SECTIONAL APPENDIX - PENZANCE  
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General and History
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The first railway in west Cornwall was the Hayle Railway, established in 1837 to connect the mines and mills around Camborne and Redruth with the ports at Hayle and Portreath.
In 1845, the West Cornwall Railway was set up to build a railway line from Truro to Penzance. Other companies had already established rights to build railways east of Truro. This new company bought the Hayle Railway, and build connections from Hayle to Penzance and Redruth to Truro. The route was completed in 1852. Through travel by train to Penzance became possible when the Cornwall Railway completed its route to Truro in 1859. At first this required transfer between two stations, but the direct link connecting the two companies was completed in 1860. By 1866, however, the West Cornwall Railway ran out of funds and had to sell its assets to the Great Western Railway.
In 1879, the original wooden structures at Penzance were replaced with a new stone building. This building still stands today although over the years it has been altered on several occasions. The building has undergone an extensive renovation in 2013.
The layout of the station itself has hardly changed since the completion of the new buildings in 1879, but most sidings have been removed. The area of the goods shed, next to the station, was almost inevitably converted into a parking area. A few sidings have survived next to the station.
The sidings at Ponsandane and the engine shed at Long Rock have long since gone, but recently a new maintenance depot has been built at the site of the former Ponsandane Sidings, for servicing the new class 80x trains which now run to Penzance. 

This simulation is based on the layout of tracks and signals as it was in the 1950's. Three signalboxes are included :
Penzance - this box controlled the station area
Ponsandane - this box controlled the west access to Ponsandane Sidings
Long Rock - this box controlled the east access to Ponsandane Sidings, and the access to the engine shed.
The next box on the line was Marazion, this was the next passenger station and also the location of the main freight yard for the Penzance area.

Lever numbers :
Penzance   - original numbers
Ponsandane - original numbers, 100 added
Long Rock  - original numbers, 200 added

Adaptations
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Penzance :
The exit of Sidings No.1 and 2 was controlled by a single signal with route indication (levers 39 [siding], 8 [down main], 42 [plf. 2], 43 [plf. 1]). This has been replaced by two signals (42 and 43) without route indication.
The unsignalled emergency engine release cross-over between plf. 3 and 2, controlled by a ground frame, has not been included.

Ponsandane :
An additional signal (119) was placed on the spur at the western end of the Loading Dock.

Long Rock :
An additional signal (255) was placed to control the exit of No. 1 spur.
The end of the double switch 244/245 at No.1 Spur was manually controlled. In the simulation this has been set to be controlled by 244. However, as 244 reverse requires 245 reverse, and also 243 reverse requires 244 reverse, access to No.1 Spur requires 244 normal and this restricts the access to the Turntable Road only.

Local instructions
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Note that switch 247 is within the clearance area and can therefore not be operated after a train has been accepted from Marazion until that train is stopped at signal 252/261. Due to the many shunt moves to the turntable/engine shed passing through this area, it was common practice to accept a train from
Marazion with 247 normal, and only set switch 247 after the train had come to stop at signal 252/261.

Signals 203/206 both clear for the route to 204, but 203 can only be cleared for trains which are booked to continue on to Marazion. For local moves, in particular for engine reversing at 226/249/250/251, signal 206 must be cleared.

The locking details for 'fringe' signals between the boxes (64, 107, 135 and 259) are not based on actual 'physical' lockings but on the probable location of the clearing points for these boxes.

The two level crossings controlled minor dead-end roads which gave access to the beach only. Note that not only signals required the level crossing to be closed, but also some switches required closure of the crossings before the switch could be reversed. See locking table for details.

General instructions
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Rules to caution trains.
For semaphore signalling, the rule (rule 39A) applied that for a sequence of signals which had no intermediate or combined distant signal, if the last signal in this sequence could not be cleared, all preceding signals had to be kept at 'danger' at the approach of the train and could only be cleared if the speed of the train was sufficiently reduced. For the simulation, the speed must be reduced (to about 10 mph on approach). The speed while passing the signal must not exceed 15 mph.
See the locking details for the list of signals and conditions where and when trains must be cautioned. Note that the cautioning does not always apply for shunt moves which are wholly within the station area.

Locking rules.
For locking rules please see locking table.

FPL.
Facing Point Locks (FPL) have been provided where these were installed - see locking information for details.

FPL's normally stand 'out', i.e. the normal position of these levers is 'reverse', in this position the linked switches are locked. To operate the switch, set the FPL lever to 'normal'. Once the switch is thrown, return the FPL lever to 'reverse'. FPL levers are locked in 'reverse' if a route is set over the switch on which they operate, or when this route is occupied. If an FPL is in 'normal' position, all routes over the related switch are blocked and signals cannot be cleared.
Note that if an FPL operates on a switch which is part of a crossover, these rules generally also apply to the other switch of this crossover even if the FPL does not work directly on this switch; some shunt moves are exempt from this rule.

Notes on shunting
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The 'shunt' command must be used if a train is to reverse at a particular signal. It is good practice to issue the shunt command before clearing the last signal which leads to the location where the train is to reverse, this in order to avoid 'overshoot' when the shunt command is issued too late for the engine to brake in time, which will result in the engine running past the reversal point up to the next signal.
The 'shunt' command can be issued for a train waiting to depart as issuing this command does not affect the timed departure of this train. However, the shunt command must NOT be used for a signal which is beyond a booked station stop before the train has come to a stand for that specific station stop. Setting the shunt command before the train has stopped will cancel out the station stop, and will lead to an error on missed station stop.
 
If an engine is to be attached to a train, it has to be terminated before it can do so.
If the engine is terminated in the same location as the train to which it is to be attached, it will stop short of this train. After the engine has terminated and is redescribed to a 0Z** number, it can be moved onto the train using the 'proceed' command, and can then be coupled to the train using the 'couple' command.
If the engine is terminated in another location and is moved onto the train while it already has a 0Z** number, it will move up to the train and can then be coupled using the 'couple' command.

Section lengths and timetable locations
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Some sidings have been set up as separate locations such that moves to and from these sidings can be properly timed.
The names of the relevant locations are detailed below.

The list below details the lengths of platforms and sidings etc.
The length is defined in units, each unit equals an engine, a passenger coach, or 3 wagons.

Penzance :
Platform 1   : 18 units
Platform 2   : 17 units
Platform 3   : 16 units
Platform 4   : 16 units
No.1 Siding  : 10 units (location : Pz Sdg 1&2)
No.2 Siding  :  7 units (location : Pz Sdg 1&2)
Loop Siding  : 19 units (location : Loop Sdg)
(for some reason lost in time, this siding was locally known as "Slopers").

Ponsandane :
Loading Dock :  5 units (location : Psd LDck)

Long Rock  :
No. 1 Spur   :  1 unit
No. 2 Spur   :  3 units

Note : the access to Up Sidings at Ponsandane is named "Psd Up Sdg", the access to Up Sidings at Long Rock is named "LR Up Sdg".

Speed Restrictions
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Main line        : 60 mph (up to sig. 2 and from sig. 24)
Loop Siding      : 25 mph
Loading Dock     : 25 mph
Station Approach : 15 mph
Platforms        : 15 mph
All other sidings: 15 mph
 
Train Reporting Numbers
-----------------------
Train reporting numbers only came into use in later years, and also changed over the years. See timetable information for details.

Opening Picture
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The opening picture shows Penzance station on 22nd of May, 1961.
"Warship" class engines D600 (right, on a named train) and D816 (left, on a Wolverhampton or Birmingham service) are at the heads of their trains, ready for departure. A DMU can be seen under the station roofing in the background.  Vans are lined up on the goods shed sidings and a rake of freight wagons can be seen on the Albert Quay sidings in the distance.  At this date most passenger services were now dieselised, but Penzance shed still had an allocation of steam engines. The last steam engine left Penzance shed in June, 1963.
The picture was obtained through Colour Rail ((www.colourrail.com).

Acknowledgements
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Thanks to PC-Test team for their help in testing this simulation, and as ever to John Dennis for providing the basic program for the heritage simulations.
