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|15/10/2009 WTT (Midnight and 0445 Start included)||5.0||23/04/2021|
Additional user-written timetables are available to download here .
Welcome to SimSig Wembley Main Line! The real life box was built in 2000, entitled Wembley Main Line Signalling Control Centre, and is located near Stonebridge Park LUL station (near Railnet Jn on the simulation). Four NX panels operate the layout, utilising desk control panels and a rear indications panel. Fourteen SSIs control the area.
Also shown in the simulation is the Royal Mail Terminal at Willesden. In real life Wembley Yard controls this area but as it's just a short stub into a "station", it has been included on this simulation for interest.
Wembley Main Line simulation is arranged for four signallers, as per the real area (ignoring the Royal Mail Terminal for now), but on quieter timetables it is even possible for one player to manage (just!).
The pre-2000 layout at Euston station forms the Euston PSB simulation. The Watford DC lines, which run parallel to the WCML and are drawn on Wembley Main Line's panel, are simulated in Wembley Suburban .
In December 2014 control of Watford Junction PSB is to be transferred to a new panel at Wembley Main Line SCC. Strangely, this means that the Watford desk in Rugby SCC will not control any of Watford as originally envisaged many years ago!
No delays or equipment failures.
A normal day, with some late running and chance of equipment failures.
Due to flooding, the Line X dive-under is closed all day. Traffic from platforms 1-7 will need to cross all incoming traffic on Lines A and B to access the Down Fast or Down Slow, requiring careful planning. Line X remains available through Park Street Tunnel.
Engineering work at Wembley Central has closed the Up & Down Fast lines between Willesden North Jn and Wembley North Jn, requiring all Fast line traffic to use either the Slow or Relief lines between those two points.
Emergency engineering work on Park Street bridge has closed Lines A and B. Take care- without planning, a bottleneck can easily develop at Camden South with DC trains having to use Line C. Remember that Line X can be used in both directions.
Virtually all lines on the simulation are electrified with standard 25kV AC overhead wires. The exceptions are the lines from Willesden to Acton Canal Wharf and Acton Wells junctions, and the DC line from Camden Jn to Queens Park.
The 'DC' line from Queens Park to Euston platforms 9 and 10, and Camden Jn to Camden Road, are electrified with 750V DC third rail. Trains running on DC can only be routed to/from signals with a pink marker next to them. The relevant lines are dual voltage where they overlap with the AC electrification detailed above.
Controlling the Euston station throat and immediately vicinity, the Euston panel has the busy platforming to deal with. That said, it is not as busy as some other London termini, despite its size. A variety of platform lengths means any re-platforming must be considered carefully to ensure an inbound train will fit.
Despite a number of possible alternative routes between signals/platforms, the interlocking is only programmed with one possibility per pair, as in real life. Some theoretically parallel moves are thus not possible with this restrictive programming. The theory goes that this was done for reasons of cost, although one wonders to what cost to the train service in the years since installation.
Each platform at Euston has either two or three TD berths. The leftmost berth is prefixed A followed by the signal number, so platform 1 is A001. The next berth is Bxxx, and the final berth (in platforms 8 to 11) is Cxxx.
Train descriptions will recess to the emptiest berth to the right, so an inbound train coming into an empty platform 1 would step into B001. The second train in would arrive into A001. If there are insufficient TD berths for the number of arrivals then the inbound train will overwrite whatever is in A001.
If a route is set out of a platform then the leftmost TD will step up to the signal (the Axxx berth) if that berth is empty. If the route is cancelled without a train departing then the TD will step back to the right until an occupied berth is found.
If the platform tracks become clear (the one by the exit signal being the trigger) then all TD berths for that platform will empty out.
Note that this TD stepping is fairly unusual for bay platforms / termini, at least outside the Scottish region.
track circuit override next to the buffer stop before a calling-on aspect will be displayed. However before doing so, check that the train being called on will fit into the remaining space in the platform.
Watch the Camden panel as well as your own: not just to see what's approaching, but what might help or hinder regulation on your own panel. For example, it is theoretically possible for two trains to block each other, such as a train from Camden Washer/CSD waiting at signal WM512 and destined for the Backing Out Roads while a train from Euston waits at WM107.
If you need to re-platform a train, consider what might be scheduled to use that platform. Check the platform lengths are suitable.
Perhaps the simplest panel to operate, this is nonetheless still fairly busy. Once Euston sets the route as far as Park Street bridge/tunnels, you will want to be giving the approaching train clear signals as soon as possible. Outbound trains (in the Down direction) will generally be on lines C, X, and E, and will need to be routed to the Down Fast, Down Slow, or Down DC lines.
Up trains should generally be routed towards Euston on lines A, B, or D.
The trackwork around Camden Junction involves flyovers and tunnels - even pointwork inside tunnels! Routing from Primrose Hill to South Hampstead, for example, involves clicking on signals WM801 and 903 with the line entering a tunnel, ducking under the slow lines, joining the Down DC line underneath the Down Slow, and then crossing back under the slow lines before running alongside the slow lines while still in tunnel.
Up Fast trains may be timetabled for line A but use a more central platform; similarly they may be scheduled for line D but use a lower numbered platform. Consider use of other lines from WM110 if there is congestion and the train can still get to the assigned platform.
While most trains can use the Slow Lines instead of the Fast Lines with very little impact on timekeeping, note that the crossovers at Willesden West London Junction are only 15mph so they could lose time here.
Willesden Panel is probably the most complex panel in the signalbox. While passenger trains on the fast and slow lines generally head straight through without changing lines, there are a number of freight trains and other trains which have to be routed carefully through the various junctions. The panel also has a number of fringes with other signalboxes - four signalboxes and five fringes to be exact.
Note that the barriers will not raise until the rear of a down train on the Down West London / Down Willesden Relief has cleared the crossover track circuit. This is one track circuit later than what would perhaps be expected.
Where possible, for trains coming out of yards, sidings, RMT etc, don't set route on to the main lines until the train is seen to be moving. In most cases it will not alter the speed and thus timekeeping due to the low speeds in such areas.
Trains from the Kensington area towards Watford Junction may be scheduled to run on the Willesden Relief lines. However, if the train is late, or the Reliefs are congested/blocked, it may be worth using the Fast/Slow lines instead which will gain the train a few minutes due to the much higher speed limits.
Wembley Yard contains the European Freight Operations Centre (EFOC). Not to be confused with the Euroterminal which is closer to Willesden.
Watch out for freight trains that stop right on top of Sudbury Jn (RP) for a crew change. They may be there for some time.
Crossing trains at Sudbury Junction is faster than via WM933/WM936. However, trains will be using the Slow Lines for longer - and beware of crew changes at the relieving point (RP)!
There is one CCTV crossing, at Mitre Bridge Junction.
The simulation can be played by one experienced player, but is better in multiplayer, where four players can be kept pleasantly busy.
The simulation chains at the following locations:
|Victoria Central||North Pole Junction|
|Watford Junction||Watford Junction|
The simualtion does not chain to Wembley Suburban at present; an update is required to that simulation.
In addition to the standard shortcut keys , the following are available:
|1-8||From left to right|
|R||Royal Mail Terminal area|
|Y||Wembley Yard area|
|N||North Wembley area|
Simulation by: Geoff Mayo
15/10/2009 WTT by: Unknown
Many thanks to PP (Guts) for his invaluable help in getting the simulation as true to life as possible. Thanks also to my ICT group for their input, timetabling, and testing.
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 .
|ACW||Acton Canal Wharf*|
|HL||Willesden High Level*|
*Fringe box, signals not controlled in this simulation
#Partial control area simulated here.
Non-prefixed signals are controlled by Wembley Mainline (WM)
|Harrow & Wealdstone||All||245|
|Location||Loop Name||Length (m)|
|Acton Canal Wharf Curve||(ACW21-661)||380|
|Brent||Up & Down Goods No.1||1083|
|Up & Down Goods No.2||1083|
|Kilburn||Up & Down Goods||617|
|Wembley Yard||Down Willesden Relief (827-829)||439|
|Down Willesden Relief (933-936)||261|
|Down Willesden Relief (936-934||461|
|Down Willesden Relief (829-933)||427|
|Up Willesden Relief (931-830)||261|
|Up Willesden Relief (929-931)||439|
|Up Willesden Relief (936-830)||464|
|Up Willesden Relief (931-933)||498|
|Up & Down Willesden Relief (933-936)||294|
|Location||Siding Name||Length (m)|
|Acton Lane Recption Sidings||No.1 Rec||410|
|1214- points 2442||26|
|Brent Sidings||R&D 1||243|
|Euston Backing Out Roads||Neck||180|
|Euston Middle Sidings||MS1||259|
|Euston Up Sidings||US1||236|
|Wembley High Level Goods||779-767||620m|
|Wembley North LHS||L||32|
|Wembley Yard||Loco Sidings Neck (788 to buffers)||30|
|Willesden Euroterminal Depot Line||1189-742||26|
|Willesden Railnet Reception||All||248|
|Willesden South West Sidings||Goods (741-624)||171|
|U&D SW Reversible||163|
|622 to buffer stops||152|
|Willesden TMD||Neck (724- buffer stops)||125|
A broad overview of the speed limits in the area follows. Note not all speed changes are listed.
(Right click and select 'view image' to see full size)
|Splash1||Euston station (platforms 1-17) on the real panel|
|Splash2||Euston station (platforms 1-MS2) on the real panel|
|Splash3||Wembley Central on the real panel|
|Splash4||Camden Junction on the real panel|
|Splash5||Euston station (platforms 10-18) on the real panel|
|Splash6||Wembley Yard South Jn on the real panel|
|Splash7||Harlesden Jn, Willesden No.7 Jn and the south end of the Wembley depot complex on the real panel|
|Splash8||Controls for Willesden No.7 and Willesden South West on the real panel|
|Splash9||Controls for Euston station on the real panel|
|Splash10||Controls for the south end of Willesden Railnet on the real panel|
|Peter Bennet's photostream||Detailed panel photos of Wembly SCC|
|87005 London Euston - Watford Junction Driver`s Eye View||YouTube video taken over the driver's shoulder|
|London Euston station Rush Hour!||Video of various trains at London Euston|
|Scotrail Caledonian Sleeper : Inverness to London Euston||Video on board and looking out of the window of the southbound sleeper|
|The Railway - Keeping Britain On Track : West Coast Mainline (S01E04)||Part of a documentary series with this episode focusing on the West Coast Mainline|
|Northampton to London Euston | DRIVERS EYE VIEW||Driver's eye view of most of the route from Northampton to London Euston|
|87005 London Euston - Watford Junction Driver`s Eye View||Filmed during the resignalling of the area, this features a fast train on the slow lines out of Euston, crossing to the Down Fast at Willesden West London Junction|
Last edited by Steamer on 23/04/2021 at 20:32