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I would like to thank the following people, in no particular order, without whose help and patience, this simulation would not have been possible:
Thanks to Geoff Mayo for creating SimSig and allowing me to become part of the development team, Noel Young for preparing the default TTs, and the (very) testing team Neil Brady, Howard Potter, Chris Lord, Andy Greenland, Dave McCormick, Noel Young, Matt Cooper, Ben Woodward, James Nelhams, John Bessant, David Atkinson, Mark Camp, Luke Arnold, Chris Hobden, the staff at the following signal boxs for allowing me access to their place of work and putting up with numerous questions, Lewes, Newhaven Town, Newhaven Harbour, Berwick, Polegate, Hampden Park, Eastbourne, Pevensey and Westham and Bexhill, and anybody else I have missed out.
The East Coastway sim covers the areas controlled by a total of 9 different signal boxes. The lines under your control are signalled according to the regulations for train signalling by a mixture of Absolute Block and Track circuit block. The signalling regulations for the lines controlled by that signalbox are shown in the description for that box. You have control of all train services between Keymer Junction and Brighton (where this simulation fringes to the Brighton simulation) and Bo-peep Junction (exclusive) The area of control also includes the branch line to Newhaven and Seaford.
Our journey through the East Coastway area starts aboard a train as it leaves Wivelsfield and turns left at Keymer Junction, at this stage you are still under the control of the signaller at Three Bridges Area Signalling Centre. Your train will physically appear on your area of control on the approach to Kemps Farm Crossing. Shortly after passing over the crossing you arrive at Cooksbridge. As you leave the station you pass over the CCTV crossing and start heading down into the Ouse valley to pass over Hamsey crossing and follow the river as it approaches Lewes. As you pass on this section you pass the original junction with the Lewes to Uckfield line. As the train enters Lewes Tunnel you soon enter a sharp left hand bend to enter the station of the county town of Lewes.
As we head towards the coast the route from Brighton comes in from the right and as you pass the signal box you then pass the second junction for the Uckfield line which would have curved sharply off to the left. As the line straightens up the original goods avoiding lines come in from the left and the line heads over the River Ouse and under the A27 trunk road to make its approach to Southerham Junction. As you pass over the junction the up and down Seaford lines head off to the right. As we carry on heading towards Glynde we pass under the A27 again at the site of the former Bedenham Crossing which is part of the simulation. We head through Glynde station and pass over the AHB crossings at Ripe and Selmeston to approach Berwick. As you leave Berwick the line turns to head in an Easterly direction to head over the crossing at Wilmington and then in the shadow of the 'Long Man' runs along side the A27 to pass over the station level crossing at Polegate and enter the rebuilt site of the first (and now third) station to serve Polegate.
As you leave Polegate the former 'Cuckoo Line' from Eridge comes in through the current station car park and you pass the site of the second station with its two island platforms, at the Eastbourne end of the former station the line curves sharply to the right whilst straight ahead the former formation of the direct line to Stone Cross can still be seen. As you approach Hampden Park station the third side of the Stone Cross Triangle comes in from the left at Willingdon Junction. You are now on the busiest part of the line as all trains go into Eastbourne before continuing to Lewes or Hastings. After passing through Hampden Park station you pass under the new Eastbourne relief road and eventually pass the former site of Eastbourne depot of motive power, now just a derelict area of waste ground, Finally you curve round into the station platforms passing the carriage sidings and the imposing Eastbourne Signal Box. This part of the route is double track throughout with conventional unidirectional running.
Returning to Willingdon Junction we now take a trip towards the town of Hastings. Our trip starts by turning right at the junction and eventually you meet the formation of the former direct line from Polegate comes in from the left and after passing the site of Stone Cross Junction we head towards Pevensey & Westham station, passing over the level crossing and through the station we now head towards the halt at Pevensey Bay and Wallsend Crossing. Once over the level crossing at Wallsend we head on the Hooe levels as we head towards the halt at Normans Bay and then over Pevensey Sluice crossing to run next to the beach to arrive at Cooden Beach station. As you leave Cooden Beach you start to run through the leafy suburbs of Bexhill, passing one of the few remaining mechanical distant signals to remain in use to then pass the halt at Collington and the site of the former South Eastern Railway company's station at Bexhill West, to enter the rather lavish and grand Bexhill station, formally Bexhill Central.
On leaving Bexhill you pass the site of the former Galley Hill Oil and Carriage Sidings on the down side of the line, the access to the Oil Sidings were latterly controlled by a Ground Frame although currently this is modelled on the current closed and built on state of this facility. Skimming along the coast line we carry on past the site of Glynde Gap halt (closed 1915) to pass the former base of the slim line Hastings Diesels at St Leonards West Marina and leave the simulation as you pass over Bo-peep Junction.
Returning to the other fringe with the Brighton simulation you approach Lewes over the main A27 trunk road near the village of Kingston in the heart of the South Downs to pass through the short Kingston Tunnel and enter Lewes Station via a particulary sharp series of corners which require a speed restricion of 10 mph. Adjacent to the current platform 3 are the remains of an old double sided platform. We now jump forward to Southerham Junction and take the line heading off to the right to continue our trip out to Seaford. As we head towards the South Downs we traverse the Glynde Reach viaduct before heading over Asheham user worked crossing. Shortly after we cross the red/green crossing of Itford to arrive at Southease station.
Leaving Southease we now pass over a series of 5 user worked crossing to approach the site of Newhaven North Yard, this yard is now enjoying a return of fortune as the site for a rail served incinerator plant. We now pass the signalbox at Newhaven Town and head over the level crossing to enter Newhaven Town station. The distance between the two stations at Newhaven is just over quarter of a mile and speed is severely restricted owing to the sharp curves in this area. Approaching Newhaven Harbour you pass the passenger ferry terminal that was once served by the now semi derelict station of Newhaven Marine. We are now arriving at Newhaven Harbour.
As we leave we pass over the station level crossing and the signal box is on the right hand side. Immediately on passing the box we swing sharply round to the left to enter the single line section towards Seaford and on our right is the station at Newhaven Marine. We now pass over the crossing at Beach Road to head east. As we head for Seaford we pass the remains of the station at Bishopstone Beach and the ruins of Tide Mills village and the user worked crossing of the same name. Our next location is the art deco station at Bishopstone. The remains of the former down line are evident all along the single track section. Leaving Bishopstone we pass the fixed distant board that protects the station at Seaford. As we arrive at Seaford it soon becomes obvious that severe rationalisation has taken place over the years at this location, as we pass the remains of the connection into the former platform 2 and the up berthing siding.
The 'East Coastway' panel features a number of individual signal boxes the operation of which are described below (Listed in alphabetical order) In all locations with Absolute Block working please See section 9 for details of the operation of the block instruments between the applicable boxes.
The signal box at Berwick covers a reasonable size of railway within the East Coastway simulation. The signaller at this location is provided with an elevated 17 lever frame. This box interfaces with Polegate to the south and Lewes to the North.
The fringe with Polegate is located between Berwick station and Wilmington Level Crossing and the lines between Berwick and Polegate are worked according to the absolute block regulations for train signalling using standard pattern 3 position open block. The fringe with Lewes is staggered as shown on the screen, with the up line handover being located just after Ripe Level Crossing and the down line fringe being located immediately the Berwick side of Beddingham Level Crossing.
The lines between Berwick and Lewes are worked according to the track circuit block regulations for train signalling with digital train describers and emergency bell communication (not simulated). The signaller at Berwick is wholly resposnsible for 4 level crossings and has shared reponsibilty for a further 2 level crossings as well as providing signal protection for two crossings under the control of the Polegate signalman.
All signals within the station area at Berwick are semaphore although the distant signals have now been replaced with a two aspect colour light, the down line signals controlled by Berwick in the Glynde area are standard colour light installations. Attention is drawn to the fact that to reverse BK 7 crossover (Polegate side of the level crossing) that the signaller must have closed the station level crossing in order to reverse the crossover lever.
In order to comply with Regulation 3.1.2 of the regulations for train signalling on double lines by absolute block signalling the UP line must be clear upto BK 3 signal. The SimSig signaller at Berwick is currently exempt from applying Regulation 1.4 of the General Signalling Regulations entitled 'Recording of times in the train register'.
Although the level crossing is supervised by the signaller at Lewes, the signaller at Berwick had a stopping/non stopping control for the level crossing at Beddingham. This will hold the signal at Glynde at danger on the up if the stopping control is operated.
The signal box at Bexhill is one of the smaller signal boxes featured in the East Coastway simulation. The signaller at Bexhill is provided with a 17 lever elevated frame. This box interfaces with Pevensey & Westham signal box to the west and Bo-peep Junction to the east. The fringe with Pevensey is just to the right of Cooden Beach station and the fringe with Bo-Peep is as the train passes the site of Glynde Gap halt.
The lines to both Bo-Peep Junction and Pevensey & Westham are worked according to the absolute block regulations for train signalling using standard 3 position open block. The signaller at Bexhill signal box is provided with a closing switch, however at the present time this is not simulated. As the signaller at Bexhill you are not responsible for any level crossings.
At the east end of Bexhill is a 2 lever ground frame which is used when services are terminating at Bexhill. With three exceptions all the signals controlled by the signaller at Bexhill are semaphore signals. The exceptions are the up distant along with the up intermediate block home signal with its assciated repeater signal.
In order to comply with regulation 3.1.2 of the regulations for train signalling on double lines by absolute block signalling the signaller must ensure that the UP line is clear to a point adjacent to the from down line shunt (CCW 12) signal and the DOWN line must be clear to a point opposite the signalbox. The SimSig signaller at Bexhill is currently exempt from applying Regulation 1.4 of the General Signalling Regulations entitled 'Recording of times in the train register'.
The current signalling installation at Eastbourne is a NX panel which was installed during 1991 when rationalisation took place in the Eastbourne and all remaining semaphore signals were then removed. This box interfaces with Hampden Park to the North and the line is worked in accordance with the track circuit block regulations for train signalling with emergency bell communication (not simulated). All signals in the Eastbourne control area are colour light signals. These are a mixture of 3 and 4 aspect signalling. The station area has three platforms all of which are permissive.
Adjacent to the station platforms is a non-electrified siding. Access to this siding is via a ground frame at the station end of the siding and at the north end of the siding a signalled route is provided which is released via a shunters acceptance switch. At the north end of the station on the up side are the complex of carriage sidings comprising Eastbourne Carriage Sidings entry to which is controlled by a shunters acceptance switch. The signaller needs to note that the routes from EB 501 and EB 502 signals will not TORR and the user must manually cancel these routes.
The SimSig signaller at Eastbourne is currently exempt from applying Regulation 1.4 of the General Signalling Regulations entitled 'Recording of times in the train register'.
The signal box at Hampden Park is deceptively busy for the size of it, the main reason being that a large proportion of the train service actually passes the signal box twice as all east to west services reverse at Eastbourne. The signaller at Hampden Park is provided with a 20 lever elevated frame, and fringes with Eastbourne to the south, Polegate to the north west and Pevensey & Westham to the east.
All lines between Hampden Park and Eastbourne are worked according to the track circuit block regulations for train signalling with emergency bell communication (not simulated). All lines between Hampden Park and Polegate / Pevensey and Westham are worked according to the absolute block regulations for train signalling using standard 3 position open block. The fringe to Eastbourne occurs just to the south of the station, the fringe to Polegate is just beyond Vines number 2 crossing and finally the fringe to Pevensey & Westham is located in the vicinity of the former Stone Cross Junction (not marked on the sim).
The signals in the Hampden Park area are a mixture of semaphore and colour light signalling. As the Hampden Park signaller you are also responsible for Willingdon Junction, where the points on the 'Up' line are normal worked switch blades, however on the down line the point work are unworked trailing spring points. As the signaller at Hampden Park you are fully responsible for the crossing at Hampden Park station, the occupation crossing at Vines Number 2 is under your control, however arrangements will need to be made with the signaller at Polegate to protect this crossing on the down line as the down advanced starter at Polegate acts as the protecting signal for the crossing.
The level crossing at Hampden Park has an autoraise facility on it. Owing to the amount of traffic using the road over the crossing you as the signaller should only lower the crossing when a train is actually approaching. Following discussions with former signallers at this location allowing the barriers to raise between trains would be the normal, even to allow just one or two cars through.
As the down line from Polegate is continiously track circuited, you as the signaller on duty are permitted to give train out of section to Polegate as soon as the rear of the train is clear of the track circuit containing the From Polegate Down Home signal even though as signaller you will not have seen the tail lamp of the train pass the box. Please note that this exemption does not apply to the From Pevensey Up Home signal as the block section between Pevensey & Westham and Hampden Park comprises of non track circuited track.
In order to comply with regulation 3.1.2 of the regulations for train signallling on double lines by absolute block signalling the signaller at Hampden Park must ensure that the both the Down line from Polegate and the Up line from Pevensey are clear to a point (no pun intended) clear of the junction at Willingdon. The SimSig signaller at Hampden Park signalbox is currently exempt from applying Regulation 1.4 of the General Signalling Regulations entitled 'Recording of times in the train resister'.
The signal box at Lewes covers the largest geographical area of the East Coastway simulation and is an entrance exit panel housed in the former Lewes 'B' box. The panel has operational responsibility for the area bordered between Kemps Farm Crossing / Kingston Tunnel to the former Beddingham level crossing / just north of Newhaven Town station. All lines in the area are worked according to the track circuit block regulations for train signalling. The signalling is a mixture of 2 and 3 aspect colour light.
Lewes station area is provided with the facility on all the up platforms to allow the calling on of passenger trains, and it should be noted that you are permitted to call a calling on route into platform 2 with the automatic platform starting signal exhibiting a proceed aspect. It is to be noted that platform sharing at Lewes is only permitted for the express intention of attaching or detaching. The signaller at Lewes is provided with two track circuit override controls, these are used in association with shunt moves into platform 5 and shunt moves towards LW58 signal (on the down main just to the left of Lewes station) when there are already vehicles standing on the respective track circuits.
Apart from the signals at Cooksbridge that protect the crossing there is no TORR available on the panel and all routes will need to be manually cancelled following the passage of a train. It should be noted that Lewes signaller has reponsibility for a number of level crossings, the most notable of which is the CCTV crossing at Cooksbridge (See the section on level crossings for details of which panel has lead responsibility for each crossing).
It should be noted by the signaller on this panel that the signal sections on the Newhaven and Brighton lines are very long in places and this should be taken into account for all regulating decisions. Owing to the slow speeds on all routes through Lewes station it should be noted that a free aspect is available on all routes from LW 14 and LW 7 signals. There is one phantom overlap available in the Lewes area and it is drawn to the attention of the signaller on this panel that if a train is routed from LW 58 signal back into platform number 3 the crossover between the down and up East Branch lines will be locked in the normal position until any shunt movement has been confirmed at a stand in platform 3.
The signaller at Lewes has one ground frame under his control and this allows access to the former down loop at Lewes station, this has now been truncated to form a siding alongside the former platform. It should be noted that there is no signalled route from LW 58 shunt signal into the down siding and in order to clear the signal for this move the ground frame must be operated. All the shunt signals have full describer steps, however the attention of the signaller is drawn to the berths on the Up Lewes line in the station area, any description interposed into the shunt berth will, unless LW 2 signal is at danger, step forward into the berth associated with number 2 signal. This will result in a non described alarm when the move takes place towards the country end of the station.
The SimSig signaller at Lewes is currently exempt from applying Regulation 1.4 of the General Signalling Regulations entitled 'Recording of times in the train register'.
The signalbox at Newhaven Harbour covers the two harbour stations at Newhaven along with the single line to Seaford, full responsibility for the line to Seaford was taken when the latter box was finally abolished, although for many years Newhaven Harbour had control of the line when Seaford was unstaffed. The signaller at Newhaven Harbour is provided with a 40 lever elevated frame and fringes with Newhaven Town to the west. The fringe between Newhaven Town and Newhaven Harbour is very short and indeed on the up line the semaphore up starting signal reads directly on to the semaphore up home signal for Newhaven Town.
The single line between Newhaven Harbour and Seaford also the double track Newhaven Marine branch are worked according to the Regulations for Train Signalling by the track circuit block system. The lines between Newhaven Harbour and Newhaven Town are worked according to the Regulations for Train Signalling by the absolute block system. The SimSig signaller at Newhaven Harbour is currently exempt from applying Regulation 1.4 of the General Signalling Regulations entitled 'Recording of times in the train register'.
As signaller at Newhaven Harbour you are directly responsible for 2 level crossings and supervision of a third, see the section on level crossing for details. The signalling controlled by the signaller at Newhaven Harbour is a mixture of semaphore and colour light signalling. There is one oddity to the signalling installation in your area of control and this is the down distant approaching Seaford which comprises of a reflectorised board in place of an actual signal.
As the SimSig signaller at Newhaven Harbour you have one ground frame under your control which controls movements at the run round end of the Marine Station. The user needs to note that all movements at this end of the complex are under the control of handsignals.
The signal at Bishopstone applicable to up services (NH102) clears when a route is set from Seaford to Beach Road crossing and as such clicking on NH102 will have no effect in trying to set a route.
There are a couple of realistic interlocking 'quirks' at the Harbour which are reproduced in the simulation and may catch both the wary and unwary alike. Firstly the point detection on NH18 points are part of the control circuits for NH42 and NH102 signals. Secondly the berth track is required occupied before NH40 lever is released.
In order to allow a train to be signalled from the down platform at Newhaven Harbour to Seaford the interlocking at Newhaven Harbour requires Beach Road Crossing down and the release given (The circle next to the REL label should be solid), this will then release 18 points (Down to Single line) to be released and the route can then be set.
The signalbox at Newhaven Town is responsible for the control of all traffic in the environs of the third station at Newhaven. The signaller at Newhaven Town is provided with a 40 lever elevated frame and fringes to Newhaven Harbour immediately to the left hand side of the station down starting signal. It should be noted that this is a very very short block section with the down starter acting as the down distant for NH5 signal at Newhaven Harbour station. The box also fringes to Lewes. The Lewes fringe is a staggered fringe which on the up line is just before LW20 signal and on the down line between Southease station and Stoor crossing.
The section of line between Newhaven Town and Newhaven Harbour is worked according to the Regulations for Train Signalling by the absolute block system, while the section of line between Newhaven Town and Lewes is worked according to the Regulations for Train Signalling by Track Circuit Block. The SimSig signaller at Newhaven Town is currently exempt from applying Regulation 1.4 of the General Signalling Regulations entitled 'Recording of times in the train register'. In accordance with the Absolute Block signalling regulations the clearing point is the Lewes end of track circuit 'A' as shown on the screen. It is to be noted that 'Newhaven Town Level Crossing' does not constitute an obstruction for the purpose of these regulations.
The signals at Newhaven Town are a mixture of colour light and semaphore signals, with the majority being colour light, indeed the only semaphore signals are the 'From Newhaven Harbour Up Home' and the two shunt signals between the Up and Down lines. In view of the very very short section between the two Newhaven boxes there is no Up Distant signal provided. A limit of shunt disc is also provided outside the box. No TORR is provided on any of the signals within the Newhaven Town signalbox station limits.
You are responsible fully for one level crossing and share responsibility with the signaller on the Lewes workstation for a further four crossings, please see the level crossing section for details of protecting signals.
The signal box at Pevensey and Westham is responsible for an area from just west of Cooden Beach station to just west of Pevensey and Westham station. The signaller at this signal box is provided with an eleven lever elevated frame.
This signal box fringes with Bexhill Signal Box to the east and Hampden Park signal box to the west and the lines in both directions are double track and worked in accordance with the regulations for train signalling by the Absolute Block system. The SimSig signaller at Pevensey and Westham is currently exempt from applying Regulation 1.4 of the General Signalling Regulations entitled 'Recording of times in the train register'. In accordance with the regulations for signalling trains by the Absolute Block the clearing point for the up line is the 'From Bexhill Up Home Signal' (CCV2) and the clearing point for the down line is as shown on the simulation screen. For the purpose of the acceptance of trains the level crossings at Wallsend and Pevensey and Westham are not considered obstructions.
The signalling at Pevensey and Westham is predominately colour light with both the Up Home and Up Starting signals semaphore along with the shunt signal out of the Up Siding. Located at Normans Bay station on the down line is an intermediate block home signal, which is slotted with Havensmouth Level Crossing and is provided with stop or non stop controls for Pevensey Sluice crossing. The correct selection for the train concerned must be made before the route is called from the IB signal. This box in real life is able to work both short and long section working to Bexhill / Bo-Peep Junction respectively, however this facility is not available in the sim at this time. Apart from the two signals which read over Wallsend Crossing (and a special method of operation applies to these two signals, see the simulation operation section for details) no TORR is provided for signals under the control of the signaller at Pevensey and Westham.
As the signaller at Pevensey and Westham you supervise two level crossings and have direct control over a further two crossings, please see the level crossing section for further details. Of the two supervised crossings, one is manned by a level crossing keeper (Havensmouth), in real life this crossing was only manned between certain hours, however in this simulation the crossing keeper(s) are simulated to be working overtime and the crossing is manned at all times.
The signaller at Pevensey and Westham has emergency controls for CCW 5 and CCV 7 signals which are provided for when Bexhill signalbox is switched out to provide protection for Pevensey Sluice level crossing. Although these controls will illuminate in this version of East Coastway they are not intractable with by the user.
The signaller at Pevensey and Westham signal box is provided with two train waiting treadles, located 200 yards on the approach to CCV1 signal and 250 yards on the approach to CCV2 signal. These are shown by two red bars towards the bottom of the workstation boundary.
In real life the signaller would mentally start a two minute timer from when the berth at signal CCV 11 occupied in order to lower the level crossing at Pevensey and Westham station. The barriers at Wallsend would normally be lowered shortly after the AHB crossing at Pevensey Sluice lowered. The SimSignaller is advised to follow this prototypical practice.
The signal box at Polegate is responsible for an area of control stretching from about half way between Wilmington Level Crossing and Bewick to just the Polegate side of Vines No 2 Crossing and is provided with a 20 lever elevated frame.
This signal box fringes to Berwick (Sussex) and Hampden Park signal boxes and the control area comprises of double track both ways and the lines are worked according to the regulations for train signalling by the Absolute Block system. It is to be noted that the Down Main line is fully track circuited and this will affect the method of working between Hampden Park and Polegate on this line. See the special box instructions for Hampden Park Signal Box for details. The SimSig signaller at Polegate is currently exempt from applying Regulation 1.4 of the General Signalling Regulations entitled 'Recording of times in the train register'. In order to comply with the regulations for train signalling the signaller at Polegate must ensure that the Up Main line is clear to the Up Advanced Starting signal and that the Down Main line is clear to a point outside the signal box before permitting the acceptance of a train. For the purpose of accepting a train in accordance with these instructions Polegate Crossing level crossing will not constitute an obstruction.
The signalling in the Polegate is predominately semaphore, the exceptions being the distant signals and the Down Advanced Starter (which also acts as the distant signal for Hampden Park signal box) which are colour lights. No TORR is provided for any signals within the Polegate signal box area. Movements over the emergency crossover for which a ground frame is provided are undertaken by handsignal.
As the signaller at Polegate you have direct control over one level crossing and supervise two further crossings, for details of these please see the level crossing section of this manual.
The following features are provided on the East Coastway Sim
Various penalties are imposed with the Eastcoastway sim and these fall into two types, level crossing and absolute block irregularities.
The following level crossings are subject to road user penalties. All times are in seconds
|Name of crossing||Time without train||Total time down|
|Newhaven Town (A259)||360||480|
These times are 'based' on the amount of traffic using the crossing.
Within the simulation various degrees of penalty are imposed on the user for failure to send and acknowledge train on line to the box in advance. With the exception of the sections between the two boxes at Newhaven which impose the maximum penalty straight away (Due to the short nature of the block section) failure to put the instruments at train on line will result in at least one lesser score penalty before the maximum is applied. You should note that these are accumulative (i.e for a very long block section you WILL get three penalties applied if you fail to operate the block instruments correctly). It should be noted that it is the ACKNOWLEDGEMENT of train entering section that prevents the penalty being applied.
Once the maximum penalty has been applied the instrument will be automatically set to train on line.
The East Coastway simulation recreation of the signal boxes through East Sussex incorporates a simulation of the British Rail Standard 3 position block instruments in use on the applicable lines. The use or otherwise of Absolute Block signalling is selected at the start a simulation setting, however once selected you are unable to change it, this includes after saving and restarting the session.
The operation of these style of block instruments is currently detailed on the Worksop Manual written by Howard Potter and located at the link below (This takes you straight to the AB working section)
Although the operation is the same as Worksop the way the instruments are presented is slightly different as shown in the picture below (which shows the instruments between Polegate and Berwick signal boxes)
In this view you have three block instruments (Two at Polegate and one at Berwick) the left hand most pair are for use between Hampden Park and Polegate, then to the right of the Up and Down labels are the Polegate to Berwick instruments and finally at Berwick you have the Berwick to Polegate instruments. The 'Up and Down' labels are laid out in the same orientation as the tracks below, so the Up line is the top track and the Down line at the bottom. The user is to note that both home and distant normal proving controls are built into the East Coastway block instruments and as such both these signals need to be on and no route set to give a line clear. It is also to be noted by the user that once a train on line has been given and acknowledged you will be unable to clear the section signal. This is even more important to remember if you have a train already at or near the section signal when the previous one clears the section.
The block system between Bexhill (CCW) and Bo-peep Junction (BJ) signal boxes works in a semi automatic form as follows, Signal box prefixes used as above in this description
1) Train from Bexhill to Bo-peep Junction
a) Signaller on the CCW workstation hits the line clear button and after a random time the BJ signaller will accept the train
b) As the train passes CCW signal box the user then sends Train On Line to the virtual signaller at BJ which again is acknowledged after a random time.
c) As the train passes the signal box at BJ the virtual signaller sends train out of section which the CCW workstation then acknowledges.
2) Train from Bo-peep Junction to Bexhill
a) As the train enters the simulation the virtual signaller at BJ will request a line clear from the CCW workstation user which if applicable the user grants.
b) As the train passes the section signal at BJ the signaller there will send train entering section to CCW which again is acknowledged by the user at CCW.
c) Once the train is past the signal box at CCW the user then sends train out of section to BJ which is acknowledged again after a random time.
If the user is working in track circuit block regulations then all the indications will be replaced with "-" in place of a clickable circle.
The following additional phone calls have been programmed into the East Coastway simulation.
1) Three Bridges Panel 5 Signaller - This is to allow the user to request a block to traffic leaving Plumpton when a 'road' user wishes to use Kemps Farm Crossing and to then lift the block to traffic once the crossing is again clear. You can only use this call when the Brighton simulation is NOT connected. It should be noted that using this call will not prevent a train entering the simulation at Keymer Junction, however the signal at Plumpton will be maintained at danger. If you are chained to the Brighton sim then you will need to use the f10 message system to make this request.
2) Bo-peep Junction Signalbox - This is to allow the user to request that a line clear request sent to the fringe signal box is cancelled.
These calls are available when running the simulation in stand alone mode (Call 1) and at all times in Absolute Block mode (Call 2). Also programmed into the simulation are calls from PICOPS and PICOW's when using the 15th October 2009 scenario in relation to their possessions being granted and cleared.
The East Coastway sim recreates a simple representation of distant levers where these were provided as separate levers in the boxes. In order to clear the distant signals you must firstly clear all applicable home, starter and advanced starting signals and once these are exhibiting proceed aspects as shown below.
You then need to left click on the white roundel below the distant signal (in this case labelled #CCW1) and provided the everything is as it should be the signal will then clear as shown below.
Once the train being signalled has passed the distant signal you will be provided with a message in the f7 window to advise of this and you can then safely return the distant signal to caution. However if you fail to return the distant before the train passes the first home signal then a penalty will be imposed for not returning the signal in a timely manner. In this situation the home and distant signal will return to their most restrictive aspects at the same time. Message shown below.
It is to be noted by the user that the 'From Polegate Down Distant' at Hampden Park is incorporated with the Down Advanced Starter at Polegate, when a route is set from PG3 signal this will clear to a yellow aspect, the distant 'lever' is located to the right hand side of the Hampden Park workstation boundary as shown below.
The following features are not currently included in this version of East Coastway.
- Galley Hill Groundframe,
- Newhaven Town Yard,
- Emergency bell communication in track circuit block areas,
- The test call to the Global Crossing Emergency switchboard,
- Closing out facility at Bexhill Signalbox,
The following scenarios are included in the East Coastway simulation
|Option||Easy Mode?||Short description|
|Beginner||Yes||No simulation problems or delays.|
|Timetable Developer||Yes||Use to design and test your timetables.|
|Standard Simulation||No||A standard day of running on the East Coastway line. There is chance of a TSR today. Full S&T cover.|
|Difficult||No||Expect a fair number of problems during your shift today, A fair chance of some failures,delays and speeds. Some S&T staff shortages.|
|Time for the gremlins||No||The signalling equipment on the East Coastway is due for replacement and this shows today. Expect numerous failures,delays and speeds. Severe S&T staff shortage today.|
|Leaf fall season||No||Leaf fall season is now with us. Down come the leaves and drivers are driving according to the conditions!!!|
|Platform 5 closed at Lewes||No||The structures team are attending to repair some damaged coping stones in platform 5.|
|Platform closure at Eastbourne||No||One of the platforms at Eastbourne is closed for litter picking. *|
|Random shift||Depends on picked scenario||One of the above activities will be chosen by the sim at random|
|15th October 2009||No||This scenario is designed for use with the 15th October series of timetables. Any possessions in force on this day will take place in the session. #|
* - This comprises of three separate scenarios each closing one of the platforms.
# - Users of SimSig have enjoyed the 2009 set of timetables, and fixed all day possessions. This is a dedicated scenario created with 15/09/2009 in mind. A feature of this scenario is that any possessions that were in force on the day will feature in the session and will be taken and given up at the appropriate times. It is down to the user to ensure that the requested lines are clear of trains and controlled signals are at danger before granting the Person In Charge Of Possession his signal protection. Possession overruns are possible, and if they occur you will need to deal with the train service as you see fit. The simulation will apply the reminders at the start of the possession however you will have to remove them when the possession ends. See this page for details of how to do this.
All scenarios include the chance of Temporary Speed Restrictions with the exception of Beginner and Timetable Developer.
The following pick of signalling regs are available. Please note that these can only be changed on the first session, and you are unable to change them mid session or when loading a save file.
|Mode of signalling||Regulations in force|
|TCB||Track circuit block applies and all block instruments are inoperable|
|AB||Absolute block applies and the block instruments are fully functioning|
The following form a hints and tips section for the East Coastway simulation.
In many of the absolute block signalled areas the majority of the lines are completely devoid of track circuit indications (for instance at Bexhill the only proper track circuits are from CCW4 to CCW5 and CCW15 to CCW14 signals, however to make life easier for the user I have created track circuits to coincide with where a train would actually be in view of the signaller.
It should be noted that in connection with the above that in many locations with crossovers the clearance of a signal will lock any crossover in rear, for example clearing CCW4 signal will lock the crossover at the Eastbourne end of Bexhill station as the lack of a track circuit would mean the points would have been free to move. However note that in some cases where track circuits have since been added this mechanical locking is still enforced.
The user should be aware that when a route is set from CDB 3 signal this will mechanically lock the junction point work at Willingdon Junction, however once the route is replaced these points are then free to move with the clearance of signal 4. However it is emphasised that best practice is to set the junction to the required position before clearing number 3 signal.
In certain locations full sequential locking was provided and this is recreated within the East Coastway simulation.
Full train operated route release is only provided on the Eastbourne Panel, however the signals over the crossings at Cooksbridge crossing will also release as part of the auto raise on this crossing.
These two level crossings have auto raise with mechanical lever operation. If you lower the barriers on these crossings when there is no train approaching then the barriers will raise straight back up, and should be look upon as an indication of poor working practice. In general terms trains can be considered to be approaching the level crossing at Hampden Park when the train approaching indication is illuminated on the screen for trains from Eastbourne, when you are advised a train is approaching in the message window or a train departs or passes through Polegate station. For Wallsend a train can be assumed to be approaching when it drops off the track circuit at Normans Bay or once you have started the mental timer for occupying the berth at CCV 11 signal.
|Name of level crossing||Type||Workstation Responsible||Up line protecting signal||Down line protecting signal|
|Beach Road||RC||Newhaven Harbour||NH40||NH5|
|Hampden Park||Manual Barriers||Hampden Park||CDB3||CDB17|
|Havensmouth||Crossing Keeper||Pevensey and Westham||CCW5||CCV7|
|Kemps Farm||Accomodation||Lewes (1)||LW92||T467|
|Lower Barn No 1||Accomodation||Berwick||BK3||BK41|
|Newhaven Harbour||RC||Newhaven Harbour||NH40 / NH35||NH5 / NH7|
|Newhaven Town||Manual Barrier||Newhaven Town||CCO36||CCO29|
|Pevensey||Manual Barrier||Pevensey and Westham||CCV3||CCV11|
|Pevensey Sluice||AHB||Pevensey and Westham||CCW5||CCV7|
|Stoor||Occupation||Newhaven Town / Lewes||CCO36||LW17|
|Tarring Neville No 1||Accomodation||Newhaven Town / Lewes||CCO36||LW17|
|Tarring Neville No 2||Accomodation||Newhaven Town / Lewes||CCO36||LW17|
|Tide Mills||Occupation||Newhaven Harbour||NH102||NH5|
|Vine Number 2||Occupation||Hampden Park||CDB4||PG3|
|Wallsend||CCTV||Pevensey and Westham||CCV1||CCV9|
|Wilmington||AHB||Polegate / Berwick||PG13||BK13|
(1) Kemps Farm Crossing is protected by both the Lewes and Three Bridges Panel 5 signaller, in the simulation a phone call is available to the Three Bridges signaller (When not connected to the Brighton sim) to request the block to down trains when a user is waiting to cross. It is highly recommended that you (The Lewes signaller) request and get this block before authorising the crossing use.
This is an 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 . Use the built-in Find function (Ctrl+F) to locate signal numbers.
|CCV||Pevensey and Westham|
*Fringe box, signals not controlled in this simulation
The following splash screens come with the East Coastway simulation
Locations are the Signal box codes
|Splash 1||1F32 approaching crossing on down||CDB||Luke Arnold|
|Splash 2||2D35 in down platform||CDB||Luke Arnold|
|Splash 3||2F69 approaching on down line||CDB||Luke Arnold|
|Splash 4||Full Diagram||BK||Luke Arnold|
|Splash 5||Block Shelf||CDB||Luke Arnold|
|Splash 6||Brighton and Cooksbridge end of panel||LW||Luke Arnold|
|Splash 7||Signal CCO29||CCO||Luke Arnold|
|Splash 8||Full Diagram||CCO||Luke Arnold|
|Splash 9||Exterior View||CCO||Luke Arnold|
|Splash 10||Full Diagram||CCW||Luke Arnold|
|Splash 11||CDB3 and signalbox from up platform||CDB||Luke Arnold|
|Splash 12||Down line block repeater||CCO||Luke Arnold|
|Splash 13||Down signal repeaters and no29 backlock with repeater||CCO||Luke Arnold|
|Splash 14||Early morning view september 2009||CCO||Luke Arnold|
|Splash 15||A view of the full frame||CDB||Luke Arnold|
|Splash 16||General view of frame and block shelf along back wall||CCO||Luke Arnold|
|Splash 17||Level crossing and box from footbridge||CCO||Luke Arnold|
|Splash 18||Level crossing and down starter viewed from down platform||BK||Luke Arnold|
|Splash 19||Level crossing and station viewed from south windows||CCO||Luke Arnold|
|Splash 20||Lewes and Southerham Junction areas||LW||Luke Arnold|
|Splash 21||Looking north from footpath crossing||CCO||Luke Arnold|
|Splash 22||Exterior view of the box||LW||Luke Arnold|
|Splash 23||NH block instrument front view in operation||CCO||Luke Arnold|
|Splash 24||Panel operating room||LW||Luke Arnold|
|Splash 25||Station and box viewed from footbridge looking north||CDB||Luke Arnold|
|Splash 26||Up train waiting indicator for no37 operated by treadle A and cleared by treadle B||CCO||Luke Arnold|
|Splash 27||View eastwards from window||LW||Luke Arnold|
|Splash 28||View towards station from west window||LW||Luke Arnold|
|Splash SM1||An Ore to London Victoria service depards Bexhill, note the original headcode used by these services||CCW||Stephen MacPhail|
|Splash SM2||Looking towards Galley Hill from the London end of Bexhill station, Galley Hill's Down Distant is visible in the distance||CCW||Stephen MacPhail|
|Splash SM3||Box Diagram for Galley Hill Sidings cabin||CCW||Stephen MacPhail|
|Splash SM4||Looking towards Bexhill from Galley Hill Sidings cabin||CCW||Stephen MacPhail|
|Splash SM5||Galley Hill Sidings cabin block shelf||CCW||Stephen MacPhail|
|Splash SM6||Galley Hill Sidings shot from the adjacent cabin||CCW||Stephen MacPhail|
|Splash SM7||Galley Hill Sidings cabin taken from within the Sidings complex||CCW||Stephen MacPhail|
|Splash SM8||An Ore to London Victoria approaches Galley Hill Sidings cabin||CCW||Stephen MacPhail|
|Splash SM9||Galley Hill Sidings cabin looking towards Bexhill||CCW||Stephen MacPhail|
|Splash SM10||Pevensey Bay station looking towards Wallsend Crossing Signalbox||CCV||Stephen MacPhail|
|Splash SM11||Inside Wallsend Crossing Signalbox, note the distants are showing as disconnected||CCV||Stephen MacPhail|
|Splash SM12||Wallsend Crossing Signalbox diagram. The diagram shows as Pevensey Bay Halt, although the box nameplate shows Wallsend Crossing||CCV||Stephen MacPhail|
|Splash SM13||Southerham Junction diagram showing the original junction layout||LW||Stephen MacPhail|
|Splash SM14||Interior shot of Southerham Junction Signalbox||LW||Stephen MacPhail|
East Coastway - 1.6 (Released 2020-12-08)
East Coastway - 1.5 (Released 2020-05-08)
- 0030378: [Simulation] TCCVAA3 not set to clear when dynamic possession is given up on groundhog scenerio (drivercurran) - resolved.
- 0029120: [Simulation] Bexhill TIPLOCS (drivercurran) - resolved.
East Coastway - 1.4.2 (Released 2019-02-04) [ View Issues ]
- 0023341: [Simulation] Bo Peep Junction Line Clear (drivercurran) - resolved.
East Coastway - 1.4.1 (Released 2019-02-03) [ View Issues ]
- 0023332: [Simulation] DLCONC12 one place to the right (drivercurran) - resolved.
- 0023331: [Simulation] LCCCWBJC12 not flashing (drivercurran) - resolved.
East Coastway - 1.4 (Released 2019-01-12) [ View Issues ]
- 0022923: [Simulation] Alter AB working including removal of CFLASH, CFLASHHIGH and CFLASHLOW (drivercurran) - resolved.
East Coastway - 1.2 [ View Issues ]
- 0017403: [Simulation] Auto Raise Issues - version 1.1 - Hampden Park and Wallsend (drivercurran) - closed.
East Coastway - 1.1 [ View Issues ]
- 0015746: [Simulation] Working of Hampden Park LC (drivercurran) - resolved.
- 0015838: [Simulation] Stopping position, Polegate (drivercurran) - closed.
East Coastway - 1.0.1 [ View Issues ]
- 0015824: [Simulation] BK 14 overlap (drivercurran) - resolved.
- 0015799: [Simulation] Missing label (drivercurran) - closed.
- 0015791: [Simulation] Signal CDB2 has TORR enabled (drivercurran) - closed.
Last edited by Steamer on 09/12/2020 at 19:10