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To our great friend Peter Kitcher (aka lever puller). You always dreamed of an Australian sim so here it is. Without you this group would never have come together and this sim would not have happened. We are forever grateful.
Welcome to the New World and welcome to southern NSW regional signalling, home of long slow trains, vast distances and few places to reorder traffic. This sim covers 420 route kilometres (250 miles) with only TWO workstations!!! Interstate container trains can run at lengths reaching 1,500 metres.
You'll find Moss Vale is a huge departure from the hectic urban sims we're used to with volumes of trains and, more often than not, more trains than tracks. Moss Vale, on the other hand, is like a game of Chess. It's about strategic thinking of how to regulate your trains to prevent massive delays .... and it doesn't take much to get it wrong! There are long, long sections of double track with nowhere to refuge a slow freighter to allow a faster train past. As you learn this sim, the timetable is your friend! Letting a freighter go out of timetable order can result in huge delays to a following passenger train. It is strongly recommended you start out by having delays set to zero and running everything on time. Once you get the feel for the game, then ramp up the "interest levels" (IE: faults and delays).
For all scenarios except "Unanderra closure", the game will start with the Down slot (Unanderra - Dombarton) already granted on the Down line and the Up slot being requested on the Up line (which is granted about a minute into the game).
Reminders are applied to all infrastructure booked out of use.
The Up line between Unanderra and Dombarton is closed. No slots are given or requested on game start up in this scenario. Things you need to remember in this scenario:-
1. Familiarise yourself with how the slots work on this section. This information is detailed in the Locations information section for Unanderra - Dombarton, below. When a train leaves Unanderra, best to revoke the Down slot as soon as the train passes signal WG1025D to prevent a second train following against your wishes.
2. You cannot cross trains at Dombarton. If a Down train has left Unanderra, be careful not to let an Up train depart Summit Tank or vice versa, else you'll end up with a nose to nose at Dombarton.
The line through the Down platform at Harden is closed. All traffic is via the Up Main or Up Goods lines.
Route lines on the Phoenix control system ends at the signal at the end of route and does not extend to include the overlap. In other words, overlaps are invisible. On game start up, overlaps can be made visible by selecting one of the game modes listed below. Since NSW overlaps can be very long and pass multiple signals, overlap route lines are brown, to avoid confusion.
Easy: Overlaps are visible, train ID's will auto insert from yards and sidings
Intermediate: Overlaps are visible, train ID's will NOT auto insert from yards and sidings
Realistic: Overlaps are NOT visible, train ID's will NOT auto insert from yards and sidings
We do things differently Down Under!! Signal aspects, train numbering, operational practices, all different to the UK. If you're eager to just dive in and have a go, these are things you will need to know in order to play this sim:-
First and foremost, Signallers are an endangered species in Australia. They can only be found these days in the Sydney and Melbourne Metro areas. Everywhere else has gone to the "Network Control Officer" (NCO) model. An NCO is a Jack-of-all-trades, carrying out the duties of Signaller, Train Running Controller, Incident Controller and, in regional Control centres, all support activities. Duties and job titles vary from state to state. In this manual, the term "Controller" refers to an NCO and usually in reference to his/her duties as a Signaller.
These are listed in order of priority from highest to lowest. If a situation would result in a track circuit having multiple colours, only the highest priority colour will show. EG: If a track section has both an overlap and a stacked route, only the overlap colour will show:-
|Route set (white in UK)||Green|
|Overlaps||Brown (if option to display overlaps is selected)|
|Unoccupied track-circuited or axle countered track (grey in UK)||White|
|Non track-circuited track (Hollow grey in UK)||Solid grey track. Some yard tracks are shown as hollow track|
|Flashing red signal||Approach locking active (same as UK but also displays when a train passes a signal)|
|Flashing green signal (panel signals mode only)||Conditional clearing active|
|Points locked by interlocking||Red|
|Reminder on points||Blue|
|Shunt signals||Yellow (white in UK)|
|Overset (Preset) shunts||Yellow or green|
|Shunt exit arrows||Yellow|
|Platforms||Dark green outlines|
|Level crossings (Road vehicles)||Double vertical grey lines|
|Level crossings (Pedestrians)||Single vertical grey lines|
|"Stop" Hand signal||Red triangle pointing in the direction of travel|
|"Proceed" Hand signal||White triangle pointing in the direction of travel|
|Location Board (like a Distant signal permanently at Caution)||Yellow triangle on a post|
Refer to the NSW guide to Signalling located here
Red rectangle on a signal post with 'LOS' next to it is a Shunting Limit board.
Red rectangle on a signal post without 'LOS' next to it is a STOP board.
Click on the LOS board or STOP Board to complete a route.
Some Stop Boards can be clicked on to authorise a train past. These are explained in the Location sections.
Regional NSW signalling is done on the cheap. Therefore minimal signals. Every interlocking location has Yard Limit Boards (YL's). Within these zones, you may verbally authorise any movement on any line in any direction if a signalled route won't take you there or it is necessary to pass a Stop Board or LOS Board. Just don't go outside Yard Limits and remember to protect the movement with reminders!!! (Most locations are configured that a train authorised to approach a YLB will stop at the YLB).
So, if you can't get to a location by signal or ground frame handsignal, then set and lock your points and call the Driver past. This is considered normal operational practice in NSW. At some locations, regular, unsignalled shunt moves are performed by running a train clear of a set of points then reversing. Special handsignals have been configured for these locations and are released like a ground frame. Directions on how to use these are within the location information sections.
At Moss Vale and Goulburn, the Down side yards are configured such that trains may exit into the yard or remain in sim on the Through Road. This allows the player more space to park trains (as is done in real life). Details on how to work these yards is detailed in the location sections.
It is common practice in Australia to have a Shunting Limit Board between Running (Main) signals in the same direction of travel. On this sim, they can be found at Moss Vale on the Branch line and at Cunningar. Signalling trains to or past these boards is as follows:-
To perform a Shunt move, click on the signal then end the route by clicking on the LOS Board. The signal will clear to a Shunt aspect. The train will not pass the LOS and will reverse, if timetabled to do so.
To perform a Running move, click on the signal then end the route by clicking on the Next Main signal. The signal will clear to a Running aspect. The train will pass the LOS at track speed and continue.
NSW Ground Frames use a double releasing method. First, a Releasing Key is removed from a Keyswitch Box near the frame. The key is inserted into the lock located on the frames Releasing Lever and unlocks that lever.
To operate a Ground Frame:-
1. Controller gives the release.
2. Shunter waits until Release lamp lights (Some frames have lengthy release timeouts).
3. Shunter takes frame by clicking on the key switch (May be labelled Annett, Fortress, Duplex or Operator Key).
4. Operate frame in the usual way.
Some ground frames are located on very long track circuits. To assist the player, track diagrams and train position lamps have been provided to assist with train movement information.
"Moss Vale", as the sim name, is only a simple reference to the junction station located towards the eastern end of the sim and probably the busier of the three major locations on the sim, at least as far as passenger traffic goes. The sim itself represents "Main South A" and "Main South B" workstations of ARTC's Network Control Centre South (NCCS) prior to workstation boundary reshuffles in 2014.
Refer to the Main South Overview for a broad overview of lines mentioned in this paragraph:-
NCCS controls the interstate trunk lines from Port Botany (Sydney) and Port Kembla (Wollongong) to Cootamundra, a major junction location on the Main South line. From there, NCCS continues control of the line south into Victoria as far as the northern outskirts of Melbourne. NCCS also controls north from Cootamundra to Parkes continuing west to Broken Hill on the South Australian border and some branch lines. These lines form part of the national Defined Interstate Rail Network (DIRN) which links all Australian mainland state capitals and several key terminals and ports on a single standard gauge network. The control centre itself is located in the rural NSW township of Junee which is approximately half way (by rail) between Sydney and Melbourne.
This workstation controls the Main South line from Picton (exclusive) through Moss Vale to Joppa Junction (inclusive) in Goulburn.
Refer to Main South for this portion of line.
"Main South A" also controls the line from Unanderra (exclusive) in Wollongong across the mountainous Illawarra Escarpment to join the Main South line at Moss Vale.
Refer to the Unanderra Branch for this portion of the line.
"Main South A" fringes with the following signalling or Control centres:-
- Picton: NCCS "Sydney 3" Controller.
- Berrima Jct: Pacific National Controller, Enfield (Sydney) for the Berrima Boral Sidings.
- Medway Jct: Pacific National Controller, Enfield (Sydney) for line to the Marulan Boral plant.
- Joppa Jct (west): NCCS "Main South B" Controller.
- Joppa Jct (south): John Holland "CRN Southwest" Controller, Mayfield (Newcastle).
- Unanderra: Unanderra panel Signaller at Wollongong Signalling Centre (overseen by the "South Coast" Train Controller located in the Rail Management Centre in Sydney).
"Main South A" handles all passenger services that run regularly on this sim. Most are interurban services ex Sydney (via Picton) that terminate at Moss Vale with some extending through to Goulburn. Regional services continue through to Canberra, Melbourne (Southern Cross) and Griffith. The world famous Indian Pacific does not operate on this line under normal circumstances, but can be diverted this way during track possessions of the Main West lines across the Blue Mountains. This workstation also sees a host of different freight traffic including interstate intermodal traffic, grain, limestone, blue metal, coal and regional container traffic.
This workstation picks up from "Main South A" at Joppa Jct and continues control of the line through to Cootamundra (inclusive) and the first section of the Parkes/Broken Hill line from Cootamundra to Stockinbingal.
Refer to Parkes - Stockinbingal for the latter portion of line.
"Main South B" fringes with the following Control centres:-
- Joppa Jct: NCCS "Main South A" Controller.
- Cootamundra (south): NCCS "Main South D" Controller.
- Stockinbingal (north): NCCS "TOCO" (Train Order) Controller.
- Stockinbingal (west): John Holland "CRN Southwest" Controller, Mayfield (Newcastle).
As far as passenger traffic goes, "Main South B" only sees the 2 daily return Melbourne XPT services and the once a week Griffith Xplorer. Diverted Indian Pacific services will run on this workstation. Freight services include Interstate intermodals, regional container traffic and lots of grain traffic. Cootamundra itself being a major hub for grain services.
Not used and not available on this simulation.
Not used and not available on this simulation.
Yes, at key locations.
Australian legislation does not require that level or pedestrian crossings be visually monitored, except those identified in safety cases or interlocked with a local Signal Box. Even less prevalent are crossings that are manually activated (again, only those interlocked with a local box). Many rural level crossings that do have active protection (IE: lights and bells) do not have boom arms. All level crossing on this sim are to be treated as if it were a standard SimSig AHB, even if it is a pedestrian crossing. The unusual arrangement at Harden will be explained in the location information section.
Yes, and it's very flexible!! When any Main route is cleared over any available route, that signal can be placed in "Auto" mode. It does not matter if the signal leads to a single line or onto an off-sim branch, provided it's a Main route and not a Shunt/Call-on route, the Auto function will work. This is as per real life. That said, some signals, those governing entry to Train Order lines, have had the Auto function removed as it incorrectly allows multiple trains into a Train Order section.
Yes. Long routing is not new to SimSig. It has been available on the Stafford sim for many years. That said, the long routing on that sim is limited and only applies to specific routes through Stafford interlocking only. On a Phoenix workstation, long routing is available between any two signals where a valid route exists! Well, almost. Long routing is not available for shunt signals, either subsidiary, or stand-alone. On this sim, it is available for any Main route called between any two signals, provided the first signal selected is a controlled signal. Long routes cannot be commenced from automatic signals but can be ended on one (usually the first auto signal in the section).
Long routing introduced to Simsig will follow a standard and, in this case, is not like that used on Phoenix. Functionality is as follows:-
1. When a signal is selected to commence a route, all valid exit objects (IE: signals, *exit arrows, LOS Boards etc) are highlighted in purple.
2. Distance limitations which cannot really be defined are imposed. Although it is possible on Phoenix to set a long route from Tahmoor all the way to Cootamundra, the SimSig long route code does not allow for this. Just use several smaller long routes and be guided by the purple highlighted signals.
3. The long routing used in SimSig is not prototypical for this sim and actually offers more flexibility than Phoenix offers. This comes in the form of obstruction avoidance. If you call a long route and an obstruction is encountered (EG: collared signal, keyed points, occupied track etc) and there is an available detour route around the obstruction, the long route MAY take the diversionary route. Be mindful of this however. In some cases, the long route will set as far as the first obstruction and stop.
Warning If the main route between two signals is clear but would not set up due to overlap conditions, but a diversionary route is available and not hindered by overlaps, the long route will set up via the diversionary route.
Yes!!! Route stacking is available in many signalling/control centres around the world and is a new feature for SimSig. For those unfamiliar with the concept, route stacking is the ability to set a route which conflicts with a pre-existing set route. If certain conditions are met, the new route is "stacked" (IE stored) until it becomes available, at which time, it will set up and clear. Especially helpful on single line sections, when the Controller (Signaller) has formulated a traffic plan, he/she can preset routes for opposing trains and they will clear as each route becomes available, freeing up the Controllers attention for other duties.
On Simsig, if a route is stacked, a green arrow will flash to indicate a stacked route COMMENCING at that signal. A red flashing arrow indicates that a stacked route ENDS at that signal. A stacked route is also identified by a yellow route line subject to route colour priorities listed above. NOTE: If a signal has a stacked route ending there (red arrow) and another begin at the same signal (green arrow), only the green arrow will show.
A list of current stacked routes can be found by clicking "Show" in the menu bar then selecting "Stacked routes". Where a signal has a stacked route set, an additional function, "Cancel stacked route" appears in that signals right click menu. If a signal is showing a Proceed aspect, clicking "Cancel stacked route" will not cancel the cleared signal, only the stacked routes.
WARNING!!! If a signal is cleared and has stacked routes set, cancelling the cleared signal may result in the next stacked route clearing, if conditions are met for that route. If you don't wish for this to happen, cancel all stacked routes first THEN cancel the signal itself.
How to use route stacking
SimSig cannot currently handle combined long/stacked routes, even though signals well past a conflict will highlight purple as an available route end point.
A Long Route request will be accepted if the route from the second last signal to the last signal is stacked.
If an attempted is made to set a long route further than this, the entire route will be rejected.
Long stacked routes cannot be set. Stacked routes must be signal to signal.
Routes will stack over a keyed set of points - the route setting up once the points have been unlocked.
Routes will stack into another route that has its entry signal set in Auto mode.
If a route is set and the signal clears, attempting to set the same route over the top of it will not stack. Use Auto function.
Routes will not stack into Train Order sections.
Overlaps are not checked for stacked routes. If the track is clear between two signals but a stacked route is in the overlap of that signal, the route will set up, the overlap of which will "gazump" the stacked route. The stacked route within the overlap will then remain stacked until the overlap has timed out.
Some ways routes are set slightly differ to UK sims. Location specific idiosyncrasies will be detailed in the applicable location information section. Otherwise it is listed here.
Shunt routes: Because NSW shunt and Call-on aspects are a single yellow light, NSW sims modelled on PC based workstations will show YELLOW shunt exits, not white. NOTE: No such thing as a Warner Route in NSW but there is a similar aspect called Low Speed, none of which are selectable.
There are some areas where train location and signal aspects are not returned to the workstation. When a train "disappears" into dark territory, the Train ID will "jump" to an approach berth at the other end of the dark territory section. When more than one train is in the dark territory, only the leading trains' ID can be seen in the approach berth at the exit end. When the leading train reappears at the other end, the Train ID will move to the occupied track and the ID of the next train (if there is one) will appear in the queue berth. It is not necessary for players to manually move the train ID's forward (except as described below). If players need to keep track of what is in the dark section, it is recommended to use sticky notes.
If Aylmerton crossovers are used, or if a track circuit fails within any of the signal dark territories, the train ID stepping function within dark territory will not operate correctly. It is recommended that sticky notes or pen and paper be used to keep track of train positions (per real life).
NOTE: If your F3 settings have "Right click cancels route" deselected, right clicking on a greyed signal within signalled dark territory has the same effect as a normal signal (IE: The popup signal menu will appear). "Interpose/Cancel train description" functions will work as normal, however, the train description will be added to the queue berth at the end of the signalled dark territory. If you are unsure where your trains are, you can select "Interpose Train Description" to see if a train number is at that signal or not. This can also be used to move train descriptions forward during TC failures (if you know where the failure is).
There are several locations throughout the sim where multiple track circuits exist in the field but are grouped together and shown as one track circuit to the Controller. Many of these will have one or more signals on what appears to be the same track circuit. The indications you see will appear strange but they are correct. If Panel signals mode is NOT selected, intermediate auto signals on these long track circuits will remain at Proceed then step back to red as the train actually passes the signal. This setup may also return strange TD stepping action.
Four fringe locations on this sim lead to a line operated under the Train Order system of safeworking. These are Medway Jct, Joppa Jct and both fringes at Stockinbingal. In real life, for trains entering Train Order Territory, the train Driver will contact the relevant Controller directly and request a Train Order. That Controller will issue the Order directly to the Driver. The NCCS Controller plays no part in that process. Once the Order is issued and becomes valid, the Driver will then ring and advise Train Order number and read-back time. Once this is done, the signal permitting entry to the Train Order section may be cleared.
For a train entering Train Order Territory, YOU must ring the relevant Controller and request a Train Order be issued. You do not need to nominate which train it is for. There will be up to an eight minute delay between requesting an Order and one being issued. Keep this in mind before a train arrives at the fringe location in order to have an Order issued before the train gets there. Don't ring too early though, as once an Order is issued, trains scheduled to enter that location will not appear and may be delayed. Once the order is issued, "TRAIN ORDER ISSUED" will appear in pink text near the fringe location. You may then signal the train into Train Order Territory.
When a train enters Train Order Territory, "TRAIN ORDER ISSUED" disappears. Another Train Order cannot be issued for a following train until the first train reaches the other end of the section. Use your F2 Train List to see if the train in section has arrived.
Unless a Train Order is issued for a Down train, Up trains will enter the sim without interaction from you. Because some sections are long (more than 20 minutes sectional running time), the Driver will ring you to let you know he is approaching your area.
In real life, the Driver will contact the relevant Controller and have the order cancelled. A conversation will have already occurred between you and the Driver about the altered train working requirements. At this stage, you would cancel the signal route onto the Train Order section and do not require confirmation that the order is cancelled. If a different train then needs to enter Train Order Territory, that Driver would contact the relevant Controller and the whole process would be repeated. This is because a Train Order is issued to a specific Driver, Train ID and lead locomotive (or driving cab unit number for a DMU).
In SimSig, Train Orders are not issued to a specific train like they are in real life. If an order has been issued for a Down train and you no longer wish to send the train, you must first cancel the signal route onto the Train Order section. Once this is done, YOU are required to ring the relevant Controller and request the Order be cancelled. Because this process takes several minutes in real life, it will take several minutes in sim. If, however, you are going to send a different train onto the same line, unlike real life, you may leave the issued Train Order in place for the alternate train.
Ground Frames in regional NSW are worked quite differently to UK. Unfortunately, it has proved too difficult to replicate in sim (but we're still working on it)!! As such, it will be necessary to set and lock points and call Drivers past signals in order to access some frame released sidings.
At busier locations, half routes have been set up in order to expedite the movement of traffic. These are detailed in the location sections.
Real life data, albeit not exhaustive, on all locations can be obtain at these weblinks:-
ARTC Network Information Books (note that control boundaries have changed since the era of the sim. All NIBs are included that covers the area of the sim)
Where a location has a siding or exit, the train will exit the sim unless stated otherwise in the location details.
This double track section is signalled for full bidirectional operation, however, left-hand running (same as UK) is the norm. You control the Dombarton end, the other end is controlled by the Unanderra panel Signaller at Wollongong Signalling Centre. Each line is slotted in both directions so whomever needs to dispatch a train may need to request a slot from the other end.
All slots are persistent, both lines, both directions (IE: each slot granted will remain active for following trains until it is revoked). Therefore, under normal circumstances, it is not necessary to request slots for each train.
Assuming no slots are given, this is how the system works:- To send an Up train, ring the Unanderra signaller and request the slot for the track you wish to run the train on. When the slot is granted, "UM CONTROL" or "DM CONTROL" will appear in red near signal WG1052. This is your Slot indication (no roundel). For Down trains, if a slot is granted on either track, the Unanderra Signaller will send the train on that track without asking. BE AWARE OF THIS!! Use caution and revoke slots as needed to regulate your traffic during out-of-course running.
If no slots are granted, the Unanderra Signaller will ring and ask for a slot (see "Known issues" about this function). You get to decide which track to send the train and the Unanderra Signaller will dispatch the train to whichever slot you grant. If both slots are granted, the train will enter on the track it is timetabled to enter on.
To grant a Down slot, click the roundel adjacent "UM ACCEPT" or "DM ACCEPT" as needed. When the slot is granted, the slot text will turn red. (The roundel will be removed in a future update. New instructions will be provided with the update).
Dombarton was meant to be the junction of the ill-fated Dombarton - Maldon line (Maldon is located just north of Picton just off this sim). Construction commenced in the 1980's but a change of government saw the project scrapped before completion. There have been talks recently about completing the project but nothing, to date, has been agreed upon.
All signalling on the operating lines here were installed in readiness for the new line. As a result, there are some unusual situations where, for example, a signal has junction aspects but no junction!!
There is a fairly serious downhill grade for Up trains between Summit Tank and Dombarton. Because of this, a Runaway Siding was installed facing Up trains descending the Illawarra Escarpment. When a route was set for an Up train to depart Summit Tank, the points leading into the Runaway Siding would automatically set for the siding then lock. The Up train approaching Dombarton would have its approach speed measured by track circuit occupation time. If the timing circuits proved that the train was travelling at a safe speed, the points would unlock and the Signaller could then set a route towards Unanderra.
This functionality no longer exists and alternative procedures are now in place. The circuitry affecting the siding points has been removed and a route can be set at any time. As such, this functionality is not included in this sim. The Runaway Siding is now booked out of use and will be locked and collared on game start up. An operational Runaway Siding may be provided in a future release with an earlier era.
If the player so desires, the Runaway Siding can be unlocked and used. Trains entering the siding will remain in sim.
These loops are signalled differently to the rest of the sim. All stop signals are only 2 aspect (R/G). The Home Arrival signals also have a Low Speed signal with a stencil route indicator which displays 'M' (Main line) or 'L' (Loop). Some locations also have a Shunt signal which uses the same stencil indicator.
The Home Arrival signal will only show Green if:-
1. Route is set for the Main Line, and
2. The Home Starting signal is displaying a proceed (Green) aspect.
The Home Arrival signal will display a Low Speed aspect if:-
1. Route is set for the Main but the Main Home Starter is at Stop, or
2. Route is set for the loop (even if the Loop Home Starter is at Proceed).
The Distant Signal will only step up to Green after both the Home Arrival and the Home Starter (Main) are showing a Green aspect.
Simultaneous entry is not permitted at any of these locations.
Summit Tank is located at the top of the Illawarra Escarpment. Shunting signals have been provided here to allow attaching or detaching of bank engines (rare these days). Detaching of bank engines is a follows:-
Front of train: Trains with bank engines on the front are to be stopped at signal 31/5. Bank loco(s) will detach there.
Rear of train: Trains with bank engines on the rear are to run through Summit Tank then stop with the rear of the train clear of signal 31/6. Bank loco(s) will detach there.
Trains entering the siding will remain in sim.
Most trains for Tahmoor Colliery approach from Moss Vale and have locomotives on both ends. These trains will stop clear of 305 signal and reverse onto the colliery balloon. Departing trains are routed onto the Down line clear of 303 signal thence back to Moss Vale.
There is no route from signal 304 to the Down line LOS board.
Trains entering Tahmoor Colliery remain in sim.
Tennessee has emergency crossovers operated by a single ground frame. There is a 5 minute (300sec) timeout between granting the frame and being able to take the release key. A release light will illuminate on the frame when the release key can be taken. Only one crossover can be operated at any one time. Taking the release for 'A' crossover locks the release lever for 'B' crossover and vice versa. Hand signals are only provided for trains being signalled FROM the wrong running direction. Trains detained at signals must be called past those signals.
Aylmerton is within "dark territory" and is a little harder to manage. Additional track circuit indications are provide on the groundframe to assist with train location. It is highly recommended to use either sticky notes or pen and paper to keep track of where your trains are (this is per real life).
The operation of Aylmerton ground frame is identical to Tennessee, including 5 minute timeout.
Currently booked out of use but will be made available in a future release.
Currently booked out of use but will be made available in a future release.
Berrima Jct provides access to the Berrima branch where one of the many Boral Cement or limestone facilities are located. There is a small yard just inside signal BJ83 then a single line section to Berrima, operated by Staff & Ticket. The Staff Working is managed by Pacific National (PN) Control, Enfield, and does not form part of this simulation.
Permission must be obtained from PN Control, Enfield to admit a train to Berrima Sidings. Currently, signals into Berrima Sidings will not clear without a train first having permission to enter.
Moss Vale is the main terminus for interurban trains from Sydney. Endeavour (DMU) stabling roads are located in the Up Sidings. Most shunting of DMU's occur via Frame D. Frame E is rarely used. On the Down side are the Branch Storage sidings and are accessed via frames C & F. One track has been configured to keep trains in sim (THRU RD). Frame G is permanently booked out of use.
CAUTION: Drivers of through Main Line trains will not call wrong route at signals set off path where there is a subsequent signalled route (EG: via the Down Loop) to return the train back to the Main Line. Be aware of this, especially when 1400+ metre superfreighters are involved as heavy delays can occur.
A regular move at Moss Vale is for DMU's to exit Frame D onto the Up line and stop clear of the Block Joint for 149 points. The train is then flagged back into platform 1. A special handsignal "HS1" is located at the TC break for this purpose. Operation of this is detailed below.
NOTE: It is NOT necessary to use HS1 hand signal for trains being shunted from signals MV74 or MV84 into Frame D sidings.
The Station Manager, Moss Vale must be called to be advised of trains entering the Up Sidings.
For a train to enter, take the release, set the points and the Yard points as needed. A shunt route can then be cleared from signal MV35 into the sidings.
For a train to exit, take the frame and set the yard points as necessary. Clear the required hand signal.
For a train to shunt frame F, obtain the release which will set and lock 152 points Reverse. A Handsignal will appear for Up moves adjacent signal MV67. A Down train can be reversed here. A "half route" is available for Up trains approaching from signal MV74. With Frame F taken and points set as needed, clear the Refuge handsignal into the Siding. You can then set a route from MV74 to MV54 which will set a half route from MV74 to the handsignal. This is kind of similar to real life operations.
Exiting trains are worked same as Frame C.
For a train to shunt frame E, obtain the release which will set and lock 143 points Reverse. There are no signalled routes for Down trains to enter the Up Refuge or approach Frame E. For a Down train to enter Frame E, set and lock your points then enable handsignal HS2. Release Frame E and set the points and handsignals as needed. Authorise the train sitting at signal MV35, MV37 or MV39 to pass that signal and approach HS2.
For an Up train to exit, take the frame and set the points as necessary. Clear the required hand signal.
This frame is used heavily for shunting DMU's in and out of the Up Sidings. For a train to enter frame D, take the release and set the points and handsignals as needed. A "half route" is available for Up trains approaching from signal MV74 or MV84. With Frame D taken and points set as needed, clear the Refuge handsignal into the Siding. You can then set a route from MV74 or MV84 to MV62 which will set a half route to the handsignal.
For a train to exit frame D, take the release and set the points. Set and lock any other points towards the line you wish the train to go to. Operate the Handsignal for the train to exit.
To shunt a train to platform 1, take frame D as shown above. Also take the "Moss Vale Handsignals" release and click the "Show CP handsignals" button. A second red triangle will appear near "HS1". If timetabled to reverse on the Up line, the train will stop clear of HS1. Once the train has exited the sidings and has stopped clear of HS1, unlock 149 points, move them to Normal the relock. Use HS1 to flag the train into the platform. NOTE: It would be wise to place reminders on signal MV88 & MV84 and key 158 points Normal during this process. If a Down train is not timetabled to reverse at HS1, it will keep going in the Down direction on the Up line but will stop at the End Yard Limit Board, located on the back of signal MV88. This WILL result in signals 150.2 and 152.6 being restored to red.
To shunt a train to platform 2, simply reverse the train behind MV74.
Note: HS1 is only needed for reversing moves between the sidings and platform 1. It is not required for Up moves from MV74 or MV84.
Unlike Tennessee and Aylmerton, Bundanoon has separate release keys for each side of Frame C. That said, still only one set of points can be operated at any one time.
Trains entering the siding will remain in sim.
Trains entering any of the sidings will remain in sim.
Medway Jct provides access to the Marulan Boral plant sidings (not to be confused with the double line section to Marulan passenger station). Trains between Medway Jct and Marulan Boral are worked under Train Order working, managed by Pacific National control, Enfield. Refer "Train Order Working" section above for obtaining a Train Order.
The passenger station is operational and train will call there. Currently, all points and crossovers are booked out of use but may be made available in a future release.
Lynwood is the junction to the Lynwood quarry. Trains can be admitted to Lynwood at any time. No one needs to be called.
Trains requiring to depart the quarry then reverse towards Goulburn must do so at Medway Jct. Alternatively, the train can be called past signal LD12 onto the Down line and reversed behind signal LD11. The train will not pass the Marulan end End Yard Limit Board in the Up direction. There is no reversing timetable location to do this so timetables will have to be updated manually.
Currently booked out of use but may be made available in a future release.
Full bidirectional working is available between North Goulburn and Roundhouse Jn.
Frames G & J on the Up Refuge are booked permanently out of use.
Unless running late, all passenger trains stop on platform 1.
The Down Yard is accessed from the north via signal G67 and from the south via Frame N. Trains can either exit via yard points or be kept in sim on the Through Road. In real life, the Through Road extends from signal G66 at the north end right through to signal G37 at Roundhouse Jn. In sim, the Through Road only exists between G66 and Frame N. It is not possible to run a train from Frame N towards G37, even though it is drawn to show they connect. Trains exiting the roundhouse to the Through Road (South) behind signal G37 will exit the sim.
Hand signals 1, 2, 3 & 4 as well as the yard points at Goulburn North are operated from the lever frame called "Goulburn Down Yard". Down trains can be held at Handsignal 3. From here they can advance to frame N or access the Down Main line via Frame R. Track indicators are as follows:-
Track 1: Fouling the North Goulburn yard points.
Track 2: Between handsignals 2 & 3.
Track 3: Fouling Frame R points.
Track 4: Between handsignal 4 and Frame N clear of Frame N points.
Track 5: Fouling Frame N yard points.
Note: Frame N yard points can be operated at any time without taking the release.
This is the Junction to the Canberra line. Ensure you have arranged issue of a Train Order before moving a train up to signal G7. Signal G7 will not clear unless a Train Order is issued.
There are Dragging Equipment Detectors at Joppa Jn. These have no effect on the sim.
There is an 11 minute timeout for the release if approach track circuits are occupied.
Trains entering any of the sidings will remain in sim.
Unless running late, all stopping passenger trains in both directions stop on platform 2, even if scheduled into platform 1.
Yass Junction, when re-signalled, was provided with wrong line Home Arrival signals in anticipation of bi-directional signalling. They are rarely used.
No.54 Release leads to the yard and the now closed line to Yass Town. The signal in the siding is an actual signal. Trains entering the siding exits the sim.
For a train to enter the siding, take the frame and set the points. A shunt route can now be cleared from either YJ18 or YJ20 signals into the siding.
For a train to exit the siding, take the frame and set the points. A shunt route can now be cleared from YJ17 to the required line.
There is a 10 minute timeout for the release if approach track circuits are occupied.
Trains entering any of the sidings will remain in sim.
Trains from Harden for Cunningar sidings should be signalled to the LOS using a shunt aspect.
Trains travelling from Cunningar to Harden must cross to the Down line. The Up line is not bidirectionally signalled.
There is an 11 minute timeout for the release if approach track circuits are occupied.
These are unique to this location. They are basically a Stop sign with one pair of red lights for each track that illuminates when a train is approaching on the line indicated. The level crossings are actually property driveways which is why a fully protected and interlocked Level Crossing is not provided. The TAWL's are not proved. Here is a video of the Train Approaching Warning Lights in action.
There is no shunt route from signal HN31 to the Down line.
Signal HN30 does not have a Yellow aspect. It will not clear unless signal HN28 is also showing a proceed aspect. If playing in Panel Signals mode, signal HN30 will flash green, when called, whilst awaiting signal HN28 to clear.
This is the junction to the now closed Cowra line. The branch points and signals are booked out of use. In reality, the junction has been straight-railed (plain-lined).
There is a 10 minute timeout for the release if approach track circuits are occupied.
Trains entering any of the sidings will exit the sim.
All stopping passenger trains call at platform 1. All other platforms are out of use.
Bidirectional working is available on all lines except the Up Main.
All trains entering Cootamundra Down Yard will exit the sim.
The following signals cannot show a Green aspect: CA11, CA12, CA15, CA29, CA31, CA45.
The following signals can only show turnout aspects: CA06, CA38, CA69.
There is no Main route from CA74 to CA38. Up moves into the Down Refuge must be by Shunt aspects only.
The section from Junee to Cootamundra is 55km. It will take quite some time between a train entering at Junee until it appears at signal CA78.
This is the junction between the main route to South Australia via Broken Hill and the Temora to Griffith and Lake Cargelligo lines. Both lines are Train Order lines.
Call the ARTC TOCO controller for an Order towards Milvale.
Call the CRN Southwest controller for an Order towards Temora.
Trains entering Stockinbingal yard will remain in sim.
This frame has two releases and the release used determines which way 122 (Branch) points are set.
A separate lever frame "Stockinbingal yard pts & sigs" is used for the yard points and hand signals within the yard. These are used for shunting trains to/from the Neck within the yard.
Use Ctrl+F to locate individual signal numbers.
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 .
|Berrima Jn||Up Arrival Rd||495m|
|Moss Vale||Inspection Rd||604m|
|Inspection Rd + North Fork||1038m|
|Inspection Rd + Downn Loop||1094m|
|Down Loop + Refuge||1060m|
|Branch Sdg Thru Rd||670m|
|Inspection Rd + Down Loop + Refuge||1894m|
|Up Refuge + Dead End||440m|
|Wingello||Up Goods Sdg||130m|
|Goulburn||Down Yard Thru Sdg G66 <-> Frame R||530m|
|Down Yard Thru Sdg Frame R <-> Frame N||320m|
|Down Yard Thru Sdg G66 <-> Frame N||900m|
|Main lines G56/58 <-> G45/47||650|
|Down Main G58 <-> G43||659m|
|Up Refuge G38 <-> G33||220m|
|Up Refuge G33 <-> G31||700m|
|Up Refuge G30 <-> G29||150m|
|Up Refuge G38 <-> G29||1070m|
|Jerrawa||Down Refuge Sdg||490m|
|Yass||Main lines YJ8/10 <-> YJ11/15||2778m|
|Cunningar||Up Main LOS <-> clear pts||900m|
|Harden||Down Main clear 105pts to HN29||3132m|
|Up Main/Goods HN20/22 <-> HN25/27||627m|
|Up Main HN20 <-> HN31||2065m|
|Wallendbeen||Up Main clear Frame B pts <-> LOS||200m|
|Jindalee||Down Main LOS <-> CA03||1130m|
|Up Main (clr 133pts)||734m|
|Platform Road CA44 <-> CA45||128m|
|Platform Road CA46 <-> CA69||531m|
|Platform Road CA44 <-> CA69||773m|
|Up Main CA74 <-> LOS||499m|
|Stockinbingal||Main line SL14 <-> SL15||81m|
|Neck (clear Frame E pts)||40m|
|Shift + (letter)||Location|
|G||Goulburn (North end)|
|J||Joppa Jn & Goulburn south end|
The following are known issues and will hopefully be resolved in a future release:-
1. No shunt overlaps.
2. The interlocking at the single line loop locations do not act as they do in real life.
3. Train ID's cannot be removed from some dark territory berths if that train is removed.
4. Signal in the rear of a failed signal holds at red, same as UK (this does not occur in some Australian railways).
5. If the Unanderra Signaller rings to request a slot, (s)he will keep ringing back until the slot is granted. Best to give the slot THEN answer the call to stop the recursive calls.
The following issues currently are unable to be resolved:-
1. Timing multiple signals out: If a signal is restored in front of a train followed by several subsequent signals, all signals will time out, even if more than 4 signals away from the train. To avoid this, restore the signal in front of the train then restore the last signal in the run of signals to be set to Stop, then work back towards the train, restoring all required signal. Only those that should time out, will.
2. The overlap past signal MV79 at Moss Vale does not draw correctly (only an issue if "Show overlaps" is selected at game startup).
|Supplied timetable corrections/amendments/additions|
|Location route data (wrong route calls) fixed|
|"Train approaching Stockinbingal" phone call fixed|
|Hand signal HS2 added at Moss Vale|
|Up handsignal for Moss Vale Frame D points added|
|V1.2||Overlap colour changed to yellow so keyed points (cyan) are visible within overlaps|
|Extra location and junction names added|
|Distances from Sydney (in km) added to most locations|
|Straddled signal and recursive timeout errors fixed|
The Developers would like to thank Geoff for allowing us this amazing opportunity and for his support and guidance throughout this journey. Thank you to the UK developers and timetablers, especially Karl, John and Clive for helping us through this very steep learning curve and to all of the other "devs" who assisted us along the way. Your input, no matter how big or small, is truly appreciated.
Lastly, thanks go to the Australian crew for your time and patience writing timetables, providing working knowledge and testing to point of Mantis having a coronary! Thank you one and all.
Last edited by Mattyq on 07/01/2019 at 15:30