Tokens and Single Line Working

Ian L Jamieson · Post by **Ian L Jamieson** » Wed Feb 22, 2012 12:43 pm

I understand the principle of token working on single lines, but one aspect that has always eluded me is what happens when a succession of trains proceeds in the same direction. Clearly, the first train carries the token, but trains two and three in the same direction obviously cannot do so. How do trains two and three receive permission to proceed?

stationcat · Post by **stationcat** » Wed Feb 22, 2012 3:22 pm

A token/staff instrument will contain a number of tokens/staff's. When train 1 reaches the end of the single line section the token carried by that train will be put into the instrument. The single line section will now be clear for the passage of train 2 etc. If the single line section ends at a terminus then accomodation for further trains will need to be considered! At times, an instrument may start to run low on tokens due o an un-balanced flow of traffic, there are provisions in the signalling regs for the removal of tokens from one box to another in order to re-balance availible tokens.

Ian L Jamieson · Post by **Ian L Jamieson** » Wed Feb 22, 2012 3:32 pm

Thank you, stationcat, for putting me in the picture. I made the mistaken assumption that there could only ever be one token for any given stretch of single line. Presumably, the next following train can only take the tablet out of the instrument when the preceding train has inserted its tablet into the staff for the section that it has just vacated.

Yes, I can see that that would make sense. Many thanks.

Ian J

tonyperks · Post by **tonyperks** » Wed Feb 22, 2012 4:23 pm

as another example for say the tytherington quarry line the train staff(basically a big key) used to unlock the ground frame allowing the points to be changed from the mainline into the branch, this was after the frame had been electrically unlocked as well by the power box at bristol. Once the rain was on the line no other train was allowed up the line until the staff was in posession of the train crew, not sure how they used to have two trains on the line?, maybe some one drove back to the junction with the staff?

Andrew · Post by **Andrew** » Wed Feb 22, 2012 5:07 pm

tonyperks wrote:Once the rain was on the line no other train was allowed up

Did the rain make the rails too greasy?

Sorry!

Seriously, this was/is known as the "One Engine In Steam" principle on a dead-end branch where there is only a signalbox at the junction.

Can't comment on two trains at Tytherington.........

buxton4472 · Post by **buxton4472** » Wed Feb 22, 2012 6:46 pm

tonyperks wrote:not sure how they used to have two trains on the line?, maybe some one drove back to the junction with the staff?

...but that would then defeat the whole concept of 'One Engine in Steam' working. Did the Tytherington branch ever use the staff and ticket system? As I recall this enabled the first of two trains to proceed from A to B in the possession of a written 'ticket' authority, once the crew had had sight of the actual staff itself. The second train from A to B would then carry the staff, leaving A only when the signalman at A had been informed of first train's arrival at B.

Tony - you may be interested in a photo I took as a lad at Charfield station in 1964 - see

http://s279723315.websitehome.co.uk/rai ... ersion.jpg

The train is a Cardiff - Bristol TM DMU which had been diverted via Gloucester (Central) because of winter Sunday engineering work in the Severn Tunnel. It had been stopped at Charfield to pick up a pilotman (human token - possibly the guy in the flat cap walking along the platform) to accompany the train to either Rangeworthy or Yate because of single line working south of Charfield. Using this system one train could have been dispatched from Charfield along the single line working section and have been followed by a second once the first train had cleared the section. The pilotman would have given verbal authority to the crew of the first train to proceed and would have then accompanied the second train. This gave much greater flexibility on a main line!

On winter Sundays, it was not unusual for 10 or 12 extra class H or J freights to run between Washwood Heath/Woodford and Westerleigh/ S Gifford/ West Depot trundling south throughout a Sunday and single line working just added to the mayhem. Southbound freights would be tucked away in both up and down loops waiting for paths/space at the yards, and four light engines coupled working back north after delivering their trains were a common sight. Those were definitely THE days!

tonyperks · Post by **tonyperks** » Wed Feb 22, 2012 10:45 pm

Andrew wrote:
tonyperks wrote:Once the rain was on the line no other train was allowed up
Did the rain make the rails too greasy?

Sorry!

Oops my bad didnt read it through after writing, As for two trains at Tytherington yes they used send one up fill it then wait for another to come up the line which would drive right to the end of the headshunt the bit that now looks like a jungle!, then the first train would leave and the second train would propel into the loading gantry, but not sure how that worked as the loop at the quarry doesnt have lockable frame, unless it did of course?

Actually on thought they deffo did run two trains there as i remember getting a cab ride up there on a pair of 37's, then another class 33 train came up with a few ballast hoppers, then after a cuppa and a chat my train left.

tonyperks · Post by **tonyperks** » Wed Feb 22, 2012 10:46 pm

Buxton nice photo, I have never seen a shot from the down platform before always looking from the up, any more ?

buxton4472 · Post by **buxton4472** » Thu Feb 23, 2012 12:43 am

Yes, I've got more photos taken at Charfield during the mid-60s but I'd better start a new thread for them , otherwise I shall be seriously off-topic! You will even see some taken the other side of your garden fence, Tony!

tonyperks · Post by **tonyperks** » Thu Feb 23, 2012 9:40 am

you might want to upload them to the website archive there is a charfield page there.

railwest · Post by **railwest** » Fri Feb 24, 2012 9:41 pm

A number of comments on this topic.....

In a way "One Engine in Steam" (OES) was a bit of a misnomer, as you could have two engines coupled together. Perhaps more logically, as steam engines were phased out the method was renamed "One Train Working" (OTW).

Traditionally most (if not all) examples of OES /OTW working involved the use of some form of physical "token" (using the generic term, rather than a reference to the Electric Key Token (EKT) method of working) such as a wooden or metal staff or a large key etc. More recently, with the widespread control of such lines from remote power boxes, it has been possible in some case to dispense with the physical 'token', the passage of the train into/out off the section being detected by track-circuits and/or axle-counters. As a result, the term OTW is now used for those sections where NO "token" is provided, whilst the term OTS (One Train working with Staff) is used for those where a physical "token" IS provided.

According to the latest info which I have (2004), Tytherington was worked by OTS. That in itself does not preclude the two (or more) train scenario, if - once the first train arrives at Thytherington - somebody takes the staff back to Yate by car/bike/horse or whatever!

buxton4472 · Post by **buxton4472** » Fri Feb 24, 2012 10:37 pm

railwest wrote:According to the latest info which I have (2004), Tytherington was worked by OTS. That in itself does not preclude the two (or more) train scenario, if - once the first train arrives at Thytherington - somebody takes the staff back to Yate by car/bike/horse or whatever!

OK, but does this require the first train being 'locked' into a siding from a ground frame (itself locked by a key on the staff) so that it is physically not able to return and meet head-on with the second train coming with the staff? Extremely unlikely, perhaps, but possible. Presumably this would not be an allowable practice on a branch terminating in a bare single track, in which case strict OTW would surely need to be observed.

railwest · Post by **railwest** » Fri Feb 24, 2012 10:41 pm

Given that we are talking about freight-only lines, I would suggest not.

There could be some nominal location at the approach to the terminal that would be regarded as the end of the OTS section, the remainder being a 'yard' under the control of the private quarry operator (or similar). At that spot there would be a notice board - facing trains leaving the yard - with wording to the effect of "Start of OTS Section - do not pass this board without the train staff".

buxton4472 · Post by **buxton4472** » Sat Feb 25, 2012 12:08 am

Thanks Railwest, Your point regarding freight-only lines makes sense.

tonyperks · Post by **tonyperks** » Sat Feb 25, 2012 12:33 am

railwest wrote:Given that we are talking about freight-only lines, I would suggest not.

There could be some nominal location at the approach to the terminal that would be regarded as the end of the OTS section, the remainder being a 'yard' under the control of the private quarry operator (or similar). At that spot there would be a notice board - facing trains leaving the yard - with wording to the effect of "Start of OTS Section - do not pass this board without the train staff".

There were Boards at Yate and at the quarry saying, STOP wait for Quarry Staff. And the quarry did have its own shunter,(PersoN not Vehicle) I think from memory Mike ....something, I rode to and from the quarry on my Bike with him on his a couple of times, must have been mid 80's