Inspection Lines and the Up Side of the Yard. It is easy to lose a loco in the two necks which do not have TCs. It is probably worthwhile using sticky notes or collaring the grey triangles on the necks as a reminder whenever there is a loco waiting to reverse at these locations. A small number of light engines are routed to Kingmoor Depot so the TT should be checked for all light engnes entering at the Engine Line, Departure Lines or Up Goods.
Light engines from the Fuel and Inspection Lines are routed to the Up Departure Lines to join their respective trains. The layout of the yard means that it is difficult to route a loco to its correct train if it is sent to the wrong one of the 2 departure lines. It is currently not possible to model the extra delay before a train departs if the loco is sent to the wrong half of the departure fans, but the signaller will incur penalty points. The correct line is noted in the TT.
The Yard is not modelled in the sim but some moves around the yard do enter the Carlisle PSB area of control and return into the Yard. Electric locos from trains which terminate at the Yard are normally routed to a stabling point within the Yard and do not enter the Carlisle PSB area of control. Diesel locos from trains into the Yard which require servicing can reach the Fuel and Inspection lines by a number of routes. Most will run from the Up and Down Reception Lines using the Engine Release Line and through on the Up Goods Line. However, at times when the Reception Lines are busy, some may be released by the Hump Avoiding Line and enter from Up Departure Line 2 and some may move entirely internally within the Yard to reach the Fuel and Inspection lines. Decisions have been set for each of the movements so that most will enter via the Up Goods but a random small number will enter from the Departure Lines and a further random small number will not appear at all as they will run within the Yard.
Trains entering the Yard from the South and routed to the Down side will have a slot granted automatically once the route is available. Trains booked to make a short stop for crew change purposes and trains terminating at the Yard so needing to access the Down Arrivals will be granted a slot on the Down Goods line. Trains stopping for a longer period but then continuing to the North will be directed to the Down Recessing Sidings 1-5.
A small number of Down trains and light engines are routed to the Up Departure Lines. No slot is granted for these movements but the signaller needs to direct the train to the correct line (UD1 or UD2).
There are various pilot workings which have generic train descriptions with added suffixes to cover their various movements. These are:
The Carlisle Station Pilots work to different patterns each day because of the varied nature of the shunts to be undertaken.
There are also trip workings serving the various yards and sidings in the area. These again have generic train descriptions with added suffixes and are:
In addition, there are Engineer's trip workings for ballast movements. Some are controlled from Carlisle (TRIPS 35/36/37/38/76/85/86) and some from outside the area (TRIPS 45/48/77/81/82/84).
The documentation for many of the trip workings just gives start and finish times with no intermediate details so many of the timings have been put together on a best guess basis. That means that there may be clashes with timed trains in the timetable. In those circumstances, the signaller should make every effort to run the timed trains to schedule and then run the trip workings around the scheduled trains.
PDF files for each of the above trip and pilot workings (including a daily breakdown for CSTP1) are appended.
|Trip 01 MON||Trip 01 TUE||Trip 01 WED||Trip 01 THU||Trip 01 FRI|
|Trip 02||Trip 03||Trip 30||Trip 32||Trip 33||Trip 34|
|Carlisle Trip Workings|
|Trip 35||Trip 36||Trip 37||Trip 38||Trip 76||Trip 85||Trip 86|
|Other Trip Workings|
|Trip 45||Trip 48||Trip 77||Trip 81||Trip 82||Trip 84|
Trains on gradients sometimes lose or gain too much time.
Development time :- ~ 4 years to first public release.
A further 5 years then passed to the second!
This is as of October 2012. It should be noted that not all items listed can be seen or used, as many items belong to external lines and sidings. Also some items are only activated depending on which era is being run.
|Train Describer Berths||428|
|Track circuits||885 individual tracks|
|66 combined 'master' tracks|
|Points||303 Individual point ends|
|Paths||771 Valid Timetable paths|
These are Adobe Acrobat PDF files. 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 . When checked during July 2013, it had reached v11 and the download size was just under 50MB.
Printing friendly versions:
These are produced from the above PDF files. Each contains the signal number plan split up into A4 sections. This is for easier printing without relying on software interpretation. Source content made by Steamer, Printing friendly version produced by SamTDS.
|DE||Dumfries (Eastriggs Interlocking)*|
|HC||Howe & Co's Siding*|
None-prefixed signals are controlled by Carlisle (CE).
*Fringe box, signals not controlled in this simulation
|Barrow Crossing||TEL||At Penrith|
|Balfour||TEL||Wigton & Carlisle|
|Carrs||TEL||Wigton & Carlisle|
|Dalrymple||TEL||Wigton & Carlisle|
|Elmside *||TEL||Gretna Jn & Annan|
|Floriston||CCTV #||Carlisle & Gretna Jn|
|Haybank||TEL||Oxenholme & Penrith|
|Lambrigg *||TEL||Oxenholme & Penrith|
|Lazonbys||TEL||Penrith & Carlisle|
|Long Ashes||TEL||Penrith & Carlisle|
|Low MIll||TEL||Wigton & Carlisle|
|Muirhouse *||TEL||Gretna Jn & Annan|
|Parkhouse||TEL||Wigton & Carlisle|
|Rigg *||TEL||Gretna Jn & Annan|
|Rosewain||TEL||Wigton & Carlisle|
|Rothery||TEL||Wigton & Carlisle|
|Stanfield *||TEL||Gretna Jn & Annan|
|Woodside||TEL||Wigton & Carlisle|
* 1980 era only.
# Floriston is AHB in 1980 era.
The following were instrumental in bringing this project to fruition:-
Signalling staff at Carlisle PSB
|Dedicated to Willie Taylor.|
Last edited by Steamer on 26/01/2019 at 22:43