SECTIONAL APPENDIX - EGGINTON JUNCTION
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General and History
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The first station at Egginton was opened by the North Staffordshire Railway (NSR) in 1849 with the opening of the line between Stoke-on-Trent and Derby at a location approximately 1/4 mile (0.4 km) west of the later station. In January 1878 the Great Northern Railway (GNR) opened its Derbyshire Extension which made a junction with the NSR at Egginton. Initially there was no provision for GNR trains to stop at Egginton so the two companies agreed to build a new station situated at the junction of the two lines. It was arranged in the angle of the junction, with separate pairs of platforms for each company and opened on 1 July 1878.

The new station was provided with substantial brick buildings; a two-storey station master's house and the usual single storey offices on the main GNR platform in the vee of the junction, with small timber-built waiting rooms on the two outer subsidiary platforms.

Regular passenger traffic on the GNR line from Friargate finished in 1939, although it saw excursions until 1959. The station then closed in 1962. The Egginton Dairy creamery had a dedicated siding for the dispatch of milk trains around the country, until the mid-1960s. The Friargate line closed to all normal traffic in early 1967, singled in 1969 and used as a test track to Mickleover. The building of the A516 Etwall by-pass, which was a feeder to the A50 M1 to M6 link road, spelled the end for the test track as it came at the time when the Research Department was rationalising its assets and in July 1990 the line was closed. Track lifting was completed by October the same year.
The whole of the route between the A38/A5111 Derby ring round roundabout near Mackworth Estate in Derby and Egginton (with a diversion to avoid Mickleover tunnel) has been converted into a cycle path the Mickleover Trail, part of NCN54.

The Midland Line is still in use with an hourly passenger service Derby to Crewe although the station closed fully in 1967.

Shunt locations
---------------
At many signalboxes there were a number of locations in the area where trains could reverse for shunt workings, with permission to proceed to reverse provided not by signals but by instruction from the signalman, usually by showing a green flag. A number of such locations are provided for Egginton as detailed below.
Permission for trains to proceed at these locations can be given through a series of buttons, displayed next to the levers. When a button is selected, a green flag is shown at the appropriate location, either at the signalbox or at
the groundframe (at the far end of the Down GN platform). Available routes from these locations and the related locking details are shown in the locking table. Note that these permissions operate in much the same way as signals, in that when permission is granted, all related switches are locked and other routes which would conflict with the permission are also locked.
As obviously permission can be given to only one train at the time, the buttons relating to shunt locations controlled from the same position are mutually exclusive.

The following shunt locations are provided at Egginton.

Controlled from the signalbox (flag shown at signalbox) :

location DSK : Down Stoke line at switch 3.
location DBT : Down Burton line at switch 31.
location USL : Exit Up Siding Loop towards Up Sidings, short of
               switch 2.
               Note : this flag is to be used only for trains
               stopped in Up Siding Loop.
               Trains not booked to stop in Up Siding Loop can
               be signalled through from signal 16 or 23 to the
               Up Sidings without showing this flag.

Controlled from groundframe (flag shown at groundframe) :

location DGN : At end of Down GN Platform, at switch G5.
location GND : Exit of GN Dock.
location DRS : Exit of Dairy Siding.  


Local instructions
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Signal 5.
Allthough signal 5 is located just ahead of switch G3 on the Up GN, it applies to both routes through G3, i.e. from the Up Stoke platform and through the G3 crossover.

Groundframe on GN lines.
The groundframe controlled switches giving access to Dairy Siding and GN Dock.
The groundframe is released by reversing lever 30. Please see the locking details for the conditions which release lever 30. Reversing lever 30 will release lever G1, reversing G1 will release all other groundframe levers.
Because of the location of signal 5, just ahead of switch G3, shunting at this
location is not possible. To avoid trains being held unnecessary at signal 5,
it is required to obtain 'Line Clear' from Etwall before trains can be
permitted from location DGN or GND to proceed to the Up GN.
Note that the 'green flag'  buttons controlled from the groundframe (as
described above) need the groundframe to be released and active (with G1
reverse).

Hilton Crossing.
The level crossing at Hilton Crossing is operated by lever HX. The level
crossing is closed for traffic by setting HX to normal. With lever HX in
normal position, lever 14 can be put to normal and this will in turn release
signals 6 and 44/45. Note that also signals 12 and 9 are locked by lever 14 as
overrun protection.

Signals 41/42 and 44/45.
Signals 41/42 and 44/45 are advanced split junction signals (allthough signal 41/42 only shows one arm). The overlap for these signals runs through the junction, and all switches (25, 28, 29) must be set in the correct position before these signals can be cleared.

General instructions
--------------------
Rules to caution trains.
For semaphore signalling, the rule (rule 39A) applied that for a sequence of signals which had no intermediate or combined distant signal, if the last signal in this sequence could not be cleared, all preceding signals had to be kept at 'danger' at the approach of the train and could only be cleared if the speed of the train was sufficiently reduced. For the simulation, the speed must be reduced (to about 10 mph on approach). The speed while passing the signal must not exceed 15 mph.
See the locking details for the list of signals and conditions where and when trains must be cautioned. Note that the cautioning does not always apply for shunt moves which are wholly within the station area.

Locking rules.
For locking rules please see locking table.

FPL.
Facing Point Locks (FPL) have been provided where these were installed - see Locking information for details.
FPL's normally stand 'in', i.e. the normal position of these levers is 'normal', in this position the linked switches are locked. To operate the switch, set the FPL lever to 'reverse'. Once the switch is thrown, return the FPL lever to 'normal'. FPL levers are locked in 'normal' if a route is set over the switch on which they operate, or when this route is occupied. If an FPL is in 'reverse' position, all routes over the related switch are blocked and signals can not be cleared.
Note that if an FPL operates on a switch which is part of a crossover, these rules generally also apply to the other switch of this crossover even if the FPL does not work directly on this switch; some shunt moves are exempt from this rule.

Notes on shunting
-----------------
The 'shunt' command must be used if a train is to reverse at a particular
signal or shunt location. It is good practice to issue the shunt command before clearing the last signal which leads to the location where the train is to reverse, this in order to avoid 'overshoot' when the shunt command is issued too late for the engine to brake in time, which will result in the engine running past the reversal point up to the next signal.
The 'shunt' command can be issued for a train waiting to depart as issuing this command does not affect the timed departure of this train. However, the shunt command must NOT be used for a signal which is beyond a booked station stop before the train has come to a stand for that specific station stop. Setting the shunt command before the train has stopped will cancel out the station stop, and will lead to an error on missed station stop.
 
If an engine is to be attached to a train, it has to be terminated before it can do so.
If the engine is terminated in the same location as the train to which it is to be attached, it will stop short of this train. After the engine has terminated and is redescribed to a 0Z** number, it can be moved onto the train using the 'proceed' command, and can then be coupled to the train using the 'couple' command.
If the engine is terminated in another location and is moved onto the train while it already has a 0Z** number, it will move upto the train and can then be coupled using the 'couple' command.

Section lengths
---------------

The list below details the lengths of platforms and sidings etc.
The length is defined in units, each unit equals an engine, a passenger coach, or 3 wagons.

The list also shows the name of the various locations for sidings for which separate locations have been defined.

Platforms at Egginton Junction :
Platform on Up GN      : 8 units
Platform on Down GN    : 7 units
Platform on Up Stoke   : 7 units
Platform on Down Stoke : 7 units

Sidings :
Station Dock (location StatDock)         : 2 units
GN Dock (location GNDock )               : 2 units
Dairy Siding (location Dairy)            : 9 units
Up Siding between sig 23 and buffer stop : 2 units
Up Siding between sig 15 and points 2 (location Up Siding Loop) : 6 units

Shunt locations :
Between loc. DSK and sig. 38 : 12 units
Between loc. DBT and sig. 37 : 12 units
Between sigs.  5 and 16      : 13 units (10 units if stopped in platform)


Speed Restrictions
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Speed restriction on all running lines is 60 mph.
Speed restriction through the junction (24, 25, 28 or 29 reverse) is 15 mph.
Speed restriction through all other switches and in sidings is 10 mph.

Speed restriction through Dove Jn for trains between Burton and Egginton Jn is 15 mph.
Speed restriction through Marston Jn for trains between Uttoxeter and Egginton Jn is 50 mph.

Fringe boxes
------------

Distances of fringe boxes.

Marston Jn      : 1m 408y
Dove Jn         : 1m 792y
Etwall          : 1m 759y
Egginton Goods  :   1356y

Train Reporting Numbers
-----------------------
Train reporting numbers only came into use in later years, and also changed over the years. See timetable information for details.

Opening Picture
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The opening picture was taken by Graham Locker, a former signalman who worked several boxes in this area and who occasionaly worked the Egginton Junction box as relief signalman. It was kindly provided by Nick Allsop, also a former signalman who worked in this area.

Acknowledgements
----------------
The simulation was created by Rob Roeterdink, with details provided by Russ
Ashmore. The standard timetable was created by Russ Ashmore.
Thanks to PC-Test team for their help in testing this simulation, and as ever to John Dennis for providing the basic program for the heritage simulations.
