Panel 4 is a two-track railway compared to the rest of Wimbledon's multi-track panels. This makes it slightly simpler to operate if it were not for the three level crossings, the various shunting moves at Epsom, and the aggregates terminal at Tolworth. In terms of route mileage, at around 20 miles it is the longest in Wimbledon ASC. There are three level crossings on the panel, all of the CCTV type. Two are located at Motspur Park, the other at Ashtead.
Take care at Epsom as each platform serves either Raynes Park or Sutton (not both). Empty coaching stock from the sidings may not call wrong route if incorrectly routed.
Each of the four platforms plus the two sidings have track circuit overrides. These, when right-clicked, allow a second train to occupy the relevant platform or siding. ARS is not allowed to operate TC overrides so any joining trains must be signalled manually.
This lever frame, at 12 levers, is large and complex. There is a small graphic to the left of panel 4 to assist in visualising the layout. The lever sequence for typical trains is below:
As long as the area is clear of trains on the up line, the following process can be started before the train arrives at signal W415:
- Ask the signaller to operate the 953 release
- Using the ground frame window, reverse lever 1 (this takes the release on the Down line)
- Reverse lever 6 (facing point lock: this unlocks lever 4)
- Reverse lever 4 (facing points into neck)
- Normalise lever 6 (this re-locks lever 4)
- Reverse lever 11 (this shows the subsidiary aspect on signal W415)
The train will proceed slowly into the Neck. Once it is in the neck clear of all pointwork:
- Normalise lever 4 (this restores signal W415 to red)
- Reverse lever 6 (facing point lock: this unlocks lever 4)
- Normalise lever 4 (facing points into neck)
- Normalise lever 6 (this re-locks lever 4)
The train now needs to proceed to the sidings:
- Reverse lever 8 (this shows a subsidiary signal on the neck signal)
When the train is in the sidings and clear of all pointwork:
- Normalise lever 8 (this restores the signal back to red)
- Normalise lever 1 (this hands back the release to the signaller)
- Inform the signaller that (s)he can cancel the release on 953.
- Ask the signaller to operate the 952 and 953 releases
- Using the ground frame window, reverse levers 1 and 2
- Reverse lever 9
The train will proceed to the neck. When it has arrived and is clear of the pointwork:
- Normalise lever 9
- Reverse lever 6
- Reverse lever 4
- Reverse lever 5
- Normalise lever 6
- Reverse lever 8
The train will proceed towards Motspur Park. When it is clear of the pointwork:
- Normalise lever 8
- Reverse lever 6
- Normalise lever 5
- Normalise lever 4
- Normalise lever 6
- Normalise lever 1
- Normalise lever 2
- Inform the signaller that (s)he can cancel the releases on 952/953.
The release on 952 can be delayed until the train is ready in the Neck with the instructions above adjusted accordingly.
These days trains use Chessington South to reverse and run-round rather than the Neck.
Down trains approaching Epsom will not have route set until the train is at or past Ewell East or Ewell West, as appropriate. This reduces the risk of misregulation if a train hasn't struck in either from Sutton or from the sidings (as a next train activity). This is per real life. While trains therefore pass yellow signals, the low speed limit at Epsom for all trains on all lines is such that this does not affect trains who will be slowing down anyway.
ARS will not start the lowering sequence at level crossings.
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Panel 4 fringes to Victoria Central at Ewell East, Guildford box at Bookham (to Effingham Junction), and to Dorking box at Boxhill (to Dorking). These are automatic sections on all lines and no slotting or other arrangements are necessary.
Last edited by GeoffM on 15/09/2016 at 03:00