Edinburgh Waverley.


This simulation represents the track layout as remodelled in June 2008.  Signal and Point numbers do not match those found at Edinburgh as it is not possible for the simulation to use lever numbers over 999.  The siding between Platforms 10 and 9 and also the one betweem Platforms 17 and 16 have been omitted as they do not detract from the working of the station and would take up valuable space on the diagram.  Some Shunt Signals have been deliberately omitted for the same reason.

The Signalling arrangement between Haymarket Depot and Craigentinny Depot is generally in accordance with that provided, but outside that area it has been shown as would be expected in accordance with my experience as a Signal Design Engineer.

The starting photo, by Barry Taylor, shows the layout just prior to the remodelling alterations, which converted the diamonds at the end of platforms 11/12 and 16/17 into Double Slips.  Platforms 12 to 18 were also electrified on completion of this change, together with lines 'X' and 'Y' to the West of the station.


Electrification.

Overhead Electrification at 25Kv ac is provided on all lines through Waverley Station including the approach lines 'W', 'X', 'Y' and 'Z'.

To the West, only the Up and Down South and the Up and Down Midcalder, connecting to the West Coast Main Line at Carstairs are electrified.

All lines to the East are electrified except the branches to Powderhall and Leith Docks and the Up/Down Suburban Lines.


Through Routes

It is possible to set routes through to the outer end of through platforms as shown below:

208 to P1 (240 sig) via P20
208 to P1 (240 sig) via P19
208 to P2 (242 sig) via P20
208 to P2 (242 sig) via P19
212 to P7 (258 Sig) via P11
212 to 260 sig via P11
214 to P7 (258 Sig) via P11
214 to P7 (258 Sig) via P10
214 to 260 sig via P11
214 to 260 sig via P10
271 to P20 (211 sig) via P1
271 to P20 (211 sig) via P2
271 to P19 (213 sig) via P1
271 to P19 (213 sig) via P2
271 to P10 (229 sig) via P7
271 to P10 (231 sig) via P7
273 to P11 (229 sig) via P7
273 to P11 (229 sig) via 247 sig.
273 to P10 (231 sig) via P7
273 to P10 (231 sig) via 247 sig.


Platform Capacity.

The length of platforms in coach lengths based on 1 coach/loco = 66ft are:

Kingsknowe:  Up - 4
             Dn - 4

Slateford:   Up - 7
             Dn - 7

Haymarket:   Spur - 13
             P1 - 11
             P2 - 13
             P3 - 13
             P4 - 13

Waverley:    P1 -  7
             P2 - 13
             P3 -  9
             P4 -  9
             P5 -  7 ) Used for
             P6 -  7 ) Motorail
             P7 - 11
             P8 - 13
             P9 - 13
             P10 - 11
             P11 - 13
             P12 -  5
             P13 -  7
             P14 -  9
             P15 -  9
             P16 -  9
             P17 -  9
             P18 -  5
             P19 - 13
             P20 - 11

Brunstane:   Single - 8

Newcraighall:  Single - 8
               Turnback - 8

Musselburgh:   Up - 7
               Dn - 7

Trains can be longer than the platforms (except in Bays or Spurs), but will overhang the entering end of the platform.

Note that these lengths may differ from some published data as coach lengths are now considered to be 75ft for current capacity calculations.

Distances between stations measured between platform centres are:

Kingsknowe - Slateford    - 0m 70ch
Slateford - Haymarket     - 1m 56ch
Haymarket - Waverley      - 1m 19ch
Waverley - Musselburgh    - 5m 13ch
Waverley - Brunstane      - 3m 72ch
Brunstane - Newcraighall  - 0m 62ch


Speed Limits

The speed limits are very varied and too numerous to list them all.  Useful ones to know are:

Waverley Station platforms - 20 mph (except P7)
Waverley Platform 7        - 60 mph
Loop opposite Platform 7   - 40 mph
'W', 'X', 'Y' & 'Z' Lines  - 20 mph
Up & Down North WAV-HAY    - 35 mph
Up & Down South WAV-HAY    - 50 mph
Calton North Tunnel        - 40 mph
Calton South Tunnel        - 70 mph
Up & Down Suburban         - 40 mph


Acknowledgements

Thanks are due to John Dennis, the proprietor of PC-Rail for providing the facility to produce this simulation and for his unending assistance in sorting out problems encountered in my inappropriate use of the simulation software.

Testing of both the simulation's operation and of the Standard Timetable is time consuming and the following members of the Testing group are also thanked for their many hours of diligent work in finding my shortcomings:  Alan Sugden, Peter Mould, Vagn Poulsen, Geoff Foster and Rob Roeterdink.

Geoff Foster, Richard Harrison and Russell Ashmore have provided vital timetable information, for which I am grateful.

Some reference material for the signalling has been provided by Russell Darling and by Alistair McWhirter and his staff in the Glasgow Office of Westinghouse Rail Systems Limited.

Peter Dean.
