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Sydney North

Introduction

Welcome back to New South Wales, Australia! The Sydney North simulation covers the North Shore Line from the Sydney Harbour Bridge through to its termination at Hornsby, and the Main North Line from Rhodes to Woy Woy.

This territory simulates five mouse-and-keyboard computer workstations located within the Homebush Control Centre. As in real life, Automatic Route Setting and Long Routing is available.

All lines and sidings are equipped with 1500V DC overhead wire unless otherwise noted.

Major changes post-2017, including the Hornsby Junction Remodelling, North Shore Headway Improvement Program and the closure of the Chatswood to Epping Rail Link are not simulated.

Quick Start

This large simulation presents an engrossing challenge to players of all skill levels, as you guide a mix of stopping, express and freight traffic through the area.

With Automatic Route Setting enabled, and delays set to 'None', the sim will run itself except for shunting movements in the Hornsby area, and managing the phonecalls for Lavender Bay car sidings at North Sydney. You may use this time to familiarise yourself with the layout and the working.

Official Files

File Name	Current Version Number
Simulation	1.6
2011-10-23 Timetable	1.0
2017-11-01 Timetable	1.0

Startup Options

Eras

2013: Matches the 2013 era of Strathfield simulation, where the new Up Relief has not yet been built and all freight must cross to the bidirectional Down Relief at Concord West.

2017: Rhodes Up Relief is available. Thornleigh Down Refuge is replaced by the Epping to Thornleigh third track. Note that Beecroft station does not have a platform on the Down Relief.

Automatic Route Setting

ARS ON: Automatic Route Setting is available on all main signals.

Each signal is governed by an ARS Sub-Group. Players who wish to operate a particular area without ARS assistance may disable the appropriate sub-groups by right-clicking the appropriate pink button nearby. A signal may belong to more than one sub-group. If ARS wants to set a route, and not all applicable subgroups are enabled, ARS will not set the route.

The system will attempt to maintain two green signals in front of all trains whenever possible. Some locations will hold early trains to timetable. ARS does not set shunt routes at any time, except for moves from Hornsby platforms to Turnback 1.

ARS OFF: All ARS sub-groups are disabled at sim start and cannot be enabled.

Signalling Features

NSW Colour Light Signalling Systems

Sydney North features both the NSW Double Light Colour Light (DLCL) and NSW Single Light Colour Light (SLCL) systems. The majority of NSW is signalled to the SLCL scheme, with the Sydney and Newcastle metropolitan areas signalled on the DLCL scheme. The border between the two systems is at the 'Sydney end' of Berowra.

Automatic signals are denoted by the upper aspect being vertically offset from the lower aspect in DLCL, or vertically offset from the red marker light in SLCL.

For more information on NSW signalling systems please see the links in the reference section at the end of this manual.

Group Auto Working

Some interlockings are equipped with a Group Auto function. Instead of 'A' buttons next to each signal, there is an 'A' button above or below the line, listing each signal in the group.

To engage group auto working:

- All signals in the group must have the 'straight' route set. No diverging routes are valid under group auto working.

- Press the appropriate blue button.

The button will turn solid blue to indicate that group auto working is engaged.

If any routes in the group are cancelled, auto working for the entire group will disengage. You cannot disable auto working for a single signal in a group without knocking out auto for the entire group.

Shunt Routes

NSW interlockings never automatically select a shunt or calling-on route between two main running signals. Clicking on a main signal and then clicking on the next main signal will always call a main route.

If you wish to set a shunt or calling-on route between two main running signals, press the 'Shunt/CO' button in the menu bar (near the sim clock) and then set the route.

Some shunt routes require the first track circuit beyond the entrance signal to be unoccupied.

Workstation Overviews

North Sydney

North Sydney Panel is a relatively straightforward area. You exchange trains with Sydney Signal Box over the Sydney Harbour Bridge.

Trains booked to stable or change directions in North Sydney Tunnels need to be routed into No.2 or No.3 tunnel roads, between signals 313/320 or 311/318. The line speed in the tunnels is 10 km/h on 2 and 3 roads. The wellborn folk of North Sydney and their sensitive ears humbly request that you do not stand a train at signals 305, 307 or 309 for any longer than absolutely required.

There is a shunter in attendance at North Sydney Car Sidings (a.k.a. Lavender Bay). The shunter controls signal NS 298 CS. You must phone the shunter and request permission to send a train, otherwise 298 will not clear. The shunter will phone you when trains are due to enter from the sidings. The single line towards Lavender Bay is approximately 1.5km long.

Waverton Shunt Neck is fenced off, not for passenger service.

North Shore

North Shore Panel controls Chatswood, Lady Game, Lindfield and Gordon interlockings.

St Leonards Up Siding (Frame A) is unwired and must only be used for the storage of track machines. The signaller at Homebush Control Centre does not give a release for operation of the ground frame - the frame can be released at any time by removing an Annett key from a lock next to the frame (in sim, by operating the frame release lever). Automatic signals SH 5.40, SH5.60 and SH 6.02 are set and kept at stop until the Annett key is returned to the lock.

The Chatswood-Epping Rail Link (aka CERL, or ECRL) is a completely underground line opened in 2007. The tunnel portal is located between signals CD57/59 and CD62/64. Both up and down tunnels are fully bidirectional right through to Epping with a small number of crossovers provided. Automatic signals on the bidirectional track will re-clear in the last direction used. Setting controlled signals at North Ryde on either line will return the automatic signal at the other end of the platform to Stop.

No more than two trains are permitted on the same line between any two platforms in the CERL. A Ventilation Lock is provided to enforce this restriction. When two trains are detected in any given tunnel section, the associated Ventilation Lock will light up red, and the signal allowing entrance to that tunnel section is held at stop until less than 2 trains are detected in section. A track circuit failure at the beginning or end of a tunnel section may prevent the Ventilation Lock from operating correctly, as in real life.

Lady Game Drive Service Facility is not a passenger station. There is a very small (<1 car) platform provided for maintenance access to a number of tunnel facilities such as pumps, fans, and electrical systems. No trains are tabled to stop at Lady Game Drive.

Epping

Epping Panel fringes with Strathfield Signal Box in the south and works through to Thornleigh in the north. This is a mixed-traffic corridor on the Sydney to Newcastle route consisting of all-stations, express, intercity and freight traffic. Epping also controls the majority of the Chatswood-Epping Rail Link.

You are able to telephone Strathfield Box and request they divert traffic onto the adjacent down line towards Rhodes. This only works when not chained to Strathfield sim.

When chained to Strathfield, you cannot see the approaching train through North Strathfield and Concord West until they have set the 'straight' route towards you at Concord West. If a train is crossing from the Down Relief to Down Main at Concord West, you will not be able to see the approaching train's number until the train is moving through that junction.

Routes into Rhodes platform 3 are approach controlled from red (conditional clear) unless RS 17 is showing any proceed indication.

In 2017 sim era, the Rhodes Up Relief is available. This line leads directly to the Homebush Loop, westbound. Trains booked towards Strathfield station itself must use the Main. Freight trains can still cross to the Down Relief at Concord West and will accept the straight route at RS 8.

RS 8 is 'dual-controlled' between Epping Panel and the Homebush Panel within Strathfield Signal Box, represented by 'ST 196 CONTROL' on your panel. When not chained, 196 Control is granted at all times. When chained to Strathfield, the Homebush Panel signaller can operate a control to prevent RS 8 from clearing towards ST 194. The dual control arrangement does not block the route towards the Up Relief.

Up automatic signals 'N 12.02' and 'NS 12.02' approaching West Ryde are approach controlled from red (conditional clear) when the next signal is at stop.

Operation of the West Ryde Ground Frame (Releasing Switch A/B) will set and keep West Ryde signals 1, 3, 8, 10, 12 and 14 at stop. You cannot release the ground frame while a route is set from any of these signals.

There is no time release on 123 points for trains standing at WR 8 and WR 10. The points will remain locked until the train departs.

Epping Down Siding is for track machine storage only, and is unwired.

There is no route from shunt signal EG 33 to platform 1.

The Chatswood-Epping Rail Link (aka CERL or, more commonly, ECRL) is a completely underground line opened in 2007. The tunnel portal is located in rear of signals EG 249 and EG 257. Both up and down tunnels are fully bidirectional right through to Epping with a small number of crossovers provided. Automatic signals will remain set in the last direction used. Setting controlled signals at North Ryde on either line will return the automatic signal at the other end of the platform to Stop.

No more than two trains are permitted on the same line between any two platforms in the CERL. A Ventilation Lock is provided to enforce this restriction. When two trains are detected in any given tunnel section, the associated Ventilation Lock will light up red, and the signal allowing entrance to that tunnel section is held at stop until less than 2 trains are detected in section. A track circuit failure at the beginning or end of a tunnel section may prevent the Ventilation Lock from operating correctly, in which case the signaller must manually regulate traffic to satisfy this restriction.

In 2017 era, the Epping to Thornleigh Down Relief is available. Note there is no platform on the relief line at Beecroft. Trains booked to call there must use the Down Main.

Operation of Frame B at Thornleigh will set and keep Thornleigh signals 7, 9, 11, 18 and 20 at stop, and will force 55 points to the reverse position regardless of any keying or blocking commands in place at the time.

Operation of Frame C at Thornleigh will set and keep the same signals at stop as Frame B, but does not operate any points.

You cannot release Frame B or Frame C while any route is set from the signals listed above.

Signal TH 10 at Thornleigh platform 1 is approach controlled from red (conditional clear) while the next signal is at stop.

Hornsby Main

Hornsby is the busiest interlocking in this area by far, and the focal point of the simulation. Hornsby is the main terminus, stabling location and maintenance depot for the northern suburbs of Sydney.

General Notes

- Up Main shunt signal HY 58 is 'overset only' - you cannot set any routes from this signal, and you must not stop trains behind this signal with intent to reverse them. This signal only clears as part of another route.

- Timetable location 'Hornsby Down Yard' includes Turnback 1 or the Down Main behind signal HY 72, drivers will accept either.

- Some shunt routes have shorter overlaps than their main route counterparts.

- Most shunt signals in this area will clear onto occupied track. As per rule NSG 606 'Responding to Signals and Signs', drivers must assume the block is occupied until it is visually proven clear, and control their trains appropriately.

- Up Main signal HY 106 route to HY 74 is approach controlled from red (conditional clear) while 74 is at stop. If 74 returns to stop, so will 106.

- There is no main route between home signals 93 and 99 (Down Main towards Turnback 2). Use the Shunt/CO button to set a shunt route.

- Hornsby Down Sidings includes the Electrical Engineering Siding and a road-rail access pad. There is no overhead wire in the siding.

- The blue buttons on the up and down main are 'via' buttons for the manual selection of alternative routes between signals 55/57 and 93 in the down direction, or from 72 to platform 2 or platform 3 in the up direction. To manually select the desired route, click the entrance signal, then click the via button, then click the exit signal. This simulates the 'Set Main Special' command on the panel.

Platform 1&2

- Trains traversing the scissor crossovers (515/516) reverse are limited to 8kph until clear of them.

- Points 515B, 516B, 517 and 518 form a 'wide of gauge trap' when in normal. Time of Operation Locking applies to these points if either platform track becomes occupied in the up direction (you need to wait for a time release).

- When Platform 2 signal HY 57 is at stop, down trains arriving are subject to approach control from red (conditional clear) and a very slow approach speed into 2. This is due to the three intermediate train stops spaced along the platform.

Hornsby Car Sidings

- HCS is a large stabling and maintenance depot. Shunters manage traffic within the shed area.

- A phone call is required when sending a train to Hornsby Car Sidings via signal HY130, as only a small number of shed roads can be accessed via this route. The shunter will phone you for permission to send a train out this way. Phone calls are not required on the Inwards and Outwards Car Shed Roads. Drivers will accept either route.

- The Inwards Car Shed Road is long enough to queue three 8-car sets clear of the main line waiting to enter the sheds. You may set a shunt route from the platforms onto occupied track. As per NSG 606 'Responding to Signals and Signs', drivers must assume the block is occupied until it is visually proven clear, and control their trains appropriately.

- There are two routes to reach P1 and P2 from the Outwards Car Shed Road. 1) 82->62->Platform. 2) 82 direct to platform via Up Main.

Hornsby Up Yard

- Timetable location 'Hornsby Up Yard' includes the Up Loop, any of 1-7 Up Sidings and the Inwards Car Shed Road.

- Routes from P1/2 towards No.2 through No.7 Up Siding will not clear until shunt signal HY 61 is clear.

- Routes to depart No.2 through No.7 Up Siding cannot be set until HY 62 is set.

Hornsby North

Hornsby North Panel operates Berowra, Cowan, Boronia and Hawkesbury River interlockings. You exchange trains with Gosford signal box to the north.

This is a relatively straightforward area, but signallers must be wary of the Cowan Bank, a constantly winding 1 in 40 challenge. Passenger trains are timetabled to take approximately 9-10 minutes between Hawkesbury River and Cowan. The heaviest freight trains are given over 20 minutes to traverse the same section in the up direction.

There is no time release of overlap for trains stopped in Berowra platform 3.

Some platforms are shorter than 8 cars in length, with 8 car trains booked to stop at them. In this situation the driver will stop with the rearmost car on the platform. Short platforms near controlled signals (such as Cowan, in the up direction) require the signal at proceed before a train longer than 4 cars will draw past the signal and conduct station duties.

When chained to the future Central Coast sim, you will receive phone calls as far as Woy Woy Tunnel on both lines, after which Gosford Box takes over. A workstation boundary will appear when chained to Central Coast, and will disappear if the chain is broken.

Additional Operational Notes

Each note here is added for realism only. There is no requirement to follow the below, nor any penalty for failing to do so.

- At Epping, only suburban electric stock may be routed via 105 points reverse (P2 to up suburban) due to tight radius on the crossover.

- Some timetables may contain a small number of trains which, in real life, do not reliably operate track circuits. Trackwork machines and some light locomotive movements often fall into this category. If you wish, you may operate these trains under Manual Block Working procedures per Network Rule 'NSY 512', which can be found on the RailSafe website under Rules->Systems of Safeworking. Trains in this category have a 'Manual Block Working' message in the train's timetable notes. Note that the train cannot report its location via phonecall in sim.

- Due to heat buildup in the CERL tunnels, the following set types are able to traverse the Epping to Chatswood Rail Link as tabled, but cannot run shuttle services back and forth: A, C, K, S, T and V. The T-set 'Tangara' trains may return through the CERL either as an empty cars movement, or, with passengers after no less than 35 minutes above ground. Each train's set type is listed in the timetable description.

- A, K, and S sets require all traction motors operational before entering the Epping to Chatswood Rail Link, due to steep grades exiting the tunnels. These set types should not be routed into the CERL tunnels if they are operating with a loss of power.

- 'Wide Electric' rolling stock is not permitted to pass Cowan in the down direction on either line. Extended Medium Width rollingstock may only pass Cowan for the purpose of transferring double deck suburban rollingstock to Sulphide Junction workshops. See the Train Operating Conditions manual in the References section for information about rollingstock width. You do not need to know the width of your rollingstock to run the official timetables provided.

- The Train Operating Conditions manual, Book 1, also makes reference to 'tonnage signals'. Due to modern locomotive power abilities, tonnage signal restrictions are rarely adhered to, and are not simulated.

- Trains longer than 1500 metres in length are not permitted to operate in any part of this corridor unless a Train Operating Conditions Waiver has been issued by the Asset Standards Authority, or as directed by the Train Controller.

Multiplayer and Chaining

Simulation	Location
Strathfield	North Strathfield Junction
Sydney (in development)	Wynyard
Central Coast	Gosford

Reference Section

Signal Number Plan

• Sydney North 2013 Signal Number Plan

• Sydney North 2017 Signal Number Plan

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 . Use the built-in Find function (Ctrl+F) to locate signal numbers.

Loop and Siding Lengths

All platforms in the sim will fit one eight-car suburban train unless otherwise noted.

V-Set Intercity EMUs are longer and will not fit in clear on Rhodes platform 2 or Hornsby platforms 1 and 2.

As noted above, trains longer than the platform can still make passenger stops, the driver will stop the train with the rearmost car on the platform.

North Sydney
2 Tunnel (NS318-NS311)	187m
3 Tunnel (NS313-NS320)	176m
Waverton Neck	170m

North Shore
St Leonards Up Siding	100m
Chatswood Turnback Siding	202m
Lindfield No.2 Platform	250m

Epping
Rhodes No.3 Platform Track	229m
Rhodes No.2 Platform Track	187m
Epping Down Siding	100m
Epping No.1 Platform	217m
Epping No.2 Platform	210m
Epping Turnback Siding	200m
Thornleigh Down Relief (2013 era)	500m
Thornleigh Up Relief	1000m

Hornsby Main
Turnback 1	182m
Down Main HY72-HY93	113m
Down Main HY72-HY101	338m
Up Main HY74-HY103	338m
Up Loop	321m
1 Up Siding	166m
Inwards Car Shed Road	490m
2 Up Siding	184m
3 Up Siding	184m
4 Up Siding	182m
5 Up Siding	182m
6 Up Siding	183m
7 Up Siding	180m
Turnback 2 (HY124-HY135)	292m

Hornsby North
Berowra Down Passing Loop	269m
Cowan Up Refuge (C8-C13)	497m
Cowan Extended Up Refuge (C4-C13)	1528m
Cowan Perway Siding	100m
Hawkesbury River Cripple Siding	90m
Hawkesbury River Up Refuge	377m
Hawkesbury River Up Sidings	270m

External Resources

RailSafe (Network Rules and Procedures)

Train Operating Conditions, Book 1 (General Instructions)

Train Operating Conditions, Book 2 (Division Pages)

Train Operating Conditions, Book 3 (Track Diagrams)

Cab Ride, Berowra to Central via North Shore

Cab Ride, Hornsby Car Sidings to Sydney City Underground via CERL and North Sydney

Cab Ride, Sydney Terminal to Newcastle via Strathfield, Epping and Hornsby

Version History

Version History

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Last edited by flabberdacks on 19/04/2023 at 02:50