INTRODUCTION

This simulation displays the area which was under control of the former powerbox at Hengelo (Netherlands). The area runs from just west of Wierden to Enschede, which is part of the main line from Amersfoort and the west, as well as the line from Hengelo via Oldenzaal to Germany.

The main lines are controlled by CTC, with all automatic signals. The station areas are controlled using NX systems. CTC and NX control was introduced in 1969 / 1970. In the 1990's control was moved to the traffic control centre at Zwolle and Hengelo box was closed.

The area has not changed much since the introduction of the CTC and NX control. Some minor sidings and industrial connections have been removed. At Enschede, the line continued onward into Germany to Gronau - Munster and Dortmund. Traffic was withdrawn in 1980 although the line lay dormant for some years longer. In 2001, it was revived but as part of the German network, with German Rail signalling and safety systems. For safety reasons, the line was no longer physically connected to the existing tracks at Enschede, and is therefore not shown in the simulation. The platform for the Gronau trains is opposite platform 4 at Enschede and can only be reached via a level crossing at the far end of the platform (beyond buffer 874). At present (2007), the line has been temporarily reduced to a single track between Almelo and Almelo de Riet, due to extensive engineering works in this area. This part of the route is right through the town of Almelo, it will be dug out with the tracks laid in a tunnel to eliminate a number of very busy level crossings. This work will take about 2 years.

Hengelo Oost station was opened in 1975, Enschede Drienerlo in 1996. The main line from Amersfoort to Enschede and Oldenzaal was electrified in 1951. Electrification from Oldenzaal to the border station Bad Bentheim in Germany was completed in 1976. The branches to Zwolle, Marienberg and Zutphen are not electrified.

DUTCH SIGNALLING

Signalling on Dutch railways is in many ways similar to signalling in Britain, as it also based on multi-aspect colour signals. The main differences are :
- generally only 3 aspects are used;
- speed indication lights can be combined with signal (max speed = number displayed * 10 , in kmh);
- speed indication is used for speed limits through junctions etc. and as advance aspect;
- no subsidiary signals or shunt signals;
- where subsidiary signal would be used in Britain, a 'flashing yellow' aspect is used;
- no approach control (advance speed signalling often used instead);
- ground-signals (called dwarf-signals) extensively used in stations and yards;
- dwarf-signals operate like normal 3-aspect signals but max speed is restricted to 40 kmh;
- dwarf-signals must not be confused with shunt-signals; in the simulation these are shown as normal signals.

LINES AND PLATFORMS

There are no "up" or "down" lines in the Netherlands. Lines between stations are named using a two-character name, generally derived from the stations at either end, and the general direction in which the line is used. For instance, the line from Hengelo to Enschede is named HE, from Enschede to Hengelo is named EH. There are some exceptions, specifically on single lines, some of which are historic. The line from Oldenzaal to Bad Bentheim, for instance, is named OS - referring to the station at Salzbergen a few miles beyond Bad Bentheim, where the line joins the German main line from Emden to Rheine. The line from Almelo to Salzbergen was the first railway line in this area.

Tracks in stations are numbered through regardless of whether there is a platform or not. So, for instance, at both Almelo and Hengelo, there is no platform 1 as track 1 is the line passing on the outside (to signal 114 at Almelo, and to 152 at Hengelo).

There are no TRS (Train Ready to Start) signals in the Netherlands, and therefore also not is this simulation. Generally, the route for a departing train is set some time before the actual departure time, if possible; often even before the train has arrived. It is up to the train staff to ensure correct departure, there are no platform staff involved. On staffed trains, it is the responsibility of the guard to close the doors (all trains have central door control) and signal the driver to depart. On driver only trains (all Sythus and Connexxion trains are DOO), it is obviously the drivers responsibility.

SOME TRANSLATIONS

spoor : literally means track, but is also equivalent to platform.
goederen : freight, so "Aml Goederen" is the Almelo freight-yard.
opstel : the verb "Opstellen" means "to stable", so "Hgl Opstel" are the (EMU) stabling sidings at Hengelo.
Oost is East and West is West.

NOTES ON STATIONS

Wierden :
- platform 3 is not electrified.
- trains to and from Zwolle generally use platform 3.

Almelo :
- platform 3 and the siding to buffer 802, as well as the crossover between points 69A and 69B are not electrified, but the cross-over from 71A via 71B - 73A to 73B is electrified. This platform and the siding are used by the Almelo - Marienberg shuttle service.
- the yard between 801 and 802 has been simplified; in reality, all 5 through lines each have a signal on both ends. The 3 storage sidings on the west end are not signalled.
- some disused sidings have not been included.
- the short 'half' platforms are used by the local trains, the longer IC and international trains use the full length platform. Through routes are provided from signal 40 to signals 110, 112, 114; and from signal 122 to signals 50, 66 and 62. It is advisable that all InterCity trains should be routed directly to the end of the platforms using these through routes.
- if a lengthy freight train held at track 1 (at signal 114) blocks point 69, an alternative route is available for trains from WA to platform 2 (from signal 40 to 84 or 112) via points 41, 47, 71 and 73.
- eastbound trains (left to right) use platform 2, westbound trains use platform 4.
- the local trains from Deventer which terminate at Almelo will generally use platform 4B. The trains are then stored at platform 5A (at signal 94) to allow the InterCity trains to use platform 4. During the rush-hours, when these trains run at half-hourly intervals, some trains use platform 2B, with storage at track 1A (at signal 88). If required, trains can be shunted from tracks 1 or 2 to tracks 4 or 5, via signal 38.
- the international trains that do not stop will generally use track 5 (non-platform track) in westerly direction (unless occupied by freight train); in easterly direction these trains are routed either via track 1 or track 2.
- the following pairs of points are actually double slips :
43B+43A, 71B+73A, 101+103A, 103B+105A

Hengelo :
- the line DD is electrified to just beyond signal 134 (can be used to shunt engines or short formations of EMU)
- the exit from NedTrain is simplified, in reality 3 lines converge, each with a signal.
- NedTrain is the fuelling point for all diesel MU in the area, as well as the maintenance depot for the Sythus and Connexxion diesel MU.
- as in Almelo, the 'half' platforms are used by the short local trains, with IC and international trains using the full platform.
- through routes are provided between the following signals :
132 to 172, 174, 178 and 180; 222 and 200 to 152, 150, 148 and 146.
- as at Almelo, InterCity trains and international trains should be routed directly to the end of the platform.
- eastbound freight trains which must be held if the line to Oldenzaal (line HO) is not yet clear, will normally be held at entry signal 132 as these trains are generally too long to be held in the station area itself.
- the main route from signal 132 to platform 3 is via 147 reverse. But when a train from Delden (line DD) is signalled to track 4 (signal 162), trains from 132 to 160 are routed through 139 reverse.
Take care when setting the route from 132 : if simultaneous routes are to be set from 132 to 160, and from 134 to 162, first set the route from 134, or force points 139 to reverse.
- empty stock workings between "Hgl Opstel" and Almelo will generally use track 5A at Hengelo.
- the following pairs of points are actually double slips :
west end : 137B+139A, 130B+143, 145+147A, 149B+155A, 155B+157A;
east end : 169B+171A, 171B+173A, 173B+175A, 175B+177A, 177B+187, 183B+185, 211B+213A.
- signals 820, 822 and 824 have been placed for proper working of the simulation only, in reality there are no signals in these positions.
- exits 826,827,841 and 842 are all connected by a number of (unelectrified) sidings.
- direct access to or from 842 from the main line is not allowed. Access is only possible to or from AKZO spur.
- lines 306Z and 307Z used to give access to local industry but this has not been used for many years and the spur is now lifted. The sidings beyond 306Z and 307Z are sometimes used for light engines stabled at Hengelo between duties to and from Bad Bentheim.
- platform 11 was used for the local service to Oldenzaal for many years but is now only used for stabling of light engines.
- the line to the AKZO chemical plant is reached through a dead end spur at the AKZO exit, trains are therefore pushed both into and out of this exit.

Enschede :
- trains run into and out of Enschede via signals 336 and 308.
- do not stable trains between signals 312 and 332 as this route is used for access to sidings 862 via spur 861.
- spurs 863 and 864 are in reality connected by an unsignalled point with a short spur beyond.
- on track 863 is the train washing plant.
- there is no longer any freight traffic to Enschede.
- all IC's use platform 4, the regular local services use platforms 2 and 3, platform 1 is only used for additional rush-hour services.
- for platforms 1, 2 and 3 there is only one train-describer in each platform, it is very unusual to have more than one train in these platforms.  
- trains can be signalled from signals 338 and 340 directly to buffer 871 (via points 325 - 341), or via the siding between 344 and 352 (and vv from signal 354).
- the following pairs of points are double slips :
301B+303A, 323B+325A, 325B+327A, 327B+331; 333+351 is a single slip.

Oldenzaal :
- local trains always use platform 1.
- if required, international trains from Germany will bypass a stationary local train via platform 2, this also applies to freight trains.
- spur 853 gives access to local industry but is no longer in use.
- points 231B+233A, 233B+235A,253B+251A, 259B+261A and 261B+263A are double slips.


NOTES ON INFORMATION DISPLAYED

In the Timetable window, for trains which terminate at a station within the simulation area other than at Hengelo, the first letter of the station name is shown in the departure and arrival times to indicate to which station these times apply. For instance, a train terminating at Enschede at 09:34 will show arrival time as 09:34E. Similarly, a train departing Oldenzaal at 18:00 will show a departure time of 10:00O. Trains between exits WR/RW and Almelo Goederen West, in either direction, are timed at Wierden, so the arrival or departure times show a W for Wierden.

In the Train Description window, a line of text is included which shows the original train number (as shown in the Dutch timetable) as well as the trains origin and destination. So, "7043 Deventer (d. 13:54) - Almelo" means this is train 7043, which originated at Deventer at 13:54 and terminates at Almelo. The use of a "slash" (/) in this description indicates portioned workings, i.e. "IC 1636 Enschede - Amsterdam (a. 12:27) / Schiphol (a. 12:41)" indicates the train has a portion for Amsterdam as well as for Schiphol. 

The platform numbers in the Train Description window apply to Hengelo. Platform numbers for other stations are only shown if exceptional from what is normally used, see the station notes above for normal platform use at Almelo and Enschede.

FINALLY

Have fun, and don't forget that trains run on the right-hand side. 

ACKNOWLEDGEMENTS

Many thanks to Rob Roeterdink who designed and developed this simulation for use with PC-Rail. Rob lives in Hengelo, works as a software specialist in an electronics firm and fills much of his spare time with his life-long interest in railways.

Thanks also to those who spent many hours assisting with testing the simulation prior to its release, including Peter Dean, Geoff Foster, Peter Mould, Vagn Poulsen and Alan Sugden.
