Stoke-on-Trent Signalling Control Centre (SCC)

This modern-day (2025) simulation covers a distance of 35 miles on the Up and Down Main lines between Congleton and Hixon, with Stoke-on-Trent being approximately halfway between, and also the Kidsgrove to Crewe (Potteries Line) route and the junction with the lines towards Derby.

The area is mostly in Staffordshire, but the lines north and west of Kidsgrove are in Cheshire. The northern limit of the simulation (left of screen) is located about 19 miles south of Manchester.

Geographical Orientation

	North: (Manchester area) is on the upper left. 
	South: (Stafford, Birmingham and London) is to the right.
	West: (Crewe) is to the lower left. 
	East: (Derby & Nottingham) is at the top of the screen.

Signalling

Most of the area is operated from the upgraded and modernised Stoke Power Signal Box (PSB), opened in 2004. It is now called "Stoke-on-Trent SCC". Signal numbers have the prefix "SOT”.

There are slight overlaps with Crewe SCC (CE); (Alsager towards Crewe); Manchester ROC (Macclesfield Workstation) (MD); (Congleton and beyond) and Foley Crossing SB beyond Longton towards Derby.

The entire simulation is operated under Track-Circuit Block regulations.

Electrification

All main lines, goods loops and cross-overs are equipped with overhead electrification at 25kV (OHLE).

However the lines from Stoke Junction towards Derby are not electrified, nor are the various freight terminals, goods yards and depots.
No.1 Viaduct Siding, used to turn back trains at Stoke station, is fitted with 25kV OHLE.

Level crossings

There are many road level-crossings in the area covered by this simulation. All except one are "CCTV" type level-crossings, where the signaller must activate the closing sequence to allow trains to pass punctually and without delay, but also to avoid long build-ups of road traffic at the crossings. 

The CCTV crossings will only close to road traffic when the route is set across them. Closure locations are indicated by red "V" symbols (inverted for Down direction trains), together with the name(s) of the crossing(s) to which they relate. There will be a delay (approx 20secs) before the protecting signals change to a proceed aspect to allow the road barriers to lower (indicated by the flashing indicator) and the route to be "proven".

Certain signals will not clear to a proceed aspect unless the route is set at the next signal ahead. Examples are at Aston-by-Stone and Church Lane level crossings.

The reopening sequence is automatic.

There is one "Red/Green" type crossing. This has miniature red and green indicators for road users and pedestrians to warn of an approaching train. The indicators are activated by the passage of trains and there is no signaller intervention.

Other user-worked crossings are not shown.

Timing Points

Timing points are located at all stations and at other locations where a train could be timetabled to dwell. These are shown as  “TP” with a direction arrow and line(s) to which it applies.
Stoke Junction, Barthomley Junction, and the Main lines past Stone station also have timing points.

Two stations, Wedgwood and Barlaston, are currently out-of-use but are still timing points at the time of compiling the simulation and are included as they are still in place. See note #1 below.

Passing loops only have times allocated if a train has a scheduled stop at the signal protecting the junction at the end of the loop, e.g. to await time/booked or to allow another train to overtake. 

A TRS indication will be shown as a reminder to the signaller at scheduled departure time from a station or other timing point. 

Operational Notes

Both through lines at Stoke (platform 1 and platform 2:) are bi-directional.

Sideway Loop can be used by Class 1 and 2 trains at any time.

Class 1 and 2 passenger trains cannot use the Goods loops (in normal operation). However, Empty Stock (Class 5)  trains can use them at any time.

Subject to the above, loops can be used to allow a train to overtake another late-running train. However, if it is an "unscheduled overtake" due to late running then the "Train held at signal" alert will sound. This alert will NOT sound if the train is scheduled to stop, but a TRS will sound at departure time if the route has not been set.

Locos running round their stock in Alsager Up and Down Goods Loop (U&D GL), must be signalled as follows, due to the presence of distant signal 474R:
Down Direction
Sig 179 to Sig 181 (shunt to Sig 524)
Sig 524 to Label "r/r"
Label "r/r" to Sig 179
Up Direction
Sig 178 to r/r (shunt to 521)
Sig 521 to Sig 181 (shunt to 524)
Sig 524 to Sig 178

At Alsager, for a through train from Crewe to Kidsgrove and beyond, the route is set from signal 184 to signal 474. The intermediate signal 524 and label "r/r" should be ignored.

Bradwell Up Sidings Colas (Esso Sidings): 

Freight trains from the Crewe/Alsager/Congleton direction to the Esso Sidings must be routed to signal 436 (do not use the "Shunt to" function).

The train will dwell in the loop for the scheduled time and then will activate the TRS at signal 573 when it is ready to propel into the Esso Sidings. 
Longport Fuel Depot (FD): When routing a loco from Longport FD towards Longport station and beyond, the route should be set signal 561 to singnal 573. 
The "Shunt to" function should not be used (this would generate a "Missed Stop" error message).

Up & Down Potteries single line: "Bi-directional entrance control" should be switched on. This will require Crewe PSB to request permission to send a train on the single line. (In real-life Crewe PSB controls the Potteries Lines to approximately 1 mile from Kidsgrove Station, which includes the entire single line section and the Goods Loop at Alsager).

Timetable-specific information can be found in the "Timetable Notes" tab.

Platform capacities (reduce by 1 for each loco):

Stoke-on-Trent
	Platform 1: 13
	Platform 2: 13
	Platform 3:  4
Congleton 
	Platform 1: 7
	Platform 2: 6
Kidsgrove
	Platform 1: 4
	Platform 2: 8
	Platform 3: 5
	Platform 4: 7
Alsager
	Platform 1: 5
	Platform 2: 4
Longport
	Platform 1: 6
	Platform 2: 5
Wedgwood
	Up:  5
	Dn:  5
Barlaston
	Up:  4
	Dn:  4
Stone
	Platform 1: 5
	Platform 2: 6
Longton
	Platform 1: 4
	Platform 2: 4

Capacities of Loops

The maximum vehicle capacity is indicated by a label on the panel indicating vehicle capacity (reduce by 1 for each loco).

Startup Picture

This shows a northbound Cross-Country Class 221 5-car diesel multiple-unit on a Birmingham New Street to Manchester Piccadilly service at Platform 2 Stoke-on-Trent Station. (Picture by myself).

Additional Notes

There is an excellent and highly-recommended PC-Rail simulation based on the Stoke-on-Trent PSB area, set in the latter half of the 20th Century. There has been considerable alteration and rationalisation of the railway in this area in recent years and it is only possible to run a timetable of that era on it, which is why this new simulation has been created.

[#1] Out of Use stations and line: should either station ever be re-opened then the relevant "colour" tab can be used to remove the "OOU" legend (make the text colour the same as the panel background). The Caldon Quarry line (Up & Dn Branch) also has also a "OOU" label and this label can be removed in the same way. 

Ian Birch
17/08/2026
