SECTIONAL APPENDIX - TIVERTON JUNCTION
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General
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Tiverton Junction was opened, as Tiverton Road, in 1844, by the Bristol & Exeter Railway Company, on completion of the second part of the line from Taunton to Exeter. It became a junction, and was then renamed to Tiverton Junction, in 1848 with the opening of the branch to Tiverton. The Bristol & Exeter Railway Company was amalgated into the Great Western Railway Company in 1876. That same year, the Culm Valley branch to Hemyock was opened as a Light Railway.

As in so many areas, major changes took place in the 1960's.
The Culm Valley line was the first to be affected, it was closed to passenger traffic on the 29th of September 1963. The Tiverton branch followed a year later, it was closed to passenger traffic on the 3th of October 1964.
Both branches were soon converted to sidings, and all signalling was recovered, from the lines itself as well as from the bay platform, back platform and all adjacent yards and sidings.
The Tiverton branch was closed to all traffic on the 5th of June 1967.
The Culm Valley branch remained opened for milk traffic from Hemyock, until the closure of the dairy in Hemyock in 1975. The branch was finally closed on the 1st of November 1975.
Tiverton Junction survived the 1960's, as the only intermediate station between Taunton and Exeter. The station, and the signalbox, were finally closed in 1986 when a new station, Tiverton Parkway, was opened about 2 miles to the North, near the M5 motorway interchange.

Signalling
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The situation as presented in this simulation is as it became after the construction of the 'new box' in 1932. It remained largely unchanged upto the early 1960's, when the decline began.

The frame at the new box had 125 levers. There were no ground frames in this area.

Adjacent boxes on the main line were :
to the North : Sampford Peverell (at 2m 8c),
to the South : Cullompton (at 2m 21c).

Adjacent box on the Tiverton branch was Tiverton (at 4m 66c); there was an unstaffed and unsignalled halt, Halburton Halt, between Tiverton Junction and Tiverton.
The Tiverton branch was worked with electric key token.

Adaptations
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Some adaptations were required in order to work with PC-Rail.

Down Sidings area.
Beyond points 81, there were a number of hand-operator points leading to the Bay platform, Goods shed and a series of lines into the Goods yard. Signal 61 applied to all lines from this area.
For the simulation, the number of lines into the Goods yard is reduced to a single line, and points in the area are allocated to levers 102 and 103 (both were spare). Signal 61 applies to the lines from the Bay platform and Goods shed only; an additional signal, lever 61A, is provided for exit from the Goods yard.
A fruther additional signal, lever 84A, is provided for exit from the Spur.

Engine shed.
The engine shed had two controlled exit lines, for the simulation this is reduced to a single line.

Tiverton branch.
An additional signal, lever 64A, is provided to control the exit from the branch spur.
Tiverton station is not included in the simulation, as the program would not be able to cope with the very short turn-round time for the auto trains at Tiverton.
Halburton Halt is included in the simulation.

Culm Valley Line
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There were no signalboxes on the Culm Valley branch. The branch was worked on a one-train-in-steam principle with a wooden train staff.
To approach this working as close as possible, some compromises had to be made.
The line exits as a 'yard', so there is no blockbell to control traffic to and from Hemyock. However, two special levers must be used to control the direction of traffic. Lever 'CVD' must be reversed to allow trains to run toward Hemyock, lever 'CVU' must be reversed to allow trains to run toward Tiverton Jn. For shunt moves which do not proceed beyond section W1, the levers need not be used.
All four intermediate stations on the Culm Valley line are included in the simulation. But trains only can hold timing information for four stations, so all trains on the branch must be split into two separate workings. This also applies to the timetable editor; it is not possible to define through trains between Tiverton Jn. and Hemyock, but trains can only be defined to run between Tiverton Jn. and Uffculme, and between Uffculme and Hemyock (and v.v.).

Bay Platform
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The Bay platform is split into two separate sections by switch 42.
To be able to work this platform properly, both sections are allocated to a different 'location' : the section between sigs. 110 and 39/41 is allocated to location "Tiverton Bay North", the section between switch 42 and signal 44 is allocated to "Tiverton Bay South".
Trains arriving from Hemyock will be timed at "Tiverton Bay South". This ensures the train does move on beyond signal 39/41 before stopping.
Trains departing from the Bay Platform via signal 44 are booked to depart from Bay Platform South.
Trains departing from the Bay Platform via signal 110 are booked to depart from Bay Platform North.

IMPORTANT NOTE : trains departing from the Bay Platform via signal 110 must be drawn forward to stand at that signal (using 'forward' or 'reverse' as applicable), otherwise the train will not depart!

Signals 12-55-67-72-87 at Back Platform
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The signal at the South end of the Back Platform controls 5 separate routes. The signal had only a single arm, but to properly indicate the set route to the driver, the signal included a box (theatre box or clack box, depending on the actual construction) which indicated the set route using number or letter indications. The routes, related actual signal lever and the used route indication are listed on the simulation display.

Local 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.

Locking rules.
For locking rules please see locking table.
Take good notice of these rules as there are many additional flank protection and overlap locks.

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 can not 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 passed the reversal point upto the next signal.
The 'shunt' command can be issued for a train waiting to depart as issuing this command does not effect 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.

Special instructions :
Down Main. Reversal on the down main is allowed at signals 28 and 99, but through shunt moves against the traffic direction between 99 and 28 are not allowed.
Up Main. Reversal on the up main is allowed at signals 24 and 91, but through shunt moves against the traffic direction between 24 and 91 are not allowed.

Shunt moves against direction of traffic are allowed on both Down platform and Up platform lines.

Freight train stops and termination.
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Freight trains with booked stops can stop on Down Main (signal 3), Down Platform (signal 9/11), Up Main (signal 122) and Up Platform (signal 118).
Branch line trains can stop in Back Platform or Bay Platform.
However, freight trains can not terminate at these locations.

Freight trains can stop and terminate in the following sidings :
Goods Shed
Down Siding
Butter Platform
Branch Spur
Pig Pens

Each of these is defined as separate timetable location, see below for details.

Note that freight trains can not stop or terminate in Spur, Up Refuge Siding and Down Refuge Siding as these lines are intended for shunt moves or refuge only, and not for longer term storage of freight wagons.

Notes on timetable routings
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The following limitations apply to routings as set for the timetable editor.
Note that these limitations do not apply if the timetable data is edited directly without use of the timetable editor.

Trains can not be booked to stop at Tiverton Jn. for the following routes :
Goods Yard to Down Main
Up Main to Goods Yard
Tiverton Branch to Branch Sidings (and v.v.)
Tiverton Branch to Engine Shed (and v.v.)
Tiverton Branch to Butter Platform (and v.v.)

If booked stops for such moves are required, trains must be split into two workings.

Limitations with regards to origin and destination apply to the following locations and exits.

For the following locations, trains can be booked to and from Tiverton Jn or Goods Yard only :
Branch Spur
Down Siding
Goods Shed
Park Sidings
Pig Pens

If booked to or from Goods Yard, there can be no intermediate stop at Tiverton Jn.

Other restrictions :
Bay Platform (North and South) : to or from Culm Valley, Tiverton Jn, Branch Sidings, Engine Shed and Goods Yard only.
Branch Sidings : to or from Tiverton, Tiverton Jn (incl. Bay Platform), Engine Shed and Goods Yard only.
Engine Shed : to or from Tiverton, Tiverton Jn (incl. Bay Platform), Branch Sidings and Goods Yard only.
Butter Platform : to or from Tiverton, Tiverton Jn (excl. Bay Platform), Branch Spur and Goods Yard only.
Branch Spur : to or from Butter Platform only.
Culm Valley Line : to or from Tiverton Jn (incl. Bay Platform), Goods Shed or Goods Yard only.
Note : Trains may be booked from Goods Yard to Culm Valley Line and v.v., but this can not include a stop at Tiverton Jn.

Section lengths
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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.
 
Down Main, from signal 3 back to clear of points 27     : 18 units
Down Main, between sigs. 99 and 10 (for reversal)       : 17 units
Down Platform (between sigs. 38 and 9/11)               : 10 units
Down Platform (between sigs. 29/32 and 9/11)            : 16 units
Up Main, from signal 122 back to clear of points 96     : 19 units
Down Main, between sigs. 24 and 111 (for reversal)      : 28 units
Up Platform, from signal 118 back to clear of pt 92     : 10 units
Up Platform, from signal 112 back to clear of pt 92     : 15 units
(Trains which are to stop at 112 should not be booked to stop)

Bay Platform (North), between sigs. 110 and 39          :  1 unit
Bay Platform (South), between pts. 42 and signal 44     :  3 units
Bay Platform, between sigs. 110 and 44                  :  5 units
Culm Valley, section W2 (for shunt moves)               :  5 units

Back Platform                                           :  3 units
Tiverton Branch, between sigs. 114 and 13 (for reversal):  9 units

Goods Shed                                              :  4 units
Down Sidings                                            :  6 units
Down Refuge Sidings                                     : 22 units
Spur                                                    : 10 units
Up Refuge Sidings                                       : 13 units
Pig Pens                                                :  3 units
Butter Platform                                         :  3 units
Branch Spur                                             :  9 units

Speed Restrictions
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Main lines                                                : 70 mph
Tiverton branch from sig. 114                             : 40 mph
Up and Down Platforms incl. cross-overs 27, 49, 79 and 96 : 25 mph
Back platform (from sig. 113), incl. all adjacent sidings : 25 mph
All other points and sidings                              : 15 mph
Culm Valley branch                                        : 15 mph
Points 51 (from Back Platform to Up Platform)             : 10 mph

Train Reporting Numbers
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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 show 14xx class 1474 in the Bay Platform, after having arrived on a Culm Valley service from Hemyock, milktanks and all, in August 1960.
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 sorting out the very special program requirements for this particular simulation.
