Portsmouth Area Simulation

This simulation covers the area as controlled by the new Traffic Control Centre at Havant which was commissioned in early 2008.
It consists of the three main lines which converge on Portsmouth :
 - the main line from London Waterlo,
 	included from just outside Havant;
 - the coastal line (east) from Brighton and Chichester,
 	included from just east of Warblington;
 - the coastal line (west) from Southampton and Eastleigh via Fareham,
 	included from just west of Cosham.
The northern leg of the Portcreek triangle completes the area, allowing direct traffic between the two coastal lines.

The area as covered in the simulation is slightly smaller than is controlled from Havant in reality.
On the main line from Waterloo, control extends more northerly, beyond Rowlands Castle station to where it fringes with the Petersfield control area.
On the west coastal line, the actual area includes Portchester station, and fringes with Eastleigh TCC inbetween Portchester and Fareham.
On the east coastal line, the fringe with the Chichester TCC is just east from where the simulation ends.
However, all areas mentioned consist of main running lines only, without any switches.


General Information

The area is fully controlled using multi-aspect colour-light signalling. On the main line between Havant and Portsmouth, 4 aspect signals are used, otherwise mainly 3 aspect.
Except in the station areas at Havant, Fratton and Portsmouth & Southsea, and for some lines between Fratton and Portsmouth, there is no provision for bi-directional running.
The junctions at the Portcreek triangle are controlled by approach-control signals and flashing yellow approach signals.
All intermediate signals are configured as semi-automatic signals. It is advisable to use the option "Set all A-buttons" to reduce the amount of required actions as otherwise you may find it difficult to keep up with all train movements.
Due to restrictions in the PC-Rail simulation software, flank-protection and overlap protection at switches is not implemented in this simulation.

Note that the `shunt' command, often used to move trains out of platforms for shunting moves to other platforms etc., will not work as expected at Havant and at both stations in Portsmouth. Normally, when a train is moved with the `shunt' command, it will come to a standstill at the first signal in the opposite direction. In most cases, this would be the first signal beyond the station throat (i.e. across all switches and crossings), so the train can reverse back into the station on another platform. However, at Havant and both stations at Portsmouth, there are signals at the end of the platforms for trains coming into the station. So trains moved using the `shunt' command would stop at these signals, with no other option as to reverse into the same platform from which they just left. In normal circumstances, there would be no use to move trains to other platforms.


Specific information for each location

Havant

Both platform roads at Havant are signalled for bi-directional running, but in normal circumstances are only used in the usual directions.
Trains timetabled to reverse at signals 501 or 503 must not be stopped using the `Stop' command. Routes must be set to signals 22 and 394 respectively. As the areas just ahead of signals 501 and 503 are timetable-points, trains which are to reverse will terminate at these signals and form into new trains for the reverse run.
The area between signals 500 and 25 will only hold 4 coaches. Longer trains required to reverse at signal 500 must be routed through to signal 27.

Platform lengths : both platforms will hold up to 12 coaches.
Train-Ready signals are provided at both platforms.

Station code : HAV
Letter in timing columns : H

Warblington, Bedhamptom, Hilsea and Cosham

These stations are on main running lines and are not controlled by signals.
Train-Ready signals are not provided at these locations.

Platform lengths : platforms lengths are restricted (apr. 8 coaches), but trains of upto 12 coaches may call at these stations using selective door control.

Station codes and letter used in timetable columns :
Warblington: WBL (W)
Bedhampton : BDH (B)
Hilsea     : HLS (H)
Cosham     : CSA (C)


Fratton, and area between Fratton and Portsmouth & Southsea

Both the Down Main and the up/down Fratton are signalled for bi-directional running.
The main route through Fratton and on to Portsmouth & Southsea is via Platform 3 and the Down Main. However, down trains can be routed via Platform 2 and the Up/Down  Fratton if and when required. As platforms 2 and 3 are either side of the island platform, this would not inconvenience any passengers. Up trains should normally only be routed through platform 1.

Through routes are defined between all main signals in the Fratton and Portsmouth & Southsea area. Route-setting to intermediate shunt signals is only required for trains which must reverse, or which are bound for Back Road or Fratton Yard West.

Fratton Yard West is the exit for both the yard itself and for the Traincare depot. There is no other access for this depot, so trains from the depot to stations north of Fratton must reverse. Most trains are routed to the Back Road, and then reverse back into Fratton Yard West, but now into the yard, and will later exit from Fratton Yard East to continue their run north. Such trains are timetabled to terminate at Back Road and form into a new train. The `Stop' command must not be used on these trains as this would prevent the trains from actually terminating and forming the new train for the next part. Similar moves, but in reverse order, are made by trains from the north bound for the Traincare Depot.
Note that trains to or from the Portsmouth Carriage sidings are not timetabled to terminate at Back Road.

Platform lengths : platforms lengths are restricted (apr. 8 coaches), but trains of upto 12 coaches may call using selective door control.
Train-Ready signals are provided at all platforms.

Station code : FTN
Letter used in timing columns : F


Portsmouth & Southsea

Platforms 1 and 2 are signalled for bi-directional running, but to and from the Fratton direction only. Note that there is no route onward from signal 265.

Platform lengths :
	Platforms 1 and 2 	: 12 coaches
	Platform 3 			: 10 coaches
	Platform 4 			: 12 coaches
Trains are restricted to the maximum platform length.
Train-Ready signals are provided at all platforms.

Station code : PMS
Letter used in timing columns : S


Portsmouth Harbour

The area between signals 591 and 74 will only hold 4 coaches. Longer trains which are to reverse at signal 591 must be routed through to signal 72.

Platform lengths : 
	Platform 1 				: 10 coaches
	Platforms 3, 4 and 5 	: 12 coaches
Trains are restricted to the maximum platform length.
Train-ready signals are provided at all platforms.

Station code : PMH
Letter used in timing columns : none - times without additional letter refer to Portsmouth Harbour.


Route codes and Train information

For route codes and other train information, please refer to the timetable notes.


Acknowledgements

The signal and track layout were derived from various magazine publications.
However, where this information was missing or not sufficient, it was complemented with details from schemes kindly donated by Mark Brinton, these schemes depict the area before the 2006-2008 resignalling.
Some final details were obtained by local observation by the creator.
The simulation was created by Rob Roeterdink. Sincere thanks is due to the PC rail test-team, including ...., without whose effort the simulation could not have been issued.
Final thanks is due to John Dennis who made it all possible.

The start-up picture shows HMS Warrior which is berthed opposite Portsmouth Harbour station. It was taken at sunset on New Year 2019/2020. Thanks to Geoff Butler.
