SECTIONAL APPENDIX - CHICHESTER
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General and History
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It was the Brighton and Chichester Railway which started building the railway which has become known as the West Coastway. Despite the name of the company the line actually began in Shoreham, as the London and Brighton Railway had already completed a branch between Brighton and Shoreham as early as 1840.
The line reached Chichester in 1846, but by then the Brighton and Chichester Railway had merged with the London and Brighton Railway and a number of other companies to form the London, Brighton and South Coast Railway.
In June 1847, the coastway line was completed as it reached Portsmouth.
The route was electrified in the late 1930's and is still operational today.

Chichester became a junction when the Midhurst branch was opened in 1881. This branch, which was the last of a set of three branches to reach Midhurst, was built by the LB&SC Railway. Although built as a single track branch, its design was based on much greater expectations with fairly large intermediate stations (specifically at Singleton which served the Goodwood Racecourse) and an alignment which was cleared for double track over its full length. However, the hoped-for traffic never materialized and the line remained a single track branch throughout its full lifetime. The line was closed to passenger services as early as 1935. Freight trains to Midhurst were withdrawn in 1951 when the line was damaged by flooding, and to all other stations along the branch except Lavant by 1953. Lavant remained open for goods traffic until 1968, and for special sugar beet traffic until 1970. A gravel working just to the south of Lavant retained its rail connection until 1991.

The third railway to serve Chichester was the "Hundred of Manhood and Selsey Tramway", later known as the "West Sussex Railway". It opened in 1897, built as a tramway under the auspices of Colonel Stephens (who created and ran a large number of these light railways). This line had its own passenger station at Chichester, just south of the mainline station, and ran for just over 7 miles from Chichester to Selsey. The line did have a connection with the main line for transfer of goods wagons. Although quite successfull at first, by the 1920's the increased road competition had drained away its traffic and the line was closed in 1935. 

Signalling
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The signalling as depicted in this simulation is as it was during the 1930's, prior to electrification which took place at the end of that decade. Note that although the main line and the Midhurst branch run parallel as far as Fishbourne Crossing, there was no physical connection between these lines at that location at this time.
There were small modifications to the layout as part of the electrification works, but more extensive changes to the layout were completed a few years later with the construction of the 'new' yard, on the Up side between Fishbourne Crossing and Chichester. This new yard replaced all tracks and sidings on the up side, including the former branch line which now became a goods loop, with a connection back to the main line at Fishbourne Crossing.

Two signalboxes controlled the area, known as Chichester West and Chichester East. Chichester East box controlled two level crossings : Dell Quay and Basin Road.
Levers for West Box are numbered 1 up to 97, levers for East box have 100 added to the original number, and are numbered 101 to 115.
Levers for groundframe located at Up Bay are prefixed by 'G', and levers for groundframe controlling access to Southern Wool Growers are prefixed by 'W'.

Adaptations
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Signals 95, 96 and 97 (exits from Selsey Tramway, turntable and Coal Yard) were added to the layout in order to comply with the PC Rail rules that each line into the simulation must have an entry signal.
Switch 91 is an addition as this switch was manually operated.
Signals G4, G5 and G6 were added to the groundframe controlling the crossover from the Up Bay to No. 1 Siding to comply with PC Rail rules on signalling.
A set of manually operated points between No.1 and No.2 siding (at the buffer stop end) is not included.
An unsignalled groundframe controlled crossover between the Down Siding and the Down Main, just in front of signal 9, and a signalled crossover between the Branch and No.1 Up Siding, just in front of signal 15, also controlled by a groundframe, are also not included as these would have required a large number of additional levers and are not required for normal traffic.

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 'in', i.e. the standard position of these levers is 'normal', in this position the linked switches are locked. To operate the switch, set the FPL lever to 'reverse'. Once the switch is thrown, return the FPL lever to 'normal'. FPL levers are locked in 'normal' if a route is set over the switch on which they operate, or when this route is occupied. If an FPL is in 'reverse' 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.

Local instructions
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Slotted Home signals.
A specific feature of this location was that the main line Home signals for each box were slotted by the other box. On the Down Main, the Home signal for the East Box (signal 110 in the simulation) is slotted by lever 86 from West Box. On the Up Line, signal 4 is slotted by 103, and 25 by 101.
Slotting of 'normal' signals is not supported by the program, but with the help of John Dennis who adapted the program it has been possible to set up an arrangement which is almost similar in operation.
The only restriction is a specific sequence in which the signals must be cleared: the 'home' signal must first be cleared from the box where it is located, before the 'slot' can be cleared.
So, taking for example signals 110/86, 110 must be cleared first before 86 can be cleared. Trying to clear 86 with 110 still normal will result in an operator error. To prevent 'accidental' clearing of the signal by clearing 110 when 86 has not been reset, trying to clear 110 with 86 still off will also result in an operator error.
Resetting the signals can be done in any order, although the normal sequence would be to reset the 'local' signals first, i.e. signal 110 would be reset before 86.
Note that OOS can be sent to Whyke Road when the required section is clear and 110 has been reset, regardless of the position of 86.

Running through platform lines in opposite direction.
It is not allowed to run a train through the platforms in direction opposite to the normal direction of traffic. For the Up Platform this applies to signal 107, for the Down Platform this applies to signals 19, 21, 23 and 24.
It is however possible to clear these signals for calling-on shunt moves into the platforms if the track is occupied.

Level crossing operation.
The Dell Quay level crossing must be closed if a train coming in on the Up Main or Branch line is signalled into the Up Platform, even if signal 104 is held at danger. Therefore signals 101 and 103 need the level crossing to be closed (114 normal). Note that this requirement does not apply to shunt moves from signals 19 and 21.

Separate Main and subsidiary platform starters.
The platform starters at the Down Bay, Down Platform and Up Bay have separate arms for Main line moves and local shunt moves. Signals 81, 85 and 72 can only be cleared for trains moving off toward Fishbourne Crossing. For local shunt moves along the Down Main from the Down Bay or Down Platform, use 83 or 79. For local shunt moves down the Branch toward signal 64 from the Up Bay, use signal 74.

Lever plates
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Because of the complex routing, the use of a single signal for multiple routes and the limited space available on the lever plates, it is not always possible to show all locking requirements on the lever plates.
For full locking details please refer to the locking rules.

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 upto 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.
 
Train stop locations
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The Down Siding (beyond signal 9), and No.1, 2 and 3 Sidings have been set up as separate locations in order to be able to set properly timed moves into and from these locations. Note that many engine moves to and from the turntable run via the Down Siding but are not timed to stop here, these moves therefore need a 'shunt' command to stop at signal 9.

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.

No. 3 Siding  :  9 units
No. 2 Siding  : 10 units
No. 1 Siding (between sigs. 71 and G1) : 7 units
Up Bay (between sigs. 72 and G4)       : 5 units
       (deduct 1 unit if engine change is required)
Up Platform   : 12 units
Down Platform : 11 units
Down Bay      :  6 units
       (deduct 1 unit if engine change is required)
Down Siding   : 11 units

For shunt moves :
No. 2 Siding between signals 67 and 18 :  1 unit
No. 1 Siding between signals 65 and 20 :  4 units
Branch between signals 64 and 7        :  6 units
Branch between signals 32 and 15       :  3 units
Down Main between signals 84 and 11    :  8 units

Distance to adjoining boxes :
Fishbourne Crossing : 60 chain (from West Box)
Whyke Road          : 72 chain (from East Box)

Speed Restrictions
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Maximum speed on Up and Down Main is 60 mph.
Maximum speed on Branch is 30 mph. up to switch 49.
Speed in sidings, over switches and in Up and Down Bay is 15 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 shows Schools Class 30901 "Winchester" as it passes Chichester Yard. The picture is not dated but is clearly from a date after electrification. The head disks show it to be a Brighton to Salisbury service.
Chichester cathedral dominates the view of the town in the background.
The picture was obtained through Colour Rail (www.colourrail.co.uk).

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 - and in this case there were even more requirements than usual requiring a number of new program features.
