Remaining single lines with traditional token working.

[bramling]

Just the box. There was a token hut identical to all the others on the branch built on the Up platform (which until the junction was moved s few years ago was used in both directions by HOWL services), but to the best of my knowledge it never had a token machine installed - and as I posted above the hut itself was destroyed only a few weeks ago.

Okay thanks, missed the earlier post. That makes sense as I vaguely remember seeing the hut on the platform, but wondered why it was never used, especially as it would avoid a stop at the signal box.

The entire Tarka Line is no-signalman remote token working.

Not quite, as there’s no token for the Crowley Bridge to Crediton section.

The token sections are Crediton to Eggesford and Eggesford to Barnstaple. This came up a little while ago, however ISTR the general consensus was there’s no token instrument at Barnstaple. Not sure if there was at one stage, however this presumably means that if anything is stabled in the sidings at Barnstaple the token has to be taken by road back to Eggesford.

I think Newquay is token worked, presumably the sections being St Blazey to Goonbarrow and Goonbarrow to Newquay. St Ives ISTR is a train staff.

(This is an excellent thread, and would make a good “sticky” if someone could collage it all together).

 

[Gloster]

Not quite, as there’s no token for the Crowley Bridge to Crediton section.

The token sections are Crediton to Eggesford and Eggesford to Barnstaple. This came up a little while ago, however ISTR the general consensus was there’s no token instrument at Barnstaple. Not sure if there was at one stage, however this presumably means that if anything is stabled in the sidings at Barnstaple the token has to be taken by road back to Eggesford.

I think Newquay is token worked, presumably the sections being St Blazey to Goonbarrow and Goonbarrow to Newquay. St Ives ISTR is a train staff.

Crediton is a fringe box to Exeter panel and the line from Cowley Bridge Junction is track-circuit block. I don’t know whether it is permitted to leave anything in the loop at Barnstaple, or whether it is for running round only.

A few years ago Goonbarrow Junction-Newquay was One Train Working with a staff.

 

[Whistler40145]

Presumably, freight lines are permitted?

Peak Forest to Buxton XYZ sidings is definitely single track

 

[Tom Quinne]

The last time I travelled on it (pre Covid), a section of the Preston-Ormskirk route had a section with signallers passing token to and from driver. A couple of years ago, I think that there was similar token operation around Tondu.
There are also sections where the driver collects a token from a lineside instrument released by signaller (???Key Token, mentioned above) . This was the case, I think I recall, North of Aylesbury for Calvert/Claydon trains, and possibly the bank holidays Quainton Road passenger shuttle.

Tondu to Measteg is still token working, Machen Quarry from Park Junction (Newport).

Neath & Brecon SB to the two collieries/open cast sites are token worked as well.

I think some of the single lines down West Wales have tokens as well.

Yeovil Pen Mill to Dorchester is still token working.

 

[jimm]

Certainly when the Cotswold Main Line, Oxford to Worcester, was knocked back to single line in the late 1960s, with conventional tokens, auxiliary instruments were rapidly provided at stations to avoid trains, especially delayed ones, having to slow past signalboxes that were some distance out. I believe it was the drivers' discretion whether to drop off at the box or the station stop.

Sorry, but you are mistaken.

The auxiliary token machines at Evesham and Moreton-in-Marsh stations were not provided until the early 2000s, and had a very short working life in these locations, being made redundant in 2011 after the redoubling project was completed.

Use - on passenger workings at least - wasn't discretionary, as the whole point of the exercise was to avoid the need to double stop at Evesham signal box and again at the station or wait several minutes for the signaller at Moreton-in-Marsh to walk the length of the station to hand over the token to Evesham after telling the signaller at Ascott-under-Wychwood that the train had arrived and the section from there to Moreton was now clear.

The cabin to house the token machine on the down platform at Moreton-in-Marsh - which is still in place - can be seen in a couple of the photos on Adrian the Rock's British signalling website.

Adrian the Rock - Signals at Moreton-in-Marsh

There was also a token machine at Worcester Shrub Hill to avoid the need to stop at Norton Junction signal box. Someone else may know when that was installed.

 

[Taunton]

The auxiliary token machines at Evesham and Moreton-in-Marsh stations were not provided until the early 2000s

I didn't know about these installations in 2000, but there was an article in Modern Railways shortly after the 1970 singling describing the introduction of the token change at the platform (including at Shrub Hill), along with comment on the inability of Hymek locos, the line's power then, to recover delays. Possibly there have been various changes back and forth over time - it was 50 years ago the line was singled.

 

[Llanigraham]

Is there an instrument on the platform at Craven Arms, or is the only instrument the one in the signal box?

Certainly during the 10 years I worked that line until 3 years ago, the token was handed over from Craven Arms Box.

 

[Rikki Lamb]

Clarbeston Road for the Fishguard branch. The Pembroke Dock branch is the one at Whitland, which as discussed earlier is NSTR.

Thanks, thought it was one or the other

 

[43066]

St Erth to St Ives branch is (was when I last visited at least) operated with a token/staff from the box

The St Ives branch still uses original Victorian era tokens, I seem to recall.

A slightly left of field example is the Romney Hythe and Dymchurch Railway which has a single line section to New Romney worked with a token system.

It isn’t obviously isn’t NR infrastructure but isn’t really a “heritage” line in the traditional sense, either.

 

[Crossover]

As mentioned above, although the Looe branch has a reversal the arrangements are very different, to allow a train to go to Moorswater while there is a passenger train on the Looe section. If I remember rightly there is a token system for Liskeard to Coombe and a one-train staff for Coombe to Looe. Both need to be in the frame at Coombe to allow the point to be reversed towards Looe, and after the train passes over the guard normalizes the frame (and therefore also the point) and leaves the Liskeard-Coombe token in the machine. The reverse procedure applies in the other direction, meaning that a train making a passenger stop at Coombe has to stop and re-start three times ("non-stop" trains reverse at the junction). When I was watching the guard didn't re-join the train between the two stops, so technically I guess this is the shortest DOO(P) section! Beyond the station there's another machine allowing a Moorswater freight to shut in.

My observation was similar. I believe the guard acts as signaller for the move and remains at the ground frame whilst the driver moves the train forward, clear of the points

I think Newquay is token worked, presumably the sections being St Blazey to Goonbarrow and Goonbarrow to Newquay. St Ives ISTR is a train staff.

A few years ago Goonbarrow Junction-Newquay was One Train Working with a staff.

The St Ives branch still uses original Victorian era tokens, I seem to recall.

I have a feeling St Ives token/staff remains with the unit, locked in to the branch. When I was last down that way in 2015, I was on one of the early trains from St Erth that had started at St Ives. After entering the branch, we stopped at the box to receive the authority. However, on subsequent moves up and down the branch, the train simply went straight in and out of the bay without calling at the box. I presume that the token/staff is interlocked with the points to make the unit on the branch a "lock in"

For the Newquay branch, it is definitely Newquay to Goonbarrow Junction as one, and a couple of years ago was an inscribed token (chunky bit of metal) - I have a photo which I will upload when I get a chance

 

[Gloster]

My observation was similar. I believe the guard acts as signaller for the move and remains at the ground frame whilst the driver moves the train forward, clear of the points






I have a feeling St Ives token/staff remains with the unit, locked in to the branch. When I was last down that way in 2015, I was on one of the early trains from St Erth that had started at St Ives. After entering the branch, we stopped at the box to receive the authority. However, on subsequent moves up and down the branch, the train simply went straight in and out of the bay without calling at the box. I presume that the token/staff is interlocked with the points to make the unit on the branch a "lock in"

For the Newquay branch, it is definitely Newquay to Goonbarrow Junction as one, and a couple of years ago was an inscribed token (chunky bit of metal) - I have a photo which I will upload when I get a chance

Some incomplete answers:

The guard at Coombe Junction might be operating the ground frame and advising the driver when to move by hand-signals (or shouts), but he is not the signaller. That is very specifically the person giving instructions or remotely supervising the operation from the signal box.

Information in various places on the Cornwall Railway Society’s site suggests that St Ives branch has a simple wooden train staff, though probably not Victorian as the signalling was simplified in 1963; a photo of the staff is dated 1996. Whether it is a case of the unit being locked in to the branch, which would include the bay at St Erth, or whether it is still protected by signals on the branch, I can’t tell as I don’t know if the layout has been further rationalised. With such a system the signals may not be released by the staff: they are free to be pulled by the signaller as necessary. The staff is the thing that guarantees there is only one train on the line at one time.

Goonbarrow Junction-Newquay is probably also a staff, as there are no points and no possibility of shut-in, although it could be an old token with the end removed. Such has happened, but not often.

 

[Crossover]

The guard at Coombe Junction might be operating the ground frame and advising the driver when to move by hand-signals (or shouts), but he is not the signaller. That is very specifically the person giving instructions or remotely supervising the operation from the signal box.

I did say acting, not that they were a signaller!

Information in various places on the Cornwall Railway Society’s site suggests that St Ives branch has a simple wooden train staff, though probably not Victorian as the signalling was simplified in 1963; a photo of the staff is dated 1996. Whether it is a case of the unit being locked in to the branch, which would include the bay at St Erth, or whether it is still protected by signals on the branch, I can’t tell as I don’t know if the layout has been further rationalised. With such a system the signals may not be released by the staff: they are free to be pulled by the signaller as necessary. The staff is the thing that guarantees there is only one train on the line at one time.

In 2015, I believe there was a semaphore next to the box controlling the move out of the branch. I cannot recall if there was a signal in the bay or not

Goonbarrow Junction-Newquay is probably also a staff, as there are no points and no possibility of shut-in, although it could be an old token with the end removed. Such has happened, but not often.

I can assure you in 2017, it was a "lump of metal" token with the pattern on the end, as I held it!

 

[Stuart-h]

What system is in operation between Kirkham & Wesham and Blackpool South?

It runs on signal protection

 

[Parallel]

Not quite, as there’s no token for the Crowley Bridge to Crediton section.

The token sections are Crediton to Eggesford and Eggesford to Barnstaple. This came up a little while ago, however ISTR the general consensus was there’s no token instrument at Barnstaple. Not sure if there was at one stage, however this presumably means that if anything is stabled in the sidings at Barnstaple the token has to be taken by road back to Eggesford.

I seem to remember that is what looks like some sort of token box at the Exeter end of Barnstaple platform but it’s quite small. I’ll try and get a photo next time I’m there. I did wonder if it’s to lock something into the sidings. I’ve never seen any guard or driver use it.

 

[Crossover]

My photo from August 2017 of the Newquay to Goonbarrow token

 

[AMD]

The token for Rainford to Kirkby.

 

[Gloster]

My photo from August 2017 of the Newquay to Goonbarrow token

Well, well. That is somewhat of an overkill. I can suggest two possible reasons:

There is now such a surplus of token instruments that the S&T no longer need to remove redundant instruments for use elsewhere. They therefore might as well save themselves the work of producing a new staff, complete with an engraved plate indicating the section.

The section signal still needs to be released by the staff and it is easier to retain the equipment fitted for the previous NSKT with minor modifications, than to install a completely new release to cater for a new staff.

Even though it is a key token, it still seems to be functioning as a Staff for One Train Working.

 

[geoffk]

I would guess most do - are there any that don't?

I often used to watch the token exchange at Damems on the Worth Valley. The Keighley-bound train was always held at the start of the loop if the other had not arrived and was only called forward when the other train had stopped opposite the box. I suppose this is to allow easier transfer of the tokens. I think I'm correct in saying that the token always had to pass via the signaller and never direct from one driver to the other.

 

[brad465]

Between Yeovil Pen Mill and Maiden Newton is token operated, with Maiden Newton being driver operated and Pen Mill now being done by the signaller (I believe due to issues with the driver operated equipment there).

Yeovil Pen Mill to Maiden Newton is token operated under the supervision of the signaller at Yeovil Pen Mill. During normal operation, the number of tokens in the up instrument decreases as they are withdrawn whilst those in the down instrument increase as they are replaced. There is a special cradle used for transferring the tokens from the down side hut to the up side hut which is done a couple of times per week by Network Rail staff with authority from the signaller.

Maiden Newton to Dorchester West is operated by Tokenless Block. It is an unusual version as the driver of a down train presses a plunger to effectively offer their own train to the signaller at Dorchester South when they are ready to accept it. A driver of an up train presses a plunger to confirm that their train has arrived complete at Maiden Newton from Dorchester and clear the block.

Must have a lot of tokens. Traditionally the old WR used to set each section up with 20, 10 at each end initially. But with up to 9 trains a day on summer Saturdays and them being refreshed just a couple of times a week, it must need 40 or so.

Indeed there are a lot. There are 4 instruments in total with the two at Maiden Newton, one in Yeovil Pen Mill signal box and a further auxiliary instrument on the platform at Yeovil Pen Mill (seldom used unless the signaller is unable to leave the box because of other duties). The Yeovil end is normally ok as usually at that end the signaller both issues and replaces tokens on the same instrument. Maiden Newton needs the Network Rail staff to visit owing to the seperate instruments on the up and down platforms.

The Video125 edition that covers a Driver's eye view from Weymouth-Bristol includes filming the full exchange at Maiden Newton, with footage at both ends of the phone call between the Driver and signalman. It also mentions the hydro-pneumatic points at the station loop ends that in a way are linked to the token system on that section.

 

[matchmaker]

I often used to watch the token exchange at Damems on the Worth Valley. The Keighley-bound train was always held at the start of the loop if the other had not arrived and was only called forward when the other train had stopped opposite the box. I suppose this is to allow easier transfer of the tokens. I think I'm correct in saying that the token always had to pass via the signaller and never direct from one driver to the other.

The token must be returned via the signaller in order to be replaced in the key token/tablet machine.

 

[MarkyT]

The token must be returned via the signaller in order to be replaced in the key token/tablet machine.

And the technical purpose of that is to obtain a line clear release for the block signal, which can only be achieved by withdrawing a token from the appropriate instrument (note the release persists for one pull of the block signal lever only, after which it resets and a new token withdrawal will be required). The signaller also has to record the block events in the train register and cooperate with the signaller at the other end of the block section to obtain the release.

I often used to watch the token exchange at Damems on the Worth Valley. The Keighley-bound train was always held at the start of the loop if the other had not arrived and was only called forward when the other train had stopped opposite the box. I suppose this is to allow easier transfer of the tokens. I think I'm correct in saying that the token always had to pass via the signaller and never direct from one driver to the other.

This could also be because interlocking will often not allow two trains to enter the loop area simultaneously due to overlap conflicts. The design of the loop and the relative position of the signalbox will have taken this into account, and the sequence you describe at Damens makes sense operationally. I guess the timetable will normally get the down train in the loop before the up train approaches.

 

[Skipness]

I believe the arrangements at Whitby during the operation of the NYMR’s Optimist services were unique. Optimist 1 arrived in platform 2 as normal 11.15. Northern service from Middlesbrough arrived 11.45 in platform 1 and departed at 12.00. Optimist 2 arrived 13.40 into platform 1, and Optimist 1 departed 14.00 from 2, giving two NYMR trains in Whitby at the same time. At around 14.30 when the first departure had reached Grosmont the driver of Optimist 2 rang the signaller at Nunthorpe for permission to take a token and pass the stop board at the end of platform 1 to perform a shunt via Bog Hall to platform 2. 15.45 Northern service arrived platform 1 and departed 16.00 full of school children. 16.30 Optimist 2 departed.

 

[Gloster]

On the Signalling Record Society’s website there is video of the working at Whitby:
s-r-s.org > Archives > FARSAP & video > FARSAP locations

There is also other information about signalling on single lines under Signalling primers, which are the last two words of the relevant address.

[Sorry, mods, but there is no chance of me putting in a link to the site. I had enough trouble finding the details after getting directly to the video via google.]

 

[Tomnick]

I believe the arrangements at Whitby during the operation of the NYMR’s Optimist services were unique. Optimist 1 arrived in platform 2 as normal 11.15. Northern service from Middlesbrough arrived 11.45 in platform 1 and departed at 12.00. Optimist 2 arrived 13.40 into platform 1, and Optimist 1 departed 14.00 from 2, giving two NYMR trains in Whitby at the same time. At around 14.30 when the first departure had reached Grosmont the driver of Optimist 2 rang the signaller at Nunthorpe for permission to take a token and pass the stop board at the end of platform 1 to perform a shunt via Bog Hall to platform 2. 15.45 Northern service arrived platform 1 and departed 16.00 full of school children. 16.30 Optimist 2 departed.

How long was "Optimist 2"?

 

[MarkyT]

I seem to remember that is what looks like some sort of token box at the Exeter end of Barnstaple platform but it’s quite small. I’ll try and get a photo next time I’m there. I did wonder if it’s to lock something into the sidings. I’ve never seen any guard or driver use it.

The Sectional Appendix Table A diagram for the line shows a ground frame for the siding, and a telephone on the platform at Barnstaple. There is no token instrument to provide lock-in facilities. Local instructions direct crew to contact the signaller on arrival. There is a sign on the platform to remind crew to check they have the token before departure. Tokens have been mislaid at Barnstaple before during the turnround and chaos will ensue if a train arrives back at Eggesford without a token.

GW606 - COWLEY BRIDGE JN TO BARNSTAPLE

BARNSTAPLE GROUND FRAME
Barnstaple ground frame is unlocked by the Eggesford to Barnstaple section token. If the ground frame is required to be operated for any reason, the driver or person in charge must obtain permission from the signaller at Crediton to obtain an Eggesford to Barnstaple token from the instrument located at Eggesford. Before the token is replaced at Eggesford, the driver or person in charge must contact the signaller at Crediton and give an assurance that the ground frame at Barnstaple has been restored to normal and no vehicles have been left on the single line. Dated: 30/11/13

BARNSTAPLE
The driver must contact the signaller on arrival and advise the actual arrival time and expected departure time of the train. If departure is delayed, the signaller must be advised of the actual departure time. In the event of a GSM-R system failure, the signaller should be contacted from an alternative telephone or advised at the first suitable opportunity. If it is not possible to communicate with the signaller before departure, the driver must be prepared to approach at caution user worked crossings where telephones are provided on the return journey to Eggesford and ensure they are clear before proceeding. Dated: 26/09/15

 

[Gloster]

The Sectional Appendix Table A diagram for the line shows a ground frame for the siding, and a telephone on the platform at Barnstaple. There is no token instrument to provide lock-in facilities. Local instructions direct crew to contact the signaller on arrival. There is a sign on the platform to remind crew to check they have the token before departure. Tokens have been mislaid at Barnstaple before during the turnround and chaos will ensue if a train arrives back at Eggesford without a token.

GW606 - COWLEY BRIDGE JN TO BARNSTAPLE

BARNSTAPLE GROUND FRAME
Barnstaple ground frame is unlocked by the Eggesford to Barnstaple section token. If the ground frame is required to be operated for any reason, the driver or person in charge must obtain permission from the signaller at Crediton to obtain an Eggesford to Barnstaple token from the instrument located at Eggesford. Before the token is replaced at Eggesford, the driver or person in charge must contact the signaller at Crediton and give an assurance that the ground frame at Barnstaple has been restored to normal and no vehicles have been left on the single line. Dated: 30/11/13

BARNSTAPLE
The driver must contact the signaller on arrival and advise the actual arrival time and expected departure time of the train. If departure is delayed, the signaller must be advised of the actual departure time. In the event of a GSM-R system failure, the signaller should be contacted from an alternative telephone or advised at the first suitable opportunity. If it is not possible to communicate with the signaller before departure, the driver must be prepared to approach at caution user worked crossings where telephones are provided on the return journey to Eggesford and ensure they are clear before proceeding. Dated: 26/09/15

View attachment 85917

Which all suggests that vehicles can be locked in the siding and, if necessary, the token can be brought from or returned to Eggesford by road. It also suggests that it is possible to remove the token from the ground frame when it has not been returned to normal. In many ground frames the token is locked in place until the frame is fully restored to normal, making it impossible to, for example, return the token with the points set for a siding.

 

[MarkyT]

Not quite, as there’s no token for the Crowley Bridge to Crediton section.

Relevant historical trivia: During the preliminary work for Exeter resignalling in the early 1980s, the Cowley Bridge to Crediton section was singled and temporarily converted from Absolute Block to Electric Token. When Cowley Bridge SB finally closed shortly afterward, the remaining single line was converted to TCB with continuous track circuiting.

Which all suggests that vehicles can be locked in the siding and, if necessary, the token can be brought from or returned to Eggesford by road. It also suggests that it is possible to remove the token from the ground frame when it has not been returned to normal. In many ground frames the token is locked in place until the frame is fully restored to normal, making it impossible to, for example, return the token with the points set for a siding.

Irrespective of whether any vehicle is left behind in the siding, The GF must be normalised and the token removed before the remainder of the train returns to Eggesford (or the token goes back there by other means). There are more complicated GFs that can release a token/staff under different circumstances, but the Barnstaple example is typical of most that remain in my experience.

 

[Jack Hay]

Some incomplete answers:

The guard at Coombe Junction might be operating the ground frame and advising the driver when to move by hand-signals (or shouts), but he is not the signaller. That is very specifically the person giving instructions or remotely supervising the operation from the signal box.

Information in various places on the Cornwall Railway Society’s site suggests that St Ives branch has a simple wooden train staff, though probably not Victorian as the signalling was simplified in 1963; a photo of the staff is dated 1996. Whether it is a case of the unit being locked in to the branch, which would include the bay at St Erth, or whether it is still protected by signals on the branch, I can’t tell as I don’t know if the layout has been further rationalised. With such a system the signals may not be released by the staff: they are free to be pulled by the signaller as necessary. The staff is the thing that guarantees there is only one train on the line at one time.

Goonbarrow Junction-Newquay is probably also a staff, as there are no points and no possibility of shut-in, although it could be an old token with the end removed. Such has happened, but not often.

The arrangements for the Liskeard - Coombe - Looe line are fascinating and well described here https://en.wikipedia.org/wiki/Looe_Valley_Line#Signalling .

There cannot have been many new NSKT systems set up recently but there is one betewen Wareham (Network Rail) and Corfe Castle on the Swanage Railway.

 

[Tomnick]

The arrangements for the Liskeard - Coombe - Looe line are fascinating and well described here https://en.wikipedia.org/wiki/Looe_Valley_Line#Signalling

I’d treat it with caution as it doesn’t seem at all right to me. “Station limits” for a ground frame? If I’m not mistaken, the token section is actually Liskeard (excluding the platform) to Coombe No.2 ground frame.

 

[Skipness]

How long was "Optimist 2"?

Both Optimists are/were 7 coach sets.