Digitized by the Internet Archive in 2016 https://archive.org/details/generalregulatio00grea_0 GREAT NORTHERN RAILWAY. Circular No, 10,289a. GENERAL REGULATIONS FOR WORKING THE ABSOLUTE BLOCK TELEGRAPH ON DOUBLE LINES OF RAILWAY. LONDON : WATERLOW & SONS LIMITED, PRINTERS, LONDON WALL. 1897. GENERAL REGULATIONS. Object of block system. Normal position of fixed signals. Normal position of indicators. The object of the system of block telegraph signalling is to prevent more than one train being in the section between two signal-boxes on the same line at the same time. The signalling of trains on the block tele- graph system does not in any way dispense with the use of fixed, hand, or fog signals, whenever and wherever such signals may be requisite to protect obstructions on the line. The normal position of fixed signals is danger. They must not be taken off until the signalman has ascer- tained that the line on which the train or light engine has to travel is clear except as in clauses 14 , 16 , 19, 25, 34 or 37. DIAGRAM OF DIALS. When the needle of the instrument of the section ahead is vertical, as shewn above, the line must be con- sidered blocked. U? Ui o- i ^r r{ (S56-Z 5S 3 When not in use the handle must be upright and the needle vertical indicating Line blocked. The handle must not be touched except to send or receive signals. On the needle being set to Entering 1 Section or Line clear it must be pegged over. When the needle has been pegged to Line clear, it must not, except as autho- rised by regulation 12 or in case of failure of the bell, be unpegged until the proper bell signal has been tendered and accepted from the box in the rear. When a needle has been pegged to Entering* section, it must not be unpegged until the train has passed the signal-box unless the Cancelling* signal has been accepted from the box in the rear. Block instruments and bells must be used exclusively for the purposes shewn in the block telegraph regulations, and must not under any circumstances be used for convers- ing. They must only be used by the signal- man or other person specially appointed for the duty. The movements on the block instruments and bells must be made slowly and distinctly, and the pauses between the sets of beats clearly marked. Each signal must, on receipt or despatch, be entered in the train register book in ink. Erasures or alterations are forbidden. If a wrong entry be made, the pen must be drawn lightly through it and the correct words or figures written above or below. 670012 4 m CO CO $ 02 © s m 52 PI £ O © lO 02 CO 02 m 3 M g s ,P <3 j : ^ c3 4-> g * o <3 r© © : * o iO O LO CO CO lO KD . 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When the Is line clear signal is not acknowledged, it must be given again at short intervals. 3 — A, B, and C represent three consecu- Mode of tive block signal-boxes, and the process of by^iock 8 signalling a train is as follows : — telegraph. Prior to the despatch of a train from “A,” the signalman there, provided he has received the Train out of section signal for the previous train and the block indicator is in its normal position, must call the attention of “ B,” and, having obtained it, must give the proper Is line cleaP signal ; if the line be clear at “B,” the signalman there must acknowledge the signal and peg the block indicator to the Line clear position. The signalman at “ A ” may then, if the line be clear, take off his signals for the train to leave “ A.” On the train leaving “ A ” the signalman 8 Mode of there must send the Train entering* section by biock g signal to “B,” and the signalman at “B ” must % continued~~ acknowledge the signal and peg the block in- dicator to Train entering* section position. “ B ” must then, provided he has received the Train out of section signal for the previous train and the block indicator is in its normal position, call the attention of “ C,” and, having obtained it, must give the proper Is line clear signal to “ C.” On receiving permission from “ C ” for the train to approach, “ B ” may take off his signals for the train to proceed to “C,” and, as soon as the train has arrived at or passed “ B,” or been shunted clear of the main line at “ B,” the signalman there must call the attention of “ A,” and, having obtained it, give the Train out of section signal to “A.” See regulation 10. Where the sections are short, the Is line Clear signal must be sent forward where necessary to avoid delay to the train, as soon as it has been acknowledged and before the Train entering* section signal has been received, provided the signalman forwarding the signal has received Train Out of Section for the previous train. Is line clear signal must not be sent more than seven minutes in advance of any train. Line clear 4 — Unless special instructions are given peraiissKjn to the contrary, the line must not be con- for a train sidered clear, nor must a train be allowed to to approach 9 Approach from the signal-box in the rear, in accordance with regulation 3, until the pre- ceding train has passed at least a quarter of a mile beyond the home signal, nor until all the points over which the approaching train has to pass have been placed in their proper position, and the line is clear for at least a quarter of a mile ahead of the home signal, and the previous train is proceeding on its journey. Where the signal-box in advance is less than a quarter of a mile ahead, permission for a train to approach must not be given to the signal-box in the rear until the Train Out Of Section signal has been received from the signal-box in advance. After permission has been given for a train to approach in accordance with rule 3, no obstruction of the line on which such train requires to run must be allowed until the train has been brought to a stand at the home signal, or has passed into the section in advance, or the Cancelling’ signal has been received from the signal-box in the rear. If the line be not clear, or if from any other cause the signalman be not in a position to give permission for the train to approach when the signalman in the rear forwards the Is line CleaP signal, that signal must not be acknowledged until the signalman to whom the signal has been sent is prepared to receive the train, when he must repeat Is line Clear signal, wait Line clear or giving permission for a train to approach — continued. Line clear, &c. — continued Junction working. 10 for signal correctly re- peated, and then give permission for the train to approach in accord- ance with the prescribed regulations. Two trains which can cross or foul each other must not be allowed to approach a junction at the same time. Thus when Line clear has been given by “ C ” to “ A,” no train must leave “B” until that from “A” has passed the junction and cross- in g “ D,” and is a quarter of a mile past the home signal, and continuing its journey. When Line clear has been given by “ C ” to “ B,” no train must leave “ A ” until that from “ B ” has passed the junction and cros- sing “ D ” and is a quarter of a mile past the home signal, and continuing its journey • 3 II nor must any train be allowed to leave “ E ” in the direction of “ A ” until that from continued. “ B ” has passed the junction. When Line Clear has been given by “ C ” to “ E ” for a train from “ E ” to “ A,” no train must leave “ B ” until that from “ E ” has passed the junction and is proceeding towards “A.” When a train has been stopped at a junction home signal, it may be kept there to allow another train of greater importance to pass the junction first. This signal must only be used as provided for Section in regulations 8 and 9 or where it is specially stationer authorised by instructions from the General junction Manager or Superintendent of the line. 5 — When the line is clear to the home signal, and it is necessary for a train to be allowed to approach cautiously in conse- quence of an obstruction existing ahead of the home signal, or from any other cause, the Is line Clear signal must not be acknow- ledged in accordance with regulation 3, but the Section clear but station or junc- tion blocked signal must be given, and when this signal has been acknowledged, the block indicator must be pegged to the Line clear position. The signalman re- ceiving this signal must (if the train has not already passed the home signal to- wards the starting or advanced starting signal) bring the train to a dead Stand at the home signal, and verbally instruct the driver that the section is clear, but 12 Section clear but fetation junction blocked — continued. the station or junction ahead is blocked, A green flag by day and a green light by night must at the same time be exhibited to the driver, and the necessary fixed signals lowered to give permission for the train to proceed. The Train entering 1 see- tion signal must then be given and acknowledged, and the block indicator- pegged to the Train entering 1 section position. Where the home signal is at such a dis- tance from the signal-box that it is not possible for the signalman to communicate verbally with the driver when the engine is standing at the home signal, the signalman must, after bringing the train to a dead Stand at the home signal, lower it to allow the driver to draw up to his signal-box, and must stop the train at the signal-box by ex- hibiting a red flag by day and a red light by night. The driver must then be verbally instructed that the section is clear, but the station or junction ahead is blocked ; after which a green flag by day and a green light by night must be exhibited to the driver,, and the necessary fixed signals lowered to give permission for the train to proceed. If a train is assisted by an engine in the rear, a green flag by day and a green light by night must also be exhibited to the driver of the engine in the rear of the train. Except where special instructions are issued to the contrary, when a train has* passed the signal-box and is brought to a 13 stand at the starting signal or the advanced starting signal, the driver must understand that the lowering of the starting signal or the advanced starting signal is an indication that the line is only clear to the home signal at the signal-box in advance, and that he must regulate the speed of his train in the same way as if he had been verbally in- structed to proceed under the Section clear but station or junction blocked signal. When some time is likely to elapse before the train for which the Is line Clear sig- nal has been sent will be ready to enter the section, the Section clear but station or junction blocked signal must not be acknowledged, but when the train is ready to enter the section, and before it is allowed to do so the Is line clear signal must be again sent in order to give the signalman at the box in advance an opportunity of receiving the train under regulation 3, if the circumstances are so altered as to admit of his doing so, 5a — Two trains which cross each other’s track must not be allowed to approach a right-angled level crossing (as Lincoln, Mur- row, Newark or Retford) at same time. When Line Clear has been given for one such train, Is line Clear must not be accepted for the other until the first has passed over and is clear of the crossing. Section clear but station or juncti n blocked— continued P Right- angled rail- way crossings. 14 Bank engine in rear of train Engines coupled together. Ballast train re- quiring to stop in section. Platelayers’ lorries going through tunnels. 6 — ( Not in operation on G.N.JR.) 7 — Whenever it may be necessary to detach one engine from another on the main line, the driver of each engine requiring to be detached must, before uncoupling , verbally communicate with the signalman and make him clearly understand what is about to be done, and in what direction the uncoupled engine or engines will proceed. 8 — When a ballast train has to stop in a block section for permanent- way purposes, the signalman must give the prescribed Is line Clear signal, and the signalman at the box in advance must, if the line be clear to the home signal, give permission for the train to approach his box in accordance with regulation 5. When a ballast train which has been signalled as a through ballast train requires to stop in the section for permanent- way purposes, and comes to a stand at a signal-box to enable the guard to inform the signalman that his train is going to stop on the main line in the section in advance ( see rule 320 in the book of rules and regulations ), the signalman must give the Cancelling’ signal, and when the signal has been acknowledged he must signal the train as a Ballast train requiring to stop in section. 9 — When it is necessary for a platelayers' lorry to go through any of the tunnels specially enumerated below, it must be 15 signalled on the block instruments in ac- cordance with the authorised code, and the signalman at the box in advance must, if the line be clear to the home signal, give permission for the lorry to approach his box in accordance with regulation 5. No train must be allowed to enter the tunnel on the same line until the Train out of section signal has been received from the signal- box in advance, to indicate that the lorry has left the tunnel and has passed the next block signal-box, or been taken off the rails. Should the lorry after passing through the tunnel be removed from the rails before reaching the next signal box, the ganger must go forward and inform the signalman that the lorry is clear of the line. If, however, time would be saved, the ganger must return to the signal-box in the rear and inform the signalman that the lorry is clear of the line ; the signalman must then send the Cancelling’ signal to the signal box in advance. The tunnels referred to are : — Hotel curve (King's Cross ) . Metropolitan (ditto). Gas works (ditto). Copenhagen. Canonbury. Wood green. Barnet Hadley (S. N.) Potters Bar. Welwyn . Highgate ( E. $W.) Stoke. Peaseliffe . Gonerby. Sneinton. Thorneywood. Sherwood. Ashwells. Mapperly. Watnall Platelayers’ lorries going through. tunnels — continued. 16 Platelayers’ lorries going through tunnels — continued '. Train out of section. The tunnels referred to ( continued ) : — Morley. Armley. MicMeover. Wakefield road . Hose. Ripley Street. Thurnby. Manchester road. Stanningley .. Clayton. Ardsley. Northbridge. Karlsheaton. Lee bank. Dewsbury. Wellhead. Batley Carr * Hamershill. Birkenshaw. Doe park. Gildersome . Keighley. Platelayers’ lorries must not enter Lees- moor or Queensbury tunnels. 10 — Trains must not be considered out of section and the Train out Of Section signal must not be given to the signal-box in the rear until the last vehicle of the train (or the last vehicle of the “ slip ” portion of the train), with tail lamp attached, has passed the signal-box and is within the home signal, or the train has been shunted clear of the main line. When the last vehicle of a train does not pass the signal-box, before it has been shunted into a siding, or when a train has been brought to a stand within the home signal, and it is necessary to give the Train OUt Of Section signal before the train passes the signal box, the signalman must, before giving such signal, ascertain from the guard or shunter in charge of the train that the whole of the train, with tail lamp attached, has arrived, and the guard or shunter will be held responsible for giving this information 17 to the signalman ; the fireman being similarly responsible in the case of a light engine. During foggy weather or falling snow, the Train out of section signal must not, except where special instructions are issued to the contrary, be given until the train has pro- ceeded at least a quarter of a mile beyond the home signal, and is continuing its journey, or has been shunted clear of the main line. See circular for special working at junction stations. 11 — Should an unusual time elapse after the Train entering* section signal has been received without the train so signalled coming in sight, the signalman must, if there is a tunnel in the section in which the train is running, prevent any train in the opposite direction proceeding on its journey until he has ascertained that the line on which it has to run is clear ; and if there is no tunnel in the section, the signalman must stop the first train proceeding in the opposite direction, and inform the driver of the circumstance, and, after the necessary signals have been sent and acknowledged, instruct him to pro- ceed with caution. 12 — Should it be necessary, in consequence of obstruction or other cause, for an ap- proaching train to be stopped at the signabbox in the rear, the Obstruction danger signal must be forwarded to that box and the block indicator placed in the Line blocked Train out of section— continued. Course to be pursued when a train is un- usually long time in a section. Obstruc- tion danger signal. 18 Obstruction danger signal — continued . Blocking back. position. The signalman receiving such signal must immediately exhibit the Danger signal and take the necessary measures to stop the approaching train ; he must not allow the train to proceed until he has received from the signal-box in advance the Obstruction removed signal, nor until the proper block signals have been sent and acknowledged. Should there be reason to suppose that both lines are fouled, the signalman must send the Obstruction danger signal in both directions, and where there are parallel running lines the requisite steps must be taken to stop the trains running on any line that may possibly be obstructed. Should a signalman receivingtheObstruC- tion danger signal succeed in stopping a train for which the Is line Clear signal has been accepted by the signalman at the box in advance, he must at once advise the < signalman at that box by giving the Can- celling signal. This signal must be acknowledged, but the block indicator must be maintained at the Line blocked position until the ob- struction has been removed. The signalman forwarding the Obstruc- tion danger signal must place or main- tain his signals at danger to protect the obstruction. 13 — ( Not in operation on G.N.R.) 19 14 — Should a signalman receive informa* tion from the fireman or guard of a disabled train that a second train is required to enter the section to assist the disabled train, or should it be necessary for the break-down van train to enter a section obstructed by accident or otherwise, the second train or the break-down van train, as the case may be, may, after having been brought to a stand and the driver informed of the circumstances, be allowed to enter the section under the following arrangements : — The signalman must inform the signalman at the box in advance of the circumstances, and give the Train entering* section signal on the bell to the signal-box in advance, and after it has been acknowledged he must note the circumstance in his train register book, and then allow the second train to enter the section. The signalman at the box in advance must also note the circumstance in his train register book, and must not give the Train out of section signal until both trains have arrived. The guard of the train requiring assistance must ride on the engine of the second train, and point out to the driver the position of the disabled train. The second train must run at reduced speed, and great caution must be observed by all concerned. When the Train Out of Section signal is received from the signal-box in advance, and permission has been obtained for another train to proceed, such other train must be stopped at the signal-box in the rear, Section obstructed by accident or by dis- abled train 20 Section obstructed, &c. — continued. Break-down van trains and engine replacing or assisting disabled engine. When block telegraph may be suspended for single line work- ing. and the driver instructed to proceed cautiously through the section. 15 — To prevent delays, breakdown van trains when proceeding to clear the line must be signalled as express passenger trains, the Shunt train for following* train to pass signal being given whenever the sections in advance are occupied by trains which the break-down gang must pass to reach the scene of accident. The same course must be adopted in the case of one engine proceeding to take the place of another that has failed, or of an engine, with or without a train, when sent forward to render assistance in case of failure or accident to preceding trains. 16 — Should any obstruction occur necessi- tating the working of single line, and it is necessary to suspend block telegraph working, this must be done only by an order in writing from the person in charge who arranges the single line working ; but during foggy weather or falling snow, or when a tunnel intervenes, or the gradients are heavy on the section of the line where the traffic has to be worked on a single line, block telegraph working must be maintained, the up trains being signalled on the up line block telegraph circuit, and the down trains on the down line block telegraph circuit, or the pilotman must accompany every train passing over the single line. On the working of the 21 double line being resumed, any order sus- pending the working of the line by block telegraph is to be cancelled by a written notice in the same manner and at the same time as the order for working single line is cancelled. 17 — If a signalman observe anything unusual in a train during its passage, such as signals of alarm by a passenger, goods falling off, a vehicle on fire, a hot axle-box, or other mishap, except a tail lamp missing or out , or a train divided, for arrangements as to which see regulations 19 and 20, he must give to the signalman at the signal-box in advance the Stop and examine train signal, and must himself exhibit his signals to stop any train coming in the opposite direction ; and the signalman at the signal-box in advance must acknowledge such signal, and immedi- ately exhibit the danger signals to stop any train coming from or going towards the signal-box from which the signal was received. The train, when stopped, must be carefully examined and dealt with as occasion may require ; should any train going in the opposite direction have been stopped, it must be allowed to proceed after satisfactory evidence has been obtained that the line on which it is about to run is not obstructed. Should the signalman who receives the Stop and examine train signal be unable to ascertain after examination of the train why the signal was sent, he must inform the When block telegraph working may be suspended for single line work- ing— continued. Stop and examine train. 22 stop and driver of the first train travelling in the train- opposite direction of the circumstances, and continued. i ns truct him to proceed cautiously to the next signal-box. Where practicable, the signalman must also telegraph or telephone the signal-box in advance the cause of sending the Stop and examine train signal. Signalmen must be careful to notice each train as it passes, to ascertain whether there is any apparent necessity for having it stopped at the next signal-box for examination. Should either signalman have reason to think , in the case of a vehicle being of the rails , or goods falling from the train , that the permanent way has been injured or fouled , he must not allow a train to proceed until the line has been examined , and he is assured it is safe for the passage of the train. Cancelling 18 — Should it be necessary to cancel the Is line clear or Entering 1 section signal, the Cancelling 1 signal must be forwarded, and the signalman receiving the signal must, after acknowledging it, place or maintain the block indicator in its normal position, and an entry must be made in the train register book recording the fact of the signal having been cancelled. The Cancelling* signal must not be used unless the Is line Clear or Train entering* section signal has been acknowledged or accepted. This signal must only be used in cases where a train has been signalled to the signal-box in advance and 23 it is found that such train will not proceed Cancelling in the usual course. continued. No signal must be considered cancelled except with the consent of the men at both boxes and before any train is allowed to proceed the usual signals must be again exchanged and accepted. 19 — All trains and light engines will Train carry a tail lamp in the rear, both by day without and by night, to indicate to the signalman tail lam P- that no vehicle has become detached on the journey, and signalmen must carefully watch each train as it passes, and satisfy themselves that it is complete before giving the Traill OUt Of Section signal to the signal-box in the rear. Should a train pass a signal-box and the signalman be unable to satisfy himself whether or not the tail lamp is on the train, he must immediately exhibit the danger ' ^ signal, ~~ and stop the first train going in the opposite direction, informing the driver what has occurred, and instructing him to proceed cautiously so as to avoid danger in the event of any portion of the train having fouled the line on which he is running. The signalman must also send the Train passed without tail lamp signal (9 consecutive beats) to the signal-box in advance, and must not give the Train out of section, signal to the signal-box from which the train without tail lamp has arrived, but must call the attention of the signalman there in the usual manner, and, on gaining attention, must give 24 the Train passed without tail lamp without tail sig nal (4 —5). Continued I* 1 suc ^ a case the signalman at the box in the rear may give Is line Clear for a following train, although he has not received the Train out of section signal. The signalman at the box in advance, on receiving the Train passed without tail lamp signal, must acknowledge it, and place his signals at danger to stop the approaching train, advising the guard and driver of the circumstances. If, where the sections are short, a signalman receiving the Train passed without tail lamp signal of 9 consecutive beats, finds that he cannot stop the train except by bringing it to a sudden stand he must not place his signals to danger, but, as the train is approaching, send the Train entering* section signal to the signal-box in advance and immediately follow it with the Train passed without tail lamp signal. When the signalman who sent the Train passed without tail lamp signal (4—5) receives Is line Clear for the following train (unless in the meantime he has received intima- tion from the signal-box in advance that the train has arrived complete), he must not ac- knowledge it in the usual way, but must repeat the Train passed without tail lamp signal (4 — 5), and peg the block indicator to Line clear. The signalman in the rear receiving this signal must stop the train and verbally instruct the driver to proceed 25 cautiously to the next signal-box in advance, Train^ informing him why it is necessary that he without tail should do so, and then give the Train enter- ing* section signal. As soon as the train, the driver of which has been cautioned, has passed the signal-box from which the Train passed without tail lamp signal was sent, the signalman there must give the Train Out Of Section signal, and the signalling of the trains must then be resumed in the ordinary manner. Should, however, the signalman sending the Train passed without tail lamp sig- nal receive an intimation from the signal-box in advance that the train has arrived complete, he must, if he has not in the meantime given permission for a following train to leave the signal-box in the rear, call the attention of the signalman at that box and give the Train out of section signal. If a train should pass with a tail light out when it should be burning, and the signalman can plainly see the lamp, and is satisfied that the train is complete, he must give the Train OUt Of Section signal to the signal-box in the rear, and the Train passed without tail lamp signal (9 consecutive beats) to the signal-box in advance, and, where practicable, also telegraph or telephone to the signal-box in advance, stating that the lamp is not missing, but out. In such a case it will not be necessary for the signalman sending the signal to stop any train going in the opposite direction, but the signalman in advance must 26 passed s ^op approaching train and inform the without tail guard of the circumstances. Should a train that is appointed to convey a slip portion pass a signal-box without the proper slip tail signals (unless it be the box immediately preceding the station where the portion has to be slipped, for instructions as to which see following clause), the signalman must assume that the slip portion has become detached, and send to the signal-box ahead the Train divided signal, and to the signal- box in the rear the Train passed without tail lamp signal ; If the signalman in ad- vance finds on the arrival of the train that the slip portion has broken away, he must tele- graph or telephone to the signal-box ahead “ Slip portion broken away, train travelling without it,” and this message must be repeated from signal-box to signal-box, as the train passes, as far as the slip portion would have run, the train itself being signalled and the line cleared in the usual way. Should the slip portion be afterwards sent on by special engine it must be signalled as a passenger train. Should a train that is appointed to convey a slip portion be without the proper slip tail signals when it passes the signal-box next in the rear of the station at which the portion is to be slipped, the signalman must not send forward the Train divided signal, but must only send the Train passed without a tail lamp signal to the signal-box in the rear. He must then ask the signalman in advance 27 on the speaking instrument, “Has slip portion arrived complete? ” If the reply is “ Yes,” without he must send the Train OUt of section conViBMd 7 signal to the signal-box in the rear ; but if the answer is “No,” he must immediately telegraph or telephone to the signal-box in the rear “ Slip portion not arrived.” 20 — In the event of a signalman observ- Train ^ ing that a train has become divided and is running in two or more parts, he must at once place his signals at danger to stop any train in the opposite direction, and send Train divided signal to the signal-box in advance. If the train is assisted by an engine in the rear, or is running on a falling gradient or between short sections where the stoppage of the first part would risk a collision with the second part, the signalman receiving such signal must immediately exhibit the danger signal to stop any train going towards the signal-box from which the signal was received, but if the line on which the divided train is running is clear ahead for it to run upon, he must not exhibit the signals to stop the first portion, but must give the driver a green signal, either by flag or hand lamp as occasion may require, waving the signal slowly from side to side. The driver, on seeing the green signal waved slowly from side to side, will understand that his train is divided, and must exercise great caution by looking out for the second portion, and un- less he has reason to believe the line is not 28 Train divided — tontinued. clear ahead, must not stop the portion attached to his engine until he is satisfied that the rear portion has been stopped, or is running very slowly. He must, however, observe and obey any signals that may be exhibited against him. So soon as the first portion of the train has passed, the signal- men sending and receiving the Train divided signal must take proper measures for dealing with the second portion, and place detonators on the rails to attract the attention of the guard, or of the second engine-driver should there be an engine in the rear. If the line be not clear into the next section ahead, the signalman must keep the signals at Danger against the approaching train, or if the divided train is running on a rising gradient, or where the line is level, and is not assisted by an engine in the rear, the signalman receiving the signal must exhibit the danger signal to stop any train coming from or going towards the signal-box from which the signal was received. The first portion of the divided train, when stopped, must be shunted into a siding as expeditiously as circumstances will permit, or otherwise dealt with as may be necessary to prevent the second portion coming into collision with it. Should any train going in the opposite direction have been stopped, it must not be allowed to proceed until it has been as- certained that the line on which it is about to run is not obstructed. Should a train 29 become divided in starting, and the driver a 07 . # divided — run forward with the first portion, leaving continued , the rear portion stationary, the Stop and examine train signal must be sent to the signal-box in advance, and not the Train divided signal. 21 — -This signal must be used to prevent Shunt train important trains being delayed by less im- fn^tranto portant trains. When, before the Train Ollt pass * Of Section signal has been received from the signal-box in advance for the last train, the signalman receives a signal from the box in the rear for a more important train, the Shunt signal must be sent to the signal- box in advance, and the signalman there, on receiving this signal, must take the necessary measures to clear the line so as to prevent delay to the second train. He must use his discretion as to the best means of effecting the object in view, and if he is unable, from any cause, to shunt the train at his signal- box, or, if he thinks it inexpedient to do so, he must allow the train to proceed, and send forward the sllUXlt signal to the signal- box in advance. The signalmen forwarding and receiving the shunt signal must make a note of it in their train register books. 22 — Should any vehicle or portion of a vehicles train be running back in the wrong direction, rannm g . & ’ away on or should a tram be proceeding on the wrong wrong line line, the signalman must immediately exhibit 30 Vehicles running away on wrong line • — continued. the danger signal and call the attention of the signalman at the next box towards which the vehicle, train, or portion of the train, may be running, by giving the Vehicles running’ away on wrong line signal ; he must also stop the first train going in the same direction on the right line, and after informing the driver what has occurred, instruct him to proceed cautiously. The signalman in the rear receiving this signal must immediately exhibit the danger signal to stop any train coming from or going towards the signal-box from which the signal was received, and take any other measures that may be necessary, such as turning the runaway train or vehicles across to the other line, or into a siding, as may be most ex- pedient under the circumstances. In the event of a runaway train or vehicles being turned across to the other line, the Vehicles running away on right line signal must be passed on to the next signal-box. Should the signalman be unable to take such protec- tive measures, he must pass on the Vehicles running away on wrong line signal to the next signal-box in the rear ; he must also place detonators on the rails to attract the attention of the men in charge of the train or portion of the train. Should any train travelling in the opposite direction be stopped, it must not be allowed to proceed until it has been ascertained that the line on which it is about to run is not obstructed. 31 The signalman at the box from which the vehicles runaway train has started, or any other away on signalman whose box may be passed by the runaway train, must immediately give the Obstruction danger signal to the signal- man in the rear before giving the Vehicle running away on wrong line signal, as prompt action on the part of both signalmen may prevent a mishap. Should the signalman receiving the Obstruction danger signal succeed in stopping the train or engine for which he has given the Is line Clear signal, he must at once advise the signalman in advance by giving the cancelling signal. 23 — If any train, vehicle, or portion of a Vehicles train has escaped and is running away in away^n the proper direction on the right line, or has right line, entered the section without authority, the signalman at the box in advance must be advised of the fact by the signalman at the box in the rear giving the Vehicles running away on right line signal. The signalman forwarding this signal must immediately exhibit the danger signal to stop any train coming from or going towards the signal-box towards which the vehicle or train is running, and the signalman receiving the signal must also immediately exhibit the danger signal to stop any train coming from or going towards the signal-box from which the signal was received (unless there is a train in block in the same section as the runaway vehicle 32 Vehicles running away on right line — < continued . Opening and closing of boxes where Switches are pro- vided. or train and in front thereof, in which case* if the line be clear, such train may be allowed to pass the signals before they are exhibited to stop the runaway train), and he must arrange for the line on which the vehicle or train is running to be cleared, and, if necessary, send the signal forward, and take such other measures as he may consider most expedient under the circumstances. Should any train travelling in the opposite direction be stopped, it must not be allowed to proceed until satisfactory evidence has been obtained that the line on which it is about to run is not obstructed. 24 — On switching into circuit the signal- man must call the attention of the signalman at the box on each side, send the proper bell signal, and notice whether the needles are vertical or indicate Line clear or Train entering* section. If vertical, he must place the fixed signals at danger and conn mence signalling in the ordinary way. If Line clear he must peg the rear needle to Line clear, wait for Train entering Section, and for the train so signalled to pass, send Train out of section to rear box, Train entering section to box in advance, and commence working the fixed signals. If Train entering section, he must peg the rear needle to Train enter- ing section, wait for Train out of section, transmit it to the rear box, and commence to work the fixed signals, or should the train 33 pass him he must give Train Gilt of section. ^nd^losin When the man at the rear box sees the 0 f boxes needle become vertical he will know that an ^^hes intermediate box has been switched into are circuit, and must keep the fixed signals at ^nlinu^d, danger, not allowing any train to pass until the proper telegraphic signals have been offered and accepted. If on switching into circuit it be found there is a failure of the electric apparatus, the box must be kept open, signals worked and trains dealt with as ordered in regulation 25. The signalman must before switching out of circuit take care that all the needles are vertical, then call attention and forward the proper bell signal to the boxes on each side, when repeated must switch out of circuit, take off the signals, extinguish the lights and fires, fasten the windows and doors, and dispose of key of box as arranged by station master. Where there is neither junction nor level crossing, the home and starting signal lights must also be extinguished. When instruments and bells are intended to be in circuit the switch handle must be kept vertical, when out of circuit, horizontal. The lid of the switch-box must not be removed. 25 — In the event of any failure of the Failure of instruments or bells, so that the necessary mentsor signals cannot be forwarded and received, no bells. 34 Failure of instru- ments or bells — continued. train must be allowed to pass a signal-box into that section of the line where the failure exists, without having been previously brought to a stand, and the driver and guard or guards advised of the circumstance. The driver must then be instructed to proceed cautiously, in order to stop short of any obstruction there may be on the line. Where there are no speaking instruments, or when the speaking instruments have failed, the driver of the first train thus warned must be instructed to stop at the signal-box in advance, and inform the signalman there that the bells or instruments have failed at the signal- box in the rear. No train must be allowed to follow another train within jive minutes, unless the signal- man sees that the section ahead is clear, and when a tunnel intervenes in a block section, not within ten minutes, unless the signalman can satisfy himself that the tunnel is clear ; in either case the driver must be stopped and cautioned as above directed. Steps must be immediately taken to have the telegraphic apparatus put into working order, and when the failure has been remedied, and the instruments are again in working order, the driver of the last train allowed to proceed through the section cautiously must be supplied with a written notice to that effect, and instructed to stop at the next signal-box then open, and hand the notice to the signal- man. The signalman receiving this notice must give the Train out of section signal to the signal-box in the rear, and the 35 signalling must be re-commenced in ac- Failure of cordance with these regulations. mentsor The apparatus must be put in working bells— order with the least possible delay, defect contlnuedm promptly reported on the proper form to the Telegraph Superintendent and lineman, particulars of failure entered in the remarks column of the train register book, a written report made to the station master, and the black side of the indicating board shewn outside the signal-box. (The white side in- dicates that the apparatus is right, the black that it requires attention.) When the defect is remedied the signalman must re-commence block signalling in the usual manner and turn the board shewing the white side. 26 — Except where special instructions to the contrary are issued, the time at which signals are all signals are forwarded and received must be made legibly with a pen in the train ed. register book. Each signalman must enter in the train register the time of his arrival and the time of his leaving, and place his signature thereto. In recording the time at which signals are received and forwarded, fractional parts of a minute less than half-a-minute must not be counted, and the half-minute and fractional parts more than half-a-minute must be reckoned as a minute, thus : — 15^ minutes 36 Recording time, &c. — continued. Testing block indicators and bells. Time signal. Lampman or fog- signalman required. Testing controlled or slotted signals. Parallel lines. must be entered as 15 minutes only, and 15| minutes as 16 minutes. 27 — This signal must be used to ascertain whether the bells and instruments are in perfect order, and only when no train has been signalled. Where the bell instrument is separate, the bell testing signal must precede the block instrument testing signal, and must be made only by the signalman on duty. 28 — On theG.N.R. the Time signal is sent on the speaking instruments at 10.0 a.m., and not by bell signal. Signalmen must look out for this and regulate their clocks accordingly. 29 — At boxes where a lampman or fog- signalman cannot be communicated with by the signalman on duty, either verbally or by telegraph, the Lampman or fog-signal- man required signal must be given to the box where the man required can be com- municated with. The signalman receiving such signal must at once inform the station master or person in charge, in order that the necessary assistance may be given. 30 — {Not in operation on G.N.R.) 31 — With reference to regulations 17, 19, 20, 22, 23 and 34, where there are parallel running lines, the necessary steps must be taken to stop Or caution the trains running on any lines that may possibly be obstructed by what has occurred, 37 82 — Mixed trains conveying passengers Mixed and goods must be signalled and dealt with trams * as passenger trains. 33 — Traction or other heavy engines, or Public level heavy loads of timber, &c., must not be crossm ^ s - allowed to pass over level crossings at block signal-boxes after Is line clear has been accepted for a train to approach from the signal-box in the rear. The Is line cleUP signal must not be accepted after permission has been given for a traction or other heavy engine, or a heavy load of timber, &c., to cross until it is dear of the line, 34— Stop and caution signal must be stop and used when necessary for a train to approach at gf^ai n reduced speed. When sent the needle must be allowed to become vertical, and the receiver must stop the train. Having done so he must inform the engineman and guard the reason, instruct them to proceed cautiously and be prepared to stop at any moment. The signalman must then give TPain entering* section. 35 — Shunting must not be allowed to ShuntiDg; continue so as to risk delay to passenger or other important trains, nor must any risk of delay be incurred by allowing trains of an inferior class to run too closely in front of those of greater importance, and special care must be taken that the line is not obstructed or fouled by anything, even within the 38 Shunting— continued. Lighting signal lamps. Misunder- standing. home signals of a station or block box after Is line clear has been accepted and acknowledged, excepting only at certain fixed places and under special written or printed instructions, signed by the General Manager or Superintendent of the line, which will be placed in the signal-boxes concerned. Ordin- ary trains must be shunted for express trains. General goods, mineral, and ballast trains, stopping at intermediate stations, must be shunted for fast goods, fish, meat, milk, fruit, horse, cattle, mineral and ballast trains and light engines (which have to stop at chief stations only). 36 — When necessary for the signal lamps to be alight at the time of opening a signal- box, the signalman must have them lit and on the posts half-an-hour before the time appointed for him to commence duty. 37 — In the event of a misunderstanding between two signalmen, or any doubt whether an electric signal has been properly recorded, or whether the line is clear, the signalman must stop any train before allowing it to enter the section, and having explained the circumstances to the engineman and guard, instruct them to proceed cautiously, and forward the bell signal Train entering* Section. Particulars must be entered in the 39 remarks column of the train register book. Miaunder- If at a station, the station master must be informed. 38 — -Main line, means the running line Main line, of any railway or branch. 39 — Train, must be understood to in- Train, elude light engine, that is an engine without a train. 40 — Signalmen must not have unauthor- be kept° ised persons in the signal-boxes. private. These regulations will be in force from 1.0 p.m. Sunday, 31s£ March , 1895, from which time all regulations of an earlier date for train signalling by block telegraph will be cancelled. HENRY OAKLEY, General Manager . London, King’s Cross Station, March, 1895. GREAT NORTHERN RAILWAY. Circular No, 10,240a. GENERAL REGULATIONS FOR WORKING THE ABSOLUTE BLOCK TELEGRAPH ON SINGLE LINES OF RAILWAY WORKED UNDER THE TRAIN STAFF AND TICKET SYSTEM. LONDON : WATERLOW & SONS LIMITED, PRINTERS, LONDON WALD 1897. GENERAL REGULATIONS. Object of block system. Normal position of indicators. The object of the system of Block telegraph signalling is to prevent more than one train being in the section between two signal boxes at the same time. The signalling of trains on the block tele- graph system does not in any way dispense with the use of fixed, hand, or fog signals, whenever or wherever such signals may be necessary to protect obstructions on the line. The normal position of fixed signals is danger. They must not be taken off until the signalman has ascer- tained that the line on which the train or light engine has to travel is clear, except as in clauses 14, 19, 25, 34 or 37. DIAGRAM OF DIALS. When the needle of the instrument of the section ahead is vertical, as shown above, the line must be con- sidered blocked. When not in use the handle must be upright and the needle vertical indicating Line blocked. The handle must not be touched except to send or receive signals. 3 On the needle being set to Entering* sec- tion or Line clear it must be pegged over. When a needle has been pegged to Line clear, it must not, except as author- ised by regulation 1 2, or in case of failure of the bell, be unpegged until the proper bell signal has been tendered and accepted from the box in the rear. When a needle has been pegged to En- tering* section, it must not be unpegged until the train has passed the signal-box unless the Cancelling* signal has been accepted from the box in rear. Block instruments and bells must be used exclusively for the purposes shewn in the block telegraph regulations, and must not under any circumstances be used for con- versing. They must only be used by the signalman or other person specially appointed for the duty. The movements on the block instruments and bells must be made slowly and distinctly, and the pauses between the sets of beats clearly marked. Each signal must on receipt or despatch be entered in the train register book in ink. Erasures or alterations are forbidden. If a wrong entry be made, the pen must be drawn lightly through it, and the correct words or figures written above or below. These peculations must not in any way interfere with the working* of the line by the train staff and ticket sys- tem, the instructions regarding* which must be strictly carried out. See regulations 355 to 374 in the book of rules and regulations. 4 X' P © d CO do CO co »o o • 10 - 4-3 : J* rd .2 d ■+ 3 og & 02 © o © H ffl ~ O rj P +3 .P bp be P . be P g P d 9. be : - © © bc-S be be • P P P ; © -h © r . -4-3 bi. r> © ° bo P : § P *- .‘g -S g- • © M O - 4-3 © co 5 'S ' ® ^ .s ^ ^ rd m 03 d ® . rP S 03 d be 4 m m 3 3 p . bp £ f-i c8 j^b a P^ S ^T 1 P ' ’ - H g "P * is rP 8 2 ^rp O w o o „ o <-d w 3 ° -^ 00 be P nd • ® © d : ® JS* 5 . .5 d 0 g>£ J* (D 03 ' S ° +5^+5 A © bo P bo, • OD.S : P U jm p *9 ~ Li & 9 ! - . . P - P © . K* 4 r P c8 bn • nT ?h > ^ (T3 : -S^.S jp® g . ® o ^ r^ 03 Od®p_^dbD fH . 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P ti lr c 3 Ph -d Ph O Ph © ‘ d2 C D Ph 43 d eg S P d d 0 p ' 0 pH 03 o Ph Ph 2 x c3 rdj ^ o O C5 7 1 — Except where special instructions are call issued to the contrary, the Call attention attenfcion - signal must always be given before any other signal , and must be repeated immediately. 2 — Except where special instructions are Repetition issued to the contary, no signal must be aSmow- considered as understood until it has been ^d|ment correctly repeated to the signal-box from ° &lgna * which it was received, and the needful dial signal given to shew that such repetition is correct, and, in the case of dial signals, the acknowledgment given that such repetition is correct. When the Is line clear signal is not acknowledged, it must be given again at short intervals. 3 — A, B, and C represent three con- Mode of secutive block signal-boxes, and the process by b?ock g of signalling a train is as follows : — telegraph. Prior to a despatch of a train from “A,” the signalman there, provided he has received the Train out of Section signal for the previous train and per- mission has not been given for a train to approach in the opposite direction and the block indicator is in its normal position, must call the attention of “ B ” and, having obtained it, must give the proper Is line clear signal : if the line be clear at “ B ” the signalman there must acknowledge the signal and give the necessary permission for the train to approach, by pegging the block indicator to the Line Clear position. 8 Mode of signalling by block telegraph— continued. The signalman at “ A ” may then, if the line be clear, take off his signals for the train to leave “A.” On the train leaving “ A ” the signal- man there must send the Train entering* section signal to “ B,” and the signalman at “ B ” must acknowledge the signal and peg the block indicator to Train entering* section position. “ B ” must then, provided he has received the Train OUt Of Section signal for the previous train and permission has not been given for a train to approach in the opposite direction and the block indicator is in its normal position, call the attention of “ C,” and having obtained it must give the proper Is line clear signal to “C.” On receiving permission from 44 C ” for the train to approach, “ B ” may take off his signals for the train to proceed to 4 4 C ” ; as soon as the train has arrived at, or passed 44 B,” the signalman there must call the attention of 44 A,” and having obtained it give the Train OUt of Section signal to 44 A.” ( See Regula- tion 10.) Where the sections are short the Is line Clear signal must be sent forward where necessary, to avoid delay to the train, as soon as it has been acknowledged and before the Train entering* section signal has been received, provided the signalman forwarding the signal has 9 received Train Out of Section for Mode Of the previous train. by biock^ Is line clear signal must not be sent more than seven minutes in advance of any train. At a crossing place the Is line Clear signal must not be given unless the train staff is then at such crossing place. 4 — Unless special instructions are given to Lin ^ clear j- ^ o qp giving* the contrary, the Is line Clear signal permission must be acknowledged, and permission given to approach, for a train to approach, in accordance with regulation 3, as under : — (a) At a station which is not a train staff station or a crossing-place, if the line be clear for at least a quarter of a mile beyond the home signal and the preceding train is proceeding on its journey. (b) At a train staff crossing station, if the line on which the approaching train has to run be clear to the start- ing signal, and the facing points are set for that line, and when trains which have to cross each other are approaching the station in opposite directions, and the signals have been taken off for one train, they must not be taken off for the other train until the first train has come to a dead stop and the signalman has seen that the line on which the other train will arrive is clear. 10 (c) At a train, staff terminal station, if the line on which the approach- ing train has to run be clear, and the facing points are set for that line. After permission has been given for a train to approach in accordance with regulation 3, no obstruction of the line on which such train requires to run must be allowed until the train has been brought to a stand at the home signal, or has passed into the section in advance, or the Cancelling* signal has been received from the signal-box in the rear. If the line be not clear, or if from any other cause the signalman be not in a position to give permission for the train to approach when the signalman in the rear forwards the Is line Clear signal, that signal must not be acknowledged until the signalman to whom the signal has been sent is prepared to re- ceive the train, when he must repeat the Is line Clear signal, wait for signal correctly repeated, and then give permission for it to approach in accordance with the pre- scribed regulations. cieax^t {This signal must only be used as provided station or for in regulations 8 and 9 or where it is blocked? specially authorised by instructions from the General Manager or Superintendent of the line.) 5 — When the line is clear to the home sig- nal, and it is necessary for a train to be allowed Line clear or giving permission tor a train to approach — continued. 11 to approach cautiously in consequence of an section obstruction existing ahead of the home signal gJatfonor or from any other cause, the Is line clear junction signal must not be acknowledged in accord- continued. ance with regulation 3, but the Section clear but station or junction blocked signal must be given, and when this signal has been acknowledged, the block indicator must be pegged to the Line clear position. The signalman receiving this signal must (if the train has not already passed the home signal towards the starting or advanced starting signal) bring the train to a dead stand at the home signal, and verbally instruct the driver that the section is clear, but the station or junction ahead is blocked. A green flag by day and a green light by night must at the same time be exhibited to the driver, and the necessary fixed signals lowered to give per- mission for the train to proceed. The Train entering* section signal must then be given and acknowledged, and the block indicator pegged to the Train entering* section position. Where the home signal is at such a dis- tance from the signal-box that it is not possible for the signalman to communicate verbally with the driver when the engine is standing at the home signal, the signalman must, after bringing the train to a dead stand at the home signal, lower it to allow the 12 Section clear but station or junction blocked — continued. driver to draw up to his signal-box, and must stop the train at the signal-box by exhibiting a red flag by day and a red light by night. The driver must then be verbally instructed that the section is clear, but the station or junction ahead is blocked ; after which a green flag by day and a green light by night must be exhibited to the driver, and the necessary fixed signals lowered to give permission for the train to proceed. If a train is assisted by an engine in the rear, a green flag by day and a green light by night must also be exhibited to the driver of the engine in the rear of the train. Except where special instructions are issued to the contrary, when a train has passed the signal-box and is brought to a stand at the starting signal or the advanced starting signal, the driver must understand that the lowering of the starting signal or the advanced starting signal is an indication that the line is only clear to the home signal at the signal-box in advance, and that he must regulate the speed of his train in the same way as if he had been verbally in- structed to proceed under the Section Clear but station or junction blocked signal. When some time is likely to elapse before the train for which the Is line clear signal has been sent will be ready to enter the section, the Section clear but station or junction blocked signal must not be 13 acknowledged, but when the train is ready to enter the section, and before it is allowed to do so the Is line clear signal must be again sent in order to give the signalman at the box in advance an opportunity of receiving the train under regulation 3, if the circumstances are so altered as to admit of his doing so. 5a — Two trains which cross each other’s track must not be allowed to approach a right-angled level crossing (as Murrow) at the same time. When Line clear has been given for one such train, Is line clear must not be accepted for the other until the first has passed over and is clear of the crossing. 6 — {Not in operation on G.N.R.) 7 — Whenever it may be necessary to detach one engine from another on the main line, the driver of each engine requiring to be detached must, before uncoupling , verbally communicate with the signalman and make him clearly understand what is about to be done, and in what direction the uncoupled engine or engines will proceed. 8 — When a ballast train has to stop in a block section for permanent-way purposes, the signalman must give the prescribed Is line Clear signal, and the signalman at the box in advance must, if the line be clear to the home signal, give permission for the Section clear but station or junction blocked— continued. Right- angled railway crossings. Bank engine in rear of train. Engines coupled to- gether. Ballast train re- quiring to stop in sec- tion. 14 Ballast train to approach his box in accordance with qidring "to regulation 5. When a ballast train which has non— USGC " k een signalled as a through ballast train continued, requires to stop in the section for permanent- way purposes, and comes to a stand at a signal-box to enable the guard to inform the signalman that his train is going to stop on the main line in the section in advance ( see rule 320 in the book of rules and regulations ) , the signalman must give the Cancelling* signal, and when the signal has been acknow- ledged he must signal the train as a ballast train requiring* to stop in section. Platelayers* 9 — When it is necessary for a platelayer’s ing'tifrough lorry to go through any of the tunnels tunnels. specially enumerated below, as coming within the application of this regulation, it must be signalled on the block instruments in accord- ance with the authorised code, and the signal- man at the box in advance must, if the line be clear to the home signal, give permission for the lorry to approach his box in accordance with regulation 5. No train must be allowed to enter the section at either end until the lorry has left the tunnel and has passed the next block signal-box, or until the signalman at either end of the section has been advised by the ganger that the lorry has been taken off the rails. Should the lorry, after passing through the tunnel, be removed from the rails before reaching the next signal-box, the ganger must go forward and inform the signalman that the lorry is clear of the line. 15 If, however, time would be saved, the Platelayers 5 ganger must return to the signal-box in the l^tifrougii rear and inform the signalman that the lorry t ™ ie1 ^ is clear of the line ; the signalman must then send the Cancelling* signal to the signal- box in advance. NOTE. — The tunnels referred to are Bromshall , Withcall , South Willingham , Shaw Cross , and Chickenley Heath. 10 — Trains must be considered out of Train out section and the Train Gilt Of Section signal of sectl015 ~ given to the signal-box in the rear as under (a) At a station which is not a train staff station, when the last vehicle (with tail lamp attached) has passed at least a quarter of a mile beyond the home signal. (b) At a train staff station, when the last vehicle of the train (with tail lamp attached) has been drawn clear on to the loop line, or the train has been shunted clear of the main line. (c) At a train staff terminal station, when the last vehicle of the train (with tail lamp attached) has passed the home signal. Note. 1 — When the last vehicle of a train does not pass the signal-box before it has been shunted into a siding, or when a train 16 Train out of section — continued. Course to be pursued when a train is an unusually long time in section. Obstruc- tion danger signal. has been brought to a stand within the home signal, and it is necessary to give the Train OUt Of Section signal before the train passes the signal-box, the signalman must, before giving such signal, ascertain from the guard or shunter in charge of the train that the whole of the train (with tail lamp attached) has arrived, and the guard or shunter will be held responsible for giving this information to the signalman, the fireman being similarly responsible in the case of a light engine. 11 — When a train is an unusually long time in a section the signalman at both ends of the section must take the necessary action with a view to ascertain the cause and im- mediately communicate with the station- master. 12 — Should it be necessary, in consequence of obstruction or other cause, for an approach- ing train to be stopped at the signal-box in the rear, the Obstruction danger signal must be forwarded to that box, and the block indicator placed in the line blocked position. The signalman receiving such signal must immediately exhibit the Danger signal and take the necessary measures to stop the approaching train; he must not allow the train to proceed until he has received from the signal-box in advance the Obstruction removed signal, nor until the proper block signals have been sent and acknowledged. 17 If necessary the signalman must send the Obstruction Obstruction danger signal in both direc- signal — tionS continued. Should a signalman receiving the Ob- struction danger signal succeed in stop- ping a train for which the Is line Clear signal has been accepted by the signalman at the box in advance, he must at once advise the signal- man at that box by giving the Cancelling signal. This signal must be acknowledged but the block indicator must be maintained at the Line blocked position until the obstruction has been removed. The signalman forwarding the Obstruc- tion danger signal must place or main- tain his signals at danger to protect the obstruction. 13 — {Not in operation on G.N.B.) Blocking back. 1 4 — Should a signalman receive informa- Section ob- tion from the fireman of a disabled train that accident or a second train is required to enter the section {J ai ^ sabled to assist the disabled train, or should it be necessary for the break-down van train to enter a section obstructed by accident or otherwise, the second train or the break-down van train, as the case may be, may, after having been brought to a stand and the driver informed of the circumstances, be allowed to enter the section under the follow- 18 Section ob- structed by accident or by disabled train — continued . itig arrangements, provided the driver is in possession of the train staff. Should the assisting train or engine come from the staff station in the rear the signal- man must inform the signalman at the box in advance of the circumstances and give the Train entering* section signal on the bell to the signal-box in advance, and after it has been acknowledged allow the second train or engine to proceed for the purpose of re- moving the obstruction. If the assisting train or engine is to come from the staff station in advance, the signalman there must so advise the signalman at the box in the rear. The signalmen at both boxes must note the circumstances in their train register books. If the disabled train is taken through to the box in advance, the Train Out Of Section signal must not be given until both trains have arrived, but if the disabled train returns to the signal-box in the rear, the signalman there must, after he has assured himself that the section is clear, give the Cancelling* signal to the box in advance. The fireman of the train requiring assistance must ride on the engine of the assisting train, and point out to the driver the position of the disabled train. The assisting train must run at reduced speed, and great caution must be observed by all concerned. The first train to pass through the section after the line is again clear must be stopped and the driver instructed to proceed cautiously through the section 19 15 — -To prevent delays, break-down van Break-down trains when proceeding to clear the line must ™d engine be signalled as express passenger trains. replacing x x ° or assisting The same course must be adopted in the ^^ e ed case of one engine proceeding to take the place of another that has failed, or of an engine, with or without a train, when sent forward to render assistance in case of failure or accident to preceding trains. 16 — No train must foul the single line Fouling after permission has been given for a train to for shunting approach from the opposite end of the section, purposes- Permission must not be given for a train to approach from the opposite end of the section when there is any obstruction upon the single line. 17 — If a signalman observe anything stop and unusual in a train during its passage, such ^ a a ™ 1110 as signals of alarm by a passenger, goods falling off, a vehicle on fire, a hot axle-box, or other mishap, except a tail lamp missing or out , or a train divided, for arrangements as to which see regulations 19 & 20, he must give to the signalman at the signal-box in advance the Stop and examine train signal ; and the signalman at the signal-box in advance must acknowledge such signal, and imme- diately exhibit the danger signals to stop the train coming from the signal-box from which 20 Stop and examine train — continued . the signal was received. The train, when stopped, must be carefully examined and dealt with as occasion may require. Should the signalman who receives the Stop and examine train signal be unable to ascertain after examination of the train why the signal was sent, he must, if the next train is travelling in the opposite direction, inform the driver of that train of the circum- stances, and instruct him to proceed cautiously to the next signal-box. He must also communicate with the signalman who forwarded the signal, in order that the latter may, if necessary, caution the engine driver of the next following train. Where practicable, the signalman must also telegraph or telephone the signal-box in advance the cause of sending the Stop and examine train signal. Signalmen must be careful to notice each train as it passes, to ascertain whether there is any apparent necessity for having it stopped at the next signal-box for examination Should either signalman have reason to think , in the case of a vehicle being off the rails , or goods falling from the train , that the permanent way has been injured or fouled , he must not allow a train to proceed until the line has been examined , and he is assured it is safe for the passage of the train. 21 18 — Should it be necessary to cancel the Is Cancelling- line clear or Train entering- section 8,gna1 ' signal, the Cancelling’ signal must be for- warded, and the signalman receiving the signal must, after acknowledging it, place or maintain the block indicator in its normal position, and an entry must be made in the train register book recording the fact of the signal having been cancelled. The Cancell- ing signal must not be used unless the Is line clear or Train entering section signal has been acknowledged or accepted. This signal must only be used in cases where a train has been signalled to the signal-box in advance and it is found that such train will not proceed in the usual course. No signal must be considered cancelled except with the consent of the signalmen at both boxes, and before any train is allowed to proceed, the usual signals must be ex- changed and accepted. 19— All trains and light engines will carry Train a tail lamp in the rear, both by day and by out taU Wlth night, to indicate to the signalman that no lamp. vehicle has become detached on the journey, and signalmen must carefully watch each train as it passes, and satisfy themselves that it is complete before giving the Train OUt Of Section signal to the signal-box in the rear. If a train should pass with tail lamp missing or out, the signalman must send the Train passed without tail lamp signal to the signal-box on each side of him. 22 Train passed without tail lamp — continued. The signalman at the box in advance must stop the approaching train and ascertain from the guard whether his train is complete. If the train is complete the signalman must give the Train out of section signal, and the signalman at the signal-box from which the Train passed without tail lamp signal was sent must then give the Train out of section signal to the signal- box in the rear. In the meantime no train must be allowed to travel on the single line in either direction between the signal-box from which the Train passed without tail lamp signal was sent and the box in its rear. Should the signalman become aware as the train passes into the section in advance, or on receipt of information, from the signal- box in advance, that a portion of the train has been left behind, steps must be taken to clear the obstruction before any other train is allowed to enter the section, the first available engine being detached from its train for the purpose of clearing the line, but the driver of such engine must be in possession of the staff. The engine sent into the section to clear the obstruction must be dealt with as laid down in regulation 14. If a train should pass with a tail light out when it should be burning, and the signal- man can plainly see the lamp and is satisfied that the train is complete, he must give the Train out of section signal to the signal- box in the rear, and the Train passed with- out tail lamp signal (9 consecutive beats ) to 23 the signal-box in advance, and, where practic- able, also telegraph or telephone to the signal- without box in advance, stating that the lamp is not missing but out. In such a case it will not be necessary for the signalman sending the signal to stop any train going in the opposite direction, but the signalman in advance must stop the approaching train and inform the guard of the circumstances. 20 — In the event of a signalman observing that a train has become divided and is running in two or more parts, he must at once place his signals to danger to stop any train in the opposite direction and send Train divided signal to the signal-box in advance. If the train is assisted by an engine in the rear, or is running on a falling gradient or between short sections where the stoppage of the first part would risk a collision with the second part, the signal- man receiving such signal, if the line on which the divided train is running be clear ahead for it to run upon, and permission has not been given for a train to approach from the opposite direction, need not exhibit the signals to stop the first portion, but must give the driver a green signal, either by flag or hand lamp as occasion may require, waving the signal slowly from side to side. The driver, on seeing the green signal waved slowly from side to side, will understand that his train is divided, and must exercise great caution by looking 24 Train divided — continued. out for the second portion, and unless he has reason to believe the line is not clear ahead, must not stop the portion attached to his engine until he is satisfied that the rear portion has been stopped, or is running very slowly. He must, however, observe and obey any signals that may be exhibited against him. So soon as the first portion of the train has passed, the signalman sending and receiving the Train divided signal must take proper measures for dealing with the second portion, and place detonators on the rails to attract the attention of the guard, or of the second engine-driver should there be an engine in the rear. If the line be not clear into the next section ahead, the signalman must keep the signals at danger against the approaching train, and if the divided train is running on a rising gradient, or where the line is level, and is not assisted by an engine in the rear, the signalman receiving the signal must exhibit the danger signal to stop the train. The first portion of the divided train, when stopped, must be shunted into a siding as expeditiously as circumstances will permit, or otherwise dealt with as may be necessary to prevent the second portion coming into collision with it. Ho train must be allowed to proceed in the opposite direction until it has been ascertained that the line on which it is about to run is not obstructed. Should a train 25 become divided in starting, and the driver Train run forward with the first portion, leaving 'unued. the rear portion stationary, the Stop and examine train signal must be sent to the signal-box in advance, and not the Train divided signal. 21 — This signal must be used to prevent shunt train important trains being delayed by less im- i£g traSTto portant trains. When, before the Train OUt P ass - Of Section signal has been received from the signal-box in advance for the last train r the signalman receives a signal from the box in the rear for a more important train, the Shunt signal must be sent to the train staff station in advance, and the signalman there, on receiving this signal, must take the necessary measures to clear the line so as to prevent delay to the second train. The signalmen forwarding and receiving the Shunt signal must make a note of it in their train register books. No train must shunt for another train to pass except at a train staff station. 22 — If any vehicle, train, or portion of a Vehicles train, is running away, the signalman at the awa™ 8 signal-box towards which the train or portion of the train is running must be advised of the fact by the signalman at the signal-box in the rear giving the Vehicles running 1 away signal. The signalman receiving this signal must stop any train about to proceed on the same line and take any other measures that 26 Vehicles running away — continued > may be necessary, such as turning the run- away train on to another line or into a siding, or repeating this signal to the next signal- box, as may be most expedient under the circumstances. The first train travelling in either direc- tion must not be allowed to proceed until it has been ascertained that the line on which it is about to run is not obstructed. The signalman at the box from which the runaway vehicle or train has started, or any other signalman whose box may be passed by the runaway vehicle or train, must immedi- ately give the Obstruction danger signal to the signalman at the box towards which the runaway vehicle or train is travelling before giving the Vehicles running away signal, as prompt action on the part of both signalmen may prevent a mishap. Should the signalman receiving the Obstruction danger signal succeed in stopping the train or engine for which he has given the Is line Clear signal, he must at once advise the signalman in advance by giving the Cancelling signal. Vehicles running away on right line. Opening and closing of boxes where switches are pro- vided. 23 — {Not in operation on single lines.) 24 — On switching into circuit the signal- man must call attention of the signalman at the box on each side, send the proper bell signal, and notice whether the needles are 27 vertical or indicate Line clear or Train Opening entering 1 section. If vertical, he must place o^oxes mg the fixed signals at danger and commence where signalling in the ordinary way. If Line are pro- 8 Clear, he must peg the rear needle to Line ^rtinued clear, wait for Train entering* section , continue and for the train so signalled to pass, send Train out of section to rear box, Train entering* section to box in advance, and commence working the fixed signals. If Train entering section, he must peg the rear needle to Train entering section wait for Train out of section, transmit it to the rear box, and commence to work the fixed signals, or should the train pass him he must give Train out of section. When the man at the rear box sees the needle become vertical he will know that an intermediate box has been switched into circuit, and must keep the fixed signals at danger, not allowing any train to pass until the proper telegraphic signals have been offered and accepted. If on switching into circuit it be found there is a failure of the electric apparatus, the box must be kept open, signals worked and trains dealt with as ordered in regu- lation 25. The signalman must before switching out of circuit take care that all the needles are vertical, then call attention and forward the proper bell signal to the boxes on each side, when repeated must switch out of circuit, 28 Opening and closing of boxes where switches are pro- vided — continued. Failure of instrument or bells. take off the signals, extinguish the lights and fires, fasten the windows and doors and dispose of key of box as arranged by station master. Where there is neither junction nor level crossing, the home and starting signal lights must also be extinguished. When instruments and bells are intended to be in circuit the switch handle must be kept vertical, when out of circuit, horizontal. The lid of the switch-box must not be removed. 25 — In the event of any failure of the instruments or bells, so that the necessary signals cannot be forwarded and received, no train must be allowed to pass a signal-box into that section of the line where the failure ekists, without having been previously brought to a stand, and the driver and guard or guards advised of the circumstance. The signalman or other person in charge of the train staff must, before handing the staff, or a ticket to the driver, instruct him to proceed cautiously, in order to stop short of any obstruction there may be on the line. Where there are no speaking instruments, or when the speaking instruments have failed, the driver of the first train thus warned must be instructed to stop at the signal-box in advance, and inform the signalman there that the bells or instruments have failed at the signal-box in the rear. 29 No train must be allowed to follow another Failure of t • ■« instruments tram within jive minutes, unless the signal- or bells— man sees that the section ahead is clear, and continued . when a tunnel intervenes in a block section, not within ten minutes, unless the signalman can satisfy himself that the tunnel is clear ; in either case the driver must be stopped and cautioned as above directed. Steps must be immediately taken to have the telegraphic apparatus put into working order, and when the failure has been remedied, and the instruments are again in working order, the driver of the last train allowed to proceed through the section cautiously must be supplied with a written notice to that effect, and instructed to stop at the next signal-box then open, and hand the notice to the signal- man. The signalman receiving this notice must give the Train out of section signal to the signal-box in the rear, and the signalling must then be recommenced in accordance with these regulations. The apparatus must be put in working order with the least possible delay, defect promptly reported on the proper form to the Telegraph Superintendent and lineman, particulars of failure entered in the remarks column of the train register book, a written report made to the station master, and the black side of the indicating board shown outside the signal-box. (The white side indicates that the apparatus is right ; the black that it requires attention.) When the defect is remedied, the signalman must 30 Failure of instruments or bells — continued. Recording time when signals are forwarded and received. Testing block indicators and bells. re-commence block signalling in the usual manner, and turn the board showing the white side. 26 — Except where special instructions to the contrary are issued, the time at which all signals are forwarded and received must be made legibly with a pen in the train register book. Each signalman must enter in train regis- ter book the time of his arrival on duty and the time of his leaving, and place his signa- ture thereto. In recording the time at which signals are received and forwarded, fractional parts of a minute less than half-a-minute must not be counted, and the half-minute and fractional parts more than half-a-minute must be reckoned as a minute, thus : — 15^ minutes must be entered as 15 minutes only, and 15^ minutes as 16 minutes. 27 — This signal must be used to ascertain whether the bells and instruments are in perfect order, and only when no train has been signalled. Where the bell instrument is separate, the bell testing signal must pre- 31 cede the block instrument testing signal, and Testing must be made only by the signalman on indicators duty. and bells— continued. 28 — On the G.N.R. the time signal is Time sent daily on the speaking instruments at slgnaL 1 0.0 a.m., and not by bell signal. Signalmen must look out for this and regulate their clocks accordingly. 29 — At boxes where a lampman or fog- Lampman signalman cannot be communicated with by g^fiman the signalman on duty either verbally or required, by telegraph, the lampman OF fogf- sigmalman required signal must be given to the box where the men required can be communicated with. The signalman receiving such signal must at once inform the station master or person in charge in order that the necessary assistance may be given. 30 — (Not in operation on G.N.R.) Testing controlled or slotted signals. 31 — With reference to regulations 17, Parallel 19, 20, 22 and 34, where there are parallel Unea * running lines, the necessary steps must be taken to stop or caution the trains running on any lines that may possibly be obstructed by what has occurred. 32 Mixed trains. Public level crossings. Stop and caution signal. Shunting. 32 — Mixed trains conveying passengers and goods must be signalled and dealt with as passenger trains. 33 — Traction or other heavy engines, or heavy loads of timber, &c,, must not be allowed to pass over level crossings at block signal-boxes after Is line CleaP has been accepted for a train to approach from the signal-box in the rear. The Is line clear signal must not be accepted after permission has been given for a traction or other heavy engine, or heavy load of timber, &c., to cross until it is clear of the line. 34 — This signal must be used when neces- sary for a train to approach at reduced speed. When sent the needle must be allowed to be- come vertical, and the receiver must stop the train. Having done so he must inform the engineman and guard the reason, instruct them to proceed cautiously and be prepared to stop at any moment. The signalman must then give" Train entering’ section. 35 — Shunting must not be allowed to continue so as to risk delay to passenger other important trains, nor must any risk of delay be incurred by allowing trains of an inferior class to run too closely in front of those of greater importance, and special care 33 must be taken that the line is not obstructed Shunting— or fouled by anything, even within the home continued ' signals of a station or block box after Is line clear has been accepted and acknow- ledged, excepting only at certain fixed places and under special written or printed instruc- tions, signed by the General Manager or Superintendent of the line, which will be placed in the signal boxes concerned. Ordi- nary trains must be shunted for express trains. General goods, mineral, and ballast trains, stopping at intermediate stations, must be shunted for fast goods, fish, meat, milk, fruit, horse, cattle, mineral and ballast trains and light engines (which have to stop at chief stations only). On single lines no train must be shunted for another to pass except at a staff station. 38 — When necessary for the signal lamps Lighting to be alight at the time of opening a signal- box, the signalman must have them lit and on the posts half-an-hour before the time appointed for him to commence duty. 37 — In the event of a misunderstanding Misunder- between two signalmen, or any doubt whether standin s- an electric signal has been properly recorded, or whether the line is clear, the signalman must stop any train before allowing it to enter the section, and having explained the 34 Misunder- standing — continued. Main line. Train. Boxes to be kept private. circumstances to the engineman and guard, instruct them to proceed cautiously, and forward the bell signal Train entering* Section. Particulars must be entered in the remarks column of the train register book. If at a station, the station master must be informed. 38 — Main line means the running line of any railway or branch. 89 — Train must be understood to include light engine, that is an engine without a train. 40 — Signalmen must not have unau- thorised persons in the signal-boxes. These regulations will be in force from 1.0 p.m. on Sunday, 31s£ March, 189 h,from which time all regulations of an earlier date for train signalling by block telegraph will be cancelled. HENRY OAKLEY, General Manager. London King’s Cross Station, March ls£, 1895. UNIVERSITY OF ILLINOIS-URBAN A 0112 066879062