Kilopylae
Member
The entire Tarka Line is no-signalman remote token working.Exeter to Barnstaple has a few sections.
The entire Tarka Line is no-signalman remote token working.Exeter to Barnstaple has a few sections.
Sorry if this is a daft question, but I’m not railway staff. I understand what you’re saying at face value, but presumably this is applicable only in “normal” circumstances? What happens for example if the train in the single line section fails? Is there some sort of “management override” that would allow a second train in to recover the failure?
Blackpool South line is controlled from Manchester ROC using axle counters.The South Fylde line is quite unique as Preston PSB no longer controls the North Fylde line
Corrected, I hope. Apologies.Llanrwst.
Not Llanwrst.
Thank you.
(Named after the Celtic saint Crwst. Not Cwrst.)
I think Cowley Bridge to Crediton isn't?The entire Tarka Line is no-signalman remote token working.
Cheers for that informationBlackpool South line is controlled from Manchester ROC using axle counters.
My knowledge is many years out of date, but you would wait until you had absolute confirmation that the train had failed and would not move, where it was and that it was protected by detonators. You would then arrange for another loco or unit to go in and rescue it. The rescuing driver would be told exactly where the failure was and would run at a prudent speed until they reached the protecting detonators (a quarter-mile from the failure, if I remember correctly), where one of the traincrew would meet them and guide them to the failure.
It was a slow and time consuming process, particularly if the failure was out in the middle of nowhere. Communication was difficult as in a long section there might only be occasional telephones at farm crossings. At least on double-track you could stop a train in the opposite direction and get them to find out what had happened: no chance on single-lines.
It was all organised by signalmen, with the assistance of traincrew and control. Wise management kept well clear and let us get on with it.
Whenever I see the Heysham Boat train pass on the last stretch, it's lunchtime for me and when it passes back it's back to teach some more.The most unusual I have been on was Heysham branch, where (1990s but is it still so?) - there was an actual wooden staff for the line - only used by the ship connection and nuclear flasks. Primitive but never been a signal failure, woodworm may be more of an issue!
I would guess most do - are there any that don't?What about heritage lines, do many use traditional methods with tokens?
Is Yeovil Pen Mill to Maiden Newton and Maiden Newton to Dorchester West still tolen operated?
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.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.
The 'Ratty' (Ravenglass and Eskdale) line and the Bure Valley Railway both use radio dispatch systems, I recall.I would guess most [heritage lines] do - are there any that don't?
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.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.
Yes, as has been posted above, the issue is that in normal working, one machine at Maiden Newton 'receives' all the tokens on the platform where trains from Yeovil arrive, whereas the machine for trains towards Yeovil only tends to 'issue' tokens.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.
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.
What happens at St Budeaux on the line to Gunnislake? Only been on that line once and can't picture the procedure.
Normally one train allowed past Kirkham and Wesham, which limits it to an hourly service, but a golf event by Ansdell and Fairhaven (Seve was playing so it was a few years ago) allowed an half-hourly service by securely splitting the line at the station.Blackpool South line is controlled from Manchester ROC using axle counters.
I've seen the exchange at Rainford, and a hoop was involved.How many remaining lines still use hoops with the token?
See my response above: the sections from Girvan - Dunragit are still tablet as far as I'm aware.* - Mostly key tokens nowadays: I am not sure if there are any electric tablet or staff sections still.
Is it not more accurate to say Nunthorpe to Whitby?I can confirm that the Middlesbrough-Whitby line comes under your third classification. It is operated by the box at Nunthorpe with tokens issued on the "no signalman token remote" basis.
Rainford Jn to Kirkby is a dead end section with shut-in, using key tokens issued from the Rainford Jn box. When a freight train has entered the Knowsley sidings, its token is locked in an instrument there. The signaller can then allow a passenger train into the section.I've seen the exchange at Rainford, and a hoop was involved.
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.It is also possible to have an auxiliary instrument at locations with a signal box, but the reasons for this are varied: avoiding an additional stop at the signal box, avoiding signalmen having to leave a busy box, the possibility of trains on another line blocking the signalman’s path, etc. .
Correct.My knowledge is many years out of date, but you would wait until you had absolute confirmation that the train had failed and would not move, where it was and that it was protected by detonators. You would then arrange for another loco or unit to go in and rescue it. The rescuing driver would be told exactly where the failure was and would run at a prudent speed until they reached the protecting detonators (a quarter-mile from the failure, if I remember correctly), where one of the traincrew would meet them and guide them to the failure.
It was a slow and time consuming process, particularly if the failure was out in the middle of nowhere. Communication was difficult as in a long section there might only be occasional telephones at farm crossings. At least on double-track you could stop a train in the opposite direction and get them to find out what had happened: no chance on single-lines.
It was all organised by signalmen, with the assistance of traincrew and control. Wise management kept well clear and let us get on with it.