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This workstation fringes to York IECC's North workstation to the south, Eaglescliffe to the south east, Heighington signal box (in this simulation) to the north, Norton-on-Tees from Ferryhill South Junction, and the Gateshead workstation (in this simulation) to the north. Approximately 36 miles of high speed, bi-directional, double track is controlled of the East Coast Main Line as well as several miles on each branch.
Three locations (Darlington, Ferryhill-Tursdale, and Durham) are well placed to recess slower trains while faster ones pass.
Note that Down trains via Darlington platforms 1 to 3 have to cross to the Up Main before reaching the platform due to the restrictive layout. As a result, Down through trains should generally use platform 4 where possible.
There are no non-preferred routes in Darlington station. Each entry and exit signal has just one pathway between the pair even where alternative pathways might exist. Each pair may have warner , call-on , or main variants though.
Trains via platform 4 will receive a single yellow at 915/917/919/941/854/864/866 unless the mid platform signals (895/888 as appropriate) is at green. This is one of the few cases where two single yellow signals in sequence is allowed. Perhaps it is to avoid giving a green to the far end of platform 4 while only giving a single yellow to the far end of platform 1.
Watch out for platforming through trains in opposite directions facing each other in platforms 4A and 4B. The Bypass line can be used for passenger trains to access 4B from the south (left) but cannot be used to escape a train from 4B to the south.
Before Heighington can send a train towards North Road, the slot at signal H33 has to be given. This releases the points onto the single line, after which the signaller can clear signal H33 towards North Road. The slot self-cancels. The slot is also required for the exit from the Hitachi depot.
Be careful with passenger trains via North Road. The line is effectively single from Heighington to Darlington as far as passenger trains go as the loop at North Road has no platform and is not suitable for passenger traffic, so don't allow a passenger train to leave Darlington while giving the slot for another passenger train from Heighington.
There is a limit of shunt (T457) between F452 and T450. This can be used when no train is approaching from Norton-on-Tees, and is indicated by a white slot light on the screen next to each of signals T443, T445, and T447 with the label F447 (not to be confused with signal T447). When the white light is a hollow green, routes to T457 are unavailable. Left click to request the slot - all three will light together.
If a train is scheduled to terminate at Ferryhill TC it will disappear from the sim once inside the non-track circuited yard between signals T447 and T433.
If a train is scheduled to go from Ferryhill to Thrislington, route the train from signal T433 to the noticeboard (red square; "signal" NB1). Once the train is clear of GF'B', release the ground frame . The ground frame operator should take the release (lever 2), reverse the points (lever 1), and then give the handsignal (checkbox above the levers). The train will proceed over the pointwork, and into the non-track circuited loop. Bring up ground frame A but do not release it. Instead, give the hand signal from the loop. The train will then proceed into the sidings.
For a train from Thrislington to Ferryhill or beyond, ground frame A needs to be used. Release this ground frame and, leaving the points normal, give the hand signal for the exit from the siding. The train will proceed through the non-track circuited loop until it is clear of the points. The points now need to be reversed and the handsignal for the loop given. The train will then proceed towards Ferryhill.
Note that passing over the point controlled by ground frame A will flood track FYS as occupied even though the diagram doesn't appear to show this. It is as displayed on the overviews in the IECC.
The two ground frames are interlocked and cannot both be released at the same time.
The route from 369 to 355 is faster than the route from 369-357-293 so should be used in preference to the second routing unless recessing a train to allow another to pass.
With a route set from 354 to 360, signal 354 will display yellow (or better) with points 703 in the normal position (the ones immediately after signal 360). If the points are not in the normal position then signal 354 will revert to approach controlled (a warner route). Be careful with this with trains approaching as they may receive an adverse change of aspect if too close. ARS accordingly sets more than 2 greens for this reason through these signals, regardless of point position.
Both loops are suitable for passenger trains.
Durham ground frame has three levers and a hand signal. Release the ground frame with lever 3, reverse the points with lever 2, and use lever for a proceed aspect on signal 364. Use the checkbox above the levers to give a hand signal to exit the siding.
The whole ECML within this section is equipped for bi-directional running, however with the signalling being of the SIMBIDS variety, wrong-line running carries a severe speed penalty (50 mph max) and usage is allowed only for planned engineering works or to work around emergencies like failed trains, broken rails etc.
ARS will hold trains for Darlington platform 4B at signals 915/917/919/941 until the way is clear all the way to signal 883. This prevents the train stopping at signal 895 and potentially still fouling Darlington South Junction.
With a down train waiting on the slow line at Tursdale Junction, and an up freight train waiting to access the slow lines at the same location, ARS sometimes causes the down train to wait while the up train is waiting for a faster up (main line) train to pass. In these situations it may be preferable to override ARS by setting the route for the up freight train onto the slow lines (T420->T422).
ARS needs watching with the down loop and freight trains at Durham. Depending on the proximity and speeds of down trains, it may be beneficial to put a slower train on the Down Slow to T357 while the faster train(s) overtake on the Down Main.
Signal T398 is not cleared by ARS, you have to set the route manually. There is not normally a reason for this signal to be taken out of automatic.
Generally, setting a route out of a siding or yard without a train description present will cause a NDSD to appear. This acts as a reminder to correctly describe the train before it gets too far. This is per real life.
From Northallerton to Darlington the line has various gradients up and down with the steepest 1 in 391 and then 1 in 342, both downhill, from signal T931 to signal T924. Entering Darlington from the south encounters a slightly milder uphill 1 in 438 (sources vary - some say 1 in 426 but the difference is negligible).
A brief 1 in 220 climb takes the line north from Darlington with some respite before a another climb maxing out at 1 in 192 through Aycliffe before easing off and then levelling off in the vicinity of T468 signal. Around T462 signal the line climbs again at 1 in 202 as far as signal T458 where it peaks and then drops at 1 in 528 over the junction at Ferryhill South. At Tursdale the line drops sharply at 1 in 200, easing off through Hett Mill CCTV, then dropping again at 1 in 150 to the Croxdale Viaduct where the gradient reverses and now climbs at gradients of 1 in 150 or less steep to nearly Durham Viaduct.
Durham Viaduct and station are downhill at gradients ranging from 1 in 100 after the summit to 1 in 120 through the station, where it eases to 1 in 330, still downhill to signal T293. The line then gently undulates to the fringe with the Gateshead workstation.
This line constantly undulates with the steepest gradient 1 in 237.
Leaving Darlington towards North Road a moderate 1 in 405 takes the line into North Road itself where the line steepens to 1 in 132 as far as the vicinity of Jennings LC. The gradient then eases off until Whiley Hill AHB where it steepens again to 1 in 161 until just before Heighington where again it eases off to 1 in 400-500 until after Newton Aycliffe. A set of steep inclines, maxing out at 1 in 97, takes the line into Shildon which is the summit of this section of line. Gradients of a maximum of 1 in 146 descend to Bishop Auckland.
There are five SSIs in this area:
Last edited by Steamer on 26/05/2019 at 16:33