SimSig Wembley Suburban

Manual - release 1

Last modified 2010-09-16

Table of Contents

Introduction

Wembley Suburban has been written at the request of the manager of the real Wembley Suburban PSB and with the aid of detailed signalling diagrams. It should, therefore, be as accurate as practical.

Legal Stuff

SimSig is for personal entertainment use only and must not be used for any commercial use, including the training of signallers etc. Those who are interesting in the commercial application of this software should look at www.theraileng.co.uk.

SimSig is protected by copyright. No SimSig file may be distribution by any other website, by CD ROM or other media without express written permission from G. Mayo. The only exception is when SimSig files are transferred between private individuals where no charge, fee or profit is levied.

This software and is offered as-is, "what-you-see-is-what-you-get". Errors, omissions, faults or other problems are not covered by any warranty of any kind. Problem reports may be emailed or posted on the forums but action may or may not be taken by the authors, a decision which is up to said authors. SimSig accept no responsibility for any damage that may be caused to computer systems by the software.

Acknowledgements

As ever, my thanks to Geoff and Mike for teaching me how to write simulations, to all the people who provided information, and to the beta testers.

Authenticity

This version was written with access to official signalling plans giving track layouts, track circuit details, locations, and overlap lengths. Therefore all of these details are accurate. Speed limits are taken from the Sectional Appendix. However, train describer berths are merely "plausible" and have not been confirmed.

The layout of the main lines at Watford Junction is deliberately simplified, though the signals and trackwork used to enter and leave the sidings is accurate.

In general the simulation replicates the situation as of 2007, though with the option to have the extended platform 2 at Willesden Junction.

Even though "Queen's Park" would be more accurate, the name "Queens Park" is used in the simulation and this manual as it is what is found on the actual workstation and in various documents.

Geographical Summary

The area covered by SimSig Wembley Suburban follows the DC Lines (sometimes called the "New Lines") from Watford Junction south to just north of Camden Junction, where control passes to Wembley Mainline signalling centre. At Watford Junction there are connections to the main (AC) lines, and at Willesden Junction there is a branch to meet the North London Line at Kensal Green Junction.

The entire simulation (almost) fits into a single screen. It is divided into three "stripes". The boundaries between the stripes are protected by automatic signals, so it is never necessary to consider two stripes at once when handling trains. On all three stripes, the Up direction (southeast, towards Euston) is rightwards while the Down direction (northwest, towards Watford) is leftwards.

A quick guided tour follows. It is advisable to open SimSig Wembley Suburban and follow this tour.

Stripe 1: This runs from Watford Junction to Headstone Lane; the only controlled area is Watford Junction station. The main lines at Watford Junction are actually controlled by Watford Junction PSB with Wembley Suburban having slots. However, for convenience the signals required to get trains into and out of the DC lines are shown as if Wembley Suburban controlled them. Trains can enter on the right hand side on either the Down Fast line (the line through platform 6) or from the Down Slow (not shown) via the Up Fast (the topmost line on the simulation); similarly they can leave to the left on the Down Fast or to the right on the Up Fast. As well as the sidings between the Down Fast and the Up DC, there are further sidings on the far side of the main lines, reached via the Up Fast.

In practice, the signals shown on the main lines are only used to bring trains into and out of service, with platforms 1 to 4 being used the rest of the time.

Stripe 2: This section covers the line from north of Harrow and Wealdstone to south of Stonebridge Park. Harrow is the northern terminus of the London Underground Bakerloo Line service. Most trains reverse in the centre siding, but it is also possible for a train to run directly south from platform 1 via the crossover.

The crossover at Wembley Central is controlled by a ground frame which can be displayed using the "Show" menu. The signaller releases the frame to local control by left-clicking on the "F" button, which will then flash; this will only work if both protecting signals are red and no train is between the signal and the crossover. Releasing the frame will cause two new ground signals to appear (these simulate a handsignaller - there are no signals there in reality). Once the frame has been released, the release lever (number 1) can then be reversed, which will cause the "F" button to light up steadily and unlock the other levers. It is now possible to work the other levers on the lever frame: lever 2 operates the crossover, while levers 3 and 4 operate the signals. To return control to the signaller, lever 1 must be returned to the normal position (which in turn requires the other levers to be normal), which will make the "F" button flash again. The signaller can then right-click on the button.

Stonebridge Park is the access point for the LU depot. Both tracks are bidirectional, though normally 21 Road is used as the arrival line and 22 Road as the departure line. The two tracks then converge into a single one - the signals leading into the depot and the points on the convergence are controlled by the depot signalman and not Wembley Suburban. Note that trains can only be signalled towards the depot from Stonebridge Park station if there is an LU headcode (see below) beginning 'I' or 'S' in the relevant train describer berth.

Stripe 3: This runs from Harlesden to immediately before Camden Junction and includes the two key locations of Willesden Junction and Queens Park. The former gives access to Kensal Green Junction and thence the North London Line, plus the TMD, while the latter is the place at which Bakerloo Line trains enter and leave the controlled area, though they can also reverse at Kilburn High Road. The bay at Willesden Junction is only 67 metres long (87 metres when lengthened). Trains can only be signalled on to the Bakerloo Line at Queens Park if there is an LU headcode (see below) in the train describer berth at signal 8 and they have fourth-rail power (there is a negative shoe detector approaching the signal). If a train with an LU headcode is signalled towards Kilburn High Road from signal 4 (Queens Park Up line), signal 2 will revert to red and stay so until the train has reversed (more precisely, until signal 7 has been cleared and then the platform is unoccupied).

At Kensal Green Junction facilities have been included to chain to future releases of SimSig NLL. At Camden Junction this simulation will chain to the forthcoming SimSig Euston.

Speeds

The general speed limit over most of the line is 45mph with a few slower sections (such as 40mph through the tunnel south of Wembley Central, or 20mph southbound through Bushey station). However, this only applies to EMU stock fitted with tripcocks. All other passenger stock is limited to 25mph south of Harrow, while freight trains have a limit of 40mph north of Harrow and 15mph south of there. Most crossovers, sidings, and bays are 15mph.

Trains will only run at the higher speeds if either the "Metro" or "Tripcock" speed class is set in the train's timetable. Other speed classes may be set but will be ignored.

Electric Traction

As is obvious from the name, the entire DC lines are equipped with third rail DC. In addition, that part of the line used by London Underground trains is also equipped with fourth rail DC. At Harrow and Wealdstone, the fourth rail extends into the reversing siding and also along the Down Line (but not the Up Line) to a point level with its end. South of Queens Park, both tracks as far as the crossover, and then the Up Line platform at Kilburn High Road, have fourth rails. Stonebridge Park depot and the Bakerloo Line tracks at Queens Park are only equipped for fourth-rail trains; they cannot be used by third-rail EMUs.

At Watford Junction DC extends along the link to the Down Fast and thence to a point in platform 6 about 80 metres beyond signal WJ2006. The two main lines, but not the sidings or the link, are equipped with AC overhead.

The branch to Kensal Green Junction contains a changeover section from DC to AC. Thus only diesel trains and dual-equipped stock (such as class 313) can use it. The TMD is equipped for third-rail DC.

Scenarios

The scenarios are self-evident.

Fringe working

At any of the 9 places where a train can enter (three at Watford, two at Stonebridge Park Depot, Camden Junction, Queens Park, Kensal Green Junction, and Willesden TMD), the fringe box can be told that the line is blocked by putting a special code into the relevant train describer berth:

• BLOK indicates a temporary blockage:
  • trains at Stonebridge Park Depot will be switched to the other track;
  • trains on the Down Fast at Watford Junction will be switched to the Up Fast, and vice versa;
  • all other trains will be held until the blockage clears.
• SHUT, POSS, *T1*, *T2*, or *T3* indicates a longer closure:
  • trains at Stonebridge Park Depot and Watford Junction (including the sidings) will be delayed until the line re-opens;
  • all other approaching trains will be cancelled or turned round before entering the area.

Train Service

The supplied timetable is based on the workings of August 2006 with some imaginary "seeding" workings added. It runs from 04:30 to 05:30 the following day (shown as 29:30), though the last timetabled move ends at 28:42.

There are a total of 701 schedules in the timetable involving 309 trains entering the simulation. There are no divides or joins.

I am advised that not even the real signallers can make this timetable run to time.

Headcodes

Standard railway descriptions (headcodes) are used for non-LUL trains. The first digit is the class of train. The second character is a letter, which usually denotes the route taken by the train. The remaining two digits simply give each train its own identity.

The only train classes used are 2 (Local Passenger Train) and 5 (Ordinary Empty Coaching Stock).

The route letters found in the timetable are as follows.

London Underground trains, however, use a description that has the route letter first followed by the train's 3-digit number, which it retains for the entire day. The class of train is not indicated. As a result, the same headcode will appear several times, as (say) train 223 becomes in sequence J223, K223, J223, K223, H223, S223, and so on. Within the supplied timetable, a suffix is used to distinguish these workings; this suffix always runs from 1 to 9 then A to U omitting I and O, irrespective of the first part of the headcode. For example, train 223 is in sequence J223-1, K223-2, K223-3, J223-4, K223-5, K223-6, H223-7, etc.

The route letters used by LU are as follows (note that some trains in the supplied timetable use the "wrong" letter):

Main Movements

Silverlink

Silverlink (now London Overground) run a regular service between Euston and Watford Junction calling at all stations. There are also a few services from Willesden Junction to the North London Line and vice versa, operated by class 313 dual-voltage EMUs, and a few ECS DMUs running to and from the TMD.

London Underground

The Bakerloo Line of London Underground runs a frequent service between Central London and Queens Park, with many trains extending to either Harrow and Wealdstone (usually, but not always, reversing in the siding) or Willesden Junction (and then ECS to and from Stonebridge Park Depot). There are also a number of ECS workings into and out of the depot, and some other odd workings.

Freight Services

There are no freight services in the timetable.

Timetable Locations

This section lists the internal codes (which in many cases are TIPLOC codes) for the timetable locations in the simulation, and also provides a brief description of the less-obvious locations. These codes are used when using the timetable converter.

When a train enters the simulation a different code - an entry point code - is used. These codes are shown in italics following a » symbol. In general, the entry location should not be the first location in the train's timetable as well.

Hints and Tips

If you're doing anything odd, don't forget the train-describer-based controls at Stonebridge Park and Queens Park.

Known problems

The feature that makes headcodes in sticky notes be clickable, bringing up the corresponding timetable, doesn't work for LU headcodes.