EUSTON

This simulation is based on the resignalling of 1952.  The sidings between various Platforms have been omitted due to insufficient space.  However, this does not detract from the operation of the station.

Drawing out Camden was a bit of a problem, so some of the tunnels are not quite in the right place.  Also, some of the signals (518, 576, 578, 808 and 809) are actually in the tunnels on the Electric lines as these lines are in tunnel between just north of Primrose Hill and just south of South Hampstead.


Opening Screen

The opening screen is a photo of the Doric Arch which was once a London landmark.  Unfortunately it was demolished in 1962 to make way for the development of the new Euston station.  Care was taken during the dismantling, with the intention to rebuild the Arch elsewhere, but ultimately the blocks were removed and sold.  The Iron Gates were salvaged and eventually re-erected at the entrance to a housing estate in Shildon, near Darlington.


Electrification

The only lines electrified at this stage were Platforms 4, 5 and 7, the Up and Down Slow lines from Euston to Camden, thence to Watford via West Hampstead.  The Up and Down North London lines were also electrified.  The buffers in platforms 4, 5 and 7 have been shown as E4, E5 and E7 as a reminder that they are the only platforms where the EMUs can arrive. 

All electrification was at 600 volts DC using the third and fourth rail system compatible with the London Underground, which it joined just north of Kilburn High Road.

Overhead electrification did not take place until late 1965, together with another track and signalling remodelling.  The present-day layout (2010) is the result of yet another remodelling.


Stopping Places

In addition to all of the station platforms, the following are stopping places:-

Euston:  Up Loco Line at Signal 114
         Up E & C Line at Signal 261
         Backing Out Roads 1 to 4

Kilburn: Down Loop
         Up Slow between Signals 668 and 671
         Up Loop

Timing points are at:-

Primrose Hill: Up NL Goods between Signals 573 and 586
               Dn NL Goods between Signals 820 and 592

Kilburn:       Down Fast at Signal 639
               Up Fast at Signal 658
               Down Slow at Signal 653.


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 ... ... 16
Platform 2 ... ... 16
Platform 3 ... ... 12
Platform 4 ... ... 11 (Electrified)
Platform 5 ... ... 14 (Electrified)
Platform 6 ... ... 15
Platform 7 ... ... 10 (Electrified)
Platform 8 ... ...  9
Platform 9 ... ... 11
Platform 10 .. ... 11
Platform 11 .. ...  9
Platform 12 .. ... 16
Platform 13 .. ... 18
Platform 14 .. ... 17
Platform 15 .. ... 17

Longer trains can be run, but will overhang the platforms and may block movements to other platforms (See Operating Notes).

It should be noted that Passenger and Parcels trains must arrive in Platforms 1 to 9 inclusive, but can depart from any platform.
Empty stock can arrive at any platform by using the Up E & C line for arrivals in Platforms 10 to 15 inclusive.

The Backing Out Roads will hold the following number of vehicles:

No.1 ... 16
No.2 ... 16
No.3 ... 15
No.4 ... 14
Longer trains can be run, but will overhang the signals.

Shunt Lines 1 and 2 will each hold 19 vehicles (Loco + 18 coaches).

The Goods Spur at Camden will hold the equivalent of 45 wagons (Loco + 42).


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.


Signalboxes

Between 1952 and 1965 there were several Signalboxes in the area depicted.  These are all shown on the simulation.  Most of the signals were colour-light, but there were some semaphore signals, principally ground shunt signals in the Camden area, but these were power operated.

Number series used in this simulation have been amended from the actual numbering to avoid duplication, and those at Euston have been increased by 100. Signal and Point number sequences shown are:

Euston ... ... ... .. 101 - 327
Euston Carr. Sdgs ... 340 - 380
Camden No.1 ... .. .. 401 - 440
Camden No.2 ... .. .. 501 - 599
Kilburn No.1 .. .. .. 601 - 685
Queens Park ... .. .. 701, 702 .. This 'box is off-screen.
Automatic Signals have been given numbers from 801.

Note that the Kilburn signals have been given Auto Buttons to allow the Signalbox to be 'switched out' during less busy periods.  Signals 657 and 670 have not been given this facility as their control is transferred to Camden No.2 when Kilburn is switched out.


Operating Notes

In practice, the heavier trains were banked out of Euston by the Loco bringing the stock in being uncoupled and banking the train out, however this is not possible with the simulation software, so allowance has to be made for the incoming Loco to be run independently to its destination.

Similarly the Loco bringing in a loaded train often remained coupled to the train with the shunter being attached at the outer end.  The empty train then proceeded to Signal 431 near Camden, where the incoming Loco was detached.  The shunter then continued to Willesden with the stock, allowing the Loco to proceed to Camden MPD for servicing.

It should be noted that the Up and Down Side Carriage Sheds at Euston are single ended without run-round facilities.  All stock was propelled into and hauled out of the sheds, athough Empty coaches were sometimes allowed to proceed under gravity from the Up Carriage Shed into the station, but this is not allowed in the simulation.

Trains arriving at platforms 4 to 9 inclusive were often shunted out by the incoming Loco into the Backing out Roads, where the Loco was uncoupled and the stock shunted to the Down Carriage Sheds by a Shunter. This is allowed in the simulation.

Similarly some Local trains were propelled out into the Up Carriage Shed by the incoming Loco.

If a train is too long and overhangs the platform in Euston, the points in the intended exit route must be set manually up to the next outgoing signal.  The train *should* start once this signal is cleared.

Trains arriving on the Up Fast bound for the Up North London Lines must cross to the Up Slow at Kilburn as there is no facilty for this move at Camden and those exiting on the Up North London Goods must also be signalled from 504 Signal via 548 Signal at Camden.

In order to allow another EMU to assist a failed unit ahead, calling-on signals have been provided on signals 527, 702, 808, 811, 828 and 829.  These, except 527, have also been given an Auto Button.


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, Richard Wade, Martin Cookson and John H for their invaluable assistance.


