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|15/10/2009 WTT (Midnight & 0445 starts included)||1.0||05/07/2021|
|08/04/2015 WTT (Midnight, 0400 & 1400 starts included)||5.0||05/07/2021|
|09/01/2019 WTT (Midnight, 0400 & 1400 starts included)||2.0||25/06/2020|
Welcome to Sheffield (York ROC) simulation - a brand new version of the modern day Sheffield, up to date to 2019. In May 2016 Sheffield PSB fully closed (after portions had already closed in stages) and control passed to the relatively new York ROC, next to York station. The area itself was not re-signalled or re-locked so much of the old interlocking plant was re-used. However, there were a number of rationalisations, particularly goods connections. The area of control also diminished with Tapton Junction and Chesterfield being controlled by East Midlands instead of Sheffield.
A couple of years later (and a couple of years late) Sheffield Supertram started running on the network for a short section through Rotherham Central. Special low-level platforms were added at the south end of Rotherham Central station for the trams while National Rail trains continued to use the high level platforms. Woodburn Junction and the Rotherham workstation control these trams, running at three per hour at the time of writing.
While Tinsley Yard as a whole is a shell of its former self, a few sidings have recently expanded and thus there are several trains a day into the complex.
Sheffield PSB used to have three positions - A, B, and C. Sheffield (York ROC) has two - Sheffield and Rotherham - a reflection of the slightly smaller control area, simplified track work in places, and gaining ARS. The simulation also includes simplified versions of Beighton Station Junction, Woodhouse Junction, Woodburn Junction, and Woolley Coal Sidings for completeness and chaining to adjacent simulations.
Ideal for beginners, this scenario provides some extra help by interposing entering trains descriptions at depots/yard exits and has no late running or failures.
A typical day. Some late running, and a chance of trackside equipment failures.
An autumn day; poor adhesion means that trains are slower to accelerate and are braking earlier. High likelihood of delays, and a higher chance of trackside equipment failures as compared to the Standard day.
No era options are available. The signalling is that of around 2018-2019. However, some older timetables will work (such as 2009) since much of the track lifted since then was already unused by scheduled services.
Full ARS is provided throughout this simulation. In reality, ARS is fitted to the Sheffield and Rotherham workstations (which form part of York ROC), but is not provided at the smaller boxes. ARS can generally handle the service with minimum intervention (especially if level crossings are disabled), but many shunt moves and moves into sidings will need to be signalled manually.
Trains booked Holmes Junction to Aldwarke Junction non-stop may travel via Masborough Jn or Rotherham Central. The latter will add a couple of minutes to the journey time.
Trains booked Alwarke Junction to Mexborough Junction non-stop may travel via Swinton or Thrybergh. Note that Thrybergh will add a couple of minutes to the journey time.
Freight trains booked Nunnery Main Line Junction to Aldwarke Junction may travel via Woodburn Junction, the Holmes Curve, or Masborough. However, note that the Woodburn Junction route will add a couple of minutes to the journey time.
Sheffield to Tapton Junction via Woodburn Junction when booked via Dronfield, and via Dronfield when booked Woodburn Junction, require a timetable edit. In real life, a passenger train may not be capable of this (eg loco hauled, or no route knowledge), or may require a reversal (eg DMU, HST, or Voyager).
The Sheffield area is quite generously padded for train schedules. This means it's not unusual for trains to arrive at Sheffield several minutes early. Some of the padding is engineering allowance, especially at Tapton Junction and Wincobank Junction, but also pathing and performance allowance. Finally, some sectional running times are simply pessimistic.
Evidence of this can be found in websites that record train passing times, such as Open Train Times .
"S49 junction protection release" is a useful control when you have a train on the Dore Curve waiting to go up towards Tapton Junction. The overlap at signal 48 remains locked but can be released using this control. The track circuit through the Dore Tunnel must have been occupied for two minutes, and there must be no route set from signal 52 to 48 (locking underneath the train on the curve is okay). Left click on the white circle to initiate the release. Nothing will happen if the conditions to release are not met.
S80 remains set (without the use of an auto button) unless cancelled. There is no approach locking, regardless of whether a train is approaching.
Sheffield station is very intense with shunting moves happening throughout the night, nearly all of which requires manual intervention and use of sticky notes or scratch pads to keep track of multiple services in one platform.
S84, S85, and Sheffield station generally does not have overlaps due to the low line speed. However, signallers are recommended to avoid simultaneous movements close to each other, such as routing a train from the north into platform 6A (signal S109) while a train departs from platform 7. There is, however, some interlocking protection exists over the double slip at the north end of platform 5 and at the south end of platform 1 / through line.
Most of the interlockings on this workstation do not have comprehensive approach locking, meaning most routes will time-out if cancelled, regardless of a train approaching.
The shunter will phone for trains entering the station from the holding sidings. Ensure that the train will not conflict with another train before allowing the shunter to release the train - it's quite easy to end up with two trains nose-to-nose with no way of passing!
Trains from Attercliffe arrive in the down direction at REC1 or REC2. If the train is to proceed in the Up direction towards Sheffield, the loco will need to reverse behind S180 and go back into the opposite REC line. It will re-appear at S166, reverse behind S167 (neck), go into the original REC line and onto the train. The entire train will then soon be ready to depart from S166. The reader can imagine the procedure for arrivals from the Sheffield direction.
Points 4110 at Wincobank Junction (facing point after signal 199) will swing to reverse with a route set from Meadhowhall platform 3. This is the least worst of side swiping a train going from 197 to 201 versus head-to-head with a train from platform 3. However, with a route from platform 4 to the West Slow, that point will lock normal and prevent a route from platform 3.
The train describer at Sheffield has limited support for double docking (platform sharing) and train dividing activities. Train descriptions may need to be corrected by hand, per real life.
It is recommended to use the through line (S102/S113) to route trains destined for, or originating from, platform 1B instead of via platform 1A. However, trains listed as platform 1 (not 1A or 1B) must use the routing via 1A/1B to ensure the full length of the train is against the platform. Do not cause a train for 1B in the down direction to approach S113 at red, otherwise it will perform its station stop there. ARS will hold a train at S79 or S81 to await a clear route to S126 in these situations.
There are two blue "via" buttons in Sheffield station. The one on the left of the station is for routing from the Down Heeley Loop into platform 5 via line C. The one on the right of the station is for routing from signal S150 into platforms 3, 4, or 5 via signal S142. If the "via" buttons are not used, the interlocking will select the preferred route, if available. If that is not available then no route will be set. To use the "via" buttons, first click on the entry signal, then the via button, and then the exit signal.
Shorter trains from the north arriving into platform 1B and returning back to the north and clearing track T196 (the one under the 1B platform label) will ask for authority to proceed over the pointwork to approach signal S126. The driver has no idea whether the points are locked so needs to ask for permission.
Signals 41, 44, 45, and 46 near Dronfield are controlled signals, but plated passable (plated automatic in old parlance). In addition, the route from 41 is not allocated to ARS, per real life, so should be left in auto.
ARS will set very few shunt routes. These will need to be set manually. In addition, signal 69 is non-ARS in real life, which is replicated on the simulation, and is recommended to be left working automatically.
Untimed shunt moves (those with timings of 00:00) are considered the lowest priority by ARS. If anything is nearby, generally ARS will favour a timed train over an untimed one, because it has no idea which should go first. Use your judgement to signal these untimed shunt moves in a way that does not delay timed trains.
Points 4078 between Nunnery Main Line Junction and Granville St Tunnel will remain in the normal position if an overlap is set over it. It looks odd but is correct - any trains running away from Sheffield will be derailed, while anything passing signal 150 without a route set will not be affected by the points being in the "wrong" position.
Platform codes used in Sheffield are as follows:
|nA||(eg 1A) South end of platform N|
|nB||(eg 1B) North end of platform N|
|n||(eg 1) Full length of platform N|
|TLA||Through line, south end|
|TLB||Through line, north end|
|TL||Through line, full length|
|DSS||Down station siding|
|USS||Up station sidings, no preference to 1 or 2, but ARS will default to 1|
|US1||Up station sidings 1, full length|
|U1A||Up station sidings 1, south end|
|U1B||Up station sidings 1, north end|
|US2||Up station sidings 2, full length|
|U2A||Up station sidings 2, south end|
|U2B||Up station sidings 2, north end|
S747 is not approach controlled for either route as the speeds are similar.
The facing crossover near Bolton-on-Dearne is only available for use in the normal direction. No crossing moves are in the interlocking.
Most of the interlockings on this workstation do not have comprehensive approach locking, meaning most routes will time-out if cancelled, regardless of a train approaching.
Run-rounds in Westhorpe Loop must be signalled manually, including the departure after run-round. There are no TD berths so ARS does not "see" the loco rejoining the train, and thus does not set the route out, citing "waiting for joining [loco]".
A phone call is required to get the slot into the Up Sidings at Barrow Hill (both ends). From Tapton Junction the routing is 235 to 1007, then 1007 to 1006 exit. From the north end there is no signalled route from 248 to 1019 exit. Instead, trains are timetable to reverse on the Stavely Goods thence behind signal 1020. Light engines can reverse on the shunt line - it is currently only usuable up to 45m from signal 1018.
A phone call is required to enter Aldwarke New Site, Masborough Steel Terminal, and Tinsley Yard.
The block sections on the Barnsley panel are 3-4 miles long generally. Therefore, a second train following a first train out of Meadowhall towards Barnsley will be held near Ecclesfield West awaiting a clear road ahead.
From BY1054 at Penistone there are three routes: a main and a warner to platform 1, and a main route to platform 2. Both main routes will lock the points on the Barnsley side of the station. Key the point normal, or set a route from BY1051 to BY1053, in order to get the warner route from BY1054 to BY1052.
BY1053 towards Denby Dale does not require a slot; however, Huddersfield require the slot at HU742 before they can route a train towards Penistone.
BY1071 has no approach locking so the route will cancel immediately.
Most routes do not have comprehensive approach locking, meaning most routes will time-out if cancelled, regardless of a train approaching.
Two red circles on each line to/from Woolley Coal Sidings show the occupancy of the entire block section (track circuits, non-track circuited sections, and overlaps, as appropriate).
There used to be sidings here but is now just a crossover. For simulation purposes, leave the up and down lines in auto.
Two red circles on each line to/from Barnsley, and to/from Horbury Junction, show the occupancy of the entire block section (track circuits, non-track circuited sections, and overlaps, as appropriate). The Down line to Horbury will also show occupied if the Horbury Junction signaller has released the ground frame which is protected by Woolley's WC260 signal.
The banner repeater for S52 is not dependent on the position of the points. It will thus show proceed if S52 is off and points TE7 are reversed.
The approach from, and the section towards, Grindleford is through the 3.5mi long Totley Tunnel. That and the block sections beyond to Chinley (Peak District simulation) are several miles long so trains will take time to clear the section. Two trains in quick succession from Sheffield towards Grindleford will result in the second being held at Totley Tunnel East for the train in front, so dispatching at Sheffield should take this into consideration - in other words, hold a ready-to-depart second Grindleford train back at Sheffield if a different train is ready to go via Dronfield.
Main line signals require the next signal ON before setting a route to that signal. In other words, to set a route from BX33 to WH33, WH33 must be at red and with no route set first.
The sidings at Woodhouse are simplified in the simulation to a single entry/exit.
The line to Woodburn Junction is not track circuited. A simple pair of red indications show whether the line is clear or occupied to Woodburn. Route cannot be set until the indications are unlit (hollow circles). Trains will take 5-6 minutes to traverse this section.
Main line signals require the next signal ON before setting a route to that signal. In other words, to set a route from WH33 to WH27, WH27 must be at red and with no route set first.
The Stocksbridge line is a long, mostly single line, to Deepcar and Stocksbridge. Only 1-2 trains a day use it. In real life the line can be switched to staff working but this is not simulated due to its rarity of use. The normal operation (and the simulation) uses One Train Working where any train entering the single line has to completely clear the line by sequential occupation and clearance of tracks plus a treadle back at Woodburn Junction in order to release the One Train Working section. Note that a train proceeding along this line will take a good 20-30 minutes to get to the other end, where it will telephone you to inform of arrival, and telephone again for permission to depart back to Woodburn Jn. The train description will remain at W218 while the train is on the single line.
Trains for Tinsley Yard require permission to enter by telephoning the shunter. The shunter will telephone you to inform of trains coming out of the yard. Be careful not to end up with two trains standing head-to-head on the single lines.
Trams to/from Tinsley Meadowhall require no special action. The single line section is fairly short so there is only a warning of a few minutes before a train gets to Tinsley North Junction.
The line to Woodhouse Junction is not track circuited. A simple pair of red indications show whether the line is clear or occupied to Woodhouse. Route cannot be set until the indications are unlit (hollow circles). Trains will take 5-6 minutes to traverse this section.
|Beighton Station Jn||MCB||Beighton Station Jn|
|Brinsworth Street||CCTV||Rotherham 1|
|Carr Head Farm||TEL||Barnsley|
|Slitting Mill UWC||TEL||Rotherham 2|
|Thybergh Jn UWC||TEL||Rotherham 1|
Though the simulation has been split into separate "workstations" for each York ROC workstation and the individual signal boxes included in the simulation, some of those workstations will be very quiet in a multiplayer game. It is thus recommended to split these boxes in the following ways:
With fewer players, the Worksop line can be handled by the Rotherham signaller, giving three players. Barnsley could be added to Sheffield for two players, but ARS should be considered at this point.
Rotherham workstation has been split (in the simulation) into two separate workstations. This allows more people to play at once.
Here is a list of workstations in order of difficulty from easiest to most difficult:
The simulation chains at the following locations:
|Huddersfield||Clayton West Jn|
|West Yorkshire||Horbury Jn|
Provision exists for the simulation to chain at other fringes, should the corresponding simulation be developed in the future.
Number keys 1 to 9 scroll from left to right across the layout.
|R||Rotherham (Masborough/Holmes Jn)|
Simulation by: Geoff Mayo
15/10/2009 WTT by: John Mills ('Meld')
08/04/2015 WTT by: John Mills
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 . Use the built-in Find function (Ctrl+F) to locate signal numbers.
|BX||Beighton Station Junction|
|CB||East Midlands ROC (Chesterfield to Barrow Hill signals)*|
|CS||East Midlands ROC (Chesterfield to Sheffield signals)*|
|L||York IECC (Leeds Ardsley workstation)*|
|TE||Totely Tunnel East*|
|WS||Wooley Coal Sidings|
*Fringe box, signals not controlled in this simulation.
Non-prefixed signals are controlled by York ROC (plated S, former Sheffield PSB area, on the ground).
|Sheffield||1||330||Full length, down direction|
|1||260||Full length to S101|
|1A Down to S112||132|
|1A Up to S101||68||Clear of pointwork|
|1B Down clear of 4060B points||146||Clear of pointwork|
|1B Up to S116 signal||143|
|2 Down to S127||345|
|2 Up to S104||329|
|5 Up to S106||237|
|8 Down to S139||268|
|Down North Siding||78||Out of use by 2018|
Where a signal is mentioned, the platform may extend beyond the signal but is effectively unusable. Normal operational is specified where a platform has two sides.
|Attercliffe||Up East (S172-S178)||429|
|Brightside||Down West (S188-S197)||298|
|Masborough Goods||DGL||695 (Full length)|
|(between USS2A and B)||57|
|TL||72(A) + 50 + 66(B)|
|S1044 to S297||704|
|Barrow Hill||Rec 1||443|
|Splash1.jpg||https://www.flickr.com/photos/penske666photography/39949337714/||A class 66, with stone hoppers in tow, passes through platform 8 at Sheffield.|
|Splash2.jpg||https://www.flickr.com/photos/joshtechfission/10118835133/||Sheffield station, from platform 4, looking towards platform 1.|
|Splash3.jpg||https://www.flickr.com/photos/71670325@N03/19393125614/in/photolist-HVsMcE-HVsMN9-HVrinx-HVrhTg-fjkP8W-fj6FCR-oKMNC6-fhYaeL-pnKH6c-hTGhiH-hTGKWQ-oL2MdL-vxGQAJ-rvhSLG||A class 144 calls at Rotherham Central platform 2|
The following are links to external media which were correct at the time of writing. We cannot guarantee the links will always work, or will always be appropriate.
|https://www.youtube.com/watch?v=ZgrhI5_SYpk||Cab ride from Derby to York via Sheffield. Sheffield station is at the 32 minute mark. (Pre-ROC; c1999)|
|https://photos.signalling.org/index?/category/2444-2008_august||Sheffield PSB (pre-ROC)|
|https://www.youtube.com/watch?v=NkmlwHbLMSw||Cab ride from Buxton to Sheffield. Warning: wobbly camera work. (Pre-ROC; c1991)|
|https://www.youtube.com/watch?v=OR6LV5Syzdk||Sheffield-Woodhouse-Manchester cab ride (vicinity of Woodburn Junction and along the OTW Stocksbridge line in the simulation but barely recognisable. Also passes Penistone where the junctions no longer exist. Included out of interest) (Pre-ROC; c1965)|
|https://www.flickr.com/photos/blackwatch55013/8364746559/||Beighton Station signal box interior. Note the carpet over the many disused levers!|
|https://flic.kr/p/9n2wdW||Woodburn Junction signal box interior. Note that this picture pre-dates the changes for the tram, and changes at Tinsley Yard.|
|https://flic.kr/p/bTQ3AX||Woodhouse Junction signal box exterior|
|https://photos.signalling.org/index?/category/1371-barnsley&acs=barnsley||Barnsley signal box interior|
|https://www.flickr.com/photos/tractionart/8200065501||Woolley Coal Sidings signal box exterior|
|https://flic.kr/p/zumMzS||Totley Tunnel East signal box exterior|
|http://signalboxes.com/woodburn-jn.php||Page about Woodburn Junction signalbox's history, including the current (including tram) layout.|
Last edited by Steamer on 06/07/2021 at 17:34