SECTIONAL APPENDIX - Fareham
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General and History
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Fareham station was opened by the London & South Western Railway Company (LSWR) in 1841 when that company opened the line from Eastleigh to Gosport. The railway passed the town in a straight line almost running due North to South.
In 1848, the LSWR opened the connection from Fareham to Portsmouth via Cosham, linking up with the existing Havant to Portsmouth line just north of Hilsea. A sharp curve was required to connect these lines at Fareham, which imposed a severe speed restriction which still applies today.
The next route into Fareham was the direct route to Southampton via Netley, which was started in 1886 and was completed in 1889.
The final route in this area was the Meon Valley line to Alton, which was completed as late as 1903. This did not actually run into Fareham itself, but connected with the line from Eastleigh at Knowle Junction, just to the Northwest of Fareham. However, the line from Knowle Junction to Fareham was, at that time, still single track, and there were numerous problems with Fareham tunnel which suffered from subsidence. Because of the expected increase in traffic due to the opening of the line to Alton, it was therefore decided to build a new line between Knowle Junction and Fareham, known as the 'Loop Line'. This was a double track line and avoided the tunnels, and was completed in 1906.

Passenger traffic to Gosport did not recover after the WWII, and the branch was closed to passenger traffic in 1951. Freight traffic continued into the 1970's, mainly serving the Admiralty sidings along the line.
Passenger traffic to Alton also did not meet the expectations, and this branch closed to passenger traffic in 1955. Freight continued on parts of the line into the 1960's, but then the line was closed completely and was soon lifted. With its closure, there also was no longer any need for the extra tracks to Knowle Junction, so the 'Loop line' also was closed and lifted soon after.

The lines from Portsmouth to Eastleigh and Southampton of course are still open but the layout of the station has been very much simplified. 

Signalling
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The simulation depicts the signalling at Fareham as it was in the 1950's. There were two signalboxes. Due to the fact that the line runs almost due North to South, the box on the Eastleigh / Southampton end of the station, which is located on the Down side, is actually the East box, whereas the box on the Portsmouth / Gosport end is the West box and this is located on the Up side.
Levers for the East box are the original numbers, the levers of the West box have 100 added to the original numbers.

Adaptations
-----------

Some adaptations were required in order to work with PC-Rail.
Additional block signals were required on the Knowle Single line (signal 13A), the Up Knowle line (signal 14A), and the Gosport Branch (signal 110).
Additional signals and points levers were also required on the access to the Yard (signals 84 and 86, points 85), on the Loop Siding spur (signal 87) and on the Loop Siding South exit (signal 151).

Slotted signals.
A number of signals controlled by East Box were slotted from West Box and vice versa. As the simulation operates both boxes, these slots would only complicate the control and have therefore not been included. The slots on the distant signals have, however, been maintained - see special instructions below.

Track Circuits.
There were only few track circuits in this area, and the track circuits in the simulation are defined just to allow proper operation of the simulation.

Stopping locations for Passenger trains and Freight trains
----------------------------------------------------------

The only timed stop locations for both passenger and freight trains are the platforms in the station.
All three through platforms as well as the Bay platform are allocated to the 'Fareham' location.
Additional locations have been defined for the Down Sidings 1 and 2 to allow timed shunt moves to these sidings.

Access to Loop Siding
---------------------

There is no through access to the Loop Siding from any of the main routes.
Freight trains arriving on the Knowle Single or Down Knowle lines must run into the Down Main Platform, back out to signal 6 and then head into the siding.
Freight trains arriving on the Down Netley line must run either into the Down Main Platform and reverse at signal 6, or run into the Up Loop Platform and reverse at signal 24. Trains from Down Netley can also run through the Up Loop Platform and reverse in the Up Siding then enter the Loop Siding from the South.
Trains arriving from Cosham must run into the Up Main Platform, and either reverse at signal 6 for access to the North end, or reverse into the Up Siding for access to the South end.
Trains arriving from Gosport can either run into the Up Main Platform or the Up Loop Platform and reverse at signal 6, signal 24 or the Up Siding.

Trains leaving for Knowle Single line, Up Knowle or Up Netley can exit the Loop Siding (North) and run to these lines directly.
Trains leaving for Cosham must back out of the Loop Siding (North) and reverse at signal 6, then run via the Down Main Platform.
Trains leaving for Gosport can either exit from the North end and reverse at signals 6 or 24, running via the Down Main Platform or Up Loop Platform, or can exit from the South end, reversing in the Up Siding and Up Loop Platform.

Reversal at signal 6
--------------------

Many moves require reversal at signal 6. See table of distances below for maximum length of trains on the various routes through signal 6. Generally, trains which are to reverse at signal 6 are routed to Up Netley line (clearing signal 10 also if required), exceptions are indicated in the train notes.

Slotted distance signals
------------------------

The distant signals on the Down Knowle (66) and Down Netley (72) lines are operated by the East Box but slotted by the West Box (101 and 111 respectively).
The distant signal on the Up Cosham line (140) is operated by the West Box but is slotted by the East Box (4), it can only be cleared if the route is set to the Up Knowle Line.

Additional Block Signal
-----------------------

The section between signals 104 and 109 is considered as an additional block. Therefore, the distant signals 101 and 111 only cover the signals 103 and 104. Also, 104 can be cleared without the need for cautioning if 109 is still at danger.

Clearing signals and sending "Is Line Clear" requests
-----------------------------------------------------

Due to the slotted distant signals, and also due to the additional block between signals 104 and 109, there are specific rules for clearing signals and sending "Is Line Clear" requests.
The details below of course only apply if all lines are actually clear and available.

Westbound trains : Cosham to Knowle Jn. and Cosham to Netley.
For Westbound trains to Knowle Jn via the Up Knowle line, "ILC" must be requested from Knowle Junction box as soon as the train enters the section from Cosham, such that signal 4 can be cleared and the distant is 'off'.
For Westbound trains for the other routes, sending "ILC" and clearing the signals can be done at the discretion of the signalman in the East Box as the distant can not be cleared for these routes anyway.

Eastboung trains : Knowle Jn. to Cosham and Netley to Cosham.
For Eastbound trains arriving on the Down Knowle and Down Netley lines, signals 103, 104 and 101/111 should be cleared immediately as the train enters the section so the distant signals (66 and 72) will be 'off'.
The "ILC" request for Cosham should not be sent until the train has passed signal 104.
 
Local instructions
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Reversal and wrong line working.
Wrong line working on the Down Main and Up Main platforms is only allowed for shunt moves.
The Up Loop Platform is bidirectional. Trains leaving the Up Loop Platform for Gosport can do so either via signal 108 (Down Branch) or via signal 131 (Up Branch).

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.
Due to the overall low speed within the station area, cautioning is not required for any signals within the station.
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 'out', i.e. the normal position of these levers is 'reverse', in this position the linked switches are locked. To operate the switch, set the FPL lever to 'normal'. Once the switch is thrown, return the FPL lever to 'reverse'. FPL levers are locked in 'reverse' if a route is set over the switch on which they operate, or when this route is occupied. If an FPL is in 'normal' 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. 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 passed 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 effect 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.

When coaches must be attached to another train, this is best done using the following procedure.
Shunt the coaches up to the waiting train as instructed. If the move is a 'timed' move, wait with further actions until the train has terminated and has been redescribed to a "Z" headcode.
When terminated, detach the shunt engine. Next, select the 'main' train, and use the "couple" command on this train to attach the coaches. Do NOT use the "couple" command on the coaches which are to be attached, as this may inadvertently couple these coaches back onto the shunt engine.

Fringe boxes
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Cosham :
Distance between Fareham and Cosham in 5m 67c.
Portchester station is at 3m 14c from Fareham, this is also the distance between the Cosham section signal and Fareham.

Knowle Jn. :
Distance between Fareham and Knowle Jn is 2m 27c via Knowle Single line, and 2m 58c via Up/Down Knowle line.
Knowle Halt is at 2m 2c on the Knowle Single line.

Swanwick :
Distance between Fareham and Swanwick is 3m 56c.

Fort Brockenhurst :
Distance between Fareham and Fort Brockenhurst is 3m 46c.

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.

Down Main Platform                                      :  8 units
Up Main Platform                                        :  7 units
Up Loop Platform                                        :  8 units
Bay Platform                                            :  6 units

Spur at signal 9                                        : 13 units
Spur at signal 86                                       : 17 units
Spur at signal 87                                       :  5 units

Up Siding                                               : 13 units
Down Siding 1                                           :  4 units
Down Siding 2                                           : 15 units

For reversal at signal 6 :
Between signal 6 and signal 13A (Knowle Single)         : 11 units
Between signal 6 and signal 14A (Up Knowle)             : 11 units
Between signal 6 and signal 10 (Up Netley)              :  8 units
Between signal 6 and signal 16 (Up Netley)              : 27 units

Up Loop back from signal 24 to clear of points 10 (E3)  :  7 units

Up branch between signals 141 and 131                   :  4 units

Notes : for bay platforms and dead-end sidings, reduce maximum length by one unit if shunt engine is to be attached to rear of train.

Speed Restrictions
------------------

Cosham main line                                          : 60 mph
Swanwick main line                                        : 60 mph
Knowle Loop lines and Knowle Single line                  : 50 mph
Gosport branch                                            : 40 mph
All through lines in station area                         : 20 mph
All sidings, loops, junctions etc.                        : 15 mph or 10 mph

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
---------------

The opening picture shows Standard class 4MT 2-6-0 No. 76019 arriving in the Down Main Platform on 20 May, 1965.
The signals on the left are signals 15/14/13 for the Up Loop Platform. Further along the platform, partly hidden by the lamppost, are signals 11/8/5 on the Up Main Platform.
Just visible above the train is signal 2 on the Bay Platform, signals 1 and 3 are hidden from view.
The wagons on the extreme left of the picture are stabled on the Loop Siding spur.
On the left are the Bay Siding and Dock Siding, while the overhead crane on the Yard is just visible above the train.
The picture was obtained through Colour-Rail (www.colourrail.com).

Acknowledgements
----------------

Thanks to PC-Rail test team for their help in testing this simulation, and as ever to John Dennis for sorting out the very special program requirements for this particular simulation.
