GENERAL
  
The power signalbox at Carlisle was opened in 1973 with an NX Panel, typical of the period . Multiple aspect colour-light signals are used, with full track-circuiting.

The area controlled from the power box includes Carlisle (Citadel) station, all the lines in the immediate area, and a long section of the West Coast main line, 62 miles south to Carnforth and north across the Scottish border.

This simulation covers the busiest section, around Carlisle itself. As well as West Coast main line express services between London Euston and Glasgow, other passenger services use the ex-Midland Railway Settle & Carlisle route, the Tyne Valley route to/from Newcastle and the Cumbrian Coast line. 

RUNNING LINES

Permissive working of trains of classes 1,2,3 and 5 is permitted on all platform lines. All platforms are signalled for bidirectional use. The Up and Down Newcastle line, between the station and London Road Junction is also bidirectional

The Through Goods lines bypassing the station are no longer in use. However, they were in regular use when the power box was commissioned and so have been included in the simulation. (The closure occurred in 1984 when the Rome Street bridge carrying the tracks over the river was demolished by a goods train accident. As by that date much of the traffic which had used this bypass had disappeared, the decision was taken not to rebuild the bridge.)

Terminating and orginating points for non-passenger trains are Upperby Yard,  Currock Yard, London Road Sidings (also known as Petteril Bridge Yard), Collier Lane Sidings and Dentonholme Goods Yard.

Designated stopping places for through freight trains are Sidings A and B. The station platforms may also be used for short stops. Scheduled light engine movements may also use these locations. Scheduled stops for Class 5 (ECS) trains should be made in the station platforms.

PLATFORMS AND SIDINGS
   
The capacities of platforms are as follows:
    
         Platform         No. of Coaches (*)
   			 
            1                   15
            2                    6
            3                   15
            4                   15
            5                    6
            6                    6
            7                    5
            8                    5

          Siding       No. of Coaches (Wagons)

           'A'                  17 (34)
           'B'                  20 (40)
           'C'                  12 (24)

(*) Reduce by 1 for each loco on loco-hauled trains.       
    Note these may differ a little from the prototype.
    Class 4 trains - use capacity figure as for "coaches".

Platform 2 is normally used by Cumbrian Coast services, platforms 5 and 6 by Tyne Valley services to Newcastle and Settle & Carlisle services.

SCREEN LAYOUT

Note that the scale used on the track diagram is not uniform.
The symbol labelled 337 is a limit of shunt board.

TRAIN REPORTING NUMBERS

     First Character (Train Class):

           1      Express Passenger  
           2      Ordinary Passenger       	
           3      Parcels  (Max. 90 mph+)  	
           4      Freight (Max. 65 mph+)      
           5      Empty Coaching Stock     	
           6      Freight (Max. 50-60 mph)    
           7      Freight (Max. 40-45 mph)    
           8      Freight (Max. 35 mph) 		
           9      Unfitted Freight  			
           0      Light Engine             	

        Second Character (Destination):
    
           A/B    London
           C      Carlisle
           D      Chester/North Wales
           E      Eastern Region
           F      Liverpool
           G      Birmingham
           H      Manchester South
           J      Manchester North
           K      Crewe
           M      L.M. Region (from another Region)
           N      Preston/Blackpool
           O      Southern Region
           P      Pullman services
           S      Scottish Region
           V      Western Region 
           
Routing is as specifed in the Working Timetable. 

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.

ACKNOWLEDGEMENT
  
Considerable assistance was provided by George and Derek Birchall in the development and testing of this simulation. Thanks are also due to Stephen Woodhouse who provided the signalling diagrams.
