Staff & Ticket Operations
Embedded Files
Since its earliest days the Isle of Man Railway has operated its trains using the Staff & Ticket method of safeworking, and continues to do so to this day. What follows is an extract from the 1922 Rules & Regulations (left) issued to all staff, outlining this simple but effective method accompanied by a number of illustrations to show the various Train Staffs, Train Tickets and Ticket Boxes as well as the passing of Train Staffs at the intermediate stations. In this case “Ticket” bears no relation to travel tickets.
In summary, this system ensures that only one train can be in each respective section at any one time, thereby avoiding collisions; there is only one Staff for each section which is carried on the last train departing, any number of earlier departures can be dispatched on a Train Ticket as detailed below. When some stations are closed, more than one Train Staff for that section are bound together and carried on the locomotive and considered as one complete section. For instance, the section today between Port Erin and Castletown includes Colby which is not usually “open” so two staffs are combined as one, available to be split when required.
From The Rule Book (1922)
Rule No.87
On Single Lines of Railways, where Trains run in opposite directions over the same Main Line, there is always a possibility that two Trains might meet and come into collision between stations, unless proper Rules and Regulations be provided and observed for the safe running of such Trains and experience has shown that it is not a sufficient safeguard to depend altogether upon Time Tables, or even entirely upon the arrangements of skills officials; because, in the former case, Trains must sometimes be run out of time and order, and, in the latter case, because the most careful of men are liable to make miscalculations. The following simple play has, therefore, been devised:- That every Train working on the Main Line in either direction should always carry a certain Staff on the Engine; and, as only one Engine could have this staff at a time, and no Engine should be allowed to travel on the Main Line without it, the Driver could always be sure that, so long as he had this Staff in his possession he had the Line to himself, and, therefore, there could be no fear of of meeting another Train on the road.
Rule No.88
It has, however, been found desirable to modify this rule to some extent, and to have supplementary Staffs in the form of printed Tickets, with which any number of Trains might proceed over the Line in the same direction - that is to say, following each other - each having one having these tickets, so long as the main Staff itself remained at the starting point; but once this main Staff itself has been sent away from this point, no other Train should he allowed to depart from the starting Station until the Staff has been brought back again. Thus any number of Train, might follow each other in the same direction but they could never meet. This is called the Train Staff and Ticket System, and it has been elaborated according to the following set of Rules, which are to be strictly adhered to by the Officers and Servants employed by this Railway.
Rule No.89
The Railway may be divided into any number of Staff Sections of any length, as the Manager may from time to time direct. For each Staff Section a Staff is provided, labelled “------- Station and ------ Station” the two end of the section of Line of which it is intended to travel; and at the Station at each end of this section is provided a box containing Staff Tickets, which box can only be opened by using the Staff itself as a key. This latter arrangement is to prevent a Train being sent away by mistake from a Staff Station with a Ticket unless the Staff itself is certainly there. Still further to distinguish the different staffs they are, besides being labelled, made of different shapes, and painted different colours, and the Staff Box are labelled and painted to match the Staffs.
Rule No.90
No Train or Engine must be permitted to leave any Train Staff Station unless the Staff for the portion of the Line over which it is to travel is then at the Station. (For exception to this rule, in case of accident, see Rules Nos. 105 and 111.)
Rule No.91
Any number of Trains may be dispatched from a Staff Station - but at intervals of not less than ten minutes - with Tickets so long as the Staff itself is there; but once the Staff has been sent away, no Train may be permitted to leave until it is brought back again. (Exception to this in case of accidents, same as for Nos. 1o5 and 111).
Rule No.92
Only one Ticket must be taken from the Staff Box at the one time. The must be locked after each Ticket is taken out, and not again opened until it is necessary to obtain another Ticket. All spare tickets must be kept under lock and key and in the care of the Station Master or person in charge of the station.
Rule No.93
The Station Master of Officer in charge of the Station for the time being, is the sole person authorised to recevie deliver the Staff, and to make out and sign Staff Tickets; and he is alone responsible to see that a Train is not sent away with the Staff when it should have had a Ticket, and vice versa.
Rule No.94
The Staff or Ticket is to be carried on the Engine, and the first responsibility in regard to travelling without it rests with the Engine-driver. He has simply to bear in mind that he is Not to Start until one or the other has been handed to him, and handed by the right official.
Rule No.95
An Engineman, with a Train or Single Engine, must not leave a Station until he has received the Staff or Ticket, which he not to take from any other person the Station Master, or the person in charge for the time being. After receiving the Staff or Ticket, he must not start until the usual signal has been by the guard that the business of the, Train is complete. When a Station Master hands a Ticket to an Engine Driver, he must at the same time show him the Staff for the same Section, so that the Driver may be sure that the Staff for that Section is at the Station. The Guard with a Train must not give the Signal to Start from a Station until the Engine Driver has shown him the proper Staff or Ticket.
Rule No.96
The Station Master must, immediately upon receipt of all Staff Tickets, cancel the same, ad at the end of the day send them to the Manager's Office.
Rule No.97
The receipt of the Staff or Ticket by the Driver is no to be considered as a signal to start; he must await the usual signal from the Guard.
Rule No.98
Ballast or Engineering Train: Trains stopped to work on the road must always carry the Staff itself with them.
Rule No.99
No Train with a Staff Ticket may stop to workon the road, but must proceed direct to its destination, as set forth on the Ticket.
Rule No.100
The Ballast Men working with the Train are in charge of the Permanent Way Inspector, who will inform the Guard when and whither he wishes to proceed.
Rule No.101
The Guard of the Ballast Train is the officer in charge of its movements, but, in addition, the Engine-driver and the Station Masters concerned, will be held responsible for the provisions of the Staff Regulations being accurately carried out.
Rule No.102
The Ballast Train may Shunt for any Regular Trains at any Staff-Station, but must always be safe in the siding fifteen minutes before the Regular are due.
Rule No.103
The Ballast Train is not to approach the Regular Train on the road nearer than ten minutes' run that is, for example, if it is found to be expedient to despatch the Regular Train with a Ticket, and Ballast Frain following with the Staff may not start until ten minutes after the departure of the Regular Train with a Ticket; or if the Ballast Train precedes the Regular Train with a Ticket, it must start ten minutes before the Regular Train.
Rule No.103a
Station Masters at Staff Stations may, at the request of the Guard of the Ballast Train, issue a Staff Ticket for either Regular Train or Ballast Train - provided there be the prescribed interval of ten minutes between them - but as no Train, with or without Ticket, can leave a Station unless the Staffitself is at that Station, care must be taken that the Staff shall always be punctually at the point required, so as not to delay the Regular Trais by compelling them to wait for it.
Rule No.104
An Engine-driver, Guard, or Station-Master, concerned in leaving a staff station without Staff or Ticket, or carrying them beyond their section, will be liable tc a fine, suspension, or dismissal, at the option of the Railway, although no accident may arise.
Rule No.105
If by mistake a Train should be sent away with the Staff that should have been despatched with a Ticket, and the delay of the following Train that should have carried the Staff would be attended with very serious inconvenience, the following Train may be despatched without the Staff or Ticket, by written instructions from the Manager or Inspector, if in their judgment, or having made arrangements by telegraph or telephone, they are satisfied that no risk will be incurred thereby; but no other officer is to undertake this responsibility; and if the before-mentioned should ever occur, and neither Manager nor Inspector are at hand to rectify it, the Staff must be left to find its way back, at the discretion of those in possession of it, be result and inconvenience to the delayed Trains what it may.
Rule No.106
Notwithstanding that the Staff and Tickets are to be indispensable, the Telegraph or Telephone must be used under the regulations in force to announce the departure of every Engine or Train.
Rule No.107
No Train must be allowed to leave a Station until the Train immediately preceding it has arrived at the next Station and ha so been announced by Telegraph or Telephone.
Rule No.108
When Trains are assisted by a Pilot Engine, the Pilot or front Engine will carry the Staff.
Rule No.109
In the event of an Engine breaking down between two Stations, the Fireman is to take the Staff to the Station in the direction whence assistance is expected, that the Staff may be at the Station on arrival of the assisting Engine.
Rule No.110
But in cases where assistance can be more readily obtained at a Station other than the one at which the Staff is resting, immediate steps must be taken to have the Staff transferred to the other end of the block. The Fireman is to accompany the assisting Engine to the place where he has left his own Engine. The Rule referring to the duties of the Guard and Brakesman (Rule 53) will apply to the Engine-drive and Fireman, who must return immediately to the Engine after fixing the Signals.
Rule No.111
Should the accident be of such nature as to block the road, and the traffic is likley to be stopped for any considerable time, speciall arrangements must be made for workings the Trains to and from the point of obstruction on either side. The Train Staff Regulations to be carried out on that side where the Staff happens to be at the moment of the accident. On the other sie, the traffic to be conducted by a Pilotman, to be appointed in writing and the Station Master at each Staff Terminal to have a copy of the memorandum.
Rule No.112
When the road is again clear, no Train must be allowed to pass the point of obstruction without the Staff or the Pilotman. The Pilotman to accompany the Train Carrying the Staff to the Staff terminal, when the traffic will be conducted according to the usual Staff Regulations.
Passing the single line staffs at Castletown Station between the crews of No.4 Loch and No.13 Kissack which is still carried out on a daily basis today, all scheduled services crossing here since the closure of Ballasalla Station in 2015.
The single line staff covering Douglas - Crosby (Union Mills Station latterly being out of use for passing trains) showing the protruding crude “key” which allowed access to the respective ticket boxes, being placed at different points on each of the staffs.
The driver of No.8 Fenella on receipt of the Castletown - Port Erin staff for safe onward travel, showing the Colby portion which is bolted together as one unit when that particular loop is not in use, as below.
The modern combing Staff for the Castletown - Port Erin sections which since the closure of Colby Station has been fitted as one piece, split on the odd occasion when this loop is used, commonly for photographic charters. The present version of this staff is held together with magnets rather than the previous nut and bolt arrangement.
Passing the single line staffs at Ballasalla Station between the crews of No.4 Loch and No.13 Kissack with driver Jeffrey Kelly.
A previous incarnation of the Douglas - Ballasalla staff in use between 2005 and 2015 also showing the banking tag and ticket which is affixed to the staff when a banking locomotive is attached to heavier trains acting as a reminder to all staff. Note the three central sections: Douglas-Port Soderick, Port Soderick- Santon and Santon-Ballasalla.
Used Train Ticket giving permission to a train to proceed between Ballasalla and Port Erin from 1978, note the staff will follow by “special” at 11.25am indicating an extra train was operating in addition to scheduled services.
The driver of No.13 Kissack exchanging single line staffs with the driver of No.11 Maitland at Castletown Station, a daily occurance in season; note the “greedy board” on No.13 for the retention of coal on the footplate floor.
A variant of train ticket from 1978 with the original stations Douglas - Union Mills crossed out, illustrating how old stock was used up long after the closure of the Peel Line; signed by well-known employee Bobby Cowin.
The Station Master passing the staff onto the footplate of of No.4 Loch at Castletown Station ; the Castletown - Port Erin staff can just be glimpsed protruding from the footplate.
One of the surviving boxes covering Douglas -Union Mills which held the Train Tickets and could only be opened when the Station Master was in possession of the respective Staff. Each box was painted a different colour corresponding to its staff for each section, when all colours were used a variety of two-tones were used featuring stripes to differentiate them.
Train Staff Sections
the following represents the maximum extent of Staff Sections, though it was common for some stations to remain “closed” as sections (though they could remain manned), notably Union Mills, St. Germain’s, Crosby and various south line stations were so treated latterly, except when used for the crossing of additional trains as remains the case to this day.
The corresponding Train Tickets, left, illustrate how sections were also colour coded, though this practice fell out of use latterly with the majority of staffs simply brown; note the various stripes, these were applied effectively when all the basic colours were exhausted to differentiate the various sections, ticket boxes were similarly coloured. The black line indicates how closed line tickets were reused, in this instance covering Union Mills. Train numbers were odd from Douglas and even from out-stations,
The Peel Line
Douglas - Union Mills - Crosby - St. John’s - Peel
The South Line
Douglas - Port Soderick - Santon - Ballasalla
Castletown - Colby - Port Erin
The North Line
St. John’s - St. Germain’s - Kirk Michael
Ballaugh - Sulby Bridge - Ramsey
The Foxdale Line
* Having no intermediate passing places the Foxdale Line would still have operated to Staff & Ticket regulations; unlikely as it may have been, a first train could travel to the outer terminus and be followed by a second train carrying the staff. Whether in practice this was the case is unknown, no Staff Tickets for this line have come to light.
Pathing Diagrams
These plot our any given day's train movements, this example being from the 2013 Rush Hour event being particularly complex to illustrate how each train operates; Douglas is at the top with each train crew colour-coded; where the diagonal lines intersect is a crossing place, so for instance the first (“down”) departure crosses the inbound (“up”) train at Castletown, and so on - this in turn passes another service at Ballasalla.
The presence of horizontal lines, here in blue and yellow, indicate a layover at an intermediate station, so No.9 train departs Port Erin as far as Castletown only where it lays over and returns as No.11 train, on a ticket as shown by the dotted line. Rakes are also lettered for clarification but this would not usually be the case on a normal operating day.
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