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Table of Contents

Tyneside IECC
Newcastle Workstation
Introduction
Signalling Notes
Non-Preferred Routes
Newcastle Platforms 5 / 6 / 7 / 8 / SL
Forth Branch
Ouseburn Viaduct
High Level Bridge
Forth Street Bridge
Heaton Depot from the Newcastle Direction
Heaton Depot from the Morpeth Direction
Heaton GSP
Bedlington Branch
Plessey to Morpeth Bi-Di
Three to Four Aspect Signal Transitions
Newcastle / Gateshead Loops
Train Describer Notes
Gradients
Forth Branch
Newcastle to Morpeth
Interlockings

Tyneside IECC

Newcastle Workstation

Introduction

The Newcastle workstation is essentially everything north of the River Tyne, with interfaces to the Gateshead workstation on the King Edward Bridge (KEB) and the High Level Bridge (HLB). The workstation is busy with Newcastle station and Heaton depot causing a lot of work, plus two CCTV level crossings to supervise. Newcastle is not the most flexible of stations so delays often occur.

Due to the ease of the ability to lock Newcastle station up with incorrect and/or inappropriate platforming, this workstation is the most difficult in this simulation. The user must check the following destinations of inbound trains to ensure there will not be Mexican stand-offs in platforms 5/6/7/8, or between platforms 5/6/78 and the Up & Down Slow line, or between platform 7 and the Down Sunderland over the High Level Bridge, or around the Gateshead loop back to Newcastle again. Other opportunities exist to really ruin your day so watch carefully!

Note that abbreviations of KEB have been used for King Edward Bridge for brevity.

Signalling Notes

Non-Preferred Routes

Over Newcastle South Junction there exist some non-preferred routes between some signals and platforms. Blue arrows (actually non-standard yellow bow ties in real life) can be used to select the non-preferred route if available. Use of the arrows is not required.

Newcastle Platforms 5/6/7/8/SL

Trains stopping at Newcastle in these platforms or on the slow line will proceed as far as signals allow before stopping and performing station activities. If you want the train to stop in the near end platform, do not set a route from the mid-platform signal until the train is at a stand. This is especially important entering platform 7 from the right and exiting via the slow line on the left where there is no platform.

If a train passes through the near end of the station to join to a train at the far end of the station, you may need to use the command "shunt forward" if the train stops at the platform in the near end. This is because it sees a red signal, stops, and decides it's already arrived at Newcastle, and waits for its joining portion.

If a train is scheduled to pass through the near end of the station and change to a new train at the far end, the ARS will not deem it arrived until it reaches the far end. If it stops in the near end for whatever reason, ACI will not happen. Interpose the next working manually.

Forth Branch

Also known as Forth Banks.

Trains can reverse behind signal T503 without proceeding onto the branch and require no signalling notes, except that the exit to routesetting is the stop board underneath the track.

At the stop board mentioned above there is a token machine. Trains proceeding onto the branch cannot do so until they are in possession of the token. You, as the signaller, grant the release by left clicking on the NSKT green circle. It will turn solid steady green. When the train takes the token, the NSKT indication will turn solid steady red.

The Forth branch is not very long and culminates in a couple of sidings and loops. Trains can be locked into the loops with the driver or other authorised person walking or otherwise going back to the token machine and replacing the token. At this point the NSKT indication will turn steady solid green again, whereupon you can right click to cancel the release. Trains in the simulation will exit.

For a train entering on the Forth branch, you will receive a permission phone call first, with a reminder to grant the NSKT release (as above). The driver or other authorised person will collect the token (NSKT steady solid red) and go back to the train. The loops can now be unlocked and the train can proceed towards signal T503. Upon leaving the non-track circuited section the token will be replaced whereupon you can right click to cancel the release.

Ouseburn Viaduct

This viaduct has structural weaknesses and class 3 to 8 freight trains must not pass over it on the Up Main when the Up/Down Slow is occupied, or over the Up/Down Slow if the Up Main is occupied.

High Level Bridge

This bridge has structural weaknesses and if any of the following are required to pass over it, then the other line must be blocked to traffic until it is clear of the bridge:

  • Any freight train
  • Any train with two or more locomotives coupled together, including:
    • Two or more light locomotives
    • An HST set with a locomotive attached
    • A class 91 electric 225 set with a second locomotive coupled to the class 91

    Forth Street Bridge

This bridge, in the vicinity of signal T482, has structural weaknesses. All freight trains, including class 0, are not permitted to use the Up Slow line between 3003 points and 3028 points. This is the section between signals T482 and T515.

In addition, with a freight train routed T483/T485 to T511/T513, another train must not be routed parallel to it past signal T482 (in either direction).

Heaton Depot from the Newcastle Direction

Trains for Heaton Depot from the Newcastle direction require a slot at signals 571/573/575. This slot also releases the points (the "released" indication). Trains will proceed up to Heaton's signals CT17/CT19/CT13 and may pause there briefly before entering the depot proper. You need take no action on those signals.

Heaton Depot will interpose outbound train workings at signals 592/594/596. The points release will be given shortly after, allowing you to route onto the main lines.

Note that there are routes which avoid T572/CT23, ie T575 direct to CT17/CT19/CT13, and T592/T594/T596 direct to T562.

When ARS sets a route into Heaton Depot, it will set the route to Shunt Signal CT21 with the route onwards to CT17/CT19/CT13 being a Manual Route. A user can set a route direct from 571/573/575 to CT17/CT19/CT13, but this will bring an Off Planned Path Alarm which can be safely ignored.

Heaton Depot from the Morpeth Direction

A slot is required for inbound trains at signals T602 and T604. The point release will be given shortly after, and then trains can be routed in behind signal T609.

Heaton Depot will interpose outbound trains at T609 and shortly after grant the point release.

The Apron is really under Heaton Depot's control but is provided for your use in the simulation.

Heaton GSP

Heaton Ground Switch Panel allows trains to access the siding next to the Down Goods Loop (DGL). The signaller grants the release by left clicking on the F circle. The ground panel operator takes the release by operating switch 3 (Release). The points can be reversed by operating switch 1. Going in to the sidings from the DGL requires switch 2 to be operated. The remaining "switches" give hand signals to the driver to exit either the left siding or the right siding (orientation as per the screen).

Bedlington Branch

A slot is required at signal T635 before proceeding onto the Bedlington branch. This is a few miles long so trains will take a while to exit.

Up trains from Bedlington are signalled by the adjacent signalbox as far as signal T638. Wait until the train appears on the track circuits before setting over Benton.

Plessey to Morpeth Bi-Di

The N/F control labelled "8678 Dn Main Up-Di Rel" is a control to allow Up trains from Morpeth to use the Down Main from Morpeth towards Plessey. Left click on the F circle to allow the movement and right click to cancel.

The F control labelled "Up Main Dn-Di Rel" is an indication to show that Morpeth has allowed you to send Down trains along the Up Main. It can be requested by left-clicking on the green F circle. Once it turns solid white - which may not be for some time if trains are approaching - route can be set from T673 or T671 at Plessey to M103.

The bidirectional signalling on the ECML north of Benton (including the section between Plessey and Morpeth) is SIMBIDS-style signalling, hence usage of it is allowed only for planned engineering works or to work around emergencies like failed trains, broken rails, etc. Additionally, the speed for wrong line movements is restricted to 50 mph.

Three to Four Aspect Signal Transitions

Where a three aspect signal is routed towards a four aspect signal, and the four aspect signal is showing a single yellow aspect, the three aspect signal will also show a single yellow. This applies to most situations like this.

Newcastle/Gateshead Loops

Many trains can, and do, get diverted between KEB South Junction and Newcastle via Greensfield Junction, and between Park Lane Junction and Newcastle via Greensfield Junction (other possibilities also exist). This is okay if it's a multiple unit with driving cabs at both ends and no restrictions on reversing in Newcastle station. Loco hauled trains are a different matter depending on their journey after Newcastle. Trains that can divert will do so without stopping at the diverging signal and will correct their direction when stopped at Newcastle.

Trains that cannot reverse at Newcastle (or must otherwise follow their booked route) will be marked as such in the timetable and the simulation will make those trains call a wrong wroute at the diverging signal. They can be overridden but check their timetable for any manual corrections that may need to be made by going into the Train List and Edit Timetable.

Beware that the track around Gateshead is effectively a single line from Newcastle South Junction via Greensfield Junction to High Level Bridge Junction. It is therefore easily possible to have two trains safely signalled near to each other but unable to pass each other.

Trains diverted off their planned path in this manner cannot be made ARS until the train regains its booked routing.

Train Describer Notes

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.

Gradients

Forth Branch

1 in 108 downhill takes the line from the Newcastle side of T503 signal to the token section. Within the token section the gradient eases slightly to 1 in 195 downhill.

Newcastle to Morpeth

The west (left) end of Newcastle station is level but halfway through the station the line starts dropping at 1 in 258 to Manors where it reverts to a gentle uphill. Over the Ouseburn Viaduct the line ascends more steeply at 1 in 228 and then 1 in 167 before easing slightly over Heaton South Junction. A brief uphill of 1 in 296 takes the line to Heaton North Junction where it levels off for a short section before another uphill slog to Benton at around 1 in 200. A quarter mile section of 1 in 96 uphill before easing off and then peaking near signal T562. The line then undulates to Morpeth.

Interlockings

There are four interlockings in this area:

  • NEWCWEST - Newcastle South Jn to Newcastle
  • NEWCEAST - Newcastle to Ouseburn Viaduct
  • HEATON - Heaton South to Heaton North
  • BENTON - Benton to Plessey

Tyneside Contents


Last edited by y10g9 on 02/06/2021 at 19:09