GENERAL:

The line through Stoke-on-Trent was first cut between 1848-1849 from Colwich on the London Line to Macclesfield on the line to Manchester. It was known as the North Staffordshire Railway or (the Knotty). Later extensions were added, the Stoke to Derby line, the Biddulph Line, the Newcastle Branch to Market Drayton and the Potteries Loop line to Kidsgrove along with other various branch lines and by the end of the 1800's it was a very successful franchise. It was paid for largely by local businessmen who did not want to pay the high freight charges imposed by the larger railway companies.

Staffordshire was very rich in minerals and with its China Porcelain, Iron and Steel and Coal industries, was very wealthy. This resulted in a very busy railway operation in a relatively small area. Passenger traffic was soon established with direct services between Manchester and London, Crewe to Derby and the local services to Trentham, the five towns (Hanley, Burslem, Tunstall and Longton along with the forgotten 6th town, Fenton.), with partnerships with the LNER. Running rights were established with other railway companies and "Knotty" engines could travel to popular seaside resorts as far as Llandudno in North Wales.


MODERNISATION:

Modernisation arrived in Staffordshire in the early 1960's. In preparation for the alterations many changes took place. The Potteries Loop Line was closed and became a single line to Hanley York Street controlled by release from the new Power Signal Box constructed at the north end of Stoke station. The Newcastle Branch line to Market Drayton closed as well as major changes in other areas. Many lines were removed causing major problems in dealing with Stoke's large volume of freight and locomotive traffic. For example, there were four lines through the station itself, the Up and Down platform lines and Up and Down centre roads. It was deemed necessary to remove the Down centre so that the stanchions for the overhead wires could be carried through the station. No-one fully understood why they could not be suspended from the roof. This would cause major problems in the early years. Also many points and crossings were removed again causing difficulties in moving the high volume of traffic.

A choice had to be made for the actual signalling equipment between Westinghouse, and a relatively new company to signalling based out of southern England called ML Engineering. ML was chosen because of cost and may have resulted in many additional problems. For example, during the first week of operation hardly a train moved because of the amount of failures to points and signalling.


POWER BOX:
Stoke Power Box became operative in July 1966. It took over the control of approximately 14 manual lever frame Signal Boxes and Shunting cabins. It was a NX panel design, which was a double manned operation. The simulation is based on the diagram that appeared in the Special Notice issued at the time.

It was extremely busy handling well over 600 trains and light engines in any 24 hour period along with shunting movements at the various yards and with the station pilot. 
Standard BR multiple aspect signalling was in use along with Track Circuit Block. The Signals carried the prefix SE.

ELECTRIFICATION

Stoke had the overhead wires carrying 25K of electricity.  The Main lines from Manchester (Grange Jcn end) to Colwich and Norton Bridge were electrified as were the Goods lines. The entry and exit roads into the Yards and sidings were also electrified with the exception of LNW YD, Viaduct No 1, Trentham Hem Heath Colliery, The sidings at Stone Jcn and Sideway Wagon works.

The lines that were not electrified were:
The Hanley Branch
The Derby Line
The Biddulph Line
The Crewe Line between Kidsgove Central and Crewe.  All trains going from Stoke via Crewe had to be diesel hauled.

SIGNALS:

Track Approach Signals
S02 Up Goods to Up Main
S13 Down Main to Down Goods
S14 Down Goods to Down Main
S15 Up Goods to Up Main
S44 Up Main to Up Goods
S47 Down Main to Down Goods
S48 Down GOods to Down Main
S59 Up Goods to Up Platforn No1
S59 Up Goods to Up Main
S59 Up Goods to Down Platform
S59 Up Goods to Bay Platform 
S59 Up Goods to Up Goods
S64 Up Main to Up Platforn No1
S64 Up Main to Down Platform
S64 Up Main to Bay Platform 
S64 Up Main to Up Goods
S81 Down Goods to Down Main
S87 Up Goods to Up Main
S103 Down Main to Down Goods
S104 Up Main to Down Biddulph
S104 Up Main to Up Derby
S105 Up Goods to Down Biddulph
S105 Up Goods to Up Derby
S114 Up Biddulph to Down Goods
S117 Down Derby to Down Goods
S118 Down Main to Down Goods
S119 Down Goods to Down Main
S126 Down Main to Down Goods
S154 Up Main to Up Stafford




RUNNING LINES:

Stoke-on-Trent station consists of Up and Down Platforms which are No1 on the Up and No2 on the Down side. It also has a Bay Platform No3 at the north end. Also at the north end was a group of carriage sidings, which prior to modernisation were reduced to one. This was known as No 1 Siding and a Dock. The Dock was large enough to hold a mail coach or large locomotive, i.e Class 40. The platform lines were bi-directional and permissively worked for classes 1, 2, 3 & 5. The Up Centre was permissive also.

No 1 Siding at Stoke Station North End was capable of holding a 4 coach EMU.

Non-passenger trains scheduled to stop at Stoke itself heading South could do so in the Up Centre at Signal S94 or on the Up Goods line at S87.

There were further stopping points for non-passenger traffic at Stoke Junction at S107 on viaduct No2 and on the Up Goods line at S105.

On the Down heading North, the stopping point for non-passenger traffic was at S96 at Stoke South End or S103 on the Down Main. Freight trains often recieved fresh train crews at Stoke.

The capacities of platforms are as follows:-

Platform	No of Coaches
Stoke
1		12
2		12
3		6
Etruria
1		5
2		5
Wedgewood Halt
1		5
2		5
Barlaston & Tittensor
1		5
2		5
Stone
1		5
2		5
These capacities are reduced by 1 for each loco on loco-hauled trains.


TRAIN REPORTING NUMBERS:

Stoke had many duplicate train reporting numbers.  For example all Crewe to Derby trains were 2P94. Because of limitations in the software, particularly when "Late Running" is involved, these trains have been given a different reporting number than the original but the original is shown in the Train Notes as BR WTT etc.

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 


OPERATING NOTES:

Pratts Sdgs. 
No route was available from S201 into Pratts Park Sidings. 566 and 567 Points were actually single slip points. All trains had to set back from the Down Biddulph onto the Up Biddulph via S727 and S714 Signals. In actual fact Stoke PSB did not control the Sidings at Pratts. They were controlled by release to Pratts Sidings shunting frame.

Stone Jcn. 
These signals are shown as being controlled by Stoke PSB but originally was a Ground Frame released by Stoke

Stoke South End
It was not possible to set back from S81 to the Up Goods line or along the Dn Goods line. There was a Limit Of Shunt board on the Dn Goods Line at Stoke South End and this is replicated on the diagram. 

Stoke North End was controlled by a shunting frame in Stoke Yd which was slot released by Stoke Power Box for movements onto the Dn Goods Line.  In the simulation these signals are shown to be controlled from the Power Box.

Grange Jcn Down Goods Line and Reception Sdgs.  

These terminated at Grange Jcn with an outlet out onto the Dn Main line either before the Signal Box or just passed it.  The speed limit in the simulation at Grange on the Dn Goods and Reception is 5 mph.

SINGLE & DOUBLE SLIP POINTS

Single				Double
529/536				520/521
543/544				548/551
553/554				551/550
566/567
577/578
579/581

STARTUP SCREEN PICTURE: 

This shows the panel as it was in the 1960's and was taken by David Blower who was a relief Signalman at Stoke Power Box in the early 1970's. 
 
ACKNOWLEDGEMENTS:

I feel it is only proper to give credit to those men who worked Stoke Power in those early years. The patience and skill needed to move the amount of traffic they moved certainly deserves mentioning. I remember the Signalmen I had the privilege of working with and who taught me so much. Sid Alcock, Bruce Evans, Fred Blaze, Norman Holbrook, Ernie Brant and Don Sylvester, along with the relief Signalmen who worked the Signal Box on a regular basis. Such names come to mind as John Crompton, Percy Cooper, Reg Hickton, Brian Harper and others who's names escape me but I remember with admiration. They taught me so much and I still marvel at their competence in keeping Stoke moving despite many difficulties. I want to give them special thanks. Also to those who's names I have forgotten.

Special thanks also goes to Richard Wade who worked tirelessly with me in making Stoke "live" again. Also special thanks to Peter Dean who helped to refine the layout.

Thanks also to those who spent many hours testing the simulation prior to its release, including Peter Dean, Peter Mould, Alan Sugden, Vagn Poulsen, and Russell Ashmore. 
