Area is centered on Abington loops and extends from MC503 and MC504 to the North and MC540 and MC539 to the South.
|Abington Sig MC527||ABINS527|
|Abington UPL GF South||ABINGTNGFS|
|Abington Down Sidings||ABINDS||No auto berth insert|
|Abington Up Siding||ABIUPS||No auto berth insert|
|Abington GF North||ABINGTNGFN|
Area centred on Beattock loops and extends from MC751 and MC750 near Wamphray North to MC701 and MC704.
In 1980 there was a loco siding at Beattock where the bankers awaited their next turn to shove a train up to Summit.
To facilitate that there are two era specific locations
|Beattock Sigs MC725/729 (rev)||BEATCK725|
|Beattock Sig MC727||BEAT727||1980 only|
|Beattock loco||BEATLOCO||1980 only. No TD Berth|
|Beattock Up Sidings||BEATUPS||No auto berth insert|
|Beattock Down Sidings||BEATDNS|
|Beattock Sig MC716/UM LOS (rev)||BEATCK716||Behind MC716 on the DM and the LOS on the UM|
Another relatively compact area to the North of Mossend. Relatively few timetable locations linked.
The Mossend North location includes reversing behind Signals M(Y)306, M(B)302, M(B)296 and M(B)298 with the correct signal selected by adjusting the stopping point – see table for distances.
|Mossend MB301 (rev)||MOSENY301|
|Mossend North (Rev)||MOSEDNYNR||Stopping point adjustments M(B)302 (156m), M(B)296 (322m) and M(B)298 (334m),
the latter two probably being better set as “Far end” for interchanging
|Mossend MB300 (rev)||MOSEDNY300||2000 only|
Fringes with Glasgow Central and stretching to M123/M124. The 1980 era includes the branches to Clydebridge and to Newton via Westburn. The Westburn line works automatically either sending trains into the sidings at Westburn, or continuing through to Newton UGL. The line occupied light illuminates when the through line is occupied and clears if the train enters the sidings at Westburn. Trains from Wesburn sidings will phone panel 1 for permission to enter.
In late 1990 the passenger service was restarted.
|Westburn siding||WESTBRNS||1980 only|
|Clydebridge (M101 sig)||CLYDEM101||1980 only|
|Rutherglen East Jn||RTHGNEJ|
Area bounded by signals MC402 and MC403 to the North and MC460, MC459 to the south and the boundary with Edinburgh.
Carstairs station used to be a hive of activity with the Edinburgh portions of the Glasgow to Birmingham etc trains joining and dividing mostly hourly, now very few trains even stop but the Lowland sleeper still joins and divides. The joining move was for the Edinburgh portion to normally arrive first, halt in either platform then move off to the UPL. The Glasgow train would arrive (normally P2) and then the portion set-back to join up. The Edinburgh loco then entered the up sidings (either way) awaiting the next northbound train to arrive (normally to P1). In anticipation of arrival the loco would move off to Signal MC428 then drop down to the rear of the train.
Ravenstruther (pronounced Renstrie) coal terminal opened around 1990.
|Carstairs South Jn||CRSTRSS|
|Carstairs 429/432||CRSTRS429||1980 only. Location is common for signals MC429 or MC432|
|Carstairs Sig 437 (Rev)||CRST437|
|Carstairs East Jn||CRSTRSE|
|Carstairs Sig 428 (rev)||CRST428|
|Carstairs Sig 418/419/421/423 (rev)||CRST423||Common location for Signals 418, 419, 421 and 423.
To use 418 adjust the stopping distance by 360m
|Carstairs Up siding||CRSTRSUS||Common location for both ends (there is no run-through available)|
|Carstairs Sig 412 (rev)||CRST412|
|Carstairs Down Yard||CRSTMEE||No auto berth insert|
|Carstairs Sig 422 (rev)||CRST422|
|Ravenstruther Coal Terminal||RSTR||1990/2000|
|Ravenstruther Sig 410 (rev)||CRST410||1990/2000|
Area stretches from the Carlisle fringe to immediately south of Kirtlebridge and consists operationally of the level crossing.
Down trains can’t be regulated in Quintinshill loop but it is an exit point for up trains.
|Quintinshill UPL||QNTNUPL||Up direction only: fall-off point|
|Kirkpatrick sigs MC862||KRKP862||Up line border|
|Kirkpatrick sigs MC863||KRKP863||Down line border|
Located at Fauldhouse the area extends from the Edinburgh fringe to Cleland stations. The Benhar sidings area has changed over the eras with Polkemmet Colliery in the 1980s era. Sim version 4.3.0 extends the Sim to Midcalder Jn and includes the stations of Livingston South and West Calder, in that order from entry.
|Midcalder Jn||MDCLDRJ||Entry/exit point|
|Livingston South||LVNSTNS||Station off off-screen|
|West Calder||WCALDER||Station off off-screen|
|Benhar Jn Sig M637 (rev)||BENHARJR637|
|Benhar sidings #1/2||BENHACE||In reality there is an off-panel run-round so the sidings are provided with Exit and Entry points though you can reverse trains and hold trains in-sim . Note that entering trains need this siding location as the first timetable point. Drivers will call to ask for permission to enter and you can advise them to enter on the alternative line. No auto berth insert for entering trains.|
|Benhar sidings #3/4||BENHACE2||1980|
|Benhar Jn Sig M628 (rev)||BENHARJR628|
|Cleland GF (Down line)||CLELANDRD|
|Cleland GF (Up line)||CLELANDRU|
Gartsherrie was the last area to be subsumed into Motherwell box and in the 1980 era was still a mechanical box with semaphore signals. Trains entering from Garnqueen will populate the Approaching TD berth before the train enters. This will allow you sufficient warning to lower and clear Heatherbell crossing and not delay the train. The single line to Gartcosh is controlled by a slot for Down trains; Up trains will enter without permission. The slot is required is you wish to shunt a train behind MG930/GS9. Trains entering from Coatbridge FLT will phone for permission to exit FLT. Trains booked to reverse at Gartsherrie Spur may use either the Spur itself or reverse behind MG930 on the Gartcosh Single.
|Coatbridge Down Goods loop||COATDGL|
|Gartsherrie (Rev) 1001/1003||GSHRSR||GS18/GS20 in 1980|
|Gartsherrie South Jn||GSHRSJN|
|Gartsherrie Spur||GSHRSJNSP||Also Gartcosh line behind MG930/GS9|
|Garnqueen North Jn||GRNQNNJ|
In 1980 and 1990 this area was called Ross Junction . The main feature of the area is the Larkhall branch reopened in 2005.
The branch is has an auto-working function generally used during the off-peak service. The default platform is 2 but 1 will be selected if 2 is unavailable.
|Haughhead Junction (rev)||HAUGHDJR|
Hamilton area extends from Blantyre to the single line through Barncluith tunnel. In an earlier time there was a DMU depot where the Hamilton Sidings are near Hamilton West.
Due to current Sim limitations the cross-over to the single line is a split single TC. Signal M226 will not clear unless points 55 are Normal or a route is set from M228, or M226 is in auto mode. Various controls and 120sec timeouts apply to when you can set a route from M228.
|Hamilton Sig 221 (rev)||HAMLTN221|
|Hamilton Sig 216 (rev)||HAMLTN216|
|Hamilton Sig 218 (rev)||HAMLTN218|
Holytown quite small area across the Junction and including Carfin and Holytown stations. Not a lot to say on this area really.
|Holytown Junction Sig 495/493 (rev)||HOLYTNJ495||Revesals behind M493 or M495|
|Holytown Junction Sig 498 (rev)||HOLYTNJ498|
Lanark Junction Relay room covers quite a small area between just South of the Junction (M573) to M566/M567 to the North and the line to Lanark. As well as the station at Lanark there is a level crossing at Cleghorn, just North of the Junction, that is now a CCTV controlled crossing but was previously an AHB. In the 1980s era there was a yard at Lanark accessed via one of two Ground frames. The Lanark line has an auto-working facility for platform 1.
There is no sim connection between the West and East access, this is for illustration. No TD Berths.
|Lanark Jn Sig 575 (rev)||LANARKJ575|
Area centres on the Junction at Law and includes the station of Carluke. It stretches from signals M564 and M565 down the main line to M532 and M533 and on the Holytown line M523 and M526.
|Law Jn Crossover||LAWJX|
|Law Up GF||LAWJUGF|
|Law Jn Up siding||LAWJUCE|
|Law Jn UPL||LAWJUPL|
|Law Jn DPL||LAWJDPL|
|Law Jn Down Sidings||LAWJDS||No TD auto insert|
|Law Down GF||LAWJDGF|
|Down Main M536 (rev)||CNESCOSR|
Area stretches from Kirtlebridge signals MC848 and MC849 to Signals MC801&MC802 near Wamphray. The station of Lockerbie being an oddity in the Scottish Network as being the only station in Scotland not served by Scotrail. Area includes Nethercleugh AHB level crossing in 1980 era.
|Lockerbie South (DM GF)||LCKRDMSGF|
|Lockerbie Up siding GF||LCKRUPSGF||No TD auto insert|
|Lockerbie Up sidings||LCKRUPS|
|Lockerbie down siding||LCKRDS|
|Lockerbie North (UM GF)||LCKRUMNGF|
|Lockerbie North (DM GF)||LCKRDMNGF|
This area covers the Mossend South, West and East Junctions. There are a number of era differences in 1980: Ravenscraig and Clydesdale steelworks and an additional down goods line to Mossend Yard; at Holytown there’s also the Fullwood sidings. At Mossend West there are Ground Frames in 1980 and 1990 eras but in 2000 the points are controlled, though there are no signalled routes over them.
Due to limited clearances, up and down train shouldn't be signalled simultaneously between Mossend East and South Junctions.
|Mossend South Jn Sig 357 (rev)||MOSENDS357|
|Ravenscraig #3 Head Shunt||RVNS3HS||1980,1990. No TD Berth|
|Mossend South Jn||MOSENDS|
|Mossend South Jn Sig MS362 (rev)||MOSENDS362|
|Mossend East Jn Sig MS330 (rev)||MOSENDE330|
|Mossend West Junction||MOSENDW|
|Fullwood||FULLWOOD||1980,1990. No TD Berth|
|Mossend East Jn Sig MS341 (rev)||MOSENDE341|
|Mossend East Jn||MOSENDE|
The area extends from the North Junction MY325/MY323/MY311/MY317 through the up and down reception lines. The main difference between eras is the additional down reception lines (3&4) in 2000 and the Goods line from the South Junction (1980).
2000: access to the reception lines 3 & 4 require slots to be granted by the Yard. The slot is not required for MY319 (coal siding) to 4 and MY310&MY319 can have the opposite routes simultaneously set.
Track Circuit 2127 has a POL for MY325/MY323/MY321 and 2124 has a POL for MY315. Note that if you set a forward route then cancel it the POL does not reset – this is a Sim limitation but is primarily cosmetic.
All eras: Trains entering the Down yard from Down Reception 1&2 are controlled by signals MY311 and MY309: these are fixed Reds with a PL controlled by Mossend Yard Control. For Sim purposes the user must left click on the relevant signal in lieu of the controller. After a random period of time (up to 10 mins) the signal will clear. After the train has entered the controller may or may not remember to restore the signal switch. If he forgets then you can phone and request the reset.
A similar arrangement applies to Signal M307 except there you have to set the route in before awaiting the controller to clear the signal. If only the front portion of a train on the Down Goods is proceeding past M307 into the Down yard, it will be necessary to phone the controller once the front portion has proceeded, to request that the signal switch is restored and allow a second route to be set.
Other restrictions: Routes from signals MY350/MY352 can’t be called if points 112 are Reverse; Points 99 can’t reverse unless Points 112 are Normal and Down Goods is occupied for at least 60 seconds or the Down Goods is unoccupied.
Routes from MY299/MY297/MY295 can’t be called if points 103 are reverse and routes from MY316/MY318/MY322 to MY340/MY358 can’t be set of points 94 are Reverse. There appears to be no restrictions on the points reversing after a route has been set.
|Mossend North Jn||MOSENDN|
|Mossend North Jn (rev)||MOSENDNR||Behind MY317,MY321,MY323,MY325|
|Mossend Gas (Private)||MOSEGAS||2000|
|Mossend Euroterminal/ Loco holding||MOSEURT|
Motherwell North area extends from the middle of the platforms down past Braidhurst to signals M372/M366 on the Coatbridge lines and down the main to M381/M382. Area includes Logans Rd level crossing and several Ground Frames as well as Weighs Carriage siding, the operations of each is covered in the relevant sections. Long stopping trains at platform 2 (e.g. East Coast trains) are supposed to stop beyond Signal M399: occupying TC343. The operation is explained in Motherwell South (below) and currently there is a specific Platform 2 location that takes the train to the correct stopping points.
Points 177 and 179 have optional "via" buttons to select the non-preferred route across them.
|Motherwell Weighs CS||MOTHWCS|
|Motherwell Weighs CS GF||MOTHWCSGF|
|Motherwell Platform 2 (long)||MOTHRWLP2||Stopping point within the O/Lap of M399|
|Motherwell North Siding||MOTHNS|
|Motherwell Sig M402/404 (rev)||MOTH402|
|Motherwell Derby Sdgs||MOTHDCS|
|Motherwell Sig M372/368 (rev)||MOTH372|
Quite a complex area starting mid platforms at Motherwell and covering the Hamilton lines towards Haughhead/Ross Junction and the WCML through Shieldmuir to signals M483/484.
The 1980s layout has the Shieldmuir yards and sidings and some of the connections with the Ravenscraig steelworks. In later eras we have the Royal Mail Terminal.
In 2000 era there is an overlength test at T459 for long trains (over 228m) approaching Platform 2. This was primarily for the East Coast trains that have a stop point beyond the platform end on TC343, these trains are not allowed to proceed past M423 unless M399 is OFF. Currently I’ve created a special Platform 2 timetable location. I hope that in later releases it will be possible to use the common Motherwell location. The reason is covered in the section on ARS.
When signalling trains towards Wishaw Oil terminal you should use the triangle as the route “exit” point and not the Shunt signal.
|Shieldmuir Sig M477 (rev)||SHILDMR477||1990/2000|
|Shieldmuir Royal Mail||SHILDMT||1990/2000|
|Shieldmuir Sig M464 (rev)||SHILDMR464||1990/2000|
|Wishaw Oil||WISHWOD||1980/1990. No TD berth|
|Bone & Connel||BONE||1980|
|Shieldmuir 467/471 (rev)||SHIELD467||1980. Reverse behind M471 on the Up Main or M467 on the Wishaw line.|
|Shieldmuir Up HS||SHIELDUHS||1980. Behind M465. No TD berth|
|Shieldmuir DGL (South)||SHIELDGLS||1980|
|Shieldmuir Down Yard||SHIELDDY||1980. No auto TD insert|
|Shieldmuir Up Yard||SHIELDUY||1980|
|Shieldmuir Down Siding||SHIELDDS||1980|
|Shieldmuir DGL (North)||SHIELDGLN||1980|
|Shieldmuir UGL (South)||SHIELUGLS||1980|
|Shieldmuir Jn||SHIELDJN||1980. UP through trains only|
|Shieldmuir UGL (North)||SHIELUGLN||1980|
|Flemington Sdg||FLEMSDG||1980. No TD berth|
|Shieldmuir Down Sdgs (ENT only)||SHIELDDS||1980|
|Flemington Coal||FLEMCOL||1980. No TD Berth|
|Flemington HS||FLEMHS||1980. Behind M452|
|Flemington Jn||FLEMJN||1980. DN through trains only|
|Flemington 448 (rev)||FLEM448||1980|
|Dalzell DGL (South end)||DALZUGLSR|
|Dalzel South (rev) 437/439/446||DALZ446||1980. Reversal behind M437, M439 or M446|
|Motherwell Dalzell UGL||DALZUGL|
|Dalzell 438/426||DALZ438||1980. Reversal behind M438 or M426 (LOS)|
|Dalzell 424||DALZ424||1980. Reversal on Down main|
|Dalzell DGL (North end)||DALZUGLNR||At LOS behind M432|
|Motherwell Sig M408/412 (rev)||MOTH408||Reverse on Hamilton lines|
Centred on Newton station the area fringes on Cathcart and Glasgow Central boxes on the down and then up to Uddingston at Sigs M178/M179 and towards Blantyre Sigs M179/M202.
The 1980 era includes the branch to Carmyle via Westburn. The Westburn line works automatically either sending trains into the sidings at Westburn, or continuing through to Carmyle. The line occupied light illuminates when the through line is occupied and clears if the train enters the sidings at Westburn. Trains from Wesburn sidings will phone panel 1 for permission to enter.
In 1990 era the connection with the Main lines was singled and the loops abolished.
Terminating trains from Cathcart tended to stand over behind M155 in the 1980 era but a dedicated siding was made available in later eras when the track was rationalised.
Signal M147 is permanently collard now and this is included in the 2000 launch package.
|Newton East Junction||NWTLEJ|
|Newton EJ Loop||NWTLEJL||1980. Signal M155 LOS|
|Newton East Jn (rev) M173 / M167||NWTLEJ173||Up main M167 (1980)/M173 (1990/2000)|
|Newton Signal 165 (rev)||NWTL165||1980. Up main|
|Newton Sig 177 rev||NWTL177||1980. Signal M177 LOS|
|Newton Coal||NWTCOAL||1980. No TD berth|
|Newton Turnback Siding / Sidings||NWTKSDG||Sidings in 1980 and turnback sidings 1990/2000|
|Newton Sig M161 (rev) / M153||NWTL161||Up Hamilton|
|Newton Sig M152 (rev)||NWTL152||1980. Reversing point for coal/sidings|
|Newton DPL sig 134 (rev)||NWTL134||1980. Down main|
|Newton (Kirkhill) LOS||NWTL142||1990,2000. Up Kirkhill LOS|
|Newton West Junction||NWTLWJ|
|Rutherglen East Jn||RTHGNEJ|
Ross Junction exists in the 1980 & 1990 eras and became Haughhead Junction in the 2000 era.
In 1980 there was a coup (rubbish tip - pronounced cowp) accessed by a Ground frame. At the time the location was on Panel 4 but the area is coded as Panel 1 (Haughhead Junction) so all phonecalls and reports will come through as Panel 1. This due to current Sim limitations. Once the necessary coding is available this will be revised.
|Ross Coup||ROSSCP||1980. No TD berth|
|Haughhead Junction/Ross Jn||HAUGHDJ|
Area centred on the loops and covers the area between signals MC637 and MC638 North to signals MC602 and MC601. The up siding is an newish addition in the 2000 era.
|Summit Sig 625||BEATCKS625||Down Main (South)|
|Summit GF (UPL)||BEATCKSGF||2000|
|Summit Down Siding||BEATCE|
|Summit Up Siding||BEATUSS||2000. No TD Berth|
|Summit Sig 614 (rev)||BEATCKS614||Down Main (North)|
Small area around the junction – what more can I say!
|Uddingston Sig 185 (rev)||UDNG185||Reverse into Viewpark|
|Uddingston Viewpark Sdg||UDNGVPK|
Area covers the Whifflet , Coatbridge area between Whifflet South Junction and Coatbridge FLT and along the Carmyle line to signals 262/261.
The 1980 layout includes the Imperial Works branch and some additional signalling in the Langloan area. Many of the heavy steelworks trains halted there on the Up line towards Whifflet North Junction to take on a banker up towards Mossend. There is a TRTS button at M278 to alert the box once the banker is attached.
Trains accessing Coatbridge FLT require a slot from all signals as do trains heading for Yoker IECC at Sunnyside Junction. Coatbridge station in the UP line is actually in the overlap of Signal M254/M252 which made the ARS coding difficult. Terminating trains will require one or other onward route coded in the timetable.
In late 1990 the passenger service was restarted on the Carmyle line to Wishaw.
|Whifflet South Jn||WHIFLTS|
|Whifflet Sigs M283/M285 (rev)||WHIFREV||Behind M283 or at M285 LOS|
|Whifflet North Jn||WHIFLTN|
|Imperial Works||IMPTUBE||1980. No auto TD insert|
|Langloan Jn Sig M272/M274 (rev)||LGLNJN274||1980. Reverse Up and Down Carmyle|
|Langloan Jn Sig M267 (rev)||LGLNJN267||Reverse on Up Carmyle|
|Langloan Jn Sig M266 (rev)||LGLNJN266||Reverse on Down Carmyle|
|Coatbridge Sig M253 (rev)||COAT253||Reverse Up main|
|Coatbridge Sig M250 (rev)||COAT250||Reverse Down Main|
|Coatbridge Down Goods loop||COATDGL|
Centred on Wishaw station between signals M499/M504 and M521/M524 plus the short single line to Shieldmuir. This area has undergone a massive transformation between eras with lines to the Ravenscraig steelworks (1980 era) branching off to the North.
The line to Ravenscraig number 2 (hopper) line requiring a slot to be requested.
|Wishaw Sig M519 (rev)||WISH519||1980|
|Wishaw Siding||WISHAWS||1980. No TD berth|
|Wishaw Sig M515 (rev)||WISHAWR||Reverse Up Holytown|
|Ravenscraig Sig M506 (rev)||RVNS506||1980. Down Holytown|
|Ravenscraig Sig M504 (rev)||RVNS504||1980. Up Holytown M504 LOS|
|Carfin BOC||CARFINBOC||1980. No TD Berth|
Last edited by GeoffM on 15/09/2016 at 03:00