NORTHALLERTON
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This simulation is based upon the colour light signalling system that was commissioned on 3rd September 1939.  Rationalisation was carried out in 1974 with closure of the signal box under the York IECC scheme on 15th April 1990.

Northallerton railway station serves the town of Northallerton in North Yorkshire, England. The station lies on the East Coast Main Line 30 miles (48 km) north of York. 

The station was opened by the Great North of England Railway on 30 March 1841. Eleven years later the Leeds Northern Railway completed its line from Leeds to Stockton through the town, although this did not initially connect with the main line - trains instead called at nearby Northallerton Town station a short distance away near the point where it passed beneath the line towards Darlington. By 1854 however, both the GNoE and LN had become part of the North Eastern Railway which soon began running through trains on the LN route via Thirsk. These then rejoined the line towards Eaglescliffe by means of a new link from the main line at High Junction that was opened in 1856. The original LN route southwards towards Melmerby was then operated as a branch line until 1901, when the NER connected it to the main line via another new junction at the southern end of the station and started using it as the primary route from West Yorkshire to Teesside once more.

Meanwhile the Wensleydale branch line to Bedale, Leyburn and Hawes had been opened in stages between 1848 and 1878 - this joined the main ECML immediately north of the station and its trains used a bay at the northern end of the northbound island platform. Passenger trains on the branch were withdrawn from 26 April 1954, although it remains open for occasional M.o.D trains to Redmire and heritage trains operated by the Wensleydale Railway. There is however currently no direct route to the branch from the station as its junction faces north and trains must access it by means of a reversing siding off the northbound main line. 

Services were withdrawn on the line towards Ripon on 6 March 1967, the route having been earmarked for closure in the Beeching Report. The line north-eastwards towards Stockton had already lost its local passenger services by this time, but it was retained for freight traffic to and from Teesside and occasional longer distance passenger trains. It now carries a regular service to and from Middlesbrough and Sunderland.

During the second world war the bridge where the Up and Down Longlands (Leeds) lines cross under the Main lines was considered of strategic importance as a bomb dropped on it and the nearby junction would effectively sever the main rail transport links between north and south so a temporary connection was provided between the Up and Down Leeds and Castle Hills (allowing traffic to re-join the main line north of the junction). 

Layouts at stations on the Branch have been simplified and siding connections and full signalling are not shown.  

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Opening Screen

	A D49 loiters near Northallerton Signal Box awaiting its next duty.

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Stopping/Timing places

 	NORTHALLERTON 
 	Platform 1 = 10 coach lengths
 	Platform 2 = 17 coach lengths
 	Platform 3 = 17 coach lengths
 	Platform 4 = 10 coach lengths
 	Platform 5 = 16 coach lengths
 	(Reduce number of coaches by 1 for each train engine)
 	Up and Down Leeds = Timing points only
 	Up Siding = 7 coach lengths
 	Dn Siding = 9 coach lengths
 	Spur = 6 coach lengths
 	
 	LOW GATES LC
 	Used as a timing point only
 	
 	CASTLE HILLS 
 	Up and Down Loops = Freight stopping place for 2 signal sections (no calling-on aspects)
 	
 	BOROUGHBRIDGE ROAD
 	Dn Leeds = Freight stopping place to allow for pathing of freight trains
 	
 	TURNTABLE
 	It should be noted that the largest loco that the Station Turntable could accommodate was a class D49 with a Group standard Tender. There was stabling for three locos here and it was located within the High  Yard.  The Shed (51J) did not have a turntable.  Large locos and terminating trains which required turning would use the Branch/Castle Hills triangle. 
 
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Line Speeds

 	Up & Down Fast = 90mph
 	Up & Down Main = 90mph
 	Up & Down Slow = 75mph
 	Up & Down Loop = 50mph
 	Longlands Loop = 50mph
 	Northallerton Loop = 45mph
 	Up & Down Leeds = 75mph
 	Up & Down Eaglescliffe = 75mph
 	
 Turnouts are generally 50 to 60mph with crossovers 30mph and siding connections 15mph.
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ACKNOWLEDGEMENTS

I am grateful to Peter Dean and Peter Mould for additional information with regard to this simulation and station working.
 
Mike Millar.

It was a real pleasure to help Mike with this simulation and I am saddened that he died before being able to see it being completed.  He laid down the detail for the standard timetable using his local knowledge and that of his friends and associates as well as ensuring that the layout was as near the original as possible. I merely wove his requirements into the finished article you now see.

Richard Wade 

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FOOTNOTE

The Northallerton simulation was Mike Millar's concept and in his timetable notes he refers to 'the flavour' of the time whilst including a lot of information.

Mike's presentation has been left much as it is, as true as possible to his concept in consideration and respect to Mike. There were some minor operational matters to address, a few typos, but overall little that needed changing on the layout nor in the timetable. 


 
