SOUTHERN BELLE

for the
48K Spectrum and Spectrum +

 Hewson Consultants Ltd 1985


Welcome to the Southern Belle - a realistic simulation of a King Arthur class
steam locomotive hauling a passenger train from London to Brighton during the
early 1930s.
The task before you is to take a steam locomotive and its train from London
(Victoria) to Brighton. You must take the roles of both Fireman and Driver.
There are many levels of play and we suggest you read the instructions
carefully, then watch the computer demonstration for a few minutes. Study the
control settings and then attempt the Training Run. Gradually you will improve
your skill and eventually you will be able to take the Southern Belle to
Brighton in accordance with the timetable using the coal and water available to
the optimum efficiency.

To load the game type LOAD "" and then ENTER, start the tape at the beginning
and wait until the main menu appears on the screen. Note that after one minute
on the menu screen the computer will automatically select a high speed run
showing the whole route. To return to the menu press X.


GETTING STARTED 

Selecting The Demonstration

Load the program in the usual way. Press key 0 when the main menu appears and
then press the ENTER key when the timetable is displayed. The locomotive will
pull slowly away from Victoria Station and accelerate past Battersea Power
Station. Observe the use of the various controls and study the readings on the
gauges. Press CAPS SHIFT X to return to the main menu.

The High Speed Run

If ENTER is pressed when the main menu appears the program executes a High Speed
Run along the entire line in about five minutes. All the main features along the
way including Battersea Power Station, Clapham Junction Station and Clayton
Tunnel pass in quick succession. To exit press X.

Starting a Training-Run

Press 1 when the main menu appears and 1 again for the locomotive control menu.
This will give you control of the Regulator, Cut Off and Brake only. The
remainder of the controls will be worked by the computer. Read the schedule
displayed and then press ENTER. 

With the locomotive standing at Victoria Station open the Cut Off fully by
pressing C four times. Half open the Regulator by pressing R twice. After a few
moments the locomotive will pull slowly along the platform and out of the
station.

Observe your speed display in the top right hand corner of the screen. When you
are traveling faster than four miles per hour press R twice more to open the
regulator fully. The locomotive will then accelerate more rapidly as it climbs
the steep incline away from the station on its way over the River Thames and
past Battersea Power Station. If you open the regulator too soon the locomotive
driving wheels will slip on the running rails leading to a loss of traction. To
exit from a Training Run press CAPS SHIFT X.

Screen Layout

On the left hand side of the screen is the view of the cab, controls and the
line ahead. Above this is a green station sign naming the next station or
feature that you will encounter. Below is the message area, within which any
pertinent information is relayed to you. To the right are three separate
sections. The topmost shows the coal and water remaining in the tender and the
speed at which you are running. The centre section displays one of three
options, a signalling area which shows you a full colour picture of the next
signal that you will see, or the gradient and profile for the next 1.25 miles,
or the position of the train. Below this is a clock showing the present time to
enable you to adhere to the timetable.


THE CONTROL KEYS 

Locomotive Control Keys 

CONTROL         INCREASE        DECREASE 
                SETTING         SETTING
Sound Whistle   W 
Stoke Fire      ENTER           (a shovel symbol appears) 
Regulator       R               SYMBOL SHIFT + R 
Vacuum Brake    V               SYMBOL SHIFT + V 
Cut Off         C               SYMBOL SHIFT + C 
Blower          B               SYMBOL SHIFT + B 
Injector        I               SYMBOL SHIFT + 1 
Firedoor        F               SYMBOL SHIFT + F 
Damper          D               SYMBOL SHIFT + D


Program Control Keys

FUNCTION                        KEY
Accelerate to five times
  normal speed                  A 
Return to normal speed          SYMBOL SHIFT + A 
Switch smoke on                 S 
Switch smoke off                SYMBOL SHIFT + S 
Return to main menu             CAPS SHIFT + X 
Hold, wait for ENTER to
  restart                       H 
Toggle between signal
  and gradient                  G 
Display position of train       P 
Display timetable               T 
Acknowledge message             SPACE


Smoke Demonstration Keys 

SMOKE LEVEL                             KEY
Very light smoke-far too much air       1 
Light smoke-too much air                2 
Correct smoke                           3 
Dark smoke-insufficient air             4


MENUS, MESSAGES AND SPEED LIMITS

The Main Menu 

LEVEL   SUMMARY
ENTER   High Speed Run - selected automatically after 1 minute 
0       Demonstration - non-stop run using first schedule
1       Training Run - identical run and schedule to level 0
2       Easy Run with Speed Limits-non-stop, random schedule
3       Stopping Train and Signalling - stopping schedule
4       Heavy Stopping Train - difficult load and schedule
5       Record Breaking Run - schedule as on 26th July 1903
6       Southern Belle - non-stop run, marked very severely
7       Problem Run - any schedule plus extra problems 
L       Load a saved position


Speed Limits 

LIMIT   WHERE LIMIT APPLIES
40mph   Victoria to Clapham Junction
45mph   Balham Junction (Curve after Balham)
60mph   Streatham Common for 1/2 mile
45 mph  Windmill Bridge Junction (1/4 mile past
        Selhurst) 
50 mph  Far end of Redhill Tunnel to Earlswood


Error Messages 

MESSAGE                 MEANING
NO WATER, FUSIBLE       Water level in the boiler 
   PLUGS GONE           too low 
BOILER OVERFILL,        Water level in the boiler
  CYLINDER DAMAGE       too high 
OVERRAN STOP            Passing a stop signal in
  SIGNAL                the down position 
UNSAFE REVERSING        Allowing the train to run
                        backwards 
BLOWBACK, CREW          Failure to ensure that the 
  INCAPACITATED         blower is on when the
                        regulator is shut or when
                        in a tunnel 
TRAIN DERAILED          Excessive violation of
                        speed limit 
CRASHED INTO            Hit buffers at too high a
  BRIGHTON STATION      speed 
POOR STOP AT            Failure to stop with in 60ft
                        of the end of the platform 
SHORT STOP AT           Failure to wait for one
                        minute at a station 
ROUGH STOP AT           Using vacuum brake level
                        three or above when the
                        train comes to a halt at a
                        station 
NO STOP AT              Failure to stop at a
                        scheduled stopping
NO WHISTLE AT           Failure to sound the
                        whistle before starting off, 
                        or before a tunnel or before 
                        permanent way working
EM BRAKE AT             Using emergency brake 
SPEEDING                Failure to observe the speed limit


SAVING AND LOADING A POSITION

You may save your current position during a run by pressing T to select the
timetable followed by S to start the save sequence. To re-load a saved position
select the main menu and press L.


THE MAIN MENU IN DETAIL

Option 0   Computer Demonstration Run

This run demonstrates the various techniques required to drive the locomotive
with the computer running all controls on a non-stop run to Brighton. You are
advised to study the various settings used to help you learn correct driving
methods.


Option 1   Training Run

A practice session for the novice driver/fireman to the same schedule as the
computer demonstration. You are expected to observe the drivers notices and
adhere to the timetable shown initially. You may halt the run at any time to
refer to the timetable again. A short beep is sounded to assist you when the
computer records a time for the final assessment.

When arriving at Brighton you must bring the train to a halt as near to the far
end of the platform as possible. Hitting the buffers will result in the loss of
safety marks and doing so at anything above a walking pace will result in a
crash.

At the end of the run your performance is assessed with regard to economy,
safety and timekeeping. A result of 70% overall is considered to be a pass. The
economy assessment is based upon the stocks of coal (measured in hundreds of
pounds) and water (measured in hundreds of gallons) left in the tender. Note
that the computer is not economical when it runs the demonstration. You should
aim to do better. The timetable is shown or it can be replaced by a page of
significant events.


Option 2   Easy timetable with speed limits

A train on a non-stop schedule to Brighton. Speed limits, including any
additional limits in the drivers notices must be observed otherwise safety marks
will be lost and the train may derail.


Option 3   Stopping train and signalling

As option 2 but you must also obey all signals and make the stops required on
your timetable.

The purpose of signals is to divide the line into sections so that trains on the
same line run at an adequate distance from each other. There are two types of
signal used on this line, stop (red with a square end) and distant (yellow with
a notched end). Each has two positions, up for clear and down (horizontal) for
stop or caution. Stop signals may come singly or in groups.

You must not pass a stop signal in the down (stop) position. To give warning of
the condition of the stop signal a distant signal is placed a suitable distance
before it. It will be down (caution) if the stop signal to which it refers is
down ie at the stop position.

As an additional warning so that you have the maximum time to react the state of
the next signal to be passed is reproduced separately in the signal section at
the right of the screen (if selected).

The stations at which you are scheduled to stop are shown in capital letters on
the timetable. You must attempt to stop within 60ft of the far end of the
platform without excessive braking when coming to a halt. Should you pass the
end of the platform before coming to a halt a beep will sound and a "no-stop"
error will be recorded against your time.
You must arrive at the station in good time to allow at least one minute for
your passengers to embark and disembark. The whistle will sound, if it is under
computer control, one minute after your arrival or you may use the second hand
on the clock. The times recorded for the assessment are the times at which the
train comes to a COMPLETE halt and the time it first moves thereafter. The
timetable gives the required departure time.


Option 4   Heavy Stopping Train

A heavily laden train with consequent loss of performance. All the constraints
of option 3 apply.


Option 5   Record Run

On 26th July 1903 the record for a non-stop steam train from London to Brighton
was set at 48 minutes 41 seconds.  A schedule is supplied to enable you to
equal or better that record. All normal speed limits apply.


Option 6   Southern Belle

This is the world famous pride of the Southern Railway Pullman non-stop train.
Any deviations from the timetable are viewed with distaste by the railway
management and made apparent in the assessment.


Option 7   Problem Run

You will be presented with any timetable. All constraints apply plus other
problems which will hinder your progress to Brighton.


(See separate file for gradient profile of the route)

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HISTORICAL NOTES

The London and Brighton Railway company received permission to construct its
line in 1837. The line was devised by Sir John Rennie and joined with the line
of the London and Croydon Railway at Norwood.  This gave a complete route from
London Bridge Station to Brighton.  In 1846 the two main route owners merged to
form the London, Brighton and South Coast Railway (LB&SCR).  The company's
desire for its own West London Terminus was satisfied with the opening of
Victoria Station in 1860, extending the line from a previous terminus at
Pimlico.

In 1875 the first examples of "Pullman" luxury coaches were introduced by the
company, culminating in an all Pullman non-stop London to Brighton train called
the "Southern Belle".  It first ran in 1908 and continued until 1972 (running
under the name "Brighton Belle" from 1934).

In 1923 the many railway companies of Britain were grouped together into four
large ones, the LB&SCR becoming part of the Southern Railway.  In 1926 the
Southern Railway gave the job of pulling the "Southern Belle" to its powerful
and imposing "King Arthur" class locomotives. These continued until the line was
electrified in December 1932.

Today the elegance of the "Southern Belle" has disappeared but the many
architectural and engineering features of the line remain.

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SOUTHERN BELLE

How a Steam Locomotive Works

These notes describe the operation of a steam locomotive with a particular
reference to the screen display and controls of Southern Belle.  Understanding
how a steam locomotive works will help you to master the controls more quickly.

The driving force of the locomotive comes from the cylinders where a piston is
pushed back and forth by the steam pressure raised in the boiler.  Hot gasses
from the firebox are drawn through the boiler by a system of tubes, which heat
the water to boiling point, converting it into steam.  The hot gasses drawn
through the boiler then enter the smokebox and escape through the chimney. The
performance of the locomotive depends upon the pressure in the boiler, which can
be controlled by manipulating the fire.

WATER GAUGES

These are two vertical tubes in the centre of the cab.  They are very important
as they give a visual indication of the level of water in the boiler.  The
bottom of the gauge is one inch above the firebox top, which must be kept
covered at all times otherwise the fire will heat the firebox top beyond limits
causing special plugs (called fusible plugs) to melt allowing steam into the
firebox. This action cools the fire and alerts the train crew.

If too much water is carried in the boiler and the gauge reaches the top, water
instead of steam will enter the cylinders causing permanent damage.

Ideally you should attempt to maintain a water level in the top half of the
gauge.  Should a failure occur, the run will be terminated with the
consequential loss of marks.

STEAM PRESSURE GAUGE

A round dial with a needle pointer, situated in the centre of the cab, graduated
from minimum on the left to maximum (200 psi) on the right.  The more steam
pressure maintained the higher the potential power of the locomotive.  However
too much pressure will lift the safety valves and release steam thereby reducing
pressure to below maximum (shown by two jets of steam issuing from the boiler
top).  This represents a waste of coal and water and should be avoided to
achieve maximum efficiency.

WHISTLE

The whistle is part of the safety equipment and must always be used before
starting away, entering tunnels or approaching sections where permanent way
gangs (railway maintenance teams) are working.  To conserve steam the whistle
should not be used indiscriminately.
As a guide to correct whistle usage, when the computer is controlling the
whistle it is blown at the earliest time in each of the circumstances detailed
above.

REGULATOR

A lever situated on the top left of the cab which controls the flow of steam to
the cylinders.  It has five positions, closed on the right, progressing to fully
open on the left.  Opening the regulator applies power to the wheels and it must
be adjusted when running to suit requirements.  Always close the regulator when
braking.  Open the regulator cautiously when starting away as too much power
will cause the wheels to slip (especially in adverse weather conditions).  Wheel
slip will be apparent from the increase in the speed of the steam exhaust.

CUT OFF

A wheel control on the bottom left (marked C) which controls the time during
each cylinder cycle that steam is allowed into the cylinder.  It has five
positions, 0% (straight up), 20%, 35%, 55%, and 75% (straight down).  For
example when the cut off is set to 20%, steam is allowed to enter for just 20%
of the cycle.  This has the effect that the expansive properties of steam are
used more efficiently, by reducing the steam usage significantly for only a
small loss of power.  You will need to use this control to obtain high
efficiency.  When starting away it is normal practice to use 75% cut off.

VACUUM BRAKE

A wheel control situated between the regulator and the cut off (marked V) which
has five positions, off (straight up), light braking, medium braking, heavy
braking and emergency braking (straight down).  The brakes act upon all the
carriages and are held off by maintaining a vacuum in a pipe connecting the
carriages, braking being achieved by progressive release of the vacuum via the
vacuum brake control.

In the event that the communication cord of the train is pulled, emergency
braking is automatically applied and will be released as appropriate.
Emergency braking must not be used by the driver except in extreme
circumstances, as a poor safety rating will result. Avoid using harsh braking to
bring the train to a halt at a station for the comfort of your passengers.

BLOWER

A wheel control situated centre right of the cab (marked B) which is off when
pointing straight up.  It is essential that at all times gasflow is maintained
drawing the gasses from the firebox out through the chimney ensuring that no
flames or gasses are allowed to escape into the cab via the firehole doors.
Normally this gasflow is supplied by the exhaust of used steam up the chimney
when the regulator is open.  This gasflow will be interrupted by closing the
regulator or by the confines of a tunnel.  In these circumstances normal gasflow
must be maintained by opening the blower which sends a jet of live steam up the
chimney.  Failure to use the blower when necessary is dangerous and can lead to
an "explosive blowback" into the cab.  Use of the blower should be limited to
only when necessary due to its cost in the loss of steam.

INJECTORS

A wheel situated top right of the cab (marked I), which controls the device by
which water from the tender is forced into the boiler.  It has five positions,
off (straight up), progressing to full on (straight down).  This is the means by
which the level of water in the boiler is maintained.

DAMPERS

A wheel situated on the bottom right of the cab (marked D) which controls the
amount of air provided through the base of the fire (called primary air).  It
has five positions, closed (straight up) progressing to fully open (straight
down).  By control of the amount of primary air it is possible to vary the
temperature of the fire and thereby the amount of water evaporated into steam.
To achieve a hot fire a large amount of primary air is required for combustion.
Conversely for a cool fire only a small amount of primary air is required.  To
help you judge the temperature of your fire a thermometer style temperature
gauge is presented in the cab centre.  The indication of correct combustion is
the colour of your smoke such that black smoke would indicate insufficient air
for the temperature of the fire, grey smoke indicates correct air and lighter
shades indicate too much air.  If too little air is supplied coal combustion
will not provide the maximum heat value.  If too much air is supplied, heat will
be wasted in heating the excess air.  To be efficient you must aim to maintain
the correct air supply as far as possible.  (Whilst manipulating the fire
temperature correct combustion is unlikely).  The rate at which coal is consumed
increases with the temperature of the fire.

FIREHOLE DOORS

A pair of steel doors used to confine the fire and to control the flow of air
over the fire (secondary air).  To achieve optimum temperatures of the fire the
level of coal must be maintained in the middle third of the firebox.  Coal
levels outside these parameters cannot achieve maximum temperatures.  You must
fully open the firedoors whilst coal is being added (indicated by a shovel at
the top right hand corner of the display).  Failure to do so will waste coal.
In all but the highest level of control the computer will do this for you.  For
perfect combustion a small amount of secondary air may be required.

The firedoors can also be used to assist in the manipulation of fire temperature
for example to raise the temperature of the fire "quickly" keep the firedoors
shut, and to lower the temperature "quickly" open wide.

GRADIENTS

Railway lines are not level and steam railway locomotives are affected by the
gradient of the track.  The gradient is indicated in the same manner as road
gradients, eg 1 in 100.  This would indicate a slope up or down of one foot in
every 100 feet travelled. A cross section of the gradients of the line together
with the positions of the stations and tunnels is shown in the gradient profile
included.  The exact gradient of the track at any particular time may be
displayed in the signalling area.

Vacuum brakes must be used to ensure that the train is never allowed to run
backwards on an up gradient.

 Hewson Consultants Ltd. 1985
