This web page is based on the original instructions issued when Euston PSB was opened.
The original document is in typewriter text. This has been OCRed and checked; spelling and similar mistakes have been left in, but text paragraphs have not necessarily kept their original line breaks. Text that is underlined in this document had a line of minus signs under it (the normal convention for typing).
Normal text in red gives commentary and details of how this applies to SimSig Euston.
EUSTON POWER BOX.
NOTES FOR THE GUIDANCE OF AREA CONTROLLERS, SIGNALMEN, ETC., IN THE OPERATION OF THE SIGNALLING AND TRAIN DESCRIBER EQUIPMENT.
The area will be worked by the Entrance/Exit push button type route setting system. The control panel and signal box diagram are combined on a vertical panel, which will be referred to below as the console, embodying the whole of the operating buttons, switches, and relevant indications in the diagram portion with the failure indications and buttons, the signal post telephone circuits and other signalling telephones, train describer controls, emergency bells and ground frame releases and telephones located below. Train describer indications are set in the diagram adjacent to the symbols indicating the position of signals.
Desks for the Area Controller, Announcer and Train Reporter will be situated in rear of the Signalmen's console.
Details of the area controlled from the box are as follows :-
Route miles 2 1/2 Track miles 18 Controlled running signals 63 Automatic signals 4 Position light ground shunt signals 82 Number of routes 755 Number of points 84
The following "fringe" signal boxes will work to the new power box :-
Willesden
Queens Park No.3
Hampstead Road Junction.
Hampstead Road Junction was abolished in the 1970s and the fringe therefore became Camden Road Junction.
The area controlled from the box should be regarded as divided into a number of routes, a route being the distance between one signal and the overlap of the next signal ahead (i.e. a signal section which is equal to a block section plus overlap).
Buttons will be provided on the console in the equivalent position of all signals controlled from the box. A button may act either as an Entrance button to a route, or as an Exit button from a route, or as both Exit button from the rear signal section and Entrance button to the advance signal section. The direction of travel is indicated by arrowheads on the buttons, the Entrance function is shown by the arrowhead being coloured black; when the arrowhead is clear the Exit function is indicated. Where the button acts both as Entrance and Exit separate arrowheads are indicated. Some buttons apply to both directions.
Exit only buttons are provided in advance of the last controlled signal in each direction and also at certain automatic signals. Where necessary additional buttons are provided for subsidiary routes. The various functions are indicated by different colours as follows.
Red Buttons.
Entrance or Exit running movements (main signal aspects). Also operated as Entrance buttons where a "Call-on" aspect (advance signal section occupied) is provided and as an Exit button for a shunt route.
Yellow Buttons.
(i) Exit for subsidiary route, i.e. "Call-on" signal at entrance to route. (ii) Entrance button for shunt aspect at main running signal. (iii) Entrance and Exit buttons for ground position light signals.
Half Red/Half Yellow Buttons.
Exit buttons for main route, both main and "Call-on" aspects where separate red and yellow buttons are not provided. "Call-on" aspects automatically selected by track occupation.
SimSig doesn't distinguish between red and yellow buttons. Where there is a need to manually select between a main and call-on aspect, a white arrow is provided at the exit signal for the latter.
Purple Buttons, Lettered 'A' - 'N'.
These buttons are provided to set alternative routes between the Platform Entrance and Exit signals. When a route is set up the Entrance button must be pressed, followed by any route button on the required route and then the Exit button. (See first example under "Route Setting" also "List of Routes" in this booklet). A white light will appear in the route buttons when pressed and will remain alight until the whole of the route is set.
These buttons are included in the simulation but are blue.
Red Buttons (Named "Emergency Replacement") adjacent to Signal and Offset.
These buttons are to be used for replacing certain semi-automatic signals to Danger in emergency or under special instructions. The signal is placed to red by pulling the button and restored to normal working (automatic) by pushing the button. The signal repeater will not normally be operative and will only indicate when the signal has been placed to red by operating this button.
This refers to the "E" buttons beside certain automatic signals. The term semi-automatic is not being used with its present meaning but, rather, to mean "automatic but can be replaced to danger".
Green Buttons.
Entrance or Exit buttons for a route which is also controlled from another signal box or shunting frame.
These are not distinguised in SimSig.
Black Buttons 503 - 506.
Provided to set alternative overlaps beyond signals 146 and 147, method of operation is described below under the heading "Overlap Buttons 503 - 506".
These appear as grey arrows in the track (the actual buttons were in the track on the diagram).
Brown Switches.
These are electrical releases to ground fames and shunting frames.
These switches when operated also place conflicting points to the correct position before the frames are released.
The originals were turn switches. The releases at Camden Yard are replaced by the normal pair of circles used for ground frames. Those for the ground frames within Euston station are omitted from the simulation (it is believed that these ground frames were never installed). Using the releases does not move the points, but the points are required to be in a safe position.
Route Setting.
A signal route is set up by pressing the Entrance button followed by the appropriate Exit button for the route and type of movement concerned. (There are two exceptions - where alternative route buttons are provided and where overlap buttons are provided - and an example of this is given below). Operation of the Entrance and Exit buttons will set, detect and lock any points in or concerned with the route, prove the road clear where necessary, and clear the signal, provided no conflicting movement is signalled. (Certain routes, e.g. turnouts or subsidiary indications, will require the berth track circuit occupied before the signal will clear). The correct setting of the route is indicated by a line of white route lights from the Entrance signal to the overlap of the Exit signal for running movements where points are locked in the overlap. In the case of subsidiary aspects or shunting signals, or where there are no points in the overlap, the white route lights will reach to the next signal ahead only.
The white route lights always light up the overlap in SimSig.
Whenever a button is pressed as the Entrance to a route, the button will flash until the required Exit button has been pressed (provided the particular route is established).
Although each set of points has a normal and reverse position, it will remain in the position set by the route buttons until other route buttons are operated or until the individual point switches are operated in accordance with Rules 77/83.
In order to set up a throughout route, the Signalman should commence from the rear section and continue to set up the signal routes towards the destination.
Examples of how throughout routes should be set up are given below :-
Up Train from Willesden to Euston, Platform 1.
Press 141 (Red) - Entrance
Press 116 (Red) - Exit
Press 116 (Red) - Entrance
Press 111 (Red) - Exit
Press 111 (Red) - Entrance
Press 102 (Red) - Exit
Press 102 (Red) - Entrance
Press 87 (Red - Exit
Press 87 (Red) - Entrance
Press 65 (Red) - Exit
Press 65 (Red) - Entrance
Press L (Purple) - Route
Press Platform 1 (Red/Yellow) - Exit (Main aspect or "Call-on" at Signal 65).
Up Train Willesden to Hampstead Road usin overlap buttons.
Press 149 (Red) - Entrance
Press 146 (Red) - Exit
Press 506 (Black) - Overlap
Press 146 (Red) - Entrance
Press 132 (Red) - Exit
Press 132 (Red) - Entrance
Press H.R. Home (Red) - Exit.
Shunt Signal 128 to Signal 143 - Primrose Hill.
Press 128 (Yellow) - Entrance
Press 143 (Red) - Exit
Shunt Movement from Signal 88 Up Engine Line No. 1 to Limit of Shunt Board Up Engine Line
Press 88 (Yellow) - Entrance
Press L.OS (Yellow) - Exit
Up Train from Signal 64 to Platform 4, Euston.
Via 317R and 352N
Press 64 (Red) - Entrance)
Press 'K' and 'F' (Purple) - Route buttons.
Press Platform 4 (Red/Yellow) - Exit
Via 341R
Press 64 (Red) - Entrance)
Press 'J' (Purple) - Route button.
Press Platform 4 (Red/Yellow) - Exit.
The following opposing position light shunt signals can be cleared at the same time for shunting moves :-
Signals 66 and 69 Euston Carriage Sidings.
66 and 71 " " "
67 and 69 " " "
73 and 71 " " "
68 and 75 " " "
68 and 69 " " "
68 and 76 " " "
73 and 76 " " "
These pairs are implemented in the simulation.
Preceding Locking.
In certain instances position light ground signals will not clear when the route buttons have been pressed until the whole of the route buttons have been operated for the complete movement. Route lights will be exhibited on the console to show the route has been selected.
Replacement of Signal Route Buttons.
The Entrance button may be pulled behind each movement when the train has passed the signal concerned and in the case of main running signals when the Signal has returned to red. The route lights for the movement on the console will be extinguished when this has been done, provided that the train has cleared the route concerned. If the train has not cleared, the route lights will be extinguished progressively as the red track lights become illuminated. This procedure is not necessary when the signals are working automatically.
Automatic Signals.
In most cases where there are not power worked connections in the route and overlap, the signals concerned are fully automatic. An emergency replacement button is provided for certain automatic signals. These buttons must only be used in case of emergency or as laid down in any instructions issued for special working. The buttons must be pulled out to place or maintain the signal at Danger and a reminder appliance placed on them. When the emergency or special working has finished, the reminder appliance must be removed and the buttons pressed, which will restore automatic working.
Despite the "most cases", there are only four automatic signals in the Euston control area - 209 to 213; the first two of these have emergency replacement buttons since they protect Primrose Hill Tunnel. The other signals with no points in the route or overlap - the three on each line between Camden South Junction and the station throat - are nevertheless controlled.
Keys are provided for automatic signals not provided with replacement buttons which will enable the signals to be replaced to Danger at the signal post. These keys must only be used in emergency or in accordance with any special instructions which may be issued.
Release of Approach Locking.
A signal can be put back to Danger at any time by pulling the Entrance button concerned. The route lights, however, will only be extinguished - indicating that the route has been freed - if the train has passed through the section ahead of the signal or the Entrance button is pulled when the route will automatically be released after 120 seconds in the case of running signals or 30 seconds in the case of ground shunting signals.
Overlap Black Buttons 503 and 506.
When setting up a throughout route where overlap buttons are provided it will always be necessary to press the overlap button after Entrance and Exit buttons have been operated in rear of the overlap btttons. The overlap buttons are provided to set an alternative overlap or to alter the points in the overlap, for example :-
If a train is standing on the Up Slow line at signal 135, signal 149 cannot be cleared unless the overlap to the Up North London is established beyond signal 146. The Signalman would press 149 Red Entrance, press 146 Red Exit and press Overlap Button 506 Up North London, i.e. creating an overlap over the Up North London line. When the overlap of signal 146 Up Slow is again clear, the overlap can be reset towards the Up Slow line by clearing signal 146 for the Up Slow line in the normal way or pressing 146 Red and Overlap button 505 which sets an overlap along the Up Slow line.
These buttons are simulated as described.
Train Stops.
Train stops are provided at Signals 124, 126, 133, 136, 147, 148 and if the train stops fail to return to the raised position after a train has passed, the signal in rear will be maintained at Danger until the next section ahead is clear.
These are not simulated.
Platform Lines (Lime Street Control).
In order to ensure that trains are only signalled into Platforms 1 - 15 from signals 53, 65, 64, 32, 33, 34, 35 and 36 when there is sufficient room to accommodate them certain track circuit controls have been added to the above signals which only allows the signal to show a "Call-on" aspect when the train is of the required length.
Example.
A train passes signal 64 and enters platform 1 holding track circuits 58 and 59. Another movement from signal 65 is required to enter the same platform, which must not exceed the length of one engine and one coach, and provided this movement occupies track circuit 145 and clears track circuit 144 the "Call-on" signal could be cleared. If the movement held track circuits 145 and 144 the "Call-on" signal could not be cleared. If, however, the first train had occupied platform 1 track circuit 58 only the holding of track circuits 145 and 144 as previously described at Signal 65 would not prevent a "Call-on" aspect being exhibited on the signal.
Train Running Away Alarm, etc,
If a train passes Platforms 1 - 15 starting signals, the Up Slow Signal 64 or the Up Fast Signal 65, when these are at Danger, an alarm buzzer will sound and all the signals mentioned will be replaced to Danger if they are not already in that position. The buzzer can be silenced by pressing the Train Running Away Alarm button on the left hand end of the console but the warning light will remain alight. The signals concerned cannot be cleared again until the seal on the Train Running Away Release has been broken and the button pressed which will extinguish the light in the alarm button above this control.
The alarm is simulated. The "buzzer" is replaced by repeated messages. When the alarm condition has been resolved, there will be further messages until the button is pulled (simulating replacing the seal).
Individual Point Switches.
The points are operated by electro-pneumatic mechanisms and special switches are provided at the top of the console for operating each set of points individually to the normal or reverse position without the use of the route buttons. When route setting by push buttons is in operation the switches should be in the central position. Adjacent to these switches small lights will always indicate the position of the points concerned, whether they are set by route buttons or by individual point switches. Another small light is provided above the switches and this will flash when the points are out of correspondence. (The pivot light at the points concerned will also flash when they are out of correspondence). These individual point switches must only be used in three conditions, as shown below :-
(1) When the buttons for a route have been pressed and some trouble exists at points, the signal clear and the "Out of Correspondence" light in the individual point switches will flash.
Example.
116 Entrance and 109 Exit pressed with a fault at 385 points. 385 points "Out of Correspondence" light will flash and the route lights will not be displayed beyond the points. The failure may be due to an obstruction in the point blades; The Entrance button should first be pulled to the Normal position and then the individual point switch for 385 points should be operated Normal to Reverse two or three times. This may clear the fault and the individual point switch must be placed in the central position, Entrance and Exit buttons must again be pressed. If the fault is not cleared a Rule 77/83 failure exists and the special emergency instructions must be observed.
(2) In the case of a route or points failure other than as shown above, the individual point switches must only be used in accordance with the special emergency instructionsissued in connection with Rules 77/83, (see paragraph below).
(3) As authorised on the Special Instructions to Signalmen, or in cases of emergency.
The usual SimSig points mechanism is used to key points to specific positions.
Rules 77/83 - Working During Failures.
Special emergency instructions will be issued. For the purpose of these instructions the lines are divided into a number of areas.
When a route has failed (see under heading "Individual Point Switches), the whole area concerned must be worked in accordance with these Special Instructions and the individual point switches must not be used except as specified therein.
For the guidance of the Techniciansand the Signalmen in connection with the
testing and disconnection of the apparatus and the securing of points, special
lists are provided as follows:
List A - Defective signal routes.
List B - Defective points and ground frames.
List C - Handsignalling.
Ground and Shunting Frame Releases.
A release switch coloured brown is provided for each shunting and ground frame and situated on the console or on the left hand telephone panel. The 'locked' or 'free' position will be shown by small white lights above the switch.
Euston had four such release switches. The two for Camden Yard (one of these had been abolished by about 1980) were on the console in the area of the yard, and are simulated using the usual two circles. The two for the platform ground frames are not simulated.
The operation of the ground or shunting frame release will not be effective unless the protecting controlled signals are at Danger.
To release Camden Yard Shunting Frame for a movement to leave a siding, etc., all track circuits between the protecting signals and the points to be released must be clear, also all track circuits up to and including the overlap of the signal ahead in the direction the movement will proceed.
To release Camden Yard Shunting Frame for a train to enter a siding, such train must have arrived at the points, or where a shunting signal is provided, be standing at such signal and occupying the track circuit thereat.
When a movement is to take plaoe from the Up Engine Line No.1 (Signal 81) into the Down Side carriage shed, three alternative routes are available and the route selected will be controlled by three slot switches located at the ground frame. Signal 81 when reading to either ground shunt signals 69 or 71 will be preceded by these signals.
The operation of the slot switches is for one train only and must be replaced to 'ON' and then turned to 'OFF' before another movement can take place.
To set a route into Down Side carriage shed from signal 81 :-
With slot switch off to 67.
Press 69 (Yellow) - Entrance
Press 67 (Yellow) - Exit
Press 81 (Yellow) - Entrance
Press 69 (Yellow) - Exit
With slot switch off to 66 via 69.
Press 69 (Yellow) - Entrance
Press 66 (Yellow) - Exit
Press 81 (Yellow) - Entrance
Prews 69 (Yellow) - Exit
With slot switch off to 66 via 71.
Press 71 (Yellow) - Entrance
Press 66 (Yellow) - Exit
Press 81 (Yellow) - Entrance
Press 81 (Yellow) - Exit
The last line of the third example is probably intended to read "Press 71". Note that the route into the yard has to be set before the route from 81 signal; this is simulated.
A Siding Clear indication, in the form of a single white light, is provided for movements into the Up Side Carriage Shed. This light is controlled by a switch located in the Up Side Carriage Shed, The light will be normally on and when extinguished indicates the entrance to the Up Side Carriage Shed blocked.
This lamp is provided and will remain lit unless the shed is almost full.
All signals controlling movements into the Parcels Dock are controlled by a slot switch situated on the Parcels Dock Panel.
This slot switch operates for one train only and must be replaced to 'ON' and then turned to 'OFF' before another movement can take place.
The slot is simulated as normal.
When a movement has arrived at the points and requires to proceed to another running line, the conditions on such other running line must be the same as those required for a train leaving a siding, i.e. protecting signals 'ON' and all track circuits clear.
It's not clear what this paragraph means.
Self Restoring Points.
Points 379 and 382 Down Through Siding will be automatically restored to the normal position after a train has passed over them.
Points 325 and 389 which are locked in the normal position by the Parcels Dock Frame and Camden Yard S.F. respectively are automatically restored to the normal position after a movement has passed over them when the person-in-charge of the frames relocks the points.
From the layout, this should say points 398. These will auto-normalise when lever 1 is restored. Points 325 are not interlocked with the slot, but will auto-normalise when no route is set over them.
Signal Lamp Failures.
The failure of the main filament of a signal will be indicated by a flashing red light alongside the appropriate signal group.
The Technician must be advised as soon as possible in all cases.
If the fault is due to a main filament failure only, the flashing light indication will remain during failure until the aspect of the signal is changed and the "Cancel" button is operated. The flashing light will reappear when the signal reverts to the aspect affected by the main filament failure.
The indicator must be tested when each Signalman commences his turn of duty. This is done by pressing the "Test" button which should cause all the indicator lights to flash. If not, the Technician must be immediately advised. After the test the "Cancel" button must be pressed, which will extinguish the flashing lights.
If the red aspect of a signal fails it will not be possible to clear the signal in rear for the affected route unless the signal affected is operated to show a proceed aspect, when the signal in rear of the failure will exhibit a signle yellow only. If a signal which is showing a proceed aspect fails, the signal in rear will automatically display a yellow aspect unless this signal is already at red.
Failure Indicators.
Indications 'A' and 'B' switches will be provided on the console for Illuminated Diagram Power Supply, Air supply faults at Euston and Camden, cable fault, power supply failures at Euston, Camden and Kilburn and Up Slow Tunnel Marker Light failure.
The alarm is cancelled by placing the 'A' 'B' switch is located below each indicator to the 'B' position, but the red light will remain until the failure is rectified, when the alarm bell will again sound and the 'A' 'B' switch must be operated to 'A' position and cancel the alarm.
When signals have been placed to red by a main power failure, the routes can be reset by pressing the Entrance and Exit buttons for the same route.
D.C. Tunnel Lights.
On/Off tunnel switches are provided on the right hand end of the console for the Up and Down Line Tunnels.
Ground Signals Bright/Dim Buttons.
The position of the buttons during daylight should be "Bright" but during the hours of darkness the "Dim" button should be operated to reduce glare.
Train Ready to Start Indications.
Train Ready to Start plungers are provided on Platforms 1 - 15 and when pressed flashing yellow lights will appear adjacent to the Platform Lines concerned. The lights will be extinguished when the signal for the Platform concerned is cleared.
Signal Post Telephones.
The telephones should be answered as promptly as possible and the conversation should be clear and as short as possible consistent with efficiency.
When a Driver rings the box from a signal, the signal number will be illuminated on the signal post telephone panel. The "Speak" switch under the number must be raised or lowered before contact can be made. When the conversation is completed the "Speak" switch must be returned to the normal position and the "Reset" button at the side of the "Speak" switch must be pressed. The "Speak 2" position is used only when the portable handset has been plugged in the console.
Special Telephones.
Telephones located at each end of the console are provided on separate two-point circuits to all shunting and ground frames in the area of the power box.
Telephones on separate two-point circuits to adjacent signal boxes and various locations are provided each end of the console. These telephones are duplicated on the Area Controller's/Train Reporter's desk; "Engaged" lamp indications are, therefore, provided.
Control and Omnibus Circuits, Etc.
Control and omnibus telephone circuits, telephone exchange extensions and two-point circuits to adjacent signal boxes are connected to keyboards on the Area Controller's and Train Reporter's desks and duplicated on the back of the Train Reporter's and Train Announcer's desks for the Signalman's use.
Emergency Bells.
Emergency bells are provided for communicating with adjoining signal boxes. Their main use will be for transmitting emergency bell signals (in the circumstances outlined in Track Circuit Block Regulations 12, 17, 19, 20, 22, 23 and 25) or for calling the adjoining Signalman to the telephone in any case of emergency.
Should an adjoining box transmit a bell code to Euston the bell will be identified by a white light illuminated for a short time in Euston box in the bell button concerned.
Emergency bells are also provided for communication between this signal box and the shunting and ground frames. The bells are indicated by a white light illuminated for a short time.
Setting Back Movements.
Movements must not be made in the wrong direction unless a signal is provided for the movement, or unless authority is given on the Signalmen's Instructions, or in emergency. Care must be taken when overlap track circuits will be occupied that the aspects in rear are not changed in the face of a Driver, and, where necessary, the Signalman in rear must be consulted.
Train Describers.
Receiver Arrangements.
Descriptions will be automatically transmitted from Willesden Power Box to this signal box and will be manually transmitted from Hampstead Road and Queens Park No. 3, also from Willesden Power Box for movements into the Euston area for trains originating in advance of the last automatic transmission point at Willesden.
Manual transmissions from Willesden on the Up Fast and Up Slow lines appear in signal berths 212 and 213 respectively.
All descriptions from Willesden appear in the two berths on each line associated with the Willesden signals.
When a description has been successfully transmitted from the adjacent signal box concerned it will appear in the first or second train approaching berth. When a description is already in the second signal berth it will be impossible to transmit another train description from the adjacent box until one of the previous trains has entered the Euston Control area.
Co-operative cancel facilities will be provided when there is a manual transmitter but these will only be effective provided that the train is still approaching the first Euston signal. Should the rear Signalman discover that he has transmitted a wrong description after the train has passed into the Euston Control area he will advise this box by telephone. The Signalman must then alter the description by interposing at the first available signal where interpose facilites are provided.
Should a description fail to step from the approaching windows in the Euston area the "Emergency Clear Out" key for the line concerned should be placed to the central position and then depressed to clear the description from the window.
If a description is received from an adjacent signal box but does not display itself on the signal box panel the receiver fault button for the line concerned will exhibit a red light and the buzzer will sound. The Signalman must press the button concerned and the equipment will make another attempt to display the description. If after two or three attempts the failure still exists the reset button on the "Set up" equipment should be pressed to extinguish the red light and buzzer and the Lineman informed of the failure.
Faults in the receiving equipment from adjacent signal boxes will be indicated in those signal boxes and the Signalman there will telephone Euston is a successful transmission cannot be effected.
If an Up Fast or Up Slow train description has been received in Euston Signal Box and certain signals at Willesden Signal Box are subsequently replaced to Danger the description will automatically be cancelled from the approaching berth at Euston after the appropriate Cancel button lights for a few seconds and the buzzer sounds.
None of this is simulated.
Description in the Euston Control Area.
Once a description has been received it will step automatically from a single berth to signal berth on the console by the train occupying and clearing berth and overlap track circuits. Interpose facilities are provided where necessary to enable the Signalman to alter a description or to insert the description of a train from a siding, etc.
Method of Setting Up and Interposing.
The operating buttons and indications are located at the side of the console and a description is set up and interposed or transmitted as follows :-
1. Press set-up buttons for the code concerned. This will cause the description
to be displayed in the "Set-up" window.
2. Check description is correct. If not press the Reset button which will cancel
the description in the "Set-up" window. The correct description can then be set
up.
3. Place the Interpose/Cancel key to Interpose position, then press the button
for the signal concerned. This will transfer the description from the "Set-Up"
window to the window on the console adjacent to the signal concerned.
To cancel a description from a window on the console the Interpose/Cancel key must be placed to the Cancel position and the appropriate signal button operated.
The standard SimSig interpose facilities are provided; none of this section is simulated.
Details of the manual transmission to adjacent signal boxes are given below under the heading "Transmitter Arrangements".
Cancellation of Incoming Descriptions
If the rear Signalman wishes to cancel a description he will press the Cancel button which will be indicated in this box by the "Red Cancel" button becoming illuminated, with a red light also an audible warning. This button must be pressed which will extinguish the red light and provided that the train has not entered the Willesden area will cancel the description. (See also "Receiver Arrangements").
Details of the cancellation of outgoing descriptions are given below under the heading "Transmitter Arrangements".
Shunting Movements or Trains not Described.
When a shunting movement is made to the main lines or a train proceeds without a description having been inserted in the appropriate signal berth, an asterisk will appear in the signal berth concerned. The correct description can be set up and interposed if required in the signal berth where the asterisk is exhibited. In the case of signal berths 1 - 16 the asterisk will not be exhibited.
The usual "****" description is used in this case.
Platform Berths 1 - 15.
When a train enters Euston Station the train description will be exhibited in the berth nearest the stop blocks on the Platform concerned and a second train into the same platform would be shown on the berth nearest Camden. The descriptions will follow the trains out of the platforms when the trains depart from Euston unless the Signalman alters the codeby the use of the Interpose equipment. If vehicles remain in the platform lines for a considerable period the description should be cancelled to avoid unnecessary wear to the equipment.
Transmitter Arrangements.
Automatic transmission facilities are provided when trains pass certain signals at Euston Power Box to Willesden, Queens Park No. 3 & Hampstead Road Jcn.as shown below, provided that signals concerned show a proceed aspect. If the receiver at the box ahead is full, automatic transmission will be delayed until the receiver at the box ahead can accept the train description.
LINE.
To Willesden Signal Box. Automatic Transmission Points.
Down Fast 62, 84, 95, 105, 106, 123
Down Fast to Down Slow 62, 84, 95, 105, 106, 124
Down Slow 63, 85, 96, 105, 107, 124
Down Slow to Down Fast 63, 85, 96, 107, 123
Down North London to Down Slow 114, 126, 143
Down Goods Loop to Down Slow 142
To Queens Park No.3 Signal Box.
Down Slow and Down North London
to Down Electric 124, 126.
To Hampstead Road Junction.
Up Slow to Up North London 149, 146, 132
Up Electric to Up North London 148, 147
Up Slow to Down North London 146.
Descriptions are transferred to chained simulations in the normal way.
Manual transmission is provided from this signal box to Willesden Signal Box on the Down Fast Line for trains leaving the Down Through Siding from Signal 129 and to Hampstead Road Junction Signal Box on the Up North London Line for movements from Signal 131. Manual transmission is also provided to Willesden Signal Box on the Down Slow Line for use in case the automatic transmission facilities have failed.
Train Description D.C. Electric Lines.
The 4 digit train describers are connected to the existing train describers at Queens Park No.3 and special train description codes have to be used so that the equipment can automatically change the codes to fix the describer concerned. The codes are as follows :-
Trains. Empties.
Watford to Euston 2B55 3B55
Watford to Broad Street and vice versa 2B66 3B66
Willesden to Broad Street and vice versa 2B77 3B77
Not classified Up or Down 2B99 3B99
If any other code is interposed at Euston it will be shown as "Not classified" when automatic transmission takes place to Queens Park No.3.
These special codes are not used in the simulation.
When it is required to make a manual transmission the code must be placed in the "Set-up" Window by means of the set-up buttons. The description must then be checked and if incorrect the reset button must be operated and the correct description set up.
When the correct description is in the "Set-up" window the appropriate Transmit button should be operated.
If the transmission is successful the description will be transferred to the appropriate "Last Sent" window. Where "Last Sent" indications are provided all descriptions, whether manually or automatically transmitted, will be routed via this window.
When automatic transmission is in use it will not be possible to cancel the description and if an incorrect description has been transmitted, the Signalman in advance must be advised by telephone. Where manual transmission is in use, co-operative cancel facilities are provided.
If an automatic transmission is made to Willesden Signal Box on the Down Fast Line and Signals 106 or 107 replaced to Danger, or a train is signalled on to the Down Through Siding via 134 signal the description will automatically be cancelled from the Willesden describer. Similarly if an automatic transmission is made on the Down Slow Line and signals 106 or 107 replaced or points 393 reversed or signal 145 cleared the transmission will be automatically cancelled from Willesden describer. An automatic transmission will be made to Hampstead Road Signal Box for a wrong direction movement over the Down North London Line on passing Signal 146, this description will be automatically cancelled on the occupation and clearance of track circuit 239
The code "0S00" should be transmitted to the signal box in advance when track circuits in advance of the leading Euston signals are occupied by a shunt movement and special keys are provided at the right hand end of the console to transmit and cancel the code "0S00" to Willesden Signal Box on the Dawn Fast and Down Slow Lines, also to Hampstead Road Junction Signal Box on the Up North London Line.
Should a fault develop in either manual or automatic transmission the Fault button will be illuminated and an audible warning will sound. The button must be pressed which will clear the transmitter and extinguish the light and the alarm. In the case of an automatic transmission the description will be re-transmitted at the next running signal; where automatic/manual facilities are provided and a manual transmission is in fault the Signalman must set up and retransmit the description.
If the above methods of clearing the fault are not successful the Technician must be called and the advance Signalman advised by telephone of the description of the train.
Permissive Berths.
Where permissive working is provided on the Goods Lines two berths will be provided to describe two train movements into the signal section concerned. The description of the second train will step forward into the second berth when the train passes the signal in rear of the permissive section. Not more than two trains should normally be admitted to permissive sections, otherwise the third description will disappear and have to be interposed when a signal berth becomes vacant.
Alarm Indicator.
This indicator shows a red light and a buzzer will sound when a failure occurs in this signal box. The Signalman must press the illuminated button to cancel the buzzer then call the Technician.
Bright/Dim Control.
This control is provided so that the power of the train describer indications on the console can be varied according to lighting conditions.
General.
At the time of the commissioning of the signal box sidings B-23 and the ground frame connections between Platforms 1/2 and 5/6 will not be provided and will be installed later in the course of Euston Station Reconstruction.
I'm not sure where B-23 was. As stated above, it's believed that these two ground frames were never installed.
Until Camden M.P.D. is closed and the Carriage Stabling Depot is provided, Signals 121 and 122 will not be brought into use and points 387A will be clipped in the reversed position, Points 387B will be hand points and the Gloucester Gardens Siding between signals 103 and 104 will remain in use, but is not shown on the attached diagram.
The simulation post-dates this.