Simulation

This simulation is based on the track layout at Cambridge in the period 1948 to 1966.  Although the signalling was by semaphore arms, Cambridge North and South Signal Boxes had miniature lever frames which operated the points and signals electrically.

This simulation uses multi-aspect colour light signals in place of the semaphore signals.


Opening Screen

The opening screen is a photo of Class B12/3 4-6-0 No 61567 awaiting refitting of its leading Driving wheels in the holding sidings at the rear of the Repair Shop at Cambridge Loco Shed.  The photo was taken by Peter Dean on 5th September 1958.


Electrification

Cambridge was not electrified at the date of this layout.


Stopping Places and Timing Points

The codes used in the Timetable Information for stopping places (S) and timing points (T) are:

a = Ash Pits (S)
B = Barnwell (S)
C = Chesterton Junction (T, S for Goods Loops)
c = Coal Line (S)
J = Shepreth Branch Junction (T)
L = Loco Shed (S)
N = Loco Spur - North end of Station (S)
S = South Spur (S)
T = Trumpington Up & Down Goods Loops (S)
Times without a code letter are for Cambridge, which is a Stopping Place.


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 on the train.

Platform 1 ... ... 12
Platform 2 ... ... 12
Platform 3 ... ...  9
Platform 4 ... ... 13
Platform 5 ... ...  9
Platform 6 ... ...  9
Middle Sdg ... ... 12
South Spur ... ... 10

The Loco Shed will hold the following number of locos.

Line 1 (Buffer 11) ... 6
Line 2 (Buffer 12) ... 6
Line 3 (Buffer 13) ... 5
Line 4 (Buffer 14) ... 5
Line 5 (Buffer 15) ... 4
Ash Pits  ... .... ... 3
Coal Stage ... ... ... 6

Note that after a loco is moved from the Ash Pits then the leading loco, if there are still two there, needs to be given a 'Proceed' command otherwise it will not be possible to add a third loco.


Operation

The station was particularly difficult to operate for Passenger trains as only two through trains could be accommodated simultaneously.  Up trains normally arrived on the Up Through and crossed to Platform 1 at the scissors crossover, with Down trains using the Down Through and crossing to Platform 4 at the scissors crossover.
The Carriage Sidings, which had two loops between 'C' and 'F', with four loops each between 'A' and 'B' and between 'D' and 'E', were also difficult to work as all movements at the South end had to use the Up Main and those at the North end were confined to the Down Goods.

It should be noted that there is only sufficient room for two vehicle lengths between Signals 210 and 215 and between Signals 212 and 213 at the South End, so most shunting moves need to be shunted beyond 210 or 212 Signals towards 166 or 168 Signals before setting back.

Frequently, Up terminating trains would use Platform 4 and then continue to the Carriage Sidings at entry 'B'.  The engine would move to the Shed area by reversing through an empty siding and exiting from 'B' or would exit from 'A', reversing on the Up Main.  Down terminating trains could use Platform 1, continuing to the Carriage Sidings at 'D' and the engine exiting from 'E' towards the Down Goods Line to reverse into the Shed area.
Trains starting from Cambridge often had their engine attached in the Carriage Sidings, from where Up trains moved from 'D' to Platform 1 and Down trains from 'B' to Platform 4.
Some Coaches were also kept in the Station Sidings and could be shunted to Platforms 2 and 3 via the South Spur.

Parcels trains and Mail trains sometimes ran direct to or from the Station Sidings where there were loading and unloading facilities.

Goods trains were normally routed via the Up Goods and Down Goods where there were watering facilities, although at times engines were replenished in the loops at Chesterton Junction.  Alternatively, there were watering facilities at Whittlesford, approximately seven miles South of Cambridge on the Main line. Water was not available on the Up Through or Down Through lines but was available at the South end of Platform 1 and the North end of Platfon 4.


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.


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 special thanks to Alan Sugden and Peter Mould for their invaluable assistance.

Peter Dean
September 2013


