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Post by Jimi on Mar 2, 2019 15:30:23 GMT
Purpose of this thread In addition to the depots and various sidings, there are many stations where the player and AI trains can change paths or swap from (say) fast to slow roads; plus some specific locations where a reversing move from (say) EB to WB is performed if the situation requires - turning short or track/signal issues.
All the stations in the VDL route are custom built to exactly resemble their real-life counterparts in both appearance and operation and relevant signaling. Their appearance, both day and illuminated at night, is amazing and a credit to Our Station models wiz Richard. However this thread is not intended to describe their appearance or structure - you can better do that in the sim by driving, stopping and looking around in the "8" view.
The replies in this thread will describe specific stations and locations where multiple paths or moves are possible. The intent is you will (a) understand how to include them in scenarios where appropriate, or (b) as a player Operator you can understand the purpose of the moves and how to perform them as in real life.
This also includes the [currently] 3 dead-end termini stations (Ealing Broadway, Richmond, Wimbledon) where there are multiple paths in and out and specific signaling controlling those paths.
And finally it will include locations where we have placed reversing roads and portals so you can reverse trains "out of sight". For example, an AI Picc 73TS can disappear towards Northfields or Rayners, and a short while later re-appear from there as though it is a different train. Portals are also present make trains appear and disappear in hidden locations, e.g. the portal at Gloucester Rd WB is in the tunnel W of the station, so you can "lose" trains heading towards the city and free up the track; or reverse them in the tunnel so they re-appear as an Outer Circle or WB DR service into GRD P1 or P2.
There are a lot of details included in all the stations, and it's worth a look around in the "8" view to see what you find.
We will start with the 3 termni, followed by stations with multiple paths and moves, and conclude with reversing points.
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Post by Jimi on Mar 4, 2019 17:25:03 GMT
EALING BROADWAY Ealing Broadway is a dead-end terminus at the west end of the District Line with 3 platforms for District Services, alongside 2 platforms for the LUL Central line and other platforms for NL services. At one time there were connections between the Central and District roads, but these have in more recent times been removed. There are also sidings as described in the Sidings Topic, which are no longer in service.
Approach to the station, from Ealing Common WB, is via taking the left path at Hangar Lane Jct. Signal WM20/21 will be green with a left RI lit. District trains should always ensure the 'arbor lights are lit to avoid the embarrassment of continuing straight ahead onto the Picc road, who are not especially fond of big trains straying onto their patch. District trains turn left to Ealing Broadway; little trains go straight ahead towards N Ealing and Rayners Lane. Note that to assist you there is a fog repeater with attached mini-RI in rear of the curve before the bridge that will give you advance notice of WM20/21 aspect and RI state.
The District platforms at Ealing Broadway are numbered 7, 8, 9 looking left to right facing the station, and approach is controlled by signal WP17 which is a semi-auto signal having left and right RIs attached. A left RI lit indicates P7, none lit is P8, right lit is P9. The signal will only clear to green if the route is set into a specific platform and the sections ahead, including the platform track, are clear. There are dual X-overs approaching the platforms allowing both arriving trains on the left side (facing the station) to access any platform and likewise any departing trains on any platform to gain the EB departure road on the right side (again facing the station). LUL employs left-hand running on all sections of the line.
In some situations an arriving train may be held at WP17 even if its platform is clear due to a departing train blocking the approach route - e.g. a train in P7 or P8 could block an approach to P9 as they need to cross the approach road. Conversely, a train approaching P7 or P8 may not be blocked by a train departing P8 and P9 respectively. The signaling will handle all legal moves and situations, but in the interests of efficiency you may wish to route inbound AI trains to P9 if available as subsequent services will not be delayed. Or you may choose to simulate real-life pathing delays.
Note that speed limits exist on approach with a limit of 20mph from signal WM20/21 at Hangar Lane Jct bridge, 15mph approaching the X-overs, and 10mph in the platform areas.
Exit from platform 7, 8, 9 to the EB road is via a semi-auto signal (WP53, WP54, WP55 respectively) which when clear allow access from the relevant platform to the EB road beyond both X-overs. Note the speed limits on departure - 15mph until the whole train is clear of both X-overs. You will then pass a repeater signal (RWMX549) followed by an increase to line speed in rear of signal WMX549. Take note, however, of the upcoming 20mph limit and signal WM1 prior to crossing Hangar Lane Jct and be ready to reduce speed or stop as needed.
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Post by Jimi on Mar 4, 2019 18:07:45 GMT
RICHMOND
Richmond is a dead-end terminus (for District services) on one of the NL controlled sections of track in the south-west area of the line. It is accessed by taking the left path at Turnham Green WB, with control and maintenance of the road transferring from LUL to NL between Turnham Green and Gunnersbury (a short section with no juice rails and relevant signs marks this change-over). The roads from Gunnersbury through Kew Gardens to Richmond are shared with NL services.
The District platforms at Richmond are numbered 4, 5, 6, 7 (looking L to R facing the station), and approach is controlled by signal GB17 which will clear to green with a number displayed in the attached theater display indicating the platform route. A route of "3" is also possible from this signal, which should NOT be accepted by a District train as the track section to P3 has no fourth rail. The signal will only clear to green if the route is set into a specific platform and the sections ahead, including the platform track, are clear. There are multiple X-overs approaching the platforms allowing both arriving trains on the left side (facing the station) to access any platform and likewise any departing trains on any platform to gain the EB departure road on the right side (again facing the station).
Similar to approach to Ealing Broadway, an arriving train may be held at the outer home signal (GB17 in this case) if a departing service is blocking the approach path. Arrival in P4/ P5 on the WB (Up) is possible during another train departing from P6/P7 on the EB (Down) as there would be no conflict.
Note that speed limits exist on approach and prior warning signs give you advanced warning of speed limit reductions, these occurring before signal GB17 and prior to the X-overs and platform areas.
Departure from the District platforms (4...7) is via semi-auto signals GB18/20/22/24 respectively which when clear allow access from the relevant platform to the EB road beyond both X-overs, followed by Auto signal GB16.
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Post by Jimi on Mar 4, 2019 19:19:38 GMT
WIMBLEDON Wimbledon is a dead-end terminus (for District services) on one of the NL controlled sections of track in the southern area of the line. It is the final stop on the section of the so-called "Wimbleware road" from W Brompton; the other section being from Edgware Rd through High St Ken and Earls Court. Control and maintenance of the road transfers from LUL to NL on the east end of Putney Bridge (a short section with no juice rails and relevant signs marks this change-over). The roads from E Putney to Wimbledon are shared with NL trains. There is also a depot for SWT trains at Wimbledon Park.
The District platforms at Wimbledon are numbered 4, 3, 2, 1 (looking L to R facing the station), and approach is controlled initially by approach control signal W373 flashing yellow with an accompanying 15mph speed limit advanced warning sign. This is followed by signal W375 which will clear to yellow with a number displayed in the attached theater display indicating the platform route (1...4). A route of "6" or "7" is also possible from this signal, which should NOT be accepted by a District train as the path is for NL trains and has no fourth rail. The signal will only clear to yellow if the route is set into a specific platform and the sections ahead, including the platform track, are clear. You should reduce speed to 20mph before passing this signal. There are multiple X-overs approaching platforms 1...4 allowing both arriving trains on the left side (facing the station) to access any platform and likewise any departing trains on any platform to gain the EB departure road on the right side (again facing the station).
Similar to approach to Richmond, an arriving train maybe be held at the outer home signal (W375 in this case) if a departing service is blocking the approach path. Arrival in P4/ P3 on the WB is possible during another train departing from P2/P1 on the EB as there would be no conflict.
Note that speed limits exist on approach and prior warning signs give you advanced warning of speed limit reductions, these occurring before signal W373 and prior to the X-overs and platform areas.
Departure from the District platforms (1...4) is via semi-auto signals W382/W380/W378/W376 respectively which when clear allow access from the relevant platform to the EB road beyond both X-overs, followed by signal W374, then a set of 3 count down boards (///, //, /) followed by Signal W372 at the points where the depot road merges from the right.
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Post by Jimi on Mar 4, 2019 21:02:52 GMT
ACTON TOWNActon Town is in the west area of the line, just east of Ealing Common Depot, and it is noteworthy as it serves both District and Piccadilly line services, and has 4 platforms serving both slow (local) and fast roads EB and WB. There are multiple approach and departure paths, especially for the Picc trains; and related sidings enabling both off-peak stabling and reverse moves (see Sidings topic for details).
The outer platforms (P1 WB and P4 EB) are referred to as the "slow" (or local) roads and are nominally for District line services, although these platforms can also be accessed by Picc trains via points from the fast roads. The inner platforms (P2 WB and P3 EB) are referred to as the "fast" roads and are intended for Picc services. The following moves are possible: EB approaches:EB slow road (District from ECMDT, District or Picc from Ealing Common) via signal WL99 into either P4 (EB slow, nominally District), or P3 (EB fast, nominally Picc). EB fast (Picc from Northfields) via signal WL90 into either P3 (normal), or P4 (exception, via previous X-over to EB slow). EB departures:P4 to EB slow or EB fast via signal WL106, so a District train will continue on the EB slow road, whereas a Picc "stealing" P4 will regain the EB fast. P3 to EB fast via WL87 (normal Picc routing). WB approaches:WB slow road (District from Chiswick Pk) via signal WL16 into P1. WB fast road (Picc from Hammersmith) via signal WL25 onto the WB slow into P1; or via signals WL29/30 into P2. WB departures:P1 to WB slow via signal WL18 (District path to Ealing Common and Ealing Bdy). P2 via signal WL32 to either WB local merging with WB slow to Ealing Common (Picc path to N Ealing and Rayners); or to WB fast (Picc path to Northfields/Heathrow). Summary:So a District service ex-ECM or ECMDT will use the slow road EB (often referred to as the "slow Ealing") into P4, or ex-Chiswick Pk will use the slow road WB into P1 to ECM/EBY.
A Picc service will nominally use the fast roads and platforms - P3 WB, or P2 EB; but can gain access to "steal" the slow road platforms, and then regain the fast roads EB or WB.
This means that, as has been seen IRL, Picc trains could be occupying all 4 platforms at ACT at one time - causing District services to be waiting for P1 or P4 to clear :-)
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Post by Jimi on Mar 4, 2019 21:26:43 GMT
HAMMERSMITH The Piccadilly line emerges from "the pipe" (ex-ECT Picc) just east of Barons Court and then runs in parallel with District metals as far as Acton Town, and then sharing tracks from there to Hanger Lane Jct. Hammersmith is another station with multiple approach/departure paths. It is also to the west of Barons Court sidings, which are described in detail in the Sidings topic.
EB approaches: District (slow road) into P4, Picc (fast road) into P3.
EB departures: P4 via signal WD4 to either EB slow (District) or EB fast (Picc only - District surface stock detector is ahead!). P3 via signal WD10A to either EB fast (normal Picc path), or EB slow (a District routed down the fast regains the slow road).
WB approaches: District (WB slow) into P1 Picc (WB fast) into P2 (nominal) or P1 via signal WD32C
WB departures: P1 via signal WD38 to WB slow. P2 via signal WD29 to WB fast.
Summary: District and Piccadilly line trains will almost always use their normal roads and platforms (District on the slow roads, Picc on the fast). However points and signals provide ways to regain normal running if either train had to be routed down a non-normal road due to track or signaling issues.
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Post by Jimi on Mar 4, 2019 21:57:28 GMT
EARLS COURTEarls Court is at the center of the District line, with services from 5 difference directions merging (W Ken, Olympia, W Brompton, High Street Ken, Gloucester Rd.) There are several paths possible both EB and WB; and a reversing move. EB approaches:From W Ken / Olympia into P1 or P2 via signals ECX697 or EC10. From W Brompton (Wim road) into P2 via EC10.
[NOTE: LUL has recently added back the X-over enabling services ex-W Brompton to also access P1, thus avoiding waits in the tunnel for P2 to clear. We have NOT added this path into our route at this time] EB departures:P1 EB left via signal EC6 to EC7, then to HSK or GRD. P2 via EC11 to either EB left (above), or EB right via EC13 to GRD. WB arrivals:Ex-HSK via Triangle sidings and the dive-under via EC35 into P4. Ex-GRD to either P3 or P4 via signal EC31B. WB departures:P3 WB right road via EC28 to W Brompton (left) or W Ken/Oly (right). P4 WB left via EC34 to W Brompton (left) or to WB right road (above). Reversing move:It is possible to reverse EB-WB (from P2 to P3) in the so-called "Earls Court Yard", as follows:
- Arrive in P2 EB and detrain
- When signal EC11 clears, proceed to the Limit of Shunt stopping mark at signal EC13 (which will be red)
- Shutdown and change ends
- When disc shunt signal EC18 clears, proceed ahead, diverging left onto the WB road into P3
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Post by Jimi on Mar 4, 2019 22:16:34 GMT
HIGH STREET KENSINGTON This is where District Line services ex-Earls Court merge with Inner- and Outer-Circle line services to/from Gloucester Rd and Edgware Rd. There are multiple approach and departure paths, depending on origin and destination. There are also 2 bay platforms (P3/P4) normally used to stable or reverse District services to/from ECT and beyond; and 2 through platforms (P1/P2) used for services to GRD and ERD.
EB approaches: District trains ex-ECT via signal ED23 into P3/P4 (D78), and via ED19 into P2 (C69). Outer rail trains via ED19 into P2.
EB departures: P2 EB Outer rail to ERD via signal ED18.
WB approaches: Inner rail trains ex-ERD via ED3 into P1.
WB departures: District trains from bays P3/P4 via signals E11/E10 onto the District line WB to ECT. Inner Circle trains WB via ED4 to either Inner rail to GRD, or merging onto District road WB to ECT.
Summary: District D78 services will berth and reverse in the P3/P4 bay platforms, as their size prohibits going beyond HSK to ERD. District C69 services can travel through HSK running WIM-ECT-HSK-ERD and back ("Wimbleware"). Circle line trains (C69) can use Inner and Outer rails between GRD and ERD and reverse each end to simulate Circle line services.
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Post by Jimi on Mar 4, 2019 23:03:14 GMT
EDGWARE ROADThis is the new eastern-most point of the Virtual District, just east of Praed St Jct, and part of the "Wimbleware" roads that have been added in the latest route update. There are multiple paths in/out of 4 platforms, plus as this is the current "end of line" we have included the east reversing road and added a portal in the tunnel east of the station.
P1 is EB towards Baker St. and P4 is WB towards Paddington (Circle), and via Praed St Jct to Paddington (H&C). P2 and P3, the center roads, are bi-directional and a train could enter either from EB or WB. EB approaches:An Outer rail train ex-Paddington (Circle) will pass OP38 (protecting Praed St Jct), then OP 36 and finally OP33/34/35 having left and right RIs. Left RI is P1, no RI is P2, right RI is P3. District services (Wimbleware) will use P2 or P3 (most typical) to reverse back to HSK. Outer rail services will use P1. EB departures:Nominally Outer rail trains from P1 via signal OP30, or P2 via OP29, or P3 via OP28.; however P2 and P3 will normally be used to reverse District C69 services in-platform. WB approaches:Ex-Baker St. into P4 via OP3/OP4, or into P3 via OP2/OP3. (Note that minimal track exists to the east, but there are ways to make trains appear to be heading EB to, or have arrived WB from Baker St. See notes re reversing moves and portals below). WB departures:P2, P3 or P4 onto Inner rail WB via OP5, OP6 or OP7 respectively. Inner rail services ex-Baker St. will use P4. District C69 services reversing here will use P2 or P3. Summary:Circle line Inner and Outer rail services will use the outer platforms (P1, P4). District C69 services will arrive EB and reverse in P2 or P3, with P3 being more typical. Reverse moves and Portals:District C69 stocks are short enough to reverse (change ends) in platforms P2 and P3, however an alternative reversing move is possible for all trains arriving in P1, P2 or P3. There is a reversing track on the EB road in the tunnel east of the station. To use this as part of a scenario, proceed as follows:
- When the platform starter clears, proceed ahead at slow speed EB into the tunnel as far as the Limit of Shunt sign and stop (there is a route destination marker there to use as a "stop-at" instruction)
- Change ends, and when shunt signal OP8 clears, proceed into P2 or P3 WB and resume normal service
There is also a Portal on the EB road in the tunnel, beyond the Limit of Shunt, where you can "lose" Outer rail trains and free up the track. If you use the Portal as the final destination for an AI train, it will drive through the portal and disappear (leave the scenario).
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Post by Jimi on Mar 4, 2019 23:33:59 GMT
GUNNERSBURY - REVERSING MOVESTwo reversing moves are possible at Gunnersbury. One from EB (Up) from Kew Gardens to return WB (Down) reversing in the London Overground road to the east; and another WB (from Turnham Gn) reversing in-platform and returning EB to TGN. EB to WB (Up to Down): - Arrive in Gunnersbury P2 from Kew Gdns and detrain
- When starter GB8 clears with the RI un-lit proceed ahead, diverging left onto the NL road towards S Acton, and continue as far as where the Negative (center) rail ends, and no further than signal OP108.
- Change ends, and when shunt signal GB51 clears proceed into the Down WB platform as far as starter signal GB9, and resume normal working.
WB to EB:- Arrive in Gunnersbury P1 from Turnham Gn at signal GB9, and then change ends. Eastbound passengers may board.
- When wrong-road starter GB6 clears with the right RI illuminated, proceed wrong-road and cross over onto the normal EB road and then continue towards the District road to Turnham Gn.
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Post by Jimi on Mar 4, 2019 23:54:45 GMT
PUTNEY BRIDGE - REVERSING MOVESTwo reversing moves are possible WB-EB at Putney Bridge -- one in the center bay road, and one on the bridge west of the station. [Note that the track alignments in real life were recently changed such that the old center bay road became the WB running road, and therefore the bay move described below is only possible in our historical representation of the District line.] Reversing WB-EB in the center bay road:Note: This move should only be performed by C69 Stock which are short enough to fit in the bay. D78 and S7 stocks must use the "Reversing on the bridge" move as described below.
- With home signal WG15 clear with the right RI illuminated, enter slowly into the center bay road (P2), proceeding as far as the diamond stopping mark
- Shut down and change ends. EB passengers may board.
- When starter signal WG4 clears, resume normal eastbound working
Reversing WB-EB on the bridge: Valid for all stocks.
- On arrival in the 'through' WB platform (P3), de-train and close doors
- When starter signal WG14 clears proceed ahead slowly to the diamond stopping mark and not beyond the Limit of Shunt sign. Shut down and change ends
- When the shunt disc clears, proceed across the points into the EB platform to starter signal WG3 and resume normal working
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Post by Jimi on Mar 5, 2019 0:09:42 GMT
GLOUCESTER ROAD - REVERSING AND PORTALS Gloucester Road is currently the eastern-most point on the South Circle on the VDL route. In order to include it in scenarios and have traffic depart EB towards the city, and arrive WB, we have added both a reversing road and a portal in the tunnel to the east of the station.
Reversing road: The intent is that an AI Inner rail train arrives from HSK via signal EE203, or an AI District service EB from ECT via signal EE211, into GRD EB P3. The train then continues EB to the reversing road east of the station in the tunnel. There is a route destination point on the reversing road to use as a scenario "stop-at" point. The train then changes ends and returns into GRD WB as either a P2 (Outer rail) or P1 (District) service as though it had arrived from the city (e.g. Aldgate or Tower Hill).
EB Portal: If you simply want to lose the AI service (remove it from the scenario) at GRD to free-up track for subsequent trains, there is a Portal in the tunnel east of the station beyond the reversing road. Simply use the portal as a final destination and the train will disappear.
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Post by Jimi on Mar 5, 2019 0:19:47 GMT
PICCADILLY LINE - REVERSING AND PORTALS We have included the Piccadilly Line roads from the "pipe" ex-ECT Picc, near Barons Court, west to Acton Town and then the roads towards Northfields and Rayners Lane. At each end point there is a reversing road and a Portal, in exactly the same manner and for the same reasons for the ones at Gloucester Rd - to be able to reverse AI trains back into the scenario or remove them from the scenario.
Reversing roads:
Reversing an AI train at (say) Northfields means the player might see a 73TS heading towards Heathrow, and then sometime later see a train heading east back towards Hammersmith, etc. Unless you look really closely it will be impossible to spot it's the same train that is being re-used to represent a different service. So reversing trains at the Picc line ends provides a way of using a few trains to make the line look busy in both directions. The same is true for AI District or Circle services at GRD.
Portals:
Portals also exist on the outbound roads at each end of Picc tracks, so if the route gets too busy to schedule and path services you can remove a service from the scenario by directing it to a portal as its last destination.
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