

BRADFORD EXCHANGE

This Simulation is based on the layout in the period 1937 - 1962, but with all mechanical signals converted to colour lights.  Some of the stations and branches closed during the latter few years, but all lines shown were in use up to May 1955.

The original Exchange Station was opened by the Lancashire & Yorkshire Railway (L&YR) in May 1850 and had two platforms.  The next part of the railway in the area to be built was from Leeds to Bowling Junction, via Stanningley.  This was opened in August 1854 and operated by the Great Northern Railway (GNR), with the L&YR having running powers to Leeds.  The GNR station was finally opened at Adolphus Street in June 1855 which later became the Goods Yard shown opposite the GNR MPD at Hammerton Street.  In January 1867 the GNR line was extended from Hammerton Street to Exchange Station via Mill Lane and an additional two platforms were provided to handle the additional traffic.   The rapidly increasing traffic from all the branches in the area soon proved to be too much for the station and it was completely rebuilt and opened in May 1888 in the form shown here.  The L&YR tracks to Platforms 1 to 5 were completely separated from the GNR lines to Platforms 6 to 10 and the only connections between the two companies were then at Mill Lane Junction.  The station was ultimately replaced in June 1973 by a new four platform station on the site of the former L&YR Bridge Street Goods depot between Mill Lane and the original station.

The Yard on the East (P10) side of Exchange station contains Goods and Carriage Sheds together with a Turntable.  A Turntable is also provided on the West side adjacent to Platform 1.  Some other sidings have been omitted for clarity, but do not affect the operation of the station.  One unusual feature of operation unfortunately cannot be simulated here.  Arrivals were frequently propelled into the centre sidings and the loco uncoupled and run back into the station.  The empty coaches then ran under gravity, with the Guard operating the brakes, from the siding (which was on a 1 in 40 gradient) into another platform.  The loco then shunted on to its train, ready for departure.

Bowling Junction station closed on 6 March 1950 and St Dunstan's on 15 September 1952.  The Ex-GN lines to Halifax and Keighley were closed to passengers on 23 May 1955, but Freight services continued over at least part of the line until 1972.  DMUs were introduced on the Leeds-Bradford services on 14 June 1954, mostly via Stanningley initially.  The Calder Valley services from Leeds and Bradford to Manchester were converted to DMU operation in 1962 and became through trains, reversing in Exchange Station.  Bradford GN MPD was converted for sevicing the DMU fleet and all remaining Steam Locos were transferred to Low Moor in early January 1958.  Steam was finally eliminated on 1 October 1967.

For the purpose of the Simulation, Signal and point numbers have been allotted separate series for each Signal Box as shown below.

100 - 129:  Exchange (GN frame)
150 - 179:  Exchange (L&Y frame)  Note that both frames were in one Box.
200 - 219:  Mill Lane
220 - 249:  St Dunstan's
250 - 269:  Coal Shutes
270 - 279:  Bowling Junction
320 - 329:  Low Moor No. 4
340 - 379:  Low Moor No. 3
400 - 429:  Hammerton Street
450 - 479:  Laisterdyke West
500 - 539:  Laisterdyke East
550 - 569:  Cutlers Junction
580 - 590:  Quarry Gap
600 - 629:  Low Moor No.2 West
640 - 660:  Low Moor No.2 East
670 - 679:  Low Moor No. 5
680 - 699:  Low Moor N0. 1

Signals numbered in the 700 series are Automatic Signals provided for simulation purposes.

The Platforms at Exchange will accommodate the following number of coach lengths:

Platform 1 .. .. .. 10
Platform 2 .. .. .. 10
Platform 3 .. .. .. 12
Platform 4 .. .. .. 12
Platform 5 .. .. .. 12
Platform 6 .. .. .. 12
Platform 7 .. .. .. 12
Platform 8 .. .. .. 12
Platform 9 .. .. .. 10
Platform 10 . .. .. 10

Platforms at other Stations can accommodate trains of any length, but long trains will overhang the platforms.
The Bay platform at Low Moor will hold 4 vehicles and was generally used by locos.

Without overhanging, other platform capacities are:

Laisterdyke (all)..  9
St Dunstan's (all).  7
Bowling (both) . ..  6
Low Moor P1 . .. .. 14
         P2 . .. .. 13
         P3 . .. .. 11
         P4 . .. .. 11
         Bay  .. ..  4

Note that 1 coach length = 1 loco length = 3 wagon lengths.
Note also that an uncoupled loco takes up an additional coach length. 


ABBREVIATIONS for STATION NAMES

Station timing points are abbreviated in the Timetable as follows:-

B = Bowling Junction
L = Laisterdyke
M = Low Moor
S = St Dunstan's



TRAIN REPORTING NUMBERS

First Character (Train Class):

     1      Express Passenger  
     2      Ordinary Passenger       	
     3      Parcels, Freight (Max. over 75 mph), ECS where specially authorised
     4      Freight (Max. up to 75 mph)      
     5      Empty Coaching Stock     	
     6      Freight (Max. 50-60 mph)    
     7      Freight (Max. 40-45 mph)    
     8      Freight (Max. 35 mph or less) 		
     9      Unfitted Freight  			
     0      Light Engine(s)

The Second Character refers to the destination or route of the train.  Details of the meanings may vary depending on the date of the timetable, but the details for the standard timetable are:
    
     A      To/From London Kings Cross
     B      To Bradford or within Bradford Local area
     C      Locos to Low Moor Carriage Sidings
     D      Shunters to St Dunstan's Carriage Sidings
     E      Inter-regional trains to Eastern Region
     F      To Liverpool Exchange or Southport
     G      (not used)
     H      To/From Halifax or To Stockport
     I      (not used)
     J      To Manchester Victoria
     K      To/From Keighley
     L      To/From Leeds Central or to Leeds District          
     M      Inter-regional through trains to LM Region
     N      Inter-regional through trains to NE Region
     O      (not used)
     P      To Blackpool
     Q      (not used)
     R      (not used)
     S      Shunters to/from MPD
     T      Local inter-yard Trip Freight trains
     U      (not used)
     V      (not used)
     W      To/From Wakefield
     X      Locos released from trains (see below)
     Y      (not used)
     Z      Special Trains or un-allocated
     
The third and fourth characters indicate the individual train reporting number.

Light locos and empty coaching stock proceeding to/from a booked working may carry the headcode 0 or 5, followed by the last 3 characters of the train concerned.  In some cases this would involve duplication of numbers, so Light locos may carry 0Xnn numbers.


STARTUP SCREEN:

The photograph on the startup screen is ex-LMS Class 5 4-6-0 No.44815 from Leicester MPD on the Bradford portion of the 14:15 to Liverpool.  This will have the Leeds portion added at the rear in Low Moor Station.  It was taken on 4th August 1961 by Peter Dean from the Coal Shutes Signal shown as No.257, which was a straight post signal with two shunting arms.  St Dunstan's Carriage Sidings are in the background and the lines diverging to the left serve the Coal Yard.  The ex-L&YR Yard at Bridge Street is served by the two tracks which split just beyond the crossover (which is depicted as No.252 in this simulation).

Acknowledgements:

This simulation was designed and developed by Peter Dean, based on his extensive knowledge of the prototype. Peter worked for many years in the S&T Department, firstly with British Railways at York from 1962 to 1972. He then emigrated to work with the Western Australian Government Railways from 1972 to 1995 before becoming a Consultant Signal Engineer for the next five years, joining Union Switch & Signal in Perth WA in 2000 until retirement in August 2007. His main interests are in all aspects (no pun intended) of British Railways, both full size and in model form, having an extensive 00 gauge layout under construction.

Special mention is made for the assistance given by Alan Sugden, a former BR employee at Low Moor, and for his willingness to share his knowledge of the area and locomotive workings from Low Moor MPD.

Thanks are due to John Dennis (Mr. PC-Rail) for providing the facility and considerable assistance to develop this simulation, and also to Alan Sugden and Peter Mould for their many hours of work in testing the correct operation of the Simulation and the timetable.

Peter Dean
May 2008