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This panel has seen the most changes over the years. The following gives a summary over the years.
|St. Pancras||Old layout||Old layout||New layout||New layout|
|King's Cross Thameslink||Open||Open||Open||
|St. Pancras Low Level||
The old layout at St. Pancras was designed for loco-hauled trains. Later, overhead wires were added to allow Thameslink Class 319 units to operate out of the station. Each platform can handle a 12-car train, with the platform split into two track sections . The buffer end track section will hold an 8-car train, meaning if the signal end track section is clear, the platform can take another 4 cars.
When signalling light engines out of the platforms, leaving a train behind, use the white exit arrows at signals WH17 and WH217, as these give the driver a shunt aspect and the train description stays with the train rather than the loco.
Light engines can use the "Engine Sdg 2" to recess between trains. Other stock can use the Churchyard Sidings.
The Carriage Loop can be used to recess early empty passenger trains but is not a timetabled location.
The train description (TD) for all incoming trains will step into the rear berth, next to the arrow. All outbound trains step out from the front berth, next to the signal. There is no TD step from the rear to the front berth, as per reality.
There are only four platforms in the new layout so care must be taken to double dock trains if there are insufficient platforms. The lines are signalled bi-directionally between the station and Dock Junction South, though signalling a Down train onto the Up line will result in it having to be signalled onto the Up and Down Slow or Up and Down Relief all the way to Carlton Road Junction, possibly losing a minute or two due to the lower speed.
The Maintenance Siding actually gives access to St. Pancras International station though no scheduled trains use it. Before signalling a train into the siding, the Shunter's Acceptance must be pressed and it given.
The Tarmac Reception Siding consists of a run-round loop and an aggregates terminal. The Shunter's Acceptance must be requested and given before a train can be signalled in. Trains can come out via Dock Junction South or signalled past the Cripple Siding and out via signal 403. The Cripple Siding is not available for use.
The train description for all incoming trains will step into the rear berth, next to the arrow. All outbound trains step out from the front berth, next to the signal. There is no TD step from the rear to the front berth, as per reality.
Signals 17 and 215 (the first signals beyond the end of St. Pancras platforms) remain at red, even with a route set, until a route is set towards them. They are mounted on a gantry above the tracks and are immediately beyond the scissors crossover. By controlling them at red until a route is set towards them reduces the risk of reading-through .
Running mostly in tunnel, this branch is electrified by overhead 25kv power. The line speed is low at 20 to 30mph.
Each platform at Moorgate is split into two track sections. Each track section holds a four-car train. However, there are no measuring tracks on the approach so the interlocking cannot check that an approaching train will fit into an occupied platform. Care must therefore be taken when signalling a second train into an occupied platform.
There is an emergency ground frame at Barbican. There are four levers and two virtual switches to authorise trains to move.
|1||Facing Point Lock||This acts as a double check on the points. Though the points in this case are not actually facing, nevertheless, the designers decided it was necessary.|
|2||Release||Once the signalbox has given the release remotely, the ground frame can be released locally using this lever. No other lever can be operated until this is reversed.|
|3||Down Moorgate Points||This operates the point end on the Down Moorgate.|
|4||Up Moorgate Points||This operates the point end on the Up Moorgate.|
|5||Handsignal 5||This virtual signal gives trains authority to move from the Down Moorgate to the Up Moorgate (platform 3).|
|6||Handsignal 6||This virtual signal gives trains authority to move from the Up Moorgate (platform 3) to the Down Moorgate.|
Incoming train descriptions step into the rear (buffer end) berth on a main route and into the front (signal end) berth on a calling-on route. Outbound trains step from the rear to the front berth if a route is set with the front berth empty and the rear occupied. The TD will then step from the front out into Barbican platform 4 when the train passes the signal. There is no TD berth for reversing behind signal WH538 on the Up Moorgate.
Barbican platform 4 was closed for some years in its later life but remained a timetabled stop for passenger trains.
This route was closed for a couple of decades and only re-opened when Thameslink services started during the 1980s. Most of the route is in tunnel with a steep gradient at the Blackfriars end.
The simulation shows a simplified layout at City Thameslink, as per the real life panel. Trains leaving Blackfriars towards Farringdon will show in the "APPR" TD berth left of City Thameslink. However, the Victoria signaller cannot set a route from City Thameslink towards Farringdon until West Hampstead give permission to do so, as the overlap locks over the junction at Farringdon. If Victoria want permission, the Slot request will flash, a sound will play, and a message will appear. Left-click on the slot to give permission, whereupon it will turn steady white. Shortly thereafter, Victoria will set the route. The slot is persistent and will remain set for subsequent trains until it is cancelled by right-clicking on it. Calls from VS483 refer to the platform 1 signal at City Thameslink.
The original station was at King's Cross Thameslink, located a short distance away from the mainline station of King's Cross. Parallel are the platforms of the adjacent sub-surface Circle, Hammersmith & Met, and Metropolitan lines of London Underground, but those platforms haven't been used for decades. This station had narrow platforms and was susceptible to overcrowding.
In the mid-2000s a new station was being constructed underneath St. Pancras station, alongside the tracks already present. This allowed a much more convenient connection to St. Pancras International overhead and was, of course, built to handle large crowds. On the day that this opened (9 December 2007), King's Cross Thameslink closed. However, both stations are available in the 2005 and 2009 eras for timetabling. King's Cross Thameslink is still shown on the Westcad screens that now control the area as it's a designated emergency access point.
The following gives details of the maximum line speeds along the route. Not every small change is noted. Crossovers, where not stated, are 15mph.
25mph through City Thameslink then 15mph over the pointwork towards Farringdon.
30mph from Moorgate to Barbican except crossovers at Moorgate which are 15mph. 20mph from Barbican to the junction at Farringdon. 15mph through junction at Farringdon.
15mph through Farringdon station then 30mph all the way to Kentish Town. 15mph crossovers at King's Cross Thameslink and Dock Junction North.
15mph within station and station throat. 40mph on the Fast lines to Dock Junction South, with 20mph on the Slow line, and 15mph on the Carriage Loop.
15mph within station. 20mph in station throat. 50mph in the right direction to Dock Junction South with 20mph in the wrong direction.
50mph between the junctions on the Fast lines, with 20mph on the Slow lines. 20-25mph crossovers.
Last edited by Steamer on 20/12/2020 at 13:32