BASINGSTOKE
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This simulation is based on the layout and signal positions during the period 1945 to 1966.

All signals and points Basingstoke 'A', Basingstoke 'B' and the line towards Waterloo were signalled with semaphore signals which were operated from low pressure pneumatic lever frames, together with all points from these two boxes.  This was a 'modern' innovation brought into use by the London and South Western Railway in 1904. This was replaced with electro-pneumatic operation by the Southern Railway in November 1930 at 'A' box and July 1932 at 'B' box.

Prior to 27 May 1956, the Basingstoke 'boxes were named 'East' for 'A', 'West' for 'B' and 'Basingstoke' for 'C' (this box was a former GWR box as the line from Platforms 7 and 8 to Reading were built and operated by the Great Western Railway).

Worting Junction and Basingstoke 'C' remained with mechanically operated points and semaphore signals until complete resignalling with control of colour-light signals from a new panel replaced all the signalling in November 1966. 
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Opening Screen

The opening screen is an Up stopping train from Salisbury to Waterloo, hauled by rebuilt West Country Pacific 34003 "Plymouth" of Salisbury shed (72B) at Platform 5 on a very wet day, 21st April 1962.  The photo was taken by Peter Dean, designer of this simulation.
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Electrification

None of the lines were electrified at the period of this simulation, although the Waterloo to Bournemouth lines were converted to the standard SR 3-rail electrification during 1966 and fully brought into use in July 1967, resulting in the elimination of steam traction on the Southern Region.
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Speed Restrictions

The Up and Down Through Lines are restricted to 70 mph between Basingstoke and Worting Junction, and 80 mph outside these limits (including the Exeter and South Lines).

The Up and Down Local Lines are restricted to 60 mph throughout.

The GW line is restricted to 60 mph.

The crossovers at Worting Junction are "high speed" turnouts which allow running at 60 mph, with the exception of the Up to Down crossover No.119 which is restricted to 20 mph.

Most of the other turnouts and crossovers are restricted to 20 mph
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Stopping Places

Stopping places which can be designated in the Timetable are:

Basingstoke Station (all platforms)
N - North Siding .. (behind signal 455)
N - North Siding .. (between signals 425 and 433)
S - SR Loco Shed .. (behind signals 281, 282, 283, 284, 285 and 286)
P - P&D Line ...... (between signals 233 and 272)
A - Shunt/Ash Line  (behind signal 270)
D - GW Loco Shed .. (between signals 451/452 and 461/462)
U - West Up Sdg ... (behind signal 267)
G - Up Goods ...... (between signals 255 and 235)
G - Up Goods 2 .... (between signals 254 and 231)
G - Down Goods .... (between signals 214 and 245)
G - Down Goods 2 .. (between signals 243 and 222)
E - East Sidings .. (behind signals 341, 342, 343 and 347).

In addition, W - Worting Junction signals 102, 107, 127 and 132 are designated Timing Points.
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Platform Lengths

The length of each platform is shown below.  This is indicated in Number of Coach lengths.  The number of coaches on a particular train is reduced by the number of locomotives required in the platform concurrently.

Platform 1 ... ...  9
Platform 2 ... ... 19*
Platform 3 ... ... 17*
Platform 4 ... ... 17*
Platform 5 ... ... 17*
Platform 6 ... ...  6
Platform 7 ... ... 10*
Platform 8 ... ...  9*


* Note that these lines can accomodate longer trains, but the rear will overlap at the entering end.
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Siding Lengths

The capacity of various lines and sidings in coach or loco lengths (1 coach = 3 wagons) is:

SR Shed Road 1 ...  4 (Buffer 21)
SR Shed Road 2 ...  4 (Buffer 22)
SR Shed Road 3 ...  4 (Buffer 23)
SR Stow Road 1 ...  3 (Buffer 24)
SR Stow Road 2 ...  3 (Buffer 25)
SR Shed Siding ...  2 (Buffer 20)
SR Prep Line . ...  6
GW Shed Road 1 ...  2 (between signals 452 and 462)
GW Shed Road 2 ...  2 (between signals 451 and 461)
West Up Yard Spur. 18 [=54w]
West Up Siding ... 23 [=69w]
Ash/Shunt Line ... 20 [=60w] (behind signal 270)
               ... 30 [=90w] (between sgnal 265 and Buffer 14)
Up Goods . ... ... 22 [=66w] (between signals 255 and 235)*
Up Goods 2 ... ... 20 [=60w] (between signals 231 and 254)*
Down Goods ... ... 16 [=48w] (between signals 214 and 245)*
Down Goods 2 . ... 10 [=30w] (between signals 243 and 222)*
Long Siding .. ... 35 [=105w]
West Dn Yard Spur. 15 [=45w]
North Siding . ...  9 [=27w] (behind signal 455)
North Siding . ...  3 [=9w]  (between signals 425 and 433)*
East Refuge .. ... 15 [=45w]
East Siding 1 ....  9 [=27w] (to Buffer 30), 6 [=18w] between signals 341 and 361.
East Siding 2 ....  8 [=24w]
East Siding 3 ....  7 [=21w]


* Note that these lines can accomodate longer trains, but the rear will overlap at the entering end.
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SR MPD

The SR Loco Shed area is shown in full, however, the Coal Stage and Turntable are shown as a Yard area.  The entry Coal Stage West (CSW) splits into three tracks going to a siding for Coal Wagons, a through line with Coaling facilities going to the Turntable and through to entry T/T, and a third line with coaling facilities, then splitting to go to the Turntable or bypass the Turntable to entry Coal Stage East (CSE).  The Siding can hold 21 Coal Wagons and each of the Coaling lines can hold up to four locos.  An additional loco can be held on the Turntable Bypass line.  The simulation will not impose these track limitations.

Note that the P&D Line is not signalled for entry from Signal 274.  The method of operation of the MPD was for locos to enter the area on to the P&D Line from the East (Station) end for Ash disposal and a general check round.  Movement to the Coal Stage via the West end followed, then either to the Turntable or the Turntable bypass line and exit CSE, finally being stabled in one of the Shed or Stow Roads.

If the loco did not need to use the Ash Pits, it could move directly from the West Up Yard to the Coal Stage West. 

In some instances locos only went to the MPD for turning and brief examination.  These would go directly to the turntable or bypass line, sometimes stabling before their next use.

Spare locos were often stored in the former GW Shed or the East Sidnigs as the space in the SR MPD was somewhat restricted for the number of loco requiring servicing or stabling.

N.B. P&D means Preparation & Disposal (Line) and is a term commonly used in MPDs.
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Yard Working

The GW Yard uses the West and East entries as a run-round facility.  The yard itself is a set of dead-end sidings and trains going towards Basingstoke Station are hauled into the East Departure side.  The engine is then uncoupled and runs round by exiting the Yard on to the Up GW Line and reversing into the West side.  The train is then propelled out of the East side, reversing at 431 shunt signal.  The maximum length of train which can enter or leave the yard using the West entry is one Loco + 30 wagons.  Longer trains must use the East entry but can still be shunted within the yard by the train engine.  For some trains, the Yard Shunter is used and this will need to stand on the North Siding between signals 425 and 433 before the train has arrived and its engine has been removed, or after shunting, before the train engine enters the yard, but must wait until the train leaves to re-enter the Yard by either entry.  Note that the sim does not recognise these restrictions and they must be timetabled movements. 

The West Down Yard has facilities to run round wagons within the Yard limits and also has a headshunt inside the Yard limits.  Trains can be hauled or propelled out without needing to run round externally.

The West Up Yard is a set of dead-end sidings and does not have a headshunt within the Yard.  All shunting takes place using the Ash/Shunt Line or the Up Goods 2 unless there are only a few wagons to shunt.  Any trains requiring running round are placed on the Up Goods 2 and then run round using the Up Goods.

The GW Carriage Sidings are dead-end lines and all stock is propelled in and hauled out.

Barton Mill Yard is a set of double ended sidings (loops) with a short headhunt accomodating one loco at each end of the yard.  Any shunting normally takes place at the East end of the Yard using the Shunt Spur behind 312 shunt signal.  This Yard is normally used as SR Carriage Sidings.  On Electrificaion of the line in 1966/67, the sidings were converted for sole use of EMUs and the Eastern Entry/Exit was closed.

The East sidings had a loading dock between No.2 and No.3 roads which could be used for livestock if required.
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Train Reporting Numbers

The Train Reporting Numbers use a four-character code.
The first character is numeric 0 to 9 and indicates the Class of the train.
The second character is alphabetic A to Z and indicates the destination area or route of the train.
The last two characters are numeric 00 to 99 and are allocated to distinguish individual trains.

As the codes varied over time, the specific references are shown in the Timetable Notes.
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Acknowledgements

This simulation was developed by Peter Dean using the PC-Rail Development software supplied and supported by John Dennis, proprietor of PC-Rail.

Testing of the operation was carried out by the PC-Rail testing team, with thanks to Alan Sugden, Peter Mould, Bruce Taylor, John H, Richard Wade and Vagn Poulsen for their invaluable assistance.


