|15/10/2009 WTT (Midnight and 0445 Start included)||1.0||07/05/2015|
|Summer 1988 WTT||1.0||07/05/2015|
Additional user-written timetables are available to download here .
Welcome to the SimSig Salisbury ASC simulation.
Salisbury is located on the (ex-L&SWR) South West main line from London to Exeter (via Woking, Basingstoke, Andover, Salisbury, Yeovil and Honiton).
The line from Southampton to Westbury joins to the east at Tunnel Jn, and diverges towards Warminster to the west at Wilton Jn.
The original double track line from Wilton to Honiton & Exeter was singled in 1967. The route gained the nickname "The Witherd Arm", as the former Southern route was downgraded from main line to rural secondary route, with express traffic to the south west using the Great Western routes via Bristol or Westbury only.
Note that the Westbury-Salisbury line direction is Down towards Salisbury, ie opposite to the other routes within the simulation.
Salisbury Geographical map
No closures in force.
Various platform closures. P2 & P3 both closed simulates the passenger subway being flooded and the island platform closed, will be very restricted with only one platform available for through trains.
The passing loop at Tisbury is closed. Careful working will be required as it will be single line from Wilton to Gillingham, albeit with the ability to send 2 trains in the same direction. Expect delays!
The panel as originally comissioned.
TORR: Train Operated Route Release can be switched On or Off. Off is prototypical, though it will add a little more difficulty.
TSRs: Set the frequency of Temporary Speed Restrictions . Select either None, One (where one of the pre-programmed TSRs will be imposed) or All, where all 3 will be in force.
Bad Weather: If ticked, poor weather conditions will be affecting the area, resulting in trains being slower to accelerate and braking earlier.
Call frequency from LCs: Select the frequncy of calls from AHBs and user-operated crossings. Select either None, Rare or Common.
|Beginner||Slight possibility of late running, no trackside equipment failures.|
|Standard||Normal level of late running, and some trackside equipment failures.|
|Difficult||Much greater chance of late running and frequent equipment failures.|
|One of those days||One of those days where trains seem to be running late from every direction! Lots of late running, normal level of trackside failures.|
|Gremlins at Work||The gremlins are wreaking havoc with lineside equipment; a day with a lot of failures. Normal levels of late running|
|TT Developer||No failures and no delays (other than those you create yourself!), intended for debugging timetables.|
The display of the main signal numbers can be toggled on/off by left/right clicks on the button below Salisbury Station.
A special form of Tokenless Block working is utilised on the Salisbury- Exeter line, introduced when the line was singled in 1967. A full history, explaining the reasoning behind the system's quirks, can be found here .
A block instrument is provided at each end of the single line. It contains a status indication of the single line section, which can be 'NOR' (Normal, no train accepted or occupying the line), 'ACC' (train Accepted onto the single line) or 'TIS' (Train In Section, i.e. train occupying the single line). The instrument also contains a switch, which can be set to 'Accept' (left click) or 'Normal' (Right click), and buttons to Offer a train and to send Train Arrived (ARR)
To send a train onto the single line, the switch must be placed on the 'Normal' position (right click). Then, click the 'Offer' button. Provided the instrument at the other end of the section has its switch set to 'Accept', the block indicator will change from 'NOR' to 'ACC', and a route can be set. When the train enters the single line, the instrument will change to 'TIS', and will return to 'NOR' when the train clears the single line. The switch cannot be moved from the 'Normal' position until the train has cleared the single line.
To receive a train from the single line, set the switch to Accept. When the train is offered by the signaller at the other end of the section, the instrument will change from 'NOR' to 'ACC' without further action, and will change to 'TIS' when the train enters the single line section. When the train clears the single line, set the switch to Normal and then click the 'ARR' button. The instrument will change back to 'NOR'.
If a train has been accepted in error, the accepting signaller can cancel the acceptance by changing the switch back to 'Normal'; the indicator will change from 'ACC' to 'NOR'.
In 1986, the passing loop at Tisbury was commissioned. This split the previous Gillingham- Wilton Jn block into two, with Salisbury box taking control of the loop. This resulted in the Salisbury signaller controlling the instruments at both ends of the Wilton Jn- Tisbury section. Therefore, when working this section, you will need to follow both sets of instructions above.
The system assumes that signallers, knowing the timetable, will have the switch set to 'Accept' in good time before the signaller at the other end of the section offers the train. Indeed, it is perfectly fine to leave the instruments in the 'Accept' position at all times, unless there's a need to switch it to 'Normal' as described above.
Descriptions of trains from Gillingham will appear around 10 minutes before they are due to depart Gillingham (i.e. from around the time they enter the next section along the line, from Templecombe). Unless another train is in the section or some other reason prevents you, it is advisable to set the switch to 'Accept' as soon as the description appears.
It similarly follows that when operating the single line section between the Tisbury and Wilton Jn, the switch at the receiving end is set to 'Accept' before the 'Offer' button is pressed at the sending end. This is required in real life, however the simulation makes things easier by 'remembering' the request until the switch at the far end is set to 'Accept'.
Tisbury AHB is under your supervision. A replacment switch for signal GM28 is provided, which can be operated to prevent trains approaching from Gillingham (in addition to refusing to grant acceptance on the tokenless block).
Dinton GFs give access to sets of MOD sidings on both sides of the line. Dinton East GF (313) gives access to RAF Chilmark and Dinton MOD (Navy) - referred to as Dinton MOD in timetables, and Dinton West GF (314) giving access to Dinton MOD (Air) - referred to as Dinton MOD (Air) in timetables.
As they are in the middle of a Tokenless block section there is an Annett Key to release the frame. Once the release has been given, the lever frame is unlocked by means of the Annett key obtained from a key release instrument at the location. When operations are complete and all levers restored, the frame is relocked by the key which then allows the release to be given up. A train "shut in" facility is also provided. The signalling process is the same for both GFs.
If the buttons are operated out of sequence the GF will lock and it may not be possible to release it again. The tokenless block instrument may also be locked at Train in Section. Running a train through the section (having instructed the Driver to pass the relevant signal at Danger) should release the block instruments.
A train can only be allowed to leave the sidings when the section is clear, and the tokenless block instrument shows Normal
When the train is on the running line with the GFs closed the Driver will call for authorisation to move.
This is an emergency crossover GF, the points are simulated, but not any hand signalling nor adjacent AHB controls. The emergency replacement controls on signals 65 and 68 must be operated before the frame can be released.
There is an 8 lever GF adjacent to Wilton Junction to control movements to/from the Quidhampton Lime sidings (now out of use from July 2011).
Release 312 allows use of the siding, with Release 311 also permitting use of the crossover as required. Both can be operated at the same time for moves between the Up Westbury and the siding. Lever 8 allows signal 250 to show a clear aspect into the siding.
Lever 1 can be moved when Release 311 is operated, and in turn releases the crossover points (lever 5). Lever 2 can be moved when Release 312 is operated, which allows the Facing Point Lock (lever 3) to be reversed, unlocking the siding points (lever 4). The signals can be operated providing a suitable route is set.
Trains exiting the siding can be routed onto both the Up and Down Westbury. In the case of the latter, once the train has exited the siding, the levers must be re-set and the release taken back before a route can be set from signal 250 to 54.
Trains from the Down Westbury to the siding should have a route set from signal 60 to signal 250. Once the route is set, Release 312 can be operated, the points set and signal 8 cleared.
Trains can be crossed over from the Up Westbury to the Down Westbury. An onward route from signal 250 is set as normal, with only Release 311 operated.
Platform 5 cannot be used by passenger trains. The Reception siding was formerly platform 1; although the platform has been retained, it must not be used by passenger trains.
The line beneath platform 5, labelled HS, is the Holding Siding.
Shunter Release F must be requested for routes into Salisbury T&RS Depot.
The East Yard is accessed from the right hand section of the through siding (between signals 215 and 212). The sidings shunter will set the points within this siding appropriately for trains entering the yard, you simply need to signal them towards signal 215.
Shunter's Releases need to be obtained for almost all movements into the through siding/east yard. Release A is required for routes towards signal 216, B for route to 212 and C for routes to 215. Note that no release is required for the route from 215 to 223.
The East Carriage Sidings are the sidings labelled #1 and #2 to the right of platform 6.
The crossover between the two sidings (to the right of signals 219/221) is formed of two hand points in reality, worked by the siding shunter. However, for simulation purposes, the crossover has been placed in your control. Prior to setting a route out of the sidings, the hand point must be keyed in the correct position for the intended movement- Normal for moves out of siding 1 or from siding 2 to platform 6, and reverse for moves from siding 2 to platforms 3 or 4. Note that it is not permitted for trains to depart siding 2 towards platform 6 via signal 219/siding 1, they must run via signal 221.
Shunters release D must be requested for trains to Siding 1, and release E for trains to Siding 2. All routes are set towards the exit arrow located between the two sidings; the route will be set to whichever siding the release has been requested for.
When a route is set towards signal 36 from signal 40, signal 40 will not clear unless signal 36 is showing a proceed aspect. This is in addition to signal 40 being approach released from red for this route.
The AHBs at Dean and Dunbridge are provided with stopping/non-stopping controls. These alter the strike-in point (i.e. the location at which an approaching train starts the crossing lower sequence) for the crossings in the Down direction. A closer point is used for stopping trains, allowing the crossing to remain up for longer, with the protecting signal held at red until the crossing lower sequence has started.
For non-stopping trains, click the 'Non-stop' button, then the 'Set' button, and the protecting signal will clear immediately. For stopping trains, click the 'STP' button, then the 'Set' button, and the crossing will lower only as the train arrives at the station, after which the protecting signal will clear. Note that, as per the real box, it is not actually necessary to operate the controls for stopping trains at Dunbridge; the barriers will lower as the train arrives at the station anyway. At Dean, however, the controls must be operated or the crossing will never lower.
If the wrong selection has been made, operate the emergency replacement on the protecting signal to cancel the selection.
An Annunciator warns of trains entering from Romsey and not stopping at Dunbridge Station so that the non-stop control can be set in good time.
The GF controls access to sidings, together with a trailing crossover. Release 305 allows use of the sidings, with Release 304 permitting use of the crossover as required. Release 305 requires the emergency replacement on signal 7 to be operated, with Release 304 also needing the replacement on signal 10 operated. The releases can not be taken simultaneously.
The GF requires the emergency replacement switch on signal 5 to be operated. There is a 120s delay between granting the release and being able to operate the frame.
The GF requires the emergency replacement switches on signals 1 and 5 to be operated. There is a 120s delay between granting the release and being able to operate the frame.
The switch on signal 5 should be operated as soon as a train for the sidings enters the simulation. When the train stops at signal 5, operate the replacement on signal 1 and release the frame. After 120s, click the 'signal 5' tick box, which will clear the subsidiary on signal 5 and allow the train to proceed over the AHB. The points can then be operated, along with lever 2.
Trains exiting the siding must be signalled using the 'Siding Main Signal' tick box, which will clear the signal at the exit of the sidings. The 'Siding Shunt Signal' is used only for movements into the headshunt, i.e. with the points in the normal position.
Kimbridge AHB is supervised by Eastleigh box, and is shown for information only.
Mainly passenger these days, the main service being Waterloo to Exeter St Davids (operated by SWT), but other services between Portsmouth/Southampton and Bristol/Cardiff are also seen passing though Salisbury.
The Waterloo-Salisbury-Exeter service features units being detached/attached at Salisbury.
This timetable must be run in 1980s mode
0A00 is a seed loco which picks the day of the week.
There is an Engineer's Possession of the line between Tisbury and Gillingham. At the start of the timetable (MX) 7B75 runs to Tisbury station and the possession is taken around it. The train divides to form a ballast train and a tamper which work through to Gillingham. There is a tt rule that holds the tamper back at Tisbury to simulate it only working in part of the section. Both trains should be clear, and the possession lifted in time for 1V01. On Mondays the ballast train comes from Salisbury East Yard and runs through to Gillingham without the tamper.
|Codford||AHB||Warminster & Salisbury||-|
|Couston Bottom||TEL||Warminster & Salisbury||CB|
|Dean||AHB||Salisbury & Romsey||-|
|Dean Hill||AHB||Salisbury & Romsey||-|
|Dunbridge||AHB||Salisbury & Romsey||-|
|Eton College||TEL||Warminster & Salisbury||EC|
|Hindon Road||TEL||Warminster & Salisbury||HR|
|Hurdcott Lodge||TEL||Gillingham & Salisbury||HL|
|Middle Road||TEL||Warminster & Salisbury||MR|
|Sheringham||TEL||Warminster & Salisbury||SH|
|Stockton||TEL||Warminster & Salisbury||ST|
|Sweatmans||TEL||Gillingham & Salisbury||SW|
|Teffont Mill||TEL||Gillingham & Salisbury||TM|
|Tisbury||AHB||Gillingham & Salisbury||-|
|Tisbury Quarry||TEL||Gillingham & Salisbury||TQ|
|Townsend||TEL||Warminster & Salisbury||TO|
|Tyning||TEL||Warminster & Salisbury||TY|
|Upton Lovell||AHB||Warminster & Salisbury||-|
|Wylye||AHB||Warminster & Salisbury||-|
The simulation is ideal for a single player. While clients can join in multiplayer, there is only one workstation for the whole simulation.
The simulation chains at the following locations:
Provision exists for the simulation to chain at other fringes, should the corresponding simulation be developed in the future.
In addition to the standard shortcut keys , the following are available:
Additionally, the number keys 1, 2 and 3 scroll left to right.
Simulation by: Andy G
15/10/2009 WTT by: Noel Young
Summer 1988 WTT by: Pascal Nadin
I selected this as I was born within a mile of the station, and also spent many an hour as a young boy in the 1960s watching M7 no 30033 performing station pilot duties in the P5 bay area from the upstairs window of my Grandmother's house in Churchfields Road.
My thanks must go to:-
These are Adobe Acrobat PDF files. If you don't have Adobe Acrobat Reader installed on your computer you can get a free download of the latest version from the Adobe website . Use the built-in Find function (Ctrl+F) to locate signal numbers.
|WA||Salisbury (auto signals between Laverstock North Jn & Grateley)|
* Fringe box, signals uncontrolled in this simulation.
Non-prefixed signals are controlled by Salisbury, and are prefixed 'SY' on the ground.
|Location||Loop Name||Length (m)|
|Location||Siding Name||Length (m)|
Salisbury Paths diagram
Note which trains are booked into the passing loop at Tisbury; also note that the loop is east of the station, there being only the one platform now (the loop at Tisbury is 385m long).
Trains can be turned at Laverstock Triangle, but can only be done via South Jn rev then to North Jn rev.
Speeds are generally:
Salisbury.kmz zip file
- Google Earth overlay showing signal, point and other feature locations (in zip file as kmz file type not permitted - download and extract out kmz file that opens in Google Earth.
Resignalling Scheme plan
Last edited by Steamer on 30/12/2021 at 14:42