Great new SimSig

• Whenever I send a train up the Gartcosh single line to Gartsherrie, the TD berth on the nearby siding gets filled with '****' after the train passes onto the single line.


• At Queen St, the ACI puts the new train numbers into the rear berths rather than the departure ones. Causes a bit of extra effort if, like me, you like to put departure times in the rear ones.


• I have had one or two intermittent ACI oddities, at various locations but most noticeably Dunblane and Cumbernauld. Sometimes the ACI didn't put up the new code at all, even where the train had a straightforward Next Train action on its arrival, and one one or two occasions (mainly at Cumbernald) a wrong new reporting number was put in. Apologies for not having made save files for examples of this - if it happens again I will.


• One one occasion I looped a train in the UGL at Larbert, and on approaching the signal it cleared ... to a green aspect and an illuminated 'cats-eye'! save file attached


• Are the normal/reverse positions of the switch diamond ends at Carmuirs E really protoypical? It's really baffling to have to work out that the two ends work separately with the west end of the diamond being Normal towards Larbert but the east end Normal towards the West junction. Surely the real box doesn't/didn't have four separate levers for a traditional double junction with a switch diamond?


• Related to the above point, the conventions for point operation at each corner of the Carmuirs triangle seem a bit more inconsistent than can be accounted for purely by differences of layout and lever operation. I appreciate this is to some extent down to questions of how to simulate the mechanical boxes, but at the West Jn I can set a trailing route from Larbert without having to set the facing points towards there - I'd be very surprised if the actual interlocking allows that. At Larbert Jn, reversing either the crossover part of the trailing double-lead junction from Carmuirs E or the point in the up line also drives the facing points reverse, but normalising the latter doesn't then normalise the points for the trailing move. I'd have thought it more sensible either to (a) enforce locking as on the lever frame, so points cannot be changed if others need setting correctly first, or (b) make it consistently work so that changing a point one way causes all other required points to move in step.


• At Dunblane, Line Clear can be "given" to Greenloaning with a train standing in P1, but Greenloaning's section signal doesn't clear until that TC clears.

• Whenever I send a train up the Gartcosh single line to Gartsherrie, the TD berth on the nearby siding gets filled with '****' after the train passes onto the single line.

At Queen St, the ACI puts the new train numbers into the rear berths rather than the departure ones. Causes a bit of extra effort if, like me, you like to put departure times in the rear ones.

I have had one or two intermittent ACI oddities, at various locations but most noticeably Dunblane and Cumbernauld. Sometimes the ACI didn't put up the new code at all, even where the train had a straightforward Next Train action on its arrival, and one one or two occasions (mainly at Cumbernald) a wrong new reporting number was put in. Apologies for not having made save files for examples of this - if it happens again I will.

One one occasion I looped a train in the UGL at Larbert, and on approaching the signal it cleared ... to a green aspect and an illuminated 'cats-eye'! save file attached

Are the normal/reverse positions of the switch diamond ends at Carmuirs E really protoypical? It's really baffling to have to work out that the two ends work separately with the west end of the diamond being Normal towards Larbert but the east end Normal towards the West junction. Surely the real box doesn't/didn't have four separate levers for a traditional double junction with a switch diamond?

Related to the above point, the conventions for point operation at each corner of the Carmuirs triangle seem a bit more inconsistent than can be accounted for purely by differences of layout and lever operation. I appreciate this is to some extent down to questions of how to simulate the mechanical boxes, but at the West Jn I can set a trailing route from Larbert without having to set the facing points towards there - I'd be very surprised if the actual interlocking allows that. At Larbert Jn, reversing either the crossover part of the trailing double-lead junction from Carmuirs E or the point in the up line also drives the facing points reverse, but normalising the latter doesn't then normalise the points for the trailing move. I'd have thought it more sensible either to (a) enforce locking as on the lever frame, so points cannot be changed if others need setting correctly first, or (b) make it consistently work so that changing a point one way causes all other required points to move in step.

At Dunblane, Line Clear can be "given" to Greenloaning with a train standing in P1, but Greenloaning's section signal doesn't clear until that TC clears.

" said:

Are the normal/reverse positions of the switch diamond ends at Carmuirs E really protoypical? It's really baffling to have to work out that the two ends work separately with the west end of the diamond being Normal towards Larbert but the east end Normal towards the West junction. Surely the real box doesn't/didn't have four separate levers for a traditional double junction with a switch diamond?

Interesting question how it is laid out as the start is how it is drawn in the box diagram- tried to upload but it's too big. But if you have a train traveling from CEJ15 to LJ14 it will cross Points 12A, 12B and 4B in that order with 4A being between CEJ9 to CEJ10.

1. refuse to do so and optionally beep or display an error in the message window, OR


2. normalise 12 (or 4) as well.

Ok I think we are talking about two different things here now I look at it....

I've been locking at this. At Larbert Junction there is was triple ended set of points. 10A/10B/10C (based on the era that you've modelled)....

To be honest the above is only a mechanical interlocking trait. Although some areas did provide "point to point interlocking" on their NX panels it was not common and it's not been done since the 80's. On NX panels flank locking is generally applied by route setting and not point to point interlocking