1972 Southern Section - Limit Of Shunt
1972 Southern Section - Limit Of Shunt
1972 Southern Section - Limit Of Shunt
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B.R. 30001<br />
Employees supplied with this book<br />
must make themselves acquainted with<br />
it and will be held responsible for the<br />
observance of all instructions contained<br />
therein so far as they concern them.<br />
BRITISH RAIL AYS<br />
LONDON MIDLAND REGION<br />
<strong>Section</strong>al Appendix to Working Timetables<br />
and books of Rules and Regulations<br />
SOUTHERN SECTIOt<br />
CREWE<br />
OCTOBER, <strong>1972</strong><br />
BY ORDER<br />
of the<br />
GENERAL MANAGER
CONTENTS<br />
Index to General and Local Instructions..<br />
Sequence of lines used throughout the book<br />
Standard speed restrictions<br />
Standard Locomotive horn codes<br />
Table<br />
A L i s t of signal boxes, running lines, maximum permissible speeds and restrictions,<br />
etc. •<br />
• Lines worked under Permissive Block system<br />
• Lines worked under "No Block" Regulations<br />
DI Electric Token receiving and delivering apparatus<br />
D2 Lines worked under the Electric Train Token, Train Staff and Ticket and "One<br />
train working" arrangements (where persons other than the Signalman are<br />
authorised to deliver or receive the Token or Staff)<br />
D3 Auxiliary Electric Token Instruments at places where the Token is withdrawn by<br />
the Trainmen..<br />
• Local Locomotive horn codes..<br />
Fl Propelling trains or vehicles<br />
F2 Propelling freight brake vans<br />
Working in wrong direction<br />
HI Working of freight vehicles without a brake van in rear—Rule Book, <strong>Section</strong> H,<br />
clause 6.1 • • • •<br />
H2 Working of coaching stock vehicles without a brake van beyond station limits<br />
Locomotives assisting in rear of trains—Rule Book, <strong>Section</strong> H, clause 3.20<br />
• Working of trains conveying passengers over goods lines or goods loops..<br />
• Working down inclines..<br />
• Placing trains or vehicles outside home signals on falling gradients—Rule Book,<br />
<strong>Section</strong> J, clause 3.22<br />
Ni Trolleys going into or through tunnels<br />
N2 Protection of Engineers trains by handsignalmen—Rule Book, <strong>Section</strong> Q,<br />
clause 2.3 • •<br />
O Exemption from Rule Book, <strong>Section</strong> C, clause 5.9<br />
P1 Level crossing gates—Opening and closing by Trainmen<br />
P2 Level crossings—Automatic half-barriers<br />
P3 Automatically operated miniature red/green warning lights at level crossings<br />
P4 Open level crossings •<br />
Q Lighting and extinguishing of signal lamps<br />
SI Intermediate sidings at which trains may be shunted for other trains to pass<br />
S2 Trains returning from intermediate sidings or stations on single lines of railway<br />
to the Token or Staff Station in the rear<br />
T1 Lineside fires •<br />
T2 Lineside Hot Axlebox Detectors •<br />
Ul Towing of vehicles—Rule Book, <strong>Section</strong> J, clause 3.6<br />
U2 Places at which sprags are located<br />
VI Withdrawal of Guards of terminating freight trains<br />
V2 Use of Guards' Telephones—Rule Book, <strong>Section</strong> H, clause 4.12 •<br />
Station Yard Working—Rule Book, <strong>Section</strong> H, clause 14.2<br />
X T a i l Lamps—Lighting when passing through tunnels—Rule Book, <strong>Section</strong> H,<br />
clause 7.3.5<br />
Y1 Lines equipped with B.R. Automatic Warning System<br />
Y2 Lines equipped with W.R. Automatic Warning System<br />
• Station limits where Track Circuit Block is in operation<br />
Instructions relating to the Rule Book<br />
Instructions relating to the General Appendix<br />
Other General Instructions • • • •<br />
Instructions respecting B.R. Staff Working over the London Transport Railway<br />
Local Instructions<br />
2-175<br />
176<br />
176<br />
176-177<br />
177-178<br />
178<br />
179<br />
179-190<br />
190-192<br />
192-197<br />
197-20'2<br />
202- 205<br />
205-208<br />
208-209<br />
209-21'2<br />
212-213<br />
213-214<br />
214<br />
214<br />
215-216<br />
216-218<br />
218-219<br />
219-221<br />
221<br />
222-223<br />
223-224<br />
224<br />
225-226<br />
227<br />
227-228<br />
228-229<br />
229-230<br />
230<br />
231<br />
231-234<br />
234-236<br />
236-240<br />
241<br />
241-259<br />
259-268<br />
268-278<br />
279-342
LOCAL AND GENERAL INSTRUCTIONS-INDEX<br />
A<br />
PAGES<br />
PAGES<br />
Abbey Foregate<br />
Abergele<br />
Aberystwyth<br />
A.G. Electrified Lines—Contact with Control<br />
Room<br />
Acton Canal Wharf and Willesden, Working<br />
between<br />
Acton Wells Junction<br />
Adderley Park<br />
Albion<br />
Amlwch<br />
Apedale Junction<br />
Ardley<br />
Ashwell<br />
Aston<br />
Automatic Warning System—Wrong Side Failures<br />
Avenue Sidings<br />
Aynho Junction and Princes Risborough<br />
Working between<br />
Bagworth<br />
Banbury<br />
Bardon Hill<br />
Barmouth<br />
Barmouth Swing Bridge<br />
Bamt Green and Redditch, Working between<br />
Bearley Junction and Hatton West Junction,<br />
Working between<br />
Bedford St. Johns<br />
Beeston<br />
Bennerley Sidings<br />
Bentinck Colliery (Midland) Empty Wagon<br />
Branch<br />
Bersham Sidings<br />
Bescot<br />
Bescot Marshalling Yard—Restrictions on<br />
Vehicles<br />
Birkenhead—Working over Dock Board lines<br />
Birkenhead Docks<br />
Birkenhead North<br />
Birmingham Moor Street<br />
Birmingham New Street<br />
Birmingham Snow Hill<br />
Blackwell East Junction and Tibshelf East<br />
Junction, Working between<br />
Blaenau Ffestiniog and Llanrwst, Working<br />
between<br />
Blaenau Ffestiniog and Trawsfynydd, Working<br />
between<br />
Blakedown<br />
Bletchley<br />
Bournville<br />
Branston Sidings<br />
Braunstone Gate<br />
Brent Junction<br />
Brereton Sidings—Rugeley C.E.G.B. Power<br />
Station<br />
Bromford Bridge<br />
Bromley<br />
Brompton & Fulham<br />
Brymbo Middle<br />
Brymbo Middle and Vron Junction, Working<br />
between<br />
Burton-on-Trent<br />
Bushbury Junction and Oxley, Working between<br />
Butchervvood Colliery Sidings Frame and<br />
Tibshelf East Junction, Working between<br />
312<br />
326<br />
318<br />
266<br />
334<br />
288<br />
292<br />
293<br />
328<br />
-<br />
299<br />
335<br />
92.96<br />
241-242 0<br />
334<br />
299<br />
308<br />
297<br />
308<br />
318<br />
318<br />
310<br />
299<br />
335<br />
336-337<br />
340<br />
341<br />
314-315<br />
295<br />
262-263<br />
324-325<br />
324<br />
325<br />
299<br />
292-293<br />
302<br />
342<br />
3<br />
,<br />
328<br />
8300<br />
284<br />
310<br />
309<br />
308<br />
331<br />
296<br />
305<br />
303<br />
289<br />
321<br />
321-322<br />
303,304<br />
315<br />
342<br />
Caersws<br />
Caldon Quarry and Leek Brook Junction,<br />
Working between<br />
Calverton Colliery<br />
Camden<br />
Carlisle Marshalling Yard—Restrictions on<br />
Vehicles<br />
Carlton & Netherfield<br />
Carlton Road Junction<br />
Castle Bromwich<br />
Castle Donington<br />
Cemmes Road<br />
Cheadle<br />
Chellaston Junction and Melbourne Junction,<br />
Working between<br />
Chelsea & Fulham<br />
Chester<br />
Chirk<br />
Coaching stock trains—Loads of<br />
Coalville<br />
Code of headlamps or discs, Standard classification<br />
of<br />
Colesh ill<br />
Colwick Estates Branch<br />
Colwyn Bay<br />
Connah's Quay<br />
Conveyance of additional vehicles by passenger<br />
trains<br />
Conveyance of coaching stock by freight trains<br />
Corby Tunnel<br />
Cotgrave Colliery<br />
Coton Hill<br />
Coupling and uncoupling of locomotives<br />
Coupling together of locomotives<br />
Coventry<br />
Cradley<br />
Cranford Sidings East<br />
Cransley Branch<br />
Cresswell<br />
Crewe Electric Traction Depot<br />
Crewe Junction and Severn Bridge Junction,<br />
Working between<br />
Crewe Station<br />
Crewe Yard<br />
Cricklewood<br />
Croes Newydd<br />
Croxley Mills Sidings Branch<br />
Daw Mill Colliery Sidings<br />
D.C. Electrified Lines—<br />
Instructions respecting<br />
London Area<br />
Dead locomotives and multiple-unit stock—<br />
Hauling of<br />
Dee Marsh Junction<br />
Denby Branch<br />
Derby<br />
Detonators—Examination of<br />
Diesel Multiple Unit Trains—Additional<br />
working instructions<br />
Donnington, Working between Wellington<br />
No. 2 and Granville Colliery Sidings, Donnington<br />
Dovey Junction<br />
Dudley Freightliner Train Terminal<br />
Dyserth Branch<br />
317<br />
311<br />
337<br />
280-281<br />
263<br />
337<br />
330-331<br />
305<br />
306<br />
317<br />
307<br />
307<br />
288<br />
323-3'24<br />
314<br />
259-260<br />
308<br />
224<br />
309-310<br />
338<br />
326<br />
3'26<br />
260<br />
257<br />
335<br />
338<br />
313-314<br />
261<br />
242<br />
')9.7<br />
302<br />
335<br />
335<br />
307<br />
323<br />
312<br />
285-286<br />
286-287<br />
331<br />
321<br />
289<br />
309<br />
263-'265<br />
287<br />
257<br />
322<br />
335<br />
303,334<br />
244<br />
242-244<br />
316<br />
317<br />
300-301<br />
3'28<br />
IU
Local and General Instructions—Index—continued<br />
PAGES<br />
PAGES<br />
East Leake Branch<br />
Electrically operated points—Failure of<br />
Electrified Lines A.C.—Telephone contact with<br />
Electrical Control Rooms<br />
Electrified Lines D.C.—<br />
Instructions respecting<br />
London Suburban Area<br />
Engineer's and <strong>Of</strong>ficer's Saloons—Working of<br />
Enginemen and Guards to use most expeditious<br />
means available for travelling<br />
Essington Wood Sidings<br />
Euston<br />
F<br />
Failure of Electrically operated points<br />
Failure of Oil Tail Lamps<br />
Farringdon<br />
Finchley Road and Silkstream Junction—Side<br />
lights on freight trains<br />
Findem level crossing<br />
Finedon Station<br />
Finedon Road<br />
Forder's Sidings<br />
Four Ashes<br />
Freightliner Terminals equipped for Electric<br />
traction<br />
Freight Trains--Conveyance of coaching stock by<br />
Gedling Colliery<br />
Gobowen South<br />
Goods and Mineral Junction to St. Pancras<br />
Yard, Working between<br />
Gosford Green Branch<br />
Greaves Sidings<br />
Green Lane Junction<br />
Ground Frames—Instructions for working<br />
Guards and Enginemen to use most expeditious<br />
means available for travelling<br />
Halesowen Junction<br />
Hand Brakes on vehicles equipped with air<br />
and/or vacuum brakes and with the empty/<br />
loaded braking device—Releasing of<br />
Handsworth & Smethwick<br />
Handsworth Junction<br />
Hartlebury<br />
Hatton West Junction and Bearley Junction,<br />
Working between<br />
Hauling of dead locomotives and M.U. stock<br />
Hawarden<br />
Hawkesbury Lane<br />
Headlamps or discs—Standard classification<br />
Heath Town Sidings and Wednesfield, Working<br />
between<br />
Heath Town Sidings and Wolverhampton South<br />
Heating of passenger trains<br />
Helsby West Cheshire Junction<br />
Holyhead<br />
Holyhead Freightliner Train Terminal<br />
Hoot on<br />
Horsehay & Dawley Branch<br />
Houghton Conquest<br />
Humbers tone Road<br />
338<br />
266-267<br />
266<br />
263-265<br />
287<br />
262<br />
262<br />
296<br />
279-280<br />
266-267<br />
265<br />
334<br />
331<br />
307<br />
332<br />
332<br />
334-335<br />
294<br />
266<br />
257<br />
338-339<br />
320<br />
287<br />
294-295<br />
298<br />
3'24<br />
267-268<br />
26'2<br />
310<br />
257<br />
302<br />
302<br />
299<br />
299<br />
257<br />
322<br />
294<br />
244<br />
297<br />
297<br />
245-257<br />
3'25<br />
327<br />
327-328<br />
324<br />
316<br />
33<br />
9333<br />
Intermediate Token Instruments (G.W.R. type)<br />
Ironbridge C.E.G.B. Power Station<br />
Kensington Olympia<br />
Kentish Town<br />
Kettering<br />
Kew East Junction<br />
Kidderminster<br />
Kidderminster Junction<br />
Kidsgrove<br />
Kilsby Tunnel<br />
Kingsbury<br />
Kingsbury Branch<br />
Knighton South Junction<br />
Lamps—Failure of Oil Tail<br />
Lamps—Repair of defective, hand, side, tail<br />
roof and signal lamps<br />
Langley Green<br />
Langley Mill<br />
Lawley Street—Freightliner Train Terminal<br />
Leaton<br />
Leamington Spa<br />
Leek Brook Junction and Caldon Quarry,<br />
Working between<br />
Leicester<br />
Leicester Junction (Burton)<br />
Lenton South Junction<br />
Level Crossings between platforms<br />
Lichfield City<br />
Lichfield T.V<br />
Lichfield Trent Valley Junction<br />
Lillie Bridge<br />
Lineside Stall emergency call system<br />
Littleton Colliery<br />
Llandudno Junction<br />
Llanddu Sidings<br />
Llanrwst and Blaenau Ffestiniog, Working<br />
between<br />
Llysfaen<br />
Loads of Coaching stock trains<br />
Locomotives coupled together<br />
Locomotives—Coupling and Uncoupling of •<br />
Locomotives dead—Hauling of<br />
Locomotives running light<br />
London Suburban Area D.C. Electrified Lines<br />
Long Eaton Station<br />
Longport<br />
Luton<br />
Lye<br />
Machynlleth<br />
Madeley<br />
Madeley Junction<br />
Mansfield Colliery Junction<br />
Mantle Lane<br />
Market Harborough<br />
Marshalling Yards—Mechanised—Working of<br />
trains to<br />
lvlarylebone<br />
Matlock Branch<br />
267<br />
315<br />
289<br />
330<br />
332<br />
288<br />
300<br />
301<br />
311<br />
284<br />
304<br />
309<br />
308<br />
265<br />
265<br />
302<br />
340<br />
305-306<br />
314<br />
298<br />
311<br />
332.-333<br />
304<br />
337<br />
265<br />
296<br />
285<br />
296<br />
289<br />
266<br />
294<br />
326-327<br />
320<br />
328<br />
326<br />
259-260<br />
242<br />
261<br />
.257<br />
245<br />
287<br />
333<br />
311<br />
33'2<br />
302<br />
317<br />
291<br />
312<br />
341<br />
308<br />
290,332<br />
262-263<br />
291-292<br />
336<br />
iv
Local and General Instructions—Index—continued<br />
M—continued<br />
PAGES<br />
PAGES<br />
Melbourne Junction and Chellaston Junction,<br />
Working between<br />
Melton Junction<br />
Mersey Docks and Harbour Board Lines,<br />
Birkenhead<br />
Millbrook<br />
Minera<br />
Minffordd<br />
Mold and Penyffordd, Working between<br />
Mold Junction<br />
Mortimor Street Junction<br />
307<br />
335<br />
324-325<br />
334<br />
322<br />
318<br />
32'2-323<br />
326<br />
334<br />
Ratcliffe Power Station<br />
Redditch and Barnt Green, Working between<br />
Releasing hand brakes on vehicles equipped with<br />
air and/or vacuum brakes and with the empty/<br />
loaded braking device<br />
Repair of defective hand, side, tail, roof and<br />
signal lamps<br />
Rock Ferry<br />
Rolleston Junction<br />
Rosset t<br />
Round Oak South<br />
Rowley Regis<br />
Rugby<br />
Rugeley C.E.G.B. Power Station—Brereton<br />
Sidings<br />
333<br />
310<br />
257<br />
265<br />
124<br />
337<br />
315<br />
300<br />
302<br />
284<br />
296<br />
Nantmavvr<br />
Nantwich<br />
Narborough<br />
Neasden North<br />
Neasden South<br />
New Hucknall Colliery Branch<br />
Newtown<br />
Northampton<br />
North London Incline<br />
North Wembley<br />
Norton Junction<br />
Nottingham<br />
Nuneaton<br />
0<br />
Oakamoor<br />
Oakengates<br />
<strong>Of</strong>ficer's Saloons—Working of<br />
<strong>Of</strong>ficers' special trains<br />
Oil Tail Lamps—Failure of<br />
Oswestry<br />
Oxley and Bushbury Junction, Working between<br />
Parcels Trains—Marshalling and Strengthening<br />
Passenger Trains—Heating<br />
—Loading, Marshalling and<br />
Strengthening<br />
Penrhyndeudraeth<br />
Pensnett<br />
Penyffordd<br />
Penyffordd and Mold, Working between<br />
Permanent Speed Restriction Indicator Signs<br />
Perry Barr<br />
Points, failure of electrically-operated<br />
Porthywaen<br />
Portmadoc<br />
Port Sunlight<br />
Prestatyn<br />
Princes Risborough and Aynho Junction,<br />
Working between<br />
Pwillieli East<br />
Pye Bridge Junction<br />
320-321<br />
3'20<br />
309<br />
292<br />
292<br />
341<br />
317<br />
290<br />
287-288<br />
283-284<br />
296<br />
337<br />
284<br />
311<br />
312<br />
262<br />
244<br />
265<br />
320<br />
315<br />
259-260<br />
245-'257<br />
259-260<br />
318<br />
303<br />
322<br />
322-323<br />
244<br />
295<br />
266-267<br />
320<br />
318<br />
324<br />
326<br />
299<br />
319<br />
340<br />
Saffron Lane Crossing<br />
St. Albans Abbey Branch<br />
St. Mary's Goods Yard<br />
St. Pancras<br />
St. Pancras Goods Depot<br />
St. Pancras Yard and Goods and Mineral<br />
Junction, Working between<br />
St. Paul's Road Goods<br />
Saloons, Engineer's and <strong>Of</strong>ficers'—Working<br />
Instructions<br />
Seacombe Junction<br />
Severn Bridge Junction<br />
Severn Bridge Junction and Crewe Junction,<br />
Working between<br />
Sherwood Colliery Sidings South<br />
Shugborough Tunnel<br />
Silkstream Junction and Finchley Road—<br />
Side lights on freight trains<br />
Silverdale<br />
Small Heath<br />
Snow clearance arrangement<br />
Soho<br />
Soho Pool Branch<br />
Somers Town—Goods Depot<br />
Special Passenger and Freight Trains—Working<br />
of<br />
Speed Restrictions—Permanent Indicator Signs<br />
Spondon<br />
Spring Vale Sidings<br />
Standard classification and code of headlamps<br />
and discs<br />
Stanton and West Hallam Colliery Branches<br />
Stanton Gate<br />
Stenson Junction<br />
Stoke-on-Trent<br />
Stourbridge Town Branch<br />
Stourport-on-Sevem<br />
Strengthening of Passenger Trains<br />
Sundon<br />
Sunny Hill<br />
Sutton Bridge Junction<br />
Swadlincote<br />
Tail Lamps—Failure<br />
Tibshelf East Junction and Blackwell East<br />
Junction, Working between<br />
Tibshelf East Junction and Butcherwood<br />
Colliery Sidings Frame, Working between<br />
Toton<br />
Toton Yard—Restrictions on vehicles<br />
Trainmen to use most expeditious means of<br />
travelling<br />
Trawsfynydd and Blaenau Ffestiniog, Working<br />
between<br />
Trent<br />
Tring<br />
Twywell Ironstone Siding<br />
Tyseley<br />
308<br />
290<br />
334<br />
329<br />
3<br />
,<br />
287<br />
9329<br />
262<br />
325<br />
312<br />
31'2<br />
341<br />
285<br />
331<br />
291<br />
298<br />
258-'259<br />
293<br />
295<br />
329<br />
260-'261<br />
244<br />
333<br />
294<br />
244<br />
340-341<br />
340<br />
303<br />
310<br />
302<br />
301<br />
259-260<br />
332<br />
303<br />
316-317<br />
309<br />
265<br />
342<br />
342<br />
339-340<br />
263<br />
262<br />
328<br />
336<br />
284<br />
335<br />
298
Local and General Instructions—Index—continued<br />
PAGES<br />
PAGES<br />
Uncoupling and coupling of locomotives<br />
United Colliery<br />
Vale of Rheidol Line<br />
Valley<br />
Vauxhall<br />
Vron Junction and Brymbo Middle, Working<br />
between<br />
V<br />
261<br />
315<br />
319-320<br />
327<br />
295<br />
321-322<br />
Valsall 296<br />
Washwood Heath 305<br />
Watery Lane 293-2.94<br />
Watford—St. Albans Branch 290<br />
Watford 284<br />
Wednesbury Central 303<br />
Wednesbury Town 301<br />
Wednesfield 297<br />
W—continued<br />
Wednesfield and Heath Town Sidings, Working<br />
between<br />
Weed-spraying trains<br />
Wellingborough Junction<br />
Wellington<br />
Wellington No. 2 and Granville Colliery Sidings,<br />
Donnington, Working between<br />
Whitchurch<br />
Whittington<br />
Willesden<br />
Willesden and Acton Canal Wharf, Working<br />
between<br />
Willesden Carriage Sidings<br />
Willesden Freightliner Train Terminal<br />
Willesden High Level Junction<br />
Willesden New Station<br />
Wirksworth Branch<br />
Woburn Sands<br />
Wolverhampton High Level<br />
Wolverhampton South and Heath Town Sidings,<br />
Working between<br />
Worthington Branch<br />
Wrenbury<br />
Wrexham Central<br />
Wrexham North<br />
297<br />
/61<br />
332<br />
312<br />
316<br />
320<br />
314<br />
281-'282<br />
334<br />
283<br />
28'2-283<br />
/88<br />
288<br />
336<br />
334<br />
294<br />
297<br />
306<br />
320<br />
322<br />
315<br />
v<br />
i
LIST OF LINES<br />
List of tines in the sequence used throughout the book<br />
Page No.<br />
relating to<br />
Table "A"<br />
ELSTON TO CREWE AND BRANCHES<br />
Euston to Coppenhall Junction<br />
Broad Street to Old Kew Junction (S.R.)<br />
Victoria Park Station (ER.) to Dalston Western Junction<br />
Canonbury Station to Finsbury Park No. I (ER.)<br />
King's Cross, Goods & Mineral Junction (ER.) to St. Pancias Sidings<br />
St. Pancras, Noah London Incline Ground Frame to St. Pancras Sidings<br />
Camden Road Junction to Camden Junction<br />
Camden Junction to Watford (D.C. Electric Lines)<br />
Kensal Green Junction to Willesden New Station<br />
Kensal Green Junction to Willesden (City Lines)<br />
Willesden High Level Junction to Mitre Bridge Junction<br />
Acton Yard (W.R.) to Acton Wells Junction<br />
Bollo Lane Junction to Gunnersbury Station (S.R.)<br />
Kew East Junction to New Kew Junction (S.R )<br />
Longhedge Junction (S.R.) to Willesden, West London Junction<br />
Clapham Junction "A" (S.R.) to Latchmere Junction<br />
Clapham Junction "B" (S.R.) to Latchmere Junction<br />
North Pole Junction to Old Oak Common (W.R.)<br />
Willesden to Willesden Carriage Sidings North (Carriage Lines)<br />
Wembley Central to Willesden High Level Sidings (Up H.L. Arrival Line)<br />
Watford High Street to Croxley Green<br />
Croxley Green Depot to Croxley Mills<br />
Watford to St. Albans Abbey<br />
Denbigh Hall to Bicester No. 1 (W.R.)<br />
Bletchley, Summit of Flyover to Fenny Stratford (Flyover Lines)<br />
Hanslope to Rugby (via Northampton)<br />
Hardingstone to Northampton No. l<br />
Northampton No. 4 to Market Harborough<br />
Rugby, Trent Valley Junction to Southam<br />
Stafford No. 5 to Air Ministry (16 M.11.) Sidings<br />
Holditch Colliery to Madeley<br />
Basford Hall Junction to Sydney Bridge Junction (Independent Lines)<br />
Crewe Sorting Sidings South to Crewe North Stafford Sidings<br />
Crewe Sorting Sidings North to Gresty Lane No. 1<br />
Gresty Lane No. 1 to Salop Goods Junction (Salop Lines)<br />
Salop Goods Junction to Crewe North Junction (Chester Independent Lines)<br />
Salop Goods Junction to Crewe Coal Yard (Liverpool Independent Lines)<br />
3-10<br />
11-14<br />
15<br />
15<br />
15<br />
16<br />
16<br />
17-18<br />
18<br />
19<br />
19<br />
19<br />
19<br />
20<br />
20-21<br />
21<br />
21<br />
2<br />
22<br />
23<br />
23<br />
23<br />
24<br />
25<br />
25<br />
26-28<br />
28-29<br />
29<br />
30<br />
30<br />
31<br />
31-32<br />
32<br />
32-33<br />
33<br />
33<br />
33<br />
MARYLEBONE TO CLAYDON AND BRANCHES<br />
Marylebone to Claydon L. & N.E. Junction<br />
Neasden South to Northolt Junction East (W.R )<br />
Princes Risborough (W.R.) to Aylesbury South<br />
34-37<br />
37<br />
38<br />
vii
List of Lines—continued<br />
List of lines in the sequence used throughout the book<br />
Page No.<br />
relating to<br />
Table "A"<br />
RUGBY TO STAFFORD (VIA BIER1VIINGHAM) AND BRANCHES<br />
Rugby, Trent Valley Junction to Stafford No. 1 (via Birmingham)<br />
Leamington Spa Junction to Coventry<br />
Coventry to Nuneaton<br />
Gosford Green to Three Spires Junction<br />
Stechford Station to Bushbury Junction (Grand Junction Lines)<br />
Grand Junction to Curzon Street<br />
Proof House Junction to Aston Station (Vauxhall Lines)<br />
Soho South Junction to Perry Barr North Junction (Soho Lines)<br />
Soho East Junction to Soho North Junction (Soho Curve Lines)<br />
Soho Pool Wharf to Soho Road<br />
Perry Barr West Junction to Perry Barr South Junction (Perry Barr Lines)<br />
Windsor Street Goods to Aston Station<br />
Aston Station to Lichfield City No. 1<br />
Bescot Station to Wichnor Junction<br />
Lichfield T.V. Junction to Lichfield Trent Valley<br />
Bescot Curve Junction to Bescot Station (Wednesbury Goods Lines)<br />
Wednesbury to Bloomfield Junction<br />
Tipton Station to Tipton Curve Junction<br />
Walsall to Darlaston Junction (Darlaston Lines)<br />
Ryecroft Junction to Birchills Power Sidings<br />
Ryecroft Junction to Rugeley No. 1<br />
Hednesford No. 1 Up Sidings to Cannock Wood Sidings (Rawnsley Branch)<br />
Portobello Junction to Wolverhampton<br />
Heath Town Sidings to Wednesfield<br />
38-42<br />
42-43<br />
43<br />
44<br />
44-45<br />
46<br />
46-47<br />
47<br />
47<br />
48<br />
48<br />
48-49<br />
49-50<br />
50-52<br />
52<br />
52<br />
53<br />
53<br />
53<br />
54<br />
54-55<br />
55<br />
55-56<br />
56<br />
OXFORD TO BIRMINGHAM AND BRANCHES<br />
Wolvercot Junction (WA.) to Bordesley Junction<br />
Princes Risborough (W.R.) to Aynho Junction<br />
Hatton Station to Milcote (W.R )<br />
Hatton North Junction to Hatton West Junction<br />
Tyseley South Junction to Bearley Junction<br />
Small Heath South Junction to Birmingham Moor Street (Moor Street Lines)<br />
57-60<br />
60<br />
61<br />
61<br />
62-63<br />
63<br />
DROITWICH SPA TO WALSALL AND BRANCHES<br />
Droitwieh Spa (W.R.) to Walsall<br />
Hartlebury Junction to Stourport-on-Severn<br />
Kidderminster Junction to Foley Park<br />
Stourbridge Junction Middle to Stourbridge Town Station<br />
Galton Junction to Stourbridge Junction North<br />
Handsworth Junction to Smethwick Junction<br />
Birmingham to Wolverhampton South<br />
Kingswinford Junction South to Pensnett<br />
63-66<br />
66<br />
66<br />
67<br />
67-68<br />
68<br />
69-70<br />
71
List of Lines—continued<br />
List of lines in the sequence used throughout the book<br />
Page No.<br />
relating to<br />
Table "A"<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Derby, London Road Junction to Birmingham, Proof House Junction<br />
Sheet Stores Junction to Stenson Junction<br />
Worthington Junction to Worthington<br />
Chellaston Junction to Melbourne Junction<br />
North Stafford Junction to Stoke Junction<br />
Mickleover to Egginton Junction (Research Dept. line)<br />
Cheadle to Cresswell<br />
Knighton South Junction to Leicester Junction<br />
Saffron Lane to Braunstone Gate<br />
Measham to Moira West Junction<br />
Swadlincote to Cadley Hill Colliery<br />
Drakelow C.E.G.B. Power Station Sidings Branch<br />
Birmingham Curve Junction to Branston Junction<br />
Kingsbury <strong>Shunt</strong>ing Frame to Baddesley Colliery<br />
Kingsbury Junction to Whitacre Junction<br />
Wigston North Junction to Nuneaton<br />
Narborough Station to Enderby<br />
Nuneaton Midland Junction to Abbey Junction<br />
Nuneaton to Water Orton East Junction<br />
Water Orton West Junction to Park Lane Junction<br />
Castle Bromwich Junction to Ryecroft Junction<br />
Birmingham New Street to Blackwell (W.R.)<br />
Landor Street Junction to King's Norton Junction<br />
St. Andrews Junction to Grand Iiknction<br />
Lifford East Junction to Lifford West Junction<br />
Barnt Green Station to Redditch<br />
71-73<br />
73-74<br />
74<br />
75<br />
75-77<br />
77<br />
77<br />
78-79<br />
79<br />
80<br />
80<br />
81<br />
81<br />
81<br />
8<br />
82-83 ,<br />
83<br />
83<br />
83-84<br />
85<br />
85<br />
86-87<br />
87-88<br />
88-89<br />
89<br />
89<br />
COLWICH TO MACCLESFIELD AND BRANCHES<br />
Colwich to Macclesfield<br />
Norton Bridge to Stone<br />
Kidsgrove Central to Crewe South Junction<br />
Birchenwood Colliery to Kidsgrove, Liverpool Road<br />
Stoke Junction to Caldon Quarry<br />
British Industrial Sand Siding to Leek Brook Junction<br />
Milton Junction to Heath's Junction<br />
90-92<br />
93<br />
93<br />
94<br />
94-95<br />
95<br />
95<br />
ix
List of Lines—continued<br />
List of lines in the sequence used throughout the book<br />
Page No.<br />
relating to<br />
Table "A"<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Wolverhampton North Junction to Saltney Junction<br />
Bushbury Junction to Oxley<br />
Madeley Junction to Ironbridge C.E.G.13. Power Station<br />
Horsehay & Dawley to Lightmoor Junction<br />
Wellington No. 2 to Granville Colliery Sidings<br />
Abbey Foregate to English Bridge Junction (Loop lines)<br />
Severn Bridge Junction to Craven Arms Crossing (W.R.)<br />
Sutton Bridge Junction to Abbey Goods<br />
Sutton Bridge Junction to Aberystwyth<br />
Cruckmeole to Minsterley<br />
Dovey Junction to Pwllheli<br />
Devils Bridge to Aberystwyth (Vale of Rheidol)<br />
Shrewsbury, Crewe Junction to Crewe South Junction<br />
Gobowen South to Nantmawr Quarry Sidings<br />
Croes Newydd South Fork to Croes Newydd East<br />
Croes Newydd North Fork to Minera Lime Works<br />
Croes Newydd West to Gatewen Colliery<br />
Brymbo Middle Crossing to Vron Sidings<br />
Wrexham General North to Wrexham Exchange<br />
Wrexham Central North to Marchwiel<br />
Wrexham Central North to Bidston Dee Junction<br />
Penyffordd to Mold, Synthite Sidings<br />
Hartford Junction (CI.) to Dee Marsh Junction<br />
Mouldsworth to Helsby West Cheshire Junction<br />
96-100<br />
100<br />
101<br />
101<br />
101<br />
102<br />
102-103<br />
104<br />
104-106<br />
106<br />
107-109<br />
109<br />
110-111<br />
111<br />
112<br />
112-113<br />
113<br />
114<br />
114<br />
114<br />
115-116<br />
117<br />
117-118<br />
118<br />
CREWE TO BIRKENHEAD AND BRANCHES<br />
Crewe North Junction to Chester No. 6<br />
Chester No. 1 to Acton Grange Junction<br />
Frodsham Junction to Halton Junction<br />
Chester No. 4 to Canning Street North<br />
Chester No. 5 to Chester No. 6<br />
Hooton South to Helsby Junction<br />
Liverpool Central Low Level to West Kirby<br />
Hamilton Square Station to Rock Ferry<br />
Bidston East Junction to New Brighton<br />
Bidston Dee Junction to Seacombe Junction<br />
119<br />
120-121<br />
121<br />
121-123<br />
123<br />
124<br />
125-126<br />
126-127<br />
1'27<br />
127
List of Lines—continued<br />
List of lines in the sequence used throughout the book<br />
Page No.<br />
relating to<br />
Table "A"<br />
CHESTER TO HOLYHEAD AND BRANCHES<br />
Chester No. 6 to Holyhead<br />
Prestatyn to Dyserth<br />
Llandudno Junction to Trawsfynydd C.E.G.13. Siding<br />
Llandudno Junction to Llandudno Station<br />
Gaerwen to Amlwch<br />
128-131<br />
132<br />
132-133<br />
133<br />
134<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
St. Pancras to Tapton Junction (ER.) (via Derby)<br />
Moorgate (LT.) to Carlton Road Junction<br />
Engine Shed Junction to Harringay Park Junction (ER.)<br />
Gospel Oak to Junction Road Junction<br />
Mortimer Street Junction to Carlton Road Junction<br />
Cricklewood Junction to Acton Wells Junction<br />
Brent Junction No. 2 to Dudding Hill Junction<br />
Neasden Junction to Neasden South<br />
Willesden to Acton Canal Wharf<br />
Luton South to Dunstable<br />
Luton South to Vauxhall Sidings<br />
Bedford St. John's to Bedford Junction<br />
Bletchley to Goldington C.E.G.B. Sidings<br />
Wellingborough Junction to Whitworth's Siding<br />
Twywell to Kettering Junction<br />
Kettering Station to Cransley<br />
Glendon South to Syston South Junction (via Manton)<br />
Ketton Station (ER.) to Manton Junction<br />
Ashwell Sidings to Cottesmore<br />
Melton Junction to Holwell Sidings<br />
Wigston South Junction to Glen Parva Junction<br />
Syston East Junction to Syston North Junction<br />
Trent to Sheet Stores Junction<br />
Little Eaton Junction to Denby<br />
Duffield Junction to Wirksworth Incline<br />
Ambergate Junction to Matlock<br />
134-145<br />
145<br />
146<br />
147<br />
147<br />
147<br />
148<br />
148<br />
148<br />
149<br />
149<br />
149<br />
150-151<br />
151<br />
151<br />
151<br />
152.-154<br />
154-155<br />
155<br />
155<br />
156<br />
156<br />
156<br />
157<br />
157<br />
158<br />
xi
List of Lines—continued<br />
List of lines in the sequence used throughout the book<br />
Page No.<br />
relating to<br />
Table "A"<br />
TRENT JUNCTION TO NEWARK AND BRANCHES<br />
Trent Junction to Newark Castle Station (ER.)<br />
Lenton South Junction to Lenton North Junction<br />
Mansfield Junction to Trowel! Junction<br />
Radford Junction to Annesley<br />
Basford Junction to Cinder Hill<br />
Bestwood Park Junction to Calverton Colliery<br />
Nottingham, London Road Goods Yard to East Leake<br />
Aslockton Station (ER.) to Netherfield Junction<br />
Rectory Junction to Cotgrave Colliery<br />
Colwick Estates Branch.<br />
Netherfield Junction to Gedling Colliery<br />
159-161<br />
161<br />
162<br />
163<br />
163<br />
164<br />
164<br />
165<br />
165<br />
166<br />
166<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
Trent to Clay Cross South Junction<br />
Trent Junction to Toton Junction (High Level Goods Lines)<br />
Attenborough Junction to Meadow Lane Junction<br />
Stanton Gate to Stanton Gate Old Works<br />
Stanton Gate to West Hallam<br />
Stanton New Works Sidings to Quarry Hill Road<br />
Pye Bridge Junction to Shirebrook (West) Sidings (ER)<br />
Pinxton to Bentinck Colliery L.W.S<br />
Bentinck Colliery Sidings to Bentinck Colliery (Midland) E.W.S<br />
Kirkby Summit to Metal Box Company's Sidings<br />
Rufford Colliery Sidings (ER.) to Mansfield South Junction<br />
Blackwell South Junction to Blackwell East Junction<br />
Tibshelf & Blackwell Branch Junction to New Hucknall Tip<br />
New Hucknall Colliery Ground Frame to New Hucknall Colliery<br />
Tibshelf & Blackwell Branch Junction to Pleasley East<br />
Sutton Colliery Junction to Sutton Colliery<br />
167-169<br />
169-170<br />
170<br />
170<br />
171<br />
171<br />
171-172<br />
173<br />
173<br />
173<br />
173<br />
174<br />
174<br />
175<br />
175<br />
175<br />
xii
STANDARD SPEED RESTRICTIONS<br />
When passenger trains are running late, Drivers must endeavour to make up time, with due<br />
regard to the braking power of the locomotive and train and provided all speed restrictions are strictly<br />
complied with and the maximum permissible speeds indicated are not exceeded.<br />
Drivers of freight trains when running late must endeavour to make up time provided all speed<br />
restrictions are strictly complied with and the maximum speeds shown in the General Appendix or<br />
the maximum permissible speed for the section of line concerned are not exceeded.<br />
Trains must not exceed the speeds set out below, except where otherwise shown in Table "A":—<br />
Speed<br />
m.p.h.<br />
1. On double lines when passing through junctions between parallel lines or through<br />
crossovers, or when entering or leaving slow, goods, loop platform or bay lines 1 5<br />
2. On single lines when passing through loop connections • • 1 5<br />
3. When receiving, delivering or exchanging Train Staff or Electric Token by hand 1 0<br />
4. When receiving, delivering or exchanging Train Staff or Electric Token by means of<br />
lineside receiving or delivering apparatus 1 5<br />
Except where otherwise shown, trains not conveying passengers when running on goods lines<br />
must not exceed 45 m.p.h. at any point.<br />
Except where otherwise shown, passenger trains when running on goods lines must not exceed<br />
20 m.p.h. at any point.<br />
Mixed trains must not exceed 25 m.p.h.<br />
Diesel Electric <strong>Shunt</strong>ing Locomotives must not exceed 15 m.p.h. when shunting, working a train<br />
or trip, or running light and the reference in BR.30054/6 Working Manual for Rail Staff, Table G.2<br />
to higher speeds for Classes 8, 9, 10, 11 and 12 are amended accordingly.<br />
SPEED OF LOCOMOTIVES RUNNING LIGHT<br />
Electric and Diesel main line locomotives when running light, must not exceed 75 m.p.h.<br />
Where a lower speed than 75 m.p.h. is laid down in Table "A", in the Weekly Engineering<br />
Notice, or for a particular type of locomotive, such speed restriction must be observed.<br />
When, for mechanical reasons, a locomotive requiring to run light is incapable of attaining the<br />
appropriate maximum speed shown above, the Depot Superintendent concerned will advise the<br />
Divisional Control Room, who will instruct the Signalmen on the line of route accordingly.
STANDARD LOCOMOTIVE HORN CODES<br />
The following horn code applies at all stations, junctions and sidings not otherwise specially<br />
provided for in Table "A" or in the Local Code shown in Table "E".<br />
To avoid annoyance to passengers at stations and residents near the railway, Drivers are requested<br />
not to use the horn more than is absolutely necessary to ensure safe and efficient working in compliance<br />
with the Rules and Regulations.<br />
*Main or Fast Lines<br />
Description<br />
*Line next to Main Line (Slow or Goods)<br />
*Line next to Slow or Goods<br />
(One additional long blast to be given for each additional line farther away<br />
from the Main Line.)<br />
*These codes to be given when approaching signals at Danger or when<br />
necessary to indicate when ready to proceed on same line.<br />
Number of blasts<br />
1 long.<br />
2 long.<br />
3 long.<br />
Approaching geographical junctions and requiring to proceed through junction:—<br />
1<br />
-tOn Main Line and requiring to proceed to right<br />
tOn O Slow or Goods Line and requiring to proceed to left<br />
n tOn Slow or Goods Line and requiring to proceed to right<br />
M<br />
a fThese codes to be given at signal box before the box controlling the<br />
junction, i unless otherwise shown in Table "A".<br />
n<br />
To or L from Goods Line or Slow Line or Loop and Main Line<br />
To cross<br />
i<br />
from Main to Main<br />
To or n from Bay or Platform Lines<br />
Down e Main or Fast, Slow or Goods or Loop to Down Sidings<br />
Down a Main or Fast, Slow or Goods or Loop to Up Sidings<br />
Up Main n or Fast, Slow or Goods or Loop to Up Sidings<br />
Up Main d or Fast, Slow or Goods or Loop to Down Sidings<br />
Up Sidings r to Down Sidings or vice versa<br />
Train<br />
e<br />
ready to leave Sidings<br />
q<br />
<strong>Shunt</strong> from Sidings to Main Line<br />
u<br />
To or from Locomotive Depot/Siding<br />
i<br />
Express trains requiring fresh locomotive at next stopping place<br />
r<br />
tFire<br />
i<br />
on line side<br />
nTo be repeated when passing next Permanent Way Men, Station, Signal<br />
Box or g Crossing Keeper's Hut.<br />
t<br />
Distress Signal<br />
o<br />
p<br />
r<br />
Locomotive o is clear of points which require to be turned<br />
1 short.<br />
To indicate c that train or locomotive has been shunted clear of points<br />
leading e from one running line to another (Rule Book, <strong>Section</strong> H, clause<br />
9.1 e and <strong>Section</strong> .J, clause 4.5 1<br />
crow, 1 short.<br />
To indicate d that train or locomotive has been shunted clear of all running lines<br />
(Rule t Book, <strong>Section</strong> .1, clause 4.5)<br />
3 short.<br />
Before<br />
o<br />
starting train assisted by locomotive in rear (Rule Book, <strong>Section</strong> H,<br />
l<br />
clause 3.20)<br />
2 crows.<br />
e<br />
f<br />
t<br />
1<br />
2<br />
2<br />
long, I<br />
long, 2<br />
long, I<br />
long, 2<br />
short.<br />
4 short.<br />
short.<br />
short.<br />
short.<br />
short.<br />
1 crow, I long.<br />
1 crow.<br />
2 short, pause, 3 short.<br />
3 short, pause. 1 short.<br />
3 short, pause, 2 short.<br />
3 short, pause, 3 short.<br />
2 short, pause, 1 short.<br />
2 short, pause, 2 short.<br />
2 short.<br />
3 crows.<br />
1 crow, 1 long, I crow.<br />
Series of short blasts on<br />
the high note of the<br />
horn.
TABLE "A"<br />
LIST OF SIGNAL BOXES, RUNNING LINES, Etc.<br />
Direction in which information shown—Down (unless otherwise stated)<br />
Explanation of References<br />
Mam running lines (double line)<br />
Main running line (single line)<br />
Passenger Line (Absolute Block unless otherwise shown) — • O —<br />
h) Goods Line (Permissive Block unless otherwise shown) •<br />
Passenger Line signalled in both directions (No Token)<br />
Goods Line signalled in both directions (No Token)<br />
"A"—Absolute Block on Goods Line<br />
"P"—Permissive Block on Platform line for passenger trains<br />
"PP" —Permissive Block on Passenger line for freight trains<br />
"NW'—No Block<br />
"TCB"—Track Circuit Block : running lines completely track circuited<br />
"TCB (G)"—The equivalent of Permissive Block on Goods Lines<br />
"TCB (P)"—The equivalent of Permissive Block on Platform Lines for passenger trains<br />
"TCB (PF)"—The equivalent of Permissive Block on Passenger Lines for freight trains<br />
DPL—Down Passenger Loop<br />
DGL—Down Goods Loop<br />
UPL—Up Passenger Loop<br />
UGL—Up Goods Loop<br />
CL—Crossing Loop<br />
DRS—Down Refuse Siding<br />
URS—Up Refuge Siding<br />
L. St V.—Locomotive and Brake Van<br />
G—Run-back catch points<br />
CW—Run-back catch points controlled from signal box<br />
S—Spring trailing points<br />
U—Unworked trailing points<br />
MS—Intermediate Block <strong>Section</strong> Signal<br />
L.C.—Level Crossing<br />
NI—See Table Ni<br />
PI<br />
P2— L See respective tables for conditions applicable to these level crossings<br />
P3—<br />
,
PENHALL JUNCTION<br />
1 1 I 1 1 1<br />
lURN 31 M.P. 80 80 MAXIMUM PERMISSIBLE SPEED ON MAIN AND EAST LINES<br />
TO WILLESDEN 6 M.P. 90 90 MAXIMUM PERMISSIBLE SPEED ON MAIN AND FAST LINES<br />
P. TO COPPENHALL JUNCTION 100 100 MAXIMUM PERMISSIBLE SPEED ON MAIN AND EAST LINES<br />
SLOPE 75 75 MAXIMUM PERMISSIBLE SPEED ON SLOW LINES<br />
WORTH 75 75 MAXIMUM PERMISSIBLE SPEED ON SLOW LINES<br />
•TION TO COLWICH 90 75 MAXIMUM PERMISSIBLE SPEED ON SLOW LINES<br />
CTON TO COPPENHALL JUNCTION 75 75 MAXIMUM PERMISSIBLE SPEED ON SLOW LINES<br />
act . . .<br />
— —<br />
mden Road<br />
, for D.C.<br />
— — S • 20 20 All lines between 0 m.p. and 01 m.p.<br />
_ _ _._<br />
20<br />
Over down Empty Carriage line<br />
u<br />
o<br />
0 r-<br />
1 896<br />
7c<br />
71; F-7)<br />
fa<br />
. C "". oc<br />
1 N<br />
a<br />
W _ Z 41 Z<br />
, 0 ril<br />
4- c- )<br />
-E c o<br />
IL<br />
•• , _;.g<br />
'<br />
g<br />
0 TCB<br />
... p:<br />
40 East and slow lines from 01 m.p. to south end of Primrose Hill tunnel<br />
11<br />
d<br />
0 I<br />
0 E,<br />
b :4 20 Over Engine lines Nos. 1 and 2<br />
Ew<br />
30 Over up Empty Carriage line<br />
15 Slow line through junction to Camden Road J . line<br />
TCB<br />
annel 40 Fast and slow lines from sou h end of Primrose Hill tunnel o 01 m p.<br />
55 55 Fast lines through Primrose Hill tunnel<br />
— —<br />
Lci ... . . 1 1192 DGL 104<br />
UGL 104<br />
on ... . . — 592 TCB TCB<br />
grtal EN 81 to signal EN.45<br />
gnal EN 82 to signal EN.52
unnel<br />
TCB TB<br />
ction 1 1026 20 Slow to fast<br />
Kensington 20 Fast to slow<br />
15 Through junction to Kensing on line<br />
20 Over goods line<br />
948 • • a<br />
ensal Green<br />
br Carriage<br />
Acton Canal<br />
Z PI<br />
OU<br />
235 • • C. Down Low Level Goods<br />
line, 465 yards before<br />
reaching signal WN 42<br />
120<br />
20 Over goods line<br />
Station 1 932<br />
High Level TCB TCB<br />
:<br />
20 20 Over "up & down" goods line<br />
2 219 UGL 56<br />
1<br />
gin! WN.29 o signal WN51.<br />
;nal WN.13711451146 to signal WN 86<br />
25<br />
25<br />
Fast to slow<br />
Slow to fast
Z. Abbot's 3<br />
1114<br />
2 266<br />
20 Fast to slow<br />
Station 1 723 DRS 43 20 Slow to fast<br />
20 Slow to fast<br />
20 Fast to slow<br />
nnel<br />
3 786 90 90 Fast lines between 27i m.o. and 28 m.p<br />
3 1275 UGL 54<br />
(fast)<br />
87<br />
(slow)<br />
DRS 30 & 38<br />
4 759<br />
l<br />
t<br />
a<br />
t<br />
i<br />
o<br />
n<br />
(:Iford line.)<br />
20 Fast to slow<br />
4 158 20 Slow to fast<br />
20 Slow to fast<br />
TCB TCB 20 Fast to slow<br />
80 80 Fast lines between 40i m.p. and 41 m.p.<br />
90 90 Fast lines between 41 Imp. and 42 imp.<br />
6 689 • • • 15 Through junction to Bedford line<br />
TCB<br />
(G)<br />
IC13*<br />
mal BY.27 to BY.30.
'ENHALL JUNCTION—corn.<br />
ester line.)<br />
1076<br />
25<br />
25<br />
Slow to fast<br />
Fast to slow<br />
rthampton<br />
5<br />
4<br />
259<br />
313<br />
TCB<br />
TCB<br />
TCB<br />
—<br />
TCB<br />
90 9 0<br />
25 2 5<br />
80 8 0<br />
70 7 0<br />
70<br />
70<br />
70<br />
Fast lines between 511 mm. and 52 m.p.<br />
Wolverton North and South inclines and through connection t<br />
Fast lines between 52 m.o. and 53 m.p.<br />
Slow lines, through station<br />
Fast line, through junction to Northampton line<br />
Slow to main<br />
Main to slow<br />
and from goods yard<br />
IL<br />
IL<br />
At I mile distant.<br />
IL<br />
IL<br />
At I mile distant.<br />
10 748<br />
(from<br />
Hans ope)<br />
DGL<br />
UGL<br />
120<br />
120<br />
S. Up line, 322 yards after<br />
passing signal RY".25<br />
(Normal lie for main<br />
line.)<br />
800<br />
2<br />
1199<br />
80<br />
80<br />
Between 68/ m.o. and 70i imp.<br />
60<br />
30<br />
45<br />
25<br />
Main/fast lines from 82 m.p. to 831 trim.<br />
Fast to Northampton line<br />
No. 8 Bay to main or Northampton line<br />
Main to slow at 821 m.p.
4 1075<br />
1,1111041110 M i n t 10 InSt 1,1111:1111 1/1 Signal It l a /0-11/11C11011 LIjilIUtLhUuI at)<br />
45 Nuneaton fast to slow (ahead of signal RY•179—junction ind'eation 4)<br />
30 Fast to Nuneaton slow (ahead of signa RY•179—junction indication 1)<br />
60 Fast/main lines from 83i m.p. to 81 m. 65 ch.<br />
30 Slow to main<br />
7 1197<br />
1<br />
TCB TCB<br />
1 352 • 1 D&UPL, 34 50 50 Slow lines between 96+ m.p. m d 97e ram.<br />
1:oventry UGL 1 45 10 Through junctions to Coventry and Wgston North tin. lines<br />
Wigston<br />
or Water<br />
TCB TCB<br />
UGL 2 46 15 15 Over "up and down" platform No. 1<br />
15 Through junction to Water Orton line<br />
9<br />
25 Fast to slow<br />
I 25 Slow to fast A t north end of station<br />
TCB TCB 25 Fast to slow<br />
—<br />
TCB TCB<br />
5 711 • • 70 70 Fast lines between 102 m.p. and 1024 rum.<br />
1 60 60 Slow lines between 102 m.o. and 1024 imp.<br />
TC13 TCB 90 90 Fast lines between 102e m.p. and 103e msg.<br />
4<br />
1<br />
442 41 • DRS 51<br />
1 1<br />
TCB TCB<br />
1 1<br />
3 1201 • 25 Fast to slow<br />
25 Slow to fast<br />
25 Slow to main<br />
30 Main to slow<br />
1 733<br />
1 1652<br />
ng authorised—see Table W.
2 1371<br />
flOtil IA SI ! MIL t O i t imp.<br />
UPL 24<br />
25 Main to platform loop<br />
72- .. UGL 57<br />
90 From 117k m.p. to 115j m.p.<br />
t<br />
vl<br />
;12 I<br />
2<br />
d :<br />
963<br />
IT<br />
50 Main to slow<br />
2 609 C<br />
50 Slow to main<br />
B<br />
90 Fast line from 1211 imp. to 1284 Imp.<br />
TCB TB<br />
1<br />
2 519 • • • • 20 Slow to fast<br />
25 Through junction to Walsall line<br />
TCB A TCB<br />
7t1<br />
— 515 • • • URS 60 25 "Down & up" platform to down fast<br />
(From 30 Fast to slow<br />
Rugeley TCB TCB<br />
No. 1)<br />
2 1357 • • DGL 57 45 Fast to slow<br />
20<br />
45<br />
Slow to goods loop<br />
Slow to fast or to Stoke line<br />
20<br />
45<br />
Goods loop to main or to Stoke line<br />
Main to slow<br />
90 Fast line from 1284 m.p. to 121/ nt.p.<br />
80 Fast line from 128+ Imp. to 1314 m.p.<br />
2 876 • 55 Main to slow<br />
55 Slow to main<br />
TCB TCB 80 Fast line from 1314 m.o. to 1284 m.o.<br />
1 75 75 1 Fast lines between 1314!m.p. ankQueenwille
768<br />
, I I<br />
• • • •• •<br />
20<br />
Fast to slow<br />
— 550<br />
(from<br />
Stafford<br />
No 4)<br />
3 —<br />
2 334<br />
I ! I t t I<br />
E-<br />
,...P. ga', gl.tiCI gri.<br />
etzt- - ,so. tlloAL2P--.2P0<br />
114 - rdos igc]s•<br />
-<br />
5..<br />
,,l<br />
-—.00 v .0; Pm O wMi., .01<br />
do 0 0 6 0 6 0 0 0<br />
,<br />
a. ZI-<br />
1<br />
isLDrios<br />
ii Z 1 1 I I YY I II<br />
• • • • • •<br />
1<br />
.<br />
Z<br />
" h<br />
z<br />
.<br />
1<br />
.-<br />
TCB TCB<br />
1<br />
1<br />
Z<br />
•<br />
•<br />
20<br />
90<br />
25<br />
25<br />
20<br />
25<br />
25<br />
Entering and leaving "up and down"<br />
platform 3, and up platform 1<br />
Slow to fast<br />
Fast line from 1371 mm. to 1401 mm.<br />
Slow to fast<br />
Through junction to recess line<br />
Fast to slow<br />
oods, 'up and down' platform (No. 6), down<br />
TCB<br />
TCB<br />
90<br />
Fast line from 1401 m.p. to 1371 imp.<br />
11<br />
44<br />
TCB<br />
•<br />
TCB<br />
•<br />
C. Up fast line, 1,086 yards<br />
before reaching signal<br />
MY.27.<br />
C. Up fast line, 855 yards<br />
before reaching signal<br />
MY.105.<br />
C. Up fast line, 957 yards<br />
before reaching signal<br />
MY.107.<br />
C. Up fast line, 626 yards<br />
before reaching signal<br />
MY.109.<br />
C. Up slow line, 1,198 yards<br />
before reaching signal<br />
MY.108.<br />
177<br />
177<br />
177<br />
177<br />
177
3 422 •<br />
TCB<br />
TCB<br />
3 196 • • 25 Fast to slow<br />
pendent 25 Slow to fast independent<br />
25 Slow to fast<br />
TCB<br />
TCB<br />
rt 1 840 • • 20 All lines from 157 m. 47 eh. to 158 tn. 35 eh.<br />
-ewsbury<br />
cLu. P••<br />
idsgrove<br />
484<br />
P•i<br />
P.<br />
! • rl,<br />
P.<br />
it<br />
Ali<br />
I g ;<br />
z. ,41E<br />
ko la.<br />
9a<br />
.<br />
,<br />
) q<br />
71<br />
add%<br />
pp<br />
•<br />
p.<br />
E•0-•<br />
ti.,2,2•8••<br />
7! E<br />
Ea]<br />
d 1<br />
d N i Z ,<br />
Z 2 t Z<br />
0<br />
458 • • • d• • • 3• 20 All lines from 158 In. 35 ch. to 157 m. 47 ch.<br />
!ster line,<br />
I<br />
kppendix TC'B TCB<br />
ependent<br />
979 • 30 Slow to fast<br />
TCB<br />
TC<br />
2 633 • • 50<br />
50<br />
Fast to slow<br />
Slow to fast<br />
50 Slow to fast<br />
50 Fast to slow
on)<br />
ds from<br />
1670<br />
1<br />
025 2 5<br />
1<br />
0<br />
Entering and leaving station<br />
Between Om. 19ch. and 01 imp.<br />
Station)<br />
1606<br />
•<br />
•<br />
15<br />
25<br />
15<br />
Main to No. 1 line<br />
No. 1 line to main<br />
From Dalston Jo. to Dalston Western Jn. on No. 1 and No. 2 lines<br />
unction<br />
Victoria<br />
452<br />
•<br />
25<br />
From Dalston Western Jn. to Dalston tIn. on No. 1 and No. 2 lines<br />
and 2 lines,<br />
is ton Westind<br />
2 lines,<br />
on Western<br />
ards from<br />
I box.)<br />
C. No. 2 down line, 306<br />
yards before reaching HI<br />
home signal.<br />
155<br />
- Finsbury<br />
1311<br />
•<br />
•<br />
25<br />
C. No. 2 down line, 421 155<br />
yards before reaching<br />
home signal.<br />
C. No. 1 down line, 332 155<br />
yards before reaching<br />
home signal.<br />
C. No. 2 down line, 204 155<br />
yards before reaching<br />
starting signal.<br />
S. No. 1 up line, connection 9 1<br />
from up Finsbury Park (falling)<br />
line.<br />
Through junction to Finsbury Park lin
& Barns-<br />
— 955<br />
725<br />
•<br />
C. No. 2 down line, 697<br />
yards before reaching<br />
home signal.<br />
C. No. I down line, 490<br />
yards before reaching<br />
home signal.<br />
C. No. 1 down line, 1,169<br />
yards before reaching<br />
York Road Jo. home<br />
signal.<br />
C. No. 2 down line, 1,275<br />
yards before reaching<br />
York Road 1n. home<br />
signal.<br />
91<br />
107<br />
87<br />
96<br />
786<br />
•<br />
•<br />
Goods &<br />
1 page 16<br />
'cline line.)<br />
ion<br />
— 805<br />
(from<br />
York<br />
Road Th.)<br />
•<br />
30<br />
35<br />
No. 2 line round curve through Maiden Lane<br />
ation<br />
536<br />
•<br />
20<br />
20<br />
All lines between Camden Road Static<br />
and <strong>Of</strong> m.p.<br />
Primrose
ith Tunnel<br />
trom Oospel Oak.)<br />
ation) 1 303 45<br />
ation 393<br />
1<br />
From Finchley Road to 01 m.p. 1 except through Gospel Oak Station<br />
1,550 yards<br />
ad box.)<br />
882<br />
C. Up line, 1,250 yards 204<br />
before reaching Finchley<br />
Road starting signal.<br />
Station 808<br />
405 yards<br />
!n Th. box.)<br />
, 1 mile 790<br />
1<br />
-<br />
1<br />
1048<br />
1<br />
ction 1343<br />
e Willesden<br />
page y 19 for<br />
R<br />
o<br />
a<br />
d<br />
45<br />
154<br />
4<br />
•vel Junction 595 35<br />
20 20<br />
Mitre 15<br />
30<br />
C. Down line, 550 yards 176<br />
before reaching outer<br />
home signal.<br />
From Kensal Green Jo. to Willesden Junction Station<br />
Through junction to City lines<br />
Entering or leaving Kensal Green Sidings<br />
From Willesden Junction Station to Kemal Green in.<br />
Through Willesden Junction Station<br />
Through junction to Mitre Bridge in. line<br />
From Willesden High Level in. to Old Oak in.<br />
C. Up line, 424 yards 162<br />
before reaching home<br />
signal.
584 •<br />
30<br />
20 2 5<br />
From Old Oak Jo. to Willesden High Level Jn.<br />
Through junction<br />
non<br />
Acton Yard<br />
7ricklewood<br />
637 •<br />
20<br />
20<br />
35 3 5<br />
Goods to main<br />
Main to goods<br />
Through junction to and from Acton Central direction<br />
C. Up line, 604 yards before 8 2<br />
reaching outer home<br />
signal.<br />
yards from<br />
'cot)<br />
ed by Acton<br />
1yards from<br />
K.)<br />
tation) L.C.<br />
ion<br />
1<br />
100<br />
1310<br />
50<br />
C. Up line, 558 yards before<br />
reaching LB. home signal.<br />
From 2 m.o. to 2<br />
, C. Up line, 848 yards before<br />
reaching home signal.<br />
1<br />
132<br />
96<br />
on LC.<br />
3unnersbury<br />
318<br />
25<br />
Through junction to Gunnersbury line<br />
In<br />
Jew Kew Jn.<br />
1073<br />
15<br />
Through junction to Old Kew Jo. line<br />
792<br />
20<br />
Through junction
tnetion<br />
MICtiOn<br />
road Street<br />
e.)<br />
1463<br />
516<br />
15<br />
15<br />
Through junction<br />
IL IS<br />
Temple Mills<br />
PION TO FINSBURY PARK No. 1 (RR.)<br />
30<br />
30<br />
MAXIMUM PERMISSIBLE SPEED<br />
road Stre<br />
e<br />
tel<br />
.•<br />
25<br />
Through junction<br />
1563<br />
C. Down line, 737 yards<br />
before reaching home<br />
signal.<br />
Level<br />
ODS & MINERAL JUNCTION (LIU) TO ST. PANCRAS SIDINGS<br />
ioods &<br />
t.<br />
15<br />
15<br />
MAXIMUM PERMISSIBLE SPEED<br />
(<strong>Shunt</strong>er's<br />
oad Street<br />
:.)<br />
572<br />
C. 435 yards before reaching<br />
"Stop and await instructions"<br />
board.<br />
73
tTH LONDON INCLINE GROUND FRAME TO ST. PANCRAS SIDINGS<br />
oad Street<br />
L)<br />
5 5 MAXIMUM PERMISSIBLE SPEED<br />
ne Ground — —<br />
t. Pancras<br />
)<br />
(<strong>Shunt</strong>er's<br />
—<br />
511<br />
UNCTION TO CAMDEN JUNCTION<br />
25 25 MAXIMUM PERMISSIBLE SPEED<br />
:aim ... — — 20 Through junction<br />
road Street<br />
e.)<br />
'unction .. — 383 7<br />
C. Down line, 275 yards 162<br />
> ><br />
,<br />
before reaching home<br />
.1-<br />
signal.<br />
, r – 15 Main line from Hampstead Road in. to Camden in.<br />
tinting<br />
d 4Z • •<br />
•<br />
on — 488<br />
–<br />
(from<br />
I •<br />
Hamost TCB TCB I<br />
20 20 Over North London Electric lines between Primrose Hill Station and Camden in.<br />
Road<br />
s<br />
in.)<br />
I I<br />
d — 671<br />
15 Main line from Camden in. to Hampstead Road in.<br />
Euston to<br />
North London<br />
7 for D.C. Electric lines<br />
(Euston box area)
(Station) — 1737 45 45 Between 41 imp. and 41 m.p. IL 2S London Transport<br />
XI - 1060 30<br />
line.<br />
From 5 imp. to north end of Willesden Junction Station<br />
nnel<br />
-1) New<br />
sal Green<br />
1643 20 Through junction to Kensal Green kin.<br />
30 From north end of Willesden Junction Station<br />
Me<br />
to 5 mm.<br />
IL IS<br />
Kensal Green in.<br />
1158<br />
ation 1668<br />
ld Frame 664 40 40 Round curve between tunnel under main line and Wembley Central Station<br />
Itation 1164<br />
tion — 1419<br />
31<br />
-<br />
1<br />
— 1013<br />
520<br />
Ind Frame<br />
1 200 30 30 Round curve North of Harrow & Wealdstone Station<br />
t ion 1 258
TO WATFORD CD C. ELECTRIC LINES)—cont.<br />
— 1306<br />
25 25 MAXIMUM PERMISSIBLE SPEED<br />
ition 1 706<br />
'don 605 30 30 Through station<br />
15 15 Between 16k m.p. and Watford High Street<br />
Dt Station<br />
Croxley<br />
1 73<br />
35<br />
15<br />
35<br />
Through junction to Croxley Green line<br />
Between Watford High Street and 17 tn. 35 ci<br />
C. Down line, 165 yards 84<br />
before reaching signal<br />
W.M.290.<br />
C. Down line, 170 yards 84<br />
before reaching signal<br />
WT.291.<br />
;lotion) 580 15 15 Between 17 m. 35 ch. and buffer stop<br />
inston to<br />
.INCTION TO WILLESDEN NEW STATION<br />
25 25 MAXIMUM PERMISSIBLE SPEED<br />
don<br />
oad Street<br />
e.)<br />
tion 496 20 Through junction<br />
C. Electric
I LEVEL JUNCTION TO MITRE BRIDGE JUNCTION<br />
20<br />
20<br />
MAXIMUM PERMISSIBLE SPEED<br />
vel Junction<br />
3road Street<br />
15<br />
Through junction<br />
tion<br />
Longhedge<br />
ne.)<br />
837<br />
.11) TO ACTON WELLS JUNCTION<br />
25<br />
25<br />
MAXIMUM PERMISSIBLE SPEED<br />
15<br />
Through junction<br />
don<br />
3road Street<br />
le, page 147<br />
n. line.)<br />
1220<br />
NCTION TO GUNNERSBURY STATION (Sit)<br />
60<br />
60<br />
MAXIMUM PERMISSIBLE<br />
SPEED<br />
on L.C.<br />
Broad Street<br />
ne.)<br />
25<br />
Through junction<br />
ion<br />
581<br />
15<br />
15<br />
Through junction and station
T1ON TO NEW KEW JUNCTION (Sit.)<br />
10<br />
10<br />
MAXIMUM PERMISSIBLE SPEED<br />
Broad Street<br />
ine.)<br />
CV/. Down line 110 yards<br />
after passing home signal.<br />
167<br />
537<br />
sICTION (Sit) TO WILLESDEN WEST LONDON JUNCTION<br />
ILINCTION TO KENSINGTON OLYMPIA<br />
OLYMPIA TO NORTH POLE JUNCTION<br />
JUNCTION TO WEST LONDON JUNCTION<br />
n• Clapham<br />
ham In. "B"<br />
Main<br />
npia Station<br />
40<br />
50<br />
30<br />
40<br />
50<br />
30<br />
MAXIMUM PERMISSIBLE SPEED<br />
MAXIMUM PERMISSIBLE SPEED<br />
MAXIMUM PERMISSIBLE SPEED<br />
1430<br />
15<br />
30<br />
15<br />
20<br />
30<br />
Through junction all directions<br />
Through junction to Clapham Junction "B" line<br />
Between 1 m 75 ch. and 1 in. 35 ch.<br />
1<br />
198<br />
562<br />
1188<br />
•<br />
10<br />
15<br />
20<br />
15<br />
C. Up line immediatoly<br />
after passing starting<br />
signal.<br />
Main to goads<br />
Over goods line to Kensington South Main<br />
Over goods line to Lillie Bridge<br />
Main to platform line<br />
104
•)<br />
IlleS0en<br />
tion 625 20 From West London Jo. to Mitre Bridge Jo.<br />
t.) 15 Through junction<br />
Euston to<br />
ON "A" (S.14.) TO LATCHMERE JUNCTION<br />
20 20 MAXIMUM PERMISSIBLE SPEED<br />
'A" (W.F.)<br />
Longhedge<br />
.e.)<br />
1039<br />
ON "B" (Sit) TO LATCHMERE JUNCTION<br />
30 30 MAXIMUM PERMISSIBLE SPEED<br />
15 Through junction<br />
10 10 Through station and over Falcon Road Bridge<br />
10 Through crossover No. 17 platform line to down line<br />
C. Up line, 423 yards before<br />
reaching signal<br />
85<br />
EC.27<br />
Longhedge<br />
e.)<br />
949 20 Through junction
CTION TO OLD OAK COMMON (Wit)<br />
Longhedge<br />
te.)<br />
30 30<br />
25<br />
MAXIMUM PERMISSIBLE SPEED<br />
Through junction<br />
792 DPL 60<br />
25<br />
25<br />
Through junction to down main line<br />
Avoiding line to main<br />
ILLESDEN CARRIAGE SIDINGS NORTH (CARRIAGE LINES)<br />
15<br />
15<br />
MAXIMUM PERMISSIBLE SPEED<br />
Euston to<br />
; <strong>Shunt</strong>ing 1 0 5 7<br />
ugh Level<br />
Shed South 1 0 4 5<br />
e t<br />
o<br />
: t • r . ,<br />
NI3 1 N B c't<br />
-' : t R<br />
• • Z<br />
1<br />
7<br />
,<br />
t Sidings — 882
;s <strong>Shunt</strong>ing<br />
1<br />
167<br />
Carriage<br />
STREET TO CROXLEY GREEN<br />
tet Station<br />
.C. Electric<br />
35 3 5<br />
15<br />
MAXIMUM PERMISSIBLE SPEED<br />
Through junction<br />
At 16 in. 62 ch.<br />
Lion<br />
1 281<br />
tion — 1312<br />
Staff station is Watford box<br />
DEPOT TO CROXLEY MILLS<br />
pot<br />
20<br />
20<br />
MAXIMUM PERMISSIBLE SPEED<br />
1<br />
874
ALBANS ABBEY<br />
Euston to<br />
Station<br />
50 50<br />
MAXIMUM PERMISSIBLE<br />
SPEED<br />
15<br />
Through junction<br />
— 439<br />
(from<br />
Watford<br />
box)<br />
:ation — 1227<br />
IS3 L<br />
IS 2L<br />
IL 3S<br />
Carriage Shed to<br />
platform 12.<br />
Carriage Shed to<br />
platform 11.<br />
Yard.<br />
1563<br />
ion 1 1118<br />
rogmore 1 1006<br />
(from<br />
Bricket<br />
Wood)<br />
3tation 1 1014<br />
IL IL At mile distant.<br />
is a "down & up" line
H. Junction 1 876<br />
Marylebone<br />
3 62 C. Down line, I mile 958<br />
yards before reaching<br />
distant signal.<br />
C. Down line, 652 yards<br />
before reaching starting<br />
signal.<br />
30 From 10 tn. 42 ch. to 10 m. 37 ch.<br />
8 388 IL IL At I mile distant.<br />
Level<br />
142<br />
4 789 IL IL At 4 mile distant.<br />
2 390<br />
BY.3I to BY.37 on down line.<br />
/MIT OF FLYOVER TO FENNY STRATFORD (FLYOVER LINES)<br />
25<br />
t of flyover<br />
!a)<br />
icester line.)<br />
Bletchley to<br />
25 MAXIMUM PEP,M1SSI3LE SPEED<br />
1700 25<br />
Single to up main<br />
15 Up main to down main<br />
Single line extends from<br />
1m 14 ch. to Fenny<br />
Stratford. The connections<br />
at either end<br />
are controlled by<br />
Fenny Stratford box.
on<br />
_<br />
UGBY (VIA NORTHAMPTON)<br />
75<br />
30<br />
75 MAXIMUM PERMISSIBLE<br />
30 MAXIMUM PERMISSIBLE SPEED<br />
SPEED ON ON MAIN AND<br />
SLOW LINES FAST<br />
LINES<br />
ston to<br />
70 Through junction to fast line<br />
C. Up line, 936 yards before 200<br />
reaching signal RY.220.<br />
C. Up line, 908 yards before 164<br />
reaching signal BY.223.<br />
C. Up line, 1,053 yards 200<br />
before reaching signal<br />
RY.224.<br />
C. Up line, 1,141 yards<br />
before reaching signal<br />
NI11.103.<br />
200<br />
.unnel<br />
C. Up line, 1 mile 176 yards<br />
before reaching signal<br />
NH1.105.<br />
C. Up line, 740 yards before<br />
reaching signal N1I1.108.<br />
200<br />
200<br />
35 35 Between 65 m. 36 ch. and Northampton No. 1 box<br />
1 ... . . 9 227 20 20 Through junction from and to Hanslope direction<br />
irdingstone 20 Platform to main<br />
30 All lines from Northampton No. 1 box to Northampton No. 3 box
NI14.1.<br />
C. Down line, 1,082 yards<br />
before reaching signal<br />
NH4.113.<br />
C. Down line, 997 yards<br />
before reaching signal<br />
NH4.115.<br />
C. Down line, 1,035 yards<br />
before reaching signal<br />
NH4.116.<br />
C. Down line, 1,046 yards<br />
before reaching signal<br />
NH4.118.<br />
C. Down line, 1,313 yards<br />
before reaching signal<br />
NH4.120.<br />
C. Down line, 1,070 yards<br />
before reaching signal<br />
NH4.122.<br />
230<br />
230<br />
230<br />
230<br />
230<br />
230<br />
C. Down line, 1,224 yards<br />
before reaching signal<br />
NH4.124.<br />
230<br />
8 1341<br />
C. Down line, 1,175 yards<br />
before reaching signal<br />
NH4.126.<br />
230
GBY (VIA NORTHAMPTON)—cont.<br />
C. Down line, 1,128 yards<br />
before reaching signal<br />
RY.269.<br />
C. Down line, 1,382 yards<br />
before reaching signal<br />
RY.270.<br />
230<br />
230<br />
3 169<br />
UGL 72<br />
(115 yards)<br />
5 yards)<br />
Euston to<br />
4 73<br />
2 119<br />
rcg<br />
•<br />
40<br />
30<br />
25<br />
25<br />
From 84 m. 05 eh. to Rugby box<br />
Northampton line to fast<br />
Northampton line to goods<br />
Northampton line to No. 8 bay<br />
'0 NORTHAMPTON No. 1<br />
TO BRIDGE STREET JUNCTION<br />
JUNCTION TO NORTHAMPTON No.<br />
1<br />
020<br />
10<br />
20<br />
MAXIMUM PERMISSIBLE SPEED<br />
MAXIMUM PERMISSIBLE SPEED<br />
792<br />
ion<br />
663
2 356 C. Down line, 291 yards<br />
after passing signal box.<br />
204<br />
IL IL At I mile distant.<br />
3 941<br />
(from<br />
Boughton<br />
Crossing)<br />
IL IL At 4 mile distant.<br />
IL IL At 4 mile distant.<br />
2 1186<br />
(from<br />
Spratton)<br />
— 406 URS 77<br />
I 336 C. Down line, 625 yards<br />
before reaching home<br />
signal.<br />
130 IL IL At 4 mile distant.<br />
IL IL At mile distant.<br />
4 1541 IS IL Kettering direction at<br />
(from<br />
Market Harboro'.<br />
Lamport)<br />
C. Up line, 1,000 yards 100<br />
before reaching Oxendon<br />
tunnel.<br />
2 1196 C. Up line, 120 yards after<br />
passing signal box.<br />
106<br />
74 20 Through junction
"LEY JUNCTION TO SOUTHAM<br />
JUNCTION TO MARTON JUNCTION<br />
"ION TO SOUTHAM<br />
30<br />
20<br />
30<br />
20<br />
MAXIMUM PERMISSIBLE SPEED<br />
MAXIMUM PERMISSIBLE SPEED<br />
on...<br />
1<br />
Euston to<br />
for Stafford<br />
) line.)<br />
9<br />
1250<br />
(Trains reverse her e)<br />
3<br />
280<br />
CO AIR MINISTRY (16 M.IL) SIDINGS<br />
20<br />
20<br />
MAXIMUM PERMISSIBLE SPEED<br />
Enston to<br />
,IL) Sidings<br />
1496<br />
afford No. 4 signal box
eversing<br />
3<br />
1595<br />
(Trains reverse here)<br />
... . .<br />
Euston to<br />
—<br />
1580<br />
UNCTION TO SYDNEY BRIDGE JUNCTION (INDEPENDENT LINES)<br />
25 25 MAXIMUM PERMISSIBLE SPEED<br />
on • • 20<br />
Euston to<br />
East independent to slow independent<br />
25 Slow independent to fast independent<br />
I i 1<br />
PF<br />
I<br />
IP .<br />
ings South —<br />
and down<br />
412 • •<br />
;ee page 32<br />
PF<br />
d Sidings<br />
43<br />
gs Middle — 555 • 8bi)<br />
tgs Middle -- 623 •<br />
(from<br />
and down Sorting in.<br />
ines only.) Sidings<br />
South)<br />
PE
TO SYDNEY BRIDGE JUNCTION (INDEPENDENT LINES)—continued.<br />
ings North — 823 I<br />
;resty Lane<br />
PE P F<br />
ion<br />
Salop lines<br />
tnd Chester<br />
is) Ni<br />
ction<br />
a.)<br />
!.etion Apto<br />
— 1068 • 1 5<br />
33<br />
15<br />
15<br />
15<br />
Fast line, through junctions with Salop line and to Liverpool and Manchester lines<br />
Slow line, through junctions to Liverpool and Manchester lines<br />
Through junction to up fast<br />
Through junction to Salop line<br />
SIDINGS SOUTH TO CREWE NORTH STAFFORD SIDINGS<br />
ngs South...<br />
ndependent<br />
20<br />
20<br />
MAXIMUM PERMISSIBLE SPEE<br />
Ord Sidings<br />
Kidsgrove<br />
in. line.)<br />
79<br />
SIDINGS NORTH TO GRESTY LANE No. 1<br />
20<br />
1<br />
5<br />
20<br />
15<br />
MAXIMUM PERMISSIBLE SPEED FOR TRAINS NOT CONVEYING<br />
PASSENGERS<br />
MAXIMUM PERMISSIBLE SPEED FOR PASSENGER TRAINS
line.)<br />
ion<br />
below for<br />
811<br />
15<br />
Through junctions with fast line and to Liverpool and Manchester lines<br />
ACTION TO CREWE NORTH JUNCTION (CHESTER INDEPENDENT LINES)<br />
ion<br />
atop lines,<br />
, for other<br />
25<br />
25<br />
15<br />
MAXIMUM PERMISSIBLE SPEED<br />
Through junction<br />
ion<br />
Euston to<br />
119 for<br />
ne.)<br />
730<br />
TNCTION TO CREWE COAL YARD (LIVERPOOL INDEPENDENT<br />
ion<br />
dop lines,<br />
for other<br />
25<br />
LINES)<br />
25 MAXIMUM PERMISSIBLE SPEED<br />
15 Through junction to Salop line<br />
:6 yards) NI<br />
yards) Ni<br />
ction Apto<br />
Euston<br />
1729
CLAYDON L. & N.C. JUNCTION<br />
TO AYLESBURY<br />
CLAYDON L. & N.E. JUNCTION<br />
70<br />
45<br />
70<br />
45<br />
MAXIMUM PERMISSIBLE SPEED ON MAIN LINES<br />
MAXIMUM PERMISSIBLE SPEED<br />
15<br />
From signal box to platforms<br />
Tunnel<br />
40<br />
40<br />
Between London end of St. John's Wood Tunnel and 204 rmp<br />
C. Down line, 910 yards<br />
before reaching signal<br />
D.34.<br />
100<br />
eel<br />
50<br />
50<br />
Between 204 m.p. and 202 m.p.<br />
C. Down line, 530 yards 9 5<br />
before reaching signal<br />
D.45.<br />
C. Up line 563 yards before 9 5<br />
reaching signal U.61.<br />
C. Up line, 605 yards before 9 0<br />
reaching signal U.73.<br />
Torth<br />
.<br />
olt<br />
In<br />
-<br />
.<br />
•<br />
4 1527<br />
40<br />
Through junction to Northolt Jn. East line.<br />
C. Down line, 1,329 yards<br />
before reaching signal Il3.1<br />
90
efore reaching signal<br />
113.47/48.<br />
C. Down main, 417 yards<br />
before reaching signal<br />
A.860<br />
130<br />
C. Down main, 417 yards<br />
before reaching signal<br />
A.864.<br />
106<br />
C. Up main, 417 yards<br />
before reaching signal<br />
A.865.<br />
230<br />
(JG)<br />
5 907<br />
C. Up main, 462 yards<br />
before reaching signal<br />
JGX.869.<br />
125<br />
unction (JJ)<br />
box area.)<br />
50<br />
Through Watford South Jo. to 723 yards North of Watford North Jn.<br />
unction (JJ)<br />
box area.)<br />
Station (JP)<br />
2 132<br />
(from<br />
Moor Park<br />
Staf on)<br />
DRS 48<br />
25<br />
50<br />
25<br />
50<br />
373 yards South of Rickmansworth Station to 488 yards South of Watford South ht.<br />
723 yards North of Watford North Jn to 370 yards North of Riekmansworth Station<br />
400 yards North of Rielunansworth Station to 373 yards South of Rielonansworth<br />
Station<br />
970 yards South of Chorle<br />
Station<br />
Wood Station to 400 yards North of Rickmansworth<br />
:ation<br />
2 330<br />
C. Down line, 1,139 yards<br />
before reaching signal<br />
A.968.<br />
105
Ittfi LLA X LittliN Lt.<br />
ter Station 2<br />
ea.)<br />
OC /NM..<br />
374<br />
JUINCJLION-COilt.<br />
C. Down line, 610 yards<br />
before reaching signal<br />
JT.81.<br />
105<br />
C. Down line, 680 yards<br />
before reaching signal<br />
1W.72.<br />
105<br />
(.1W)<br />
2<br />
44<br />
DGL 50<br />
35<br />
15<br />
15<br />
Main to No. 2 platform<br />
Over goods loop<br />
No. 2 platform to reversing siding<br />
or down main line<br />
(Station)<br />
5<br />
303<br />
C Down line, 514 yards<br />
before reaching home<br />
signal.<br />
226<br />
4<br />
1212<br />
C. Up line, 423 yards after<br />
passing starting signal.<br />
117<br />
box is open<br />
lock System<br />
main line<br />
Duth box to<br />
C. Up line, 743 yards before<br />
reaching home signal.<br />
C. Up line, 1 mile 1,445<br />
yards before reaching<br />
home signal.<br />
117<br />
117<br />
Station<br />
2<br />
435<br />
C. Up line, 808 yards before<br />
reaching signal U.36.<br />
117
TO NORTHOLT JUNCTION EAST (Wit.)<br />
IT! TO NORTHOLT JUNCTION EAST<br />
HI TO NEASDEN NORTH<br />
'PH TO BLIND LANE<br />
70<br />
30<br />
50<br />
70<br />
30<br />
50<br />
MAXIMUM PERMISSIBLE SPEED ON MAIN AND FAST LINES<br />
1 MAXIMUM PERMISSIBLE SPEED ON SLOW LINES<br />
Marylebone<br />
4.E. line,<br />
len ht. line.)<br />
• •<br />
40<br />
Through junction with Aylesbury line<br />
639<br />
30<br />
25<br />
Fast to slow<br />
Through junction on slow lin<br />
Lion<br />
1739<br />
801<br />
C. Down slow, 1 mile 7<br />
yards before reaching<br />
Blind Lane home signal.<br />
140<br />
tw Road<br />
1545<br />
50<br />
From 3 m. 68 ch. to ai m.p.<br />
row (Station)<br />
1666<br />
DPL<br />
39<br />
Funnel<br />
UPL<br />
40<br />
lion<br />
East<br />
1 13<br />
1 1024<br />
25<br />
25<br />
25<br />
From <strong>Of</strong> m.p. to 1 m.p.<br />
Round curve under Paddington line<br />
Through junction to main and relief lines<br />
C. Up relief, 621 yards before 108<br />
reaching starting signal.<br />
IS IL<br />
2S IL<br />
Main line at Blind<br />
Lane.<br />
Slow line at Blind<br />
Lane.
UGH (WA.) TO AYLESBURY SOUTH<br />
Station<br />
1&<br />
40<br />
40<br />
MAXIMUM PERMISSIBLE SPEED<br />
15<br />
Single line to platform line<br />
DEL<br />
larylcbone<br />
N.E. In.<br />
6 1684<br />
(from<br />
Princes<br />
Risborough<br />
20<br />
15<br />
To branch platform<br />
To down main<br />
RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES<br />
LLEY JUNCTION To STAFFORD No. 1 (VIA BIRMINGHAM)<br />
JUNCTION TO BIRMINGHAM NEW STREET<br />
EW STREET TO BUSHBURY JUNCTION<br />
:TION TO STAFFORD No. 1<br />
100<br />
75<br />
90<br />
100<br />
75<br />
90<br />
MAXIMUM PERMISSIBLE SPEED ON MAIN AND EAST LINES<br />
MAXIMUM PERMISSIBLE SPEED ON MAIN LINES<br />
MAXIMUM PERMISSIBLE SPEED ON MAIN AND EAST LINES<br />
on...<br />
Euston to<br />
30 for<br />
60<br />
60<br />
From 831- m.p. to 83} imp.<br />
From 83 m. 75 ch. to 831 m.p.<br />
C. Up line. 1377 yards<br />
before reaching signal<br />
RY.177<br />
130
nel<br />
753<br />
DGL<br />
48<br />
IL<br />
IL<br />
At I mile distant.<br />
LC.<br />
11616<br />
DRS<br />
65<br />
IL<br />
1L<br />
At 1 mile distant.<br />
Station<br />
3 484<br />
ation EC_<br />
3 1137<br />
IL<br />
1L<br />
At 1 mile distant.<br />
1 1035<br />
iston line.)<br />
1 190<br />
20<br />
Through junction to Aston line<br />
lion<br />
I 1552<br />
or *<br />
Cu<br />
rz<br />
tion<br />
Aston line<br />
line.)<br />
— 1619<br />
534<br />
30<br />
20<br />
All lines from 111 in. 76 eh. to Station end of New Street South Ttmne<br />
C. Down Stour line, 639 113<br />
yards before reaching<br />
signal NS.154.<br />
Through junction to Aston line<br />
DerbylineTCB<br />
:ing authorised—See Table W.
1,-.1 n u . i v Sn tallaVIA11,1<br />
is.)<br />
,<br />
11.11611<br />
,<br />
11<br />
—<br />
“If<br />
30 All lines from the Station end of New Street South Tunnel to<br />
112 m.o. Stour line and 41 m. 22 ch. Derby line<br />
ciourticogogo mocouu<br />
3treet 1388 kE<br />
10 10 All lines between the Station end of New Street South Tunnel and the Station end of the<br />
EE E E E<br />
-<br />
North Tunnel<br />
ickwell line.)<br />
'<br />
rs lc, i c-<br />
2 -<br />
a n P<br />
%<br />
-rimdcltrldcl , Hi d cl 0 -<br />
. -<br />
a<br />
ddoZZZZZZZZ d<br />
th Tunnel...<br />
2<br />
ZZZ'rettrinetZ L<br />
40 40 Between <strong>Of</strong> m.o. and 01 m.o.<br />
'<br />
65 From 01 m.o. to 4+ imp.<br />
i<br />
°<br />
C. Down line, 640 yards 100<br />
€<br />
before reaching signal<br />
P<br />
NS.305.<br />
0<br />
.<br />
on 1 1588 5<br />
Perry Barr<br />
P<br />
8<br />
p<br />
8<br />
on<br />
755<br />
.<br />
0<br />
S. Down line, trailing connection<br />
to Soho D.E.D.<br />
202<br />
ho East1n.<br />
P<br />
,<br />
.<br />
1 Through junction to Soho East tIn. line<br />
2<br />
c<br />
0 CW. Down line, 1,220 yards 279<br />
e<br />
before reaching signal<br />
,<br />
NS.339.<br />
P<br />
'Street 1566 -<br />
itourbridge<br />
763<br />
ing authorised—See Table W.
D &<br />
UGL<br />
57<br />
1<br />
15 Through junction to Tipton Curve line<br />
60 60 Between 84 Imp. and 81 in.p.<br />
15 Through junction to Wednesbury line<br />
CW. Down line, 513 yards<br />
before reaching signal 440<br />
WIN1.278.<br />
C. Up line, 1143 yards 165<br />
before reaching signal<br />
WN.277.<br />
C. Down line, 523 yards 187<br />
before reaching signal<br />
WN.112.<br />
30 3 0 Between 124 m.p. and 121 m.p.<br />
15 Through junction to Portobe lo Tn. line.<br />
15 1 5 Between 121 imp. and 131 m p.<br />
CW. Up line, 610 yards 100<br />
before reaching signal<br />
WN.97.<br />
45<br />
Through junction to Oxley line<br />
60 6 0 Between Wolverhampton and Bushbury Tn.<br />
C. Up line, 527 yards 100<br />
before reaching signal<br />
WN.63.<br />
C. Up line, 531 yards 9 4<br />
before reaching signal<br />
WN.61.<br />
CW. Up line, 477 yards 9 4<br />
before reaching signal<br />
WN.253.
Stech ford<br />
3 100 for<br />
1 229 c_ 50 45 Through junction from and to Wolverhampton direction<br />
30 Through junction to Bescot Fne<br />
15 Through junction to Oxley line<br />
4 858 UGL 60<br />
3 71<br />
1447 DGL 60<br />
3 1664<br />
40 Slow to main<br />
t.)<br />
E-• I<br />
1468 C • 60 Slow line Stafford No. 1 to Rickerscote<br />
Easton to °<br />
30 Fast to slow<br />
30 Through junction to down fast<br />
I<br />
25 Through junction to down slow<br />
k JUNCTION TO COVENTRY<br />
60 60 MAXIMUM PERMISSIBLE SPEED<br />
unction 20 Through junction<br />
Divot<br />
40 From Leamington Spa in. to Warwick Milverton<br />
-<br />
cot<br />
I n .
45 45<br />
MAXIMUM PERMISSIBLE SPEED<br />
D &<br />
UGL<br />
55<br />
15<br />
25<br />
20<br />
Through junction to slow line<br />
Through junction to fast line<br />
Through junction to "up and<br />
down" slow line<br />
854<br />
1 23<br />
1 347<br />
424<br />
1 694<br />
1 155<br />
2 96<br />
C. Up line, 548 yards<br />
before reaching signal<br />
NN.139.<br />
115<br />
1 1176 10 Through junction
CO THREE SPIRES JUNCTION<br />
15 15<br />
MAXIMUM PERMISSIBLE SPEED<br />
Wen try to<br />
3 104<br />
ION TO BUSHBURY JUNCTION (GRAND JUNCTION LINES)<br />
75 75<br />
30 30<br />
40<br />
Rugby to 60 60<br />
MAXIMUM PERMISSIBLE SPEED ON MAIN LINES<br />
MAXIMUM PERMISSIBLE SPEED ON GOODS LINES<br />
From 0 m. 06 ch. to junction with up main line.<br />
Between Stechford Station and 2i m.p.<br />
S. Down line, points of 575<br />
ground frame crossover.<br />
30 30<br />
2 1673 20 20<br />
tof<br />
15<br />
. n• Windsor 25<br />
a and for 45<br />
ifo<br />
20<br />
us<br />
e<br />
45 45<br />
Between 2i m.p. and Aston Station<br />
Through junction with Vauxhall lines from and to Stechford Station<br />
Through junction to Windsor Street Goods line<br />
Through junction to Vauxhall slow line<br />
Through junction to Vauxhall fast line<br />
Through junction to Lichfield line<br />
Through junction with Lichfield lines to and from &Isnot direction<br />
1253<br />
447 DGL 55
TCB(G)<br />
:r<br />
1 607<br />
TCB<br />
(6)<br />
•<br />
TCB(G)<br />
tchnor<br />
;cot Curve<br />
— 585<br />
60<br />
30<br />
15<br />
60 Through junction to and from Darlaston direction<br />
Through junction to Walsall line<br />
Through junction to Wednesbury line<br />
IL<br />
When approaching<br />
Bescot Station.<br />
•• 1 390<br />
asall line.)<br />
verhamp-<br />
2 1751<br />
30<br />
Through junction to Wolverhampton tin<br />
h Tunnel<br />
Wally to<br />
100 for<br />
2 1046<br />
40<br />
15 Through junction to Oxley line<br />
Through junction
URZON STREET<br />
10 10<br />
MAXIMUM PERMISSIBLE SPEED<br />
treet box<br />
Rugby to<br />
of House<br />
line.)<br />
197<br />
kiCTION TO ASTON STATION (VAUXHALL LINES)<br />
JNCTION TO VAUXHALL 0 M. 70 CH.<br />
70 CH. TO ASTON STATION<br />
iNCTION TO VAUXHALL<br />
iSTON STATION<br />
on<br />
Rugby to<br />
60 6 0<br />
70 7 0<br />
20 2 0<br />
50 5 0<br />
20<br />
50 5 0<br />
MAXIMUM PERMISSIBLE SPEED ON MAIN LINES<br />
MAXIMUM PERMISSIBLE SPEED ON FAST LINES<br />
MAXIMUM PERMISSIBLE SPEED ON GOODS LINES<br />
MAXIMUM PERMISSIBLE SPEED ON SLOW LINES<br />
Through junction<br />
Main lines between Proof House Jn. and 0 m. 30 ch.<br />
C. Down main, 430 yards 6 0<br />
before reaching signal<br />
NS.82.<br />
3rand In.<br />
rne<br />
206<br />
772<br />
•<br />
CW. Up main, 442 yards<br />
before reaching signal<br />
NS.I41.<br />
CW. Up goods, 464 yards<br />
before reaching signal<br />
CS.52.<br />
60<br />
238
;oho Pool<br />
lel<br />
1476<br />
L.u p itiie<br />
, Y D U<br />
Y a r C<br />
I S<br />
D C<br />
i<br />
NS.285.<br />
o r<br />
e<br />
reaching signal NS.315<br />
C. Up line, 950 yards<br />
before reaching signal<br />
75<br />
tnction<br />
'erry Barr<br />
inction<br />
Stechford<br />
1in. line.)<br />
354<br />
645 DGL 69<br />
20<br />
CM/. Up line, 370 yards<br />
before reaching signal<br />
NS.279.<br />
Through junction<br />
75<br />
'ION TO SOHO NORTH JUNCTION (SOHO CURVE LINES)<br />
South Jn.<br />
In. line.)<br />
Rugby to<br />
382<br />
20<br />
10<br />
20<br />
MAXIMUM PERMISSIBLE SPEED<br />
OK Up line, 323 yards 262<br />
before reaching signal<br />
NS.317.<br />
Through junction
tho South<br />
North In.<br />
F TO SOHO ROAD<br />
10<br />
1<br />
0<br />
MAXIMUM PERMISSIBLE SPEED<br />
Street box<br />
1213<br />
'JUNCTION TO PERRY BARR SOUTH JUNCTION (PERRY BARR LINES)<br />
action<br />
)ho South<br />
North In.<br />
20 2 0 MAXIMUM PERMISSIBLE SPEED<br />
tnction<br />
S techford<br />
y In. line.)<br />
866<br />
CV. Up line, 540 yards<br />
before reaching signal<br />
NS.278.<br />
75<br />
GOODS TO ASTON STATION<br />
20<br />
20<br />
MAXIMUM PERMISSIBLE SPEED
60 6 0<br />
20<br />
35 3 5<br />
45 4 5<br />
MAXIMUM PERMISSIBLE SPEED<br />
Through junction<br />
Between junction and 0 m. 30 ch.<br />
Between 0 ni. 30 ch. and Gravelly Hill<br />
C. Down line, 1,564 yards<br />
before reaching signal<br />
E/9.16.<br />
95<br />
50<br />
50<br />
C. Down line, 1,275 yards<br />
before reaching down<br />
home 2 signal.<br />
Through station<br />
95<br />
30<br />
40<br />
30<br />
Through station<br />
From Sutton Coldfield to Four Oaks
40<br />
C. Down line, 481 yards<br />
before reaching home 100<br />
signal.<br />
From Four Oaks to Sutton Coldfield<br />
50<br />
50<br />
C. Up line, 660 yards after<br />
passing up I.B. home<br />
signal controlled from<br />
Lichfield City No. 1 box.<br />
'Through station<br />
C. Up line, 650 yards<br />
before reaching up I.B.<br />
home signal.<br />
100<br />
100<br />
50<br />
30<br />
50<br />
30<br />
Between 12k m.p. and 121 m p.<br />
Between 131 m.p. and Lichfield City No. 1<br />
60<br />
45<br />
60<br />
30<br />
MAXIMUM PERMISSIBLE SPEED<br />
Through junction<br />
From Beseot Station to Walsall box
I 394<br />
(from<br />
ityecroft .1n)<br />
IL<br />
IL<br />
At 4 mile distant.<br />
No. I 2<br />
2<br />
130<br />
536<br />
DGL 40 C. Down line, 1 mile 64<br />
yards before reaching<br />
home I signal.<br />
C. Up line, 1 mile 97 yards<br />
before reaching distant<br />
signal.<br />
202<br />
146<br />
L.C. 2 1665 IL IL<br />
At 4. mile distant.<br />
Aston line.)<br />
tion<br />
I 599 20 Main and platform lines from 16 in. Sock, to 17 tn. 10 ch.<br />
— 357 20 Main and platform lines from 17 m. 10 ch. to 16 tn. 50 ch.<br />
from Lich- 35 From 17 m. 10 ch. to Burton Old Road Level Crossing<br />
field City C. Up line, 820 yards 145<br />
No 1)-<br />
before reaching home<br />
signal.<br />
— 1217<br />
iction 943 35 From Lichfield T.V. tin. box to 17 in. 10 CIL<br />
ichfield line.)<br />
C. Up line 656 yards<br />
before reaching home<br />
signal.<br />
145<br />
wised—See Table W.
i TO INICHNOR JUNCTION—cont<br />
,<br />
.<br />
1 1298<br />
2 ... 2 326<br />
)<br />
.<br />
. 1 ... ...<br />
.<br />
1 317 30 Through junction<br />
. ir Derby to<br />
)<br />
.<br />
FUNCTION TO LICHFIELD<br />
.<br />
20 20 MAXIMUM PERMISSIB LE SPEED<br />
iction . . .<br />
for Bescot<br />
tor Jo. line.)<br />
— —<br />
IL 15<br />
1L 25<br />
Four Oaks line.<br />
Trent Valley line.<br />
• Euston to<br />
JUNCTION TO BESCOT STATION (NEDNESBURY GOODS LINES)<br />
Lction . . .<br />
r Droitwich<br />
le.)<br />
20 20 MAXIMUM PERMISSIBLE SPEED<br />
— — 15 Through junction<br />
... . . . — 576 15 Through junction<br />
Wichnor Jo.<br />
in Stechford<br />
ury .In. line.)
Rugby to<br />
337<br />
15<br />
PE.19.<br />
Through junction<br />
3latJal<br />
10 TIPTON CURVE JUNCTION<br />
20<br />
20<br />
MAXIMUM PERMISSIBLE SPEED<br />
Rugby to<br />
15<br />
Through junction<br />
C. Down line, 782 yard<br />
before reaching signal<br />
PEJO.<br />
110<br />
lion<br />
nesbury to<br />
435<br />
LASTON JUNCTION (DARLASTON LINES)<br />
40<br />
40<br />
MAXIMUM PERMISSIBLE SPEED<br />
)r Bescot<br />
r In. line,<br />
twich Spa<br />
20<br />
Through junction<br />
Stech ford<br />
y In. line.)<br />
1<br />
20
... . . .<br />
r Bescot<br />
• in. line,<br />
line, page<br />
nwich in.<br />
20 20<br />
MAXIMUM PERMISSIBLE SPEED<br />
— —<br />
15<br />
Through junction<br />
rigs 1 572<br />
[ON TO RUGELEY No. 1<br />
60 60 MAXIMUM PERMISSIBLE SPEED<br />
. ... — — 20 Through junction<br />
)r Bescot<br />
r in. line,<br />
C. Down line, 1,500 yards<br />
Is Power<br />
before reaching signal<br />
85 for BIL.13.<br />
1. line.) 45 45 Between 01 m.o. and 2 m.o.<br />
C. Down line, 200 yards<br />
after passing signal<br />
1311.13<br />
C. Down line, 725 yards<br />
before reaching signal<br />
B11.6.<br />
... . . . 2 343 25 25 Between 2 m.o. and 2 m. 30 eh.<br />
... 1 970 URS 82 C. Up line, 346 yards<br />
before reaching distant<br />
signal.<br />
76<br />
76<br />
128<br />
104
• • • • •<br />
Euston to<br />
1110<br />
120<br />
1<br />
25<br />
Through junction<br />
25 IL<br />
To "down & up"<br />
platform line.<br />
UP SIDINGS TO CANNOCK WOOD SIDINGS (RAWNSLEY BRANCH)<br />
15 1 5<br />
Jo sidings<br />
roft in. to<br />
MAXIMUM PERMISSIBLE SPEED<br />
1<br />
580<br />
IL<br />
1L<br />
At 1 mile distant.<br />
ings<br />
<strong>Of</strong>fice.)<br />
822<br />
CTION TO WOLVERHAMPTON<br />
NCTION TO 1 M.P. 50 50 MAXIMUM PERMISSIBLE SPEED<br />
RHAMPTON 25 25 MAXIMUM PERMISSIBLE SPEED<br />
Stechford<br />
in. line.)<br />
30 Through junction<br />
C. Down line, 510 yards<br />
before reaching signal<br />
WN.268.<br />
83
TO WOLVERHAMPTON—cont.<br />
1 927<br />
Vednesfield<br />
C. Down line, 468 yards<br />
before reaching signal<br />
WN•266.<br />
C. Down line, 486 yards<br />
before reaching signal<br />
WN.126.<br />
C. Up line, 597 yards<br />
before reaching signal<br />
WN.265.<br />
83<br />
83<br />
64<br />
• • •<br />
Rugby to<br />
891<br />
15<br />
Through junction<br />
INGS TO WEDNIES<br />
FIELD<br />
15 15<br />
MAXIMUM PERMISSIBLE SPEED<br />
ox area)<br />
tobello In.<br />
line.)<br />
1<br />
495
4 627<br />
(from<br />
Wolvercot<br />
Jn)<br />
DRS<br />
60<br />
10 799<br />
(from<br />
Bletchington<br />
Cement<br />
Sidings)<br />
UGL<br />
71<br />
70<br />
60<br />
70<br />
40<br />
70<br />
Between 78 m.p. and 78 m. 50 ch.<br />
Through junction from and to Oxford direction<br />
Through junction to Bicester line<br />
11166<br />
1 589<br />
11747<br />
DGL<br />
80<br />
— 543<br />
(from<br />
Banbury<br />
Sot lb.)<br />
•<br />
15<br />
15<br />
75<br />
Between 851 m.p. and 86 m. 70 ch.<br />
Over goods line to Banbury Ju.<br />
1 112<br />
• •<br />
DGL<br />
80<br />
15<br />
Over goods line to Astrop Sidings<br />
IL IL At 1 mile distant.<br />
4 1606<br />
(from Banbury<br />
Jn.)
s 17<br />
. ton box.)<br />
110 yards,<br />
6 ng box.)<br />
y<br />
ar<br />
d<br />
s,<br />
2 1133 UGL<br />
DGL<br />
69<br />
84<br />
4 363 80 80<br />
C. Up line, 1403 yards,<br />
before reaching home<br />
signal.<br />
239<br />
Between 100 m. 50 ch. and 1011 m.p.<br />
C. Up line, 940 yards 169<br />
before reaching distant<br />
signal.<br />
C. Up line, 1 mile 648 yards 169<br />
before reaching distant<br />
signal.<br />
metiont<br />
• Coventry<br />
3 369 DGL 66<br />
UGL 66<br />
35<br />
3 1650 DPL<br />
UPL<br />
33<br />
36 25<br />
20<br />
20<br />
20<br />
20<br />
30<br />
C. Up line, 827 yards 187<br />
before reaching distant<br />
signal.<br />
From 105 m. 73 ch. to 106 m 03 ch.<br />
Platform to main<br />
Main to platform<br />
Main to platform<br />
Platform to main<br />
Through junction to Coventry line<br />
From 106 m. 22 ch. to 105 m. 73 ch.<br />
1 1272<br />
1g authorised—see Table W.<br />
80<br />
C. Down line, 1,692 yards 978<br />
before reaching signal<br />
SI/ .104.<br />
From 108 in. 47 ch. to 109 m. 54 ch.<br />
C. Down line, 1,703 yards Level<br />
before reaching signal<br />
Y.106,
821<br />
line)<br />
70<br />
25<br />
from Lapworth end of<br />
back platform line.<br />
From 112 m.o. to m.o.<br />
Through junction to Hatton West Ja. line<br />
C. Up line, 1 mile 40 yards 177<br />
before reaching signal<br />
SY.129.<br />
C. Down line, 1 mile 62 yds. 232<br />
before reaching signal SY.<br />
136.<br />
3 1309 C. Down line, 1 mile 3<br />
yards before reaching<br />
signal SY.142.<br />
405<br />
2 967 0 toa 0<br />
,9 9<br />
UGL 77<br />
1067 20 Passenger loop to main<br />
512<br />
1 845<br />
11452<br />
1701 75 Main/fast line from 125 in. 05 ch. to 126 m. 67 ch.<br />
1432 20 Main to slow<br />
20 Slow to main<br />
to<br />
Do a<br />
15 Through junction to Bearley .1n. line<br />
266 c.7)<br />
TCB<br />
to TCB,<br />
65 Fast line from 1261 nip. to 126 tn. 10 ch.<br />
Ca<br />
z<br />
763 c 5<br />
' :a<br />
•
VII.) TO BORDESLEY JUNCTION—con!.<br />
I<br />
IT<br />
mth Junction ... — 451 — — 20 Slow to main<br />
m- Moor Street 20 Main to slow<br />
TCB(G)<br />
tation ... ... — 530 DGL, 84<br />
h Junction ... — 1177 — 15 Over goods line to Small Heath South Jn.<br />
tion ... ...<br />
I for Landor<br />
Kings Norton<br />
— 458<br />
)BOUGH (W..11) TO AYNHO JUNCTION<br />
90 90 MAXIMUM PERMISSIBLE SPEED<br />
pupil Station ... — — 60 Single line to main (to 24 m. 15 ch.)<br />
25 Platform line to single line<br />
25 Single line to platform extension line<br />
75 75 Over single line between 24 1 m.p. and 251 m. .<br />
(193 yards)<br />
Station . . . 17 1210 CL 62 25 25 Over loop line<br />
frame ... ...<br />
3 452<br />
el ( l,147 yards)<br />
70 70 Single between 17 m. 24 eh. and 17 m. 43 ch.<br />
n . . . ... 5 1215 50 Single to down line, from 17 m. 43 ch. to 17f m.p.<br />
r Wolvercot Th. 70 Through junction to Bicester (18 m. 26 ch. to 17 m. 43 ch.)<br />
1. line.) C. Up line, 790 yards, 200 I<br />
before reaching signal<br />
A.1.6.<br />
60 Through junction from Bicester f17.1. m n. to 18 m. 29 ch.)
Lion<br />
ARM North<br />
— 469<br />
15 Over South curve from Hattdn West J;1. to Hatton Station<br />
1<br />
3<br />
614<br />
431<br />
rseley South<br />
882<br />
35<br />
35<br />
Through junctions to double line and w th Tyseley line<br />
Through junctions to Hatton line and to single line<br />
205<br />
C. Up line, 1 mile 1,406<br />
yards before reaching<br />
home signal for Bearley<br />
Junction.<br />
75<br />
,<br />
o<br />
on Station<br />
n<br />
E•ossing<br />
a<br />
s<br />
t<br />
ction<br />
olvercot Jn.<br />
ne.)<br />
2<br />
2<br />
719<br />
431<br />
760<br />
1078<br />
JUNCTION TO HATTON WEST JUNCTION<br />
DGL 57<br />
35<br />
35<br />
From 9 tn. 25 ch. to 8 m. 63 cli.<br />
From 8 m. 63 ch. to 9 m. 25 ch.<br />
25<br />
25<br />
MAXIMUM PERMISSIBLE SPEED<br />
tion<br />
:ton Station<br />
656
JUNCTION TO BEARLEY JUNCTION<br />
ction<br />
olverco t 1n.<br />
ne.)<br />
on 1 2 3 4<br />
988<br />
ition 1 567<br />
60 60<br />
15<br />
MAXIMUM PERMISSIBLE SPEED<br />
Through junction<br />
1 397<br />
ition 1 6 1 2<br />
hall Station 1 7 5 8<br />
Station) 1 130<br />
— 1432<br />
C. Down line, 1,080 yards<br />
before reaching home<br />
signal.<br />
C. Down line, 800 yards<br />
before reaching home<br />
signal.<br />
C. Up line, 801 yards<br />
before reaching home<br />
signal.<br />
264<br />
230<br />
181<br />
nel<br />
1 119<br />
11351<br />
C. Up line, 4 miles 760<br />
yards before reaching<br />
Earlswood Lakes home<br />
signal.<br />
150
)UTH JUNCTION TO BIRWHNCHAM MOOR STREET (MOOR STREET LINES)<br />
Junction<br />
Divercot<br />
au.)<br />
60 6 0 MAXIMUM PERMISSIBLE SPEED<br />
530<br />
242<br />
1551<br />
• Street<br />
1415<br />
DROITWICH SPA TO WALSALL AND BRANCHES<br />
(Wit) TO WALSALL<br />
TO STOURBRIDGE JUNCTION SOUTH 142 M.P.<br />
JUNCTION SOUTH 142 M.P. TO WALSALL<br />
75<br />
60<br />
75<br />
60<br />
MAXIMUM PERMISSIBLE SPEED<br />
MAXIMUM PERMISSIBLE SPEED<br />
40<br />
Through junction<br />
LC. 5<br />
012
inroort-on-<br />
— 519<br />
15<br />
Through junction to Stourport-on-Severn line<br />
-<br />
; Foley Park<br />
t<br />
ion — 510<br />
o L.C. 3 220<br />
n<br />
3<br />
4<br />
8<br />
11278<br />
in South 1 1318<br />
DGL<br />
UGL<br />
60<br />
60<br />
C. Down line, 731 yards<br />
before reaching home<br />
signal.<br />
C. Down line, I mile 333<br />
yards before reaching<br />
Stourbridge .1n. South<br />
distant signal.<br />
165<br />
122<br />
IL<br />
Branch trains—when<br />
crossing junction.<br />
m Station...<br />
m Middle...<br />
tourbridge<br />
— 352 •<br />
fromStourbridge<br />
1n.<br />
South)<br />
•<br />
ml North<br />
Galion 1n.<br />
— 660 •<br />
•<br />
15<br />
Through junction to Galion .11. line<br />
10 10<br />
Between 143 in. 50 ch. and 144 m. 07 ch.<br />
tion South<br />
isnett line.)<br />
1414<br />
URS<br />
60<br />
C. Down line, 1,136 yards<br />
before reaching home<br />
signal.<br />
85
902<br />
30 30<br />
ON. Down line, 533 yards 69<br />
before reaching home<br />
signal (worked from<br />
Round Oak South) (selfacting<br />
when box is closed)<br />
Between 146 m. 70 eh. and 147 m. 15 ch.<br />
C. Down line, 1 mile 11 96<br />
yards before reaching<br />
Dudley home signal.<br />
333<br />
509<br />
15 1 5<br />
45 4 5<br />
25 2 5<br />
Between 148 m. 07 ch. (Padd ngton mileage) and 01 m.p. (South Staffs. mileage)<br />
C. Up line, 500 yards 7 5<br />
before reaching home<br />
signal.<br />
Between 01 m.p. and 11 m.p.<br />
Between 2 m.o. and 21- m.p.<br />
61<br />
20 2 0<br />
Between 31 m.p. and 34- min.<br />
C. Up line, 730 yards<br />
before reaching signal<br />
WY.Lt.<br />
C. Up line, 925 yards<br />
before reaching signal<br />
WY.I01.<br />
189<br />
189
V.R.) TO WALSALL—cant<br />
ion<br />
)r Bescot<br />
1<br />
1017<br />
15<br />
Through junction to Bescot line<br />
)r Bescot<br />
r in. line,<br />
aston in.<br />
139<br />
1CTION TO STOURPORT-ON-SEVERN<br />
45<br />
45<br />
MAXIMUM PERMISSIBLE SPEED<br />
Droi vich<br />
15<br />
Through junction<br />
2<br />
242<br />
JUNCTION TO FOLEY PARK<br />
tion<br />
Droltwich<br />
15<br />
15<br />
MAXIMUM PERMISSIBLE SPEED<br />
1<br />
179
C. Down line, 346 yards<br />
before reaching Smethwick<br />
In. home signal.<br />
86<br />
20<br />
Through junction to Handsworth Jn. line<br />
50<br />
15<br />
15<br />
From 134i m.p. to 135 m.p.<br />
Over goods line to Langley Green Nliddle<br />
Over goods line to Langley Green East<br />
55<br />
From 135 m.p. to 1344- m.p.<br />
40<br />
20<br />
C. Up line. 752 yards 8 1<br />
before reaching home<br />
2 signal.<br />
From 136 m. 30 ch. to 137 tn. 46 ch. (for coaching stock trains and freight trains not<br />
requiring to apply wagon brakes)<br />
From 136 m. 30 ch. to 138 tn. 64 ch. (for freight trains requiring to apply wagon brakes)
8 TO STOURBRIDGE JUNCTION NORTH—con!.<br />
Station)<br />
1<br />
704<br />
C. Up line, 764 yards<br />
before reaching home<br />
signal.<br />
51<br />
748<br />
40<br />
50<br />
Front 138 m. 32 ch. to 138 m<br />
From 139k m.o. to 138! mit.<br />
C. Up line, 550 yards<br />
before reaching home<br />
signal.<br />
64 eh.<br />
76<br />
1<br />
446<br />
In North<br />
Droitwich<br />
1687<br />
15<br />
Through junction<br />
NCTION TO SMETHWICK JUNCTION<br />
60<br />
60<br />
MAXIMUM PERMISSIBLE SPEED<br />
irmingham<br />
line.)<br />
20<br />
Through junction to main or relief lines<br />
Galion Th.<br />
,<br />
l<br />
o<br />
r<br />
t<br />
h<br />
l<br />
i<br />
n<br />
e<br />
.<br />
)<br />
1320<br />
20<br />
Through junction
20<br />
Main to relief<br />
35<br />
20<br />
Main and relief lines from 130i imp. to 129 m 50 eh.<br />
Relief to main<br />
Main to relief<br />
C. Down main, 531 yards<br />
before reaching home<br />
signal.<br />
C. Down relief, 650 yards<br />
before reaching home<br />
signal.<br />
100<br />
100<br />
Over goods line to Handsworth & Smethwiek<br />
C. Down main, 540 yards 9 5<br />
before reaching home<br />
signal.<br />
C. Down relief, 515 yards 9 5<br />
before reaching home<br />
signal.<br />
15<br />
10<br />
10<br />
Over goods line to Queens Head<br />
Main to goods<br />
Relief to main or goods<br />
C. Down main, 581 yards 100<br />
before reaching home<br />
signal.<br />
C. Down relief, 632 yards 100<br />
before reaching home<br />
signal.
WOLVERHAMPTON SOUTH—cant.<br />
1<br />
on — 1467 • •<br />
nhwick 1n.<br />
nnel<br />
2 1083<br />
South 1 1019<br />
50 5 0<br />
20<br />
25<br />
25<br />
50<br />
40 4 0<br />
50 5 0<br />
50 5 0<br />
50<br />
Main lines between 1321 m.p and 132 m• 55 ch.<br />
Through junction to Smethnick din. line<br />
Relief to main<br />
Main to relief<br />
C. Up line, 1 mile 455 9 5<br />
yards before reaching<br />
distant signal.<br />
Between 1341 m.o. and 135 m. 10 ch.<br />
C. Up line, 1,180 yards 9 7<br />
before reaching home<br />
signal.<br />
Between 136i rom. and 136 m. 65 ch.<br />
Between 137 m. 49 ch. and 137 m. 70 ch.<br />
Between 139 m. 07 ch. and 139 in. 46 ch.<br />
3 792<br />
30 3 0<br />
Between 140 my. and 140 m. 23 ch.<br />
Tunnel<br />
30 3 0<br />
Between South end of Wolverhampton Tunnel<br />
nd Wolverhampton Parcel Depot<br />
mth 1 748
ROAD JUNCTION TO BIRMINGHAM, PROOF HOUSE JUNCTION<br />
JUNCTION TO TAM WORTH 24 M.P. 90 90 MAXIMUM PERMISSIBLE SPEED ON MAIN LINES<br />
M.P. TO PROOF HOUSE JUNCTION 75 75 MAXIMUM PERMISSIBLE SPEED ON MAIN AND FAST LINES<br />
tion 15 15 Through junction in any direction<br />
t. Pancras<br />
25 Over goods line to L. & N.W. Jo.<br />
att 671<br />
1619 25 Over goods line to London Road Jo.<br />
740 20 Through junction to Chellaston Jo. line<br />
Masten Jn. 0<br />
atl<br />
UGL 140<br />
1 141<br />
met Stores<br />
2 359 30 Through junction to Sheet S ores Jo. line<br />
:tion<br />
toke line.)<br />
964 40 Through junction to Stoke line<br />
3 883<br />
b0 15 Over goods line to Branston Jo.<br />
[tooting 1640 :C<br />
M. ;3<br />
• 1<br />
,1<br />
0 :<br />
A<br />
<strong>Shunt</strong>ing — 1363<br />
o p 15 Over up through siding to Wetmore Sidings<br />
a'<br />
S. Down goods, connection Level<br />
with sidings I to 3.<br />
E- U. Down goods, connection Level<br />
with sidings 4 to 9.<br />
ation 789 50 50 Main lines between 10 m. 48 eh. and 11 tn. 02 ch.
t<br />
NCTION TO BIRMINGHANI,<br />
— 692<br />
PROOF HOUSE JUNCTION—corn.<br />
30 Through junction to Moira line<br />
Knighton I:<br />
E<br />
1691 15<br />
-<br />
Over goods line to Clay Mills Jn.<br />
ranston 15 Through junction to Branston Sidings line<br />
xit Station<br />
4 350 30 Through junction to Lichfield lint<br />
3 842 DGL 133 S. Down main, connection<br />
from Tamworth end of<br />
DGL.<br />
3 1531<br />
600<br />
1 1506<br />
; Frame 2 1315 DRS 68<br />
Baddesley<br />
iit'alere<br />
I 277 30 Through junction to Whitacre Jo. line<br />
unction 3 1429 60 60 Through junction from and to Kingsbury tin.<br />
Nuneaton 30 Through junction to Nuneaton line<br />
40 Fast to goods<br />
181<br />
Junction 92.8 15 Through junction to Park Lane Jim line<br />
Jark Lane 15 Goods line from Water Orton West .11n to Water Orton East ..1n.
tion<br />
ngs<br />
1433<br />
236<br />
000 •<br />
are<br />
Pv)<br />
15<br />
Through junction to Camp Hill line<br />
C. Down line, 800 yards 9 0<br />
before reaching signal<br />
NS.128.<br />
kri<br />
.<br />
dr<br />
•11 ew<br />
togby s to<br />
046<br />
735<br />
30<br />
40<br />
Main line from 41 m. 22 ch. to 40,E m.<br />
p.<br />
From 41 in. 22 ch. to Proof House Jth<br />
CCTION TO STENSON JUNCTION<br />
1<br />
Pancras<br />
la Derby,<br />
ne.)<br />
101<br />
50 5 0<br />
30 3 0<br />
15<br />
MAXIMUM PERMISSIBLE SPEED FOR TRAINS NOT CONVEYING<br />
PASSENGERS<br />
MAXIMUM PERMISSIBLE SPEED FOR PASSENGER TRAINS<br />
Through junction<br />
2<br />
504<br />
056
siCHON TO STENSON JUNCTION—con!.<br />
II<br />
-thington<br />
3<br />
906<br />
C. Down line, 1,180 yards<br />
before reaching signal<br />
DY.332.<br />
C. Down line, 1,282 yards<br />
before reaching signal<br />
DY.334.<br />
220<br />
220<br />
aboume<br />
.•<br />
• • • •••<br />
3erby to<br />
4<br />
979<br />
303<br />
20<br />
15<br />
30<br />
20<br />
Through junction to and Iron Stenson<br />
Through junction to Melbourne Jo.<br />
Through junction<br />
C. Down line, 1,054 yards<br />
before reaching signal<br />
DY.354.<br />
226<br />
INCTION TO WORTHINGTON<br />
20 2 0<br />
MAXIMUM PERMISSIBLE SPEED<br />
Stores<br />
line.)<br />
5<br />
43
70<br />
70<br />
MAXIMUM PERMISSIBLE SPEED<br />
40<br />
Through junction<br />
C. Down line, 660 yards<br />
before reaching Findem<br />
Jevel crossing.<br />
188<br />
IL<br />
IL<br />
At k mile distant.<br />
50<br />
50<br />
Between 25i m.p. and 251 m p.<br />
IL<br />
IL<br />
At mile distant.<br />
IL<br />
IL<br />
At f mile distant.<br />
30<br />
30<br />
Between 16 rn. 51 ch. and 16 m. 01 ch.
0JUNCTION<br />
1<br />
TO STOKE JUNCTION—coin.<br />
1 I 1 in 1<br />
C. . . .<br />
—<br />
385<br />
P2) . . . I 1102<br />
50 60 Between 14f m.p. and 13i m p.<br />
) ... ... — 1230<br />
C. Down line, 3 miles 726 190<br />
yards before reaching<br />
... 3 227 Leigh home signal.<br />
... IL IL At i mile distant.<br />
. . ... 3 620<br />
,adie line.) (from<br />
Leigh LC.)<br />
... I 748<br />
ion) L.C. — 508 C. Down line, 600 yards<br />
before reaching outer<br />
home signal.<br />
... — 1740 UGL 68 S. Up line, 90 yards after 116<br />
DGL 56 passing starting signal<br />
(normal lie for main line.)<br />
... 40 40 Between 3f m.p. and 3 m.p.<br />
30 From 3 rn.p. to li imp.<br />
C. Up line, 1,027 yards<br />
before reaching Caverswall<br />
distant signal.<br />
177<br />
102
EGGINTON JUNCTION<br />
exclusive use of the Research Dept.)<br />
45<br />
45<br />
MAXIMUM PERMISSIBLE SPEED<br />
(Not applicable to the Research Dep Battery Rail Car.)<br />
All movements on the line must sound the horn<br />
when approaching the Occupation Crossing 750<br />
yards from Egginton JIL box and be prepared<br />
to stop at the crossing.<br />
orth Staf-<br />
4<br />
440<br />
25<br />
15<br />
25<br />
15<br />
Over slue between former up and down line 1<br />
Between Bridge 131 and Egginton<br />
SSIVELL<br />
15<br />
IS<br />
MAXIMUM PERMISSIBLE SPEED<br />
ngle Line<br />
rth Stafford<br />
3<br />
563
45<br />
25<br />
45<br />
20<br />
MAXIMUM PERMISSIBLE SPEED FOR CLASS I TO 6 TRAINS AND<br />
LIGHT LOCOMOTIVES (NOT APPLICABLE TO PASSENGER TRAINS)<br />
MAXIMUM PERMISSIBLE SPEED FOR CLASS 7 TO 9 TRAINS<br />
Through junction<br />
15<br />
15<br />
Between 98 in. 07 ch. and 98 m. 10 ch.<br />
URS<br />
DRS<br />
52<br />
64<br />
C. Down line, 700 yards<br />
before reaching home 1<br />
signal.<br />
CV. Down line, 406 yards<br />
before reaching home 2<br />
signal. (Self-acting when<br />
box is closed.)<br />
71<br />
71
:P2)<br />
1670<br />
-5t1<br />
rtOM 113* nhp. to Swanninglon Level Crossing<br />
)n<br />
Measham<br />
6<br />
1457<br />
C. Up line, 884 yards before<br />
reaching home signal.<br />
136<br />
d Frame 3 709<br />
'adley Hill<br />
C. Up line, 1,651 yards before<br />
reaching signal<br />
DY.123.<br />
131<br />
it Junction — 1719<br />
ast Curve<br />
ve Junction 9 1 4<br />
test Curve<br />
C. Up line, 714 yards before<br />
reaching signal DY.129.<br />
283<br />
Junction...<br />
tnston in.<br />
345<br />
C. Up line, 981 yards before<br />
reaching signal DY.133.<br />
330<br />
Derby to<br />
947<br />
15<br />
Through junction<br />
Heys forbidden.<br />
BRAUNSTONE GATE (SIDING)<br />
nd Frame<br />
Knighton<br />
in. line.)<br />
54<br />
15 15<br />
MAXIMUM PERMISSIBLE SPEED
I Frame<br />
Knighton<br />
:ester In.<br />
PIRA WEST JUNCTION<br />
20<br />
20<br />
MAXIMUM PERMISSIBLE SPEED<br />
;s Ground 1 1628<br />
•ri 1 756<br />
Knighton<br />
r In. tine)<br />
1CADLEY HILL COLLIERY<br />
15<br />
15<br />
MAXIMUM PERMISSIBLE SPEED<br />
Ground<br />
Ground 1<br />
567<br />
597
Knighton<br />
ieester In.<br />
1<br />
RVE JUNCTION TO BRANSTON JUNCTION<br />
e Junction — —<br />
I 20 20 MAXIMUM PERMISSIBLE SPEED<br />
Knighton<br />
icester In.<br />
Frame ... — 1181<br />
Derby to<br />
... — 130 15 Through junction<br />
iTING FRAME TO BADDESLEY COLLIERY<br />
g Frame . — —<br />
Derby to<br />
15 15 MAXIMUM PERMISSIBLE SPEED<br />
— 1250<br />
'cry . . . 1 908<br />
... . , . 2 828<br />
10 From 2 m.o. to 1 m. 47 ch.
:TION TO WHITACRE JUNCTION<br />
60<br />
60<br />
MAXIMUM PERMISSIBLE SPEED<br />
Derby to<br />
30<br />
Through junction<br />
Nuneaton<br />
ne.)<br />
2 615<br />
DGL<br />
132<br />
20<br />
20<br />
Through junction and round curve from and to Kingsbury Junction<br />
JUNCTION TO NUNEATON<br />
TH JUNCTION TO NUNEATON MIDLAND JUNCTION<br />
1DLAND JUNCTION TO NUNEATON<br />
'notion<br />
St. Pancras<br />
e.)<br />
ion<br />
or Wigston<br />
1142<br />
75 7 5<br />
40 4 0<br />
30<br />
20<br />
20<br />
MAXIMUM PERMISSIBLE SPEED<br />
MAXIMUM PERMISSIBLE SPEED<br />
Through junction<br />
Wigston North .1n. to Glen Parva<br />
1<br />
Through junction to Wigston South Jn. line<br />
on LC.<br />
nderby line.)<br />
2 1559<br />
10<br />
Through junction to Enderby line<br />
IL IS<br />
IL 2S<br />
3L IS<br />
Nuneaton.<br />
Wigston South Jn.<br />
Coalville.<br />
1 1308<br />
DRS<br />
60<br />
6 319<br />
C. Up line, 700 yards<br />
before reaching outer<br />
home signal.<br />
160
2 1065<br />
AND JUNCTION<br />
TO<br />
ABBEY JUNCTION<br />
Junction<br />
;ton North<br />
tie.)<br />
60<br />
60<br />
20<br />
MAXIMUM PERMISSIBLE<br />
Through junction<br />
SPEED<br />
• • • • .• 1<br />
meaton to<br />
1013<br />
30<br />
Through junction<br />
ATER ORTON EAST JUNCTION<br />
ABBEY JUNCTION 30 30 MAXIMUM PERMISSIBLE SPEED<br />
/N TO WATER ORTON EAST JUNCTION 75 75 MAXIMUM PERMISBIBLE SPEED<br />
Euston to<br />
15 15 Between junction and 10 m. 08 ch.<br />
••• 1 204 30 Through junction to Nuneaton Midland Jn. line<br />
Nuneaton<br />
C. Down line, 1,204 yards 135<br />
before reaching signal<br />
SY.342.<br />
C. Down line, 1,014 yards 133<br />
before reaching signal<br />
SY.338.<br />
C. Down line, 1,061 yards 126<br />
before reaching signal<br />
S.Y.336
WATER ORTON EAST JUNCTION—cant.<br />
C. Down line, 1,220 yards<br />
before reaching signal<br />
SY.334.<br />
126<br />
J<br />
r<br />
•<br />
L<br />
e<br />
n<br />
g<br />
t<br />
h<br />
m<br />
e<br />
n<br />
'<br />
s<br />
trolleys forbidden 30 30 Through Arley Tunnel<br />
C. Up line, 1,233 yards<br />
before reaching signal<br />
SY.335.<br />
C. Up line, 1,143 yards<br />
before reaching signal<br />
SY.333.<br />
C. Up line, 1,370 yards<br />
before reaching signal<br />
SY.329.<br />
C. Up line, 1,050 yards<br />
before reaching signal<br />
SY.327.<br />
C. Up line, 1,469 yards<br />
before reaching signal<br />
YS.325.<br />
C. Up line, 1,435 yards<br />
before reaching signal<br />
YS.323.<br />
C. Up line, 1,214 yards<br />
before reaching signal<br />
SY.319.<br />
... . . 9 1392 DGL 88 30 30 Through junction from and to Nuneaton and round curve to 32 m. 04 ch.<br />
Kingsbury 20 Through junction to Kingsbury Jn. line<br />
1 143 DRS 50<br />
Junction ... 1 1141 I 30 Through junction<br />
Derby to<br />
125<br />
125<br />
132<br />
132<br />
136<br />
210<br />
577
anction<br />
Derby to<br />
25<br />
KAI1NN<br />
Through junction<br />
der Orton<br />
1424<br />
20<br />
20 Through junctions in all directions<br />
C. Down line, 1,056 yards 104<br />
before reaching signal<br />
SY.266.<br />
C. Down line, 264 yards 100<br />
after passing signal<br />
SY.266.<br />
C. Down line, 785 yards Level<br />
before reaching signal<br />
SY.268.<br />
C. Down line, 818 yards 100<br />
before reaching signal<br />
WL.40.<br />
30 From 461 msp. to 441 m.o.<br />
C. Up line, 1,690 yards 176<br />
before reaching signal<br />
Birchills<br />
e and for<br />
e 51 for<br />
.1n. line.)<br />
11<br />
109<br />
35<br />
15<br />
35 Between 46} m.o. and 47 rum.<br />
C. Up line, 581 yards before 100<br />
reaching signal WL.208.<br />
Through junction
IV STREET TO BLACKWELL (A' R )<br />
90<br />
90<br />
MAXIMUM PERMISSIBLE SPEED ON MAIN LINES<br />
;<br />
tRugby to<br />
t<br />
e<br />
e<br />
t<br />
Tunnel<br />
Tunnel<br />
iel<br />
trine!<br />
Lengthmen's Trolleys forbidden<br />
1<br />
0<br />
20<br />
30<br />
50<br />
60<br />
10<br />
20<br />
30<br />
50<br />
All lines between the Station end of New Street South Tunnel and the Station end of<br />
Holliday Street Tunnel<br />
Through Holliday Street Tunnel I L<br />
From Seib<br />
, O a k<br />
e n d<br />
o f<br />
H<br />
C. Down<br />
o l<br />
line, 525 yards 80<br />
l before i d reaching signal<br />
a NS.247. y<br />
SFrom t431 m.p. to Selly Oak end of Holliday Street Tunnel.<br />
r e<br />
e t<br />
T<br />
u<br />
n<br />
Between 43,1 m.p. and to 45 m. 10 eh.<br />
From 45 m. 10 eh. to 47 tn. 10 eh.<br />
n<br />
e<br />
C. Down line, 1,022 yards 110<br />
l before reaching signal<br />
t SY.52.<br />
o<br />
4<br />
3<br />
+<br />
m<br />
.<br />
o<br />
.<br />
When leaving tunnel.
Iction<br />
Dr Landor<br />
400<br />
25<br />
Through junction to Camp Hill line<br />
1 294<br />
1 226<br />
1386<br />
20<br />
10<br />
20<br />
10<br />
"Up and down" goods to dos n main<br />
Goods to main<br />
Through junction to and from Longbridge Sidings<br />
•Redditch<br />
40<br />
Main to goods<br />
ea.)<br />
1<br />
917<br />
DGL 80<br />
JUNCTION TO KING'S NORTON JUNCTION<br />
60<br />
60<br />
MAXIMUM PERMISSIBLE SPEED<br />
tion<br />
Derby to<br />
15<br />
Through junction<br />
C. Down goods, 592 yards<br />
before reaching signal<br />
SY.88.<br />
62<br />
C. Down line, 600 yards<br />
before reaching signal<br />
SY.86.<br />
85
JUNCTION TO KING S NORTON JUNCTION—con!<br />
o n<br />
• id In. line.)<br />
. •<br />
Wolvercot<br />
o n<br />
. Boumville •<br />
•<br />
lion<br />
ction<br />
irmingham<br />
4<br />
860<br />
637<br />
938<br />
947<br />
400<br />
15<br />
20<br />
25<br />
15 Through junction from and to Saltley direction<br />
Through junction to Small Heath line<br />
C. Down line, 999 yards<br />
before reaching signal<br />
S<br />
1<br />
C.<br />
1<br />
Down line, 165 yards<br />
before reaching Moseley<br />
. Tunnel.<br />
7<br />
6<br />
S. . Up line, junction trailing<br />
points.<br />
Through junction<br />
280<br />
100<br />
324<br />
(falling)<br />
NCTION TO GRAND JUNCTION<br />
25<br />
25<br />
MAXIMUM PERMISSIBLE SPEED<br />
ion<br />
ndor Street<br />
m In. line.)<br />
15<br />
15<br />
Between St. Andrews ht. and Exchange Sidings
10 10 MAXIMUM PERMISSIBLE<br />
SPEED<br />
)1a<br />
r Landor<br />
Norton In.<br />
on<br />
irmingham<br />
471<br />
C. Up line, 443 yards before<br />
reaching signal SY.65.<br />
160<br />
S. Down line, junction<br />
132<br />
trailing points.<br />
(falling)<br />
ATION TO REDDITCH<br />
35 35 MAXIMUM PERMISSIBLE SPEED<br />
irmingham<br />
15 15 Between Barnt Green Station and Barnt Green Single Line Jib<br />
C. Up line, 675 yards before<br />
reaching signal SY.9.<br />
74<br />
867 30 30 Between Band Green Single Line Jn. and 53i m.p.<br />
1 858<br />
2 1232 20 20 Between 56 in.p. and Redditch Station
CCLESFIELD<br />
••<br />
Euston to<br />
85 8 5<br />
30 3 0<br />
45<br />
60 6 0<br />
80 8 0<br />
MAXIMUM PERMISSIBLE SPEED ON MAIN LINES<br />
MAXIMUM PERMISSIBLE SPEED ON GOODS LINES<br />
Through junction to fast or slow line<br />
Between Co!wick and 371 m.p.<br />
Between 37,1 m.p. and 361 m.p.<br />
IL<br />
IL<br />
At 1 mile distant.<br />
3 211<br />
(from<br />
Colwich)<br />
75<br />
75<br />
Between 31 m.p. and 301<br />
IL<br />
IL<br />
At I mile distant.<br />
(P2)<br />
6 1452<br />
(from<br />
Hixon LC)<br />
I 3 3<br />
IL<br />
IL<br />
At I mile distant.<br />
— 997<br />
•••<br />
r Norton<br />
•••<br />
— 376<br />
75<br />
75<br />
Through junction from and to Colwich direction<br />
227<br />
IL<br />
IL<br />
At 1 mile distant.<br />
sor Station<br />
2 438<br />
1192<br />
75<br />
75<br />
Between 25<br />
1<br />
1<br />
m . p .<br />
a n d<br />
2 4<br />
i .<br />
m .<br />
p .
743<br />
• •<br />
75<br />
20<br />
60 From 18j m.p. to Stoke-on-Trent box<br />
From 181 m.p. to Liverpool Road shut ting frame<br />
Goods line, from 181 m.o. to 181 m.o.<br />
1<br />
491<br />
288<br />
• •<br />
T'CB(G)<br />
T<br />
C<br />
B<br />
(<br />
900 • • C. Down line, 840 yards<br />
d<br />
before reaching signal<br />
)<br />
KC.I05.<br />
C. Down line, 630 yards<br />
before reaching signal<br />
KC.I03.<br />
C. Down line, 695 yards<br />
before reaching signal<br />
KC.101.<br />
C. Up line, 560 yards before<br />
reaching signal 135.104.<br />
150<br />
100<br />
100<br />
80<br />
nel<br />
I (Station) 2 1274 DdL 60 15 Through junction to Crewe line<br />
Crewe line.)<br />
bunting 583 75 From Liverpool Road <strong>Shunt</strong>ing Frame to 113i• m.o.<br />
3irchenwood<br />
n line through Stoke-on-Trent station is worked 'n both d'rections, TCB(PF) applies on the up main line through Stoke-on-Trent station.<br />
Working authorised—See Table W.
3 396 75 75 Round curves, through station.<br />
C. Down line, 738 yards<br />
before reaching signal<br />
MD.46.<br />
C. Down line, 897 yards<br />
before reaching signal<br />
MD.119.<br />
C. Down line, 944 yards<br />
before reaching signal<br />
MD.117.<br />
C. Down line, 655 yards<br />
before reaching signal<br />
MD.I15.<br />
C. Down line, 838 yards<br />
before reaching signal<br />
MD.113.<br />
C. Down line, 910 yards<br />
before reaching signal<br />
MD.III.<br />
C. Up line, 981 yardsbefore<br />
reaching signal Mal 18.<br />
C. Up line, 893 yards before<br />
reaching signal MD.120.<br />
C. Up line, 569 yards before<br />
reaching signal MD.122.<br />
C. Up line, 520 yards before<br />
reaching signal MD.124.<br />
183<br />
165<br />
182<br />
191<br />
162<br />
204<br />
117<br />
101<br />
100<br />
475<br />
Don 11 216 D.ScUPL, 37 65 65 Between I m.p. and 0 m.p.<br />
ion Appen- (from<br />
ulme line.) Congleton<br />
Station)<br />
rorking authorised—see Table W.
25 25 Between 0 m. 15 ch. and junction<br />
Recess line) through Norton Bridge station is worked in both directions.<br />
'RAI, TO CREWE SOUTH JUNCTION<br />
70 70 MAXIMUM PERMISSIBLE SPEED<br />
(Station) 15 Through junction<br />
Colwich to<br />
C. Up line, 550 yards before 100<br />
reaching home signal.<br />
50 From Ise m.p. to Alsager East Jn.<br />
ion 1 1536 • • 15 Passenger trains over down goods line<br />
NB<br />
NB<br />
1036 • 15 Passenger trains over up through siding<br />
C. Up line, 509 yards before 150<br />
reaching home signal.<br />
1 1067 C. Up line, 22 yards after<br />
passing starting signal.<br />
3<br />
533 60 60 Between 5 imp. and 7 m.p.<br />
3<br />
Drd Sidings 3 196 •<br />
) Dr Crewe<br />
uth line.)<br />
NB<br />
ion 580 20 Through junction<br />
Euston to<br />
180
15<br />
15 MAXIMUM PERMISSIBLE<br />
SPEED<br />
unting<br />
Zolwich to<br />
1 1077<br />
I<br />
I<br />
10<br />
Through junction<br />
, TO CALDON QUARRY<br />
1<br />
)1X TO I k M.P. 10 10 MAXIMUM PERMISSIBLE SPEED<br />
ON, 15 15 MAXIMUM PERMISSIBLE SPEED<br />
K BROOK JUNCTION 45 45 MAXIMUM PERMISSIBLE SPEED<br />
iNCTION TO CALDON OUARRY 20 20 MAXIMUM PERMISSIBLE SPEED<br />
... . . .<br />
x area.)<br />
2olwich to<br />
age 77 for<br />
-<br />
unnel<br />
... . . . 3 1741<br />
Heaths (from<br />
Stoke Th.<br />
IL 1L At i mile distant<br />
3 88
1 1 1<br />
Brook In.) *—Absolute Block on down line, TCB. on up line<br />
UAL SAND SIDING TO LEEK BROOK JUNCTION<br />
--<br />
25 25 MAXIMUM PERMISSIBLE SPEED<br />
C. (PI) 1729<br />
4 99<br />
ion<br />
ke-on-Trent<br />
line.)<br />
1 119 15 Through junction<br />
3IN TO HEATH'S JUNCTION<br />
TION TO FORD GREEN 15 15 MAXIMUM PERMISSIBLE SPEED<br />
TO HEATH S JUNCTION 20 20 MAXIMUM PERMISSIBLE SPEED<br />
r Stoke-on-<br />
2uarry line.)<br />
1681<br />
3<br />
836
IN NORTH JUNCTION TO SALTNEY JUNCTION<br />
ION NORTH JUNCTION TO OXLEY 143k MP.<br />
P. TO SHREWSBURY<br />
ro SALTNEY JUNCTION<br />
60 6 0<br />
70 7 0<br />
60 6 0<br />
MAXIMUM PERMISSIBLE SPEED<br />
MAXIMUM PERMISSIBLE SPEED<br />
MAXIMUM PERMISSIBLE SPEED<br />
lorth<br />
)ox area.)<br />
Rugby to<br />
10 1<br />
0<br />
45<br />
Through junction<br />
Through connections to and from Herbert Street Goods Depo<br />
C. Up line, 395 yards before 100<br />
reaching signal WN.63.<br />
C. Up line, 496 yards before 100<br />
reaching signal WN.57.<br />
ushbUry<br />
1452<br />
UGL<br />
DGL<br />
74<br />
74<br />
C. Up line, 760 yards before 8 2<br />
reaching home 2 signal.<br />
C. Up line, 1,440 yards 237<br />
before reaching home 1<br />
signal.<br />
k Station<br />
2 1131<br />
893<br />
3 267<br />
I 1064<br />
DGL 6 0<br />
UGL 6 0<br />
C. Up line, 1,019 yards after<br />
passing Cosford advanced<br />
starting signal.<br />
C. Up line, 240 yards after<br />
passing advanced starting<br />
signal.<br />
138<br />
137<br />
3 0<br />
DGE 5 6<br />
UGL 2 3<br />
C. Down line, 670 yards<br />
before reaching home<br />
signal.<br />
150<br />
Iron bridge<br />
2 426<br />
15<br />
C. Down line, 959 yards 100<br />
before reaching home<br />
signal.<br />
Through junction to Ironbridge line
ley Jn. box.)<br />
passing I.B. home signal.<br />
s 298 yards<br />
No. 2 box.)<br />
•<br />
)ormington<br />
1<br />
1<br />
260<br />
1278 • •<br />
50<br />
25<br />
Main line from 1611 imp. to<br />
Over platform line<br />
611 m.p.<br />
— 301 • • 15 Over platform line<br />
(from<br />
Wellington<br />
No 2) 50 Main line from 1611 m.p. to 161 m.p.<br />
— 660 40 40 Between 1611 m.p. and 162 m.o.<br />
le 292 yards<br />
No. 4 box.)<br />
691 yards<br />
igar Works<br />
C. Up line, 550 yards before<br />
reaching IB home signal.<br />
120<br />
arks<br />
es 589 yards<br />
Igar Works<br />
2 1065 UGL 59<br />
DGL 55<br />
s 450 yards<br />
gate box.)
N NORTH JUNCTION TO SALTNEY JUNCTION—con:.<br />
or English<br />
6<br />
1324<br />
•<br />
•<br />
DRS J 32<br />
IL, IS<br />
Sutton Bridge In. via<br />
Loop line.<br />
:tion<br />
!raven Arms<br />
425<br />
OS<br />
ID • •<br />
15<br />
From Severn Bridge tin. down main home signals to 171 m. 62 eh.<br />
p<br />
p<br />
!rewe South<br />
— 546<br />
(from<br />
Severn<br />
Bridge In.)<br />
•<br />
•<br />
o<br />
15<br />
From 171 m. 62 ell. to Abbey Foregate up home signals<br />
mile 1,000<br />
Hill North<br />
— 1219<br />
C. Down line, 262 yards 100<br />
after passing starting<br />
signal.<br />
C. Down line, 550 yards 240<br />
before reaching IB home<br />
signal.<br />
Hencote Incline. 10 minutes is the shortest time up freight or mineral trains (except,<br />
Classes 4-6) must occupy in running from Leaton to Cototz Hill North box.<br />
3 31 DRS 37<br />
C. Down line, 742 yards<br />
before reaching home<br />
signal.<br />
240<br />
3 1316 DRS 58<br />
URS 76<br />
••• ••• 4 271 UGL 38<br />
_evel 4 902
1 308<br />
lel<br />
ation) 4 460 50 50<br />
mnel<br />
3 33<br />
C. Down line, 1,584 yards 8 3<br />
before reaching distant<br />
signal.<br />
C. Down line, 902 yards 182<br />
before reaching home<br />
signal.<br />
Between 196 m. 65 ch. and 197 tn. 45 ch.<br />
C. Up line, 1,000 yards 103<br />
before reaching home<br />
signal.<br />
th Fork 1 513<br />
:roes<br />
nth Fork 500 • 15<br />
15<br />
inera Lime<br />
Over goods line to Croes Newydd South Fork<br />
Over goods line to Wrexham General North<br />
;tation — 530<br />
‘lorth 350 • URS 90 50<br />
Wrexham 50<br />
From 2021 m.p. to 203 m.o.<br />
From 203 m.o. to 2.02 m. 4<br />
C. Up line, 998 yards before<br />
reaching distant signal.<br />
ch.<br />
82
1<br />
,<br />
1<br />
3<br />
3<br />
y<br />
a<br />
r<br />
dI (53 yards)<br />
s<br />
ng<br />
Chester to<br />
ox area.)<br />
Rugby to<br />
ge 45 for<br />
line.)<br />
r iKrolverer<br />
line.)<br />
1<br />
2<br />
1<br />
FION TO OXLEY<br />
1<br />
1300<br />
1282<br />
1098<br />
1122<br />
348<br />
89<br />
26<br />
1508<br />
(Trains reverse here.)<br />
DGL<br />
UGL<br />
40<br />
116<br />
55<br />
40<br />
40 40<br />
25<br />
2 20<br />
0 15<br />
Between 204 m.p. and 205i m.p.<br />
C. Up line, 682 yards before 8 2<br />
reaching home signal.<br />
C. Up line, 668 yards after 8 2<br />
passing IB home signal.<br />
C. Up line, 797 yards before 8 2<br />
reaching IS home signal.<br />
C. Up line, 70 yards after 8 2<br />
passing starting signal.<br />
S. Down line, connection 8 2<br />
from Saltney In. end of (falling)<br />
DGL.<br />
Between 2111 imp. and 212 m.p.<br />
Through junction<br />
MAXIMUM PERMISSIBLE SPEED<br />
Through junction<br />
The direction of line from Bushb try In. to Cannock Road is UP.
1<br />
(LEY TO LIGHTMOOR JUNCTION<br />
20<br />
20<br />
MAXIMUM PERMISSIBLE SPEED<br />
ey<br />
1 295<br />
(PI)<br />
717<br />
iley _In. to<br />
3. Power<br />
790<br />
10<br />
Through junction<br />
! TO GRANVELLE COLLIERY SIDINGS<br />
25<br />
25<br />
MAXIMUM PERMISSIBLE SPEED<br />
W<br />
r .- line.)<br />
o<br />
h/<br />
e<br />
I Frame r-<br />
idings<br />
1133<br />
252<br />
374<br />
1097
, TO ENGLISH BRIDGE<br />
JUNCTION (LOOP LINES)<br />
15 15 MAXIMUM PERMISSIBLE<br />
SPEED<br />
... . . .<br />
r Wolverer<br />
line.)<br />
ction ...<br />
box area.)<br />
aven Arms<br />
—<br />
—<br />
—<br />
601<br />
CW. Up line, 94 yards<br />
after passing home signal.<br />
Level<br />
IL IS<br />
Up main to down<br />
loop.<br />
JUNCTION TO CRAVEN ARMS CROSSING (WIZ.)<br />
JUNCTION TO REGIONAL BOUNDARY 8M. 10 CH. 90 90 MAXIMUM PERMISSIBLE SPEED<br />
NDARY, 18 M. 10 CH TO CRAVEN ARMS CROSSING 75 75 MAXIMUM PERMISSIBLE SPEED<br />
:lion . . . — — 15 From Severn Bridge Jo. to 0 m. 23 ch.<br />
)Iverhamp-<br />
.)<br />
ction . .<br />
box area.)<br />
Abbey<br />
— 249 15 From 0 m. 28 ch. to Severn Bridge Jo.<br />
:tion . . . — 814 DGL 54 20 Through junction to Aberystwyth line<br />
bbey Goods UGL 134 30 30 Through junction to and from Craven Arms direction<br />
ryswyth IL 2S Welshpool<br />
60 From 21 m.p. to 3 m.p.<br />
60 From 3 m. 30 ch. to 2 m. 15 ch.<br />
s 847 yards<br />
e In. box.)<br />
,,705 yards<br />
lox.)<br />
C. Down line, 1,300 yards<br />
before reaching IB home<br />
signal.<br />
187
C. Down line, 484 yards<br />
after passing 1B home<br />
signal.<br />
100<br />
60<br />
From 11 m.p. to 9,‘ m.o.<br />
DGL<br />
UPS<br />
65<br />
8<br />
70<br />
C. Down line, 530 yards<br />
before reaching home<br />
signal.<br />
From 13.3 m.o. to 141 imp.<br />
100<br />
60<br />
60<br />
60<br />
60<br />
C. Up line, 867 yards after 112<br />
passing Marsh Brook<br />
inner home signal.<br />
Between 14 in. 70 ch. and 15<br />
C. Up line, 567 yards before 110<br />
reaching home signal.<br />
Between 16 m.p. and 161 m.p.<br />
UPS<br />
DGL<br />
66<br />
62<br />
C. Up line,' mile 1,213 yards<br />
before reaching Marsh<br />
Brook home signal.<br />
C. Up line, 1,520 yards<br />
after passing starting<br />
signal.<br />
968<br />
130
UNCTION TO<br />
ABBEY<br />
GOODS<br />
15 15 MAXIMUM PERMISSIBLE SPEED<br />
ion . .<br />
- Severn<br />
,<br />
elow f o r<br />
n<br />
A<br />
r<br />
tion<br />
m<br />
s<br />
— —<br />
— 480<br />
— 1192<br />
(Trains reverse here.)<br />
UNCTION TO ABERYSTWYTH<br />
/ern Bridge<br />
Crossing<br />
ey Goods<br />
C. Down line, 650 yards<br />
before reaching home<br />
signal.<br />
2 196 30 Main to single<br />
60 Single to main<br />
60 60 MAXIMUM PERMISSIBLE SPEE<br />
D<br />
20 Through junction 11.25 Welshpool.<br />
35 35 Between junction and 0 tn. 50 ch.<br />
C. Down line, 15 yards 121<br />
after passing starting<br />
signal.<br />
I Frame ... 2 1019 10 Through junction to Minsterley line<br />
vlinsterley<br />
...<br />
5 1148 CL 32 15 Single to down loop<br />
60 Single to up loop and up loop to single<br />
30 Down loop to single<br />
100<br />
55 55 Between 15 m. 30 eh. and 15 in. 70 eh
15 Single to loop and loop to single<br />
l) 2 176<br />
P3) 1 495<br />
50 50 Between 55 imp. and 561 m.o.<br />
50 50 Between 571 m.p. and 571 m.o.<br />
7 1632 CL 28 15 Single to down or "up & down", and down or 'up & down" to single<br />
URS 25 15 Single to "up & down" and "up & down" to s•ngle<br />
50 50 Between 611 m.o. and 63! m.o.<br />
35 35 Between 671 m.p. and 68 in. 05 eh.<br />
40 40 Between 681 m.p. and 69f m p.<br />
5 627 CL 32 40 Single to loop<br />
25 Loop to single<br />
C. Up loop, 64 yards after<br />
passing starting signal.<br />
C. Up loop, 304 yards before<br />
reaching starting signal.<br />
30 Loop to single<br />
60 Single to loop<br />
163<br />
163<br />
0<br />
1<br />
-<br />
4 747 CL 80 15 Single to loop and loop to single<br />
15 Loop to single<br />
60 Single to loop<br />
50 50 Between 761 m.o. and 771 m p.<br />
Lion) 3 756 CL 27 25 Single to main or main loop and, main or main loop to single<br />
PwIlhell DRS 26 15 Through junction to Pwilheli line<br />
25 Single to main or main loop, and main or main loop to single<br />
m Yard Working authorised on up line—See Table W.
YTH—cont.<br />
45<br />
55<br />
45<br />
55<br />
Between 791 Imp. and 79 me 70 ch.<br />
Between 801 m.p. and 811 nip.<br />
... 8 565 CL<br />
37<br />
20<br />
15<br />
60<br />
Single to loop<br />
Loop to single<br />
1<br />
Single to loop and loop to single<br />
50<br />
50<br />
Between 88 m. 70 ch. and 89 m. 50 eh<br />
C. (P3) ... 2 1146<br />
n) 5 957<br />
40 40 Between 91 m. 50 ch. and 91 m. 70 ch.<br />
10 10 Between 951 m.p. and ',terminus<br />
1<br />
NIINSTERLEY<br />
Y TESTING OF "ON LINE" MAINTENANCE 25 I 25 MAXIMUM PERMISSIBLE SPEED<br />
-LS-ROYCE LTD. ONLY<br />
I Frame — —<br />
hrewsbury<br />
.1<br />
... — 1476<br />
PI) . . — 1056<br />
I) . . 1 882<br />
l . . — 1375<br />
* Staff station is Hookagate box
1 1217<br />
1 1291<br />
1623<br />
25 From 84 m. 77 eb. to 804 m.p.<br />
(Illuminated permanent speed restriction indicator provided.)<br />
45 45 Between 861 m.o. and 861 m.o.<br />
3 1080 CL 59 55 Single to loop<br />
DRS 30 20 Loop to main<br />
URS 40 15 Loop to single<br />
55 Single to loop<br />
2 834<br />
50 50 Between 914 m.p. and 921 m.o.<br />
2 328<br />
1 1650 CL 29 55 Single to loop and loop to single<br />
20 Single to loop and loop to single<br />
2 166<br />
15 15 Between 96 in. 26 ch. and 971 m.o.<br />
(Drivers must keep a sharp look-out for hand signals win watchman at Friog Cutting.)<br />
1 167 20 20 Between 98t m.p. and 100 la. 30 ch.<br />
(Diesel multiple units may travel at 40 m.p.h. over Barmouth Viaduct, between 994<br />
m.o. and 100 m.p.)
i TO PIVIALITELI—cont.<br />
1<br />
966<br />
15<br />
15<br />
Single to main<br />
Main to single<br />
— 343<br />
(from<br />
Barmou th<br />
South)<br />
15<br />
55<br />
Main to single<br />
Single to main<br />
1<br />
759<br />
2<br />
524<br />
kation 1 286<br />
2 372<br />
n Station — 1307 30 30 Between 108k m.o. and 1081 Imp.<br />
1120<br />
15 15 Between 109 m. 45 ch. and 109 m. 75 ch.<br />
(Drivers must keep a sharp look-out for hand signals from watchman at Harlech cliff)<br />
1 1660 CL 33 55 Single to loop and loop to single<br />
UPS 17 20 Single to loop and loop to single<br />
2 926 20 20 Over Timber Bridge between 1131 m.p. and 114 m.p. (Locomotive hauled trains only)<br />
— 1494<br />
1 462<br />
20 20 Between 115 in. 68 eh. and Penrhyndeudraeth
4<br />
763<br />
30<br />
30<br />
Between 1281 m.p. and 128t m.p.<br />
1<br />
1038<br />
I<br />
445<br />
55<br />
15<br />
Single to main<br />
Main to single<br />
904<br />
1<br />
0<br />
1<br />
0<br />
Entering and leaving station<br />
CO ABERYSTWYTH (VALE OF RHEIDOL) (Narrow Gauge, 1 foot hf inches)<br />
TO ABERFFRWD 15 15 MAXIMUM PERMISSIBLE SPEED<br />
ABERYSTWYTH 20 20 MAXIMUM PERMISSIBLE SPEED<br />
ion 10 10 Between Devil's Bridge and Rhiwiron (10 m. 59 ch.)<br />
1 42 10 10 Between Rhiwfron (10 m. 39 ch.) and Rheidol Falls (8 tn. 64 ch.)<br />
on 1 1056 10 10 Between Rheidol Falls (8 m. 39 ch.) and Aberffrnd (8 tn. 29 ch.)<br />
1 1078 10 1 Through Aberffrwd (8 tn. 09 ch. to 7 in. 09 ch.)<br />
1650 10<br />
0<br />
10 Over Nantyronen Level Crossing (6 tn. 55 ch.)<br />
on 2 220 10 10 Over Cape! Bangor Level Crossing (4 m. 54 ch.)<br />
2 484 10 10 Over Glanrafon Level Crossing and curve (2 tn. 26 ch. to 2 24 ch.)<br />
1 264 10 10 Over Llanbadarn Level Crossing (1 m. 17 ch.)<br />
)n) 1713 10 10 Entering and leaving station<br />
Drivers 'nun' whistle on approaching all level crossings.
EWE JUNCTION TO CREWE SOUTH JUNCTION<br />
75<br />
75<br />
MAXIMUM PERMISSIBLE SPEE<br />
7ik<br />
. er line.)<br />
to<br />
579<br />
•<br />
• UGL<br />
110<br />
15<br />
15<br />
15<br />
Between Crewe .111. and 32* m.p.<br />
Over goods line to Crewe Bank<br />
L.C.<br />
1<br />
5<br />
1100<br />
262<br />
DGL<br />
60<br />
C. Down main, 600 yards<br />
before reaching outer<br />
home signal.<br />
142<br />
IL<br />
IL<br />
At 1 mile distant.<br />
3 1106<br />
(from<br />
Yorton)<br />
DRS<br />
53<br />
3 174<br />
s 147 yards<br />
in)<br />
.C.<br />
5<br />
95<br />
DGL<br />
UGL<br />
45<br />
59<br />
C. Down line, 689 yards<br />
before reaching 1B home<br />
signal.<br />
216<br />
IL<br />
IL<br />
At 1 mile distant.<br />
4 1390<br />
(from<br />
Whitchurch<br />
(P2)<br />
4<br />
438<br />
60<br />
From 41 m.o. to 31 m.p.
on<br />
Euston to<br />
688<br />
20<br />
30 From Crewe South .1n. to Gresty Lane No. 1<br />
Through junction<br />
TO NANTMAWR QUARRY SIDINGS<br />
25 25 MAXIMUM PERMISSIBLE SPEED<br />
WoAverr<br />
line.)<br />
15 Through junction<br />
Ps LC., 2 100 10 10 Between let el crossing and up direction disktnt signal or crossing<br />
3 1446 10 10 Between 0 m.o. and 0 In. 10 ch.<br />
10 10 Between 0 in. 63 ch. and 0 m. 72 ch.<br />
I) 143 10 1 Between 1 tn. 05 ch. and 11 imp.<br />
209<br />
0<br />
IL Approaching<br />
crossing.<br />
1 189 (Trains reverse here.)<br />
IL<br />
At mile distant.<br />
— 358<br />
31) — 024<br />
;idings — 1641
U U In IILJ 1iI1/4 It) tAtlinn iN r Al<br />
, I O U t A Z<br />
I<br />
mth Fork<br />
31verhampine.)<br />
1<br />
0<br />
1<br />
0<br />
MAXIMUM PERMISSIBLE SPEED<br />
es Newydd<br />
nera Lime<br />
442<br />
‘1ORTH FORK TO MINERA LIME WORKS<br />
15<br />
15<br />
MAXIMUM PERMISSIBLE SPEED<br />
-th Fork<br />
r Wolver-<br />
," line.)<br />
es Newydd<br />
478<br />
10<br />
10<br />
From Croes Newydd North Fork to Croes Newydd East<br />
From Croes Newydd East to Croes Ne vydd North Fork<br />
r Gatewen<br />
757<br />
C. Down line, 608 yards<br />
after passing starting<br />
signal.<br />
50<br />
1<br />
1118<br />
C. Down line, 1,074 yards<br />
before reaching home<br />
signal.<br />
C. Down line, 263 yards<br />
before reaching home<br />
signal.<br />
45<br />
45
Does<br />
k to<br />
:s line.)<br />
1197<br />
I<br />
V<br />
IU<br />
Between 3 tn. 57 en. and 4 rn. 04 ch.<br />
312<br />
(P1) 1232<br />
794<br />
576<br />
438<br />
548 10 10 Between 6 m. 28 ch. and 6 in 48 ch.<br />
132<br />
1279<br />
* Staff sta ion is Brymbo Middle Crossing box.<br />
C. 486 yards on Mincra side<br />
of Berwig level crossing<br />
(facing to up trains.)<br />
158<br />
NEST TO GATEIVEN COLLIERY<br />
15 15 MAXIMUM PERMISSIBLE SPEED<br />
570
10<br />
10<br />
MAXIMUM PERMISSIBLE SPEED<br />
Dssing<br />
:roes<br />
-<br />
k cs line.)<br />
t<br />
o<br />
953<br />
LAL NORTH TO WREXHAM EXCHANGE<br />
15<br />
15<br />
MAXIMUM PERMISSIBLE SPEED<br />
North<br />
•Wolverer<br />
line.)<br />
Ldston Dee<br />
154<br />
LAI, NORTH TO MARCHWIEL<br />
tAL NORTH TO ABENBURY SIDING<br />
G TO MARCHWIEL<br />
forth<br />
r Bidston<br />
15 1 5<br />
30 3 0<br />
MAXIMUM PERMISSIBLE SPEED<br />
MAXIMUM PERMISSIBLE SPEED<br />
1<br />
191<br />
834<br />
708
961<br />
11555<br />
15<br />
15<br />
C. Down line, 1 mile 816 8 0<br />
yards before reaching<br />
Caergwrle Castle Station<br />
distant signal.<br />
C. Up line, 1 mile 40 yards 8 6<br />
after passing Caergwrie<br />
Castle Station starting<br />
signal.<br />
Between 4 m. 08 ch. and 4 m 18 eh.<br />
1186<br />
1102<br />
1701<br />
1 275<br />
2 147<br />
C. Down line, 773 yards<br />
before reaching home<br />
signal.<br />
C. Down line, 100 yards<br />
after passing home 2<br />
signal.<br />
C. Down line, 140 yards<br />
after passing starting<br />
signal.<br />
C. Up line, 138 yards after<br />
passing starting signal.<br />
C. Up line, 534 yards before<br />
reaching home signal.<br />
C. Up line, 1.566 yards<br />
before reaching home<br />
signal.<br />
83<br />
275<br />
(falling)<br />
96<br />
53<br />
60<br />
53<br />
2<br />
444<br />
C. Up line, 1,214 yards<br />
after passing Dee Marsh<br />
Jn. starting signal.<br />
53<br />
25<br />
From Wrexham end of HawaMen Swing Bridge to 13 in. 42 eh.
in<br />
'RAL NORTH TO B1DSTON DEE tlUNCTION—cont.<br />
kation ... — 877<br />
m ... . .<br />
artford in.<br />
—<br />
318<br />
25<br />
From 13 tn. 42 eh. to Wrexham end of Hawarden Swing Bridge e<br />
2<br />
283<br />
C. Down line, 300 yards<br />
after passing starting<br />
signal.<br />
200<br />
...<br />
3<br />
206<br />
C. Down line, 1 mile 660<br />
yards after passing starting<br />
signal.<br />
180<br />
ition) . . .<br />
2<br />
1051<br />
C. Up line, 1 mile 1,265<br />
yards before reaching<br />
home signal.<br />
120<br />
...<br />
4<br />
465<br />
C. Up line, 2 miles 120<br />
yards after passing starting<br />
signal for Bidston Dee<br />
1n.<br />
494<br />
tion —<br />
Liverpool<br />
el to West<br />
1<br />
1272<br />
15<br />
15<br />
Between 0 in. 33 eh. and On'<br />
08 ch
nd of<br />
I.)<br />
..<br />
..<br />
—<br />
—<br />
967<br />
841<br />
*—Barriers operated by Trainmen—See pages 322 and 323<br />
DON C.L. TO DEE MARSH JUNCTION<br />
:TION TO MICKLE TRAFFORD 160 60 MAXIMUM PERMISSIBLE SPEED FOR CLASS 1 TO 6 TRAINS AND LIGHT<br />
LOCOMOTIVES<br />
25 25 MAXIMUM PERMISSIBLE SPEED FOR CLASS 7 TO 9 TRAINS<br />
RD TO DEE MARSH JUNCTION 40 40 MAXIMUM PERMISSIBLE SPEED FOR CLASS I TO 6 TRAINS AND LIGHT<br />
LOCOMOTIVES (NOT APPLICABLE TO PASSENGER TRAINS)<br />
(CI.) .. — -- ( 25 MAXIMUM PERMISSIBLE SPEED FOR CLASS 7 TO 9 TRAINS<br />
3tion<br />
.<br />
*rook In.<br />
4.W.) line.)<br />
2<br />
5<br />
a ... . . 2 86<br />
C. Down line, 665 yards 116<br />
before reaching home<br />
signal.<br />
ion) 2 1538 45 45<br />
West<br />
Between 31 m.o. and 31i imp<br />
10 Through junction to West Cheshire Jn. line<br />
30 Single line to up line<br />
3 929 IL IL At I mile distant.<br />
35 From junction to 36 m.o.<br />
:hester No. 40 Through junction to Chester No. 1 line<br />
Tn. line.) 35 Through junction to Mouldsworth line<br />
25 Through junction to Heisby line<br />
25 Through junction to single line<br />
35 From 36 imp. to junction to single line
FION C.L. TO DEE MARSH JUNCTION—cont.<br />
25<br />
25<br />
Between 0 m. 09 ch. and 0 m 43 cit.<br />
7 1696<br />
25<br />
25<br />
Between 5t imp. and 5 m. 61 ch.<br />
• Wrexham<br />
line.)<br />
1 5 6<br />
25<br />
Through junction<br />
10 HUSBY WEST CHESIHRE JUNCTION<br />
45<br />
45<br />
MAXIMUM PERMISSIBLE SPEED<br />
Eartford<br />
line.)<br />
lire in. 3 1591<br />
)r Hooton<br />
ty in. line.)<br />
20<br />
10<br />
Through junction<br />
Through junction
5 832<br />
---<br />
DRS 80<br />
60<br />
From 170 imp. to 168 m.p.<br />
91-e 13<br />
rk1111S 001 0001( 011 10<br />
call at Chester.<br />
50<br />
50<br />
Through Christleton Tunnel<br />
Warrington<br />
4 1036<br />
200<br />
401<br />
I<br />
t4<br />
'<br />
P•<br />
4<br />
•<br />
•<br />
E P.<br />
1<br />
1Cala<br />
•<br />
-<br />
•<br />
15<br />
All lines from Chester No. I to Che<br />
otherwise shown.<br />
2L 3S<br />
er No.<br />
6, except where<br />
Trains having no<br />
work to do at<br />
Chester.<br />
Sdngs.<br />
Birkenhead<br />
— 522<br />
(from<br />
No 2)<br />
— 244<br />
(from<br />
No. 3A)<br />
— 365<br />
(from<br />
No. 3)<br />
AAA,<br />
ro.• z:zz u•A<br />
tYY<br />
• • o •<br />
•<br />
1<br />
0<br />
1<br />
0<br />
Between Chester No. 3A box and No.<br />
box up home signals from Holyhead<br />
Holyhead<br />
For Chester<br />
— 396<br />
•<br />
15 All lines from Chestcr No. 1 to Chester No<br />
6, except where otherwise shown
) ACTON GRANGE JUNCTION<br />
Crewe to<br />
utford In.<br />
line.)<br />
ation)<br />
r Hoo ton<br />
2 647<br />
4<br />
250<br />
DRS 50<br />
75<br />
30<br />
40<br />
40<br />
MAXIMUM PERMISSIBLE SPEED<br />
75<br />
30<br />
25<br />
40<br />
20<br />
Between Chester No. I box and 01 m.p.<br />
C. Down line, 788 yards 100<br />
before reaching distant<br />
signal.<br />
C. Up line, 600 yards before 132<br />
reaching starting signal.<br />
Through junction to Mouldsworth line<br />
Through junction to Dee Marsh „In. lin<br />
C. Up line, 600 yards before 132<br />
reaching home signal.<br />
C. Up line, 3 miles 576 286<br />
yards before reaching<br />
Mickle Trafford distant<br />
signal.<br />
Through junction from and to Chester<br />
Through junction to Hooton line<br />
irection<br />
IL IS<br />
3L IS<br />
IS IL<br />
25 IL<br />
Passenger trains from<br />
Liverpool line<br />
booked to call at<br />
Chester.<br />
Passenger trains not<br />
booked to call at<br />
Chester.<br />
For Dee Marsh In.<br />
Liverpool line.<br />
2<br />
931
ox area (1-telsby lines.)<br />
tetion<br />
lion Appen-<br />
Buxton .1n.<br />
IId In. line.)<br />
2<br />
659<br />
65<br />
50<br />
20<br />
65<br />
C. Up line, 314 yards after I 200<br />
passing signal WN•253.<br />
Between 151 tu.p. and 15 ni. 46 ch.<br />
Through junction to Warrington line<br />
.T.TION TO HALTON JUNCTION<br />
40 4 0<br />
MAXIMUM PERMISSIBLE SPEED<br />
ester No. 1<br />
In. line.)<br />
20 2 0<br />
Through junction and over curves between Frodsham Jn. and Halton Jn.<br />
I 1015<br />
ion Appen-<br />
1. to Liveri<br />
n<br />
c0 CANNING STREET NORTH<br />
.<br />
TO ROCK FERRY<br />
)'H TO GREEN LANE JUNCTION<br />
UNCTION TO CANNING STREET NORTH<br />
20 2 0<br />
60 6 0<br />
40 4 0<br />
10 1 0<br />
Through junction and over c wves between Halton Jn. and Frodsbam<br />
C. Down line, 1,729 yards 8 0<br />
before reaching signal<br />
HN.R19.<br />
MAXIMUM PERMISSIBLE SPEED ON MAIN, FAST AND SLOW LINES<br />
MAXIMUM PERMISSIBLE SPEED ON GOODS LINES<br />
MAXIMUM PERMISSIBLE SPEED ON GOODS LINES<br />
rewe North<br />
6 line.)<br />
'Mester No.<br />
370<br />
•<br />
NB<br />
.<br />
a<br />
o .e<br />
te.-6<br />
•<br />
• t<br />
o<br />
DGL 50<br />
10 1<br />
0<br />
15 1 5<br />
Between Chester No. 4 box and the up home signals from Birkenhead<br />
All lines between Nos. 4 and 5 boxes, except where otherwise shown
I. TO CANNING STREET<br />
NORTH—cont.<br />
• 692 yards<br />
box.)<br />
• Station ...<br />
le 265 yards<br />
5 box.)<br />
...<br />
3, 124 yards<br />
. box.)<br />
1<br />
1<br />
50<br />
575<br />
le 514 yards<br />
box.)<br />
)n . . 2 697<br />
a ... . . — 1693 0 50 Main to fast<br />
20 Main to slow<br />
50 Fast to main<br />
20 Slow to main<br />
... . . . 1 1398 a a 25 Fast to Helsby line<br />
r Helsby Jo. 25 Fast to slow<br />
25 Slow to fast<br />
• • •<br />
• • •<br />
— 719<br />
(from<br />
flooton<br />
South) 45 From 91 m.o. to 81 m.p.
Hamilton<br />
1 2 2<br />
NB<br />
15<br />
10<br />
15<br />
Main to No. 1 platform or goods<br />
No. 2 platform to main<br />
Goods to Mersey line<br />
)n 9 6 1<br />
el<br />
1609<br />
IS IL<br />
IL IS<br />
2S IL<br />
IS 2L<br />
Great Float.<br />
Joint Yard.<br />
L.M.R. South<br />
Reserve.<br />
Morpeth DDek.<br />
•th<br />
462<br />
8<br />
8<br />
Over Mersey Docks and Harbour Board Line<br />
2L IS<br />
IL<br />
9L<br />
2L 35<br />
2S1<br />
2S<br />
2S j<br />
Float or Joint Yard<br />
to Grange Lane.<br />
Float or Joint Yard<br />
to Brook Street<br />
Float or Joint Yard.<br />
to South Reserve.<br />
Float or Joint Yard<br />
to Canning Street<br />
South.<br />
D CHESTER No. 6<br />
15<br />
15<br />
MAXIMUM PERMISSIBLE SPEED<br />
-<br />
t\lorth line.)<br />
e<br />
s-<br />
t2<br />
head line.)<br />
er<br />
r e<br />
Nw<br />
oe<br />
.<br />
4<br />
431
TO HELSBY JUNCTION<br />
60 60<br />
MAXIMUM PERMISSIBLE SPEED<br />
25 Through junction<br />
2hester No. 30 30 Between 0 m. 10 ch. and 01 m.o.<br />
reet North<br />
on) 1 1082<br />
1 1440<br />
tion 215<br />
570 •<br />
859 •<br />
on (Station) 1 220 DRS 61<br />
359<br />
ire Junction 575 20 Through junction to Mouldsworth line<br />
couldsworth 50 From He!shy West Cheshire Jo. to He!shy Jo.<br />
tation) 073 50 From Heisby Jn. to Helsby West Cheshire Jo.<br />
:hester No. 20 Through junction to Warrington line<br />
Jn<br />
•<br />
l<br />
i<br />
n<br />
e<br />
.<br />
)
IQ Up main to platform 1<br />
883 10 10 Through crossover<br />
311 1 10 Through crossover<br />
015 15 Through junction to and from Birkenhead Park direction<br />
C. Down line, 400 yards 116<br />
before reaching advance<br />
starting signal.<br />
311 1 10 Through crossover<br />
030 30 Between 2 in. 79 ch. and 3 m 25 ch.<br />
1584 UPL 6 35 From 4 imp. to 4 m. 22 ch.<br />
Coaches 15 15 Through crossovers between down and p main lines<br />
U RS 37 15 Over up passenger loop<br />
NB<br />
523 • • • 35 From 4 m. 22 ch. to 4 m.p.<br />
10 Goods line from Birkenhead North No. 2 to Bidston East Jn.<br />
395 • • 15 Through junction main to New Brighton line<br />
10 Goods lines from Bidston East in. to Birkenhead North No<br />
2.
• S. arna S a , • V S a a Sad t i 1<br />
1<br />
,<br />
tion (L.C.)<br />
1' E A , I<br />
W i l t r , 1<br />
Wrexham<br />
7 for Sea-<br />
C 0 f l t .<br />
829<br />
1479<br />
853<br />
is<br />
Through junction to Seacombe Jo. line<br />
yards from<br />
644<br />
IL<br />
At II mile distant.<br />
1,597 yards<br />
..)<br />
883<br />
IL<br />
To warn Carr Lane<br />
1235<br />
(LC)<br />
939<br />
94<br />
RE STATION TO ROCK FERRY<br />
10<br />
10<br />
10<br />
1<br />
0<br />
Through crossover at 10 m. 30 ch.<br />
Between 10 m. 34 ch. and buffer stops<br />
30 3 0 MAXIMUM PERMISSIBLE SPEED<br />
IINNEL, FROM ITS COMMENCEMENT TO<br />
;tation<br />
MILES 537 YARDS (APPROACHING BIRKENHEAD CENTRAL STATION)<br />
Liverpool<br />
to West
:hester No. 4<br />
North line.)<br />
UNCTION TO NEW BRIGHTON<br />
10<br />
20<br />
20<br />
Down Mersey to down goods<br />
Platform 3 between 3 m. 33 cht and buffer stops<br />
Platform 4 to up line<br />
45 45 MAXIMUM PERMISSIBLE SPEED<br />
tion 15 Through junction to main line<br />
r Liverpool<br />
30 30 Between 4 tn. 44 ch. and 41<br />
I to West<br />
,<br />
,ton Dee in.<br />
803<br />
;tation — 1119<br />
.oad Station 562<br />
ation) 1 278 10 Front 7 m. 04 eh. to platform 2<br />
1 From platforms I and 2 to 7 m. M ch.<br />
0<br />
1NCTION TO SEACOMBE JUNCTION<br />
25 25 MAXIMUM PERMISSIBLE SPEED<br />
tion 15 Through junction<br />
ir Liverpool<br />
/el to West<br />
)n 1079<br />
;tonEastJo.<br />
line.)
0 HOLYHEAD<br />
Crewe line,<br />
•,ster No. 5<br />
Tunnel<br />
75<br />
75<br />
MAXIMUM PERMISSIBLE SPEED<br />
•<br />
•<br />
15<br />
50<br />
50<br />
15<br />
50<br />
Through junction in all directions<br />
Fast and slow lines between Chester No. 6 and 180i m.o.<br />
Slow line from 180;, ni.p. to Mold .M. No. 1<br />
t Tunnel<br />
)r Wolver-<br />
849<br />
25<br />
Through junction to Wrexham line<br />
3S 2L<br />
IL IS<br />
IL<br />
2L IS<br />
IL<br />
25 2L<br />
IL IS<br />
IL<br />
2L IS<br />
IL<br />
Freight trains via<br />
Chester Cutting<br />
having no work to<br />
do at Chester.<br />
Chester via Chester<br />
Cutting.<br />
Freight trains having<br />
no work to do at<br />
Chester.<br />
IL<br />
IL<br />
At 1 mile distant.<br />
4<br />
I 491<br />
(from<br />
Sal ney<br />
.M.)<br />
— 1229 •<br />
•<br />
•<br />
•<br />
30<br />
25<br />
60<br />
25<br />
Slow line from Mold tIn. to Saltney 311.<br />
Slow line through Mold Jn.<br />
Slow to fast<br />
Fast to slow<br />
1L IS<br />
IL<br />
3535<br />
IL IS<br />
IL<br />
Goods siding from<br />
Slate yard.<br />
Passenger trains not<br />
booked to call at<br />
Chester.<br />
I 1522<br />
2 719<br />
11129<br />
•<br />
•
2<br />
2<br />
1405<br />
1206<br />
3<br />
— 637<br />
(from<br />
Rhyl No. I<br />
4 229<br />
3<br />
16<br />
387<br />
1264<br />
819<br />
•<br />
•<br />
DRS 6 1<br />
UPL 3 6<br />
DRS 6 0<br />
DPL<br />
UPL<br />
75<br />
47<br />
1<br />
0<br />
60<br />
70 70<br />
10<br />
Through junction to Dyserth line<br />
Slow line through Rhyl station<br />
10<br />
Between 220i m.o. and 2211 mg.<br />
Over Colwyn Bay Goods branch<br />
IL 2S<br />
IL IS<br />
IL<br />
1L 2S<br />
IL, IS<br />
IL<br />
Llandudno.<br />
Passenger trains not<br />
booked to call at<br />
Llandudno M.<br />
Not stopping at Rhyl.
0 HOLYHEAD—cont.<br />
In (Station) 4 201<br />
rawsfynydd<br />
Llandudno<br />
UPL 4 6<br />
(Slow<br />
line.)<br />
UPL<br />
(Avoid- 5 6<br />
ing line)<br />
URS 8 2<br />
50 5 0<br />
15<br />
15<br />
10<br />
40<br />
Between 223i imp. and 224 m.p.<br />
Through junction to Blaenau Ffestinlog line<br />
Through junction to Llandudno line<br />
Main to slow<br />
Over slow line<br />
ILIS<br />
IL<br />
IL IS<br />
IL<br />
Not stopping at<br />
Colwyn Bay.<br />
Bridge<br />
40 4 0<br />
Between 224 tn.p. and 2241 mm.<br />
(74 yards)<br />
moot<br />
55 5 5<br />
Through Peumaenbach Tunnel<br />
lion)<br />
265 yards)<br />
5<br />
201<br />
DRS<br />
37<br />
IL IS<br />
IL<br />
Locomotive for<br />
beyond Llandudno<br />
In.<br />
Not stopping at<br />
Bangor.<br />
.ion<br />
2<br />
423<br />
IL<br />
IL<br />
At 1 mile distant.<br />
2 145<br />
from Llanfairfechan)<br />
DRS<br />
59<br />
IL<br />
IL<br />
At I mile distant.
15<br />
35<br />
15<br />
15<br />
35<br />
Between 241 in. 10 ell. and 241 m. 35 eh. (over Britannia Bridge)<br />
Between 241 m. 35 eh. and 2411 mg.<br />
Single to down main 2 S IL<br />
Not Stopping at<br />
Bangor.<br />
DRS<br />
U RS<br />
60<br />
66<br />
DRS<br />
38<br />
C. Down line, 520 yards<br />
before reaching Holyhead<br />
down main home 1.<br />
Level IL IL<br />
At I mile distant.
(SERTH<br />
... . . .<br />
Mester to<br />
— —<br />
20 20<br />
10<br />
MAXIMUM PERMISSIBLE<br />
Through junction<br />
SPEE<br />
D<br />
:PI) . . . 1 203<br />
... 1 1231<br />
CTION TO TRAWSFYNYDD C.E.G.13. SIDING<br />
INCTION TO BETWS-Y-COED 45 45 MAXIMUM PERMISSIBLE SPEED<br />
TO BLAENAU FEESTINIOG 30 30 MAXIMUM PERMISSIBLE SPEED<br />
EINIOG TO TRAWSFYNYDD C.E.G.B. SIDING 15 15 MAXIMUM PERMISSIBLE SPEED<br />
— — 15 Through junction<br />
Chester to 30 30 Between junction and 1 m.p.<br />
I<br />
on... . . 1 1543<br />
wysbach 3 1220<br />
3 121<br />
.. IL IL At f mile distant.<br />
... IL IL At i mile distant.<br />
w Station) 2 1704 CL 39<br />
(from Dot<br />
garrog)
1<br />
728<br />
20 20 Between 20* m.p. and 20 m. 70 ch.<br />
(46 yards)<br />
ion<br />
unnel<br />
1<br />
1436<br />
s) NI<br />
Station 4 1169<br />
Istrument)<br />
943<br />
1 960<br />
20 20 Between South end of Flestiniog Tunn and Blaenau Ffestiniog Station<br />
LB. Siding 4 1212<br />
nrwst<br />
:TION TO LLANDUDNO STATION<br />
50 50 MAXIMUM PERMISSIBLE SPEED<br />
Chester to<br />
15 15 Between junction and 01 m.p•<br />
436 35 35 Round Deganwy Curve<br />
1281 15 15 Round curve approaching and leaving station
25<br />
25<br />
MAXIMUM PERMISSIBL E SPEED<br />
Chester to<br />
4<br />
1033<br />
IL<br />
IL<br />
At mile distant.<br />
12<br />
1666<br />
20<br />
20<br />
Between 161 imp. and Amlweh<br />
TAPTON JUNCTION (KR.) (VIA DERBY)<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
D HENDON<br />
LENT JUNCTION<br />
)N TO AMBERGATE JUNCTION<br />
INCTION TO CLAY CROSS SOUTH JUNCTION<br />
)UTH JUNCTION TO TAPTON JUNCTION<br />
D TO BEDFORD NORTH<br />
TO KETTERING JUNCTION<br />
‘ICTION TO GLENDON NORTH JUNCTION<br />
75 7 5<br />
90 9 0<br />
80 8 0<br />
75 7 5<br />
80 8 0<br />
60 6 0<br />
50 5 0<br />
40 4 0<br />
60 6 0<br />
MAXIMUM PERMISSIBLE SPEED ON<br />
MAXIMUM PERMISSIBLE SPEED ON<br />
MAXIMUM PERMISSIBLE SPEED ON<br />
MAXIMUM PERMISSIBLE SPEED<br />
MAXIMUM PERMISSIBLE SPEED ON<br />
MAXIMUM PERMISSIBLE SPEED ON<br />
MAXIMUM PERMISSIBLE SPEED ON<br />
CONVEYING PASSENGERS<br />
MAXIMUM PERMISSIBLE SPEED ON<br />
TRAINS<br />
MAXIMUM PERMISSIBLE SPEED ON<br />
MAIN AND EAST LINES<br />
MAIN AND FAST LINES<br />
MAIN LINES<br />
MAIN LINES<br />
SLOW AND LOCAL LINES<br />
GOODS LINES FOR TRAINS NOT<br />
GOODS LINES FOR PASSENGER<br />
SLOW LINES<br />
•<br />
10 1 0<br />
5 5<br />
15<br />
Over all lines South of up fast home 2 and up goods home signals<br />
To and from sidings (both ends) and to and from old Loco. Sidings<br />
West departure line to fast line<br />
ne Ground<br />
16 for St.<br />
e.)<br />
819
M I A 11111er<br />
Lge 145 for<br />
controlled<br />
Jn. box. I<br />
m Finchley<br />
; On passen-<br />
I I yards on<br />
)1Ieys forbidden.<br />
when St. Paul Road Goods is closed.<br />
A<br />
In t<br />
h<br />
r<br />
o<br />
u<br />
g<br />
h<br />
j<br />
u<br />
n<br />
c<br />
40<br />
tFast to local<br />
i<br />
o<br />
n<br />
t<br />
o<br />
M<br />
o<br />
o<br />
r<br />
g<br />
a<br />
t<br />
e<br />
933 • • • 65 65 Fast lines, through junction<br />
A<br />
line<br />
IS IL IS IL Carlton Rd. In. Sdgs.<br />
2S IL 25 IL Light locomothe for<br />
St. Pancras.<br />
50 Local to fast JIS2L IS 2L Stopping at Upper<br />
Holloway.<br />
IS IL<br />
Cricklewood Down<br />
(Midland 786 • S . • 40 40 Local lines, through station 2S IL<br />
Sidings.<br />
Brent Empty Wagon<br />
Sidings.<br />
2L IS<br />
Acton Branch.<br />
2535 Cricklewood Carriage<br />
Sidings.
1<br />
TAPTON JUNCTION (VIA DERBY)—cont.<br />
I -<br />
tion — 1112 • • •<br />
•0 00<br />
ion<br />
cton Wells<br />
1093 • • • 25 25<br />
20<br />
Local lines between Cricklewood Station and Cricklewood Jo box<br />
Through junction to Acton Wells Jn. line<br />
1<br />
2<br />
DudcTng<br />
slow IBS,<br />
om Elstree<br />
1366<br />
55 • • 15<br />
A<br />
1 80 .<br />
s<br />
i<br />
1419 • • • 30<br />
30<br />
Through junction to Dudding Hill Jn. line<br />
Slow to local<br />
Local to slow<br />
, Station<br />
miles 516<br />
don box.<br />
mile 854<br />
im In. box.)<br />
766 55 55<br />
*---Absolute Block when Hendon box is closed<br />
Slow lines through Station<br />
C. Down fast, 400 yards<br />
after passing 1B home<br />
signal.<br />
C. Down slow, 400 yards<br />
after passing 1B home<br />
signal.<br />
188<br />
188
ation)<br />
lown slow<br />
raids from<br />
I<br />
1060<br />
DRS<br />
21<br />
80<br />
C. Down fast, 1,571 yards<br />
before reaching home<br />
signal.<br />
176<br />
Fast line from 20 m.o. to 18k m.p.<br />
2S IL<br />
IS IL<br />
2S IL<br />
IS IL<br />
Brent Up Sidings.<br />
Brent South Sidings<br />
or Acton branch.<br />
ow IBS, I<br />
-<br />
t.)<br />
o<br />
m<br />
H<br />
slow IBS,<br />
arom Luton<br />
t<br />
lown slow<br />
-aids from<br />
n box.)<br />
Vauxhall<br />
able line.)<br />
4<br />
4<br />
1351<br />
1328<br />
1389<br />
•<br />
•<br />
•<br />
•<br />
DRS<br />
45<br />
25<br />
80<br />
10<br />
15<br />
25<br />
80<br />
10<br />
Slow lines, round curve at North end o<br />
Fast lines between 28 m.o. and 30 ni.p.<br />
Through connections from down<br />
Over No. 3 platform line<br />
fast tt<br />
Statio<br />
up fas<br />
or centre siding and<br />
vice sersa<br />
— 418<br />
(from<br />
Lu on<br />
South)<br />
2 638<br />
eys forbidden.<br />
•<br />
2<br />
•<br />
50<br />
50<br />
Slow lines between 30 in. 10 ch. and 30 in. 30 ch.
1 1 1<br />
I<br />
TAPTON JUNCTION (VIA DERBY)--cont.<br />
2 1691 • •<br />
1 1080 •<br />
•<br />
C. Up slow, 700 yards be- 202<br />
fore reaching home signal.<br />
C. Up fast, 20 yards after 202<br />
passing starting signal.<br />
C. Up fast, 728 yards be- 202<br />
fore reaching home signal.<br />
C. Up slow, 700 yards be- 202<br />
fore leaching home signal.<br />
3<br />
65<br />
•<br />
•<br />
3 830 •<br />
2 239 •<br />
3 521<br />
in's trolleys forbidden<br />
•<br />
20<br />
20<br />
20<br />
20<br />
20 2 0<br />
168<br />
620 yards before reachin<br />
starting signals.<br />
C. Up slow, 700 yards before<br />
reaching home sig-<br />
202<br />
nal.<br />
C. Up fast, 800 yards before<br />
reaching home sig-<br />
/09<br />
1<br />
-I, nal.<br />
C<br />
W<br />
.<br />
USlow to fast<br />
p<br />
Fast to slow<br />
Fast to slow<br />
f Slow to fast<br />
a<br />
s<br />
Slow lines between 49i imp. and Bedford Jo.<br />
t<br />
a<br />
n<br />
d<br />
u<br />
p<br />
s<br />
l<br />
o<br />
w<br />
,
IVY)<br />
• e t<br />
A<br />
A<br />
LJW, 1 , 1 + 3 yditiS<br />
before reaching home<br />
signal.<br />
A LY<br />
5<br />
904<br />
• •<br />
A<br />
A<br />
65<br />
C. Up main, 864 yards after 120<br />
passing home signal.<br />
C. Up main, 1,136 yards be- 192<br />
fore reaching home signal.<br />
Fast line from 64 m. 22 ch. to 65! m.p.<br />
2<br />
405<br />
1<br />
0<br />
Through junction to Whitworths Sidings line<br />
420<br />
65<br />
Fast line from 65 In. 25 ch. to 64 m. 2<br />
ch.<br />
221<br />
728<br />
• •<br />
2S 1L 2S IL<br />
3L 1S 3L IS<br />
4L 4 L<br />
Leicester,<br />
not<br />
stopping<br />
Kettering.<br />
Stop at<br />
Kettering.<br />
Manton, not<br />
stopping<br />
Kettering.<br />
Not<br />
passr.<br />
trains.<br />
1<br />
739<br />
URS 28
1 I 1 as 1<br />
TAPTON JUNCTION (VIA DERBY)--cord<br />
Fwywell<br />
2 838 DRS 66<br />
25<br />
80<br />
20<br />
25<br />
C. Down main. 824 yards 216<br />
before reaching home<br />
signals.<br />
Through junction to Twywell line<br />
Fast to slow<br />
Slow to fast<br />
Fast line, from 714 m.p. to 72i m.p.<br />
3L IS 3L IS<br />
4L 4 L<br />
Bedford not stopping<br />
at Finedon or<br />
Wellingborough<br />
Up Sidings.<br />
Stopping at Finedon<br />
or entering<br />
Wellingborough<br />
Up Sidings.<br />
)r Cransley<br />
313 • • 10<br />
Through junction to Cransley line<br />
IL<br />
25 IL<br />
31,1S<br />
IL<br />
25 IL<br />
3L IS<br />
IL I L<br />
To warn staff.<br />
Wigston.<br />
Manton.<br />
80<br />
Fast line, from 724 m.p. to 711 m.p.<br />
Syston<br />
anton line.)<br />
2 1229 • •<br />
15 15<br />
45<br />
C. Down slow. 935 yards 118<br />
before reaching home<br />
signal.<br />
Slow lines through junction to and from<br />
Through junction to Manton line<br />
Glendon North Jo. direction<br />
met ion 679 •<br />
on 211<br />
le 263 yards<br />
Sc Rushton<br />
1<br />
0 1<br />
0<br />
C. Down fast, 800 yards<br />
before reaching outer<br />
home signal.<br />
Slow to main<br />
Main to slow<br />
C. Down line, 750 yards<br />
before reaching IB home<br />
signal.<br />
118<br />
136<br />
IL 38<br />
Freight trains stopping<br />
at Market<br />
Harborough.<br />
2 460 DGL 140<br />
C. Down line, 553 yards<br />
before reaching distant<br />
signal.<br />
136<br />
31, IS<br />
Stopping at Kettering<br />
(not passenger<br />
trains.)
2 646 •<br />
C. Down line, 1,515 yards<br />
before reaching home<br />
signal.<br />
130<br />
es 360 yards<br />
I 1088 1IRS 60<br />
UGL 179<br />
C. Up line, 750 yards before<br />
reaching home signal.<br />
C. Up line, 2 miles 399 yards<br />
before reaching home<br />
signal.<br />
156<br />
199<br />
4L<br />
IL IS<br />
USE,<br />
Wigston Down Sdgs.<br />
Glen Parva<br />
Coalville.<br />
yards from<br />
C. Up line, 800 yards before<br />
reaching TB home signal.<br />
199<br />
3 631 • • DRS 40<br />
IL 2S<br />
25 IL<br />
Northampton.<br />
Train shown D1430<br />
in W.T.T.<br />
nction I 1139 • • 20<br />
Glen Parva<br />
Through junction to Glen Parva Jn. Tine<br />
nction 656 50<br />
Nuneaton<br />
647 •<br />
m .<br />
mction 291 • 20 Through 7 5 junction to Burton Tine<br />
lurton line.)<br />
Ms<br />
c h<br />
A A<br />
.<br />
Wigston South In. box is closed. —Absolute Block when Aylestone In and Knighton South In. boxes are closed.<br />
Cnighton South Jn box is closed.<br />
50<br />
10<br />
20<br />
Between 957m.<br />
Goods 1 line,'Wigston North Jn to Wigston South Jn.<br />
Through junction to Nuneaton line<br />
49 c h .<br />
a n d<br />
9 5<br />
3L 3S 3L 3S<br />
2L IS<br />
IL<br />
IL 2S<br />
11., 2S<br />
Reception line at Bell<br />
Lane.<br />
Glen Parva In.
TAPTON JUNCTION (VIA DERBY)—cont.<br />
yards from<br />
1. box.)<br />
ction 1 627<br />
— 569<br />
(from<br />
London<br />
Road in.)<br />
NB<br />
i I<br />
•<br />
NB<br />
•<br />
NB P<br />
• • I a<br />
15<br />
15<br />
40<br />
15<br />
15<br />
Passenger lines from London Road in. to Leicester North<br />
Goods line from London Road in. to 99 tn. 29 ch.<br />
Passenger fines from Leicester North to London Road in.<br />
Goods line from 99 m. 29 cit. to London Road in.<br />
Passenger trains over goods line from 99 in. 29 ch. to Syston South in.<br />
664<br />
td Junction 1 0 2 4<br />
•<br />
3L 1S<br />
Stopping at Leicester<br />
1 1012<br />
1L 2S 2L 2S<br />
Melton Mowlaray.<br />
:tion 2 347<br />
/lel ton line.)<br />
20<br />
5<br />
is<br />
40<br />
Passenger trains over goods rne from Syston South in. to 99 m. 29 ch.<br />
Main line through junction to Melton line<br />
Goods line through junction to Melton ine<br />
2nd passenger line, Syston South in. to Syston North in.<br />
:tion 5 9 9<br />
Syston East<br />
40<br />
10<br />
Through junction to Syston East Jn. line and over curve<br />
Passenger trains over goods line to Trent in.<br />
2<br />
2<br />
958<br />
124<br />
A<br />
hen Sileby box is closed
Stenson 15 Through Junction to Stenson Jn. line.<br />
Trent line.) 60 From 119 m. 65 ch. to 119 m. 15 ch.<br />
on 1056<br />
248<br />
4 609<br />
65 65 Between 126 m. 25 ch. and 126k m.p.<br />
dings 2 434 10 Over connecting line<br />
145<br />
eM<br />
15 Main and platform lines, from Derby box to Derby Station North Jn.<br />
TCB<br />
(G)<br />
3 1<br />
10 Over connecting line<br />
nction 217 15 Over goods line to Chaddesden Jn.<br />
Birmingham<br />
A AA AA<br />
CO M<br />
oq<br />
0 0 0 o<br />
H H H k<br />
D. 2 <strong>Shunt</strong>ing • E E • 10 10 Over loco. lines<br />
NB<br />
5 —<br />
— 310 t 0<br />
(from 4<br />
London<br />
Road .M.) NE y Y Y<br />
rth Junction — 233 15 Platform and main lines from Derby Station North Jn. to Derby box<br />
tion 217 TCB G) TCB (G) 15 Over goods line from Chaddesden .1n. to London Road Jn.<br />
on 56 10 10 Entering or leaving St. Mary's Goods Yard<br />
tion 1 644<br />
Denby line.)<br />
orised—See Table W.
1 1 1<br />
— 1512<br />
0 TAPTON JUNCTION (VIA DERBY)—cont.<br />
(Station) 1 1644<br />
15<br />
Through junction to down through siding<br />
Wirksworth<br />
20 Down through siding to Wirksworth line<br />
(855 yards)<br />
2 1200<br />
1629<br />
30 Main to goods<br />
go<br />
on 1 264 60 60 Between 137 m. 50 ch. and 138 m. 33 ch.<br />
or Matlock 20 Goods to main<br />
20 Main to goods<br />
35 Through junction to Matlock line<br />
nel<br />
el<br />
me!<br />
s)<br />
Junction 10 17 DGL 55 60 60 Through junction from and to Derby direction<br />
• Trent line.) 30 Main line, through junction to Trent line<br />
t Junction — 570 20 Main to goods<br />
TCB TCB 20 Goods to main<br />
(G) (G)<br />
;hunting — 1751
— 1477<br />
(from<br />
Moorgate<br />
Sta ion)<br />
C. Up line, 248 yards before<br />
reaching signal OG.9A.<br />
56<br />
1nel<br />
unnel<br />
ion<br />
— 1576<br />
1 335<br />
10<br />
10<br />
Between signal 03.12 on down line or point opposite to it on up line and connection with<br />
line to Eastern Region at Hotels Curve tunnel<br />
C. Down line<br />
] before 2 3 5 reaching signal<br />
03.9.<br />
y a r d<br />
s<br />
L e v<br />
e l<br />
Working of trains to the L.T. widened lines:—<br />
Drivers working freight trains to the L.T. widened lines via Kings Cross must<br />
bring them to a stand at Engine Shed Jn. up starting signal even though the signal<br />
may be at clear. Guards must assist Drivers to control trains down the incline by<br />
applying the hand brake fully when the brake van is entering Camden Road tunnel.<br />
ion...<br />
Harringay<br />
613<br />
:tion<br />
St. Pancras<br />
!r, page 147<br />
et line.)<br />
224<br />
10<br />
Through junction<br />
olleys forbidden.
INCTION TO HARRINGAY PARK JUNCTION (E.11.)<br />
JUNCTION TO JUNCTION ROAD JUNCTION 30 30 MAXIMUM PERMISSIBLE SPEED<br />
kD JUNCTION TO HARRINGAY PARK JUNCTION 50 50 MAXIMUM PERMISSIBLE SPEED<br />
Hon._<br />
For Carlton<br />
10 From Engine Shed Jn. to Mortimer Street Jo.<br />
rgate line.)<br />
unction 264 1<br />
ror Carlton<br />
0<br />
From Mortimer Street Jo. to Engine Shed Jo.<br />
3rth Curve<br />
(70 yards)<br />
Drth Curve<br />
(103 yards)<br />
185 yards)<br />
C. Down line, 405 yards<br />
before reaching home<br />
signal for Junction Road<br />
Jo.<br />
100<br />
notion 861 15 15 Through junction from and t Mortimer Street Jo. direction<br />
Gospel Oak<br />
NB<br />
(Station)<br />
661<br />
yards from<br />
n. box.)<br />
unction 1 529<br />
(from<br />
Upper<br />
Holloway)
tEET JUNCTION TO CARLTON<br />
ROAD JUNCTION<br />
Junction ... — —<br />
r Engine Shed<br />
Park Jn. line.)<br />
10 10 MAXIMUM PERMISSIBLE 1 SPEED<br />
,<br />
T (160 yards)<br />
otnction . . . — 289<br />
r St. Pancras<br />
tinc.)<br />
h<br />
JUNCTION TO ACTON WELLS JUNCTION<br />
C<br />
30 30 MAXIMUM PERMISSIBLE SPEED<br />
u<br />
ction . . . — — 20 Through junction<br />
r St. Pancras<br />
vae.)<br />
e<br />
lotion . . .<br />
ar Brent In.<br />
— 1389 20 20 Through junction from and to Crickiewood Jn. direction<br />
"i ... ... 1 9<br />
ror Neasden<br />
arf .. . . . 1 816 C. Up goods, 390 yards 250<br />
)r Willesden before reaching home I<br />
signal. (Acton Wells .M.<br />
starting signal.)<br />
ition . . — 842<br />
Acton Yard<br />
for Broad<br />
iw in. line.)
N No. 2 TO DUDDING<br />
HILL JUNCTION<br />
30 30<br />
MAXIMUM PERMISSIBLE<br />
SPEED<br />
To. 2 . .<br />
r St. Pancras<br />
no.)<br />
—<br />
—<br />
15<br />
Through junction<br />
lction . .<br />
Cricldewood<br />
ells In. line.)<br />
I<br />
65<br />
t —Absolute Block on down line<br />
TION TO NEASDEN SOUTH<br />
15 15 MAXIMUM PERMISSIBLE SPEED<br />
Cdckiewood:<br />
ells In. line).<br />
. . . . — 658<br />
NortitoIt in<br />
ACTON CANAL WHARF<br />
... . . — —<br />
Euston to<br />
15 15 MAXIMUM PERMISSIBLE SPEED<br />
an ... . . — 667<br />
Cricklewood<br />
us In. line.)
t. Pancras<br />
Ind above<br />
VAUXHALL SIDINGS<br />
15 MAXIMUM PERMISSIBLE SPEE<br />
1664<br />
N'S TO BEDFORD JUNCTION<br />
Bletchley<br />
15<br />
5<br />
15 MAXIMUM PERMISSIBLE SPEED<br />
5 Between junction and Ok m.p<br />
t. Pancras<br />
1190
LDINGTON C.E.G.13. SIDINGS<br />
•<br />
Iston to<br />
URS 60<br />
60<br />
25<br />
60<br />
15<br />
25<br />
MAXIMUM PERMISSIBLE SPEED<br />
Through junction<br />
Between junction and 01 m.p.<br />
ver line.)<br />
1 371 25 25<br />
25<br />
1 LC. 1598<br />
on) L.C. 2 124<br />
Through junction from and to Bletchley<br />
Through junction to Flyover line<br />
direction<br />
IL<br />
IL<br />
At mile distant.<br />
1630<br />
IL<br />
IL<br />
At I mile distant.<br />
I 1206<br />
C. Up line, 1,008 yards 129<br />
before reaching home<br />
signal.<br />
C. 1 1570 25<br />
From Lidlington Station to Marston<br />
C. Up line, 481 yards before 129 I L<br />
reaching Lidlington Crossing<br />
home signal.<br />
IL<br />
At mile distant.<br />
676<br />
C. Up line, 977 yards before<br />
reaching Marston L.C.<br />
129<br />
1755<br />
IL<br />
IL<br />
At 4 mile distant.<br />
1 344<br />
IL<br />
IL<br />
At mile distant.<br />
240<br />
king authorised on No. 7 "down and up" pla form—See Table W.
I JUNCTION TO WHITWORTH'S SIDING<br />
lction ...1 —<br />
t. Pancras<br />
1412<br />
15 15<br />
1<br />
0<br />
MAXIMUM PERMISSIBLE SPEED<br />
Through junction<br />
TERING JUNCTION<br />
25 25 MAXIMUM PERMISSIBLE SPEED<br />
•arne<br />
igs 1 766 1<br />
Passing under bridge No. 4 a<br />
• 3 1312<br />
0<br />
20 Through junction<br />
t. Pancras<br />
1 tn. 50 cli.<br />
DN TO CRANSLEY<br />
20 20 MAXIMUM PERMISSIBLE SPEED<br />
••• 1<br />
t. Pancras<br />
0<br />
Through junction<br />
1 475 1
TO SYSTON SOUTH JUNCTION (VIA MANTON)<br />
'H TO MANTON<br />
'ION TO MELTON JUNCTION<br />
JUNCTION<br />
ION TO SYSTON SOUTH JUNCTION<br />
• • •<br />
t. Pancras<br />
60<br />
75<br />
60<br />
60<br />
75<br />
60<br />
45<br />
MAXIMUM PERMISSIBLE<br />
MAXIMUM PERMISSIBLE<br />
MAXIMUM PERMISSIBLE<br />
Through junction<br />
SPEED<br />
SPEED<br />
SPEED<br />
25 IL<br />
3L IS<br />
3L IS<br />
Lloyds Sdgs.<br />
Corby Sdgs.<br />
Stopping Kettering.<br />
797<br />
284<br />
3 971 C. Down line, 1,700 yards<br />
before reaching outer<br />
home signal.<br />
167<br />
:h 994<br />
Lb 852<br />
4 099<br />
C. Up line, 1,425 yards before<br />
reaching distant<br />
signal.<br />
2'00<br />
7<br />
.<br />
290 yards<br />
. box.)<br />
0<br />
6<br />
y<br />
a<br />
rEleys forbidden.<br />
d<br />
s<br />
)<br />
C. Down line, 2 miles 531 167<br />
yards before reaching<br />
Manton In. outer home<br />
signal.
C. Down line, 1,050 yards<br />
before reaching IB home<br />
signal.<br />
142<br />
3<br />
101<br />
C. Down line, 1,180 yards<br />
before reaching distant<br />
signal.<br />
142<br />
432<br />
303<br />
— 513 • URS 80<br />
(from Oakham<br />
Level<br />
Crossing)<br />
1 159 •<br />
1 1332 DRS 50<br />
— 791<br />
1 586<br />
2 835 70 70 Between 101i m.p. and 1011 imp.
11 TO SYSTON SOUTH JUNCTION (VIA MANTON)--cont.<br />
ion<br />
•••<br />
2<br />
600<br />
•<br />
•<br />
y) Station<br />
608<br />
•<br />
for *<br />
Sec Hoseparate<br />
n<br />
'<br />
Dept.<br />
w<br />
line.)<br />
e l<br />
l<br />
1<br />
1<br />
958<br />
1666<br />
490<br />
15<br />
Through junction to "up and down" through siding<br />
IL IS<br />
Freight trains for<br />
Leicester.<br />
1<br />
1<br />
1033<br />
445<br />
569<br />
99<br />
819<br />
55<br />
Front 105Jj mm. to 104i m.p.<br />
tion<br />
for Syston<br />
463<br />
20<br />
From Syston East in. to Syston South Jn.<br />
tction<br />
- St. Pancras<br />
te.)<br />
535<br />
1<br />
0<br />
20<br />
From Syston South Jn. to Syston East Jn.<br />
Through junction to goods line<br />
IN (KR.) TO MANTON JUNCTION<br />
I<br />
50<br />
50<br />
MAXIMUM PERMISSIBLE SPEED
1<br />
; TO COTTESMORE<br />
20<br />
20<br />
MAXIMUM PERMISSIBLE SPEED<br />
ound<br />
Glendon<br />
South In.<br />
1<br />
0<br />
10<br />
To and from Cottesmore Branch<br />
1 1587<br />
oN TO HOUWELL SIDINGS<br />
45<br />
45 MAXIMUM PERMISSIBLE SPEED<br />
Ground<br />
Glendon<br />
[ South In.<br />
1456<br />
* Staff Station is Melton Junction box.
JUNCHOIN TO GLEN FARVA JUINLAIUN<br />
30<br />
30<br />
MAXIMUM PERMISSIBLE<br />
SPEED<br />
ction ...<br />
;t. Pancras<br />
.)<br />
—<br />
—<br />
20<br />
Through junction<br />
C. Up line, 722 yards before<br />
reaching home signal.<br />
170<br />
Nuneaton<br />
—<br />
1063<br />
20<br />
Through junction<br />
NCTION TO SYSTON NORTH JUNCTION 1<br />
• Glendon<br />
t South Jm<br />
10 10 MAXIMUM PERMISSIBLE SPEED<br />
lion . . . — 416<br />
;t. Pancras<br />
.)<br />
STORES JUNCTION<br />
30 30 MAXIMUM PERMISSIBLE SPEED<br />
... . . . — — 20 Through junction to Nottingham line<br />
cwadc line,<br />
.lay Cross<br />
on . . . —<br />
;t. Pancras<br />
1224 15 Through junction<br />
via Derby<br />
t .10. line.)
PI) ...<br />
I<br />
707<br />
P I I ...<br />
—<br />
438<br />
I) . . .<br />
(PI) ...<br />
1<br />
—<br />
1140<br />
1130<br />
Inc L.C. (PI) — 282<br />
-<br />
INCLINE<br />
2<br />
INCTION TO WIRKSWORTH STATION 25 25 MAXIMUM PERMISSIBLE SPEED<br />
1 STATION TO WIRKSWORTH INCLINE 20 20 MAXIMUM IIERMISSIBLE SPEED<br />
1<br />
20<br />
0<br />
n — Through junction<br />
N )r St. Pancras<br />
Tine.)<br />
O<br />
W<br />
1C.<br />
Rlion ... . . 8 503<br />
K"instrument.)<br />
Sline ... . . — 1162<br />
W<br />
O<br />
R<br />
T<br />
H
t_. LIJ IN I t )<br />
tion<br />
d St. Pancras<br />
ine.)<br />
50 5 0<br />
15<br />
25 2 5<br />
MAXIMUM PERMISSIBLE SPEED<br />
Through junction<br />
Between 138 m.o. and 138i m.p.<br />
on<br />
809<br />
dation<br />
1Tunnel I<br />
1<br />
1659<br />
40 4 0<br />
Between 140 imp, and 140i m.p.<br />
nnel :<br />
tation<br />
met<br />
2<br />
1698<br />
375<br />
yards)<br />
IA Tunnel t.<br />
2 Tunnel :<br />
mel<br />
161<br />
trolleys forbidden.
line, v ia LiefDy<br />
'oton 1n. Ht.<br />
ir Sheet Stores<br />
167 for Clay<br />
1396<br />
DGL<br />
UPL<br />
(slow<br />
line)<br />
87<br />
89<br />
30<br />
20<br />
30 Slow to main<br />
20 Fast and slow lines, through junction to Sheet Stores itn. line<br />
Through 'unction to Toton line<br />
Main to goods loop<br />
30 Over slow line<br />
— 662<br />
30<br />
Main to slow<br />
unction<br />
for Meadow<br />
1112<br />
20<br />
Through junction to Meadow Lane Jn. line<br />
C. (P2)<br />
— 756<br />
ltation L.C.<br />
— 725<br />
Junction<br />
•••<br />
Junction<br />
unction<br />
for Lenten<br />
11596<br />
— 1735<br />
(from<br />
Beeston<br />
South In.)<br />
— 1023<br />
taa<br />
lion<br />
r Trowell line.)<br />
— 793<br />
45<br />
1Slow line from Mansfield .1n. to Nottingham Station West
UN .<br />
10<br />
N<br />
tion West<br />
E<br />
W<br />
A<br />
R<br />
Kilont<br />
CASH,<br />
1080<br />
tion East — 647<br />
(from Nottingham<br />
Station<br />
West)<br />
u i-• Op,<br />
6<br />
"zr<br />
d<br />
Li<br />
(E.K.)--cont.<br />
'6'<br />
1<br />
0<br />
en<br />
6<br />
1<br />
z<br />
,<br />
10<br />
25 Over goods line from Nottingham Station<br />
All lines from Nottingham Station West<br />
I<br />
West<br />
to 0 m.<br />
to Mansfield<br />
03 ch. (London<br />
in.<br />
Road in.)<br />
unction 244 CD CD 10 All passenger lines from 0 m. 03 eh. (London Road in.) to Nottingham Station West<br />
15 Goods line, from London Road in. to Nottingham Station West<br />
40 Main line from London Road in. to 1/ m.p.<br />
15 Goods line from London Road Jn. to Sneinton L.C.<br />
773 15 Goods line from Sneinton L.C. to London Road in.<br />
455<br />
40 Main Line from 1/ imp. to London Road in.<br />
50 50 Between n m.p. and It imp.<br />
596<br />
-<br />
; or Aslockton<br />
t<br />
ierfield<br />
1 283<br />
365<br />
o<br />
n(P2) 1500<br />
Vorking authorised—See Table W.
1 597<br />
— 934<br />
Station<br />
— 1022<br />
ig L.C.<br />
1 164<br />
lion LC.<br />
2 1303<br />
30 30<br />
Between 16 m. 70 ch. and Newark Castle Station<br />
[UNCTION TO LENTON NORTH JUNCTION<br />
20 2 0<br />
MAXIMUM PERMISSIBLE SPEED<br />
Frent in. to<br />
tion<br />
ansfield<br />
.)<br />
478<br />
e.
80 80<br />
30<br />
30<br />
35 35<br />
35<br />
20 20<br />
10<br />
MAXIMUM PERMISSIBLE SPEED<br />
From Mansfield in. to Lenton North J<br />
u.<br />
From Lenton North in. to Mansfield in.<br />
Through junction and round curve to and from<br />
Through junction to Annesley line<br />
C. Down line, 1 mile 335<br />
yards before reaching<br />
signal 17.325.<br />
103<br />
C. Up line, 205 yards after 128<br />
passing signal TT.148.<br />
Round curve and through junction to and from<br />
Through junction to goods line<br />
rowell in. direction<br />
amn lines
ing<br />
1<br />
1206<br />
40 40<br />
Between 1281 ram. and 1291 m.p.<br />
ion<br />
1127<br />
clings<br />
1<br />
336<br />
40<br />
C. Down line 527 yards<br />
before reaching distant<br />
signal.<br />
From 132 m.p. to 1311 in.p.<br />
124<br />
gs<br />
1<br />
59<br />
—<br />
989<br />
C. Down line, 656 yards<br />
before reaching home<br />
signal.<br />
79<br />
2<br />
40<br />
C. Down line, 1 mile 332<br />
yards before reaching<br />
home signal.<br />
C. Down line, 884 yards<br />
before reaching home<br />
signal.<br />
79<br />
79<br />
si TO CINDER HILL<br />
15 15<br />
MAXIMUM PERMISSIBLE SPEED<br />
irernan's<br />
1450
Is Yard<br />
single line<br />
UNCTION TO CALVERTON COLLIERY<br />
30 3 0<br />
MAXIMUM PERMISSIBLE SPEED<br />
idford Jn.<br />
6 1238<br />
20 2 0<br />
Between 136i imp. and <strong>Limit</strong> of 13.11. Maintenance (136 m. 63 ch.<br />
iDON ROAD GOODS YARD TO EAST LEAKE<br />
300DS YARD TO WEEKDAY CROSS<br />
S TO EAST LEAKE<br />
20<br />
45<br />
20<br />
45<br />
MAXIMUM PERMISSIBLE SPEED ON SINGLE LINE<br />
MAXIMUM PERMISSIBLE SPEED ON SINGLE LINE<br />
1<br />
320<br />
(Trains reverse here.)<br />
loar<br />
—<br />
d.)<br />
7<br />
919
nt Station 3 692<br />
1476<br />
15 Through junction to Cotgrave Colliery East Curve line<br />
7o tgrave Coll- 30 30 Main lines, over connections with Oil Terminal Sidings<br />
i6 for Colwick<br />
C. Up line, 690 yards 202<br />
1<br />
before reaching home<br />
signal.<br />
don 1 482<br />
'olwick Station) 30 30 Through Netherfield & Co!wick Station<br />
for Trent In. 25 25 Between 125 tn. 25 ch. and junction with Newark line<br />
, page 166 for<br />
line.)<br />
*---TC11 on down line.<br />
TION TO COTGRAVE COLLIERY<br />
30 30 MAXIMUM PERMISSIBLE SPEED<br />
15 15 Over West curve line<br />
Aslockton to 15 Through junction from East curve line to up main<br />
Me.)<br />
1<br />
587
FES BRANCH<br />
5<br />
5<br />
MAXIMUM PERMISSIBLE SPEED<br />
• Aslockton to<br />
me.)<br />
726<br />
UNCTION TO GEDLING COLLIERY<br />
30<br />
30<br />
MAXIMUM PERMISSIBLE SPEED<br />
tion<br />
or Aslockton<br />
15<br />
15<br />
Between junction and in m.p.<br />
567
ir High Level<br />
1209<br />
20<br />
Through junction to High Level Goods line<br />
• • • •<br />
idiacre<br />
785<br />
1106<br />
To<br />
TUB<br />
(G<br />
TUB<br />
G)<br />
uth ..•<br />
mting Frame<br />
West Hallam<br />
for Stanton<br />
1628<br />
790<br />
TCB<br />
(G)<br />
70<br />
40<br />
70<br />
Main lines between 12.31 m.p and 124 m.p.<br />
Passenger trains over goods line from Stanton<br />
ate <strong>Shunt</strong>ing Frame to Codnor Park<br />
• • •<br />
)r Mansfield<br />
2<br />
al IT.143 to IT.151.<br />
526<br />
TCB<br />
20<br />
10<br />
Main line through junction to Radford Jn. line<br />
Goods line through junction to Radford Jn. line<br />
ITCB<br />
TCB<br />
(G)<br />
569<br />
70<br />
70<br />
Main lines between 127 m. 66 eh. and 128 m. 18 ch.<br />
TCB<br />
C. Down main, 975 yards<br />
before reaching signal<br />
11.126<br />
C. Down goods, 1,125<br />
yards before reaching<br />
signal TT.125.<br />
190<br />
190
I I 1 1 I t I i n 1<br />
CROSS SOUTH JUNCTION—cont.<br />
2<br />
850<br />
TCB<br />
TCB<br />
C. Down goods, 1,345 yards 258<br />
before reaching signal<br />
TT.101.<br />
C. Down main, 1,043 yards 258<br />
before reaching signal<br />
TT.97.<br />
C. Down goods, 1,193 258<br />
yards before reaching<br />
signal 17.96.<br />
caion<br />
2<br />
1751<br />
65 6 5<br />
70<br />
20<br />
40<br />
20<br />
Main lines between 132 m. 38 ch. and 132 tn. 68 ch.<br />
Main line from 132 m. 68 ch. to 134 m 22 eh.<br />
Passenger trains over goods line from Codnor Park J<br />
Goods to main<br />
Main to goods<br />
to Stanton Gate <strong>Shunt</strong>ing Frame<br />
• Shirebrook<br />
1503<br />
15<br />
15<br />
C. Down main, 996 yards 169<br />
before reaching signal<br />
signal TT.79.<br />
Main line through junction to Shirebrook West Sidings line<br />
Goods line round curve to Slirebrook West Sidings line<br />
70<br />
Main line from 134 m. 22 ch to 132 in. 68 ch.<br />
C. Down main, 1,036 150<br />
yards before reaching<br />
signal TT.77.<br />
C. Down main, 1,216 173<br />
yards before reaching<br />
signal Tras.
w,t,•••••••••••<br />
TCB<br />
(G)<br />
TCB<br />
(G)<br />
C. Up main, 819 yards 160<br />
before reaching signal<br />
TT.49.<br />
C. Up main, 669 yards 160<br />
before reaching signal<br />
TT.48.<br />
55 Main line from 1411 ma to 141 m. 78 ch.<br />
25 Main to goods<br />
25 Goods to main<br />
40 Goods line from 141 m. 30 ch. to 1411 m.p.<br />
C. Up main, 740 yards 160<br />
before reaching signal<br />
'FF.46.<br />
40 Goods line, from 1411 m.p. to 141 m. 30 ch.<br />
C. Up main, 720 yards 160<br />
before reaching signal<br />
TT.31.<br />
55 Main line, from 141 m. 78 ch to 1411 m.p.<br />
unction 2 1683<br />
-<br />
Svia Derby.)<br />
tal TT.71 to TT.65 and from signal TT.52 to TT.55<br />
.<br />
' TO TOTON JUNCTION (HIGH LEVEL GOODS LINES)<br />
P<br />
a<br />
n<br />
c3t. 'Pancras<br />
rvia Derby.)<br />
action<br />
•<br />
704<br />
s'or Atten-<br />
30 Main line, through junction with Derby line<br />
45 45 MAXIMUM PERMISSIBLE SPEED
ion<br />
Trent In.<br />
1<br />
TO TOTON JUNCTION (InGH LEVEL COODS LINES)—cont.<br />
— 765 1 5<br />
Through junction to Toton Down Sidings<br />
•••<br />
Trent to<br />
658<br />
15<br />
From 121 in. 33 ch. to 121 m. 37 ch.<br />
iNCTION TO MEADOW LANE JUNCTION<br />
20<br />
20<br />
MAXIMUM PERMISSIBLE SPEED<br />
ion<br />
Trent In.<br />
4013<br />
STANTON GATE OLD WORKS<br />
15<br />
15 MAXIMUM PERMISSIBLE SPEED<br />
ting<br />
Trent to<br />
forks<br />
269
2 73'2<br />
YORKS SIDINGS TO QUARRY HILL ROAD<br />
15 15<br />
1<br />
MAXIMUM PERMISSIBLE SPEED<br />
rks Sidings<br />
tanton Gate<br />
Me.)<br />
405<br />
375<br />
CTION TO SHIREBROOK WEST SIDINGS (ER.)<br />
INCTION TO BENTINCK COLLIERY SIDINGS<br />
1_,IERY SIDINGS (138 M. 02 CH.) TO MANSFIELD SOUTH<br />
)12TH JUNCTION TO SHIREBROOK WEST SIDINGS<br />
1<br />
g Trent to<br />
1<br />
25 2 5<br />
40 4 0<br />
45 4 5<br />
is<br />
MAXIMUM PERMISSIBLE SPEED<br />
MAXIMUM PERMISSIBLE SPEED<br />
MAXIMUM PERMISSIBLE SPEED<br />
Round curve and through junction to main or goods line<br />
,<br />
a<br />
s<br />
t<br />
1 WO_
1 1 1<br />
NCTION TO SHIREBROOK WEST SIDINGS (E.11.)—cont.<br />
r Bentinck<br />
Lgon Sidings<br />
— 1109<br />
Drivers must sound the locomotive horn when approaching the Butterley Co's occupation<br />
level crossings near Lower Portland, between 1361 m.o. and 1361 m.p.<br />
544<br />
C. Down line, 970 yards<br />
before reaching home<br />
signal.<br />
94<br />
1Idings 1689<br />
r Bentinck<br />
3ty Wagon<br />
C. Down line, 888 yards<br />
before reaching home<br />
signal.<br />
75<br />
Metal box<br />
219<br />
262<br />
(P2) 592<br />
unction<br />
ufford line.)<br />
1 413 15<br />
C. Down line, 700 yards<br />
before reaching home<br />
signal.<br />
C. Up line, 700 yards<br />
before reaching home<br />
signal.<br />
C. Up line, 345 yards before<br />
reaching Sutton in. horn<br />
I signal.<br />
Through junction to Rufford<br />
C. Up line, 1,181 yards<br />
before reaching distant<br />
signal.<br />
79<br />
351<br />
150<br />
ne<br />
130<br />
IL 2S<br />
IS 11,<br />
25 IL<br />
Mansfield Colliery<br />
Junction.<br />
Train requiring a pilot<br />
locomotive at<br />
Kirkby Summit<br />
Trains exceeding 50<br />
S.L.U.<br />
Sidings 1 1336 URS 39<br />
;idings 2 830<br />
20 20<br />
Between 142 m. 04 ch. and 143 tn. 33 ch.<br />
25 IL<br />
Trains exceeding 50
15 15 MAXIMUM PERMISSIBLE SPEED<br />
idings<br />
Pye Bridge<br />
West Sid-<br />
Mid.)<br />
rigs<br />
752<br />
CO METAL BOX CO. SmING<br />
15 15 MAXIMUM PERMISSIBLE SPEED<br />
RY SIDINGS (ER.) TO N1ANSFIELD SOUTH JUNCTION<br />
MAXIMUM PERMISSIBLE SPEED<br />
Pye Bridge<br />
West Siddings<br />
Junction<br />
nction<br />
Pye Bridge<br />
West Sid-
TI JUNCTION TO BLACK WELL EAST JUNCTION<br />
15 15 MAXIMUM PERMISSIBLE SPEED<br />
nction<br />
•Trent to<br />
ction<br />
&<br />
in. to New<br />
698<br />
'KWELL BRANCH JUNCTION TO NEW HUCKNALL TIP<br />
IS 15 MAXIMUM PERMISSIBLE SPEED<br />
r Trent to<br />
age 175 for<br />
1<br />
Iction 698 2L 1S New Hucknall<br />
Blackwell<br />
Colliery Sidings.<br />
•<br />
4L<br />
Sorting Sidings.<br />
–C. (P1) — 1275<br />
Eliery 1 1645 (Trains reverse here)<br />
Common<br />
New Huck-<br />
902
•11/4.11<br />
1<br />
ta INCTION TO SUTTON COLLIERY JUNCTION<br />
lY iJUNCTION k<br />
TO PLEASLEY EAST<br />
A N<br />
CBranch H — —<br />
J U<br />
Nax area.) L<br />
A['rent I to<br />
O174 for<br />
N no)<br />
T<br />
O n — 1135<br />
T<br />
Iion 2 1263<br />
P<br />
SColliery<br />
H<br />
E<br />
E<br />
LGround an"<br />
1 387<br />
E<br />
A<br />
S<br />
1 1486<br />
T<br />
JUNCTION TO SUTTON COLLIERY<br />
on<br />
,helf &<br />
In. to<br />
15 1 5<br />
30 3 0<br />
15 1 5<br />
15 15<br />
MAXIMUM PERMISSIBLE SPEED<br />
1<br />
MAXIMUM PERMISSIBLE SPEED<br />
'MAXIMUM PERMISSIBLE SPEED<br />
MAXIMUM PERMISSIBLE SPEED<br />
666
TABLE B.—LINES WORKED UNDER PERMISSIVE BLOCK SYSTEM.<br />
Referring to the instructions in the General Appendix, the following is a list of lines not included<br />
in Table "A" which are worked under the Permissive Block System:—<br />
From<br />
To<br />
Down<br />
Line<br />
Up<br />
NIL<br />
TABLE C.—LINES WORKED UNDER "NO BLOCK" REGULATIONS.<br />
Referring to the instructions in the General Appendix, the following is a list of lines not included<br />
in Table "A" which are worked under the Regulations for working trains over Goods lines not<br />
worked on any Block System.<br />
From<br />
To<br />
Down<br />
Line<br />
Up<br />
NIL<br />
TABLE DL—ELECTRIC TOKEN RECEIVING AND DELIVERING APPARATUS<br />
The following instructions respecting the method of exchanging tokens apply at the places shown<br />
below:—<br />
(1) To deliver a token the Driver or Secondrnan must hold the hoop at arm's length so that it<br />
faces squarely to the front. On passing the "receiving" post the hoop must be passed over<br />
the projecting arm. The hoop must not be thrown over the projecting arm.<br />
(2) To pick up a token the Driver or Secondman must pass his forearm through the hoop and<br />
the token will then easily draw out from the spring box of the "picking-up" post.<br />
(3) The speed of the train must not exceed 15 m.p.h. when carrying out the above operations.<br />
(4) The Signalman, when placing the hoop containing the token in the spring box of the<br />
"picking-up" post, must see that the hoop faces squarely in the direction of the approaching<br />
train, and that the spring box is in proper working order.<br />
(5) The local S. 8c T. Technician must be advised of any repairs which may be required to<br />
the apparatus.<br />
LIST OF PLACES AT WHICH ELECTRIC TOKEN RECEIVING AND DELIVERING<br />
APPARATUS IS PROVIDED AND THE ABOVE INSTRUCTIONS APPLY:—<br />
Signal box<br />
For down or up<br />
train Apparatus Position<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Westbury D o w n Receiver 25 yards Welshpool side of box.<br />
Deliverer 45 yards Welshpool side of box.<br />
Up<br />
Receiver 33 yards Welshpool side of box.<br />
Deliverer 4 yards Welshpool side of box.<br />
Newtown Down Receiver 20 yards before reaching box steps.<br />
Deliverer At front of box steps.<br />
Up<br />
Receiver Opposite Caersws end of box.<br />
Deliverer 20 yards Caersws side of box.<br />
Caersws Down Receiver 66 yards before reaching box.<br />
Deliverer Combined up and down post up<br />
Up Deliverer side of platform line 30 yards<br />
Newtown side of box.<br />
Receiver 26 yards after passing box.<br />
Talerddig Down Receiver 35 yards before reaching box.<br />
Deliverer 13 yards before reaching box.<br />
Up<br />
Receiver 16 yards after passing box.<br />
Deliverer 37 yards after passing box.<br />
Cemmes Road Down Receiver Opposite box.<br />
Deliverer 20 yards after passing box.<br />
Up Receiver 25 yards before reaching box.<br />
Deliverer Opposite box.<br />
176
TABLE DL—ELECTRIC TOKEN RECEIVING AND DELIVERING APPARATUS—continued<br />
Signal box<br />
For down or up<br />
train<br />
Apparatus<br />
Position<br />
Dovey Junction Down<br />
Receiver Down side of down main loop.<br />
6 yards after passing box.<br />
Deliverer Combined up and down post on<br />
Up<br />
Deliverer down side of main loop 26 yards<br />
on Aberystwyth side of box.<br />
Receiver Down side of down main loop<br />
46 yards before reaching box.<br />
Towyn ••<br />
Down • Receiver At foot of box steps.<br />
Barmouth South •• Down<br />
• Receiver 1 yard before reaching box.<br />
Harlech<br />
• Down<br />
Receiver 2 yards before reaching box.<br />
Penryhndeudraeth • Down • Receiver 18 yards before reaching box.<br />
Portmadoe • Down • Receiver I yard after passing box.<br />
Criccieth Down • Receiver 37 yards before reaching box.<br />
PwIlheli East Up • Deliverer 2 6 yards before reaching box.<br />
TABLE DI—LINES WORKED UNDER THE ELECTRIC TRAIN TOKEN, TRAIN STAFF<br />
AND TICKET AND ONE TRAIN WORKING ARRANGEMENTS.<br />
Referring to the instructions in the General Appendix, the following is a list of places where<br />
persons other than the Signalman are authorised to receive or deliver the token or staff:—<br />
<strong>Section</strong> of line<br />
Token or Staff Station<br />
Persons authorised to receive<br />
or deliver token or staff<br />
EUSTON TO CREWE AND BRANCHES<br />
St. Pancras Sidings and North London St. Pancras Sidings<br />
Incline.<br />
Southam Branch .. ...<br />
. . . Rugby<br />
Watford High Street and Croxley Green Watford Th...<br />
Stafford No. 5 and Air Ministry (16<br />
M.U.) Sidings.<br />
Welshpool and Newtown • Newtown P o r t e r .<br />
Newtown and Welshpool • Welshpool Person in charge.<br />
Cemmes Road and Machynlleth.. • Machynlleth <strong>Shunt</strong>er.<br />
Machynlleth and Dovey •• Dovey Jn. Porter.<br />
Borth and Dovey in. •• Dovey in. Porter.<br />
Towyn and Dovey in. •• Dovey in. Porter.<br />
Brymbo Middle and \Iron in.<br />
Brymbo Middle<br />
<strong>Shunt</strong>er.<br />
Prestatyn and Dyserth<br />
Llandudno in. and Llanrwst<br />
Stafford No. 5<br />
MARYLEBONE TO CLAYDON AND BRANCHES<br />
See local instructions on<br />
pages 287 and 288.<br />
Yard Foreman.<br />
Person in charge at Watford<br />
Junction D.C. lines platforms.<br />
Signalman at Stafford No. 4.<br />
Claydon L. & N.E. in. and Aylesbury Aylesbury South S t a t i o n Inspector.<br />
South. 1<br />
RUGBY TO STAFFORD (VIA BIRIVIINGHAM) AND BRANCHES<br />
Soho Road and Soho Pool Wharf S o h o Road<br />
See local instructions on<br />
page 295.<br />
DROITWICH SPA TO WALSALL AND BRANCHES<br />
Kidderminster in. and Foley Park Kidderminster in. S h u n t e r .<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Kingsbury <strong>Shunt</strong>ing Frame and Kingsbury <strong>Shunt</strong>ing Frame Yard Foreman.<br />
Baddesley Colliery<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
CHESTER TO HOLYHEAD AND BRANCHES<br />
Prestatyn • . . 1 Foreman or Guard.<br />
Llandudno in. P e r s o n in charge.<br />
177
TABLE DI—LINES WORKED UNDER THE ELECTRIC TRAIN, TOKEN TRAIN STAFF AND<br />
TICKET AND ONE TRAIN WORKING ARRANGEMENTS—continued<br />
<strong>Section</strong> of Line<br />
Token or Staff Station<br />
Persons authorised to receive<br />
or deliver token or staff.<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
Ashwell Sidings Ground Frame and<br />
Cottesmore<br />
1Ashwell Sidings Ground ! Guard or Leading Railman.<br />
Frame<br />
Stanton Gate and Stanton New Works<br />
Sidings.<br />
Stanton New Works Sidings and West<br />
Hallam.<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
Stanton Gate North<br />
Stanton New Works Sidings<br />
Yard Foreman or <strong>Shunt</strong>er.<br />
Person in charge, Guard or<br />
<strong>Shunt</strong>er.<br />
TABLE DI—AUXILIARY ELECTRIC TOKEN INSTRUMENTS AT PLACES WHERE THE<br />
TOKEN IS WITHDRAWN BY THE TRAINMEN.<br />
Instructions for working Auxiliary Electric Token Instruments at places where the Token is withdrawn<br />
by Trainmen.<br />
The Trainmen must first obtain permission from the Signalman by means of the telephone to<br />
withdraw the Token. When this permission has been given, he must lift the Token from the column<br />
to the centre opening of the instrument, press the Token forward as if using an ordinary key in a lock<br />
(the key end of the Token must engage on the centre pin of the instrument), then turn the Token<br />
anti-clockwise as far as possible. He must then wait until the bell rings and afterwards continue to<br />
turn the Token from right to left until the Token is free, when it can be withdrawn from the instrument.<br />
He must then inform the Signalman on the telephone that the Token has been withdrawn.<br />
In the case of trains or locomotives the driving cabs of which are single manned, the duties must<br />
be undertaken by the Driver.<br />
Auxiliary electric token instruments are provided at the following places:—<br />
Place<br />
Token <strong>Section</strong><br />
Location of<br />
Auxiliary Instrument<br />
EUSTON TO CREWE AND BRANCHES<br />
Madeley Chord Reversing Sid- Madeley Chord—Silverdale •• I Between the chord line and the<br />
ings. I single line.<br />
MARYLEBONE TO CLAYDON AND BRANCHES<br />
Princes Risborough • • • Princes Risborough—Ayles- , North End of station buildings.<br />
bury South.<br />
The Person in charge, will be responsible for undertaking the duties of the Secondman (or in<br />
those cases of trains or locomotives the driving cabs of which are single manned, the Driver) at this<br />
Auxiliary Token Instrument, for trains booked to call at Princes Risborough between 06 40 and<br />
21 20 hours.<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Madeley in.<br />
Madeley Jn.—Lightmoor .111. Lightmoor end of down loop.<br />
Wellington<br />
Wellington No. 2 Granville<br />
Colliery Sidings.<br />
Down bay platform.<br />
Newtown Newtown - Welshpool • Welshpool end of up platform.<br />
Welshpool • Welshpool - Newtown • Newtown end of down platform.<br />
Machynlleth • Machynlleth - Dovey in. • • Dovey in• end of down platform.<br />
Portmadoc -• Portmadoc - Criccieth PwIlheli end of down platform.<br />
178
TABLE E.—LOCAL LOCOMOTIVE HORN CODES.<br />
The following locomotive horn code must be used at the undermentioned places.<br />
Where electric bell or telephone communication is provided, Drivers must make use of these<br />
instead of the horn code. Should the signal not be cleared within a reasonable time, the bell or<br />
telephone must again be used.<br />
Horn Code to be<br />
given at<br />
Movement required<br />
Horn Code<br />
L-Long S-Short<br />
Willesden Brent Sidings<br />
York Road Jn.<br />
Old Oak Jn.<br />
EUSTON TO CREWE AND BRANCHES<br />
From Brent sidings to Sudbury South End<br />
<strong>Shunt</strong>ing neck and yard<br />
From up goods loop to Nos. I to 3 sidings<br />
From Nos. I to 3 sidings to down goods loop<br />
From Nos. 4 to 10 sidings to down goods loop<br />
2S IL<br />
3L IS<br />
IS 11,<br />
IS 2L<br />
4L<br />
Tyseley No. 1<br />
OXFORD TO BIRMINGHAM AND BRANCHES<br />
Locomotive for No. I shed<br />
Locomotive for No. 2 shed<br />
No. 2 Engine road for Birmingham<br />
No. 2 Engine road for carriage sidings or up through<br />
siding<br />
2S 2L<br />
2S 3L<br />
2S 11_,<br />
2S 2L<br />
Round Oak South<br />
DROITWICH SPA TO WALSALL AND BRANCHES<br />
Goods line to shunting spur<br />
IS II<br />
Welshpool<br />
Newtown..<br />
Maehynlleth<br />
Pwitheli East<br />
Croes Newydd North Fork<br />
Brymbo Middle<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Up yard siding to down main<br />
Up loop to coal yard or vice versa<br />
Up main to straight or vice versa<br />
Down main or up main to Rock siding<br />
Train ready to leave siding<br />
Up main to up bay<br />
Up bay to yard and vice versa<br />
To Vron in.<br />
From Vron<br />
IS IL IS<br />
3S IL<br />
IS IL<br />
IS IL<br />
2S 1S<br />
2L 4S<br />
1S 11,<br />
IL<br />
2L<br />
TABLE FL—PROPELLING TRAINS OR VEHICLES.<br />
When trains or vehicles are being propelled in accordance with the Rule Book, <strong>Section</strong> H,<br />
clause 8.3, the undermentioned conditions must be complied with.<br />
When coaching vehicles are propelled on a running line or loop, the Guard, <strong>Shunt</strong>er or Person<br />
in charge must ride in the leading vehicle when it is fitted with a brake valve. If not so fitted, he must<br />
ride in the next vehicle fitted with a brake valve from which he can obtain a satisfactory view of the<br />
line ahead. If, however, these conditions cannot be complied with, the Guard, <strong>Shunt</strong>er or Person<br />
in charge must ride in the leading vehicle or first vehicle in which he can travel and from which he<br />
can obtain a satisfactory view of the line ahead, provided he can keep in touch with the Driver by<br />
hand signals.<br />
When coaching vehicles are gravitated within station limits on a running line or loop, the Guard<br />
<strong>Shunt</strong>er or Person in charge must ride in the leading vehicle when it is fitted with an internally operated<br />
hand brake. If not so fitted, he must ride in the next vehicle fitted with an internally operated hand'<br />
brake from which he can obtain a satisfactory view of the line ahead.<br />
Drivers will not be relieved of responsibility for observing fixed signals, but the Guard, <strong>Shunt</strong>er<br />
or Person in charge must keep a sharp look-out, warn any person who may be on or near the line,<br />
observe fixed signals, and be prepared to give any necessary handsignal to the Driver. Drivers must<br />
keep a sharp look-out and be prepared to act immediately upon any signal which may be given by the<br />
Guard. <strong>Shunt</strong>er or Person in charge.<br />
179<br />
SOUTHERN SECTION-G
TABLE FL—PROPELLING TRAINS OR VEHICLES—continued.<br />
When propelling freight vehicles outside station limits a Guard's brake van must be the leading<br />
vehicle unless otherwise indicated, and the Guard or <strong>Shunt</strong>er must ride therein.<br />
Where authority is given to propel freight vehicles without a brake van leading, the Guard or<br />
<strong>Shunt</strong>er must ride in the leading suitable vehicle.<br />
The speed must not exceed 20 m.p.h., and down inclines steeper than 1 in 200, through station<br />
platforms and over level crossings must not exceed 15 m.p.h. (This paragraph does not apply to<br />
<strong>Of</strong>ficers' Specials).<br />
The locomotive horn must be sounded when approaching stations and level crossings; also<br />
where there is not a good view of the line ahead.<br />
Where the line is on a falling gradient, a sufficient number of wagon brakes must be pinned<br />
down whenever there is a doubt as to whether the brake van will hold the train should it become<br />
divided, or where there is no brake van attached.<br />
In all cases where coaching stock or fitted vehicles are authorised to be propelled, the automatic<br />
brake must be connected up and in use.<br />
Vehicles conveying passengers must not be propelled under this arrangement except in the case<br />
of items marked "P".<br />
One wagon of fuel or stores for signal boxes and stations, or the empty wagons in connection<br />
therewith, may be propelled without a brake van between any two signal boxes, provided the signal<br />
boxes concerned are not more than one mile apart.<br />
The sections of line where propelling outside station limits is authorised are shown below.<br />
From<br />
To<br />
Line<br />
Number of vehicles<br />
and special conditions<br />
Willesden<br />
Willesen Brent Sidings<br />
Willesden New<br />
Station.<br />
Kensal Green in<br />
Mitre Bridge in.<br />
Willesden<br />
Willesden Brent Sidings<br />
South End.<br />
Kensal Green in.<br />
Willesden<br />
Willesden<br />
Willesden<br />
EUSTON TO CREWE AND BRANCHES<br />
Willesden Brent Sidings<br />
Willesden<br />
Kensal Green in.<br />
Willesden New Station.<br />
Willesden<br />
Mitre Bridge in.<br />
Mitre Bridge in.<br />
Willesden<br />
Kensal Green in.<br />
High Level Sidings<br />
<strong>Shunt</strong>ing Frame.<br />
High Level Sidings<br />
<strong>Shunt</strong>ing Frame.<br />
Down<br />
through<br />
sidings<br />
Nos. 1 and<br />
2.<br />
Down<br />
through<br />
sidings<br />
Nos. I and<br />
2 and down<br />
goods<br />
departure<br />
Nos. I, 2<br />
and 3.<br />
Up<br />
Down<br />
Down<br />
Up<br />
Up slow,<br />
up fast and<br />
up branch.<br />
Down city<br />
Up city<br />
Down arrival<br />
Down<br />
carriage.<br />
180<br />
19 freight vehicles. Driver to come<br />
to a stand with locomotive<br />
opposite signal WN.41 (down<br />
home signal for Willesden New<br />
Station) and must not proceed<br />
until he has received an intimation<br />
from the Guard that the up<br />
outer home signal for Kensal<br />
Green in. is showing a green<br />
aspect.<br />
Engineers trains not exceeding 20<br />
vehicles.<br />
Coaching stock or 15 freight<br />
vehicles.<br />
Coaching stock or 15 freight<br />
vehicles.<br />
Not exceeding 4 Liner train vehicles<br />
with I passenger brake van. In<br />
clear weather only.<br />
8 coaching stock or 8 freight<br />
vehicles.<br />
8 coaching stock or 16 freight<br />
vehicles.<br />
Coaching stock or 55 freight vehicles<br />
without brake van.<br />
10 coaching stock or 10 freight<br />
vehicles without brake van
TABLE FL—PROPELLING TRAINS OR VEHICLES—continued.<br />
From<br />
To<br />
Line<br />
Number of vehicles<br />
and special conditions<br />
High Level Sidings<br />
<strong>Shunt</strong>ing Frame.<br />
High Level Sidings<br />
<strong>Shunt</strong>ing Frame<br />
Willesden Carriage<br />
Sidings North.<br />
Willesden Carriage<br />
Shed South<br />
Watford<br />
Watford No. 3<br />
Lichfield Trent Valley<br />
Jn.<br />
Rugeley No. 1<br />
Rugeley No. 2<br />
Queensville<br />
Stafford No. 1<br />
Stafford No. 4<br />
Stafford No. 4<br />
Stafford No. 5<br />
Stafford No. 4<br />
Gresty Lane No. 2<br />
EUSTON TO<br />
Willesden<br />
Willesden Carriage<br />
Shed South.<br />
Willesden Carriage<br />
Shed South.<br />
High Level Sidings<br />
<strong>Shunt</strong>ing Frame.<br />
Watford No. 3<br />
Watford<br />
Lichfield T.V.<br />
Rugeley No. 2<br />
Rugeley No. 1<br />
Stafford No. I<br />
Stafford No. 4<br />
Queensville<br />
Stafford No. 5<br />
Stafford No. 4<br />
Stafford No. 1<br />
Crewe North Jn.<br />
CREWE AND BRANCHES—continued.<br />
Up departure<br />
and up<br />
carriage.<br />
Down<br />
carriage.<br />
Up empty<br />
carriage<br />
siding.<br />
Up carriage<br />
"Down &<br />
up<br />
,platform.<br />
Up<br />
Single<br />
Down fast,<br />
down slow<br />
and "down<br />
and up"<br />
platform.<br />
Middle<br />
siding<br />
Up fast and<br />
up slow.<br />
Down slow..<br />
Down fast<br />
and down<br />
slow.<br />
Up through<br />
siding.<br />
Down fast,<br />
down slow,<br />
Nos. 3 and<br />
6 platforms<br />
and "down<br />
and up"<br />
goods.<br />
Up fast, up<br />
slow, Nos. 1<br />
and 6 platforms<br />
and<br />
"down and<br />
up" goods.<br />
Up fast and<br />
up slow.<br />
Down<br />
Shrewsbury<br />
to down<br />
through line<br />
2 or No. 3<br />
"up and<br />
down"<br />
platform.<br />
181<br />
8 coaching stock or 16 freight<br />
vehicles.<br />
Trains to Willesden Goods Yard<br />
exceeding 16 vehicles must be<br />
hauled to WN.67 signal and when<br />
the train locomotive has been<br />
detached a locomotive may be<br />
placed on the rear of the train at<br />
High Level Sidings <strong>Shunt</strong>ing<br />
frame to propel the train forward<br />
into the Goods Yard.<br />
Coaching stock or 10 freight vehicles<br />
without brake van.<br />
Coaching stock or 10 freight vehicles<br />
without brake van.<br />
8 coaching stock.<br />
17 coaching stock. Freight vehicles.<br />
A brake van need not be the<br />
leading vehicle provided the<br />
number of freight vehicles does<br />
not exceed 30.<br />
17 coaching stock. 30 freight<br />
vehicles without brake van.<br />
Freight vehicles without brake van.<br />
Coaching stock and freight vehicles<br />
without brake van.<br />
Coaching stock and freight vehicles<br />
without brake van.<br />
30 freight vehicles without brake<br />
van. In clear weather only.<br />
Coaching stock and freight vehicles<br />
without brake van.<br />
Coaching stock and freight vehicles<br />
without brake van<br />
P. Coaching stock and freight<br />
vehicles without brake van.<br />
P. Coaching stock and freight<br />
vehicles without brake van.<br />
Coaching stock and freight vehicles<br />
without brake van.<br />
35 S.L.U. Engineers trains from<br />
Gresty Green Sidings only.
TABLE FL—PROPELLING TRAINS OR VEHICLES—continued.<br />
From<br />
To<br />
Line<br />
Number of vehicles<br />
and special conditions<br />
EUSTON TO CREWE AND BRANCHES—continued.<br />
Crewe South in.<br />
Crewe Sorting Sidings<br />
South.<br />
Crewe North Stafford<br />
Sidings.<br />
Crewe Sorting Sidings<br />
North.<br />
Gresty Lane No. 1<br />
Salop Goods in.<br />
Salop Goods in.<br />
Crewe North in.<br />
Crewe North Stafford<br />
Sidings.<br />
Crewe South in.<br />
Crewe Sorting Sidings<br />
South.<br />
Basford Hall in.<br />
Crewe Sorting Sidings<br />
South<br />
Crewe Sorting Sidings<br />
North.<br />
Salop Goods in.<br />
Crewe "A"<br />
Crewe South in.<br />
Crewe North in.<br />
Crewe North in.<br />
Kensal Green in.<br />
Acton Wells in.<br />
Gresty Lane No 1<br />
Crewe North Stafford Down<br />
Sidings.<br />
Crewe Sorting Sidings Up<br />
South.<br />
Gresty Lane No. 1 Down<br />
Crewe Sorting Sidings Up<br />
North.<br />
Gresty Lane No. 1 U p<br />
Crewe North in.<br />
Salop Goods in.<br />
Crewe South in.<br />
Crewe North Stafford<br />
Sidings.<br />
Crewe Sorting Sidings<br />
North.<br />
Crewe Sorting Sidings<br />
North.<br />
Basford Hall in.<br />
Crewe Sorting Sidings<br />
South.<br />
Crewe Sorting Sidings<br />
North.<br />
Crewe North in.<br />
Crewe North in.<br />
Crewe "A"<br />
Crewe South in.<br />
Acton Wells in.<br />
Kensal Green in.<br />
Up<br />
Down<br />
Up<br />
Down<br />
Up<br />
Down engine<br />
Down fast<br />
independent<br />
and down<br />
slow independent.<br />
Up fast<br />
independent<br />
and up<br />
slow independent.<br />
Up fast<br />
independent<br />
and up<br />
slow independent.<br />
Up fast<br />
independent<br />
and up<br />
slow independent.<br />
Horse<br />
landing.<br />
Nos. 1, 2 and<br />
3 platforms<br />
and Nos. 1<br />
and 2<br />
through.<br />
Horse<br />
landing.<br />
Nos. 3, 4, 5<br />
and 6 platforms<br />
and<br />
No. 5<br />
through.<br />
Down<br />
Up<br />
182<br />
Coaching stock. 15 freight vehicles<br />
without brake van. In clear<br />
weather only.<br />
Freight vehicles without brake van.<br />
Freight vehicles without brake van.<br />
Freight vehicles without brake van.<br />
Freight vehicles without brake van.<br />
15 freight vehicles without brake<br />
van.<br />
15 freight vehicles. C.M. & E.E.<br />
maintenance train<br />
25 freight vehicles without brake<br />
van. C.M. & E.E. maintenance<br />
train.<br />
Coaching stock and in clear weather<br />
only 4 freight vehicles without<br />
brake van. Engineers' trains.<br />
Coaching stock and in clear weather<br />
only 4 freight vehicles without<br />
brake van. Engineers' trains.<br />
Freight vehicles without brake van.<br />
Freight vehicles without brake van.<br />
Freight vehicles without brake van.<br />
In clear weather only.<br />
Freight vehicles without brake van.<br />
15 freight vehicles without brake<br />
van.<br />
Coaching stock and 15 freight<br />
vehicles without brake van.<br />
P. Coaching stock and 15 freight<br />
vehicles without brake van.<br />
Coaching stock and 15 freight<br />
vehicles without brake van.<br />
P. Coaching stock and 15 freight<br />
vehicles without brake van.<br />
3 fitted vehicles.<br />
3 fitted vehicles.
TABLE F1.—PROPELLING TRAINS OR VEHICLES—continued.<br />
From<br />
1<br />
To<br />
Line<br />
Number of vehicles<br />
and special conditions<br />
Old Oak in.<br />
Acton Wells in.<br />
Goods & Mineral in.<br />
North London Incline<br />
Ground Frame<br />
Northampton No. 2<br />
Northampton No. 2<br />
Northampton No. 3<br />
Northampton No. 3<br />
Northampton No. 4<br />
Northampton No. 4<br />
Stafford No. 5<br />
Madeley, signal MY.13<br />
Madeley Chord<br />
Reversing Sidings,<br />
signal MY. 7.<br />
Apedale in.<br />
Neasden South<br />
EUSTON TO CREWE AND BRANCHES—continued.<br />
Acton Wells in. Down goods<br />
Old Oak in.<br />
St. Pancras Yard<br />
<strong>Shunt</strong>er's Cabin.<br />
Exchange Sidings<br />
(North London<br />
Line).<br />
Northampton No. 1<br />
Northampton No. 3..<br />
Northampton No. 2.<br />
Northampton No. 4<br />
Northampton No. 3<br />
Northampton No. 3<br />
Air Ministry (16 M.U.)<br />
Sidings.<br />
Madeley Chord<br />
Reversing Sidings,<br />
rear of signal MY.7.<br />
Madeley, rear of<br />
signal MY.32.<br />
Holditch Colliery<br />
Up goods<br />
Single<br />
Single<br />
Up main and<br />
up platform.<br />
Down slow<br />
Up fast and<br />
up slow.<br />
No. I down<br />
goods and<br />
No. 2 "up<br />
and down"<br />
goods.<br />
Up goods<br />
"Down and<br />
up."<br />
Single<br />
Chord<br />
Chord<br />
Single<br />
18 milk tanks with brake van<br />
leading or 6 coaching stock<br />
vehicles or 12 freight vehicles in<br />
clear weather only, or 8 milk<br />
tanks with brake van leading.<br />
18 milk tanks with brake van<br />
leading or 12 coaching stock or<br />
30 freight vehicles.<br />
Freight trains.<br />
18 freight vehicles or 5 coaching<br />
stock vehicles in clear weather<br />
only.<br />
P. Coaching stock and 5 freight<br />
vehicles without brake van.<br />
Fitted vehicles without brake van<br />
not exceeding 18 S.L.U.<br />
P. Coaching stock and 5 freight<br />
vehicles without brake van.<br />
Fitted vehicles without brake van<br />
not exceeding 18 S.L.U.<br />
Coaching stock and 20 freight<br />
vehicles without brake van.<br />
Coaching stock and 10 freight<br />
vehicles without brake van.<br />
35 freight vehicles without brake<br />
van. During fog or falling snow,<br />
movement restricted to 20 freight<br />
vehicles.<br />
Fitted trains of 26/32 ton MGR<br />
wagons without brake van. Speed<br />
not to exceed 15 m.p.h.<br />
Fitted trains of 26/32 ton MGR<br />
wagons without brake van.<br />
45 freight vehicles. Speed not to<br />
exceed 10 m.p.h.<br />
MARYLEBONE TO CLAYDON AND BRANCHES<br />
Neasden North Down fast Coaching stock. Freight vehicles<br />
without brake van.<br />
Down slow Freight vehicles without brake van.<br />
Down goods<br />
arrival.<br />
12 empty coaches, in clear weather<br />
only, in connection with special<br />
events at Wembley Stadium.<br />
Freight vehicles without brake<br />
van.<br />
RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES<br />
Oldbury <strong>Shunt</strong>ing<br />
Frame<br />
Albion <strong>Shunt</strong>ing D o w n Stour<br />
Frame<br />
6 S.L.U.<br />
Exchange Sidings Curzon Street Down Coaching stock and freight vehicles<br />
without brake van. The Person<br />
in charge must advise the Driver,<br />
to which siding the movement<br />
has been routed before propelling<br />
commences.<br />
Soho Pool Wharf Soho Road Single Freight vehicles without brake van.<br />
Soho Road Soho Pool Wharf Single Freight vehicles without brake van.<br />
Aston Goods Aston, signal NS.61 Departure 10 freight vehicles.<br />
183
TABLE FL—PROPELLING TRAINS OR VEHICLES—continued.<br />
From<br />
To<br />
Line<br />
Number of vehicles<br />
and special conditions<br />
RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES—continued.<br />
Aston, signal NS. 61 Aston Goods.. Arrival<br />
Windsor Street Goods,<br />
signal N S.63<br />
(departure line).<br />
Lichfield City No. I<br />
Lichfield City No. 2<br />
Ryecroft Jn.<br />
Bloxwich<br />
Hednesford No. 1<br />
Hednesford No. 2<br />
Hednesford Up Sidings<br />
Heath Town Sidings<br />
Wolverhampton,<br />
signal WN.99.<br />
Wolverhampton, signal<br />
WN.134<br />
Heath Town Sidings<br />
Wednesfield<br />
Small Heath No. 1<br />
<strong>Shunt</strong>ing Frame<br />
Aston, rear of signal<br />
NS.61.<br />
Lichfield City No. 2<br />
Lichfield City No. 1<br />
Birchill's Power<br />
Sidings.<br />
Birchill's Siding<br />
Hednesford No. 2<br />
Hednesford No. 3<br />
Cannock Wood<br />
Sidings.<br />
Wolverhampton High<br />
Level Station.<br />
Heath Town Sidings<br />
<strong>Limit</strong> of <strong>Shunt</strong> board<br />
Wednesfield<br />
Heath Town Sidings<br />
Birmingham Moor<br />
Street Station.<br />
Down Grand<br />
Junction.<br />
Down main<br />
and down<br />
platform.<br />
Up main and<br />
up platform.<br />
Down<br />
through<br />
siding.<br />
Up<br />
Down<br />
Down<br />
Single<br />
Down<br />
branch.<br />
Up branch<br />
Up branch<br />
Single<br />
Single<br />
OXFORD TO BIRMINGHAM AND BRANCHES<br />
"Up and<br />
down"<br />
through<br />
siding.<br />
35 freight vehicles without brake<br />
van.<br />
50 vehicles without brake van.<br />
10 coaching stock. 20 freight<br />
vehicles.<br />
10 coaching stock. 25 freight<br />
vehicles without brake van.<br />
35 freight vehicles. During fog or<br />
falling snow, the <strong>Shunt</strong>er or<br />
other person concerned at<br />
Birehill's Sidings must station<br />
himself at the point where the<br />
Driver of the propelling movement<br />
must bring his train to a<br />
stand for instructions.<br />
5 freight vehicles with brake van<br />
at each end.<br />
Freight vehicles without brake van.<br />
In clear weather only.<br />
60 freight vehicles.<br />
1empty coaching stock.<br />
Coaching stock and freight vehicles<br />
equal to 25 S.L.U. with brake<br />
van leading. In clear weather<br />
only.<br />
Freight vehicles equal to 45 S.L.U.<br />
In clear weather only.<br />
Freight vehicles equal to 45 S.L.U.<br />
10 freight vehicles. In clear weather<br />
only.<br />
Round Oak South<br />
Kidderminster In.<br />
Derby L. & N.W.<br />
Junction, signal<br />
DY.381.<br />
Horninglow Bridge<br />
Leicester Jn., signal<br />
DY.141.<br />
DROITWICH SPA TO WALSALL AND BRANCHES<br />
Round Oak North Down 15 freight vehicles. In clear weather<br />
only.<br />
Foley Park<br />
Single In clear weather only. When a train<br />
consists of more than 35 S.L.U.<br />
an additional brake van must be<br />
marshalled as near to the centre<br />
of the train as possible and a<br />
competent man must ride in this<br />
brake van to assist the Guard in<br />
the working of the train.<br />
DERBY TO BLACKWELL AND BRANCHES<br />
London Road Jn., Down main<br />
signal DY.433 West to up<br />
main West.<br />
Up goods<br />
Leicester Th., signal<br />
DY.146.<br />
Horninglow Bridge,<br />
signal DY.159.<br />
Up Leicester<br />
goods to up<br />
main.<br />
10 coaching stock. 10 freight<br />
vehicles without brake van.<br />
25 freight vehicles without brake<br />
van.<br />
3 freight vehicles without brake van.<br />
184
TABLE FL—PROPELLING TRAINS OR VEHICLES—continued.<br />
From<br />
To<br />
Line<br />
Number of vehicles<br />
and special conditions<br />
Washwood Heath Up<br />
Sidings, signal<br />
SY.484.<br />
Hockley Crossing<br />
Uttoxeter<br />
Bardon Hill<br />
Birmingham Curve<br />
in., signal<br />
DY.135.<br />
Branston in.<br />
Nuneaton Midland in.<br />
Nuneaton<br />
Narborough<br />
Abbey in.<br />
Exchange Sidings<br />
<strong>Shunt</strong>ing Frame<br />
DERBY TO BLACKWELL AND BRANCHES—continued.<br />
Washwood Heath<br />
Sidings No. 1<br />
<strong>Shunt</strong>ing Frame<br />
Uttoxeter<br />
Hockley Crossing<br />
Chile Hill Sidings<br />
Drakelow West Curve<br />
in., signal DY.131<br />
Branston Sidings<br />
Nuneaton<br />
Nuneaton Midland in.<br />
Enderby<br />
Nuneaton<br />
Up goods<br />
Up<br />
Down<br />
Up<br />
Down goods<br />
Up through<br />
siding.<br />
Down<br />
Up<br />
Single<br />
Up<br />
St. Andrews in., rear Up Camp<br />
of signal SY.418. Hill/down<br />
main.<br />
COLWICH TO MACCLESFIELD AND BRANCHES<br />
35 freight vehicles without brake<br />
van.<br />
Coaching stock. Freight vehicles<br />
without brake van.<br />
Coaching stock. Freight vehicles<br />
without brake van.<br />
20 freight vehicles.<br />
30 freight vehicles without brake<br />
van.<br />
Freight trains. In clear weather<br />
only.<br />
Coaching stock and freight vehicles.<br />
If a train for the up sidings<br />
exceeds 45 wagons, the Person in<br />
charge at up sidings must,<br />
before the train is allowed to pass<br />
signal NN.81, see that the points<br />
are properly set and that the<br />
train is propelled direct into the<br />
yard.<br />
Coaching stock.<br />
Freight trains.<br />
55 freight vehicles. 20 freight<br />
vehicles for down sidings without<br />
brake van.<br />
45 fitted freight vehicles.<br />
Longport in.<br />
Bradwell Sidings<br />
Kidsgrove Liverpool<br />
Road<br />
Bradwell Sidings<br />
Longport in.<br />
Birchenwood Colliery<br />
Down goods<br />
Up goods<br />
Single<br />
20 freight vehicles in clear weather<br />
only.<br />
20 freight vehicles in clear weather<br />
only.<br />
Freight vehicles without brake van.<br />
Abbey Foregate<br />
Severn Bridge in.<br />
Severn Bridge in.<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Wolverhampton, signal Wolverhampton, U p F i t t e d freight vehicles, not ex-<br />
WN.57. s i g n a l WN.63. Shrewsbury ceeding 6 S.L.U., without brake<br />
van.<br />
Wellington No. 2 Wellington No. 3 Down 8 coaching stock or 12 four-wheeled<br />
coaching stock vehides.<br />
Wellington No. 3 Wellington No. 2 Up<br />
8 coaching stock or 12 four-wheeled<br />
coaching stock vehides.<br />
Abbey Foregate English Bridge in. Down loop.. Coaching stock equal to 30 SIX.,<br />
in clear weather only.<br />
English Bridge Jn. Abbey Foregate Up loop Coaching stock equal to 12 S.L.U.,<br />
in clear weather on ly.<br />
Severn Bridge in.<br />
Abbey Foregate<br />
Crewe in.<br />
Down main<br />
Down bays..<br />
No. 1 or No.<br />
2 up main.<br />
Down main,<br />
down main<br />
platform<br />
and "up<br />
and down"<br />
platform.<br />
185<br />
Coaching stock equal to 36 S.L.U.,<br />
in clear weather on ly.<br />
P. Coaching stock.<br />
P. Coaching stock.<br />
P. Coaching stock.
TABLE FL—PROPELLING TRAINS OR VEHICLES—continued.<br />
From<br />
To<br />
Line<br />
Number of vehicles<br />
and special conditions<br />
Crewe _In. Severn Bridge .1n. Up main<br />
platform<br />
and "up<br />
and down"<br />
platform.<br />
Up main<br />
P. Coaching stock, in clear weather<br />
only.<br />
P. Coaching stock, in clear weather<br />
only. Freight vehicles equal to<br />
60 S.L.U.<br />
Crewe Bank Severn Bridge .1n. All lines Freight vehicles equal to 35 S.L.U.,<br />
in clear weather only.<br />
Wrexham North<br />
Croes Newydd North<br />
Fork.<br />
Barmouth South Barmouth North • • Down<br />
Barmouth North Barmouth South Up<br />
Portmadoc • Granite Siding • Single<br />
Pwllheli East • • Pwilhell West • Down<br />
Pwilhell West • PwIlheli East • • Up<br />
Gresty Lane No. 2 • • Crewe North .1n. Down<br />
Shrewsbury<br />
to down<br />
through<br />
line 2 or<br />
No. 3 "up<br />
and down"<br />
platform.<br />
Llynclys .111. Porthywaen Single<br />
Croes Newydd South Croes Newydd East Down<br />
Fork.<br />
Croes Newydd North<br />
Fork<br />
Up<br />
Empty coaching stock and freight<br />
trains. Speed not to exceed<br />
6 m.p.h.<br />
35 S.L.U. Engineers' trains from<br />
Gresty Green Sidings only.<br />
Empty coaching stock and freight<br />
trains. Speed not to exceed<br />
Croes Newdd East Down<br />
6 m.p.h.<br />
Empty coaching stock and freight<br />
trains. Speed not to exceed 6<br />
m.p.h.<br />
Croes Newydd East Croes Newydd West.. Down Empty coaching stock and freight<br />
trains. Speed not to exceed<br />
6 m.p.h.<br />
Brymbo Middle<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES—continued.<br />
Vron<br />
Single<br />
Wrexham Central Cala Goods Sidings Single<br />
Marchwiel Abenbury Siding Single<br />
Freight trains,<br />
CREWE TO BIRKENHEAD AND BRANCHES<br />
Chester No. Chester No. 2 Down Crewe<br />
and down<br />
fast.<br />
Chester No. 2 Chester No. 1 Up Crewe<br />
and up fast.<br />
P. Coaching stock. 25 freight<br />
vehicles without brake van in<br />
clear weather only.<br />
P. Coaching stock. 25 freight<br />
vehicles without brake van in<br />
clear weather only.<br />
Chester No. 2 Chester No. 3A Down fast P. Coaching stock. Freight vehicles<br />
without brake van in clear<br />
Chester No. 2 Chester No. 3A "Down and<br />
weather only.<br />
P. Coaching stock.<br />
up" platform.<br />
Chester No. 3 Chester No. 2 Up main<br />
P. Coaching stock.<br />
and up<br />
Chester No. 3A Chester No. 2<br />
platform.<br />
Up fast P. Coaching stock. Freight veh-<br />
186<br />
icles without brake van, in clear<br />
weather only.
TABLE FL—PROPELLING TRAINS OR VEHICLES—continued.<br />
From<br />
To<br />
Line<br />
Number of vehicles<br />
and special conditions<br />
CREWE TO BIRKENHEAD AND BRANCHES—continued<br />
Chester No. 3A Chester No. 2<br />
Chester No. 3A Chester No. 2<br />
Chester No. 2 Chester No. 4<br />
Chester No. 3A Chester No. 4<br />
Chester No. 4 Chester No. 3<br />
Chester No. 4<br />
Chester No. 3A<br />
Chester No. 4 Chester No. 6<br />
Chester No. 6 Chester No. 4<br />
Chester No. 4 Chester No. 5<br />
Chester No. 5 Chester No. 4<br />
Chester No. 5 Chester No. 6<br />
Chester No. 6 Chester No. 5<br />
Hooton South<br />
Port Sunlight Siding<br />
Rock Ferry<br />
Hooton North<br />
Rock Ferry<br />
Green Lane In.<br />
Brook Street<br />
Canning Street North<br />
Canning Street North.. Brook Street<br />
Ellesmere Port No. 2 Ellesmere Port No. 4<br />
Ellesmere Port No. 4 Ellesmere Port No. 2..<br />
Ellesmere Port No. 4 Ellesmere Port No. 5..<br />
Ellesmere Port No. 5 Ellesmere Port No. 4<br />
Ellesmere Port No. 5 Ellesmere Port No. 4<br />
Ellesmere Port No. 5<br />
Shell Sidings Ground<br />
Frame<br />
Helsby West Cheshire<br />
In.<br />
Helsby In.<br />
Birkenhead North<br />
No. 2.<br />
Bidston East In.<br />
Stanlow & Thornton<br />
Stanlow & Thornton..<br />
Helsby Jn.<br />
Helsby West Cheshire<br />
In.<br />
Bidston East In.<br />
Birkenhead North<br />
No. 2.<br />
Up goods<br />
"Down and<br />
up" platform.<br />
Down main<br />
and down<br />
platform<br />
(via No. 3).<br />
Down fast<br />
Up main<br />
Up fast<br />
Down fast<br />
and down<br />
slow.<br />
Up fast<br />
and up<br />
slow.<br />
Down main<br />
Up main<br />
Down<br />
Un<br />
Down slow<br />
Down slow<br />
Down goods<br />
Down<br />
Up<br />
Down<br />
Up<br />
"Down and<br />
up<br />
Up " main<br />
"Down and<br />
up"<br />
Down<br />
Down<br />
Down<br />
Up<br />
"Down and<br />
up" goods.<br />
"Down and<br />
up" go ods.<br />
Coaching stock. Freight vehicles<br />
without brake van, in clear<br />
weather only.<br />
P. Coaching stock.<br />
P. Coaching stock.<br />
P. Coaching stock. 20 freight<br />
vehicles without brake van in<br />
clear weather only.<br />
P. Coaching stock without brake<br />
van.<br />
P. Coaching stock. 20<br />
vehicles without brake<br />
clear weather only.<br />
P. Coaching stock. 20<br />
vehicles without brake<br />
clear weather only.<br />
P. Coaching stock. 20<br />
vehicles without brake<br />
clear weather only.<br />
P. Coaching stock. 20<br />
vehicles without brake<br />
clear weather only.<br />
freight<br />
van in<br />
freight<br />
van in<br />
freight<br />
van in<br />
freight<br />
van in<br />
P. Coaching stock. 2 0 freight<br />
vehicles without brake van in<br />
clear weather only.<br />
P. Coaching stock. Class 4 and<br />
6 trains or 30 freight vehicles<br />
without brake van in clear<br />
weather only.<br />
P. Coaching stock. 30 freight<br />
vehicles without brake van in<br />
clear weather only.<br />
15 freight vehicles without brake<br />
van in clear weather only.<br />
One passenger brake van with one<br />
freight brake van.<br />
20 freight vehicles, in clear weather<br />
only.<br />
Freight vehicles without brake van.<br />
Freight vehicles without brake van.<br />
Freight vehicles without brake van.<br />
Freight vehicles without brake van.<br />
60 freight vehicles without brake<br />
van.<br />
25 freight vehicles without brake<br />
van.<br />
60 freight vehicles without brake<br />
van.<br />
Freight vehicles.<br />
20 freight vehicles without brake<br />
van In clear weather only.<br />
50 freight vehicles. In clear weather<br />
only.<br />
50 freight vehicles. In clear weather<br />
only.<br />
Coaching stock and freight vehicles<br />
without brake van.<br />
Coaching stock and freight vehicles<br />
without brake van.<br />
187
TABLE FL—PROPELLING TRAINS OR VEHICLES—continued.<br />
From To Line<br />
Number of vehicles<br />
and special conditions<br />
CREWE TO BIRKENHEAD AND BRANCHES—continued.<br />
Bidston Dee Birkenhead Park Up Engineers' trains not exceeding<br />
20 S.L.U. when line is closed for<br />
passenger traffic.<br />
Bidston East in. Moreton Down 20 freight vehicles in daylight and<br />
clear weather only.<br />
CHESTER TO HOLYHEAD AND BRANCHES<br />
Rhyl No. Rhyl No. 2 Down slow<br />
and down<br />
Coaching stock.<br />
passenger<br />
loop.<br />
Rhyl No. 2 Rhyl No. 1 Up slow Down parcel trains requiring to<br />
carry out station duties.<br />
Llanfair.. Menai Bridge.. Single 6 S.L.U. without brake van.<br />
Prestatyn Dyserth Single Freight vehicles.<br />
Blaenau Ffestiniog Trawsfynydd C.E.G.B. Single 5 freight vehicles.<br />
Sidings.<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
St. Pancras Dock in. Down goods 2.5 vehicles. In clear weather only.<br />
Dock in. St. PauIs Road Goods Down goods 55 freight vehicles.<br />
St. PauIs Road Goods Dock in. Up goods 10 freight vehicles without brake<br />
van.<br />
Engine Shed in. Carlton Road .1n. Down slow 4 coaching stock vehicles.<br />
Canton Road in. Engine Shed hi. Up slow 4 coaching stock vehicles.<br />
Cricklewood in. Watling Street in. 2nd up goods 10 coaching stock vehicles during<br />
daylight and in clear weather<br />
Cricklewood in. Cricklewood Carriage Arrival<br />
only.<br />
Cricklewood Carriage<br />
Sidings.<br />
Cricklewood in. Departure<br />
Sidings.<br />
Cricklewood in. Brent in. No. 1 Down fast<br />
and down<br />
local.<br />
4 coaching stock. In clear weather<br />
only.<br />
Brent in. No. 1 Cricklewood in. Up fast and 4 coaching stock. In clear weather<br />
Cricklewood in. Brent in. No. 2<br />
up local.<br />
Down goods<br />
only.<br />
4 coaching stock. In clear weather<br />
Brent in. No. 2 Cricklewood in. Up goods<br />
only. Fitted trains from Carriage<br />
Sidings.<br />
4 coaching stock. Fitted trains to<br />
Cricklewood in.<br />
Carriage Sidings.<br />
Brent Empty Wagon Down 50 freight vehicles. 30 fitted freight<br />
Sidings. reception. vehicles without brake van.<br />
Brent Jn. No. 1 Brent in. No. 2 Across running<br />
60 freight or 4 coaching stock<br />
Brent in. No. 2 Brent in. No. I lines.<br />
Across running<br />
vehicles in clear weather only.<br />
60 freight or 4 coaching stock<br />
lines. vehicles in clear weather only.<br />
Brent Empty Wagon Brent in. No. 2 Arrival and 45 freight vehicles. Without brake<br />
Sidings. departure. van in clear weather only.<br />
Brent Jn. No. 2 Brent Empty Wagon Arrival and 45 freight vehicles. Without brake<br />
Sidings. departure. van in clear weather only.<br />
Luton South Luton North Down fast Coaching stock.<br />
Down slow 10 fitted freight vehicles.<br />
Luton North Luton South Up fast Coaching stock.<br />
Kempston Road in. Bedford in. Down slow 45 freight vehicles. When the<br />
number of freight vehicles exceeds<br />
35, two brake vans and two<br />
guards, one in each brake, must<br />
accompany train.<br />
Bedford in. Bedford North Down slow Coaching stock trains, freight trains<br />
or 4 freight vehicles without<br />
brake van.<br />
188
TABLE FL—PROPELLING TRAINS OR VEHICLES—continued.<br />
From<br />
To<br />
Line<br />
Number of vehicles<br />
and special conditions<br />
ST. PANCRAS TO CHESTERFIELD<br />
Bedford North<br />
Wellingborough<br />
In.<br />
Bedford Jn.<br />
Finedon Road<br />
(VIA DERBY) AND BRANCHES—continued.<br />
Up slow<br />
Down main<br />
Down goods<br />
Coaching stock. 20 freight vehicles<br />
or 4 freight vehicles without<br />
brake van.<br />
2 freight vehicles without brake van.<br />
20 freight vehicles. 2 freight vehicles<br />
without brake van.<br />
Finedon Road<br />
Finedon Road..<br />
Neilsons Sidings<br />
London Road .1n.<br />
Leicester North<br />
Leicester North<br />
Bell Lane<br />
Trent In., signal<br />
TT.239.<br />
Ambergate, signal<br />
DY.566 or 568.<br />
Kentish Town Engine<br />
Shed In.<br />
Mortimer Street In.<br />
Mortimer Street In.<br />
Junction Road In.<br />
Carlton Road In.<br />
Cricklewood<br />
Dudding Hill In.<br />
Brent In. No. 2<br />
Dudding Hill In.<br />
Neasden Jn.<br />
Neasden South<br />
Willesden<br />
Acton Canal Wharf<br />
Luton South, reception<br />
line.<br />
Run-round on Dunstable<br />
line.<br />
Vauxhall Sidings<br />
Ridgmont (Marston<br />
Valley Brick Sidings<br />
Frame.)<br />
Bedford St. Johns<br />
Wellingborough Stn.<br />
Wellingborough in.<br />
Finedon Road<br />
Leicester North<br />
London Road Jn.<br />
Bell Lane<br />
Leicester North<br />
<strong>Limit</strong> of shunt<br />
Signal DY.574<br />
Mortimer Street In.<br />
Kentish Town Engine<br />
Shed In.<br />
Junction Road In.<br />
Mortimer Street In...<br />
Mortimer Street In...<br />
Dudding Hill In.<br />
Cricklewood<br />
Dudding Hill In.<br />
Brent In. No. 2<br />
Neasden South<br />
Neasden In.<br />
Acton Canal Wharf<br />
Willesden<br />
Run-round on Dunstable<br />
line.<br />
Luton South, reception<br />
line.<br />
Luton South<br />
Millbrook<br />
Bedford In.<br />
Up main<br />
Up goods<br />
Up main<br />
Down main<br />
Up main<br />
Down<br />
Up goods. goods 1<br />
Down main<br />
Down main<br />
Down<br />
Up<br />
Down<br />
Up 1<br />
Up (North<br />
Curve).<br />
Down<br />
Up goods. goods 1<br />
Down goods<br />
Up goods<br />
Down<br />
Up<br />
Single<br />
Single<br />
Single<br />
Single<br />
Single<br />
Down<br />
Through<br />
siding.<br />
20 S.L.U. in clear weather only.<br />
2 S.L.U. without brake van. In<br />
clear weather only.<br />
20 freight vehicles without brake<br />
van in clear weather. During fog<br />
or falling snow, a brake van must<br />
be the leading vehicle.<br />
Coaching stock and freight vehicles<br />
without brake van.<br />
Coaching stock and freight vehicles<br />
without brake van.<br />
40 freight vehicles without brake<br />
van. In clear weather only.<br />
Freight trains.<br />
25 freight vehicles.<br />
4 coaching stock. In clear weather<br />
only.<br />
4 fitted freight vehicles. Coaching<br />
stock.<br />
4 coaching stock. In clear weather<br />
only.<br />
4 coaching stock. In clear weather<br />
only.<br />
4 coaching stock. In clear weather<br />
only.<br />
4 coaching stock. In clear weather<br />
only.<br />
12 coaching stock. The leading<br />
vehicle must be fitted with an<br />
automatic brake valve.<br />
11 coaching stock or 15 freight<br />
vehicles or not more than 20<br />
fully fitted oil tanks. In clear<br />
weathei only.<br />
Freight trains and coaching stock<br />
trains. In clear weather only<br />
24 S.L.U., in clear weather only.<br />
24 Sill., in clear weather only.<br />
60 S.L.U. without brake van.<br />
60 S.L.U. without brake van.<br />
Freight vehicles. Locomotive to<br />
come to a stand immediately<br />
beyond the shunting signal applying<br />
set back down fast to ,up fast<br />
line at Luton South.<br />
Freight trains.<br />
35 S.L.U., 4 S.L.U. without brake<br />
van.<br />
189
TABLE FL—PROPELLING TRAINS OR VEHICLES—continued.<br />
From<br />
To<br />
Line<br />
Number of vehicles<br />
and special conditions.<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES—continued<br />
Wellingborough in. Whitworths Sidings "Down<br />
20 S. L. U.<br />
and up"<br />
through<br />
Melton Station Melton Jn.<br />
siding.<br />
Down 50 freight vehicles. In clear weather<br />
Syston East in. Syston South Jn. Down<br />
only.<br />
24 fitted freight vehicles. In clear<br />
weather only.<br />
Ashwell Sidings Cottesmore Single 50 freight vehicles.<br />
Melton in. Holwell Sidings Single 50 freight vehicles in clear weather<br />
only.<br />
Wigston South in. Glen Parva Jn. Down 12 coaching stock vehicles. Freight<br />
vehicles in clear weather only.<br />
TRENT JUNCTION TO NEWARK AND BRANCHES<br />
Trent Junction, signal <strong>Limit</strong> of shunt<br />
IT.239.<br />
•• Down main Freight vehicles.<br />
Trent, signal TT.224 Trent Yard Frame Up fast to Freight vehicles.<br />
down goods<br />
loop.<br />
Trent, signal TT.221 Trent, rear of signal Down goods Freight vehicles.<br />
TT.224.<br />
loop to up<br />
fast.<br />
Sneinton Crossing, Colwick Crossing, Down main<br />
signal TT.251. signal TT.247.<br />
Lenton North Jn, Lenton South .111., Down North 13 coaching stock vehicles in clear<br />
signal TT.308. rear of signal Curve weather only. Leading vehicle<br />
TT.327. goods. to be fitted with brake valve.<br />
Lenton North Jn., Rear of signal TT.308 Down Engineers' train not exceeding 10<br />
signal TT.306.<br />
Mansfield vehicles.<br />
Basford Junction Cinder Hill Empty Single 35 freight vehicles. Without brake<br />
Wagon Sidings.<br />
van in clear weather.<br />
Nottingham London Weekday Cross Single 45 S.L.U. with brake van at either<br />
Road Goods Yard. Reversing Siding. end.<br />
Weekday Cross Nottingham London Single 45 S.L.U.<br />
Reversing Siding. Road Goods Yard.<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
Stanton Gate Kaldo Plant Sidings Single Freight trains. In clear weather<br />
Stanton New Works Stanton Gate Single<br />
only.<br />
40 freight vehicles.<br />
Sidings.<br />
Pinxton Station<br />
Bentinck Colliery Single<br />
Loaded Wagon<br />
Kirkby Summit<br />
Sidings.<br />
Metal Box Co's. Single Freight trains.<br />
Mansfield South .1n.<br />
Sidings.<br />
Standard Sand Co's. Single Freight trains.<br />
Standard Sand Co's.<br />
Berry Hill Sidings.<br />
Mansfield Colliery Single 20 freight vehicles.<br />
Freight trains. Without brake van,<br />
in clear weather only.<br />
Berry Hill Sidings. Junction.<br />
Blackwell South Jn. Blackwell East Jn. Down South Freight trains. 20 fitted vehicles<br />
curve goods without brake van.<br />
Blackwell East "A" Winning Colliery Single Freight trains, without brake van.<br />
Sidings.<br />
Blackwell East New Hucknall Colliery Single Freight trains.<br />
Blackwell South Jn., Tibshelf Sidings "Down and Freight trains.<br />
signal TT.69.<br />
up" goods.<br />
Sutton Colliery Jn. Butcherwood Sidings Single Freight trains for Butcherwood<br />
Sidings only.<br />
190
TABLE In.—PROPELLING FREIGHT BRAKE VANS.<br />
When necessary to facilitate local working, not more than three freight brake vans may be<br />
propelled over any sections of the line except as shown below:—<br />
From<br />
1<br />
To<br />
Line<br />
Remarks<br />
Acton Wells .1n.<br />
•<br />
Mortimer Street .1n. • •<br />
Carlton Road Jn.<br />
Acton Yard •<br />
Carlton Road Jn• •<br />
Mortimer Street<br />
Down<br />
Down<br />
Up<br />
I only. Guard to apply hand brake<br />
before descending incline.<br />
} Prohibited.<br />
The following conditions must in all cases be observed:—<br />
A Guard must ride in the leading vehicle. He must keep a sharp look-out, warn any person who<br />
may be on or near the line, and be prepared to give any necessary hand signals to the Driver, also if<br />
necessary apply the brake.<br />
A white light must be carried in front of the leading vehicle when the propelling takes place at<br />
night, or during fog or falling snow, or in a tunnel.<br />
The speed must not exceed 45 m.p.h. when the brake van/s being propelled are fitted with the<br />
automatic brake connected and in use. Where not so fitted a speed of 20 m.p.h. must not be exceeded.<br />
When running down gradients steeper than 1 in 200, through station platforms, or over level<br />
crossings, the speed must not exceed 15 miles per hour.<br />
During fog or falling snow freight brake vans must not be propelled except in cases of emergency<br />
or where otherwise authorised.<br />
The propelling of freight brake vans during fog or falling snow is specially authorised as shown<br />
below, and such authorities are limited to one freight brake van unless otherwise shown.<br />
From<br />
To<br />
Line<br />
Remarks<br />
Willesden<br />
Brent Sidings •<br />
Sudbury South End<br />
Sidings.<br />
Kensal Green .1n.<br />
Willesden High Level<br />
Willesden High Level<br />
Jn•<br />
Old Oak RI.<br />
Old Oak Jn. •<br />
Acton Wells .1n.<br />
Old Oak .1n.<br />
Acton Wells Jn.<br />
Acton Wells<br />
Acton Yard<br />
Mitre Bridge .1n•<br />
Kensal Green •In.<br />
Willesden •<br />
EUSTON TO CREWE AND BRANCHES<br />
Brent Sidings • Nos. 1 and<br />
2 down<br />
through<br />
Willesden<br />
sidings.<br />
Down goods<br />
departure<br />
Nos. 1, 2<br />
and 3.<br />
Willesden High Level<br />
Sidings.<br />
Willesden High Level<br />
Jn•<br />
Kensal Green .1n.<br />
Engine line<br />
Down<br />
Up<br />
Old Oak .1n.<br />
Willesden High Level<br />
Acton Wells .1n•<br />
Old Oak Jn.• •<br />
Acton Wells Jn. •<br />
Old Oak RI. • • •<br />
Acton Yard<br />
Acton Wells Jn. • •<br />
Willesden<br />
Willesden<br />
•<br />
•<br />
Kensal Green .1n. • •<br />
Down<br />
Up •<br />
Down<br />
Up<br />
Down goods<br />
Up goods •<br />
Down<br />
Up<br />
Down<br />
Down City<br />
Up City<br />
•<br />
RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES<br />
Hednesford No. 1 ..1 Hednesford No. 3 D o w n<br />
Bagworth<br />
DERBY TO BLACKWELL AND BRANCHES<br />
• •1 Desford Colliery<br />
I Sidings.<br />
Up<br />
191
TABLE 11.—PR OPELLING FREIGHT BRAKE VANS—con<br />
tinued.<br />
From<br />
To<br />
Line<br />
Remarks<br />
United Colliery<br />
Rossett<br />
Croes Newydd South<br />
Fork.<br />
Croes Newydd West<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Rossett<br />
United Colliery<br />
Croes Newydd West<br />
Croes Newydd South<br />
Fork.<br />
Down<br />
Up<br />
Down<br />
Up<br />
• •<br />
Facing points at Croes Newydd East<br />
set for South Fork Loop before<br />
locomotive and van leaves West<br />
box.<br />
Wigston South Jn.<br />
Wigston North Jn.<br />
London Road Jn.<br />
Leicester North<br />
Leicester North<br />
Bell Lane<br />
Bell Lane H u m b e r s t o n e Road<br />
Humberstone Road .1n.<br />
Corby North<br />
Corby North<br />
Lloyds Sidings South<br />
ST. PANCRAS TO CHESTERt DID (VIA DERBY) AND BRANCHES<br />
Wigston North<br />
Wigston South Jn.<br />
Leicester North<br />
London Road<br />
Bell Lane<br />
Leicester North<br />
Bell Lane<br />
Storefield<br />
Lloyds Sidings South<br />
Corby North<br />
Down main<br />
and down<br />
goods.<br />
Up main and<br />
up goods.<br />
Down goods<br />
Up goods<br />
Down main<br />
and down<br />
goods.<br />
Up main and<br />
up goods.<br />
Down main<br />
and down<br />
goods.<br />
Up main and<br />
up goods.<br />
Up<br />
Down<br />
Up<br />
TRENT JUNCTION TO NEWARK AND BRANCHES<br />
Radford<br />
Lincoln Street<br />
Crossing.<br />
Down<br />
Lincoln Street<br />
Crossing.<br />
Bulwell Forest Crossing<br />
Bestwood Park<br />
H uc knall Colliery<br />
Sidings.<br />
Linby Colliery Sidings<br />
Linby<br />
Bulwell Forest<br />
Crossing.<br />
Bestwood Park .1n.<br />
Hucknall Colliery<br />
Sidings.<br />
Linby Colliery<br />
Sidings.<br />
Linby<br />
Annesley<br />
Down<br />
Down<br />
Down<br />
Down<br />
Down<br />
Down<br />
TABLE G.—WORKING IN WRONG DIRECTION.<br />
Vehicles may be set back or drawn in the wrong direction as shown below:—<br />
In the case of freight vehicles, unless otherwise shown, a guard's brake van (in which a Guard or<br />
<strong>Shunt</strong>er must ride) must be the leading vehicle when setting back in the wrong direction, and the<br />
rear vehicle when drawing in the wrong direction.<br />
A brake van must be provided with coaching stock vehicles, unless otherwise shown.<br />
Where a setting back movement is involved, in the case of coaching stock vehicles or where<br />
authority is given for freight vehicles to be worked without a brake van, a Guard or <strong>Shunt</strong>er must<br />
ride on the leading or nearest suitable vehicle in accordance with the instructions shown in Table "F ".<br />
These arrangements do not apply to vehicles conveying passengers, except where the items are<br />
marked "P".<br />
The automatic brake, unless otherwise shown, must be connected up and in use when coaching<br />
stock vehicles are worked under this arrangement.<br />
Except where fixed signals are provided to give permission for a wrong direction movement to<br />
be made, the Driver must not move in the wrong direction until he receives instructions to do so from<br />
the Signalman.<br />
After sunset, during fog or falling snow or in a tunnel, a red light must be carried on the leading<br />
end of the movement in accordance with the Rule Book, <strong>Section</strong> H, clause 8.4.<br />
192
TABLE G.—WORKING IN WRONG DIRECTION—continued.<br />
A lamp must at all times be carried on the trailing end of the movement, which, after sunset,<br />
during fog or falling snow or in a tunnel, must show a white light.<br />
The lamp on the trailing end is an indication to the Signalman at the signal box in advance (in<br />
the direction of travel) that the movement which entered the section has arrived complete. Should,<br />
therefore, a vehicle or vehicles be detached from a wrong direction movement between two signal<br />
boxes and left on the running line, the lamp must not be transferred from the trailing end of the<br />
detached vehicle or vehicles to the portion of the movement continuing through the section; the<br />
absence of such lamp on this portion indicating to the Signalman at the advance box that the whole<br />
of the movement has not cleared the section.<br />
Should it be necessary for the Signalman to give the "Train clear of <strong>Section</strong>" signal before the<br />
last vehicle of a wrong direction movement has passed the signal box, he must, before giving such<br />
signal, ascertain from the Person in charge of the movement that the whole of the movement has been<br />
shunted clear of the line concerned, or has arrived complete, and the Person in charge of the movement<br />
will be held responsible for giving this information to the Signalman.<br />
From<br />
To<br />
Line<br />
Remarks<br />
Willesden<br />
High Level Sidings<br />
<strong>Shunt</strong>ing Frame<br />
Rugeley No. 2<br />
Queensville<br />
Stafford No. 4<br />
Stafford No. 5<br />
Basford Hall in.<br />
Salop Goods in.<br />
Crewe South in.<br />
Crewe South in.<br />
Crewe North in.<br />
EUSTON TO CREWE AND BRANCHES<br />
Brent Sidings Down<br />
through<br />
sidings Nos.<br />
1and 2 and<br />
down<br />
goods<br />
departure<br />
Nos. 1 2,<br />
and 3.<br />
Willesden Carriage Up empty<br />
Shed South<br />
carriage<br />
Rugeley No. 1<br />
Stafford No. 4<br />
Stafford No. 5<br />
Stafford No. 4<br />
Crewe Sorting Sidings<br />
North.<br />
Crewe Sorting Sidings<br />
Middle Down.<br />
Crewe North in.<br />
Crewe North in.<br />
Crewe South in.<br />
Middle<br />
siding.<br />
Up through<br />
siding.<br />
Up slow and<br />
No. 1<br />
platform.<br />
Down slow<br />
and No. 3<br />
platform<br />
Up fast<br />
independent<br />
Down fast<br />
independent<br />
and down<br />
slow independent.<br />
Up platforms<br />
Nos.<br />
4 and 5 and<br />
up through.<br />
Up<br />
platform<br />
No. 6.<br />
Down<br />
platforms<br />
Nos. 1 and<br />
2 and down<br />
through<br />
Nos. 1 and<br />
2.<br />
Coaching stock. Freight vehicles<br />
without brake van.<br />
12 coaching stock vehicles in clear<br />
weather and during daylight only.<br />
When more than 6 vehicles are<br />
propelled the leading vehicle<br />
must be fitted with a brake valve.<br />
Without brake van.<br />
Without brake van.<br />
Without brake van.<br />
Without brake van.<br />
Coaching stock. Freight vehicles<br />
without brake van.<br />
Coaching stock. Freight vehicles<br />
without brake van.<br />
P. Without brake van<br />
P. When vehicles are detached<br />
from an up train and the front<br />
portion has gone forward as a<br />
complete train, a locomotive<br />
accompanied by a <strong>Shunt</strong>er may<br />
enter the occupied section at the<br />
Crewe South in. end and propel<br />
the detached vehicles in the<br />
wrong direction to Crewe North<br />
in. box without brake van.<br />
P. Without brake van.<br />
193
TABLE G.—WORKING IN WRONG DIRECTION—continuea.<br />
From To Line Remarks<br />
EUSTON TO CREWE AND BRANCHES—continued.<br />
Crewe Sorting Sidings<br />
North.<br />
Gresty Lane No. 1 Up Coaching stock. Freight vehicles<br />
without brake van.<br />
Gresty Lane No. I Crewe Sorting Sidings<br />
North.<br />
Down Coaching stock. Freight vehicles<br />
without brake van.<br />
Salop Goods ht. Gresty Lane No. 1 Down Coaching stock. Freight vehicles<br />
without brake van.<br />
Camden ht. Hampstead Road .1n. Down North<br />
Camden Yard<br />
<strong>Shunt</strong>ing Frame<br />
London.<br />
Hampstead Road Nos. 1 and 2<br />
down goods<br />
arrival.<br />
Freight vehicles without brake van.<br />
Kensington North Kensington South Up main and In clear weather only.<br />
Main. Main. up platform.<br />
Kensington South Kensington North Down main In clear weather only.<br />
Main.<br />
Main.<br />
Kensington South<br />
Main.<br />
Lillie Bridge Up goods In clear weather only.<br />
Lillie Bridge Kensington South<br />
Main.<br />
Down goods In clear weather only.<br />
Watford Watford No. 3 Up branch Coaching stock. Freight vehicles<br />
without brake van.<br />
Northampton No. 1 Northampton No. 2 Up<br />
platform.<br />
Coaching stock. Freight vehicles<br />
without brake van.<br />
Northampton No. 2 Northampton No. 1 Down main Coaching stock. Freight vehicles<br />
without brake van.<br />
Northampton No. 2 Northampton No. 3 Up slow Coaching stock. Freight vehicles<br />
without brake van.<br />
Northampton No. 3 Northampton No. 2 Down fast<br />
and down<br />
slow.<br />
Up Western Line Market Harborough.. Up<br />
Ground Frame<br />
Neasden North<br />
Coaching stock. Freight vehicles<br />
without brake van.<br />
RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES<br />
Up Side Frame Hawkesbury Lane Up Locomotive with not more than<br />
two brake vans.<br />
Vauxhall <strong>Shunt</strong>ing Curzon Street.. Down Without brake van.<br />
Frame<br />
through<br />
siding.<br />
Lichfield City No. 1 Lichfield City No. 2 Up Without brake van.<br />
platform.<br />
Lichfield City No. 2 Lichfield City No. I Down main<br />
and down<br />
Without brake van.<br />
Hednesford No. 2 Hednesford No. 1<br />
platform.<br />
Down Freight vehicles. Without brake<br />
Hednesford No. 3 Hednesford No. 2 Down<br />
van in clear weather only.<br />
Freight vehicles. Drawn only.<br />
Banbury South<br />
Banbury North<br />
IVIARYLEBONE TO CLAYDON AND BRANCHES<br />
Neasden South Down goods 42 freight vehicles. 25 freight<br />
arrival vehicles without brake van in<br />
clear weather only.<br />
OXFORD TO BIRMINGHAM AND BRANCHES<br />
Banbury North<br />
Banbury South<br />
Up main and<br />
up goods.<br />
Down main<br />
and down<br />
relief.<br />
DROITWICH SPA TO WALSALL AND BRANCHES<br />
Kidderminster Jn. Kidderminster U p<br />
Station.<br />
Kidderminster Station Kidderminster in. Down<br />
194
TABLE G.—WORKING IN WRONG DIRECTION—continued.<br />
From To Line Remarks<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Sunny Hill Melbourne in. Down goods Trains from R.O.D. sidings.<br />
Wetmore Sidings Horninglow Bridge Up through Drawn freight trains only.<br />
Pinfold Crossing<br />
Hockley Crossing<br />
Uttoxeter<br />
Pinfold Crossing<br />
siding.<br />
Down<br />
Down main<br />
10 coaching stock (in connection<br />
with Uttoxeter Race meetings<br />
only). 12 freight vehicles. May<br />
be propelled without brake van.<br />
Without brake van in clear weather<br />
Down<br />
only.<br />
Without brake van.<br />
reception.<br />
Branston in., signal Birmingham Curve in., Down 30 freight vehicles without brake<br />
DY.97 or 99.<br />
signal DY.135. through van.<br />
siding.<br />
Bradwell Sidings<br />
Longport in.<br />
COLWICH TO MACCLESFIELD AND BRANCHES<br />
Longport in. Down goods 10 SI. U. without brake van.<br />
Bradwell Sidings g o Up o d s 3 5 freight vehicles<br />
Wellington No. 2<br />
Wellington No. 3<br />
Severn Bridge in.<br />
Abbey Foregate<br />
Crewe in.<br />
Severn Bridge in.<br />
Crewe Bank<br />
Wrexham Station<br />
Ground Frame<br />
Gresty Lane Down<br />
Sidings Frame.<br />
WOLVERHAMPTON<br />
Wellington No. 3<br />
Wellington No. 2<br />
Abbey Foregate<br />
Severn Bridge in.<br />
Severn Bridge in.<br />
Crewe in.<br />
Crewe in.<br />
Croes Newydd North<br />
Fork.<br />
Gresty Lane No. 2<br />
TO CHESTER AND BRANCHES<br />
Up main and<br />
up platform.<br />
Down main<br />
and down<br />
platform.<br />
Down main<br />
No. 1 up<br />
main.<br />
Down main<br />
and down<br />
platform.<br />
Up main and<br />
up platform.<br />
Down goods<br />
Down<br />
Down<br />
through<br />
siding.<br />
All including empty diesel multiple<br />
units.<br />
All including empty diesel multiple<br />
units.<br />
Coaching stock, 30 freight vehicles<br />
without brake van. Drawn only.<br />
Coaching stock.<br />
P.<br />
P.<br />
Coaching stock and freight vehicles<br />
without brake van.<br />
Chester No. 1<br />
Chester No. 2<br />
Chester No. 2<br />
Chester No. 2<br />
Chester No. 3<br />
Chester No. 4<br />
Chester No. 3A<br />
Chester No. 4<br />
CREWE TO BIRKENHEAD AND BRANCHES<br />
Chester No. 2<br />
Chester No. I<br />
Chester No. 4<br />
Chester No. 3<br />
Chester No. 4<br />
Chester No. 2<br />
Chester No. 2<br />
Chester No. 3A<br />
Up fast<br />
Down Crewe<br />
and down<br />
fast.<br />
Up fast (via<br />
No. 3A).<br />
Up main and<br />
up platform.<br />
Up main<br />
Down main<br />
and down<br />
platform<br />
(via No. 3)<br />
Down fast<br />
Down fast<br />
and down<br />
slow.<br />
P. Without brake van.<br />
P. Without brake van.<br />
P. Without brake van.<br />
P. Without brake van.<br />
P. Without brake van.<br />
P. Without brake van.<br />
P. Without brake van.<br />
P. Without brake van.<br />
195
TABLE G.—WORKING IN WRONG DIRECTION—continued.<br />
From<br />
To<br />
Line<br />
Remarks<br />
CREWE TO BIRKENHEAD AND BRANCHES—continued.<br />
Chester No. 4<br />
Chester No. 6<br />
Chester No. 6<br />
Chester No. 4<br />
Up fast and<br />
up slow.<br />
Down fast<br />
P. Without brake van.<br />
P. Without brake van.<br />
and down<br />
slow.<br />
Chester No. 4 Chester No. 5 • Up main P. Without brake van.<br />
Chester No. 5 • Chester No. 4 • • Down main P. Without brake van.<br />
Chester No. 5 •• Chester No. 6 • • Up P. Without brake van.<br />
Chester No. 6 • Chester No. 5 • Down P. Without brake van.<br />
Hooton South • Hooton North • • Up fast Locomotives with not more than<br />
two brake vans only.<br />
Green Lane in. Rock Ferry Down goods Empty diesel multiple units, coaching<br />
stock. Drawn only.<br />
Green Lane in. Brook Street Up Locomotives with not more than<br />
two brake vans.<br />
Brook Street Canning Street North Up Freight vehicles without brake<br />
van.<br />
Canning Street North Brook Street Down Freight vehicles without brake van.<br />
Ellesmere Port No. 2 Ellesmere Port No. 4 Up Freight vehicles without brake van.<br />
Ellesmere Port No. 4 Ellesmere Port No. 2 Down Freight vehicles without brake van.<br />
Ellesmere Port No. 5 Ellesmere Port No. 4 Down main 25 freight vehicles without brake<br />
van.<br />
Ellesmere Port No. 5 Shell Sidings Ground Up<br />
Frame<br />
Shell Sidings Ground Stanlow & Thornton Up Drawn movements only.<br />
Frame<br />
Freight vehicles. Must be propelled.<br />
CHESTER TO HOLYHEAD AND BRANCHES<br />
Rhyl No. I Rhyl No. 2 Up slow Parcel trains.<br />
Rhyl No. 2 Rhyl No. 1 Down slow<br />
and down<br />
passenger<br />
loop.<br />
Vauxhall Frame<br />
Luton North<br />
Bedford in.<br />
Bedford North..<br />
Wellingborough<br />
Station.<br />
Up Sidings Ground<br />
Frame<br />
Wigston South in.<br />
London Road in.<br />
Leicester North<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
Luton South<br />
Luton South<br />
Bedford North<br />
Bedford in.<br />
Wellingborough in.<br />
Market Harborough..<br />
Wigston North in.<br />
Leicester North<br />
London Road in.<br />
Up slow<br />
Down fast<br />
No. 3 down<br />
platform.<br />
Down slow..<br />
Up slow<br />
Down slow<br />
Down main.<br />
Up<br />
Up goods<br />
Up<br />
reception.<br />
No. 3 and 4<br />
up platform.<br />
Nos. 1 and 2<br />
down<br />
platform.<br />
196<br />
Drawn movements or not more<br />
than 10 freight vehicles when<br />
movement is propelled.<br />
Coaching stock vehicles or 4 fitted<br />
freight vehicles.<br />
P. 9 coaching stock.<br />
9 coaching stock.<br />
Light locomotives only.
TABLE G.—WORKING IN WRONG DIRECTION—continued.<br />
From<br />
To Line Remarks<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES—continued.<br />
Derby Engine Sidings No. 2 Down loco<br />
Millbrook Ridgmont (Marston Down Valley Brick<br />
Freight trains in clear weather only.<br />
Forders Sidings Sidings frame)<br />
Millbrook (Wootton Down Freight trains in clear weather only.<br />
Pillinge Siding<br />
Ashwell Station Yard frame)<br />
Ashwell Down<br />
Sidings Ground<br />
Frame<br />
Ashwell Down Lie-by Ground Frame<br />
Ashwell Down<br />
TRENT JUNCTION TO NEWARK AND BRANCHES<br />
Trent Yard Frame Trent, signal TT.221. • Down goods Freight vehicles.<br />
loop.<br />
Clifton Colliery Lenton South In., Up goods<br />
Freight trains.<br />
Ground Frame. signal TT.327.<br />
Hucknall Byron Station Hucknall Colliery Down<br />
Frame. S i d i n g s .<br />
TABLE HL—WORKING OF FREIGHT VEHICLES WITHOUT A BRAKE VAN IN REAR.—<br />
RULE BOOK, SECTION H, CLAUSE 6.1.<br />
Referring to <strong>Section</strong> H of the Rule Book (Working of Trains) clause 6.1, the following is a list<br />
of places where freight vehicles may be worked without a brake van in rear. When convenient<br />
however, a brake van, or other suitable vehicle, for use of the man-in-charge of the train, should be<br />
marshalled as near to the rear of the train as practicable but when this cannot be done the man may<br />
ride on the locomotive. In all cases where the vehicles are fitted with the automatic brake this must<br />
be connected and used. A tail signal must be carried on the last vehicle.<br />
One wagon of fuel or stores for signal boxes and Stations, or the empty vehicle in connection<br />
therewith, may be worked without a brake van between any two signal boxes, provided the signal<br />
boxes concerned are not more than one mile apart.<br />
From To Line<br />
Number of vehicles<br />
and special conditions<br />
EUSTON TO CREWE AND BRANCHES<br />
Willesden Brent Sidings Down<br />
through<br />
sidings<br />
70<br />
Nos. 1 and<br />
2.<br />
Brent Sidings Willesden Down 70<br />
through<br />
sidings<br />
Nos. 1 and<br />
2 and down<br />
goods<br />
departure<br />
Nos. 1, 2<br />
and 3.<br />
Wembley Central High Level Sidings Up High<br />
Level<br />
40<br />
arrival.<br />
High Level Sidings Willesden<br />
<strong>Shunt</strong>ing Frame<br />
Up<br />
carriage<br />
and up<br />
departure.<br />
Willesden Carriage<br />
Shed South.<br />
High Level Sidings<br />
<strong>Shunt</strong>ing Frame.<br />
Up<br />
carriage.<br />
40<br />
197
TABLE HL—WORKING OF FREIGHT VEHICLES WITHOUT A BRAKE VAN IN REAR—<br />
RULE BOOK, SECTION H, CLAUSE 6.1—continued.<br />
From<br />
Willesden Carriage<br />
Sidings North.<br />
Watford • •<br />
Watford No. 3<br />
Stafford No. 1<br />
Stafford No. 1<br />
Stafford No. 4 •<br />
Stafford No. 4<br />
Stafford No. 5<br />
Crewe North Stafford<br />
Sidings.<br />
Crewe South in.<br />
Crewe Sorting Sidings<br />
South.<br />
Crewe North Stafford<br />
Sidings.<br />
Crewe Sorting Sidings<br />
North.<br />
Gresty Lane No. 1<br />
Gresty Lane No. 1<br />
Salop Goods in.<br />
Salop Goods Jn•<br />
Crewe North in.<br />
Gresty Lane No. 1<br />
Crewe South Jn.<br />
Basford Hall in.<br />
Salop Goods in.<br />
Crewe South<br />
Crewe North in.<br />
Number of vehicles<br />
To<br />
Line<br />
and special conditions<br />
EUSTON TO CREWE AND BRANCHES—continued.<br />
Willesden Carriage<br />
40<br />
Shed South.<br />
Watford No. 3<br />
30<br />
40<br />
30<br />
•<br />
••<br />
• •<br />
• •<br />
• •<br />
• •<br />
• •<br />
Watford<br />
Queensville<br />
Stafford No. 4<br />
• Queensville •<br />
Stafford No. 5<br />
Stafford No. 4<br />
Crewe South in.<br />
Basford Hall in.<br />
Crewe North Jn.<br />
Crewe South in.<br />
••<br />
•<br />
• •<br />
•<br />
Crewe North Stafford<br />
Sidings.<br />
Crewe North Stafford<br />
Sidings.<br />
Crewe Sorting Sidings<br />
South.<br />
Gresty Lane No. 1 •<br />
Crewe Sorting Sidings<br />
North.<br />
Salop Goods in. • •<br />
Gresty Lane No. 1 • •<br />
Crewe North in.<br />
Salop Goods in. • •<br />
Crewe South Jn. •<br />
Gresty Lane No. 1 •<br />
Salop Goods in. • •<br />
Up empty<br />
carriage<br />
siding.<br />
"Down<br />
and up".<br />
Up • •<br />
Up slow • •<br />
Down slow.<br />
Up through<br />
siding.<br />
Down slow<br />
Nos. 3 and 6<br />
platforms<br />
and "down<br />
and up"<br />
goods.<br />
Up slow, Nos<br />
1and 6<br />
platforms<br />
and "down<br />
and up"<br />
goods.<br />
Down<br />
Up •<br />
Down<br />
Up<br />
Down<br />
Up<br />
Down<br />
Up •<br />
Down<br />
Up<br />
Down<br />
Up • • • •<br />
Down fast<br />
independent<br />
and down<br />
slow independent.<br />
Up fast<br />
independent<br />
and up<br />
slow independent.<br />
Nos. 1, 2 and<br />
3 platforms,<br />
Nos. 1 and<br />
2 through<br />
and Horse<br />
Landing.<br />
Nos. 3, 4, 5<br />
and 6<br />
platforms,<br />
No. 5<br />
through<br />
and Horse<br />
Landing.<br />
198
TABLE HL—WORKING OF FREIGHT VEHICLES wrrHouT A BRAKE VAN IN REAR—<br />
RULE BOOK, SECTION H<br />
, C L A U S E<br />
6 . 1 —<br />
c o<br />
From<br />
n t i n u e d . To Line<br />
Number of vehicles<br />
and special conditions<br />
EUSTON TO CREWE AND BRANCHES—continued.<br />
Northampton No. 1 Northampton No. 2 Down main 5<br />
and down<br />
platform<br />
Northampton No. 2 Northampton No. 1 Up main 5<br />
and up<br />
platform.<br />
Northampton No. 2 Northampton No. 3 Down fast 5<br />
and down<br />
slow.<br />
Northampton No. 3 Northampton No. 2.. Up fast and 5<br />
up slow.<br />
Northampton No. 2 Northampton No. 4.. Down and 30<br />
"down and<br />
up"<br />
goods.<br />
Northampton No. 4 Northampton No. 3.. Up goods<br />
Kensington South Lillie Bridge Up goods<br />
Main.<br />
Neasden Coal Yard<br />
and Coal Depot<br />
Sidings.<br />
MARYLEBONE TO CLAYDON AND BRANCHES<br />
Neasden North Down slow Empty vehicles only.<br />
and down<br />
goods<br />
arrival.<br />
RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES<br />
Soho Pool Wharf Soho Road Single 25<br />
Soho Road Soho Pool Wharf Single 25<br />
Windsor Street Goods Aston, signal NS.63 Departure<br />
Lichfield City No. 1 Lichfield City No. 2.. Down main<br />
and down<br />
platform.<br />
Lichfield City No. 2 Lichfield City No. 1.. Up main<br />
and up<br />
platform.<br />
OXFORD TO BIRMINGHAM AND BRANCHES<br />
Tyseley No. 1 Small Heath No. 1 1"Up and 30<br />
<strong>Shunt</strong>ing Frame down"<br />
through<br />
siding.<br />
Small Heath No. 1<br />
<strong>Shunt</strong>ing Frame<br />
Small Heath, signal<br />
SY.I73 or 169.<br />
Tyseley No. I<br />
Tyseley No. I<br />
"Up and<br />
down"<br />
through<br />
siding.<br />
Up through<br />
siding.<br />
DROITWICH SPA TO WALSALL AND BRANCHES<br />
Hartlebury Station Hartlebury in. Down main 12<br />
Kidderminster Station Kidderminster in. Up Clear weather only.<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Derby, signal DY.388 Melbourne in., signal<br />
DY.378.<br />
Down main<br />
West.<br />
10<br />
Derby, signal DY.392.. Melbourne in., signal<br />
DY.378.<br />
Down goods<br />
West.<br />
10 in clear weather only.<br />
Horninglow Bridge<br />
Branston in., rear of<br />
signal DY.99.<br />
Down goods 30 in clear weather only.<br />
Leicester Jn., signal Horninglow Bridge,<br />
DY.145.<br />
signal DY.157.<br />
Up goods 30 in clear weather only.<br />
199<br />
30<br />
30
TABLE HL—WORKING OF FREIGHT VEHICLES WITHOUT A BRAKE VAN IN REAR—<br />
RULE BOOK, SECTION H, CLAUSE 6.1—continued.<br />
From<br />
To<br />
Line<br />
Number of vehicles<br />
and special conditions<br />
Washwood Heath,<br />
signal SY.225.<br />
Uttoxeter<br />
Pinfold Crossing<br />
Hockley Crossing<br />
Coalville Crossing<br />
DERBY TO BLACKWELL AND BRANCHES—continued.<br />
Signal SY.221<br />
• Pinfold Crossing<br />
•• Hoekley Crossing<br />
• Uttoxeter<br />
• Mantle Lane<br />
•<br />
• •<br />
•<br />
• •<br />
Up goods<br />
Down<br />
Down<br />
Up<br />
Down<br />
35<br />
5<br />
50<br />
Stoke-on-Trent, signal<br />
SEW.<br />
Grange in.<br />
Longport in.<br />
Wellington No. 2<br />
Wellington No. 4<br />
Abbey Foregate<br />
Sutton Bridge in.<br />
Severn Bridge in.<br />
Crewe Jn.<br />
Crewe in.<br />
Severn Bridge in.<br />
Sutton Bridge in.<br />
Crewe in.<br />
Crewe Bank<br />
Croes Newydd North<br />
Fork.<br />
Wrexham North<br />
Nantmawr Quarry<br />
Sidings.<br />
Pwilheli East<br />
Pwllheli West<br />
\iron in.<br />
Crewe North in.<br />
Chester No. 1<br />
Chester No. 2<br />
Chester No. 2<br />
Chester No. 2<br />
COLWICH TO MACCLESFIELD AND BRANCHES<br />
Grange in.<br />
Stoke-on-Trent, signal<br />
SE.2.<br />
Bradwell Sidings<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Wellington No. 4 Down main<br />
Wellington No. 2 Up main<br />
Sutton Bridge in. Down 35 S.L.U.<br />
Abbey Foregate Up<br />
35 S.L.U.<br />
Crewe in.<br />
Down main, 35 S.L.U.<br />
down main<br />
platform<br />
and "up<br />
& down"<br />
Severn Bridge in.<br />
platform.<br />
Up main, 35 S.L.U.<br />
up main<br />
platform<br />
and "up<br />
& down"<br />
platform.<br />
Coton Hill North • Down 60 S.L.U.<br />
Sutton Bridge in. Down 35 S.L.U.<br />
Severn Bridge in. • Up<br />
35 S.L.U.<br />
Crewe Bank • Down<br />
Crewe in.<br />
Up<br />
Wrexham North Down<br />
Croes Newydd North<br />
Fork.<br />
Nantmawr in.<br />
PwIlhell West..<br />
Pwllheli East<br />
Brymbo Middle<br />
Crossing.<br />
Crewe Steel Works<br />
Chester No. 2..<br />
Chester No. 1<br />
Chester No. 4<br />
Chester No. 3A<br />
Down goods<br />
Up goods<br />
Down goods<br />
Up<br />
Single<br />
Down<br />
Up<br />
Single<br />
CREWE TO BIRKENHEAD AND BRANCHES<br />
Down<br />
Down Crewe<br />
and down<br />
fast.<br />
Up Crewe<br />
and up fast.<br />
Down main<br />
and down<br />
platform<br />
(via No. 3).<br />
Down fast<br />
and "down<br />
and up"<br />
platform.<br />
200<br />
10 S.L.U.
TABLE Ill.—WORKING OF FREIGHT VEHICLES WITHOUT A BRAKE VAN IN REAR—<br />
RULE BOOK, SECTION H, CLAUSE 6.1—continued.<br />
From<br />
To<br />
Line<br />
Number of vehicles<br />
and special conditions<br />
Chester No. 3A • Chester No.<br />
Chester No. 3<br />
Chester No. 3A<br />
Chester No. 4<br />
Chester No. 4<br />
Chester No. 4<br />
Chester No. 4<br />
Chester No. 6<br />
Chester No. 4<br />
Chester No. 5<br />
Chester No. 5<br />
Chester No. 6<br />
Hooton South<br />
Hooton North<br />
Brook Street<br />
Canning Street North<br />
Ellesmere Port No. 2 •<br />
Ellesmere Port No. 4<br />
Ellesmere Port No. 4<br />
Ellesmere Port No. 4<br />
Ellesmere Port No. 5<br />
Helsby, Exchange<br />
Siding Ground<br />
Frame.<br />
Birkenhead North<br />
No. 2.<br />
Bidston East in.<br />
CREWE TO BIRKENHEAD AND BRANCHES—continued.<br />
Chester No. 2<br />
Chester No. 4<br />
Chester No. 3A<br />
Chester No. 3<br />
Chester No. 2<br />
Chester No. 6<br />
Chester No. 4<br />
••<br />
••<br />
• •<br />
••<br />
•<br />
Chester No. 5<br />
Chester No. 4<br />
Chester No. 6 •<br />
Chester No. 5 • •<br />
Hooton North •<br />
Hooton South<br />
Canning Street North<br />
Brook Street •<br />
Ellesmere Port No. 4<br />
Ellesmere Port No. 2.<br />
Ellesmere Port No. 5. •<br />
Ellesmere Port No. 5<br />
Ellesmere Port No. 4<br />
Helsby West<br />
Cheshire<br />
Bidston East in.<br />
Birkenhead North<br />
No. 2.<br />
Up fast<br />
"down and<br />
up" platform<br />
and<br />
up goods.<br />
Up main and<br />
up platform<br />
Down fast • •<br />
Up fast • •<br />
Up main<br />
No. 1 siding<br />
Down fast<br />
and down<br />
slow<br />
Up fast<br />
and up slow.<br />
Down main<br />
Up main<br />
Down<br />
Up •<br />
All down<br />
All up • •<br />
Down goods<br />
Up goods • •<br />
Down •<br />
Up • •<br />
Down • •<br />
"Down<br />
and up"<br />
"Down<br />
and up."<br />
Up<br />
"Down<br />
and up"<br />
goods.<br />
Up goods •<br />
60<br />
60<br />
60<br />
50<br />
Menai Bridge<br />
Llanfair.<br />
CHESTER TO HOLYHEAD AND BRANCHES<br />
Llanfair<br />
Gaerwen<br />
..1 Single . . 1 6 S.L.U.<br />
I Down . 1 6 S.L.U.<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
Dock in. •• St. Pancras U p goods<br />
Dock •In. •• St. Paul's Road Down goods<br />
Goods<br />
St. Paul's Road<br />
Goods<br />
Dock in. Up goods •<br />
Brent in. No. 2 Empty Wagon Sidings Arrival and 50<br />
departure.<br />
Brent Empty Wagon Brent in. No. 2 Departure 50<br />
Sidings.<br />
and arrival.<br />
Bedford.ln. Bedford North Down slow 4<br />
Bedford North.. Bedford in• Up slow • • 4<br />
Finedon Road Neilsons Sidings Down main 20<br />
Neilsons Sidings Finedon Road<br />
Down goods<br />
Up main<br />
50 S.L.U. in clear weather only.<br />
20<br />
Up goods • 50 S.L.U. in clear weather only.<br />
201
TABLE HL—WORKING OF FREIGHT VEHICLES WITHOUT A BRAKE VAN IN REAR—<br />
RULE BOOK, SECTION H, CLAUSE 6.1—continued.<br />
From<br />
To<br />
Line<br />
Number of vehicles<br />
and special conditions<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES—continued.<br />
Knighton South Leicester North Down main 10. In clear weather only.<br />
and down<br />
goods.<br />
Leicester North Knighton South In• • • Up main 10• In clear weather only.<br />
and up<br />
goods.<br />
Leicester North Humberstone Road Down main 10. In clear weather only.<br />
Jn. Down goods. 40. In clear weather only.<br />
Humberstone Road In. Leicester North • • Up main • • 10. In clear weather only.<br />
Up goods • • 40. In clear weather only.<br />
St. Mary's Yard • • Derby, signal DY.471 Up main • • 40.<br />
St. Mary's Yard • • Derby, signal DY.475 Up goods • • 40• In clear weather only.<br />
Derby, signal DY•506 St. Mary's Yard • • Down main 40•<br />
Derby, signal DY.504 St. Mary's Yard • • Down goods 40. In clear weather only.<br />
Neasden In. • • • Neasden South • Down. 30.<br />
Luton South • • • • Vauxhall Sidings • • Single<br />
Vauxhall Sidings • • Luton South • • Single<br />
Wirksworth • • • Gorsey Bank Loop • • Single<br />
TRENT JUNCTION TO NEWARK AND BRANCHES<br />
Clifton Colliery<br />
Ground Frame.<br />
Cinder Hill Colliery<br />
Empty Wagons<br />
Sidings.<br />
Beeston North In., Up goods • •<br />
signal TT.329•<br />
Basford In. • • Single Brake van must be attached next to<br />
the locomotive.<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
Riddings Frame Stoneyford Frame U p goods • .!<br />
TABLE H2.—WORKING OF COACHING STOCK VEHICLES WITHOUT A BRAKE VAN<br />
BEYOND STATION LIMITS.<br />
Working of fitted coaching stock vehicles without brake van is authorised as shown below,<br />
subject to any special conditions shown. Unless otherwise shown, the continuous brake must be<br />
connected up and in use. A Guard or <strong>Shunt</strong>er must ride on the rear or nearest suitable vehicle, and<br />
a tail lamp must be carried on the last vehicle. When no suitable vehicle is available the man may<br />
ride on the locomotive.<br />
These arrangements do not apply to vehicles conveying passengers, except in the case of items<br />
marked "P."<br />
From<br />
Line<br />
Number of vehicles<br />
and special conditions<br />
Willesden<br />
EUSTON TO CREWE AND BRANCHES<br />
Brent Sidings<br />
Down<br />
through<br />
sidings<br />
Nos. I and<br />
2.<br />
202
TABLE HI—WORKING OF COACHING STOCK VEHICLES WITHOUT A BRAKE VAN<br />
BEYOND STATION LIMITS—continued.<br />
From<br />
To<br />
Line<br />
Number of vehicles<br />
and special conditions<br />
Brent Sidings<br />
Willesden Carriage<br />
Sidings North.<br />
Willesden Carriage<br />
Shed South.<br />
High Level Sidings,<br />
<strong>Shunt</strong>ing Frame.<br />
Willesden Carriage<br />
Stabling Sidings.<br />
Watford<br />
Watford No. 3<br />
Rugeley No. 2<br />
Stafford No. I<br />
Stafford No. 4<br />
Stafford No. 4<br />
Stafford No. 5<br />
Gresty Lane No. 1<br />
Crewe South Jn.<br />
Crewe Sorting<br />
Sidings North.<br />
Gresty Lane No. I<br />
Gresty Lane No. I.<br />
Salop Goods Jn.<br />
Crewe North Jn.<br />
Crewe North Stafford<br />
Sidings<br />
Crewe South Jn.<br />
Crewe North<br />
Crewe Steel Works<br />
Crewe Sorting<br />
Sidings North.<br />
Salop Goods In.<br />
Crewe South .1n.<br />
EUSTON TO<br />
Willesden<br />
Willesden Carriage<br />
Shed South.<br />
High Level Sidings<br />
<strong>Shunt</strong>ing Frame.<br />
Willesden<br />
High Level Sidings<br />
Watford No. 3<br />
Watford<br />
Rugeley No. 1<br />
Stafford No. 4<br />
Stafford No. 1<br />
Stafford No. 5<br />
Stafford No. 4<br />
Crewe South Jn.<br />
Gresty Lane No. 1<br />
Gresty Lane No. 1<br />
Crewe Sorting<br />
Sidings North.<br />
Salop Goods .1n.<br />
Crewe North Jn.<br />
Salop Goods Jn.<br />
Crewe South .1n.<br />
Crewe North Stafford<br />
Sidings W.;dal<br />
Crewe Steel Works<br />
Crewe North .In.<br />
Salop Goods .1n.<br />
Crewe Sorting<br />
Sidings North.<br />
Crewe North Jn.<br />
CREWE AND BRANCHES—continued.<br />
Down<br />
through<br />
sidings<br />
Nos. 1<br />
and 2.<br />
Up empty<br />
carriage<br />
siding.<br />
Up carriage<br />
Up<br />
departure<br />
and up<br />
carriage.<br />
Up High<br />
Level<br />
arrival.<br />
"Down<br />
and up"<br />
Up<br />
Up fast and<br />
up slow.<br />
Down fast<br />
and down<br />
slow.<br />
Up fast<br />
and up slow.<br />
Down fast,<br />
down slow,<br />
Nos. 3 and 6<br />
platforms<br />
and "down<br />
and up"<br />
goods.<br />
Up fast, up<br />
slow, Nos.<br />
1and 6<br />
platforms<br />
and "down<br />
and up<br />
-goods.<br />
Down<br />
Up<br />
Down<br />
Up<br />
Down<br />
Down<br />
Up<br />
Down<br />
Up<br />
Down<br />
Up<br />
Down slow<br />
independent.<br />
Up fast<br />
independent.<br />
Nos. 1,2<br />
and 3<br />
platforms<br />
and Nos. I<br />
and 2<br />
through.<br />
203<br />
P.<br />
10.
TABLE H2.—WORKING OF COACHING STOCK VEHICLES WITHOUT A BRAKE VAN<br />
BEYOND STATION LIMITS—continued.<br />
From<br />
To<br />
Line<br />
Number of vehicles<br />
and special conditions<br />
Crewe North in.<br />
Crewe Station "A"<br />
Crewe North in.<br />
Kensington South<br />
Main<br />
Northampton No. 1<br />
Northampton No. 2<br />
Northampton No. 2<br />
Northampton No. 3<br />
ELSTON TO CREWE AND BRANCHES—continued.<br />
Crewe South .1n. Nos. 3, 4, P<br />
5 and 6<br />
platforms<br />
and No. 5<br />
through.<br />
Crewe North in. Horse<br />
Landing.<br />
Crewe Station "A" Horse<br />
Landing.<br />
Lillie Bridge<br />
Northampton No. 2..<br />
Northampton No. 1<br />
Northampton No. 3<br />
Northampton No. 2..<br />
Up goods<br />
Down main<br />
and down<br />
platform.<br />
Up main<br />
and up<br />
platform.<br />
Down fast<br />
and down<br />
slow<br />
Up fast<br />
and up slow<br />
Vehicles for show traffic to Earls<br />
Court Sidings.<br />
P.<br />
RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES<br />
Lichfield City No. I Lichfield City No. 2 Down main<br />
and down<br />
platform.<br />
Lichfield City No. 2 Lichfield City No. 1 Up main<br />
and up<br />
platform.<br />
P.<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Birmingham New I Saltley, signal SY.201 Up Midland/I Loco. stores van.<br />
Street D e r b y .<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Wolverhampton High Oxley Down 4.<br />
Level<br />
Barmouth South •• Barmouth North • Down<br />
Barmouth North •• Barmouth South • Up<br />
Pwllheli East •• Pwilhell West •• Down<br />
Pwllheli West • Pwllheli East • Up<br />
CREWE TO BIRKENHEAD AND BRANCHES<br />
Chester No. 1 Chester No. 2 Down Crewe<br />
and down<br />
P.<br />
fast.<br />
Chester No. 2 Chester No. 1 Up Crewe P.<br />
Chester No. 2 Chester No. 3A<br />
and up fast.<br />
Down fast and P.<br />
"down and<br />
Chester No.3A Chester No. 2<br />
up"platform<br />
"Down P.<br />
and up"<br />
platform.<br />
Chester No. 3 Chester No. 2<br />
Up goods<br />
Up main and P -<br />
Chester No. 3A Chester No. 4<br />
up platform<br />
Down fast P.<br />
204
TABLE HI—WORKING OF COACHING STOCK VEHICLES WITHOUT A BRAKE VAN<br />
BEYOND STATION LIMITS—continued.<br />
From To Line<br />
Number of vehicles<br />
and special conditions<br />
CREWE TO BIRKENHEAD AND BRANCHES—continued.<br />
Chester No. 4 Chester No. 3A Up fast P.<br />
Chester No. 4 Chester No. 3 Up main P.<br />
Chester No. 2 Chester No. 4 Down main P.<br />
and down<br />
platform<br />
(via No. 3.)<br />
Chester No. 2 Chester No. 3A No. I siding<br />
Chester No. 3A Chester No. 2 No. I siding<br />
Chester No. 4 Chester No. 6 Down fast P.<br />
and down<br />
slow<br />
Chester No. 6 Chester No. 4 Up fast P.<br />
Chester No. 4 Chester No. 6<br />
and up slow.<br />
Coal Yard<br />
Chester No. 6 Chester No. 4<br />
Siding.<br />
Coal Yard<br />
Chester No. 4 Chester No. 5<br />
Siding.<br />
Down main P.<br />
Chester No. 5 Chester No. 4<br />
Macaroni<br />
Siding.<br />
Up main<br />
Macaroni<br />
P.<br />
Siding.<br />
Chester No. 5 Chester No. 6 Down P.<br />
Chester No. 6 Chester No. 5 Up P.<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
Luton South<br />
Luton North<br />
Down fast,<br />
down slow<br />
and No. 3<br />
4.<br />
down<br />
Luton North<br />
London Road<br />
Luton South<br />
Leicester North<br />
platform<br />
Up fast and<br />
up slow.<br />
Nos. l and<br />
2 platform<br />
Leicester North<br />
Derby Station<br />
St. Mary's Yard<br />
London<br />
Road<br />
St. Mary's Yard<br />
Derby Station<br />
Nos. 3 and<br />
4 platforms<br />
Down main<br />
and down<br />
goods.<br />
Up main and<br />
up goods.<br />
TABLE J.—LOCOMOTIVES ASSISTING IN REAR OF TRAINS—RULE BOOK, SECTION<br />
H, CLAUSE 3.20.<br />
Any type of locomotive may assist a train in the rear provided the maximum speed of the train,<br />
while being assisted, does not exceed that permitted for the locomotive with the lower maximum speed.<br />
Diesel or electric shunting locomotives must not, however, be used to assist a train in rear under<br />
normal circumstances unless authorised in the table.<br />
Unless otherwise specially authorised, a locomotive assisting a train in rear must be coupled to<br />
it.<br />
Trains must be brought to a stand before the assisting locomotive comes behind, except where<br />
authorised in this Table.<br />
Trains must also be brought to a stand before the assisting locomotive is detached except in the<br />
case of freight trains, when uncoupling by shunting pole from the end of the brake van is specially<br />
authorised.<br />
205
TABLE J.—LOCOMOTIVES ASSISTING IN REAR OF TRAINS—RULE BOOK SECTION<br />
H, CLAUSE 3.20—continued.<br />
At places where authority is given for trains to be assisted by a locomotive in rear and it is necessary<br />
for the train to be drawn to the home signal of the box in advance for the assisting locomotive<br />
to come behind, the Driver of the assisting locomotive must be instructed by the Signalman at the<br />
box in the rear to pass at danger the signal controlling the entrance to the section ahead unless a<br />
calling-on signal is provided under such signal. The assisting locomotive must be signalled to the<br />
box in advance by the bell signal, 2-2, which must be acknowledged by repetition.<br />
During fog or falling snow, if the rear of the train standing in the advance section is out of sight<br />
of the Signalman at the box in the rear, the assisting locomotive must be piloted from the box in<br />
rear by the Guard of the train requiring assistance, or other competent person.<br />
When it is necessary for an assisting locomotive after being detached to continue on the same<br />
line as the train, it must not follow the train past the signal which has been cleared for the train to<br />
proceed until that signal has been placed to DANGER and again cleared.<br />
After assisting through a section and reaching the box at which assistance is to cease, the assisting<br />
locomotive must, where possible, stop opposite the box, or other designated point.<br />
Where assisting is authorised, assisting locomotives may join or leave the train at any intermediate<br />
signal box, unless otherwise shown.<br />
During fog or falling snow, when a train starts out of a yard and assistance through the advance<br />
section is authorised, the assisting locomotive must, when practicable, be placed at the rear of the<br />
train before it moves out on to the running line.<br />
Wherever an assisting locomotive is attached to a train the man responsible for arranging such<br />
working must advise the Signalman that an assisting locomotive is in the rear.<br />
A locomotive with not more than two brake vans may be used to assist in rear of a freight train.<br />
When an assisting locomotive is coupled to the rear of a passenger or other fully fitted train, the<br />
brake pipe(s) must also be connected and responsibility for creating and maintaining the brake<br />
power will rest with the Driver of the leading locomotive. The Guard will be responsible for ensuring<br />
that the brake continuity test has been carried out before giving the signal to start. Except in the<br />
case of a passenger train, the Guard may ride in the rear cab of the assisting locomotive until the<br />
assisting locomotive is detached.<br />
A list of places where trains may be assisted in rear in accordance with these instructions is shown<br />
below.<br />
Explanation of references:—<br />
P.—Train conveying passengers.<br />
ECS.—Empty coaching stock.<br />
F.—Freight.<br />
D.-350 h.p. Diesel shunting locomotive may be used, provided speed does not exceed<br />
15 m.p.h.<br />
N.—Locomotive not coupled to train.<br />
From<br />
To<br />
Class of<br />
Train<br />
Conditions<br />
Remarks<br />
EUSTON TO CREWE AND BRANCHES<br />
Euston Camden, signal<br />
EN.106.<br />
All N Fast Line.<br />
Euston Camden, signal All Slow Line.<br />
EN.107.<br />
Acton Wells in. Kensal Green in. ECS<br />
Willesden<br />
Kensal Green in.<br />
Mitre Bridge .1n.<br />
Willesden<br />
ECS<br />
ECS<br />
Willesden H.L. Kensal Green in. ECS F<br />
Sidings.<br />
Kensal Green in. • • Mitre Bridge in. ECS<br />
Mitre Bridge in. • • Willesden H.L. ECS F<br />
Lillie Bridge Viaduct in. • F<br />
Viaduct Jn. Mitre Bridge ND Motorail Trains ex Kensington<br />
Viaduct Jn. • • Willesden ECS F<br />
. only.<br />
RUGBY TO STAFFORD (VIA BIRIVUNGHAM) AND BRANCHES<br />
Birmingham S i g n a l NS.471 or A l l<br />
New Street. NS.305.<br />
206<br />
Assisting locomotive must not<br />
proceed beyond signal NS.471<br />
unless the Driver has requested<br />
assistance beyond. In this case<br />
assistance will continue to signal<br />
NS. 305 where the Driver of<br />
the assisting locomotive must<br />
telephone the New Street Signalman<br />
for instructions.
TABLE J.—LOCOMOTIVES ASSISTING IN REAR OF TRAINS—RULE BOOK, SECTION.<br />
H, CLAUSE 3.20—continued.<br />
From<br />
To<br />
Class of<br />
Train<br />
Conditions<br />
Remarks<br />
RUGBY<br />
Bushbury Jn.,<br />
signal WN.25.<br />
TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES—continued.<br />
Wolvot hampton ECS F N D In clear weather only. Trains<br />
High Le vel<br />
must draw clear of junction<br />
with down Bescot line for<br />
assisting locomotive to come<br />
in rear.<br />
Soho East Jo. F ND<br />
Perry Barr South<br />
in.<br />
North Jn. Perry Barr<br />
Soho Pool<br />
Soho East ht.<br />
Soho Road<br />
F<br />
F<br />
ND<br />
Aston ht. Aston Goods<br />
Bescot<br />
Bescot Curve Jn.,<br />
ECS F<br />
ECS F N<br />
D<br />
Wednesbury ECS F ND<br />
Rugeley No. I Hednesford No. 1 ECS F<br />
signal WL.44.<br />
Princes End<br />
DROITWICH SPA TO WALSALL AND BRANCHES<br />
}See local instructions, page 295.<br />
Blakedown Stourbridge In. F During single line working.<br />
Middle.<br />
Stourbridge Jo. Dudley F Trains must draw to the down<br />
Middle.<br />
home signal for Stourbridge<br />
ht. North for the assisting<br />
locomotive to be brought to the<br />
rear of the train. At Dudley<br />
the train locomotive must be<br />
brought to a stand two loco<br />
lengths past the signal box.<br />
Eagle Crossing Dudley ECS F ND<br />
Stourbridge Jo. Rowley Regis<br />
F<br />
Middle<br />
Train must draw to the down<br />
home signal for Stourbridge<br />
Jo. North for the assisting<br />
locomotive to be brought to<br />
the rear of the train. Assisting<br />
locomotive to work uncoupled<br />
from Cradley if train stops<br />
thereat.<br />
Cradley Rowley Regis ECS F ECS in clear weather only.<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Saltley, signal Camp Hill, signal ECS F N<br />
SY.206 or SY.78. Parcels<br />
SY.452.<br />
The Driver of a down train not calling at Washwood Heath Sidings requiring assistance must<br />
come to a stand at signal SY.208 or SY.218 and so advise the Signalman at Saltley box.<br />
The Driver of a train from Washwood Heath Sidings to the Camp Hill line requiring assistance<br />
must so advise the Signalman at Washwood Heath Sidings No. 2 <strong>Shunt</strong>ing Frame.<br />
Uttoxeter Caverswall F<br />
Stoke, Cockshute Caverswall<br />
F<br />
When assisted from Stoke ht.<br />
Sidings.<br />
only, train must stop at signal<br />
SE.I 04, SE. 105 or S E.I 07 for<br />
the assisting locomotive to<br />
come to the rear.<br />
Walsall, signals<br />
WL.7<br />
441 m.p. on up<br />
Water Orton line.<br />
ECS F<br />
,<br />
WL.77.<br />
Birmingham<br />
4<br />
New Street.<br />
Church Road Rt. All In clear weather only.<br />
King's a n<br />
Norton,<br />
Bournville, signal F<br />
Motor car trains requiring to be<br />
d<br />
signal SY.43.<br />
SY.47.<br />
turned via Bournville Frame<br />
and Lifford Curve for departure<br />
St. Andrews Jo. Exchange Sidings F<br />
on up Camp Hill<br />
line.<br />
207
TABLE J.—LOCOMOTIVES ASSISTING IN REAR OF TRAINS—RULE BOOK, SECTION.<br />
H, CLAUSE 3.20—continued.<br />
From<br />
To<br />
Class of<br />
Train<br />
Conditions<br />
Remarks<br />
Stoke, Cockshute<br />
Sidings.<br />
Crewe North<br />
Stafford Sidings.<br />
Rossett<br />
COLWICH TO MACCLESHELD AND BRANCHES<br />
Caverswall F N When assisted from Stoke in.<br />
only, train must stop at signal<br />
SEAN, SE.105 or SE.107 for<br />
the assisting locomotive to<br />
come to the rear.<br />
Kidsgrove Central<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
I Wrexham North — I During single line working.<br />
Crewe Steel Works<br />
Flag Lane •<br />
CREWE TO BIRKENHEAD AND BRANCHES<br />
Flag Lane<br />
Crewe Steel Works<br />
F<br />
F<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY)AND BRANCHES<br />
Neasden in.<br />
Neasden South<br />
Willesden<br />
Forders Sidings<br />
Acton Wells in.<br />
Neasden in.<br />
Acton Canal Wharf<br />
Ridgmont<br />
ECS<br />
ECS<br />
F<br />
ND<br />
Only in emergency when diverting<br />
trains via Dudding Hill In,<br />
Pye Bridge in.<br />
Sherwood Colliery<br />
Sidings South.<br />
Blackwell East<br />
Blackwell East in...<br />
Tibshelf East in.<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
Kirkby Summit<br />
Kirkby Summit<br />
Blackwell South in.<br />
Tibshelf East in.<br />
Butcherwood Sidings<br />
F<br />
F<br />
F<br />
F<br />
F<br />
TABLE K.—WORKING OF TRAINS CONVEYING PASSENGERS OVER GOODS LINES<br />
OR GOODS LOOPS.<br />
On the following lines, passenger trains may be run provided the instructions headed "Working<br />
of trains conveying passengers over goods lines or goods loops" contained in the General Appendix<br />
are carried out.<br />
From<br />
To<br />
Down<br />
Lines<br />
Up<br />
Willesden, signal WN.91<br />
EUSTON TO CREWE AND BRANCHES<br />
Willesden, signal WN.137 I Willesden, signal WN.86.. I Goods<br />
(Trains from Kensington line requiring to change locomotives.)<br />
Wembley Central Station<br />
Low Level goods, " U p and down"<br />
goods and "up goods, goods and<br />
and down" goods. L o w Level goods.<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Castle Bromwich Jn. 1 Ryecroft in. I Goods G o o d s .<br />
208
TABLE K.—WORKING OF TRAINS CONVEYING PASSENGERS OVER GOODS LINES<br />
OR GOODS LOOPS.—continued<br />
From<br />
To<br />
Down<br />
Lines<br />
Up<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
Carlton Road .1n. Cricklewood Jn• • • Goods •• Goods.<br />
Broadholme • Ambergate Jn. • • Goods<br />
• Goods.<br />
Cricklewood Jn• • Dudding Hill Jn. •• Goods •• Goods.<br />
Silkstream Jn. • • Acton Wells Jn. •• Goods<br />
Goods.<br />
Neasden Jn. • • Neasden South •• Goods • Goods.<br />
Willesden, signal WN.61 Acton Canal Wharf • Goods • • Goods.<br />
Syston North Th... • • Syston East Jn.• • • • Goods Goods.<br />
Lenton South Jn.<br />
TRENT JUNCTION TO NEWARK AND BRANCHES<br />
Lenton North Jn. • • Goods • • G o o d s .<br />
TABLE L.—INSTRUCTIONS FOR WORKING DOWN INCLINES.<br />
Referring to the instructions contained in the General Appendix, the following is a list of points<br />
at which trains must come to a stand for wagon brakes to be applied or released.<br />
Point at which train must Point at which train must<br />
From the Proceeding come to a stand for come to a stand for<br />
direction of towards wagon brakes to be<br />
wagon brakes to be<br />
applied<br />
released<br />
Exchange Sidings • North London<br />
Incline Ground<br />
Frame<br />
EUSTON TO CREWE AND BRANCHES<br />
Before leaving top of<br />
incline and before passing<br />
signal worked from<br />
North London Incline<br />
Ground Frame<br />
Willesden Kensington • On bridge over W.R.<br />
Line near Mitre Bridge<br />
Jn.<br />
Church Yard Sidings.<br />
Kensington Station,<br />
unless trains are run<br />
into loop at Viaduct Jn.<br />
in which case brakes<br />
must be released whilst<br />
Oxford Denbigh Hall m.p. between Swanbourne<br />
in the loop.<br />
m.p.<br />
Sidings and<br />
Silverdale • Denbigh Hall.<br />
*Madeley Chord • Madeley • Reversing Siding • Signal MY.8.<br />
(* Speed not to exceed 15 m.p.h.)<br />
RUGBY TO STAFFORD (VIA BIRMENGHAM) AND BRANCHES<br />
Soho South Jn•<br />
Perry Barr South Et Gradient Board after<br />
Soho South Jn• Perry Barr North Jn. passing signal NS.316•<br />
Gradient Board after<br />
passing signal NS.316.<br />
Soho North _In. Perry Barr South Et Gradient Board after<br />
passing signal NS•317.<br />
Soho North Jn. Perry Barr North .In. Gradient Board after<br />
passing signal NS.317.<br />
Signal NS.265.<br />
Signal NS.268.<br />
Signal NS.265.<br />
Signal NS•268.<br />
209
TABLE L.—INSTRUCTIONS FOR WORKING DOWN INCLINES—continued.<br />
Point at which train must Point at which train must<br />
From Proceeding come to a stand for come to a stand for<br />
direction of toward wagon brakes to be wagon brakes to be<br />
applied<br />
released<br />
Drivers intending to stop at these gradient boards for wagon brakes to be applied must advise<br />
the Signalman at Birmingham New Street box accordingly when they have stopped at signal NS.316<br />
or NS.317 before proceeding to the gradient board.<br />
Soho Road Soho P ool Signal NS.285. Overbridge, north end of<br />
wharf.<br />
Tipton Curve in. Wednesbury Gradient Board on the Wednesbury up home 2<br />
Wednesbury side of signal.<br />
Princes End box.<br />
Bloxwich Ryecroft in... Bloxwich up starting Ryecroft in., signal WL.55.<br />
signal.<br />
Hednesford Rugeley Hednesford No. 2 box Rugeley, signal<br />
RY 1.14.<br />
Heath Town Jn. Wednesfield Road Heath Town in.<br />
In goods yard.<br />
goods yard.<br />
In the event of a train exceeding a single locomotive load, the Foreman <strong>Shunt</strong>er in the goods yard<br />
must be advised and he must arrange for the shunting locomotive to pilot the train down the gradient.<br />
DROITWICH SPA TO WALSALL AND BRANCHES<br />
Dudley Kidderminster Round Oak North up 1434 m.p.<br />
starting signal.<br />
Dudley Walsall Dudley down starting<br />
Eagle Crossing down home<br />
signal.<br />
1signal.<br />
Smethwick in. Stourbridge in. Rowley Regis down starting<br />
Cradley box.<br />
signal.<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Worthington Worthington in. Worthington Ground 9 / m.p.<br />
Frame<br />
Frame<br />
Stoke-on-Trent Uttoxeter Leigh Uttoxeter Station.<br />
Uttoxeter Stoke-on-Trent Caverswall Stoke Jn., signal SE.117<br />
*Coalville Drakelow C.E.G.B. A.W.B. board between Drakelow C.E.G.B. Sid-<br />
Sidings. 1191 imp. and 120 m.p. ings.<br />
*Coalville Branston Sidings or A.W.B. board between Branston Sidings or Lei-<br />
Leicester in. 1191 m.p. and 120 m.p. cester in.<br />
*Measham Drakelow C.E.G.13. Moira West in. home sig- Drakelow C.E.G.B. Sid-<br />
Sidings. nal from Measham. ings.<br />
*Measham Branston Sidings or Moira West in. home sig- Branston Sidings or Lei-<br />
Leicester in. nal from Measham. cester Jn.<br />
(* At least three wagons brakes must be pinned down in all cases.)<br />
Baddesley Colliery Hall End Before leaving sidings. Bridge 23 near 34<br />
Hall End Kingsbury Colliery Bridge 15 near 11 m.p. Kingsbury Branch Sidings.<br />
Sidings.<br />
COLWICH TO MACCLESt IELD AND BRANCHES<br />
Birchenwood Kidsgrove Colliery connections Liverpool Road Yard.<br />
Colliery.<br />
Milton in. • Stoke in. 3 rn.p. 2 imp.<br />
Caldon Quarry Leek Brook in. Stop board between the Leek Brook in.<br />
44 m.p. and 41 m.p.<br />
Heaths in. Milton in. Bridge No. 33 between<br />
Ford Green up home sig-<br />
Heaths in. and Chattnalerley<br />
Whitfield Colliery<br />
Sidings Ground<br />
Frame.<br />
210
SOUTHERN SECTION-H<br />
TABLE L.—INSTRUCTIONS FOR WORKING DOWN INCLINES—continued.<br />
Point at which train must Point at which train must<br />
From the Proceeding come to a stand for come to a stand for<br />
direction of towards wagon brakes to be wagon brakes to be<br />
applied<br />
released<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Leaton Shrewsbury Stop board near Coton Coton Hill North box.<br />
Hill North up distant<br />
Wrexham Chester<br />
signal (173 m. 48 ch.).<br />
Stop board near United<br />
Colliery down distant<br />
signal (202 m. 75 ch.).<br />
When trains start from United Colliery Sidings brakes must be applied immediately the locomotive<br />
reaches the points leading to the down line.<br />
Madeley Ironbridge C.E.G.B. Lightmoor Ironbridge C.E.G.B. signal<br />
S.1.<br />
Horsehay & Dawley Lightmoor Horsehay & Dawley adjacent<br />
Lightrnoor In.<br />
to siding connec-<br />
tion.<br />
Talerddig Cemmes Road Stop Board at Talerddig Llanbrynmair<br />
Aberystwyth.. Borth..<br />
down loop (61 m. 35 ch.)<br />
Stop board at Llandre Borth (81 m. 28 ch.).<br />
(89 m. 56 ch.).<br />
Davey Jn. Barmouth Stop board north of Morfa Mawddach (97 m.<br />
LIwyngwril (96 m. 7,2 ch.).<br />
63 ch.)<br />
Portmadoc Harlech Stop board near Minfrordd<br />
(117 m. 25 ch.). 47 ch.).<br />
Penrhyndeudraeth (116 m.<br />
Pwllheli Portmadoc Stop board (121 m. 45 ch.). Portmadoc (119 m. 77 ch.).<br />
Porthywaen Oswestry Stop board at 0 m. 64 ch. Llynclys Yard.<br />
t Brymbo Croes Newydd 100 yards on the Croes Croes Newydd West up<br />
Newydd side of Brymbo home 2 signal.<br />
East box.<br />
(t The brakes on 90 % of the vehicles must be pinned down.)<br />
*Minera Croes Newydd Stop board near Coed<br />
Poeth (5-<br />
Brymbo West "End of<br />
Single Line" board.<br />
3<br />
(* The brakes on three-quarters of the vehicles must , be pinned down and the speed must not exceed<br />
8 m.p.h.)<br />
m.p.<br />
Vron Sidings Brymbo Middle \Iron ). Sidings ..<br />
. Brymbo Middle.<br />
Gatewen Colliery Croes Newydd Gatewen Colliery Sidings Croes Newydd Yard Ton<br />
West<br />
before departure . . arrival<br />
Wrexham<br />
Dee Marsh .In. Buckley Rt. . . Shotton High Level Station.<br />
CHESTER TO HOLYHEAD AND BRANCHES<br />
Rossett (North of down<br />
loop connections).<br />
Dyserth • • •• Prestatyn Dyserth, top of incline Prestatyn box.<br />
Blaenau Ffestiniog<br />
Betws-y-Coed Pontypant.. • • • • Betws-y-Coed.<br />
Blaenau Ffestiniog Betws-y-Coed Ffestiniog tunnel north Dolwyddelen.<br />
end.<br />
Gaerwen Amlwch 1m.p. m.p.<br />
Gaerwen Amlwch 15,<br />
Amtwch.<br />
1<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
s<br />
Bletchley Bedford<br />
r<br />
Near Ridgmont Station At 10 imp. (Millbrook<br />
at 7 m.p.<br />
Station).<br />
Twywell Ground Kettering In. n11 imp. between Cranford Kettering In.<br />
Frame.<br />
. East Sidings and Kettering<br />
p<br />
Denby Little Eaton .1n. Denby Little Eaton Jn.<br />
Wirksworth Incline.. Wirksworth .<br />
Messrs. Bowne & Shaw's Wirksworth Yard.<br />
outward siding.<br />
(See local instructions on page 336.)<br />
211
TABLE L.—INSTRUCTIONS FOR WORKING DOWN INCLINES—continued.<br />
From the<br />
direction of<br />
Proceeding<br />
towards<br />
Point at which train must<br />
come to a stand for<br />
wagon brakes to be<br />
applied.<br />
Point at which train must<br />
come to a stand for<br />
wagon brakes to be<br />
released<br />
TRENT JUNCTION TO NEWARK AND BRANCHES<br />
Cinder Hill Basford A.W.B. board, 250 yards<br />
on the Basford Jn. side<br />
of Cinder Hill Ground<br />
"Stop and Await Instructions"<br />
board at Basford<br />
Jn.<br />
Frame.<br />
Ged ling Colliery Nethertield Gedling Colliery L.W.S. Net herfield Lane L.C.<br />
Loaded Wagon<br />
Sidings.<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
Bentinck Colliery Pin xton A.W.B. board at Langton<br />
Crossing, 50 yards<br />
on Pinxton side of<br />
Pinxton branch stop signal.<br />
1361 imp.<br />
New Hucknall Blackwell East Jn.<br />
Colliery.<br />
A.W.B. Board, 240 yards<br />
on the Blackwell side of<br />
Fordbridge Lane L.C.<br />
New Hucknall Colliery<br />
Ground Frame.<br />
Sutton Colliery Jn. Tibshelf East in. A.W.B. board at 139 m.<br />
66 ch.<br />
Opposite Tibshelf Sidings.<br />
TABLE M.—PLACING TRAINS OR VEHICLES OUTSIDE HOME SIGNALS ON FALLING<br />
GRADIENTS—RULE BOOK, SECTION J, CLAUSE 3.22.<br />
Trains or vehicles must not be placed outside (a) outermost home signals or (b) the signal next<br />
in advance of an outermost home signal where more than one home signal is provided in the normal<br />
direction of travel—where the line is on a falling gradient towards the signal box in rear, except as<br />
shown below:—<br />
(I) On any gradient.<br />
(i) A locomotive, or a locomotive with one or two brake vans.<br />
(ii) Trains or vehicles, provided the locomotive is at the lower end.<br />
(2) On gradients not steeper than 1 in 260.<br />
Trains or vehicles, provided the vehicle at the lower end is a brake van in which a Guard<br />
or <strong>Shunt</strong>er is riding.<br />
(3) On gradients steeper than 1 in 260.<br />
Only as shown in clause (1) above, or as authorised in the following table.<br />
In any of the above-mentioned cases the setting back movement must not be made beyond a<br />
point which will bring the train or vehicles immediately outside the signal referred to unless the<br />
movement is required to pass through a connection beyond that point.<br />
Those places for which special authority is given are shown below:—<br />
Except where otherwise shown:—<br />
(a) in the case of freight vehicles, a brake van must be provided at the lower end of the<br />
movement and a Guard or <strong>Shunt</strong>er must ride in it to attend to the brake until the<br />
movement comes to a stand.<br />
(b) in the case of coaching stock vehicles, a brake van must be provided and a Guard or<br />
<strong>Shunt</strong>er must ride in it to attend to the brake until the movement comes to a stand.<br />
The continuous brake must be connected up and in use.<br />
Signal box<br />
Line<br />
Remarks<br />
Soho Road, signal NS.285<br />
Ryecroft Jfi., signal WL.61<br />
RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES<br />
Up<br />
Down fast<br />
212<br />
34 freight vehicles.<br />
Coal trains up to 400 yards in<br />
length from Castle Bromwich<br />
line to Lichfield or Cannock<br />
line.
TABLE M.—PLACING TRAINS OR VEHICLES OUTSIDE HOME SIGNALS ON FALLING<br />
GRADIENTS—RULE BOOK, SECTION J, CLAUSE 3.22—continued.<br />
Signal box<br />
Line<br />
Remarks<br />
DROITWICH SPA TO WALSALL AND BRANCHES<br />
Langley Green Middle . . 1 Down goods<br />
Croes Newydd East<br />
Croes Newydd West<br />
Penyffordd<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Wolverhampton, signal WN.571 Up Shrewsbury<br />
Wellington No. 3 U p<br />
Lightmoor Jn. U p through siding<br />
Single goods<br />
Down<br />
Down<br />
35 freight vehicles.<br />
Trains having to work before<br />
proceeding to MadeleyPn.<br />
Freight trains to be shunted<br />
towards South Fork.<br />
Freight trains.<br />
Freight trains.<br />
Holyhead<br />
CREVVE TO HOLYHEAD AND BRANCHES<br />
• D o w n<br />
St. Albans<br />
Wellingborough Station<br />
Mansfield South in.<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
Down slow<br />
Down main<br />
Single<br />
TABLE NL—LENGTHMEN'S TROLLEYS GOING INTO OR THROUGH TUNNELS.<br />
The following is a list of tunnels to which the Rule Book, <strong>Section</strong> S, clause 3.3 and Block<br />
Regulation 9 apply:—<br />
EUSTON TO CREWE AND BRANCHES<br />
Hampstead Heath.<br />
Canonbury.<br />
Crewe—Manchester Independent.<br />
Crewe—Down Liverpool Independent.<br />
Crewe—Up Liverpool Independent.<br />
MARYLEBONE TO CLAYDON AND BRANCHES<br />
Lord's.<br />
St. John's Wood.<br />
Hampstead.<br />
South Harrow.<br />
OXFORD TO BIRMINGHAM AND BRANCHES<br />
Brill.<br />
Ardley<br />
DROITWICH SPA TO WALSALL AND BRANCHES<br />
Dudley.<br />
Old Hill.<br />
Swan Village.<br />
Wolverhampton L.L.<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Mein<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Oakengates.<br />
Aberdovey No. 3.<br />
Aberdovey No. 4.<br />
213<br />
ECS.<br />
ECS.<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
Freight trains.
TABLE NL—LENGTHMEN'S TROLLEYS GOING INTO OR THROUGH TUNNELS—continued.<br />
CREWE TO BIRKENHEAD AND BRANCHES<br />
Sutton.<br />
CHESTER TO HOLYHEAD AND BRANCHES<br />
Penmaenbach.<br />
Bangor.<br />
Belmont.<br />
Britannia Tubular Bridge.<br />
Ffestiniog.<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
Manton.<br />
TABLE NI—PROTECTION OF ENGINEERS' TRAINS BY HANDSIGNALMEN—RULE<br />
BOOK, SECTION Q, CLAUSE 2.3.<br />
On the lines listed below, which are worked on the Track Circuit Block system, it will not be<br />
necessary to afford protection to Engineers' trains by the provision of a Handsignalman. This<br />
exemption does not apply to self-propelled on track machines.<br />
Between<br />
Line(s)<br />
All lines shown in Table A to be worked in accordance with the Track Circuit Block System.<br />
TABLE O.—EXEMPTION FROM RULE BOOK, SECTION C, CLAUSE 5.9.<br />
The provisions of Rule Book, <strong>Section</strong> C, clause 5.9 are exempt at the following semaphore<br />
signals, and these signals may be cleared before a train has been brought quite or nearly to a stand<br />
at them, although the stop signal in advance may be at Danger.<br />
Signal Box<br />
Acton Wells in.<br />
Lichfield City No. 2<br />
Brereton Sidings<br />
Leamington Spa<br />
Rowley Regis<br />
Cliffe Bill Sidings<br />
Severn Bridge in.<br />
Talerddig •<br />
Nantwich Station •<br />
Kentish Town, Engine Shed in.<br />
Carlton & Netherfield<br />
Sutton in.<br />
Signal at which <strong>Section</strong> C,<br />
clause 5.9 is exempt<br />
Up main home 2 to Midland<br />
branch.<br />
Down platform home 1 (No. 1<br />
box starting signal).<br />
Up main home 1 and home 2<br />
Up main home 1<br />
Up main home 1..<br />
Up home<br />
Up platform home<br />
Down home<br />
Up home<br />
Up main home<br />
Up slow home 1<br />
Down main home<br />
Up home 1<br />
Up home 2<br />
214<br />
Remarks<br />
Applies only for passenger trains<br />
booked to call at the station.<br />
Applies only for Class 6(a) trains<br />
terminating at Rugelcy C.E.G.B<br />
Sidings.<br />
Applies only to passenger trains<br />
booked to call at the station<br />
and freight trains.<br />
Applies only to trains assisted in<br />
the rear.<br />
Applies only to freight trains.<br />
Applies only to passenger trains<br />
booked to call at the station.<br />
Applies only to trains exceeding<br />
50 S.L.U.
TABLE PL—LEVEL CROSSING GATES—OPENING AND CLOSING BY TRAINMEN<br />
The following is a list of level crossings where, in the absence of a Crossing Keeper, the gates<br />
must be opened and closed by the Trainmen.<br />
Trains must be brought to a stand well clear of the gates, after which the gates must be unlocked<br />
and opened by the Secondman for the passage of the train over the crossing. When the train has passed<br />
ovet the crossing, the Guard (or Secondman in the case of a light locomotive) must close the gates<br />
across the railway and re-lock them, the Driver taking care not to again proceed on his journey until<br />
he has received an "All Right" signal from the Guard. Trainmen concerned must see that they are<br />
supplied with keys of the gates.<br />
Unless special arrangements are made to the contrary, where the driving cab is single-manned,<br />
the Guard must open the gates for the passage of the train over the crossing.<br />
Any defects in the gates or the locks securing them, or in the lamps, must be reported immediately<br />
by the Guard or Secondman to the Area Manager concerned.<br />
Name of Crossing I Situated at or between<br />
Remarks<br />
COLWICH TO MACCLESFIELD AND BRANCHES<br />
Boltons Sidings<br />
Cheddleton<br />
Oakamoor B.I.S. Siding and Leek<br />
Brook in.<br />
Oakamoor B.I.S. Siding and Leek<br />
Brook in.<br />
Dawley Par va<br />
Doseley<br />
Trench<br />
Short Hill<br />
Plealey Road<br />
Pontesbury<br />
Malehurst<br />
Porthywaen<br />
White Gates<br />
Brymbo West<br />
Caello<br />
Smelt<br />
Pentre Saeson<br />
Gegin<br />
Coed Poeth<br />
Vicarage<br />
Cae Glas<br />
Berwig<br />
Hight own<br />
Llong<br />
Llong West<br />
Mold By-Pass<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Lightmoor in. and Horsehay &<br />
Dawley.<br />
Wellington No. 2 and Donnington.<br />
Cruckmeole in. and Minsterley<br />
Porthywaen<br />
Nantmawr in. and Nantmawr<br />
Quarry Sidings.<br />
Brymbo Middle and Minera<br />
Brymbo Middle and Minera<br />
Wrexham Central and Marchwiel<br />
Penyffordd and Mold, Synthite<br />
Sidings.<br />
1Penyffordd and Mold, Synthite<br />
Sidings.<br />
For additional instructions see<br />
local instructions, page 316.<br />
Keys in Hookagate box. Guard<br />
to open and close gates.<br />
Gates not locked.<br />
Gates not locked.<br />
Keys kept in Croes Newydd<br />
West box.<br />
Key attached to train staff.<br />
Key attached to train staff.<br />
Barriers are provided at these<br />
crossings. See local instructions,<br />
pages 322 and 323, for<br />
instructions concerning the<br />
operation of the barriers.<br />
CHES'rER TO HOLYHEAD AND BRANCHES<br />
Bryn Rhosyn<br />
Cwmbowydd<br />
Prestatyn and Dyserth<br />
Blaenau Ffestiniog and Trawsfynydd<br />
C.E.G.B. Sidings.<br />
215<br />
For additional instructions see<br />
local instructions, page 328.
TABLE Pl.—LEVEL CROSSING GATES—OPENING AND CLOSING BY TRAINMEN—<br />
continued.<br />
Name of Crossing<br />
Situated at or between<br />
Remarks<br />
Chaul End<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
Little Eaton Station Crossing..<br />
Village Crossing<br />
Coxbench Crossing<br />
Holbrook Crossing<br />
Kilburn Crossing<br />
Park Lane Crossing<br />
Street Lane Crossing<br />
Luton West and Dunstable Outer gates to be secured across<br />
roadway before inner gates are<br />
opened.<br />
Denby Branch.<br />
Fordbridge Lane<br />
Common Lane<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
Blackwell East In. and New<br />
Hucknall Colliery.<br />
New Hucknall Colliery<br />
Ground Frame<br />
For additional instructions see<br />
local instructions, pages 341 and<br />
342.<br />
Controlled from ground frame<br />
released by Annetts Key attachto<br />
Colliery Train Staff. The<br />
wicket gates must be locked<br />
before a movement is authorised<br />
to proceed over the crossing<br />
TABLE PI—LEVEL CROSSINGS—AUTOMATIC HALF-BARRIERS.<br />
The following equipment is provided at automatic half-barrier level crossings:—<br />
(i) a half-barrier on each side of the crossing which closes the nearside of the road;<br />
(ii) road traffic signals, on both sides of the road on each road approach to the crossing, which<br />
will display a steady amber light for five seconds followed by twin red flashing lights;<br />
(iii) a single tone bell on each side of the crossing;<br />
(iv) whistle boards on each rail approach to the crossing.<br />
The normal position of the half-barriers is raised, the road traffic signals unlit and the bells silent.<br />
The approach of a train will, by track circuit/treadle operation, set in motion the following<br />
sequence of events, provided the rail movement passes in the right direction:—<br />
(i) the road traffic signals operate and the bells sound;<br />
(ii) after an initial warning period, the barriers fall;<br />
(iii) when the barriers are lowered, the bells cease to sound;<br />
(iv) the barriers remain lowered and the twin red road lights continue to flash until the train<br />
passes over the crossing.<br />
(v) the barriers then rise and the twin red road lights are extinguished, unless a second train is<br />
closely approaching the crossing in which case the barriers will remain lowered, the twin<br />
red flashing lights continue to flash and a red flashing sign reading "Another Train<br />
Corning" will be exhibited on each road approach.<br />
Telephones arc provided on each side of the crossing, giving communication with the supervising<br />
signal box.<br />
The following instructions will apply at the level crossings shown in the table below.<br />
(a) Drivers must sound a short warning on the horn at each of the two whistle boards on the<br />
approaches to the crossing. The horn must not, however, be sounded between 23.30 hours<br />
and 07.00 hours, except in emergency.<br />
(b) In the case of a divided train the provisions of the Rule Book, <strong>Section</strong> M, clause 4.4.2,<br />
must be observed for a movement which requires to pass over the crossing.<br />
(c) An Engineers' train which has passed over the crossing is prohibited from returning to the<br />
signal box in rear.—See Rule Book, <strong>Section</strong> Q, clause 2.5.<br />
(d) An Engineers' train which has passed over the crossiag must not set back whilst working in<br />
section if it would approach nearer than mile from the crossing.—See Rule Book, <strong>Section</strong><br />
Q, clause 2.5.<br />
(e) A trolley must not be allowed to occupy any of the controlling track circuits or treadles<br />
without permission of the Signalman at the supervising signal box.<br />
216
TABLE PI—LEVEL CROSSINGS—AUTOMATIC HALF-BARRIERS—continued.<br />
(f) In any of the following circumstances, a Crossing Keeper must be appointed who will operate<br />
the barriers locally:—<br />
(i) A failure of the apparatus affecting the normal working of the barriers.<br />
(ii) A disabled train or portion of a train is occupying the controlling track circuits or has<br />
actuated the controlling treadles, resulting in the barriers being lowered.<br />
(iii) Road works in the vicinity of the crossing which are likely to affect the normal flow of<br />
road traffic over the crossing.<br />
(iv) A wrong direction movement is to be authorised to pass over the crossing on any line.<br />
(v) Single line working is to be brought into operation.<br />
(vi) A trolley is to be placed on the line and will occupy any of the controlling track circuits<br />
or actuate any of the controlling treadles.<br />
(vii) The Engineer is to take Absolute Possession of one or more lines unless specific arrangements<br />
are made to prevent the controlling treadles or track circuits being actuated.<br />
(viii) A train requiring to stop in section on any of the controlling track circuits or within<br />
the controlling treadles, is to be allowed to enter the section.<br />
Prior arrangements must be made for the Crossing Keeper to be in attendance in the case of<br />
items (vii), (viii) and whenever possible in connection with items (iv), (v) and (vi).<br />
(g) During the time the Engineer has Absolute Possession of a running line(s), should it be<br />
necessary for a movement to be made over the crossing on the blocked line(s), the Person<br />
in charge of the Possession must arrange for the Driver to be reminded of the location of<br />
the crossing and instructed not to pass over it until he has received authority from the<br />
Crossing Keeper. Where practicable, the Crossing Keeper must be advised of the movement.<br />
Name of crossing<br />
Signal boxes between (Supervising box first)<br />
EUSTON TO CREWE AND BRANCHES<br />
Watford North W a t f o r d No. 3 and St. Albans Abbey.<br />
RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES<br />
Burton Old Road L i c h f i e l d Trent Valley in. and Lichfield City No. 2.<br />
Brookhay L i c h f i e l d Trent Valley in. and Alrewas.<br />
Yarnton Lane<br />
Sandy Lane<br />
OXFORD TO BIRMINGHAM AND BRANCHES<br />
Wolvercot in. and Aynho in.<br />
Wolvercot in. and Aynho in.<br />
Findem .. . .<br />
Willington . .<br />
Egginton .. . .<br />
Loxley Lane<br />
Bramshall<br />
.<br />
.<br />
.<br />
.<br />
Desford .. . .<br />
Swannington . .<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Derby and Egginton in.<br />
Derby and Egginton in.<br />
Derby and Egginton in.<br />
Hockley Crossing and Leigh.<br />
Hockley Crossing and Leigh.<br />
Desford Colliery Sidings and Knighton South in.<br />
Mantle Lane and Moira West in.<br />
Hixon<br />
Aston-by-Stone<br />
COLWICH TO MACCLESIILLD AND BRANCHES<br />
Colwich and Meaford Crossing.<br />
Meaford Crossing and Colwich.<br />
Pulford<br />
Balderton<br />
'Shrewbridge<br />
Newcastle<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Rossett and Green Lane Crossing.<br />
Green Lane Crossing and Rossett.<br />
Nantwich Station and Wrenbury.<br />
Nantwich Station and Willaston.<br />
217
TABLE PI—LEVEL CROSSINGS—AUTOMATIC HALF-BARRIERS.—continued.<br />
Name of crossing<br />
Signal boxes between (Supervising box first)<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
Sawley<br />
Marston<br />
Asfordby<br />
Brooksby<br />
• •<br />
Rearsby<br />
Broom Lane<br />
Trent and Derby.<br />
Millbrook and Ridgmont.<br />
Frisby and Melton in.<br />
Frisby and Queniborough.<br />
Frisby and Queniborough.<br />
Queniborough (Frisby when this box is closed) and Frisby.<br />
Barton Lane<br />
Stoke Lane<br />
Gonalston<br />
TRENT JUNCTION TO NEWARK AND BRANCHES<br />
Trent and Netherfield in.<br />
Carlton ez, Netherfield and Lowdham.<br />
Lowdham and Fiskerton in.<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
Nutbrook S t a n t o n New Works Sidings and Stanton Gate.<br />
Sutton Forest S u t t o n in. and Mansfield South in.<br />
TABLE PI—AUTOMATICALLY OPERATED MINIATURE RED/GREEN WARNING LIGHTS<br />
AT LEVEL CROSSINGS.<br />
Attendance is not provided at the crossings listed below. These crossings have either gates<br />
opening away from the railway or lifting barriers which fully span the roadway when lowered. The<br />
normal position of the gates/barriers is across the roadway and they are operated by road users as<br />
required.<br />
Miniature red/green light indicators are provided for the guidance of road users. These indicators<br />
work automatically by the occupation and clearance of track circuits or equivalent means, provided<br />
that, on double lines, all rail movements pass in the right direction.<br />
The indicators will normally display a green aspect, but a red aspect will be exhibited when a<br />
train approaching the crossing operates the track circuit or other device.<br />
The following instructions must be applied at these level crossings:—<br />
Drivers must sound a short blast on the whistle/horn at each of the whistle boards on the<br />
approaches to the crossing. The whistle/horn need not, however, be sounded between 23 30 hours and<br />
07 00 hours, except in emergency.<br />
Whenever it is necessary for any of the following to pass over such level crossings in either direction,<br />
the vehicle concerned must be first brought to a stand and not proceed over the crossing until the<br />
Person-in-charge is satisfied that it is safe to do so:<br />
(i) Tamping machines<br />
(ii) Track recording machines<br />
(iii) Ballast cleaning machines<br />
(iv) Engineer's rail motor<br />
(v) Diesel rail bus<br />
Whenever it is necessary for a movement to pass over any of the level crossings concerned in the<br />
"wrong" direction, such movement must first be brought to a stand clear of the level crossing. The<br />
movement must not proceed over the crossing until the Person-in-charge of the movement, or the<br />
handsignalman provided when Single Line Working is in operation, is satisfied that it is safe to do so.<br />
Arrangements must be made for the crossings to be manned before Single Line Working is<br />
commenced.<br />
An Engineers' train is prohibited from returning to the signal box in rear in accordance with<br />
the Rule Book, <strong>Section</strong> Q, clause 2.5.<br />
An Engineers' train must not be set back in accordance with the Rule Book, <strong>Section</strong> Q,<br />
clause 2.5, if it would approach nearer than mile from the crossing.<br />
A trolley must not not be allowed on the line on any of the controlling track circuits or treadles.<br />
218
TABLE PI—AUTOMATICALLY OPERATED MINIATURE RED/GREEN WARNING LIGHTS<br />
AT LEVEL CROSSINGS.—continued.<br />
Name of crossing<br />
Located between<br />
(Supervising box<br />
first)<br />
miles<br />
At<br />
chains<br />
Remarks<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Back Lane Crossing Trent and Derby 123 68<br />
Dovefields Sudbury and Uttoxeter 1 19 62<br />
COLWICH TO MACCLESFIELD AND BRANCHES<br />
Barthomley Radway Green and i 4 77<br />
Crewe North Stafford<br />
Sidings.<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Rhydwhimen WeisImool and 39 70<br />
Newtown.<br />
Cilgwrgan Newtown and 45 22<br />
Welshpool.<br />
Old Chapel Talerddig and 63 34<br />
Cemmes Road.<br />
Llanbrynmair Talerddig and 64 57<br />
Cernrnes Road.<br />
Llandre. Vicarage Borth and 90 01<br />
Aberystwyth<br />
Llanddaniel<br />
CHESTER TO HOLYHEAD AND BRANCHES<br />
Gaerwen and Llanfair 243 76<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
Washstones F r i s b y and Queni- , 109 5 1<br />
1borough.<br />
TABLE 1<br />
3 Attendance is not provided at Open crossings and there are no gates or barriers.<br />
4.— At certain of these crossings trains must stop before proceeding over them; at others, trains will<br />
OPEN be required to pass over the crossing at reduced speed.<br />
L EAt some of these crossings red flashing road signals, operated automatically by the Occupation<br />
Vand clearance E of track circuits or equivalent means are provided on the road approaches. When any<br />
L<br />
Engineering operations are to be carried out which will cause the red road signals to flash continuously,<br />
arrangements must be made for the road signals to be disconnected by the S. & T. Technician,<br />
Cand, Rif any rail movement is to be made over the crossing, a Handsignalman must be provided at the<br />
Ocrossing S to regulate such rail movement(s). After completion of the work, arrangements must be made<br />
Sfor the I road signals to be reconnected by the S. & T. Technician.<br />
N (a) G CROSSINGS WHERE TRAINS MUST STOP BEFORE PROCEEDING OVER THE<br />
S . CROSSING.<br />
An advance warning board, consisting of a black cross on a white background, is provided<br />
about mile on the approach to the crossing. An intermediate board, consisting of a horizontal<br />
black band on a circular white background indicating a crossing at which trains must stop, is<br />
provided on the approach to the stop board at the crossing.<br />
(i) At the undermentioned crossings, a stop board, worded "Stop. Press Plunger" and<br />
"Obtain white light and whistle before proceeding<br />
the - is crossing. p r oRed v iflashing d e d road signals o are n provided on the road approaches.<br />
t Where h there e is a station platform immediately on the approach side of the crossing<br />
the plunger must not be operated until the train is ready to depart.<br />
a p p r o a c h<br />
The white light (flashing) indicates that the road lights are flashing. If the white light<br />
is snot exhibited, i dthe Driver e must not pass over the crossing until he is satisfied that it is<br />
safe o to do so. He f must report the failure by the first available means.<br />
219
TABLE P4.—OPEN LEVEL CROSSINGS.—continued.<br />
Located<br />
Name of Crossing<br />
Between<br />
Miles Chains<br />
Remarks<br />
(ii) At the undermentioned crossings, a stop board, worded "Stop. Whistle before proceeding"<br />
is provided on the approach side of the crossing. Red flashing road signals are NOT<br />
provided on the road approaches.<br />
The Driver must not pass over the crossing until he is satisfied that it is safe to do so.<br />
Name of Crossing<br />
Between<br />
Located<br />
Miles<br />
Chains<br />
Remarks<br />
(b) CROSSINGS WHERE TRAINS ARE REQUIRED TO REDUCE SPEED BEFORE<br />
PROCEEDING OVER THE CROSSING.<br />
At the undermentioned crossings, an advance warning board, consisting of a black cross<br />
on a white background, is provided on the approach to the crossing. Additionally a combined<br />
speed restriction/whistle board is provided between the advance warning board and<br />
the crossing.<br />
Road traffic signals, which will display a steady amber light for 5 seconds followed by<br />
twin red flashing lights, are provided on the road approaches.<br />
On passing the advance warning board, a Driver must regulate the speed of his train in<br />
order to be able to stop at the crossing unless a white flashing light is exhibited. If the<br />
white flashing light is exhibited, indicating that the red road signals are flashing, the<br />
Driver may proceed over the crossing, without stopping, at a speed not exceeding that<br />
indicated.<br />
If the white light is not exhibited by the time the Driver passes the combined speed<br />
restriction/whistle board he must bring his train to a stand and not pass over the crossing<br />
until he is satisfied that it is safe to do so. In these circumstances, the warning horn must<br />
again be sounded before the train proceeds over the crossing. The Driver must report the<br />
failure by the first available means.<br />
NOTE.—At those crossings marked * in the table below, two speeds are shown on the<br />
combined speed restriction/whistle board. The top figure (lower speed) will apply to all<br />
trains except passenger and empty coaching stock trains and the bottom figure (higher<br />
speed) will apply only to passenger and empty coaching stock trains.<br />
Name of Crossing<br />
Located<br />
Between Miles Chains<br />
Remarks<br />
Whenever it is necessary for any of the following to pass over these Open Level<br />
Crossings, the vehicle concerned must first be brought to a stand and must not proceed<br />
over the crossing until the Person in charge is satisfied that it is safe to do so.<br />
(i) Tamping machines.<br />
(ii) Track recording machines.<br />
(iii) Ballast Cleaning machines.<br />
(iv) Engineers' rail motor.<br />
(v) Engineers' Trolley.<br />
(vi) Diesel rail bus.<br />
220
TABLE Pt —OPEN LEVEL CROSSINGS—continued.<br />
(ii) At the undermentioned crossings, an advance warning board, consisting of a black cross<br />
on a white background, is provided on the approach to the crossing but road traffic<br />
signals are NOT provided:—<br />
Name of Crossing<br />
Between<br />
Located<br />
Miles<br />
Chains<br />
Remarks<br />
TABLE Q.—LIGHTING AND EXTINGUISHING OF SIGNAL LAMPS<br />
Running signals.<br />
Except as shown below, the lamps of all running signals must be lighted during the hours of<br />
darkness and during fog or falling snow whilst the line is open for traffic, whether the signal boxes<br />
are open or closed:—<br />
Exception 1.—On lines where the train service is confined to the hours of daylight, the signals<br />
should not be lighted except during fog or falling snow, but the lamps must be kept in<br />
readiness for immediate use, if necessary.<br />
Exception 2.—At the undermentioned signal boxes which are opened for limited periods or special<br />
traffic, the signals shown below will not be lighted during the period shown:—<br />
Signal box S i g n a l s affected<br />
OXFORD TO BIRMINGHAM AND BRANCHES<br />
Fenny Compton. , Signals applicable to movements<br />
I from the sidings.<br />
DROH'WICH SPA TO WALSALL AND BRANCHES<br />
Hockley South.<br />
All.<br />
tSwan Village North.<br />
All.<br />
t Wednesday Central South. All.<br />
fPriestfield Jn.<br />
All.<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
§Wellington No. 2. U p branch distant and home.<br />
f Broughton Crossing.<br />
All.<br />
tBrymbo East.<br />
All.<br />
tBrymbo Middle.<br />
All.<br />
Brymbo Middle.<br />
Up distant.<br />
CREWE TO BIRKENHEAD AND BRANCHES<br />
Little Sutton. A l l .<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
Saxby Junction. A l l .<br />
t May 1st to August 31st.<br />
§ March 1st to September 30th.<br />
When it is necessary for any signal which forms one of a group to be alight, the whole of the<br />
lamps must be lighted.<br />
<strong>Shunt</strong>ing signals:—<br />
At places where shunting operations are seldom carried out after dark, the lamps of<br />
ground shunt signals need not be lighted but the lamps of such signals must be kept in<br />
readiness for use so that if the circumstances require the lamps to be lighted this can be done.<br />
Should it be necessary for a shunting movement to be made during darkness at places<br />
where there are no lights in the ground signals the Guard or <strong>Shunt</strong>er (Driver in the case of a<br />
light locomotive) must see that the signal is cleared before any movement is made over<br />
points to which such signals apply.<br />
221
TABLE SL—INTERMEDIATE SIDINGS AT WHICH TRAINS MAY BE SHUNTED FOR<br />
OTHER TRAINS TO PASS.<br />
Trains may be shunted for other trains to pass at all intermediate sidings connected to lines<br />
worked in accordance with the Track Circuit Block System.<br />
The following is a list of intermediate sidings connected to lines worked by other than the<br />
Track Circuit Block System at which trains may be shunted for other trains to pass:—<br />
Name of Siding/s<br />
Situated at or<br />
between<br />
Line<br />
connected<br />
with<br />
Method of control<br />
EUSTON TO CREWE AND BRANCHES<br />
English Electric Co. Stafford No. 4 and Up through Two ground frames released by<br />
Queensville. siding. Annett's key.<br />
Crinoline Stafford No. 4 and Up through Ground frame released by Annett's<br />
Queensville. siding. key.<br />
Grendon Underwood<br />
MARYLEBONE TO CLAYDON AND BRANCHES<br />
Aylesbury South and<br />
Claydon L. &<br />
Single<br />
Ground frame released by electric<br />
token.<br />
RUGBY TO STAFF° RD (VIA BIRMENGHAM) AND BRANCHES<br />
Birchills Bloxwich Down Ground frame released from Bloxwich.<br />
Mid-Cannock Colliery Essington Wood and<br />
Hednesford.<br />
Up main Ground frame released from Hednesford<br />
No. 1.<br />
Brindley Heath Colliery Hednesford and Down Ground frame released from Hednesford<br />
No. Brereton Sidings.<br />
3.<br />
Ardley<br />
OXFORD TO BIRMINGHAM AND BRANCHES<br />
Princes Risboro' and<br />
I Aynho<br />
Single Ground frame released from Aynho<br />
DROITWICH SPA TO WALSALL AND BRANCHES<br />
Elmley Lovett Droitwich Spa and Up<br />
Ground frame released from Hartlebury<br />
Darlaston<br />
Hartlebury Station.<br />
Wednesbury Down Station.<br />
Ground frame released from Wednesbury.<br />
Uttoxeter Up<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Uttoxeter and Sudbury Up G r o u n d frame released from<br />
Uttoxeter.<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Oakengates Madeley in. and Down Ground frame released from<br />
Wellington No. 2.<br />
Madeley<br />
Shell Mex & B.P. Haughton Sidings and Down Ground frame released from Whittington<br />
Low Level.<br />
Whittington Low<br />
Level.<br />
Station Down Croes Newydd North Down main Ground frame released from Croes<br />
Fork and Wrexham<br />
Newydd North Fork.<br />
North.<br />
Hadley Down<br />
Wellington No. 2 and<br />
Donnington.<br />
Single Ground frame released by electric<br />
token.<br />
Castle Works (Sankeys) Wellington No. 2 and<br />
Donnington.<br />
Single Ground frame released by electric<br />
token.<br />
Donnington W.D. Wellington No. 2 and Single Ground frame released by electric<br />
Donnington.<br />
token.<br />
Rolls-Royce<br />
Harlescott Crossing Up<br />
Ground frame released from Harlescott<br />
Crossing.<br />
and Crewe Bank.<br />
Gresty Lane Down Gresty Lane No. 2 Down through Frame released from Gresty Lane<br />
and Gresty Lane siding. No. 2.<br />
No.<br />
222
TABLE Sl. —INTERMEDIATE SIDINGS AT WHICH TRAINS MAY BE SHUNTED FOR<br />
OTHER TRAINS TO PASS—continued.<br />
Name of Siding/s<br />
Situated at or<br />
between<br />
Line<br />
connected<br />
with<br />
Method of control<br />
CREWE TO BIRKENHEAD AND BRANCHES<br />
No. l Warehouse Canning Street North Up goods Tumbler one-way points. Siding<br />
protected by padlocked scotchblock.<br />
Key kept in Canning<br />
Street North box.<br />
Shell Ellesmere Port No. 5 Down and Ground frame released from Ellesand<br />
Stanlow & Thornton.<br />
up. mere Port No. 5 and Stanlow &<br />
Thornton.<br />
Exchange Helsby in. and Helsby<br />
West Cheshire in.<br />
Up Ground frame released from Helsby<br />
Jn.<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
Limbury Road Luton North and Down slow Ground frame released from Luton<br />
Leagrave.<br />
North.<br />
Up slow Ground frame released from Leagrave<br />
Station.<br />
Up Bedford Jn. and Up slow Ground frame released from<br />
Kempston Road.<br />
Bedford in.<br />
Finedon<br />
Finedon Station and Up goods Ground frame released by Annett's,<br />
Neilson's Sidings.<br />
key kept in Finedon Station box.<br />
Kettering South Up Kettering in. and Up slow Ground frame released from<br />
Kettering Station.<br />
Kettering Station.<br />
Mountsorrel Sileby and Barrow-on- Down Ground frame released from Sileby<br />
Soar. passenger. Station.<br />
Marston Valley Brick Ridgmont and Down Ground frame released from<br />
Millbrook.<br />
Ridgmont.<br />
Manton South.. Manton in. and Up Ground frame released from<br />
Harringworth<br />
Manton Jn.<br />
Station.<br />
Ashwell Down Lie-by.. Ashwell and Whissendinewell<br />
Down Ground frame released from Ash-<br />
Ashwell Station Yard Ashwell and Whissendine.<br />
Up<br />
Ground frame release fromd<br />
Ashwell.<br />
TRENT JUNCTION TO NEWARK AND BRANCHES<br />
Down Hucknall Colliery Down Ground frame released from<br />
Sidings and Linby<br />
Hucknall Colliery Sidings.<br />
Colliery Sidings<br />
Newstead Colliery Annesley and Linby.. Up Ground frame released from<br />
Loaded Wagon.<br />
Annesley.<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
Mansfield North Sherwood Colliery U p Ground frame released from<br />
Sidings South and<br />
Sherwood Colliery Sidings South.<br />
Mansfield South in.<br />
Sherwood Colliery Sherwood Colliery Down Ground frame released from<br />
North End. Sidings South and Sherwood Colliery Sidings South.<br />
Shirebrook West<br />
Sidings.<br />
Sutton Colliery in. Tibshelf East Jn. and Single Ground frame released by electric<br />
Butcherwood Colliery<br />
Sidings.<br />
page<br />
token. (See local instructions,<br />
342.)<br />
TABLE SI—TRAINS<br />
SINGLE LINES OF<br />
RETURNING FROM INTERMEDIATE SIDINGS OR STATIONS ON<br />
RAILWAY TO THE TOKEN OR STAFF STATION IN THE REAR.<br />
The following is a list of places on single lines of railway worked on the Electric Token Block<br />
system or the One Train Working or Train Staff and Ticket system where trains requiring to proceed<br />
to intermediate sidings or stations only may return to the token station in the rear, subject to the<br />
modifications shown in the Remarks column.<br />
223
TABLE S2.--IRAINS RETURNING FROM INTERMEDIATE SIDINGS OR STATIONS ON<br />
SINGLE LINES OF RAILWAY TO THE TOKEN OR STAFF STATION IN THE REAR—<br />
con<br />
Unless otherwise shown, the instructions will apply only to trains not conveying passengers and<br />
except where shown to the contrary, the trains must have a locomotive in front and a brake van in rear<br />
when proceeding to and returning from such intermediate siding or station.<br />
When assisted in rear under this arrangement, the token must be transferred from one locomotive<br />
to another when necessary, by the Guard, so that it is always carried on the rearmost locomotive.<br />
Should a freight or Engineers' train, or an <strong>Of</strong>ficer's special train, calling at an intermediate siding<br />
in section require to return to the token or staff station in rear instead of going through to the token<br />
or staff station in advance, the permission of the Signalman must be obtained before the train enters<br />
the section.<br />
From To Remarks<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Hadley<br />
• Wellington<br />
Don nington<br />
Hadley<br />
Donnington • Wellington<br />
Granite Siding Portmadoc For propelling see Table Fl.<br />
CHESTER TO HOLYHEAD AND BRANCHES<br />
Betws-y-Coed Station ..1 Llanrwst & Trefriw I D.M.U. trains, loaded or empty.<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
KaIdo Plant Sidings Stanton Gate Freight trains. (For propelling on<br />
outward journey, see Table FL)<br />
"A" Winning Colliery Blackwell East .1n. Freight trains without brake van.<br />
(For propelling on outward<br />
journey, see Table 1.)<br />
TABLE TI.—LINESIDE FIRES.<br />
Referring to the instructions contained in the General Appendix, the following information<br />
supplied by the Forestry Commission shows zones where the risk of lineside fires is greatest. The<br />
period of greatest risk is February to May (inclusive).<br />
County and Forest<br />
Stafford—Cannock<br />
M ontgomery—Bechan<br />
Montgomery—Dovey<br />
Cardigan--Rheidol<br />
Merioneth—Dovey<br />
Cardigan—Rheidol<br />
Cheshire—Delamere<br />
Anglesey—Penrhos<br />
Caernarvon--Gwydyr<br />
Location of Zone<br />
Between Hednesford No. 3 and Brereton<br />
Sidings—<br />
Both Sides. (1 4.--11÷ miles posts).<br />
Between Welshpool an d Newtown—<br />
Down Side. (45-2<br />
Between 1 Talerddig and Cemmes Road--<br />
Down Side. (66-1---67,+ mile posts.)<br />
Between --45+ Borth m and i l e Aberystwyth—<br />
pUp oSide. s (88 t s in. . 65 c. and 89 m. 9c.)<br />
Between ) Borth and Aberystwyth—<br />
Down Side. (91 m. 62 c. and 91 m. 76 c.)<br />
Between Gogarth and Abertafol—<br />
Up Side. (81-81+ mile posts.)<br />
Between Capel Bangor and Devil's Bridge—<br />
Both Sides. (5,1-11+ mile posts.)<br />
Between Cuddington and Mouldsworth—<br />
Both Sides. (26-g---30 mile posts.)<br />
Between Valley and Holyhead—<br />
Both Sides. (Stanley Embankment.)<br />
(2614---261,i- mile posts.)<br />
Between Llanrwst and Betws-y-Coed----<br />
Up Side. (12-1-14i<br />
, mile<br />
p o s t s . )224<br />
1<br />
1<br />
P<br />
e<br />
r<br />
i<br />
o<br />
d<br />
s<br />
w<br />
h<br />
e<br />
n<br />
r<br />
i<br />
are greatest<br />
Danger in all dry<br />
periods.<br />
Greatest risk December<br />
s<br />
to April (inclusive).<br />
k<br />
sExtreme Danger.
TABLE TI.--LINESIDE FIRES.—continued.<br />
County and Forest<br />
Anglesey—Newborough<br />
Nottingham—Sherwood<br />
Location of Zone<br />
Between Betws-y-Coed and Dolwyddelen—<br />
Down Side. (154---20-, mile posts.)<br />
Up Side. (15,<br />
Between 1 Dolwyddelen and Roman Bridge—<br />
Down Side. (224-224 mile posts.)<br />
Between 7 Gaerwen and Amlwch—<br />
-18/ Both Sides. (51-61 mile posts.)<br />
Between m i lLinby e and Annesley—<br />
p<br />
Both<br />
o<br />
Sides.<br />
s t<br />
(133-135 mile posts.)<br />
Between Bestwood Park Jn. and Calverton<br />
s Colliery. . )<br />
Both Sides. (134-1351 mile posts.)<br />
Periods when risks<br />
are greatest<br />
Extreme Danger.<br />
Extreme Danger.<br />
Extreme Danger on the<br />
steep grade.<br />
Danger in all dry<br />
periods.<br />
Danger in all dry<br />
periods.<br />
TABLE 11.—LINESIDE HOT AXLEBOX DETECTORS.<br />
Electronic equipment to detect axle boxes which are running at a higher temperature than<br />
normal, either in relation to the surrounding air temperature or in relation to the opposite axle box,<br />
is installed adjacent to the running lines at the places listed below. An axle box running hot or tending<br />
to run hot will cause an alarm to sound in the controlling signal box, where the axle concerned and the<br />
side of the train will be automatically shown. The equipment will also detect excess heat from brake<br />
blocks, tyres, etc., and when examining the suspect vehicle the brakes should also be checked to<br />
ensure that they have not been binding.<br />
When an alarm is given the Signalman will, if possible, take the action shown in the Table to<br />
enable the Train Crew to make a preliminary examination of the axle indicated. If overheating<br />
cannot be readily discovered on the vehicle indicated the vehicles on either side must also be examined<br />
to ensure that the axles have not been miscounted. It should be remembered that the equipment<br />
counts axles and therefore bogies will count as two. The axle count includes the locomotive except<br />
in the case of equipment marked * where the axle will be described relative to the back of the train,<br />
including the brake van if any.<br />
Following the initial examination of the vehicle the Signalman must be advised of its condition<br />
and, if the vehicle can safely be worked forward to the place shown for C. & W. Examination or for<br />
the vehicle to be detached the train must run at an appropriate speed not exceeding 20 m.p.h.<br />
If there is any doubt whatsoever about the vehicles fitness to go forward safely for examination<br />
or to be detached the train must not be moved until authorised by a C. & W. Examiner.<br />
As the equipment is sufficiently sensitive to detect a potential hot axle box before it is<br />
noticeable, visually or by touch, any vehicle sounding the alarm must be examined by a C. & W.<br />
Examiner at the place shown, before being allowed to proceed on its journey. If an Examiner<br />
is not available at this point the vehicle must be detached and not allowed to go forward<br />
without the authority of the C. & W. Maintenance Staff.<br />
Train<br />
worked<br />
forward for<br />
C. & W.<br />
Line Detector Near Signal Train Stopped for Train Examination<br />
Between Crew Examination or for<br />
vehicle to<br />
Passenger Freight be detached<br />
*Down fast..<br />
*Down slow<br />
Up fast<br />
Up slow<br />
*Up fast<br />
*Up slow<br />
Leighton Buzzard<br />
and Bletchley.<br />
Leighton Buzzard<br />
and Bletchley<br />
Wolverton and<br />
Bletchley.<br />
Wolverton and<br />
Bletchley.<br />
Brinklow and<br />
Rugby.<br />
Brinklow and<br />
Rugby<br />
1<br />
EUSTON TO CREWE AND BRANCHES<br />
BY.133 BY.27 down<br />
slow platform.<br />
BY.134<br />
BY.I61<br />
BY.16'2<br />
RY.333<br />
RY.334<br />
225<br />
BY.19 up<br />
slow platform.<br />
Rugby Station.<br />
Through<br />
trains at<br />
up slow<br />
platform.<br />
Terminating<br />
trains in<br />
booked<br />
platform.<br />
Down goods Bletchley.<br />
line.<br />
Up goods or Bletchley.<br />
up arrival<br />
line.<br />
Up goods or Rugby.<br />
reception<br />
line.
TABLE T2.—LINESIDE HOT AXLEBOX DETECTORS—continued.<br />
Train<br />
worked<br />
forward for<br />
C. & W.<br />
Line Detector Between<br />
Near Signal Train Stopped for Train Crew Examination<br />
Examination<br />
or for<br />
vehicle to<br />
Passenger Freight<br />
be detached<br />
EUSTON TO CREWE AND BRANCHES—continued.<br />
Down main Shilton and NN.144 N N . I 2 3 NN.I23 Nuneaton.<br />
Nuneaton.<br />
Down main Colwich and<br />
Milford &<br />
MB.5/7 QE.9/1 QE.9/I Stafford.<br />
Brocton.<br />
Up fast Norton Bridge<br />
NB.17 SD5.14I SD5.14I Stafford.<br />
and Stafford.<br />
Up slow Norton Bridge<br />
N13.18 SD5.136 SD5.136 Stafford.<br />
and Stafford.<br />
RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES<br />
*Down main Brandon and RY.191 CY.17 CY.17 Coventry.<br />
Coventry.<br />
*Up main Berkswell and CY.82 CY.37 CY.37 Coventry.<br />
Tile Hill.<br />
NS.309 for trains via up Stour New Street<br />
Up main Galton Jn. and NS.338R Station.<br />
Smethwick<br />
Rolfe Street<br />
Down main<br />
Up main<br />
- NS.337 for trains via Soho Road Soho up<br />
through<br />
siding.<br />
Down main Penkridge and SD1.20 SD1.101 SD1.101 Stafford.<br />
Rickerscote.<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Up main Wichnor Jn.<br />
and Branston.<br />
DY.89 DY.149 DY.95 or<br />
DY.149.<br />
Burton.<br />
Down main Tamworth and<br />
Wilnecote.<br />
SY.394 SY.388 SY.388 Kingsbury<br />
COLWICH TO MACCLESHELD AND BRANCHES<br />
Barlaston and<br />
Wedgwood.<br />
Mow Cop and<br />
Kidsgrove.<br />
SE.210<br />
MC.5<br />
KC.28<br />
SE.132..<br />
KC.27<br />
(Whitacre<br />
when Kingsbury<br />
<strong>Shunt</strong>ing<br />
Frame<br />
closed).<br />
Stoke.<br />
Kidsgrove.<br />
ST. PANCRAS TO CHESTERHELD (VIA DERBY) AND BRANCHES<br />
Down main Barrow-on-Soar Loughborough Loughborough Loughborough Loughbor ough<br />
and Loughborough.<br />
distant. home. home.<br />
Down main down main down main<br />
Down goods Barrow-on-Soar Loughborough<br />
Loughborough Loughborough.<br />
and Loughborough.<br />
distant.<br />
down goods<br />
down goods<br />
home.<br />
Up main Duffield and DY.551 DY.533 DY.533 Derby<br />
Little Eaton<br />
St. Mary's.<br />
(14 00 Saturday<br />
to<br />
06 00 Monday<br />
passenger<br />
trains<br />
only to go<br />
forward to<br />
Derby<br />
Station).<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
Up main Bennerley Jn. IT.133/136 TT.144 TT.I44<br />
and Ilkeston.<br />
Nottingham<br />
Up goods<br />
Bennerley .1n.<br />
TT.132/135<br />
TT.143<br />
or Toton.<br />
and Ilkeston.<br />
226
TABLE U1.—TOWING OF VEHICLES—RULE BOOK, SECTION J, CLAUSE 3.6.<br />
Referring to the instructions contained in the General Appendix, the following is a list of places<br />
where towing of vehicles is authorised.<br />
(*Indicates road vehicle used.)<br />
Place<br />
Line<br />
Remarks<br />
*Congleton<br />
*Birkenhead<br />
*Finchley Road (Mid.)..<br />
Goods Depot<br />
All Goods Depots<br />
Down Sidings<br />
—<br />
Only in emergency to move<br />
wagons clear of connections.<br />
TABLE U2.—PLACES AT WHICH SPRAGS ARE LOCATED.<br />
EUSTON TO CREWE AND BRANCHES<br />
North London Incline I n first arch.<br />
Madeley Chord • • Reversing Sidings Token Hut.<br />
RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES<br />
Hawkesbury Lane • Foreman's Cabin.<br />
Lichfield City<br />
•• No. l Box.<br />
Bescot Curve<br />
• Motorway overbridge.<br />
Mid-Cannock Colliery Ground Frame.<br />
Hednesford<br />
•• No. 3 Box.<br />
Brereton Sidings •• Signal Box.<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Worthington<br />
Desford Colliery Sidings<br />
Bagworth & Ellistown<br />
Bardon Hill<br />
Station.<br />
Signal Box.<br />
Signal Box.<br />
Signal Box.<br />
WOLVERHAMPTON TO<br />
United Colliery<br />
Talerddig<br />
Porthywaen<br />
Croes Newydd West<br />
Brymbo Middle<br />
CHESTER AND BRANCHES<br />
Signal Box.<br />
Signal Box.<br />
Streetly Co. Sidings.<br />
Signal Box.<br />
Signal Box.<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
St. Pauls Road Goods<br />
Signal Box.<br />
Brent in. No. 2<br />
Near wagon shops and West M.P. sidings.<br />
Brent Empty Wagon Sidings Amenity block.<br />
Sundon<br />
Up slow line – Cement Co's siding.<br />
Glendon North in.<br />
Signal Box.<br />
Avenue Sidings<br />
South end block.<br />
Junction Road in.<br />
Signal Box.<br />
Neasden Midland in.<br />
P.W. ganger's hut.<br />
Dunstable North<br />
A.P.C.M. Sidings, East Ground Frame.<br />
Storefield<br />
Signal Box.<br />
Ashwell Sidings<br />
Ground Frame.<br />
Kilburn Crossing<br />
At level crossing.<br />
Park Lane Crossing<br />
At level crossing.<br />
TRENT JUNCTION TO NEWARK AND BRANCHES<br />
Nottingham G o o d s Yard West <strong>Shunt</strong>ing Frame.<br />
Bestwood Park in. S i g n a l Box.<br />
227
TABLE U2.--PLACES AT WHICH SPRAGS ARE LOCATED—continued.<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
Tibshelf Sidings T o p and bottom end.<br />
TABLE VL—WITHDRAWAL OF GUARDS OF TERMINATING FREIGHT TRAINS.<br />
Guards working freight trains terminating at the following places and standing on the lines<br />
shown must report to the Person in charge for instructions. Before doing so they must see that their<br />
trains are clear of the main line and properly secured, and advise the Driver. This arrangement will<br />
not apply during fog or falling snow unless otherwise shown. Where authority is given for the<br />
arrangement to apply during fog or falling snow, the Guard must, in the case of goods lines, carry<br />
out the first paragraph of Clause A2 of the Instructions relating to Lines worked on Permissive<br />
Block System, or Regulation 7 of the Regulations for Working Trains over Goods Lines not worked<br />
on any Block System, as contained in the General Appendix, before leaving the train.<br />
Place Line Remarks<br />
Willesden High Level<br />
Sidings.<br />
Willesden Brent Sidings<br />
Bletchley<br />
Nuneaton<br />
Basford Hall Sidings<br />
Gresty Lane Down Sidings..<br />
Up High Level arrival<br />
Nos. I and 2 through sidings<br />
Down goods between Bletchley<br />
and Denbigh Hall.<br />
Up goods between Denbigh Hall<br />
and Bletchley.<br />
Nos. 1 and 2 up goods<br />
Down slow independent between'<br />
Crewe Sorting Sidings Middle<br />
Down and Crewe Sorting Sidbetween<br />
Crewe<br />
ings North boxes.<br />
Up slow goods<br />
Up loop Sorting Sidings<br />
Nos. 1 and 2 .-North and<br />
arrival. Crewe Sorting<br />
Sidings Middle<br />
Up boxes. -<br />
Down throne' sidings between<br />
Gresty Lane No. I and No. 2<br />
boxes.<br />
Also applies during fog or falling<br />
snow.<br />
Also applies during fog or falling<br />
snow.<br />
Also applies during fog or falling<br />
snow.<br />
Also applies during fog or falling<br />
snow.<br />
Also applies during fog or falling<br />
snow.<br />
Northampton No. 1 down goods between No. 3<br />
and No. 4 boxes.<br />
Up goods between No. 4 and<br />
No. 3 boxes.<br />
Also applies during fog or falling<br />
snow.<br />
Curzon Street Up goods Guards must not withdraw until<br />
a locomotive is attached in<br />
rear.<br />
Bescot Down Reception sidings Also applies during fog or falling<br />
snow.<br />
Norton in. No. Down goods loop —<br />
Burton-on-Trent, Wetmore<br />
Sidings.<br />
Nos. I and 2 West Yard Reception Also applies during fog or falling<br />
snow.<br />
Stoke Yard, South Down goods signal SE.96 Also applies during fog or falling<br />
snow.<br />
Up goods signal SE.87<br />
Also applies during fog or falling<br />
sn ow.<br />
Stoke Up goods signal SE.39 Also applies during fog or falling<br />
snow.<br />
Grange In. Down goods Also applies during fog or falling<br />
snow.<br />
Longport In. Up goods Also applies during fog or falling<br />
Snow.<br />
Alsager Down goods at Alsager box Also applies during fog or falling<br />
snow.<br />
Wellingborough Down<br />
Sidings.<br />
Up goods at Alsager East In. box.<br />
Down goods at Finedon Road<br />
228<br />
Also applies during fog or falling<br />
snow.
TABLE V1.—WITHDRAWAL OF GUARDS OF TERMINATING FREIGHT TRAINS—continued.<br />
Place<br />
Line<br />
Remarks<br />
Leicester Up Sidings<br />
Blackwell Sidings<br />
Up goods between Humberstone<br />
Road in. and Bell Lane boxes<br />
and between Bell Lane and<br />
Leicester North boxes.<br />
Down South Curve goods line<br />
between Blackwell South in.<br />
and Blackwell East in.<br />
Also applies during fog or falling<br />
snow. A Guard must always<br />
be in charge of the rear train.<br />
Also applies during fog or falling<br />
snow.<br />
TABLE V2.---USE OF GUARDS' TELEPHONES—RULE BOOK, SECTION H, CLAUSE 4.12.<br />
The following lines are provided with one or more Guards' telephones, and when a train complete<br />
with tail lamp attached comes to a stand clear of the connection with the main line, the Guard (or<br />
Secondman in the case of a light or banking locomotive) must immediately advise the Signalman of<br />
this by the most convenient telephone. To avoid delay in advising the Signalman, the Driver of a<br />
light locomotive or short train may bring it to a stand opposite the first telephone, and after the<br />
Signalman has been advised, proceed as far as the line is clear.<br />
Where the signal box is situated midway between the entrance and exit of the loop, the advice may be<br />
given either verbally or by telephone, according to circumstances.<br />
Signal box<br />
Line<br />
EUSTON TO CREWE AND BRANCHES<br />
Willesden New D o w n (from Kensal Green in.).<br />
RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES<br />
Walsall B e s c o t Nos. I, 2, 3 and 4 Up reception.<br />
Norton in. No. I D o w n goods loop.<br />
Banbury in.<br />
Fenny Compton<br />
OXFORD TO BIRMINGHAM AND BRANCHES<br />
Down reception.<br />
Up goods loop.<br />
DRorrwini SPA TO WALSALL AND BRANCHES<br />
Rowley Regis S h e l l Mex sidings.<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Burton—Wetmore Sidings ' Nos. I and 2 West Yard Reception.<br />
Oxley<br />
Church Stretton<br />
Sutton Bridge .1n.<br />
Harlescott Crossing<br />
Whitchurch<br />
WOLVERHANH'TON TO CHESTER AND BRANCHES<br />
•<br />
• •<br />
•<br />
• •<br />
Up goods loop.<br />
Down goods loop.<br />
Up goods loop.<br />
Down goods loop.<br />
Up goods loop.<br />
CREWE TO BIRKENHEAD AND BRANCHES<br />
Frodsham in. U p goods loop.<br />
Stanlow & Thornton D o w n reception<br />
Up reception.<br />
Shotwick Sidings C o a l reception<br />
Ore reception and departure.<br />
Seacom be in. I r o n Ore Sidings.<br />
229
TABLE V2.—USE OF GUARDS' TELEPHONES—RULE BOOK, SECTION H, CLAUSE 4.12<br />
—continued.<br />
Signal box<br />
Line<br />
Bagillt<br />
*Colwyn Bay<br />
*Bangor<br />
CHESTER TO HOLYHEAD AND BRANCHES<br />
Down loop.<br />
Down platform loop.<br />
Down platform loop.<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
Wigston North In. D o w n sidings.<br />
Mortimer Street In. D o w n north curve.<br />
* At these places where delay would be avoided by notifying the Signalman that a train on the<br />
adjoining main line has been brought to a stand with the rear portion of the train, complete with<br />
tail lamp, clear of the connections, the telephone alongside the adjoining line may be used, the<br />
Signalman being informed on which line the train is standing.<br />
(Guards' telephones are provided at certain places other than those shown above and separate Appendix<br />
instructions are issued for each such place.<br />
TABLE W.—STATION YARD WORKING—RULE BOOK, SECTION H, CLAUSE 11.2.<br />
The following is a list of through stations where authority is given for trains to enter an occupied<br />
platform line, the entrance to and exit from which are controlled by one signal box.<br />
Unless specially authorised, a passenger train must not be allowed to enter a platform line which<br />
is already occupied by a freight train, nor must a freight train be allowed to enter a platform line<br />
already occupied by a passenger train.<br />
Before a train is signalled into an occupied platform line, the Signalman must be aware, or have<br />
ascertained from the Person in charge of the platform that there is room for the train to be dealt<br />
with. During fog or falling snow, arrangements must be made for a competent man to meet the<br />
train at the platform end and conduct it to the rear of the train in front.<br />
Rugby<br />
Nuneaton<br />
Station<br />
Coventry<br />
Birmingham New Street<br />
Wolverhampton<br />
Walsall<br />
Leamington Spa<br />
Stoke-on-Trent<br />
Macclesfield<br />
Machynlleth<br />
Derby<br />
Bletchley<br />
Nottingham<br />
All<br />
"Up and down" platform No. I<br />
Down slow<br />
Up slow<br />
All<br />
All<br />
All<br />
All<br />
All<br />
Line<br />
Down main<br />
Up passenger loop<br />
All<br />
Up<br />
No. 7 "down and up" platform<br />
All<br />
230<br />
Remarks<br />
Class I, 2, 5, 0 and parcels trains<br />
only.<br />
—<br />
Both directions.<br />
Both directions.<br />
Class I, 2, 5, 0 and parcel trains<br />
only.<br />
Class I, 2, 5, 0 and parcels trains<br />
only.<br />
Class I, 2, 5, 0 and parcels trains<br />
only.<br />
Both directions.<br />
Class 1, 2 and 5 trains only requiring<br />
to make connection or to be<br />
attached.<br />
—<br />
Down direction, all trains.<br />
Up direction, Class I, 2, 5, 0 and<br />
parcels trains only.
TABLE X.—TAIL LAMPS—LIGHTING WHEN PASSING THROUGH TUNNELS—<br />
RULE BOOK, SECTION H, CLAUSE 7.3.5.<br />
All trains and light locomotives must carry a lighted tail lamp when passing through any of the<br />
under-mentioned tunnels. Guards of trains and Drivers of light locomotives must see that this is<br />
done, and during daylight must also see that the lights are extinguished as soon as possible aftes<br />
passing through the tunnel.<br />
EUSTON TO CREWE a AND BRANCHES<br />
Euston Crewe South Jn.<br />
n<br />
Down main/<br />
fast and<br />
down<br />
slow.<br />
Crewe South Jn. Euston e<br />
Up main/<br />
n fast and<br />
S up slow.<br />
o<br />
Hanslope<br />
Rugby<br />
Tunnel<br />
Lord's<br />
St. John's Wood<br />
Hampstead<br />
1<br />
M<br />
a<br />
TABLE YL—LINES EQUIPPED WITH B.R. rAUTOMATIC WARNING SYSTEM.<br />
y<br />
Referring to the instructions contained in the General Appendix, the following lines are equipped<br />
with A.W.S. track equipment.<br />
l<br />
e<br />
At places where the B.R. A.W.S. system abuts on the W.R. system a notice board is displayed.<br />
b<br />
o<br />
From T o<br />
n Line<br />
Remarks<br />
e<br />
Rugby (via Northampton).<br />
Hanslope (via Northampton).<br />
uDown main/<br />
t fast and<br />
h down<br />
slow.<br />
.<br />
Up main/<br />
fast and<br />
up slow.<br />
Commencing at signal EN.84 (down<br />
fast) and signal EN.85 (down<br />
slow). Terminating at signal<br />
CS.I 39 (down fast) and signal<br />
CS.184 (down slow). The track<br />
equipment for signal WN.101<br />
on the down City line at Willesden<br />
is situated immediately<br />
after passing the signal.<br />
Commencing at signal CS.45 (up<br />
fast) and signal CS.80 (up slow).<br />
Terminating at signal EN.87<br />
(up fast) and signal EN.86 (up<br />
slow).<br />
Gresty Lane No. 1 Crewe South Jn. Down Commencing at Gresty Lane No. 1<br />
home signal.<br />
Crewe North Stafford Crewe South In. Down Commencing at Crewe North Stafford<br />
Sidings home I signal.<br />
Sidings.<br />
Crewe Coal Yard Coppenhall In. Down main/ Commencing at signal CY.55 (down<br />
fast and independent) signal CY.48 (down<br />
down slow. fast) and signal CY.52 (down<br />
Coppenhall Crewe North Jn. Up main/<br />
fast and<br />
up slow.<br />
d<br />
N<br />
e<br />
a<br />
s<br />
d<br />
Between<br />
slow).<br />
Terminating at signal CN.92 (up<br />
fast) and signal CN.97 (up slow).<br />
RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES<br />
Rugby Stafford No. 1 Down main<br />
and down<br />
Stafford No. l Rugby<br />
Derby.<br />
Up main and<br />
up Derby.<br />
Stechford Bushbury Down<br />
Grand Jn.<br />
Bushbury Jn. Stechford Up Grand<br />
Jn.<br />
231<br />
:Inductors are not provided for<br />
Birmingham New Street Station<br />
platform and platform starting<br />
signals.
TABLE YL—LINES EQUEPPED WITH B.R. AUTOMATIC WARNING SYSTEM—continued.<br />
From<br />
To<br />
Line<br />
Remarks<br />
RUGBY TO STAFFORD (VIA BIRMI NGHAM) AND BRANCHES—continued.<br />
Proof House in. Aston Down main/<br />
fast and<br />
down slow.<br />
Aston Proof House in. Up main/<br />
fast and<br />
up slow.<br />
Soho South in. Perry Barr North in. Down<br />
Perry Barr North in... Soho South Up<br />
Soho East in. Soho North in. Down<br />
Soho North in. Soho East in. Up<br />
Perry Barr West in. Perry Barr South in... Down<br />
Perry Barr South in. Perry Barr West in... Up<br />
Bescot Walsall Down main/<br />
fast and<br />
down slow.<br />
Walsall Bescot Up main/<br />
fast and<br />
up slow<br />
Walsall •• Darlaston in... Down<br />
Darlaston Walsall Up<br />
Portobello in. •• Wolverhampton Down<br />
Wolverhampton •• Portobello in. Up<br />
Terminating at signals WL.92 (down<br />
fast) and WL.94 (down slow).<br />
Commencing at signals WL.81 (up<br />
fast) and WL.83 (up slow).<br />
OXFORD TO BIRMINGHAM AND BRANCHES<br />
Princes Risborough Aynho in. Single<br />
Aynho in. Princes Risborough Single<br />
Leamington Spa Bordesley in. Down main/ Commencing at Leamington down<br />
fast and starting signal.<br />
down slow.<br />
Bordesley in. Leamington Spa •<br />
Terminating at Leamington up<br />
U<br />
fast and home signal.<br />
up slow.<br />
Hatton Bearley in. p Single Terminating at Bearley in. home<br />
m<br />
signal.<br />
Hatton West in.<br />
aSingle line Distant for signal SY.117.<br />
from<br />
i Bearley.<br />
Small Heath South in. Birmingham Moor nDown<br />
Street.<br />
/<br />
Birmingham Moor Small Heath South Up<br />
Street.<br />
DROITWICH SPA TO WALSALL AND BRANCHES<br />
Galion ..<br />
Down • •<br />
Smethwick in... Galton 1<br />
Up<br />
S<br />
m<br />
DERBY TO BLACKWELL AND BRANCHES<br />
e<br />
Derby Proof House in. Down main/<br />
t<br />
fast and<br />
h<br />
down Derby<br />
Proof House in. w Derby Up Derby<br />
i<br />
and up<br />
main/fast.<br />
Birmingham New c Barnt Green Down<br />
Street.<br />
k<br />
Gloucester/<br />
main.<br />
Barnt Green Birmingham New Up main/<br />
Street.<br />
Gloucester.<br />
Sheet Stores in. Stenson in. Down<br />
232
TABLE YL—LINES EQUIPPED wrrH B.R. AUTOMATIC WARNING SYSTEM—continued.<br />
From To Line Remarks<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Stenson in. Sheet Stores in. U p<br />
Kingsbury in. Water Orton East in. Down slow..<br />
Water Orton East in... Kingsbury in. Up slow<br />
Landor Street in. King's Norton in. Down main/<br />
Camp Hill.<br />
Kings Norton in. Landor Street in. Up main/<br />
Camp Hill.<br />
St. Andrews in. Grand in. Down<br />
Grand in. St. Andrews in. Up<br />
continued.<br />
COLWICH TO MACCLESHELD AND BRANCHES<br />
Colwich Macclesfield • Down main<br />
Macclesfield<br />
Colwich •• Up main<br />
Norton Bridge Stone Station. • • Down<br />
Stone Station Norton Bridge • Up<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Wolverhampton Oxley Down<br />
North in.<br />
Oxley Wolverhampton Up Commencing at Oxley up home<br />
North in.<br />
I signal.<br />
CREWE TO BIRKENHEAD AND BRANCHES<br />
Crewe North in. .1 Chester No. I . . 1Down . . 1<br />
Tattenhall in. Crewe North in. U p . . )<br />
St. Pancras<br />
Tapton in.<br />
Finchley Road<br />
Kempston Road in.<br />
Kettering Station<br />
Glendon North in.<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
Tapton in. D o w n fast/<br />
main<br />
St. Pancras<br />
Bedford in.<br />
Finchley Road<br />
Glendon North in.<br />
Kettering in.<br />
Up fast/<br />
main.<br />
Down local/<br />
slow.<br />
Up slow/<br />
local.<br />
Down slow..<br />
Up slow<br />
Commencing at St. Pancras starting<br />
signal (Dock in. home signal). An<br />
Inductor is not provided for<br />
Desborough North home signal.<br />
Inductors are not provided from<br />
Leicester London Road in. down<br />
home signal to Leicester North<br />
down home 2 signal nor at<br />
Derby Station platform starting<br />
signals.<br />
Inductors are not provided at<br />
Derby Station platform starting<br />
signals nor from Leicester North<br />
up starting signal to Leicester<br />
London Road in. up home<br />
2 signal. An Inductor is not<br />
provided for Kettering station<br />
outer home signal.<br />
Terminating at Bedford in. inner<br />
distant signal. An inductor is<br />
not provided for Napsbury home<br />
signal.<br />
An inductor is not<br />
Kettering Station<br />
signal.<br />
provided for<br />
outer home<br />
Trent in.<br />
TRENT JUNCTION TO NEWARK AND BRANCHES<br />
, Netherfield in.<br />
• • I<br />
Down main/<br />
"fast and<br />
1down slow.<br />
233<br />
Inductors are not provided at<br />
Nottingham Station platform<br />
starting signals. Terminating at<br />
signal TT.245.
TABLE YL—LINES EQUIPPED WITH B.R. AUTOMATIC WARNING SYSTEM—continued.<br />
From T o L i n e Remarks<br />
TRENT JUNCTION TO NEWARK AND BRANCHES—continued.<br />
Netherfield in... Trent in. Up main/<br />
fast and<br />
up slow.<br />
Mansfield in. Trowel! in. Down main<br />
Trowel' in. Mansfield In. Up main<br />
Commencing at signal TT.244.<br />
Inductors are not provided at<br />
Nottingham Station platform<br />
starting signals.<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
Trent<br />
Clay Cross South in... Down main<br />
Clay Cross South in. Trent U p main<br />
TABLE Y2.—LINES EQUIPPED WITH W.R. AUTOMATIC WARNING SYSTEM.<br />
Objects of the System<br />
The primary object of this system is to give an audible warning (siren) in the driving compartment<br />
as a train is approaching a distant signal which is in the "on" position, and, if this warning is disregarded,<br />
to apply the brakes automatically, to ensure that the train is stopped before it reaches the<br />
home signal.<br />
In the case of a multiple aspect signal capable of displaying a double yellow, single yellow or red<br />
aspect, the warning indication and brake application will also be given when any of these aspects is<br />
displayed.<br />
Another and distinctive audible indication (bell) is given in the driving compartment when the<br />
Distant signal is in the "clear" position or a green aspect is displayed in a colour light signal which is<br />
capable of exhibiting a "Caution" aspect.<br />
It is emphasised that this system is merely an aid to a Driver and does not relieve him of his<br />
responsibility for observing all signals. He must continue to keep a sharp lookout and although the<br />
"bell" may indicate a "clear" signal it does not relieve him of his responsibility for observing the signal<br />
to which it applies and the line ahead.<br />
Location at which audible signals are given<br />
The point at which the audible signals are given is usually about 440 yards (200 yards in multiple<br />
aspect signalling areas) before the distant signal is reached. Where, however, the distant signal is a<br />
lower arm on a 'Stop' signal, the audible signals are given just as the 'Stop' signal is passed.<br />
Apparatus on Permanent Way and Locomotive and Multiple Unit Train<br />
A contact shoe underneath the locomotive or multiple unit train, rides over a metal ramp bolted<br />
between the running rails. As the shoe passes over the ramp the audible signal is given in the driving<br />
compartment. In addition, on some locomotives, a visual indication is also provided.<br />
Cancelling brake application<br />
By raising the re-setting handle or by pressing and releasing the re-setting button, the Driver will<br />
stop the siren sounding, thus cancelling the warning indication and the brake application, but he must<br />
then act in accordance with the signal aspect displayed.<br />
Failure of electrical apparatus<br />
Any failure of the electrical apparatus will produce the Warning indication, with automatic brake<br />
application irrespective of the signal aspect.<br />
Action to be taken during irregular working of A.W.S. Apparatus<br />
(a) When the Bell is received with signal not in the clear position.<br />
(b) When Caution indication is received with the signal in the clear position.<br />
(c) When no audible warning received.<br />
Drivers must record any irregularity in the working of the A.W.S. apparatus on form B.R.29957,<br />
which must be filled up and handed in when booking off duty.<br />
If an Engineman is relieved at any intermediate point, he will still be required to report the defect<br />
at the Depot where he books off duty but must inform his relief of the type of failure he has experienced.<br />
There will be no necessity for the latter to submit a further B.R.29957 report unless an irregularity<br />
is experienced while he is in charge.<br />
234
TABLE Y2.—LINES EQUIPPED WITH W.R. AUTOMATIC WARNING SYSTEM—continued.<br />
Wrong Side Failures<br />
If the Driver receives the bell indication when a distant signal is at caution, or a colour light<br />
signal is showing double yellow, single yellow or red, he must stop at the next signal box ahead and<br />
report the circumstances.<br />
If the failure occurs at an automatic or semi-automatic signal or at a controlled colour light signal<br />
after passing the controlling signal box, the Driver must report the failure from the telephone at the<br />
first convenient signal ahead of the A.W.S. ramp concerned. He must also arrange for the locomotive<br />
or unit to be tested on arrival at the Depot or stabling point.<br />
The Signalman who receives advice of the failure must, if he does not control the signal affected,<br />
advise the Signalman concerned and make an entry in his Train Register.<br />
The Signalman controlling the affected signal or ill the case of an automatic or semi-automatic<br />
signal, the Signalman controlling the last controlled signal before the affected signal, must immediately<br />
carry out the following procedure:—<br />
1. Arrange for Drivers of subsequent trains to be stopped and advised that the A.W.S. ramp is<br />
defective, until the defect has been put right, or a Handsignalman has been appointed as<br />
shown below.<br />
2. Arrange for the attendance of the S. & T. Technician.<br />
3. Until it is established that the ramp is in order, maintain the signal concerned at Caution.<br />
In the case of a multiple aspect signal, the S. & T. Technician must be requested to disconnect<br />
the circuits so that it will not be possible to exhibit a "Proceed" aspect other than<br />
Caution (one yellow).<br />
4. Advise the Divisional Control <strong>Of</strong>fice.<br />
5. Make an appropriate entry in the Train Register.<br />
When the defect has been put right the Signalman must enter the time in the Train Register and<br />
the entry must be countersigned by the S. & T. Technician. Normal working may then be resumed.<br />
If, however, owing to the distance involved, considerable delay would be incurred by the S. & T.<br />
Technician going to the signal box, he may telephone the Signalman that the ramp is restored and the<br />
latter must endorse the Train Register entry accordingly.<br />
Shoe removal and replacement<br />
When traction units are fitted with Western Region apparatus it is essential, before proceeding<br />
onto certain electrified lines (four rail systems) or to certain lines of other Regions, for the A.W.S.<br />
slipper piece and block to be removed.<br />
A.W.S. Ramps under repair<br />
When an automatic warning system ramp is under repair and out of use, or removed for other<br />
purposes, a Handsignalman must be provided at the Distant or Colour Light Signal to which the ramp,<br />
is applicable, to act as if he were fog signalling at that particular signal.<br />
W.R./B.R. Systems<br />
At places where the W.R., A.W.S. system abuts on the B.R. system a notice board is displayed.<br />
From To Line R e m a r k s<br />
OXFORD TO BIRMINGHAM AND BRANCHES<br />
Wolvercot .In.<br />
Posse Road<br />
Leamington Spa Jn...<br />
Wolvercot<br />
Down main<br />
Up main<br />
Terminating at the distant signal<br />
for Leamington Spa .11n. A ramp<br />
is also provided at the home signal<br />
for Banbury North (inner distant<br />
3 for Banbury Jn.)<br />
A ramp is also provided at the<br />
Hall Green Milcote Down main<br />
home signal for Banbury North<br />
(inner distant 2 for Banbury<br />
South).<br />
A ramp is not provided at the<br />
Milcote Hall Green Up main<br />
home signal for Hall Green. A<br />
ramp is also provided at the<br />
inner distant signal for Evesham<br />
Road Crossing.<br />
235
TABLE Y2.—LINES EQUIPPED WITH W.R. AUTOMATIC WARNING SYSTEM<br />
-<br />
continued.<br />
From To Line Remarks<br />
DROITWICH SPA TO WALSALL AND BRANCHES<br />
Droitwich Spa D u d l e y<br />
Down main<br />
Round Oak North Droitwich Spa Up main<br />
Handsworth • Stourbridge in. North Down main<br />
Stourbridge ha. Nor th.. Handsworth ht. Up main<br />
Birmingham • Wolverhampton Down main A ramp is not provided at Birming-<br />
South.<br />
and down<br />
ham, signal BH.28 (down relief<br />
relief.<br />
line.)<br />
Priestfield Birmingham Up main and<br />
up relief.<br />
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
Codsall Severn Bridge Jia. Down main Terminating at the distant signal<br />
for Severn Bridge<br />
Abbey Foregate Oxley Up main Commencing at the I.B. distant<br />
signal for Abbey Foregate. Terminating<br />
at the distant signal for<br />
Oxley.<br />
Coton Hill North • • Green Lane Crossing Down main<br />
Green Lane Crossing Crewe ht. • Up main<br />
Sutton Bridge .1n. Craven Arms Crossing Down main<br />
Craven Arms Crossing Severn Bridge Jn. Up main<br />
TABLE Z.—STATION LIMITS WHERE TRACK CIRCUIT BLOCK IS IN OPERATION.<br />
The definition of "Station <strong>Limit</strong>s" contained in the General Appendix will not apply on lines<br />
worked in accordance with the Track Circuit Block System and where Station <strong>Limit</strong>s are required<br />
these are defined for the signal boxes concerned as follows:—<br />
Wrong direction movements must only be made in accordance with the instructions contained<br />
in the General Appendix.<br />
Signal box/<br />
Location<br />
Line<br />
From<br />
To<br />
Euston<br />
Willesden<br />
EUSTON TO CREWE AND BRANCHES<br />
Down fast<br />
Down slow<br />
Up fast<br />
Up slow<br />
Up engine I<br />
Up engine 2<br />
Down empty<br />
carriage.<br />
<strong>Limit</strong> of shunt indicator<br />
at rear of set back<br />
signal EN.47.<br />
<strong>Limit</strong> of shunt indicator<br />
at rear of set back<br />
signal EN.46.<br />
Signal EN.103<br />
Signal EN.103<br />
Rear of set back signal EN.49.<br />
Rear of set back signal EN.51.<br />
Signal EN.105.<br />
Down fast Signal WN.146 • • • • Signal WN.212.<br />
Up fast Signal WN.I23 • • • Signal WN.214.<br />
Down slow Signal WN. 45 • • Signal WN.211.<br />
Up slow Signal WN.58 • Signal WN.148.<br />
Down Low<br />
Level goods.<br />
Up Low Level<br />
goods.<br />
Signal WN.137 • • -•<br />
Rear of set back signal WN.38.<br />
Signal WN.34<br />
236<br />
Rear of set back signal WN.136.
TABLE Z.—STA'HON LIMITS WHERE TRACK CIRCUIT BLOCK IS IN OPERATION—<br />
continued.<br />
Signal box/<br />
Location<br />
Line<br />
From<br />
To<br />
EUSTON TO CREWE AND BRANCRES—continued<br />
Watford<br />
Watford Jn. Station Down fast • • Signal W.J.24<br />
Area.<br />
Rear of set back signal WL63.<br />
Up fast • Signal W168<br />
Rear of set back signal WL38.<br />
Down slow • Signal W.1.25 Rear of set back signal WL64.<br />
Up slow • Signal W.J•69 Rear of set back signal WL26.<br />
"Down and<br />
Rear of signal W148.<br />
up" branch.<br />
Up branch Signal W144 • —<br />
Tring Area Down slow Signal W194 Rear of set back signal W•1•112•<br />
Up slow Signal W.1.114 • • Rear of set back signal W195•<br />
Bletchley<br />
Station Area Down fast <strong>Limit</strong> of shunt indicator Rear of set back signal BY.76.<br />
at Lamb's Siding.<br />
Up fast Signal BY.35 • Rear of set back signal BY.53.<br />
Down slow Signal BY•11 ••<br />
Rear of set back signal BY.71.<br />
Up slow Signal BY•36 • Rear of set back signal BY.52.<br />
Down goods Signal BY.27 • Signal BY•30.<br />
Down Cambridge.<br />
Rear of set back signal BY.64.<br />
Up Cambridge Signal BY•26 —<br />
Wolverton Area Down slow • Signal BY.166 North end of station platform.<br />
Up slow • Signal BY.43 Signal BY.168.<br />
Rugby<br />
Down fast • • Signal RY.113<br />
Down Northampton<br />
slow.<br />
Rear of set back signal RY•148.<br />
Signal RY•64<br />
Rear of set back signal RY.I49.<br />
Down goods Signal RY.75<br />
Southam<br />
Rear of set back signal RY.131.<br />
branch.<br />
Notice board at set back signal.<br />
RY.171.<br />
Up fast/main/ <strong>Limit</strong> of shunt indicator Rear of set back signal RY. 59.<br />
slow.<br />
at North end of station.<br />
Up goods Signal RY.I53 Rear of set back signal RY.76.<br />
Nuneaton<br />
Down last Signal NN•76 Signal NNA.<br />
Down slow Signal NN.77 Signal NN.5.<br />
Down Leicester.<br />
Signal NN.81<br />
Down Coventry Signal NN.78<br />
Down Birmingham.<br />
Rear of set back signal NN•13•<br />
Up fast • • Signal NN.9 Rear of set back signal NN.62.<br />
Up slow Signal NN.7 Rear of set back signal NN.47.<br />
Up Birmingham<br />
Signal NN.6<br />
Up Leicester • • Rear of set back signal NN.68.<br />
Up Coventry<br />
Rear of set back signal NN.74.<br />
Northampton No. 1<br />
Northampton No. 4<br />
Up main<br />
Down fast<br />
Rear of 3 armed set-back<br />
signal situated outside the<br />
up main line.<br />
Rear of set back signal applying<br />
to movements to the up<br />
fast or down fast.<br />
Coventry<br />
RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES<br />
Down main •<br />
Down<br />
Leamington.<br />
Down Nuneaton.<br />
Signal CY.18<br />
Signal CYA<br />
237<br />
Signal 0(.38.<br />
Signal CY.51.
TABLE Z.—STATION LIMITS WHERE TRACK CIRCUIT BLOCK IS IN OPERATION—<br />
continued.<br />
Signal box/<br />
Location<br />
Line<br />
From<br />
To<br />
RUGBY TO STAFFORD (VIA<br />
Coventry—continued U p main<br />
Up Leamington.<br />
Up Nuneaton..<br />
Birmingham New St.<br />
Stechford Area Down Stour •<br />
Station Area<br />
Soho North In. Area<br />
Oldbury Area<br />
Wolverhampton<br />
Birmingham New Street<br />
Vauxhall Area<br />
Perry Barr South:In.<br />
In. Area.<br />
Beseot<br />
Walsall<br />
Bescot Area..<br />
Station Area<br />
Up Stour<br />
Up Grand In...<br />
Down lines •<br />
Up lines<br />
Up Stour •<br />
Up Soho curve<br />
Down Stour<br />
Up Stour<br />
Down Stour •<br />
"Up and down"<br />
Up Stour •<br />
Down fast<br />
Up fast<br />
Down goods/<br />
slow.<br />
Up slow/goods<br />
Down Grand<br />
In./Up Perry<br />
Barr.<br />
"Up and down"<br />
goods.<br />
Down Grand<br />
In.<br />
Up Grand In.. •<br />
Up goods<br />
Down fast<br />
Up fast<br />
Down slow<br />
Up slow<br />
• Signal NS.483<br />
• •<br />
•<br />
••<br />
• •<br />
BMA/INGHAM) AND BRANCHES—continued<br />
Signal CY.37<br />
Rear of set back signal CY.19<br />
Signal CY.6.<br />
Signal CY.53.<br />
Signal NS.35<br />
Signal N.S.41<br />
<strong>Limit</strong> of shunt indicator..<br />
Signals N.S.15I and<br />
NS.154.<br />
Signals NS.243 and<br />
NS.244.<br />
Signal NS.337<br />
—<br />
Signal NS.480<br />
<strong>Limit</strong> of shunt indicator<br />
Signal WN.99<br />
Signal WN.63<br />
Signal NS.82<br />
Signal NS.75<br />
Signal NS.83<br />
Signal NS•76<br />
•<br />
<strong>Limit</strong> of shunt indicator<br />
in rear of signal NS.258.<br />
Signal DT.3<br />
Signal WL.27<br />
Signal WL.37<br />
Signal WL.24 (Up Grand<br />
In.).<br />
Signal WL.92 •<br />
Signal WL.68<br />
Signal WL.94 • •<br />
Signal WL.69<br />
238<br />
Rear of set back signals controlled<br />
by Stechford <strong>Shunt</strong>ing<br />
Frame applying set back<br />
to up Stour or down siding.<br />
Rear of set back signals controlled<br />
by Stechford <strong>Shunt</strong>ing<br />
Frame applying set back<br />
along up Stour or up Grand<br />
In.<br />
—<br />
Rear of set back signal NS.242<br />
and signal NS.293.<br />
Rear of set back signal NS.152<br />
and signal NS.155.<br />
Signal NS.313.<br />
Rear of set back signal NS.321.<br />
Rear of 3-arm set back signal<br />
controlled by Oldbury<br />
<strong>Shunt</strong>ing Frame at Birmingham<br />
end of Oldbury station.<br />
Signal NS.481.<br />
Rear of set back signal WN.64.<br />
Signal WN.78.<br />
Rear of set back signal WN.109.<br />
Rear of set back signal controlled<br />
by Vauxhall <strong>Shunt</strong>ing<br />
Frame at the Birmingham<br />
end of Vauxhall station.<br />
Signal NS.I41.<br />
Rear of 4-armed set back<br />
signal controlled by Vauxhall<br />
<strong>Shunt</strong>ing Frame at the<br />
Birmingham end of Vauxhall<br />
station.<br />
Rear of set back signal controlled<br />
by Vauxhall <strong>Shunt</strong>ing<br />
Frame applying set back to<br />
down sidings, down slow,<br />
down fast or up slow.<br />
Signal NS.278.<br />
<strong>Limit</strong> of shunt indicator.<br />
Rear of set back signal WL.36.<br />
Signal WL.24.<br />
Rear of set back signal WL.5<br />
(Up Grand In.).<br />
Rear of set back signal WL.56.<br />
Signal WEIN.<br />
Rear of set back signal WL.58.<br />
Rear of set back signal WL.93.
TABLE Z.—STATION LIMITS WHERE TRACK CIRCUIT BLOCK IS IN OPERATION—<br />
continued.<br />
Signal box/<br />
Location Line From To<br />
OXFORD TO BIRMINGHAM AND BRANCHES<br />
Saltley<br />
Knowle Area Down Signal SY.I42 Signal SY.I<br />
Up Signal SY.I47 Signal SY.139.<br />
Tyseley Area Up fast/slow Signal SY.165 or SY.163 Signal SY.I57.<br />
Down slow Signal SY.I 58 (down Signal SY.166.<br />
Leamington), also signal<br />
SY.I62 (up North<br />
Small Heath Area Down<br />
Warwick).<br />
<strong>Limit</strong> of shunt indicator..<br />
Bordesley.<br />
Up Bordesley.. Small Heath No. 2 Frame Signal SY.173.<br />
Up goods loop. Signal SY.177 Signal SY.I69.<br />
Rear of set back signals on<br />
down Bordesley and down<br />
goods loop controlled by<br />
Small Heath No. I <strong>Shunt</strong>ing<br />
Frame.<br />
Derby<br />
Wetmore Sidings<br />
Area.<br />
DERBY TO BLACKWELL AND BRANCHES<br />
Up main<br />
Up goods<br />
Signal DY.173 or rear of<br />
set back signal WS.21<br />
(down main).<br />
Signal DY.171 or rear of<br />
set back signal WS.21<br />
(down main) ••<br />
Signal DY.157<br />
Signal DY.179.<br />
Signal DY.177.<br />
HorningLow Bridge<br />
Area.<br />
Up goods<br />
Signal DY.171.<br />
Sarney<br />
Bromford Bridge Down main Signal SY.234 Rear of set back signal SY.485.<br />
Area. Down goods Signal SY.236 Signal SY.228.<br />
Up main/goods Signal SY.229 (up sidings) Rear of set back signal SY.488<br />
or signal SY.235.<br />
Washwood Heath Down main Signal SY.2I6 Signal SY.204.<br />
Area. Down goods Signal SY.218 Signal SY.206.<br />
Up main Signal SY.201 Signal SY.223.<br />
Up goods<br />
Signals SY.205, SY.207,<br />
SY.209 (Lawley St.<br />
Signal SY.22I.<br />
Depot).<br />
Whitacre .1n. Area Down slow Signal SY.308 Rear of set back signal SY.513.<br />
Up slow Signal SY.297 • • Rear of set back signal SY.515.<br />
Coleshill Area Down slow <strong>Limit</strong> of shunt indicator.. Rear of set back signal SY.505.<br />
Up slow Signal SY.293 Signal SY.295.<br />
Bournville Area Up Gloucester <strong>Limit</strong> of shunt indicator.. Rear of set back signal SY.407.<br />
Kings Norton Area Down lines Signal SY.42 (down Gloucester)/<strong>Limit</strong><br />
of shunt<br />
indicator (down Camp<br />
Signal SY.34 ("up and down"<br />
goods).<br />
Hill).<br />
Up lines Signal SY.37 (up main) Signal SY.43 (up Gloucester)/<br />
signal SY.63 (up Camp Hill).<br />
Stoke-on-Trent<br />
COLWICH TO MACCLESFIELD AND BRANCHES<br />
Down main<br />
Down goods<br />
Up Leek Brook<br />
branch.<br />
Up main<br />
Up goods<br />
Down Leek<br />
Brook<br />
branch.<br />
Signal SE.118<br />
Signal SEAN-<br />
Signal SE.202<br />
Signal SE.16<br />
Signal SE.2<br />
Rear of set back signal SE.53.<br />
Signal SEM,<br />
Rear of set back signal SE.125.<br />
Signal SE.I05.<br />
Signal SEAM<br />
239
TABLE Z.—STATION LIMITS WHERE TRACK CIRCUIT-BLOCK IS IN OPERATION<br />
—continued.<br />
Signal box/Location<br />
Line<br />
From<br />
COLWICH TO MACCLESFIELD AND BRANCHES—continued.<br />
1<br />
To<br />
Kidsgrove Central<br />
Macclesfield<br />
Down main Signal KC.39 Signal KC.38.<br />
Down goods<br />
— Signal KC.19.<br />
Up main Signal KC.27 Rear of 2 armed set back<br />
signal applying to down main,<br />
down goods, down branch<br />
or up main.<br />
Down main Signal MD.42 Rear of set back signal applying<br />
to down main, up main<br />
or "up and down" line.<br />
Up main Signal MD.15 Signal MD.17.<br />
Derby<br />
Station Area<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES<br />
Down main<br />
Up goods West/<br />
down goods.<br />
Signal DY.422<br />
Signal DY.436<br />
Signal DY.506.<br />
Signal DY.504.<br />
Up main Signal DY.47 I Signal DY.417.<br />
Up goods/down Signal DY.475<br />
Signal DY.392.<br />
West goods.<br />
Down main<br />
Signal DY.388.<br />
West.<br />
—<br />
Up main West Signal DY.433<br />
St. Marys Area Down main Signal SMG.34 (St. Marys Signal DY.534.<br />
Depot).<br />
Down goods Signals SMG.34, SMG.42 Signal DY.536.<br />
(St. Marys Depot).<br />
Up main Signals DY.523, DY.525 Rear of set back signal DY.526.<br />
and DY.527.<br />
Up goods <strong>Limit</strong> of shunt indicator Signal DY.515.<br />
Trent<br />
Nottingham Station<br />
TRENT JUNCTION TO NEWARK AND BRANCHES<br />
Down fast/main<br />
Down slow/<br />
goods.<br />
<strong>Limit</strong> of shunt indicator<br />
Nottingham Goods Yard<br />
East <strong>Shunt</strong>ing Frame<br />
Rear of set back signal TT.258.<br />
Rear of set back signal TT.254.<br />
Up main Signal TT.252 Rear of set back signal TI.285.<br />
Up goods Signal TT.262 Rear of set back signal TT.284.<br />
Propelled movements from Nottingham Goods Yard East Shut ting Frame on the down slow<br />
line are prohibited.<br />
Propelled movements from Nottingham London Road Goods Yard/signal 77.255 to Nottingham<br />
Station must not exceed 30 S.L.U.<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
Trent<br />
Toton Area Down main Signal 17.182 Rear of set back signal controlled<br />
by Stapleford &<br />
Sandiacre <strong>Shunt</strong>ing Frame<br />
applying along down main<br />
or to up main.<br />
Down goods Signal TT.183 Rear of 2 armed set back<br />
signal controlled by Stapleford<br />
& Sandiacre <strong>Shunt</strong>ing<br />
Frame applying along down<br />
goods or to down sidings.<br />
240
TABLE Z.—STATION LIMITS WHERE TRACK CIRCUIT BLOCK IS IN OPERATION<br />
—continued.<br />
Signal box/Location<br />
Line<br />
From<br />
To<br />
TRENT TO CLAY CROSS AND BRANCHES—continued.<br />
To ton Area—continued. Down High Signal TT.18 I<br />
Level goods.<br />
Up main<br />
Up goods<br />
Signal TT.I65<br />
Signal TT.164<br />
Rear of set back signal controlled<br />
by Stapleford &<br />
Sandiacre <strong>Shunt</strong>ing Frame<br />
applying along down High<br />
Level goods, to arrival lines,<br />
to old bank and storage<br />
sidings or up goods.<br />
Rear of set back signal TT.172.<br />
Rear of set back signal TT.199<br />
or signal TT.214 (up High<br />
Level goods).<br />
INSTRUCTIONS RELATING TO THE RULE BOOK<br />
RULE BOOK, SECTION K—SHUNTING SIGNALS.<br />
The Rule Book, <strong>Section</strong> K, clause 3.1.3 is not applicable at position light shunting signals. When<br />
a train or vehicles is detained at such a signal for an unusually long time, the Guard/<strong>Shunt</strong>er or<br />
Secondman (where provided) must remind the Signalman either by going to the signal box or by<br />
using the nearest telephone, communicating with the signalbox.<br />
INSTRUCTIONS RELATING TO THE GENERAL APPENDIX<br />
B.R. AUTOMATIC WARNING SYSTEM OF TRAIN CONTROL (A.W.S.) WRONG SIDE<br />
FAILURES OF APPARATUS (FAULT CODE 5 OR 7).<br />
In the event of a wrong side failure of apparatus, to ensure that immediate investigation can be<br />
made into the cause the following action must be taken by the Driver and Signalman concerned.<br />
DRIVER<br />
D.1 Stop at the first available point and advise the Signalman.<br />
(a) Fault code (5 or 7)<br />
(b) Signal at which it occurred—give details of signal indication if the signal at which the<br />
failure occurs is a colour light<br />
(c) The locomotive or unit number<br />
(d) Which end you are driving from<br />
(e) Train details i.e. reporting number hours t o<br />
(f) Your name and depot.<br />
D.2 If a similar fault occurs at subsequent signals it will not be necessary to stop specially to<br />
report it but special care must be taken for the remainder of the journey. If the equipment<br />
is isolated this must be reported in accordance with the General Appendix Instruction.<br />
241
D.3 If you stable the locomotive at a Maintenance Depot advise the Mechanical Foreman of the<br />
details and ask him to contact the H.Q. Maintenance Control at Crewe, if they have not<br />
already contacted him.<br />
D.4 If you are relieved before completion of the journey advise your relief in writing of the<br />
circumstances. The relieving Driver is then responsible for carrying out the instructions<br />
in D.3.<br />
D.5 When signing off duty complete report form BR.29957 and give any further details requested<br />
to the Supervisor on duty.<br />
SIGNALMAN<br />
If a Driver stops to advise you of a wrong side failure of A.W.S. equipment you must take the<br />
following action:—<br />
S.1 Ensure that you get all the information listed in instruction D.1 to Drivers.<br />
S.2 If the signal involved is worked from another signal box:---<br />
(a) Give all the details to the Signalman at the box controlling the signal who must then<br />
carry out the instructions in S.3.<br />
(b) Advise the Control that you have done so<br />
(c) Record the fact in the Train Register.<br />
S.3 If the signal is controlled by your box<br />
(a) Arrange for all following trains to be warned that the A.W.S. equipment at the signal<br />
concerned may be defective, until a handsignalman has been provided.<br />
(b) Advise the S. & T. Technician giving him the full details as given by the Driver.<br />
(c) Advise the Divisional Control of the full details and confirm that you have taken the<br />
action required in (a) and (b).<br />
(d) Record the details in the Train Register.<br />
(e) When the S. & T. Technician gives you the results of his tests on the ground equipment<br />
pass this information to the Divisional Control immediately.<br />
(f) Complete Form BR.296I9 and forward to the Area Manager in the normal manner.<br />
Instructions to Divisional and Headquarters Control staff, Train Crew Supervisors and Maintenance<br />
Depots are issued to all concerned who must take the action detailed to ensure that wrong<br />
side failures of A.W.S. equipment are fully investigated as a matter of urgency.<br />
COUPLING TOGETHER OF LOCOMOTIVES.<br />
Up to five locomotives under power may run coupled together, except where a lower number<br />
is shown in any publication dealing with the working of locomotives.<br />
WORKING OF DIESEL MULTIPLE-UNIT TRAINS.<br />
The following additional instructions apply:—<br />
1. Composition of trains.<br />
A loaded or empty diesel multiple unit train may consist of up to eight vehicles and, exceptionally,<br />
up to twelve vehicles, in accordance with the formations shown below:—<br />
Diesel multiple-unit trains are timed in accordance with the following combinations and the<br />
appropriate D I, DI(T), D2, D3, D4 or D5 indication is included at the head of the columns of the<br />
Working Time Table of Mandatory Train Services :—<br />
DI. Trains composed of the following formations:<br />
D 1(T). Trains composed of the following formations but authorised to convey tail traffic.<br />
Motor<br />
Total No. of<br />
Coach Trailer Vehicles<br />
1 I 2<br />
2 2 4<br />
3 2 5<br />
3 3 6<br />
4 3 7<br />
4 4 8<br />
5 3 8<br />
5 4 9<br />
5 5 10<br />
6 4 I 0<br />
6 5 11<br />
6 . . 6 I<br />
also Diesel Parcels Trains.<br />
,<br />
242
D2. Trains composed of the following formations:<br />
Motor<br />
Coach T r a i l e r<br />
7olal No. of<br />
Vehic !es<br />
2 1 3<br />
3 1 4<br />
4 1 5<br />
4 2 6<br />
5 1 6<br />
5 2 7<br />
6 1 7 *<br />
6 2 8<br />
6 3 9 j<br />
D3. Trains composed of the following formations:<br />
Motor<br />
Coach T r a i l e r<br />
Total No. of<br />
Vehicles<br />
1 — 1<br />
2 2<br />
3 — 3<br />
4 — 4<br />
5 _ 51*<br />
6 . . — 61<br />
D4. High Density Suburban Trains composed of the following formations:<br />
Motor<br />
Coach T<br />
T<br />
r a i<br />
o<br />
l e r<br />
t<br />
V<br />
a<br />
e h i<br />
l<br />
c l<br />
No. of<br />
e s<br />
2 2 4<br />
4 4 8<br />
A diesel parcels van, powered by 2 x 230 h.p. engines may be coupled to a<br />
4-car high density diesel unit and the train so formed will run in D4 timings.<br />
D5. Trans-Pennine sets composed of:<br />
Motor T o t a l No. of<br />
Coach T r a i l e r V e h i c l e s<br />
4 2 . • • • . . 6<br />
*Note.—These formations apply only when the driving compartment from which the Driver is<br />
operating is fitted with panels indicating the operation of six motor coaches.<br />
2. Tail Traffic.<br />
On those sections of line, shown in Table 'A', where diesel multiple unit trains are permitted to<br />
run at speeds higher than other trains, only the lower speeds permissible for other trains will be<br />
applicable to diesel multiple unit trains when conveying additional vehicles having a wheelbase of<br />
less than 15 feet, except that any special easements over bridges for diesel multiple unit trains will<br />
continue. Otherwise, the instructions in the General Appendix relating to the conveyance of fourwheeled<br />
vehicles by passenger trains will apply.<br />
3. Coupling.<br />
When coupling the non-gangwayed driving ends of inter-city diesel vehicles to vehicles of any<br />
other type the buckeye coupling must not be used. They must be screw-coupled, using an emergency<br />
screw coupling with the buffers in the long position.<br />
4. Where Guards must ride.<br />
Except as laid down in Instructions Nos. 8, 12 and 13, the Guard must always ride in the rear<br />
Guard's compartment.<br />
5. Signalling.<br />
Diesel multiple unit trains must be signalled by the bell signals applicable to Class 1-6 trains<br />
according to the classification shown in the Working Time Table.<br />
6. Heating.<br />
See instructions on pages 256 and 257.<br />
7. Fire Precautions.<br />
A secondary system of fixed fire extinguishing equipment is installed on diesel multiple unit<br />
train power cars fitted with Rolls Royce 238 h.p. engines operating on the St. Pancras–Bedford service.<br />
The system is designed to be used manually, by pressing any one button, situated on the solebar<br />
of each of these power cars, if it is considered that the automatic extinguisher has not adequately<br />
extinguished a fire and that any remaining fire cannot be dealt with by hand extinguishers. The<br />
button will operate the secondary system only if the automatic system has been discharged; it cannot,<br />
therefore, be operated accidentally under normal conditions.<br />
1<br />
243
The position of each button is indicated by a white plate bearing the words in red lettering:<br />
'PRESS BUTTON TO OPERATE SECONDARY FIRE EXTINGUISHERS'.<br />
If this apparatus is operated by Guards, <strong>Shunt</strong>ers or station staff, the Driver of the train must<br />
be informed, and report the incident when finishing duty.<br />
PERMANENT SPEED RESTRICTION INDICATOR SIGNS.<br />
In addition to the lines referred to in the General Appendix, i.e. lines of 90 m.p.h. and over,<br />
cut out numeral type indicator signs are also provided on the following main and fast lines at the<br />
terminating points of permanent speed restrictions to indicate where the maximum permissible speed<br />
for the line may be resumed:—<br />
Between<br />
Euston and Kilburn.<br />
Birmingham and Bushbury Junction.<br />
Colwich and Macclesfield.<br />
St. Pancras and Hendon.<br />
Trent Junction and Tapton Junction via Derby.<br />
Trent Junction and Nottingham.<br />
Trent and Clay Cross.<br />
OFFICERS' SPECIALS.<br />
Trains comprising a locomotive and saloon only, run for Railway <strong>Of</strong>ficers, will not be accompanied<br />
by a Guard. Drivers and Secondmen, when working such trains, must carry out the Rules and<br />
Regulations applicable to men in charge of a light locomotive.<br />
The Driver will be responsible for satisfying himself that the saloon is properly coupled to the<br />
locomotive, including the brake pipe, and for testing the continuous brake from the saloon.<br />
Trains conveying more than a single saloon must be accompanied by a Guard.<br />
EXAMINATION OF DETONATORS<br />
Detonators found to be over 5 years old at the periodical examination must be sent to the<br />
point shown below:—<br />
Detonators from<br />
To be sent to<br />
London Division.<br />
Holyhead Station.<br />
Birmingham Division.<br />
Holyhead Station.<br />
Stoke Division.<br />
Holyhead Station.<br />
Liverpool Division.<br />
Canada Dock Goods.<br />
Nottingham Division.<br />
Holyhead Station.<br />
STANDARD CLASSIFICATION AND CODE OF HEAD LAMPS OR DISCS.<br />
The following special classification numbers will be used for the description of train shown:-<br />
Special<br />
Classification<br />
Number<br />
1 Z 99 Breakdown van train or snow plough going to clear the line, or light locomotive<br />
going to assist disabled train.<br />
1 Z 01 <strong>Of</strong>ficers' Special train not requiring to stop in section.<br />
2 Z 99 Breakdown van train not going to clear the line.<br />
6 Z 07 Weed spraying train.<br />
Description of Train<br />
7 Z 06 Matisa track recording machine—when not recording.<br />
7 Z 08 Elliott track recording machine—when not recording.<br />
9 Z 01 <strong>Of</strong>ficers' Special train, mechanically propelled on-rail tamping machine or<br />
ballast-cleaning machine requiring to stop in section.<br />
9 Z 02 Mechanically propelled on-rail tamping machine or ballast cleaning machine<br />
not stopping in section.<br />
9 Z 05 Trolley requiring to go into or pass through tunnel.<br />
9 Z 06 Elliott track recording machine—when recording.<br />
9 2, 08 Matisa track recording machine—when recording.<br />
0 Z 00<br />
Light locomotive to Depot or not to work a train:—<br />
Local to L.M.R.<br />
0 t 00 Inter-regional.<br />
(+ Re.airmni letter)<br />
244
LOCOMOTIVES RUNNING LIGHT.<br />
With reference to the instructions contained in the General Appendix, the following is a list<br />
of locations where authority is given for driving light locomotives from the rear cab:—<br />
Signal box/Location<br />
Birmingham New Street<br />
Station Area.<br />
Nottingham Station<br />
Area.<br />
Toton Area<br />
All<br />
Line<br />
Down fast/main<br />
Down slow/<br />
goods.<br />
Up main<br />
Up goods<br />
Down main<br />
Down goods<br />
Down High<br />
Level goods.<br />
Up main<br />
Up goods<br />
Between<br />
Rear of set back signals<br />
NS.155 (Up Stour),<br />
NS.I5'2 (Up Derby),<br />
NS.156 (Down Derby).<br />
Subject to a ferry Driver riding in the leading cab on each occasion and carrying out the instructions<br />
shown to be carried out by a Secondman.<br />
<strong>Limit</strong> of shunt indicator<br />
Nottingham Goods Yard<br />
<strong>Shunt</strong>ing Frame.<br />
Signal TT.252<br />
Signal TT.262<br />
Also within the Carriage<br />
Parcels Concentration<br />
Signal TT.182<br />
Signal TT.183<br />
Signal TT.181<br />
Signal IT.165<br />
Signal TT.I64<br />
Includes up and down y<br />
lines.<br />
And<br />
Rear of set back signals<br />
NS.24I (Down Stour),<br />
NS.242 (Down Gloucester).<br />
Rear of set back signal<br />
11.258.<br />
Rear of set back signal<br />
TT.254.<br />
Rear of set back signal<br />
TT.285.<br />
Rear of set back signal<br />
TT.284.<br />
Sidings, Holding Sidings and<br />
Depot.<br />
Rear of set back signal<br />
controlled by Stapleford<br />
& Sandiacre <strong>Shunt</strong>ing<br />
Frame applying along<br />
down main or to up<br />
main.<br />
Rear of 2 armed set back<br />
signal controlled by Stapleford<br />
& Sandiacre <strong>Shunt</strong>ing<br />
Frame applying along<br />
down goods or to down<br />
main.<br />
Rear of set back signal<br />
controlled by Stapleford<br />
& Sandiacre <strong>Shunt</strong>ing<br />
Frame applying along<br />
down High Level goods,<br />
to arrival lines, to old<br />
bank and storage sidings<br />
or to up goods.<br />
Rear of set back signal<br />
TT.172<br />
Rear of set back signal<br />
TT.199 or signal IT.214<br />
(up High Level goods.)<br />
ards and East/West arrival<br />
Passenger Comfort.<br />
HEATING OF PASSENGER TRAINS.<br />
I. General.<br />
Every endeavour must be made to ensure trains are properly heated, and the comfort of<br />
passengers assured. The satisfactory heating of trains depends on the personal attention and<br />
co-operation of many people. Supervisors attached to the Departments concerned with the heating<br />
of trains must ensure that the following instructions are carefully observed and carried out by the<br />
staff.<br />
245
Complaints from passengers about the heating of a train must be reported to the Driver at the<br />
first stopping place of the train and to Carriage and Wagon staff at that place or as soon as possible<br />
afterwards.<br />
Where trains are stabled during the day or night, arrangements should be made for them to be<br />
pre-heated before being put into service, either by the train locomotive being called out earlier or by<br />
a special locomotive where steam or electric heating from a fixed installation is not available. Where<br />
C. & W. staff are employed, advantage must be taken of this pre-heating to test the heating apparatus<br />
thoroughly.<br />
In cold weather Guards and Train Attendants must take care that the heater controls in empty<br />
compartments are placed in the "ON" position and the windows and compartment doors of corridor<br />
vehicles kept closed.<br />
On arrival of a train at its destination, or at a turn-back station, the Guard and station staff<br />
must ensure that the windows are closed to retain the heat created during the journey.<br />
Pre-heating of Trains.<br />
2. Steam Heating.<br />
The following arrangements must be made for pre-heating:—<br />
Train<br />
Period of<br />
pre-heating<br />
10/15 coaches 9 0 minutes<br />
6/9 coaches 6 0 minutes<br />
1/5 coaches 4<br />
Pressure ventilated coaches<br />
5<br />
3 0<br />
minutes<br />
minutes<br />
Minimum Supply Pressure<br />
at leading coach<br />
55 lbs./sq. in.<br />
50 lbs./sq. in.<br />
40 lbs./sq. in.<br />
Subject to number of coaches as above.<br />
When using a diesel locomotive to pre-heat 10-15 coaches, a single type '4' locomotive or type<br />
'2' locomotive (numbers 5379-5415) may be used; otherwise two type '2' locomotives must be used<br />
with BOTH boilers working.<br />
At certain stations, trains can be heated from stationary boilers while standing at platforms or<br />
in Carriage Sheds before the locomotive backs on to the train. Area Managers must see that trains<br />
are placed in a position where full benefit can be derived from pre-heating facilities. The stationary<br />
boiler heating arrangements are controlled by the Maintenance staff.<br />
In very cold weather, whilst trains are being pre-heated at a station, steps must be taken to see<br />
that carriage doors and windows are kept closed as far as possible, and that the heater control handles<br />
are in the -<br />
ON" When trains composed entirely of coaches fitted with the pressure ventilation system are being<br />
pre-heated, o s i t the steam pressure must be applied for thirty minutes only before departure time. If<br />
such coaches are coupled to ordinary steam-heated coaches which require pre-heating for more than<br />
i<br />
thirty<br />
o n<br />
minutes,<br />
.<br />
the coaches fitted with pressure ventilation must have the equipment left in the "OFF"<br />
position until the last thirty minutes before departure time. This is to avoid undue drain on the<br />
batteries.<br />
Testing of Locomotive Steam Heating Equipment.<br />
Before a locomotive leaves a Maintenance Depot, holding siding or fuelling point, the steam<br />
heating equipment must be tested as shown below.<br />
Open the buffer beam cocks at No. 1 and No. 2 ends of the locomotive, start the boiler and<br />
blow steam through the pipes and cocks to clear any water. Close both cocks and ensure that a<br />
minimum of 55 lbs./sq. in. steam pressure can be registered on the steam heating gauge in either cab,<br />
and that the flexible hoses, couplings and drain valves are in good order.<br />
Shut down the boiler and ensure that the hosepipes are secured to avoid damage to the coupling<br />
lugs.<br />
If any defects are found, the Supervisor must be informed immediately.<br />
WARNING.—Steam hosepipes must be correctly hooked up to prevent steam being directed<br />
towards any electrified equipment.<br />
Steam Heating with Two Diesel Locomotives Coupled Together.<br />
When it is necessary for two diesel locomotives to be coupled together to haul a train which<br />
requires heating, only the leading locomotive will supply steam for heating purposes. The jumper<br />
cable plugs (where fitted) for controlling the locomotives must be coupled in addition to the steam<br />
heating hosepipes and the isolating cocks must be placed in the "OPEN" position.<br />
The Master key on the second locomotive must not be inserted if the locomotive control cables<br />
are coupled for multiple working.<br />
If, for any reason, it is impossible to supply train heating from the leading locomotive and the<br />
second unit is manned, then heating can be supplied from the latter, but the steam heating cocks<br />
between the locomotives must be closed.<br />
When two diesel locomotives are coupled together and one of these is not fitted with a steam<br />
boiler, they must be so marshalled that the locomotive with a boiler is leading.<br />
246
Steam Heating End Couplings on Locomotives and Coaching Stock.<br />
Locomotives and vehicles fitted for steam heating are provided with a steam slide valve end<br />
cock.<br />
On this valve there is a saw cut on the end of the valve spindle which is in line with the operating<br />
handle; to open the valve, the operating handle must be placed in the horizontal position and to<br />
close it, it must be turned upwards to the vertical position.<br />
The handles of steam cocks on locomotives and coaches and flexible hosepipes and connections<br />
must not be struck with hammers or other instruments, which may strain and damage the fittings.<br />
Before a train commences each Journey.<br />
Vehicles not fitted with heating pipes must be marshalled at the rear of trains. Empty coaches<br />
not intended for conveyance of passengers must be similarly marshalled, whenever possible.<br />
The Guard must ensure that the heating pipes are coupled between all fitted coaches and the<br />
cocks at the end of the coaches are open; also that the heater controls in the compartments are in the<br />
"ON" position. When steam is first applied at a starting point, the cock at the rear of the train must<br />
be left open until steam is seen to escape from the pipe. This cock must then be closed and the pipe<br />
secured by the chain.<br />
In very cold weather, Guards must open the cocks at the base of the heaters in brake vehicles<br />
to drain the heating pipes, and where coaches are stabled in the open the pipes are to be disconnected<br />
and the steam cocks at the ends opened, ensuring the heating system is free from water to avoid<br />
freezing. Area Managers must see that these points are given special attention.<br />
When the weather is mild during the heating season, and it is considered unnecessary to heat a<br />
train, the Guard must inform the Driver accordingly, but sufficient steam must be put through the<br />
train to provide hot water in the toilets.<br />
Coupling Locomotive to a Train.<br />
(i) Couple the locomotive to the train with the draw coupling, and see that the washers of the steam<br />
heating hosepipes are in position and are clean;<br />
(ii) Couple the hosepipes between locomotive and train;<br />
(iii) Place the stop cock on the first vehicle in the "OPEN" position, and then open the stop cock<br />
on the locomotive;<br />
(iv) After this, the steam supply valve on the locomotive must be opened, when a small amount of<br />
steam will issue from the "bleed hole<br />
- must in be taken t h of e any excessive leakage from the flexible hosepipes between the locomotive and<br />
train.<br />
l o c o m o t i v e<br />
As soon as the locomotive is attached to its train or is working empty stock between the Carriage<br />
Sidings e and a nstation, d steam must be supplied to ensure the train is well warmed before the commencement<br />
cof the ojourney, c and k to give , the Carriage & Wagon staff an opportunity of testing the apparatus.<br />
w h i c h<br />
Coupling i and Uncoupling s Vehicles en route.<br />
nWhen a otrain is rrequired m to attach a or detach vehicles en route, the Guard must advise the Driver<br />
accordingly.<br />
l .<br />
NThe Driver o must shut t off the i steam heating apparatus five minutes (ten minutes in the case of<br />
D.C. Electric Locomotives) before reaching the place where the work has to be performed. This is<br />
very cimportant e to avoid a man being scalded when the heating pipes between locomotive and train,<br />
or between vehicles, have to be disconnected.<br />
When attaching or detaching, care must be taken to close the cocks between the locomotive<br />
and train or on the ends of the coaches before uncoupling the heating pipes, and pipes not in use<br />
must always be secured by the chain.<br />
If a vehicle is detached en route from a train, and transferred to a train not so fitted, the cocks<br />
on the ends of the vehicle must be opened and the pipes secured by the chains.<br />
Uncoupling Locomotive from a Train.<br />
(i) Ensure that the Driver has shut off the steam supply from the locomotive;<br />
(ii) Close the stop cocks on the locomotive buffer beam, and on the first vehicle of the train;<br />
(iii) Lift up one hosepipe coupling hinged catch carefully to allow the coupling joint to open slightly.<br />
thus releasing any steam trapped in the hosepipes, then release the other coupling catch and<br />
part the hosepipes;<br />
(iv) Finally, uncouple the draw coupling AFTER all hosepipes have been uncoupled and properly<br />
secured.<br />
Lack of Heating Supply.<br />
If it has not been possible to give a full supply of steam for heating, or if any complaint has<br />
been made to the Driver by the Guard, this must be reported and the reason given when booking<br />
off duty.<br />
247
Gauges registering the steam heating pressure are fitted in many passenger brake vans and brake<br />
vehicles. At the commencement, and at various points on the journey, the Guard and Train Attendants<br />
must record on the journal or report form the pressure registered in different parts of the train, care<br />
being taken to state the position in the train of the brake vehicle in which the steam pressure is taken.<br />
Before recording the pressure in any brake van, the cock at the bottom of the heater (where provided)<br />
must be opened to allow any water to be blown out, and then closed again.<br />
Defective Heaters.<br />
When defective heaters or gauges are found, particulars must be reported to the Carriage &<br />
Wagon staff.<br />
Disposal of Locomotive.<br />
Upon arrival of the locomotive at a Maintenance Depot, holding siding or fuelling point, any<br />
known defects on the steam heating apparatus must be recorded in the locomotive repair book.<br />
Where the equipment is considered unfit for further service, the matter must be reported immediately.<br />
Floods, Derailments, Snow and Frost.<br />
Where possible Drivers must maintain steam heating on trains delayed in these circumstances,<br />
with due regard for available water and fuel supplies on Diesel locomotives.<br />
In freezing conditions, when running into Terminal Stations, the train heating boiler must not<br />
be shut down until the train arrives. If the locomotive stands for long periods in the station, the<br />
boiler must be re-started, and the buffer beam cocks and pipes blown through at intervals. (See<br />
instruction under heading "Testing of Locomotive Steam Heating Equipment".)<br />
Assistance given to a Disabled Train from the Rear.<br />
If the locomotive fails en route, and an assisting locomotive is attached to the rear of the train,<br />
the steam heating hosepipes must not be coupled to the rear coach. When the train has been propelled<br />
to the first suitable place where the locomotive can be attached to the front of the train, the steam<br />
heating hoses must be coupled in accordance with the previous instructions for the working of trains<br />
with two locomotives coupled together.<br />
Stone's Pressure Ventilation and Heating System.<br />
Coaches of recent construction are fitted with Stone's Pressure Ventilation and Heating System<br />
which is automatic in operation throughout the year. The equipment is controlled by a rotary switch<br />
with two "ON" and two "OFF" positions, on the main control panel, situated in the Guard's<br />
compartment of brake vehicles and in the lobby of other vehicles. Access to the panel is gained by<br />
unlocking the door with a carriage key.<br />
If steam leakage occurs within the underframe-suspended heating unit, the steam shut-off valve,<br />
fitted in the feed pipe to the unit, must be shut by turning in a clockwise direction.<br />
Guards are responsible for seeing that their trains are properly heated and must satisfy themselves<br />
that the equipment in each coach is working satisfactorily. If a defect develops on a journey when<br />
heating is required and cold air is delivered into a vehicle, or if a vehicle is overheated, the main<br />
control switches must be switched "OFF" in the coaches concerned.<br />
The correct operation of the equipment can be detected by placing a hand over the duct aperture<br />
on the wall a few inches above the floor in the toilet or Guard's compartment.<br />
The toilet water in these coaches is electrically heated by a supply from the train lighting alternator,<br />
and as this operates only when the train is running, the toilet water cannot be pre-heated.<br />
Maintenance Staff (C. & W.).<br />
C. & W. staff, where available, will be responsible for making arrangements for the heating of<br />
trains before all journeys, by train locomotive or stationary boiler. Where there is no C. & W. staff,<br />
the local Movements staff will be responsible.<br />
The Examiner must see that all heating pipes are properly connected and cocks opened throughout<br />
the train, and satisfy himself that when a locomotive is attached the pipes are properly connected<br />
and cocks opened between locomotive and train.<br />
The cock at the rear of the train must be left open until the Examiner has satisfied himself that<br />
steam has passed through the train, when the cock must be closed and the rear pipe secured by<br />
the chain.<br />
If there is a leakage at any of the flexible joints, the steam cocks on each side must be closed and,<br />
after ensuring the steam has escaped from the pipes, the couplings must be disconnected and the<br />
washers cleaned or replaced as necessary. The flexible pipes must then be recoupled and the steam<br />
cocks opened.<br />
Examiners must see that condensed water escapes regularly at the drip valves without any undue<br />
waste of steam, and take what action is necessary to rectify defects.<br />
The flexible couplings and washers, compartment heater controls, etc., should be regularly<br />
examined to see that they are in good condition in accordance with the C.M. & E.E. Standing<br />
Orders and Instructions.<br />
248
General.<br />
Considerable damage is caused to steam heating hosepipes by failure to uncouple them when<br />
vehicles are being detached, and to hang them up when out of use.<br />
HOSEPIPES MUST BE UNCOUPLED AND HUNG UP ON THE HOOK BEFORE THE<br />
DRAW COUPLING IS DISCONNECTED.<br />
Coaches<br />
3. Electric Heating.<br />
WARNING:—THE ELECTRIC HEATING EQUIPMENT OPERATES AT 800 VOLTS.<br />
The live receptacles at the leading end of the locomotive and the rear end of the last electrically<br />
heated coach of the train are alive when the heating circuit is complete and the receptacle flaps MUST<br />
NOT be opened;<br />
Pre-heating of Trains.<br />
Electrically-heated locomotive-hauled coaches must be pre-heated 30 minutes before departure<br />
time.<br />
At certain Maintenance Depots and main stations, heating current will be taken from a static<br />
"Shore" supply. Before connecting the "Shore" supply, the jumper cable plug at the other end of<br />
the train must be correctly fitted in its dummy receptacle. The supply may then be connected by<br />
inserting the plug from the "Shore" supply into the train live receptacle and the plug from the train<br />
into the "Shore<br />
- s No u pattempt p l y must be made to connect a "Shore" supply socket to a "Shore" supply plug.<br />
r e At c least e pfive t minutes before a locomotive is due to be coupled to a train, or when a locomotive<br />
arrives c l to e work . the train, the "Shore" supply must be disconnected from the train and the jumper<br />
cable plug housed in the dummy receptacle. The locomotive may then be coupled to the train.<br />
The "Shore" supply must not be connected to a train if the locomotive is still connected<br />
electrically at the other end.<br />
At places where sleeping cars are pre-heated electrically either from locomotives or from "Shore"<br />
supplies, or by locomotives hauling the empty cars to departure platforms, heating current must be<br />
supplied whenever the ambient temperature falls below 60°F. If the ambient temperature is higher<br />
than 60°F. electric heating makes the compartments excessively hot.<br />
To indicate to train and shunting staff whether sleeping cars are to be heated or not, signs I 8ins.<br />
square, with black lettering on a yellow background, showing "H ON" or "FT OFF" are provided<br />
fixed to the train indicator board at Willesden Carriage Sidings Middle Frame.<br />
For these arrangements to work satisfactorily, the compartment heating controls must be turned<br />
on in all sleeping cars prepared for departure.<br />
During the time the "Shore" supply is connected to the train, the instructions contained in the<br />
Regulations for the Protection of Brake Fitters, Lifters, Repairers and others Working on Carriage<br />
or Wagon Stock in the General Appendix, regarding protection by a red flag or red light must be<br />
observed. This procedure must also be adopted when a locomotive draws a train into a station and<br />
remains to heat the coaches, to prevent another locomotive backing on to the other end and connecting<br />
the heating equipment.<br />
Area Managers must see that trains are placed in a position where full benefit can be derived<br />
from the pre-heating arrangements.<br />
In very cold weather, whilst trains are being pre-heated at a station, care must be taken to see<br />
that carriage doors and windows are kept closed as far as possible, and that the heating control<br />
handles are in the "ON" position.<br />
Maximum Train Length when Electric Train Heating is in Operation either from a Shore supply<br />
or from a Locomotive.<br />
Maximum Train Length<br />
Mark I coaches (average) and sleeping cars. 20<br />
Mark II, HA and IIB 16<br />
Mark IIC (as built) 16<br />
Mark IIC Air conditioned 13<br />
Mark HD, HE and IIF 13<br />
Mark III 11<br />
BG vehicles and other non-passenger carrying vehicles in the train formation can be<br />
ignored.<br />
Testing of Locomotive Electric Heating Equipment.<br />
Before any adjustment or maintenance to electric heating equipment is undertaken, the heating<br />
circuits must be made "DEAD". The jumper cable plugs must be disconnected at both ends of the<br />
vehicle on which work is to be carried out. A special notice "DANGER—Do Not Connect To<br />
Shore Supply" must be suspended on each coach-end jumper cable until the work is completed.<br />
Any adjustment or attention required on the equipment must be given only by APPROVED<br />
Divisional Maintenance Engineer's Staff and all other staff are warned that they must not interfere<br />
with the equipment other than to couple or uncouple the plugs and receptacles and operate the<br />
rotary switch in emergency as outlined in these instructions.<br />
249
Before a locomotive leaves a Maintenance Depot, holding siding or fuelling point, the electric<br />
heating equipment must be tested as shown below.<br />
(i) Electric Locomotives.<br />
Ensure that the electric heating jumper cable plugs are correctly fitted into their respective<br />
dummy receptacles at each end of the locomotive. Raise the pantograph and check that the<br />
"LINE" light is illuminated and that the train heat indicator lights in both cabs are not<br />
illuminated.<br />
Press train heat "ON" button and ensure that the train heat indicator light is illuminated<br />
in the driving cab.<br />
If the indicator fails to light, check the indicator in the trailing cab. If this is illuminated,<br />
a lamp failure may have occurred and this should be reported immediately. If not illuminated,<br />
the Train Heat Fuse Failure Fault Light on the fault indicator panel must be checked. If this<br />
is dimly illuminated, the fault must be reported immediately.<br />
(ii) Diesel Locomotives.<br />
Ensure that the electric heating jumper cable plugs are correctly fitted into their respective<br />
dummy receptacles at each end of the locomotive. Start the diesel power unit and place the<br />
reversing handle into the Engine Only ("BO") position.<br />
Check that the train heat indicator lights in both cabs are not illuminated. Press train<br />
heat "ON" button and ensure that the train heating indicator light is illuminated in the driving<br />
cab. If the indicator fails to light, check the indicator in the trailing cab. If this is illuminated,<br />
a lamp failure may have occurred and this should be reported immediately. If it is no<br />
illuminated, check that the Control Circuit Breakers are in the "ON" position, in which case<br />
request assistance. If the Circuit Breakers are in the "OFF" position, they must be switched<br />
"ON". Any circumstances that are detected which make the train heating equipment suspect<br />
must be reported immediately.<br />
Working of Trains with Two Electric Locomotives Coupled Together.<br />
When it is necessary for two electric locomotives to be coupled together to haul a train which<br />
requires heating, the leading locomotive must supply power and train heating; the jumper cable plugs<br />
between the two locomotives must be coupled in addition to the plugs between the train and second<br />
locomotive.<br />
The Master Controller key on the second locomotive must not be inserted.<br />
If for any reason the second locomotive is manned, the Driver must ensure that Instruction 63<br />
of the A.C. Electrified Lines Working Instructions is carried out. This must be done before the<br />
heating controls of the leading locomotive are operated. If the leading locomotive fails and it is<br />
necessary to raise the pantograph on the second locomotive to provide power and train heating, the<br />
jumper cable plugs between the two locomotives must be uncoupled before the pantograph on the<br />
second locomotive is raised.<br />
Working of Trains with Electric and Diesel Locomotives Coupled Together.<br />
When it is necessary for electric and diesel locomotives to be coupled together to haul a train<br />
which requires heating, the following instructions will apply :—<br />
(i) Electric Locomotive Assisting Diesel Locomotive Fitted with Electric Train Heating Equipment.<br />
Before the jumper cable plugs between the two locomotives are coupled, both Drivers must<br />
ensure that the train heat "OFF" buttons are pressed and the train heat indicator lights are<br />
not illuminated.<br />
The Driver of the diesel locomotive must then shut down the power unit and haad his Master<br />
Controller key to the Driver of the assisting locomotive, who will then control the train heating.<br />
(ii) Diesel Locomotive Fitted with Electric Train Heating Equipment Assisting Electric Locomotive.<br />
Before the jumper cable plugs between the two locomotives are coupled, both Drivers must<br />
ensure that the train heat "OFF" buttons are pressed and the train heat indicator lights are<br />
not illuminated.<br />
The Driver of the electric locomotive must then lower the pantograph and return the<br />
reversing handle to the "OFF" position and remove the Master Controller key, handing this<br />
to the Driver of the assisting locomotive, who will then control the train heating.<br />
250
(iii) Two Diesel Locomotives Fitted with Electric Train Heating Coupled Together.<br />
When it is necessary for two diesel locomotives to be coupled together to haul a train which<br />
requires heating, the leading locomotive only will supply train heating; the jumper cable plugs<br />
(where fitted) for controlling the locomotives must be coupled and also the heating jumper<br />
cable plugs.<br />
The Master Controller key on the second locomotive must not be inserted if the locomotive<br />
control cables are coupled for multiple working.<br />
If the second locomotive is manned and it is not possible to supply train heating from the<br />
leading locomotive, then the jumper cables for heating between the locomotives must be<br />
uncoupled and placed in their dummy receptacles. The second locomotive may then be used<br />
to supply train heating.<br />
Electric Heating End Couplings on Locomotives and Coaching Stock.<br />
The equipment fitted is shown below:-<br />
WHEN NOT<br />
IN USE<br />
WHEN IN USE<br />
0 JUMPER CABLE<br />
0 JUMPER CABLE PLUG<br />
0 LIVE RECEPTACLE<br />
0 DUMMY RECEPTACLE<br />
0 FIXED END BOX<br />
A jumper cable (1) with plug (2) attached is fitted beneath the right hand buffer at each end of<br />
each coach. Similarly fitted under each left hand buffer is a live receptacle (3).<br />
The heating supply is taken from the locomotive, which is also fitted with similar plugs and<br />
receptacles.<br />
The plugs and receptacles of locomotives and coaches are situated directly opposite to each<br />
other and can be coupled or uncoupled at platform or rail level.<br />
When coupling, each jumper cable plug must be fully inserted into a receptacle and rotated in<br />
a CLOCKWISE direction to lock the cable into position, thereby completing the electric heating<br />
circuit.<br />
Similarly, when uncoupling, each jumper cable plug must be rotated ANTI-CLOCKWISE to<br />
break the electric heating circuit before removal of the plug.<br />
ANTI-CLOCKWISE<br />
/<br />
7<br />
251<br />
CLOCKWISE
This system is designed to ensure maximum safety for the staff. The receptacles and jumper cable<br />
plugs - are "DEAD" until ALL plugs have been locked into a receptacle.<br />
NOTE.—The electric heating supply must be switched "OFF" before attempting to uncouple<br />
any jumper cable plugs.<br />
Before a Train commences its Journey.<br />
Vehicles not fitted with electric heating jumper cables must be marshalled at the rear of trains.<br />
Empty vehicles not intended for the conveyance of passengers must be similarly marshalled whenever<br />
possible.<br />
Where a train is composed of some vehicles with electric heating marshalled together and the<br />
remainder fitted with steam heating only, the coaches with electric heating must be coupled and the<br />
jumper cable plug at the end of the last electrically heated coach or coaches must be placed in the<br />
dummy receptacle.<br />
The Guard must ensure that all jumper cable plugs are correctly coupled between electrically<br />
heated coaches, and that the heater controls in the coaches are in the "ON" position.<br />
When satisfied that all is in order, the Guard must advise the Driver that the electric heating<br />
may be switched "ON". The Driver must press the train heat "ON" button, ensuring that the train<br />
heat indicator light is illuminated, and inform the Guard that the train heat is operating.<br />
If the indicator fails to light the Driver must investigate the fault in the normal way. If the train<br />
heating still fails to function, all Rotary Switches throughout the train must be checked to ensure<br />
they are in the "ON" position. If the train heating still fails to operate correctly, the fault must be<br />
reported immediately.<br />
Coupling Locomotive to a Train.<br />
Find out if the train is being pre-heated by an electric shore supply or by locomotive. This<br />
will be readily seen by a red flag or red light exhibited on the end vehicles. NO ATTEMPT<br />
MUST BE MADE TO COUPLE THE LOCOMOTIVE WHILE THE ELECTRIC PRE-<br />
HEATING SUPPLY IS STILL CONNECTED. If the train is receiving an electric supply for<br />
heating, the Depot Supervisor or person in charge must be requested to have the shore supply<br />
or locomotive uncoupled and red flags or lights removed.<br />
(ii) The train locomotive must first be coupled to the train by the draw coupling. Obtain assurance<br />
from the Driver that the train heat supply is "OFF".<br />
(iii) Remove one jumper cable plug from its dummy receptacle and couple to the live receptacle<br />
opposite. Similarly couple the other jumper cable plug.<br />
UNDER NO CIRCUMSTANCES MAY JUMPER CABLE PLUGS BE ALLOWED<br />
TO TRAIL ON THE GROUND.<br />
Each time a jumper cable plug is uncoupled it must be inserted and locked in a receptacle<br />
before attending to the next jumper cable plug.<br />
The jumper cable plug at the leading end of the locomotive must be correctly fitted in its<br />
dummy receptacle. Similarly, the jumper cable plug at the rear of the last electrically-heated<br />
coach must be correctly fitted to complete the circuit.<br />
Coupling and Uncoupling Vehicles en route.<br />
When a train is required to attach or detach vehicles en route the Guard must advise the<br />
Driver accordingly.<br />
The Driver must press the train heat "OFF" button and ensure that the train heating indicating<br />
light is extinguished before reaching the place where vehicles are to be attached or detached.<br />
The Movements staff must obtain assurance from the Driver that the train heat supply is switched<br />
OFF before proceeding to couple or uncouple vehicles in the normal manner.<br />
When coupling additional vehicles, the cable in the dummy receptacle on the last vehicle of the<br />
train must be removed before the cable of the vehicle to be attached is plugged into the receptacle<br />
of the train.<br />
After coupling or uncoupling a vehicle from a train the Driver must not switch on train heating<br />
until assurance has been received that the coaches are correctly coupled.<br />
Uncoupling Locomotive from a Train.<br />
(i) Obtain assurance from the Driver that the train heat supply is "OFF".<br />
(ii) Remove one jumper cable plug from the live receptacle and couple it to the dummy receptacle.<br />
Similarly uncouple and house the other jumper cable plug.<br />
(iii) ALL JUMPER CABLE PLUGS MUST BE CORRECTLY FITTED IN THEIR DUMMY<br />
RECEPTACLES BEFORE MOVING EITHER LOCOMOTIVE OR COACHES.<br />
(iv) Finally, uncouple draw coupling between locomotive and coach.<br />
Toilet Water Heaters.<br />
In coaches fitted with underseat electric heating, the toilet water is heated electrically from the<br />
locomotive.<br />
Lack of Heating Supply.<br />
If it has not been possible to give a continuous supply of electricity for heating or if any complaint<br />
has been made to the Driver by the Guard, this must be reported and the reason given when booking<br />
off duty.<br />
252
Defective Heaters.<br />
When defective heaters are found, particulars must be reported to the Carriage & Wagon staff.<br />
Disposal of Locomotive.<br />
When disposing of the locomotive on arrival at the holding siding, maintenance depot or fuelling<br />
point, any known defects on the electric heating equipment must be recorded in the Locomotive<br />
Defect Report Book and immediately reported.<br />
Floods, Derailments, Snow and Frost.<br />
Where possible, Drivers must maintain electric heating on trains delayed in these circumstances<br />
with due regard for available fuel supply on Diesel locomotives.<br />
Precautions in case of Fire.<br />
On Electric Locomotives.—The Driver must follow the procedure in Instruction No. 71 of the<br />
Working Instructions for A.C. Electrified Lines.<br />
On Diesel Locomotives.—The Driver must first switch OFF the train heating supply and then<br />
follow the procedure given in B.R.33003/6.<br />
On Coaching Stock.--A rotary switch covered by a glass panel is fitted in each coach next to<br />
the fire extinguisher, which is only to be used in extreme emergency. In the event of a fire the glass<br />
over the rotary switch should be broken and the switch moved into the "OFF" position, thereby<br />
disconnecting the heating circuit. This must be done before fire extinguishers are brought into<br />
operation.<br />
The Guard must communicate with the Driver as soon as possible and the Driver must immediately<br />
switch the Electric heating off.<br />
Brake Application Not Initiated by Driver.<br />
When the Driver observes that the brake is being applied either by the passenger communication<br />
system or by the Guard, or from other causes, he must, after taking the necessary action to control<br />
the train, press the train heat "OFF" button.<br />
After investigation, the Driver must switch on the heating as soon as possible.<br />
Assistance given to Disabled Train from the Rear.<br />
If a locomotive fails en route, and an assisting locomotive is attached to the rear of the train,<br />
the electric heating jumper cable plugs must not be coupled to the rear coach. When the train has<br />
been propelled to the first suitable place where the locomotive can be attached to the front of the<br />
train, the jumper cable plugs must be coupled in accordance with the foregoing instructions for the<br />
working of trains with two locomotives coupled together.<br />
Stone's Pressure Ventilation and Heating System.<br />
Coaches of recent construction are fitted with Stone's Pressure Ventilation and Heating System,<br />
which is automatic in operation throughout the year. The equipment is controlled by a rotary switch<br />
with two "ON" and two "OFF" positions on the main control panel situated in the Guard's<br />
compartment of brake vehicles and in the lobby of other vehicles. Access to the panel is gained by<br />
unlocking the door with a carriage key.<br />
Guards are responsible for seeing that their trains are properly heated and must satisfy themselves<br />
that the equipment in each coach is working satisfactorily. If a defect develops on a journey when<br />
heating is required, and cold air is delivered into the vehicle, or if the vehicle is overheated, the main<br />
control switches must be switched "OFF" in the vehicle concerned.<br />
The correct operation of the equipment can be detected by placing a hand over the duct aperture<br />
on the wall a few inches above the floor in the toilet or Guard's compartment.<br />
The toilet water in these coaches is electrically heated by a supply from the train lighting alternator<br />
and as this operates only when the train is running the toilet water cannot be pre-heated.<br />
Air Conditioning Equipment in Mark HD, E and F Vehicles.<br />
1. Description<br />
Locomotive hauled coaching stock vehicles which are fitted with Stone-Carrier Air Con<br />
ḏitioning or Temperature Ltd. equipment have the "Heating" and "Cooling" cycles of the<br />
equipment operated by "Electric" power supply only. The coaches are electrically heated only<br />
and are identified by markings on the body ends "Electric Heated" and "Air Con".<br />
Power for the air conditioning equipment, and for the lighting, water heaters, public address<br />
equipment, guards food warmer and battery equipment on these vehicles is taken from a motor<br />
alternator.<br />
This machine, which is mounted on the underframe, is driven by the train heating supply from<br />
the locomotive. It is, therefore, essential that the electric train heat should be switched "On"<br />
at the locomotive at all times.<br />
The purpose of the air conditioning unit is to provide fresh, clean and filtered air to the<br />
compartments or saloons and maintain a comfortable temperature throughout the coach<br />
regardless of external temperatures and climatic conditions.<br />
253
The equipment automatically provides heating, ventilation and cooling. Heating is provided<br />
when the coach temperature is below 21°C (70'F), cooling when the temperature is above 23°C<br />
(73°F) and ventilation between the heating and cooling cycle temperatures of 21°C (70°F) and<br />
23°C (73'F).<br />
When a coach requires heating, air is circulated by a motor-driven fan, situated in the underframe<br />
unit. The warm air is discharged from the underframe ducting into the compartments/<br />
saloons through vents beneath the passenger seats, and into the toilet compartments at floor<br />
level.<br />
When a vehicle requires cooling or ventilation, air is circulated throughout the coach by means<br />
of motor-driven blower fans, situated in the lobby roof space behind the cooling unit. Air is<br />
distributed into the coach via the cooling duct and meter boxes, the latter being adjacent to the<br />
fluorescent ceiling lights. The cooling duct runs the length of the vehicle's saloon/compartment<br />
portion, but does not extend over the toilet and gangway end sections. Exhaust air leaves the<br />
coach through vents in the bodyside doors and in the roof above the toilets. The air conditioning<br />
control gear and refrigeration machinery is mounted on the coach underframe.<br />
The Master "Control" switch, is mounted in one of the vestibule lobby end panels, inside the<br />
coach, adjacent to the toilet. The switch is of a tumbler type with "OFF" and "ON" indications.<br />
To obtain access to the switch the two locks on the door are operated by a B.R. standard<br />
carriage combination key.<br />
A green pilot light is mounted on the switch panel; when it is illuminated the heating or cooling<br />
fans are running.<br />
The fitting of air conditioning has made it possible to dispense with the sliding lights in the<br />
coach bodyside windows which eliminate draughts and considerably reduces the noise factor<br />
within the coach. The Guard must ensure that the bodyside door drop lights are kept closed<br />
at all times to ensure that the full benefits of the air conditioning are obtained, and he should<br />
walk through the train after each stop to check that all have been closed.<br />
2. Preparation of Train Before Entering Service<br />
The carriage sidings maintenance staff must inspect coaches, with the power supply connected,<br />
to confirm that the air conditioning is functioning correctly and the vehicles are suitable for the<br />
days' service commitments. This work must be carried out prior to the Guard taking over<br />
the train.<br />
When trains are stabled or stationed during the day or night arrangements must be made for<br />
the trains to be preheated or precooled before entering service. In the event of a shore supply<br />
not being available, a suitable locomotive must be provided.<br />
When the electric train heat supply has been connected and is available throughout the train,<br />
it is the Guard's responsibility to walk through the train and switch "on" the Master Control<br />
Switch in each coach, ensuring that the green pilot light is illuminated.<br />
Failure of the pilot light to illuminate must be immediately reported to the C. & W. staff so<br />
that the fault can be rectified before the train departs.<br />
The Guards should also carry out these duties on vehicles attached to the train en route.<br />
When the electric power supply is disconnected from the stock during its journey from the<br />
carriage sidings to the station prior to it going into service, or on turnround trains or portions,<br />
the Master "Control" switch in each vehicle MUST be switched "OFF" and must remain in this<br />
position until the electric supply is restored.<br />
3. During the Journey<br />
The Guard must make regular inspections of the Master Control Switchpanels to ensure the<br />
green pilot light is illuminated. If a coach is found with the light not illuminated and the<br />
equipment switched "ON" and there is normal circulation of air from the air conditioning<br />
equipment he must report the light bulb failure at the next scheduled stop where C. & W.<br />
staff are located.<br />
If the light is not illuminated and there is abnormal or no circulation of air from the air<br />
conditioning equipment the Guard must act in accordance with Instruction No. 6. The C. & W.<br />
staff should be advised of the defective coach at the next scheduled stop.<br />
If it is reported that the heating or cooling of the coach is not satisfactory when the Master<br />
"Control" Switch pilot light is illuminated the guard should consider moving the passengers to<br />
other vehicles in the train and advise the C. & W. staff at the next scheduled stop.<br />
4. At Termination of Journey<br />
At the end of the day's service, or when the train-heating electric supply is discontinued, it is<br />
the responsibility of the Guard or other appointed staff to switch "OFF" the Master Control<br />
Switch in each coach.<br />
Discharged batteries will result from neglecting to switch the Master Control Switch "OFF".<br />
The motor alternator may fail to start under such circumstances and C. & W. attention will<br />
then be necessary.<br />
254
5. Change of Locomotive En Route<br />
When locomotives are changed en route it is not necessary, under normal conditions, to switch<br />
the air-conditioning system off, but in cold or hot weather the ventilation fans will quickly<br />
change the vehicles temperatures.<br />
To minimise discomfort to passengers in these circumstances the power supply from the<br />
locomotive should not be disconnected for longer than 15 minutes.<br />
If the forward working locomotive will not be available within this time, either the incoming<br />
locomotive must be retained attached to the train and providing power or if this is not possible<br />
the Guard must act in accordance with the last paragraph of Instruction No. 7.<br />
6. Failure of Equipment<br />
If any vehicle or vehicles fails to operate correctly the fault should be rectified before departure<br />
time of the train. In the event of this not being possible the train must be despatched punctually<br />
and the following action taken :—<br />
(a) Ventilation operating, but no heating or cooling<br />
Passengers to be advised, reseated if possible and/or offered alternative next service.<br />
If seating remains occupied the venitilation may be allowed to continue running for one<br />
journey only provided the weather is mild. If the weather is cold or hot, and the ventilation<br />
with air at the ambient temperature causes the vehicle's to become uncomfortable the<br />
Master Control switch/es must be switched OFF; the Guard must then visit the affected<br />
vehicle/s at intervals not exceeding 30 minutes and operate the Master Control switch/es<br />
to the "ON" position for a short period to ventilate the vehicle's.<br />
(b) Ventilation not operating<br />
Passengers to be advised, reseated if possible or offered alternative next service.<br />
If seating has to remain occupied the saloon sliding doors and the vestibule doors of the<br />
vehicle's and those of the adjacent buckeye coupled vehicles must be fixed open.<br />
(c) Advice to destination<br />
The destination station MUST be advised to expect the defective train and MUST ensure<br />
that repairs are affected, or that the vehicle's are detached prior to the next journey of the<br />
train.<br />
7. Failure of the Electric Power Supply to the Train<br />
If for any reason the power supply to the train fails, the fault must be rectified at the first<br />
opportunity.<br />
If the locomotive is at fault and this cannot be corrected, it must be replaced by a locomotive<br />
capable of supplying electric power to the train at the first practicable opportunity having<br />
regard to the service as a whole.<br />
If the fault is in the train set the vehicle at fault must be located and if the defect cannot be<br />
rectified or the equipment isolated it must be detached from the train at the first practicable<br />
opportunity having regard to the service as a whole.<br />
In these circumstances the Guard must act in accordance with Instruction No. 6 so far as this<br />
is applicable to ensure the minimum discomfort to passengers.<br />
In the event of a prolonged loss of electric traction power supply the Guard, after ensuring<br />
the safety of the trains, must take action at the first opportunity to ensure the minimum discomfort<br />
to passengers.<br />
In mild weather the ventilation should be allowed to continue running, but in cold or hot<br />
weather this will quickly cause discomfort and the Master Control Switches must be switched<br />
OFF at the earliest opportunity. The Guard must subsequently arrange ventilation of the train<br />
by the most practicable means available, e.g., on coaches adjacent to non air conditioned stock<br />
by opening the saloon sliding doors and the vestibule doors to the adjacent vehicle, and on air<br />
conditioned vehicles otherwise positioned by operating the Master Control switches ON for a<br />
short period once every 30 minutes or at such other interval as appropriate in the circumstances.<br />
8. Emergency Working and Diversions<br />
Air conditioned passenger trains must only be hauled by locomotives fitted for electric train<br />
heating except in emergency situations or when planned or emergency diversions from an<br />
electrified route are necessary. In the latter event such movement must be specifically authorised<br />
by Crewe H.Q. Control, who will take into account the length of time the train will be detached<br />
from an electric power supply source, climatic conditions and the requirements of the service<br />
as a whole.<br />
If a train is hauled by a locomotive not equipped to provide electric power to the train the<br />
Guard must act in accordance with Instructions Nos. 6 and 7 so far as these are applicable to<br />
ensure the minimum discomfort to passengers.<br />
9. Stabling of Coaches<br />
If for any reason it is necessary to stable a vehicle without an electric train heating supply<br />
C. & W. staff should be called to isolate the motor-alternator control gear by means of the<br />
control circuit breaker.<br />
255
Maintenance Staff (C. & W.).<br />
Carriage & Wagon staff, where available, will be responsible for making arrangements for the<br />
heating of trains before all journeys, by train locomotive or shore supply. Where there is no C. & W.<br />
staff, the local Movements staff will be responsible.<br />
The Examiner must see that all jumper cable plugs are properly coupled and that all the rotary<br />
interlock switches are in the "ON" position, and satisfy himself that when a locomotive is attached<br />
the jumper cable plugs between the locomotive and the train are properly coupled.<br />
The jumper cables, heater switches, compartment heater controls, etc., should be examined to<br />
see that they operate satisfactorily in accordance with the C.M. & E.E. Standing Orders and<br />
Instructions.<br />
4. Electric Multiple-Unit Trains.<br />
The following additional instructions apply to Electric Multiple-Unit trains only:—<br />
Responsibility for operation of heating controls.<br />
The Driver and Guard are responsible for the operation of the train heating control switches<br />
in their respective compartments.<br />
On some lines boards lettered "H ON" and "H OFF" are fixed at certain points to indicate when<br />
electric multiple-unit trains must be heated. The "H ON" board will be displayed when the ambient<br />
temperature falls below 50°F. Guards must observe these boards and arrange for the heating to be<br />
switched -<br />
ON" Empty trains proceeding to carriage sheds or stabling points must not be heated.<br />
oCoupling r and Uncoupling.<br />
- The person coupling or uncoupling multiple units must first obtain an assurance from the Guard<br />
Othat Fthe Ftrain heating supply is "OFF" and then follow the procedure given in the Electrified Lines<br />
Working " Instructions books.<br />
aPre-heating c c and Frost Precautions.<br />
o rElectric d multiple-unit trains required for passenger service must be pre-heated in accordance<br />
iwith n the g Electrified Lines Working Instructions book or as instructed by the Divisional Manager.<br />
lFloods, y . Derailments, Snow and Frost.<br />
Where possible, Drivers and Guards must maintain the heating on Electric Multiple-Unit trains<br />
delayed by any of the above circumstances.<br />
Train becoming Divided.<br />
If an Electric Multiple-Unit train becomes accidentally divided, the heating circuits must be<br />
switched "OFF" immediately and staff must avoid coming into contact with severed train jumper<br />
cables while the electricity supply is connected to the train.<br />
On no account must the heating circuits be switched "ON" again until the Divisional Manager's<br />
Electrical Engineer's representative has inspected the train.<br />
Assistance given to Disabled Electric Multiple-Unit Train.<br />
If an Electric Multiple-Unit train fails en route and assistance is given by:—<br />
(i) A similar Electric Multiple-Unit train.—The jumper cable plugs must be coupled to the disabled<br />
train so that heating can be provided.<br />
(ii) Locomotive or other Multiple Unit.—No attempt must be made to couple the jumper cable plugs.<br />
Disposal.<br />
When disposing of an Electric Multiple-Unit train on arrival at the Maintenance Depot or holding<br />
siding, any known defects on the train heating equipment must be recorded in the Defect Report<br />
Book, and the defect immediately reported.<br />
5. Diesel Multiple Units.<br />
The following instructions apply to Diesel Multiple-unit trains only:—<br />
Semi-Automatic.<br />
Cars are fitted with either one or two heaters, each controlled by its own switch panel in the<br />
driving cab or, on intermediate trailer cars, in the passenger compartment. Either heating or cold<br />
air ventilating can be selected.<br />
For heating, turn selector switch clockwise to "FULL HEAT" position. The "GLOW PLUG"<br />
indicator lamp will light and, after a half minute, the "AIR FAN" indicator lamp will also light.<br />
After a further three minutes, the "GLOW PLUG" indicator lamp will go out and the heater will be<br />
working. All other switch panels on the train must be similarly operated. If, when the "GLOW<br />
PLUG" indicator lamp goes out, the "AIR FAN" indicator lamp also goes out, this means the<br />
heater has failed to fire and has shut down, and the selector switch should be returned to the "OFF"<br />
position before again selecting "FULL HEAT". After three consecutive attempts to start, if the<br />
heater still shuts down, return switch to "OFF" until Carriage & Wagon staff have put the defect<br />
right. Any further attempt to start is not only useless, but unheated air blown into the car will make<br />
conditions worse.<br />
256
For cold air ventilating, turn selector switch anti-clockwise to "COLD" position.<br />
With semi-automatic control, the temperature inside the car is controlled only by manual<br />
operation of the switch, and Guards must, as their duties permit, check the conditions inside each<br />
car and switch heaters on or off as necessary.<br />
When a complete shut down of this equipment is required, all selector switches are to be placed<br />
in the "OFF" position.<br />
Fully Automatic.<br />
Cars are fitted with two heaters, each controlled by its own control panel in the driving cab,<br />
or, on intermediate trailer cars, in the passenger compartment. A control panel in each Guard's<br />
van enables all heaters in the train to be controlled from the van in which the Guard rides.<br />
For heating, selector switches on ALL control panels throughout the train must be switched<br />
to "HEATING". The isolator switch in the van occupied by the Guard must be switched "ON"<br />
and on all other control panels in the train be switched "OFF". The "FAILURE" and "ISOLATOR"<br />
indicator lamps on the Guard's control panel will now be "ON" and, to start the heaters, the "START"<br />
button on this panel must be pressed and the "FAILURE" lamp will go OUT. If, after three minutes,<br />
the "FAILURE" lamp re-lights, one or more heaters will have failed to start and the "START"<br />
button must again be pressed. Two further attempts to start may be made, but, if unsuccessful,<br />
equipment must be left alone until rectified by Carriage & Wagon staff. When running, each heater<br />
is automatically controlled by its own thermostat to maintain an even temperature.<br />
For cold air ventilation, all selector switches in the train must be switched to "VENTILATING"<br />
and all "ISOLATOR" switches in train switched "OFF". The Guard can now switch train ventilating<br />
on or off by use of the "ISOLATOR" switch on his own panel. Whilst this switch is "ON", the<br />
"ISOLATOR" indicator lamp will light.<br />
To shut down heating or ventilating, turn "ISOLATOR" switch on Guard's panel "OFF".<br />
If an "ISOLATOR" switch is "ON" elsewhere on the train the associated heater will continue to<br />
run and it is the Guard's responsibility to ensure all such switches are "OFF". Any left "ON" can<br />
be readily located as the indicator lamp on the affected panel will be "ON".<br />
When transferring to another van, the Guard must first shut down the equipment from the van<br />
he is vacating, before re-starting in the van to which he transfers.<br />
Heating Defects.<br />
Any defect in the system must be advised by the Guard to the Driver. The Guard must also<br />
advise the person in charge at the first station at which the train calls after the defect is noticed, the<br />
information to be transmitted to the Divisional Control <strong>Of</strong>fice, who should arrange for attention by<br />
Carriage & Wagon staff at the next point where time is available without delay to the train.<br />
The Guard must also inform the Carriage & Wagon staff at the next appropriate point, with a<br />
view to rectification of the defect.<br />
RELEASING HAND BRAKES ON VEHICLES EQUIPPED WITH<br />
AIR AND/OR VACUUM BRAKES AND WITH THE EMPTY/LOADED<br />
BRAKING DEVICE.<br />
(a) Vacuum or air pressure must be created and the power brake applied before releasing any<br />
hand levers ; or<br />
(b) The hand brake levers must be held down with a brake stick and the hand levers released<br />
gradually, the hand lever being pinned in each position until fully released.<br />
When pinning down the hand brake lever after the power brake has been applied, the pin should<br />
bein serted about three-quarters of the way down the guide and not in the bottom hole.<br />
HAULING OF "DEAD" LOCOMOTIVES AND MULTIPLE UNIT<br />
STOCK OWNED BY BRITISH RAILWAYS (EXCLUDING SMALL<br />
"DEPARTMENTAL" SERVICE LOCOMOTIVES).<br />
Clause I (b) of Part I—Locomotives, in the General Appendix, is superseded by the following:—<br />
Except where a lower number is shown in <strong>Section</strong> -<br />
Booklet, A" B.R. o 29947/6, f t hdealing e with the working of locomotives, up to four "dead" locomotives<br />
may be run coupled to the hauling locomotive, without the assent of the Chief Civil Engineer, provided<br />
Rthat e none g iof othe nlocomotives a l has a wheel or wheels raised off the rails.<br />
Note: Rat foot o of uClause t (e) of e Part 1—Locomotives, is superseded by the following:—<br />
Note: A"Dead" v aElectric i l and a Diesel b i main l iline tlocomotives y with individual axle drive may be hauled<br />
at speeds above 25 m.p.h. up to a speed limited by the maximum permitted speed of the "Dead"<br />
locomotive(s) provided the automatic brake on the locomotive(s) is available, and speed restrictions<br />
(permanent way and particular types of locomotives) more restrictive than the permitted speed of the<br />
locomotive(s) are observed.<br />
CONVEYANCE OF COACHING STOCK BY FREIGHT TRAIN.<br />
Empty passenger carrying vehicles or passenger brake vans must not be conveyed on unfitted<br />
freight trains except where specially authorised by the Chief Operating Manager.<br />
257
SNOW CLEARANCE ARRANGEMENTS.<br />
The following additional instructions are applicable:—<br />
(a)(i) Independent Snow Ploughs.<br />
These are located at:—<br />
Crewe Depot.<br />
Bescot.<br />
Saltley.<br />
Shrewsbury.<br />
Derby.<br />
Toton.<br />
Westhouses.<br />
(ii) Miniature Snow Ploughs.<br />
These are located at:—<br />
London Division 4 sets.<br />
Birmingham Division 5 sets.<br />
Stoke Division 4 sets.<br />
Nottingham Division 2 sets.<br />
Liverpool Division 4 sets.<br />
(b) Portable Steam Lances.<br />
Steam lances are to facilitate the clearance of snow and ice from points, and the equipment<br />
comprises a length of insulated metal tubing with a 15-17 feet length of armoured hose attached.<br />
An adaptor attaches the hose to the flexible pipe of C.W.A. boiler-fitted diesel locomotives. The<br />
emission of steam is controlled by the man operating the lance, using a trigger.<br />
The equipment is for use in the vicinity of the signal box or other place to which it is allocated,<br />
and, when required, the person in charge must request a C.W.A. fitted locomotive through his<br />
Divisional Control <strong>Of</strong>fice. If it is not possible to contact the Control, the request must be made direct<br />
to the nearest Depot. If a suitable locomotive is available in the vicinity of the signal box, authority<br />
to use it must be obtained from the Control <strong>Of</strong>fice or Depot.<br />
Locomen of locomotives requisitioned for this purpose are responsible for coupling the<br />
apparatus to the locomotive. The steam jet must be directed on to the switches by any available<br />
member of the Traffic or Permanent Way staff, who will be responsible for operating the lance, and<br />
for spreading salt after the snow and ice have been melted. The person in charge must collaborate<br />
with the Permanent Way staff to ensure that sufficient salt is on hand. If a member of the Traffic<br />
or Permanent Way staff is not available, the lance must be operated by the Secondman, provided<br />
arrangements are being made for staff to spread the salt.<br />
When using the lance, care must be taken to avoid the force of the jet lifting ballast which could<br />
fall on slide chairs and other connections, causing subsequent failures.<br />
After the points have been cleared and the apparatus uncoupled by the locomen, it must be<br />
returned immediately to the place where it is allocated, so that it may be available if subsequently<br />
required at any other point in the vicinity.<br />
The Area Manager who supervises the place where the equipment is stored must inspect it<br />
monthly to satisfy himself that the whole of the equipment, including spanner, is available, that there<br />
is no sign of deterioration and it is clean and ready for use.<br />
Steam lances must not be used on or near electrified lines unless the overhead line or conductor<br />
rail equipment has first been isolated and earthed in accordance with the procedure laid down in the<br />
Electrified Lines Working Instructions books, and the appropriate form has been issued to the person<br />
in charge of the work.<br />
Divisional Managers must arrange for steam lances and adaptors, supplied to signal boxes or<br />
stations, to be sent to the nearest Depot during the last week in April for storage. They must be tested<br />
and any defects remedied at the Depot, and reissued to the signal boxes or stations during the<br />
last week in October.<br />
(c) Fixed Position Steam Lance Equipment.<br />
This equipment, for use with C.W.A. boiler-fitted diesel locomotives, must be dealt with as<br />
shown in C.M. & .E.E.'s Standing Instruction, P.L.D.18, dated 26th August, 1968.<br />
(d) Divisional Managers will issue instructions annually, showing where steam lances of both<br />
types are located.<br />
(e) Gas Point Heaters manually lighted and extinguished.<br />
At places where these gas point heaters are provided, the Signalman must arrange for them to<br />
be lit if he is advised that rail temperatures are expected to fall below freezing point due to rain, snow<br />
or wet fog, with the consequent likelihood of points becoming frozen or blocked by snow. Where<br />
possible, arrangements must be made for the heaters to be lit two hours before these weather conditions<br />
are expected.<br />
During their normal working hours the heaters will be lit by the Permanent Way Staff on<br />
duty and the Signalman must make arrangements for the Ganger or Chief Civil Engineer's person<br />
in charge to be instructed when it is necessary for them to be lit.<br />
Outside normal working hours, the Signalman must initiate the local call-out arrangements, so<br />
that the appointed member of the Chief Civil Engineer's staff is advised that the point heaters have<br />
to be lit.<br />
258
At places where Traffic Staff have been trained to light beaters, the Signalman must arrange for<br />
them to start doing so pending the arrival of the Chief Civil Engineer's Staff.<br />
If no advice is received, but the Signalman considers that there is a risk of the points becoming<br />
frozen or blocked by snow, he must arrange for the point heaters to be lit in accordance with the<br />
above instructions.<br />
When there is no further risk of freezing or blockage, the Permanent Way Ganger or Chief Civil<br />
Engineer's person in charge during normal working hours, or the Chief Civil Engineer's appointed<br />
person outside these hours, will ask the permission of the Signalman before the point heaters are<br />
extinguished. The Signalman must consult his Supervisor, where possible, before giving permission.<br />
An entry must be made in the Train Register/Occurrence Book when the point heaters are lit<br />
and when they are extinguished.<br />
OTHER GENERAL INSTRUCTIONS<br />
LOADS OF COACHING STOCK TRAINS: MAXIMUM LOAD AND<br />
LENGTH LIMITS OF LOCOMOTIVE-HAULED PASSENGER AND PARCELS TRAINS.<br />
I. Maximum Load which may be hauled by locomotives.<br />
The tonnage at which each passenger, parcels or empty coaching stock train has been timed is<br />
shown at the head of the timetable column applicable to that train, preceded by the letter E when<br />
electric locomotives are used and D when diesel locomotives are used (e.g. E450, D385). Any class<br />
of electric locomotive will maintain the timings at the tonnage shown, but the diesel locomotive<br />
hauled timings are based on the use of Type 4 locomotives (class 40, 45/46, 47 or 50, depending on<br />
the route.) Details of the class of diesel locomotives on which timings are based are given in the<br />
passenger working timetables, which include a table showing the maximum tonnage which different<br />
classes of locomotive can haul to maintain the timings shown.<br />
The maximum load in tons which any class of locomotive may haul on a particular section of<br />
line may be obtained by referring to the table of class 8 train loads in the Freight train loads book.<br />
2. Compilation of Loads.<br />
All coaching stock is marked with the tare weight in tons. The total load of the train is obtained<br />
by adding tare weights. The timings are based on tare weights and include an allowance for weight<br />
of passengers, luggage and parcels.<br />
If the indication of the weight on any vehicle is obscured or missing, the following weights should<br />
be assumed:<br />
Horsebox or SPV<br />
CCT, PMV or BZ<br />
Bogie parcels vehicles<br />
Passenger carriages<br />
Dining or Sleeping cars<br />
The loads of all trains must be calculated by Guards and the information given to the Driver<br />
at the starting point. At subsequent points where vehicles are attached or detached, the revised load<br />
must be given to the Driver by the Guard or person in charge of the platform.<br />
3. Maximum Loads and Lengths.<br />
The maximum load and length which may be hauled on coaching stock trains over L.M.R.<br />
lines are set out in the table below:—<br />
Maximum<br />
Load<br />
Tons<br />
Maximum<br />
Standard<br />
Wagon<br />
Lengths<br />
Length<br />
Standard<br />
Carriage<br />
Lengths<br />
Loaded Passenger Trains 600* 17*<br />
Empty Coaching Stock Trains 700 20<br />
Parcels Trains 700t 501<br />
17<br />
Empty Van Trains.. 700<br />
-<br />
60 20<br />
t<br />
*—A maximum of 700 tons or 20 carriage lengths may be conveyed if specially authorised by<br />
the Chief Operating Manager.<br />
t—Except where specially authorised by the Chief Operating Manager.<br />
Length of parcels vehicles should be assessed as follows:<br />
CCT, PMV or BZ..<br />
B, BG, GUV or SYPHON G<br />
6 SPV<br />
259<br />
10 tons.<br />
18 tons.<br />
32 tons.<br />
34 tons.<br />
42 tons.<br />
• 2 standard wagon lengths.<br />
• 3 standard wagon lengths.<br />
7 standard wagon lengths.
4. Marshalling and Strengthening of Passenger Trains.<br />
Passenger trains must be marshalled in accordance with the passenger marshalling circular, the<br />
carriage and multiple unit programmes, or the special notices.<br />
Extra vehicles for passengers must not be attached to trains unless authorised in the Special<br />
Traffic Notices or other special notices, or through the Regional/Divisional Control organisation.<br />
The person arranging the marshalling or strengthening of a train must ensure that it does not<br />
exceed the length which can be accepted at intermediate and terminal stations. For guidance, details<br />
will be held in Divisional Control offices of length limitations at principal stations. Where unrostered<br />
strengthening takes place the Divisional Control office which has obtained or given authority must<br />
advise the Regional Control <strong>Of</strong>fice and all other Divisional Control offices concerned. Divisional<br />
Control offices are responsible for advising all stations in their Division which are affected.<br />
In exceptional circumstances, when there is insufficient time to telephone the Divisional Control,<br />
the Area/Station Manager may authorise extra vehicles to be attached for the accommodation of<br />
passengers, provided the maximum tonnage for the locomotive working the train is not exceeded<br />
and the working is not likely to be upset en route.<br />
The Divisional Control must immediately be told precisely what has been done.<br />
5. Marshalling and Strengthening of Parcels Trains.<br />
Parcels trains must be marshalled in accordance with the Marshalling and Loading Orders.<br />
Additional vehicles may be attached to parcels trains to meet traffic requirements if the Marshalling<br />
and Loading Orders do not limit the number and type of vehicles to be conveyed, provided that the<br />
tonnage for the locomotive working the train is not exceeded, and prior authority is obtained from the<br />
Divisional Control.<br />
WORKING OF SPECIAL PASSENGER AND FREIGHT TRAINS.<br />
1. Special Reporting Numbers.<br />
All Special Passenger and Freight Trains must be described by the reporting numbers shown in<br />
the Special Traffic Notices, Special Notices or other operating publications. When a return special<br />
is run, it must carry the same reporting number as on the outward journey.<br />
Trains will be identified by a four-figure number exhibited on the locomotive and on those<br />
multiple-unit trains which are equipped with four-position indicator boxes. Multiple units with twoposition<br />
indicator boxes must exhibit a four-position number on a board with the two-position<br />
indicator set in the blank position.<br />
A standard code provides for the class, destination and number of the train as under:—<br />
First position Classification of Train (Numbers 0 to 9) as shown in the<br />
General Appendix.<br />
Second position Destination and character of the train. Special Passenger<br />
and Special Freight Trains must be indicated as follows:—<br />
T Passenger I L o c a l to L.M.R.<br />
L Passenger and Freight f<br />
Z Passenger and Freight Inter-Regional.<br />
X Royal Trains and Out of Gauge Loads.<br />
For Freight Trains T indicates trip trains.<br />
Third and fourth positions Individual identity number of train as shown in the notice<br />
where the arrangements are published.<br />
Relief passenger trains, or ordinary trains run in more than one portion, must carry a separate<br />
number allocated when the arrangements are agreed and published in the appropriate notice.<br />
Diesel and Electric locomotives not fitted with four-position indicator boxes must carry the<br />
reporting numbers printed in black on white paper from the starting point on a headboard.<br />
The Depot providing the power will be responsible for supplying the locomotive headboard where<br />
necessary, with the correct letters and numbers, and having it exhibited as mentioned above.<br />
2. Loading of Passenger Trains.<br />
Guards must obtain and render passenger loading details of nominated ordinary, relief and<br />
special trains in accordance with separate instructions.<br />
3. Duties of Guards.<br />
Guards working special trains must not leave the station on arrival at destination without<br />
permission from the person in charge, and must ascertain from him the place and time they are to book<br />
on for the return journey, in order that they may render any assistance the person in charge may<br />
require, and see that their trains are properly lighted and labelled. Any spare marginal time must<br />
be made available for assisting with station duties.<br />
When trains are handed over at a junction, Guards must not travel beyond the point to which<br />
they are shown to work the train unless instructed to do so, and, when relieving, must sign on 15<br />
minutes before the train is due at the junction.<br />
260
4. Crowds on platforms.<br />
Area Managers, Inspectors and others concerned must not allow crowds to assemble on platforms<br />
or about stations, to the inconvenience and danger of passengers arriving or departing by trains.<br />
When assistance is required to keep the platforms and approaches clear, the Area Manager has<br />
authority to instruct other B.R. employees who may be available to assist, or to request the attendance<br />
of the Civil police, to prevent accidents.<br />
5. Short notice of extra traffic.<br />
Should any Area Manager, Inspector or other person concerned become aware that an unusual<br />
number of passengers is likely to travel by a particular train, he must advise the Divisional Control<br />
<strong>Of</strong>fice so that proper accommodation may be provided.<br />
6. Cancellation and alteration of scheduled working.<br />
The Divisional Control <strong>Of</strong>fice must be advised of any alteration in the booked arrangements for<br />
special trains shown in the Special Traffic Notice, so that the stations affected may be immediately<br />
informed of the altered working.<br />
COUPLING AND UNCOUPLING OF LOCOMOTIVES<br />
Coupling and uncoupling of locomotives working passenger trains will normally be the duty of<br />
men in the Railmen Grades. In the case of locomotives which are double-manned, to avoid delays<br />
the Secondman must couple/uncouple the locomotive if a man in the Railmen Grades is not<br />
immediately available.<br />
Coupling and uncoupling locomotives working other than passenger trains will normally be the<br />
duty of men in the Railmen Grades, where provided, or Guard. In the case of locomotives which<br />
are double-manned, to avoid delays, the Secondman must couple/uncouple the locomotive if a man<br />
in the Railmen Grades or Guard is not immediately available.<br />
Coupling and uncoupling locomotives assisting in rear of trains, when this is required, will<br />
normally be the duty of the Secondman on the assisting locomotive, or Guard where he is travelling<br />
at the rear of his train.<br />
WEED SPRAYING TRAINS<br />
Two firms, Messrs. Fison's and Messrs. Chipman's, who will each use their own train, carry<br />
out weed spraying throughout the Region.<br />
Both trains must be signalled as Class 6(b) freight trains. The speed must not exceed 45 m.p.h.<br />
whether spraying or not spraying, and if a lower speed is laid down for spraying operations, it must<br />
be observed.<br />
The maximum permissible speed and all lower speed restrictions must be strictly adhered to on<br />
all lines.<br />
Both firm's trains may be propelled where necessary. A white light must be carried on the<br />
leading vehicle when propelling after sunset or through a tunnel, and the instructions for propelling<br />
trains shown in Table Fl must be complied with.<br />
The marshalling of weed spraying trains will be shown in the Special Notices for the trains<br />
concerned.<br />
When the Engineer's or Contractor's staff require to sleep on the train whilst stabled overnight,<br />
all points must be securely clipped and scotched to prevent any movement being made on to the<br />
line or siding on which it is stabled. A red light must be placed on the end of the train from which a<br />
movement would normally be made. Where it is possible to make a movement from both ends, a<br />
red light must be placed on each end of the train. The person in charge of the line or siding must<br />
ensure that these instructions are carried out.<br />
Electrified Lines.<br />
I. Conductor Rail System. On lines fitted with conductor rails the following conditions must be<br />
observed before spraying operations commence:—<br />
Isolation of the conductor rails is not required. The train must be accompanied by a<br />
representative of the Divisional Manager's Maintenance Engineer. Where a weed spraying train<br />
has to cross or pass over a portion of electrified line which is not scheduled for spraying, the<br />
person in charge of the train must ensure that spraying operations are suspended whilst crossing<br />
or passing over the electrified portion of line.<br />
2. Overhead Line System. No restrictions.<br />
261
WORKING OF ENGINEERS' AND OFFICERS' SALOONS<br />
Engineers' and <strong>Of</strong>ficer' Saloons, subject to other published permanent and temporary speed<br />
restrictions, may run at the following maximum speeds:—<br />
All Saloons except 45000 and 395707 8 0 m.p.h. when hauled.<br />
Saloons 45000 and 395707 1 0 0 m.p.h. when hauled.<br />
All Saloons except 45000 and 45017 5 0 m.p.h. when propelled.<br />
Saloon 45000 M a y be propelled only when authorised in Special<br />
Notice. Maximum speed 30 m.p.h.<br />
Saloon 45017 N O T TO BE PROPELLED EXCEPT WHEN<br />
MAKING NORMAL SHUNTING MOVE-<br />
MENTS.<br />
Where a train consists of locomotive and saloon only, the Driver is responsible for ensuring<br />
these speeds are not exceeded.<br />
If a saloon, other than 45000 or 395707, is conveyed in a passenger train, the Guard must advise<br />
the Driver that the maximum speed of the train must not exceed 80 m.p.h.<br />
TRAINMEN TO USE MOST EXPEDITIOUS MEANS FOR TRAVELLING<br />
When travelling as passengers whilst on duty, Trainmen must use the most expeditious means<br />
available, including public road services. If a better rail service is provided by another Region or London<br />
Transport, they must use it. To establish their identity they must produce their job card, deviation<br />
card, journal or working sheet, except when travelling on L T. trains, when a Bearer pass is required.<br />
Area Managers, Controllers, and other persons empowered to instruct Trainmen should direct them<br />
accordingly.<br />
Although men may be rostered to travel by a particular train, if a quicker means of reaching<br />
the locomotive or Guard's Depot presents itself, this must be used. Instructions on this point given<br />
by the Area Manager, Controller, etc., must be carried out, and Trainmen must consult the person<br />
in charge in cases when they are in doubt as to the quickest means of reaching their Depot.<br />
WORKING OF TRAINS TO MECHANISED MARSHALLING YARDS<br />
80, 90 and 100 ton GLW Bogie Tank Cars, 80 ton GLW Bogie Pallet Vans and 83 and 84 ton<br />
GLW Bogie Strip Coil Wagons.<br />
These vehicles must not be taken over humps in marshalling yards, and must not be loose shunted.<br />
When conveyed empty on ordinary services they should be marshalled next to either the locomotive or<br />
brakevan to facilitate avoiding the hump.<br />
Bescot Down Marshalling Yard.<br />
The undermentioned types of vehicles are prohibited from passing over the Hump in the Down<br />
yard, and, when such vehicles are conveyed on trains into Bescot, they must be marshalled next to<br />
the locomotive or brake van, and particulars stipulated in the loading advice:--<br />
Bocar L o a d e d<br />
Boiler EB L o a d e d and empty<br />
Borail WC<br />
Borail WG<br />
L<br />
L<br />
o<br />
o<br />
a<br />
a<br />
d<br />
d<br />
e<br />
e<br />
d<br />
d<br />
and empty<br />
Carfiat L o a d e d<br />
Coilwag L o a d e d<br />
Dolphin • L o a d e d<br />
Flatrol EAA EV MUU L o a d e d<br />
Flatrol EL EZ MJ • L o a d e d<br />
and empty<br />
Cane A • L o a d e d<br />
Girdwag • • L o a d e d and empty<br />
Glaswag EO MO • L o a d e d<br />
Macgregor Comerain Vans<br />
Parrot L o<br />
L<br />
a<br />
o<br />
d<br />
a d<br />
e<br />
e<br />
d<br />
d<br />
Sturgeon L o a d e d<br />
Tierwag<br />
Transformer • •<br />
•<br />
•<br />
Loaded and empty<br />
• Loaded and empty<br />
Trestrol AD AG EC •<br />
Weltrol EB EL EU WW<br />
•<br />
•<br />
• Loaded<br />
• Loaded<br />
Weltrol EN ENC ENN • • • • Loaded and empty<br />
All passenger carrying vehicles.<br />
All vehicles, loaded or empty. stencilled "Not to be hump shunted".<br />
Continental vehicles, loaded or empty, bearing international sign X'X "Not to be hump<br />
shunted".<br />
Vehicles having a gross weight of less than 6 tons.<br />
262
Route Setting. Any wagon with an inner wheel base exceeding 47 feet and up to 50 feet must<br />
be routed with manual point setting only, care being taken not to move any individual point switch<br />
until the wagon has cleared the points operated by that switch.<br />
Carlisle Down and Up Sidings.<br />
The undermentioned types of vehicles are prohibited from passing over the Humps in the Down<br />
and Up Sidings and, when such vehicles are conveyed on trains into Carlisle, they MUST be marshalled<br />
next to the brake van and particulars stipulated in the loading advice:—<br />
Bocar L o a d e d<br />
Boiler EB L o a d e d and Empty<br />
Borail WC L o a d e d and empty<br />
Borail WG L o a d e d<br />
Carflat L o a d e d<br />
Coilwag L o a d e d<br />
Dolphin L o a d e d<br />
Flatrol EV M UU<br />
Flatrol EL EZ MJ<br />
L<br />
L<br />
o<br />
o<br />
a<br />
a<br />
d<br />
d<br />
e<br />
e<br />
d<br />
d<br />
and empty<br />
Gane A L o a d e d<br />
Girdwag L o a d e d and empty<br />
Glaswag EO MO L o a d e d<br />
Macgregor Comerain Vans<br />
Parrot L o<br />
L<br />
a<br />
o<br />
d<br />
a d<br />
e<br />
e<br />
d<br />
d<br />
Sturgeon L o a d e d<br />
Tierwag L o a d e d and empty<br />
Transformer L<br />
Trestol AD AG EC<br />
o<br />
L<br />
a<br />
o a<br />
d<br />
d<br />
e<br />
e<br />
d<br />
d<br />
and empty<br />
Weltrol EB EL EU WW L o a d e d<br />
All coaching stock vehicles.<br />
All vehicles, loaded or empty, stencilled "Not to be hump shunted".<br />
Continental vehicles, loaded or empty, bearing international sign X'X "Not to be hump<br />
shunted".<br />
Livestock must be marshalled next to the locomotive where practicable.<br />
Toton Down and Up Sidings.<br />
Transformer wagons are prohibited from passing over the Down Hump and the Up Hump.<br />
The 290-ton Boiler EB Wagon is prohibited from passing over the Down Hump and Down<br />
Hump Avoiding Line, Up Hump and Up Hump Avoiding Line. These wagons must not be worked<br />
into Toton except by prior agreement of services with the Divisional Manager, Nottingham.<br />
INSTRUCTIONS RESPECTING D.C. ELECTRIFIED LINES<br />
I General Rules and Regulations applicable<br />
All Rules and Regulations applicable to the movement of trains apply to electric trains, except<br />
as otherwise provided in these instructions, the appropriate instructions in the Local Instructions<br />
section and the separate books of instructions (together with Supplements) applicable to<br />
the respective sections of electrified lines.<br />
2. High Tension cables and overhead wires<br />
Cables or wires carried on poles alongside the track must on no account be interfered with.<br />
3. Switching off current in Emergency<br />
In emergency, any member of the staff may ask for electricity to be switched off. Special telephones<br />
are provided at signal boxes, passenger stations and certain other locations on the electrified lines,<br />
giving direct communication with the Electrical Control Operator. The telephones are indicated<br />
by the words ISOLATION TELEPHONE, or by a representation of a red telephone on a white<br />
background with the word "Electrification" printed in red, on the cupboard or door of the room<br />
where they are located.<br />
The person making the request must state :—<br />
(i) that this is an emergency call;<br />
(ii) his name, grade and Department ;<br />
(iii) where he is speaking from<br />
(iv) line(s) concerned ; and<br />
(v) why it is necessary to have the electricity switched off, and must stay at the telephone<br />
until assured by the Electrical Control Operator that the electricity has been switched off.<br />
4. Procedure in case of Fire<br />
Any outbreak of fire on or near to the electrified lines which affects, or is likely to affect, cables<br />
or other electrical equipment, must be reported immediately by telephone to the Electrical Control<br />
Operator, stating the exact location and which line(s) are affected.<br />
Immediate measures must be taken to extinguish such fires. In addition, the existing procedure<br />
regarding lineside fires, shown in the General Appendix, must be observed as applicable. Instructions<br />
regarding procedure in the case of fire, embodied in the Local Information Card, must also<br />
be carried out.<br />
263
Dry sand, or fire extinguishers marked with a yellow band are suitable for extinguishing fires on,<br />
or in the immediate vicinity of, electrified lines, cables or train equipment which may be "alive".<br />
Before water or fire extinguishers other than those marked with a yellow band are used to<br />
extinguish fires, the electricity must be cut off. Even then, water must not be used if other means<br />
of extinguishing the fire are available.<br />
Sand (for dealing with fires) is kept in Guards' compartments of electric trains and at stations.<br />
Fire extinguishers are provided on all trains and at most stations.<br />
Instructions relating to lines with Overhead Equipment<br />
5. Description of System<br />
The overhead equipment carries current for the movement of trains and consists of a contact wire<br />
and catenary wires which are suspended over the running rails.<br />
ALL ELECTRICAL EQUIPMENT MUST BE REGARDED AS BEING ALIVE AT ALL<br />
TIMES AND CONSEQUENTLY DANGEROUS TO LIFE, EXCEPT IN CASES WHERE<br />
THE ELECTRICITY HAS BEEN SWITCHED OFF OR, WHEN CONDUCTING RESCUE<br />
OPERATIONS OR DETRAINING PASSENGERS, AN ASSURANCE HAS BEEN<br />
RECEIVED FROM THE ELECTRICAL CONTROL OPERATOR THAT THE EQUIPMENT<br />
HAS BEEN MADE SAFE. IT IS EXTREMELY DANGEROUS TO BE CLOSE TO LIVE<br />
ELECTRICAL EQUIPMENT OR TO ALLOW ANY OBJECT TO COME CLOSE TO LIVE<br />
ELECTRICAL EQUIPMENT. T H E OVERHEAD LINE EQUIPMENT, BARE<br />
FEEDERS, ATTACHMENTS AND SUPPORTING WIRES HAVE NO PROTECTIVE<br />
COVERING AND ARE, THEREFORE, EXTREMELY DANGEROUS TO APPROACH<br />
CLOSELY, EITHER DIRECTLY OR BY ANY ARTICLE WHICH IS CARRIED.<br />
The following instructions must be strictly observed:—<br />
(a) On no account must broken or displaced wires connected with the overhead line equipment<br />
be approached or touched, nor must objects such as icicles, string, rope, wire and the like<br />
be removed from the overhead line equipment or from its vicinity, nor must they be<br />
approached, but must be reported immediately to the Electrical Control Operator who will<br />
arrange for their removal.<br />
(b) Guards or <strong>Shunt</strong>ers must not raise their shunting poles in such a manner that the poles<br />
may be liable to come into contact with, or to come into close proximity to, the overhead<br />
line equipment.<br />
(c) Extreme caution must be exercised at all bridges and tunnels where the contact wire is lower<br />
than its normal height of 16 ft. above rail level.<br />
(d) Drivers of diesel locomotives, diesel multiple-unit trains, or steam or diesel cranes, when<br />
coming to a stand should, as far as possible, avoid stopping with the chimney or exhausts<br />
underneath insulators or structures, to avoid damaging electrical equipment.<br />
(e) Except when the electricity has been switched off in accordance with the instructions:—<br />
(i) a steam lance must not be used whilst on, or adjacent to, electrified lines;<br />
(Note: Some steam lances may be used without the electricity being switched off and in<br />
such cases, special instructions to the contrary will be issued.)<br />
(ii) it is forbidden to climb above the cab floor level on locomotives for any purpose;<br />
(iii) it is forbidden to climb upon the roofs or open upper decks of vehicles or upon the<br />
steps giving access to the roof of any vehicle on a running line or siding or portion<br />
thereof equipped with overhead line equipment.<br />
6. Work carried out on electrified lines<br />
Whenever a crane or similar appliance has to be used on or near electrified lines, arrangements<br />
must be made with the Electrical Control Operator for the current to be switched off and, if<br />
necessary, the overhead equipment or the high tension wires to be adjusted or removed in<br />
accordance with instructions. The utmost care must be taken to ensure no damage is caused<br />
to the overhead line equipment, connections, supports or the high tension wires and their<br />
supports and connections.<br />
Instructions relating to lines with Conductor Rails<br />
7. Description of System<br />
The conductor rails carry electric current for the movement of trains and may consist of either<br />
one conductor rail laid outside the running rails (the latter being used as a return conductor) or<br />
one conductor rail laid outside the running rails and one conductor rail in the centre of the<br />
four foot.<br />
IT MUST BE UNDERSTOOD THAT THE CONDUCTOR RAILS, CABLES AND<br />
FITTINGS CONNECTED THERETO, ARE ALWAYS ALIVE AND, THEREFORE<br />
DANGEROUS TO LIFE, UNLESS THE CURRENT HAS BEEN SWITCHED OFF, AS<br />
PROVIDED IN THE INSTRUCTIONS RELATING TO THE ISOLATION OF CON-<br />
DUCTOR RAILS, OR AS OUTLINED IN INSTRUCTION 3.<br />
IT IS DANGEROUS TO POUR WATER ONTO, OR IN THE VICINITY OF„ek CON-<br />
DUCTOR RAIL, OR TO ALLOW DISCHARGE FROM HOSE PIPES, HYDRANTS, ETC.,<br />
TO COME INTO CONTACT THEREWITH.<br />
264
The following instructions must be strictly observed:—<br />
(a) Unless it cannot be avoided, staff must not cross an electrified line on the level, but must<br />
make use of lifts, subways or overbridges. When it cannot be avoided, they must use<br />
barrow or porter's crossings where these are provided but, if neither is available they must<br />
take particular care to avoid contact with a conductor rail.<br />
( Contact must be prevented between any object or ballast and a live conductor rail and<br />
2 material must not be dragged across such a rail.<br />
(c) 1 Collector shoes are connected together by cables and, whether in contact with the conductor<br />
)<br />
rail or not, must be considered dangerous to life.<br />
(d) Guards and <strong>Shunt</strong>ers working trains passing over electrified lines must see that brake pins or<br />
long couplings are not allowed to hang down. The attention of the C.M. & E.E.'s. C. & W.<br />
staff must be called to all brake levers which are found to be less than 6 inches from the rail<br />
level when in their lowest position. Guards and <strong>Shunt</strong>ers are responsible for walking<br />
round their trains to see that all is in order in this respect prior to leaving the last depot or<br />
yard before they pass over electrified lines. The middle link of loose couplings must be<br />
pushed up in order to clear the conductor rail.<br />
(e) Drivers are responsible for seeing that screw couplings attached to their locomotives are<br />
clear of the conductor rails.<br />
(f) When working over electrified lines, Enginemen must not leave the cab more than is<br />
necessary and must also ensure that parts of the locomotive do not come into contact with<br />
the conductor rails.<br />
(g)<br />
IF WATER IS LYING ON THE PERMANENT WAY AND IN CONTACT WITH,<br />
OR IN CLOSE PROXIMITY TO, THE CONDUCTOR RAILS, CARE MUST BE<br />
TAKEN NOT TO STEP INTO THE WATER.<br />
8. Work carried out on electrified lines<br />
Tools, ballast, coal, ashes, rubbish and other loose materials must be kept clear of the conductor<br />
and running rails, insulators, bonds and cables and care must be exercised in unloading rails,<br />
sleepers and other materials. Breakdown gangs must not begin work or unload materials until<br />
the electricity has been switched off in accordance with instructions.<br />
9. Width of electric stock<br />
Electric trains move quietly and extra care is needed to watch for their approach. Special care<br />
should also be taken to stand well clear of passing electric trains owing to their extra width.<br />
LEVEL CROSSINGS BETWEEN PLATFORMS<br />
At stations where passengers have to cross the track from one platform to another the staff<br />
must excercise the utmost possible supervision to prevent the risk of accident.<br />
At all stations where footbridges or subways are provided special care should be taken to prevent<br />
passengers using the level crossings.<br />
FAILURE OF OIL TAIL LAMPS<br />
If a tail lamp fails on the journey, it must be exchanged at the earliest opportunity for a fresh<br />
lamp. The Guard must submit a report of the failure.<br />
The lamp which has failed must be examined by the person appointed by the Area Manager,<br />
and a report on the cause of failure, with the train and date on which it occurred, submitted to the<br />
Divisional Manager's Accident section.<br />
If the fault can be remedied locally, the failed lamp may be returned to service unless otherwise<br />
instructed. If not, it must be sent to the Works for repair.<br />
REPAIR OF DEFECTIVE LAMPS<br />
Hand, Side, Tail and Roof Lamps for repair must be forwarded from Stations/Depots to the<br />
designated point in the Division from where they must be despatched as follows:—<br />
Division T o be sent to<br />
London (former Midland stations) D e r b y Works<br />
(former L.N.W. stations) W o l v e r t o n Works<br />
Birmingham C r e w e Works<br />
Stoke C r e w e Works<br />
Nottingham D e r b y Works<br />
Liverpool H o r w i c h Works<br />
Signal and Gate Lamps must be dealt with in accordance with local instructions.<br />
265
A.C. ELECTRIFIED LINES—TELEPHONE CONTACT WITH<br />
ELECTRICAL CONTROL ROOMS<br />
Contact with the Electrical Control Operator can be made either by the Electrification telephones<br />
situated along the lineside and at stations, signal boxes, etc., or by ringing the telephone numbers<br />
shown below:—<br />
Crewe Electrical Control Room<br />
Crewe Railway Exchange (GPO No. Crewe 55123) Extn. 2711,<br />
Rugby Electrical Control Room<br />
Rugby Railway Exchange (GPO No. Rugby 3456) Extn. 2222: also GPO No. Rugby 6256.<br />
Willesden Electrical Control Room<br />
Willesden Railway Exchange (GPO No. 01-965 4071) Extn. 6333/4/5 (07 00 to 19 00 SX)<br />
(07 00 to 14 00 SO) (Railway exchange closed on Sundays); also GPO No. 01-965 7080.<br />
In emergency only the following GPO telephone numbers may be used as alternatives to those<br />
shown above:<br />
Crewe 55582<br />
Rugby 6257<br />
Willesden 01-965 2304<br />
FREIGHTLINER TERMINALS EQUIPPED FOR ELECTRIC TRACTION<br />
At all Freightliner Terminals equipped for overhead electric traction it is necessary to restrict<br />
the movement of a Freightliner train entering the terminal to ensure that it is berthed within certain<br />
prescribed limits, which are related to the termination of the overhead equipment and the position<br />
of the pantograph and the electric locomotive.<br />
An illuminated board board lettered "Locomotives Stop—Await Instructions" is provided at<br />
a minimum distance of 12 feet 6 inches on the main line side of the last overhead electrification<br />
structure within the Terminal and Drivers, when propelling, must bring their train to a stand when the<br />
locomotive reaches this board. All further propelling movements from the board will be carried<br />
out under the direction of the Terminal Overseer who will ensure that the train is correctly berthed.<br />
To indicate the limiting tolerances within which a Freightliner train must be berthed in the<br />
Terminal, a double row of ground markers is provided on the Terminal side of the overhead line<br />
anchor structure. The Terminal Overseer will ensure that the train is brought to a stand with the<br />
buffers on the outer end of the last Freightliner vehicle positioned between these rows of markers<br />
and will, on no account, permit the train to over-run the inner row.<br />
When the train is berthed in this position, the Terminal Overseer will ensure the locomotive is<br />
withdrawn to a point to or beyond the "Locomotives Stop—Await Instructions" board.<br />
LINESIDE STAFF EMERGENCY CALL SYSTEM<br />
This equipment is provided at certain signal boxes controlling long sections of line, and consists<br />
of loudspeakers spaced approximately mile apart on the lineside. When operated by the Signalman,<br />
one of the following codes will be transmitted through the loudspeakers:—<br />
Chief Signal and Telecommunications Engineer's Line Staff — 3 note bugle call.<br />
Chief Civil Engineer's Line Staff — 2 note "Cuckoo" call.<br />
Chief Mechanical & Electrical Engineer's Line Staff Interrupted tone.<br />
Cancel — Steady tone.<br />
On hearing the appropriate code, the senior member of any party working on the line must go<br />
at once to the nearest signal post telephone, ground frame telephone, circuit telephone, or, in the<br />
case of the Signal Engineer's staff, the nearest plug point on the Signal Engineer's Maintenance<br />
Telephone Circuit, and ascertain from the Signalman what is required. When the Signalman is<br />
satisfied that the message has been delivered to the correct person and is understood, he will transmit<br />
the "Cancel" code.<br />
When the C.M. & E.E. staff code is transmitted, and an Electrification telephone is nearest, the<br />
C.M. & E.E. staff concerned must communicate with the Electric Control Operator. He must then<br />
immediately advise the Signalman to cancel the loudspeaker code.<br />
To avoid complaints from residents in built-up areas and obviate unnecessary use of the loudspeakers,<br />
staff must answer the calls as soon as possible.<br />
FAILURE OF ELECTRICALLY OPERATED POINTS.<br />
Crank handles are provided to operate points by hand during a failure and are kept:—<br />
(i) in the controlling signal box, or<br />
(ii) Adjacent to the points in an instrument released from the signal box, or<br />
(iii) adjacent to the points in a locked cabinet.<br />
Should the points fail, the Signalman must, in addition to sending for the Signal Technician,<br />
immediately send for the person appointed to operate the points by hand (who may act as handsignalman),<br />
and also advise the Area Manager and request him to arrange for any other handsignalman<br />
who may be required.<br />
266
When the point operator has obtained the crank handle, he must act in accordance with the<br />
instructions given him by the Signalman. He must then insert the crank handle in the point machine<br />
concerned and tell the Signalman whether or not the points are damaged. If they are undamaged<br />
he must say in which position they are correctly fitting.<br />
If the points are undamaged, the Signalman must instruct the operator to set, clip and scotch<br />
them in the position required and to advise him when this has been done. When this advice has been<br />
received, the Signalman must operate the point lever (switch) concerned as far as possible to the position<br />
corresponding with the lie of the points before allowing a train to pass over the points or to pass any<br />
signal concerned at Danger.<br />
The operator must not remove the crank handle, clip and scotch until instructed to do so by the<br />
Signalman.<br />
The Signalman must instruct the operator to return the crank handle to the signal box or replace<br />
it in the instrument or cabinet adjacent to the points when:—<br />
(i) an assurance has been obtained from the Signal Technician that the failure has been rectified<br />
and that the points are in proper working order, or<br />
(ii) the points themselves are not damaged and traffic working permits them to remain in either<br />
the normal or reverse position, provided:—<br />
(a) an assurance has been received from the operator that the points are clipped, scotched<br />
and padlocked in the required position.<br />
(b) the point lever (switch) is in the position corresponding with the lie of the points, and<br />
(c) the indicator shows an indication corresponding to the position of the point lever<br />
(switch).<br />
When this has been done, the handsignahnen may be withdrawn.<br />
The time the crank handle is taken from and returned to the signal box must be recorded in the<br />
Train Register, and the entries countersigned by the person appointed to operate the points. At<br />
those locations where the crank handle is kept adjacent to the points, the Signalman must record<br />
the times at which the crank handle is taken from and replaced in the instrument/cabinet.<br />
(Separate instructions are issued to signal boxes to cover power installations worked by route<br />
relay panels.)<br />
INSTRUCTIONS FOR OPERATING INTERMEDIATE TOKEN INSTRUMENTS<br />
(G.W.R. TYPE)<br />
(1) To obtain Token from instrument. After obtaining, by telephone, the authority of the Signalman<br />
to withdraw a token, lift it from the magazine to the centre opening of the instrument, press it<br />
forward as if using an ordinary key in a lock (the key end of the token must engage on the centre<br />
pin of the instrument), then turn it anti-clockwise as far as possible. Wait until the needles in both<br />
the indicators are deflected (this takes place when both Signalmen hold down their respective token<br />
ringing keys), and then continue to turn the token anti-clockwise until it is free, when it can be<br />
withdrawn from the instrument. Advise the Signalman by telephone that the token has been obtained<br />
from the instrument.<br />
(2) To replace Token in instrument. Press token forward into the aperture in the centre of the<br />
instrument as if using an ordinary key in a lock (the key end of the token must engage on the centre<br />
pin of the instrument), then turn the token clockwise as far as possible, withdraw token from centre<br />
pin and lower it into one of the slots of the magazine. Advise the Signalman by telephone that the<br />
token has been placed in the instrument.<br />
When the token has been replaced in the instrument the Signalmen must immediately withdraw<br />
tokens in accordance with Regulation 26 (Testing Instruments) of the Electric Token Regulations,<br />
and the person responsible for operating the intermediate token instrument must remain there until<br />
the test has been made and the Signalman has informed him that everything is again in order.<br />
(I)<br />
Unlocked from Signal Box<br />
INSTRUCTIONS FOR WORKING GROUND FRAMES.<br />
The ground frame operator must telephone the Signalman and come to a clear understanding<br />
regarding the movements to be made and request him to unlock the frame. The Signalman must<br />
inform the ground frame operator when the frame has been unlocked. Where a plunger working<br />
in connection with a release lever at the ground frame is provided, it must be pressed and held<br />
in until the lever is out of the catch.<br />
When the movements have been completed, and the train is clear of the points ready to<br />
depart or has been shunted into the siding(s) clear of the running line(s), and the ground frame<br />
levers placed in the normal position, the ground frame operator must inform the Signalman<br />
accordingly and request him to lock the ground frame. The Signalman must inform the ground<br />
frame operator when this has been done. Until this advice is received, the ground frame operator<br />
must not rejoin the train or allow it to proceed.<br />
If the ground frame operator observes any irregularity on the running lines or should a running<br />
line be fouled, he must immediately advise the Signalman and where bell communication is provided,<br />
in order to obtain the Signalman's attention without delay he must give six or more beats<br />
on the bell in rapid succession. The ground frame operator must also take whatever protective<br />
action is required.<br />
At ground frames where bell communication is also provided with the signal box, the following<br />
code must be used if there is a failure of the telephone:—<br />
267
To Signal Box<br />
Unlock ground frame „ . . . . . . . . 2<br />
Train shunted clear of running line(s)—Lock ground frame .. 3<br />
Train on running line ready to depart—Lock ground frame . . 5<br />
These codes will be acknowledged by repetition when the ground<br />
frame has been unlocked/locked.<br />
Running line(s) fouled .. 6<br />
From Signal Box<br />
Clear running line(s) for train to pass . . . . 7<br />
To be acknowledged by repetition and the code 3 sent when the<br />
line(s) have been cleared.<br />
The call attention signal, I beat, must be sent and acknowledged before the required code<br />
is sent.<br />
Should the Signalman be unable to relock the ground frame and special emergency instructions<br />
are not in force, he must not allow a following train to proceed until an assurance has been<br />
received that the points have been firmly secured in the normal position or the failure has been<br />
rectified.<br />
til) Unlocked by Amiett's key taken from Signal box<br />
The key must be inserted in the lock provided on the ground frame lever to release it. The<br />
key will be locked in the lever until it is restored to the normal position. The Annett's key must<br />
be returned to the signal box when the work has been completed.<br />
INSTRUMENTS RESPECTING B.R. STAFF WORKING<br />
OVER THE LONDON TRANSPORT RAILWAY.<br />
The instructions under this heading apply to B.R. Staff when working over the following<br />
sections of the London Transport Railway:—<br />
Harrow-on-the-Hill and Amersham (excluding North-bound and South-bound local lines<br />
between Harrow-on-the-Hill and Watford South In.).<br />
Moorgate and Kentish Town, Engine Shed In.<br />
TRACTION CURRENT SUPPLY.<br />
Switching off in Emergency. Current may be switched off in emergency by the Driver, Secondman<br />
or Guard, as may be most expedient, proceeding to the nearest telephone, station, or signal box,<br />
and requesting the station staff or Signalman to have the current swtiched off the section affected, or,<br />
if no station staff are readily available at a station, by dialling "73CE" on the automatic telephone-<br />
The Traffic Controller will answer and the person telephoning must explain the circumstances to him,<br />
In all cases, the person requiring the current to be switched off must give his name and grade.<br />
the number and description of his train, the section or sections from which current is required to be<br />
switched off and the reason therefore, to the person to whom the request is made, and must wait<br />
until an assurance is received that current has been switched off.<br />
Restoring current which has been switched off. Current will be restored to a section from which it<br />
has been switched off by the Traffic Controller after he has ascertained from all concerned (including<br />
the person who originally requested that traction current should be switched off) that all is in order<br />
for this to be done, except that the Traffic Controller may, after the lapse of 7 minutes from the<br />
time current was taken off, have the current restored if he has not already been advised that it has been<br />
taken off on account of trouble on a particular train or section.<br />
SPEED RESTRICTION SIGNS.<br />
Certain speed restrictions signs are illuminated by the traction current supply, and when that<br />
supply is switched off, the signs will not be illuminated.<br />
AUTOMATIC BRAKE TRIPGEAR.<br />
General<br />
Locomotives and multiple unit diesel trains working between Moorgate and Kings Cross (ET.)<br />
must be fitted with automatic brake tripgear and the following instructions observed:—<br />
Locomotive hauled trains<br />
Before passing on to London Transport Railway, and before reversing when on London<br />
Transport Railway, each Driver must see that the tripeock isolating cock at the leading end of his<br />
locomotive is opened and the striking arm on the right hand side in the direction of travel placed<br />
downward in the operative position, except in the following circumstances :—<br />
-(i) When Station-to-Station working is in operation—See modifications to Rule Book,<br />
<strong>Section</strong> E, or<br />
(ii) When assisting a train from the rear, or<br />
(iii) When single line working is in operation.<br />
268
The tripcock isolating cock at the leading end in the right direction must be closed while a<br />
wrong direction movement is being made. On leaving London Transport Railway the isolating cock<br />
must be shut and both arms raised to the horizontal position.<br />
Where necessary locomotives and trains must be specially stopped at the last signal before<br />
entering London Transport Railway or the first signal after leaving London Transport Railway, as<br />
appropriate for the purpose of carrying out these instructions.<br />
Multiple Unit diesel trains<br />
Multiple unit trains must have the tripcocks mounted on the first and last axles, in the operative<br />
position at all times. Any intermediate tripcocks must be in the tripped position.<br />
With the exception of the leading cab all the isolating valves must be maintained in the isolated<br />
position.<br />
Tripeock Testing Apparatus<br />
Apparatus for testing the automatic brake tripgear on locomotives and multiple unit trains so<br />
fitted is installed in the platform tracks at the following stations:—<br />
Barbican, Down platform road approximately 83 yards in rear of starting signal OG.4;<br />
Kings Cross, Up platform road approximately 83 yards in rear of repeating signals R014/2.<br />
The operation of the apparatus is such that a purple light adjacent to the platform starting<br />
signal (or in an equivalent position where no starting signal is provided) will be illuminated when a<br />
train enters the platform and, if the tripcock at the leading end is in the correct position, will be<br />
extinguished when the locomotive or leading car passes over the testing apparatus. If the light<br />
remains illuminated it must be assumed that the tripcock is not in the correct position or that the<br />
tripcock arm is broken off or is high to gauge. If the tripcock arm is low to gauge it will be operated<br />
as the locomotive or leading car passes over the testing apparatus and the brakes will be applied.<br />
The Driver of a locomotive or train on which automatic brake tripgear is required to be operative<br />
must observe the indicator light on every occasion when passing over a tripcock tester and, if the light<br />
remains illuminated, must examine the tripcock concerned as soon as possible and, if practicable.<br />
remedy any defect. The Secondman of a locomotive or train which has failed to extinguish the<br />
indicator light must take care to observe ALL signals while travelling over London Transport<br />
Railway, or until such time as the tripgear can be proved to be correctly set, and must be prepared<br />
to apply the brake to stop the train should the Driver overrun a signal at Danger; in the case of locomotives<br />
or trains the driving cabs of which are single manned the Guard must ride with the Driver for<br />
this purpose.<br />
Note: At certain locations the functioning of the testing apparatus is repeated in the signal box<br />
and the Signalman will take steps to stop any train which fails to extinguish the indicator<br />
light.<br />
Drivers must advise the Station Master or Person in charge of the station at which the testing<br />
apparatus is located when their locomotive or train is tripped on the testing apparatus or when the<br />
indicator light remains illuminated. In addition they must render a written report to the Depot<br />
Superintendent at the earliest opportunity.<br />
STATION LIMITS.<br />
The definition of "Station <strong>Limit</strong>s", as defined in the General Appendix, is applicable to the<br />
following areas only on the London Transport Railway:—<br />
(a) Harrow-on-the-Hill (excluding Pinner and Northwood).<br />
(b) Rickmansworth.<br />
Down line – between the outer home signal (JP•47) and the advanced starting signal (IP.43).<br />
Up line – between the home signal (IP.1) and the shunt-back signal from the up line<br />
into the goods yard (RAO.<br />
(c) Amersham.<br />
Up line – between Amersham home signal JW.1 and Chalfont & Latimer starting<br />
signal JT.10.<br />
Down line – between Chalfont & Latimer outer home signal JT.82 and Amersham advanced<br />
starting signal JW.70 except that a vehicle must not be propelled on either<br />
line in the Southbound direction without a brake van at the rear unless:—<br />
(i) all the vehicles are fitted with the continuous brake connected up and in use.<br />
(ii) it is necessary to work the vehicles a short distance only on to, or from, the rear<br />
of a standing train.<br />
CURRENT RAIL GAP INDICATORS.<br />
Special current rail gap indicators, installed either independently or in conjunction with fixed<br />
signals, are provided at certain locations and consist of a white triangular plate with a red light at<br />
each angle. The red lights will be illuminated in the following circumstances:—<br />
(0 in the case of independent indicators and indicators associated with through running signals,<br />
at all times when current is off the current rail section ahead.<br />
(ii) In the case of indicators associated with crossover signals (including wrong line starting<br />
signals) if a route is cleared for a movement on to another line and the current rails on that<br />
line are dead.<br />
269
Repeaters (where provided) consist of yellow lights set in a yellow triangular plate.<br />
If the Driver of a train finds a current rail gap indicator illuminated he must, if a telephone is<br />
provided at the indicator or at a signal with which it is associated, stop at it and use that telephone<br />
to obtain instructions. If a telephone is not provided, or if a reply is not received, he must proceed<br />
cautiously past the indicator, keeping a sharp look-out, and be prepared to stop short of any obstruction<br />
there may be: he must stop at the first signal provided with a telephone from which he can<br />
communicate with the Signalman next ahead or at the next signal box or station then open, inform<br />
the Signalman or station staff, as the case may be, of the circumstances, and remain there until<br />
authorised to proceed.<br />
It will not, however, be necessary for Drivers to take any action after the normal time of<br />
switching off current at night. The normal hours during which current is switched off are:—<br />
Northbound main<br />
Southbound main<br />
Harrow to Northwood 00 50 - 04 45 01 45 - 05 40 Monday to Friday<br />
nights.<br />
00 50 - 06 25 01 45 - 07 00 Saturday night.<br />
00 25 - 04 45 01 00 - 05 40 Sunday night.<br />
Northwood to Watford South<br />
In.<br />
00 50 - 04 55 01 45 - 05 35 Monday to Friday<br />
nights.<br />
00 50 - 06 30 01 45 - 06 55 Saturday night.<br />
00 25 - 04 55 01 00 - 05 35 Sunday night.<br />
Watford South In. to Chorley 01 05 - 05 00 01 30 - 05 20 Monday to Friday<br />
Wood. (04 00 winter) nights.<br />
01 05 - 06 40 01 30 - 06 40 Saturday night.<br />
(05 40 winter)<br />
00 45 - 05 00 00 45 - 05 20 Sunday night.<br />
(04 00 winter)<br />
Chorley Wood to Chalfont &<br />
Latimer.<br />
Chalfont & Latimer to<br />
Amersham.<br />
00 55 - 05 30<br />
(04 30 winter)<br />
00 55 - 07 00<br />
01 25 - 05 30<br />
Monday to Friday<br />
nights.<br />
Saturday night.<br />
01 25 - 07 30<br />
(06 00 winter)<br />
23 55 - 05 30 00 15 - 0600 Sunday night.<br />
(04 30 winter)<br />
01 10 - 06 00<br />
(05 00 winter)<br />
01 10 - 07 10<br />
01 20 - 06 00<br />
Monday to Friday<br />
nights.<br />
Saturday night.<br />
01 20 - 07 20<br />
(06 10 winter)<br />
00 10 - 06 00 00 10 - 05 30 Sunday night.<br />
(05 00 winter)<br />
TELEPHONES AT STOP SIGNALS, ETC.<br />
With reference to the instructions contained in the General Appendix, Drivers requiring to<br />
communicate with a Signalman by means of the telephone at a stop signal (or other telephone being<br />
used for an equivalent purpose) must, when the Signalman has acknowledged the call by stating<br />
the name of his box, identify themselves and their train and state clearly the signal (or other point)<br />
at which their train is standing and the reason for their use of the telephone, e.g. "Driver of (No. )<br />
London Midland Region train standing at (No.) signal on the bound line. Signal remains at<br />
Danger" or "Driver of (No.) London Midland Region train standing at (No.) signal on the<br />
bound line. Wrong signal off", etc.<br />
Similar action must be taken by Drivers and other staff concerned when communicating by<br />
telephone with a local Station Master or with the Line Controller for any resaon.<br />
In all cases where the telephone is used to pass messages great care must be taken to avoid<br />
misunderstanding. Important messages must always be repeated to the sender.<br />
After using a telephone to communicate with a signal box, staff must be particularly careful to<br />
see that the telephone handset is properly replaced and the cabinet door firmly closed.<br />
When a Driver or other member of staff wishing to make a call to a signal box lifts a telephone<br />
handset and hears a conversation taking place on the line he should wait until such conversation has<br />
finished before speaking unless his business is of an urgent nature.<br />
Note: At certain signals a "line engaged" tone or visual signal will be obtained when the<br />
Signalman is being called from another signal telephone.<br />
JUNCTION INDICATORS—FAILURE.<br />
With reference to instructions contained in the General Appendix, should a wrong route<br />
indication be shown by a junction indicator, or should any of the lights of a junction indicator be<br />
out when they should be illuminated, the Driver must, unless authority to pass the signal concerned is<br />
received from a Handsignalman posted thereat, or has previously been received from the controlling<br />
Signalman, bring his train to a stand at the signal, advise the Signalman of the circumstances by the<br />
most expeditious means and obtain his instructions.<br />
270
DIESEL MULTIPLE-UNIT TRAINS ASSISTING.<br />
With reference to the instructions contained in the General Appendix:—<br />
(a) If a diesel multiple-unit train fails, it may be propelled or drawn by any type of light<br />
locomotive or train, including L.T. electric multiple-unit surface type stock (Types "A", "0", "CO",<br />
"P" and "CP") subject to the conditions shown below, and the instruction in the Drivers' Handbook<br />
(BR.33003/- "Blue square" cars):—<br />
(i) Assistance by a train of L.T. electric multiple-unit surface type stock (Types "A", "0"<br />
-<br />
C The movement, either propelling or drawing, must be made with caution at a speed,<br />
not exceeding 5 m.p.h.<br />
O<br />
(ii) Assistance<br />
"<br />
by electric or diesel locomotive, or by locomotive-hauled train which has the<br />
vacuum brake operative throughout.<br />
, If the automatic brake is operative on the diesel multiple-unit train, propelling<br />
movements " may be made at a speed not exceeding 10 m.p.h. and drawing movements at a<br />
speed P not exceeding 25 m.p.h. If the automatic brake is not operative on the diesel multipleunit<br />
train, propelling or drawing movements must be made with caution at a speed not exceeding<br />
" 5 m.p.h.<br />
(iii) Assistance a by locomotive-hauled train which does not have the vacuum brake operative<br />
throughout. n<br />
d If the automatic brake is operative on the diesel multiple-unit train, propelling<br />
movements may be made at a speed not exceeding 10 m.p.h., but drawing movements must<br />
be " made with caution at a speed not exceeding 5 m.p.h.<br />
C If the automatic brake is not operative on the diesel multiple-unit train, propelling<br />
and P drawing movements must be made with caution at a speed not exceeding 5 m.p.h.<br />
(b) If " a train of L.T. electric multiple-unit surface type stock fails (Types "A", "0", "CO",<br />
"P" and "CP"),<br />
)<br />
it may be propelled or drawn by a diesel multiple-unit train, provided the movement<br />
is made with caution at a speed not exceeding 5 m.p.h.<br />
(c) In<br />
.<br />
all cases where assistance is given to a diesel multiple-unit train, the assisting train or<br />
locomotive must be coupled to the train by a screw coupling, except that in the case of assistance<br />
being given by or to a train of L.T. electric multiple-unit surface type stock (Types "A", "0", "CO",<br />
"P" and "CP"), the coupling must be made with the special coupling apparatus provided.<br />
If the automatic brake is operative on the disabled diesel multiple-unit train, the vacuum hose<br />
pipes, where provided, must be connected between the two trains and the automatic brake operated<br />
from the leading driving cab.<br />
(d) If the disabled diesel multiple-unit train is being propelled without the automatic brake being<br />
in operation between the two trains, the Driver of the diesel multiple-unit train must ride in the leading<br />
driving cab of that train and advise the Guard, using the bell communication, what instructions<br />
have to be relayed to the Driver of the assisting train. The Guard of the diesel multiple-unit train<br />
must ride in the rear driving cab of that train and handsignal to the Driver of the assisting train, as<br />
necessary, the instructions received from the Driver of the diesel multiple-unit train.<br />
(e) Except as shown below, passengers must be detrained from both trains concerned at the<br />
next station.<br />
In cases where the diesel multiple-unit train is being drawn by a locomotive or locomotive-hauled<br />
train and the vacuum brake of the diesel multiple-unit train is coupled to the vacuum brake of the<br />
assisting locomotive or train and is operative throughout, the L.T. Line Controller at Baker Street,<br />
after consultation with the L.M. Controller at Euston, will decide whether passengers need be<br />
detrained.<br />
(f) Diesel multiple-unit trains must not be used to assist any train other than a diesel multipleunit<br />
train of similar type, or a train of L.T. electric multiple-unit surface type stock (Types "A",<br />
"0", "CO", "P" and "CP").<br />
MODIFICATIONS TO THE RULE BOOK.<br />
The following modifications to the RR. Rule Book are in operation on the London Transport<br />
Railway:—<br />
<strong>Section</strong> B, clause 5.3<br />
Employees must at all times keep clear of the current and running rails and, except when making<br />
any necessary repairs or adjustments, avoid touching them with tools, wires or metal gear of any<br />
description.<br />
If the permanent way is flooded to such an extent that the water has reached the current rails,<br />
employees must be careful not to come into contact with the water until they have ascertained that<br />
current has been switched off.<br />
An employee must not walk along the lines in a tunnel unless he is carrying a lighted hand lamp.<br />
<strong>Section</strong> C, clause 3.1<br />
Draw up Signals<br />
Draw up signals are provided at certain stations and other locations to authorise movements at<br />
reduced speed to the next running signal when the line immediately in advance of that signal is<br />
blocked. A Draw up signal is approach controlled by the speed of an approaching train and will only<br />
clear when that speed has been so reduced that the train will be able to stop at the running signal.<br />
271
Draw up signals, with certain exceptions, display the following aspects:—<br />
Red W h e n the running signal ahead is at Danger and no<br />
train is approaching.<br />
Red and Yellow W h e n the next signal ahead is at Danger and whilst<br />
speed of approaching train is being checked.<br />
Yellow W h e n the next signal ahead is at Danger and speed of<br />
approaching train has been checked.<br />
Green W h e n the next signal ahead is at Clear.<br />
A Draw up signal can be distinguished by its number which, with the addition of either an -<br />
or "00", 0" is the same as the next signal with which it is associated, e.g. Draw up signal B.800 is<br />
associated with signal B.8 and Draw up signal MB.350 is associated with signal MB.35.<br />
Repeating Signals<br />
Repeating signals are of the two aspect (yellow and green) colour light type. They are distinguished<br />
by yellow plates bearing the letter "R" prefixed to the letters and number (in the case of<br />
semi-automatic signals) or number only (in the case of automatic signals) of the signals to which<br />
they apply. Repeating signals fixed below stop signals will not be illuminated when the stop signal<br />
is at Danger.<br />
Fog Repeating Signals<br />
Fog repeating signals are mounted in a white frame bearing the letters "FR" prefixed to the<br />
letters and number (in the case of semi-automatic signals) or the number only (in the case of automatic<br />
signals) of the signals to which they apply. When switched on these signals display a yellow aspect<br />
with a black "F" superimposed when the signal to which they apply is at Danger, and a green<br />
aspect when that signal is cleared.<br />
Trainstops<br />
Trainstops are provided outside the right-hand running rail at running stop signals and some<br />
shunt signals. When the signal is at Danger the trainstop arm is raised to open the tripcock on a<br />
train overrunning the signal; when the signal is cleared, the trainstop arm is lowered. Trainstops are<br />
not provided at repeating signals.<br />
If a trainstop fails to operate at a signal which has been cleared, red and green aspects will be<br />
displayed simultaneously. The signal must be regarded as being at Danger and must not be passed<br />
except in accordance with Rule Book, <strong>Section</strong>s E and K.<br />
<strong>Section</strong> C, clause 3.3.4<br />
Automatic stop signals are distinguished by the letter "A" prefixed to the number of the signal.<br />
Semi-automatic stop signals are distinguished by the identification letters of the signal box or interlocking<br />
machine room prefixed to the number of the signal.<br />
At certain places an automatic stop signal in rear of a controlled section is distinguished by the<br />
identification letters of the signal box followed by the letter "X" and the number of the signal.<br />
Such signals must be regarded as semi-automatic stop signals and must only be passed at Danger as<br />
laid down in Rule Book, <strong>Section</strong> C, Clause 6.1, or where specially authorised.<br />
<strong>Section</strong> D, clause 3<br />
Additional item (f)<br />
To indicate to Driver of following train that White light waved slowly from side to side<br />
he is required to move forward—See across the body by Guard of defective<br />
modification to Rule Book, <strong>Section</strong> M. t r a i n .<br />
<strong>Section</strong> E, clause 3<br />
Signals taken out of commission will be distinguished in a similar way to a new signal not yet<br />
in use.<br />
<strong>Section</strong> E, clauses 4.2 and 7.6<br />
These clauses will also apply to defective repeating signals. When a defective repeating signal<br />
is on the same post as a stop signal, a green light moved vertically up and down above shoulder level<br />
will be substituted for the yellow hand signal to indicate when a train may proceed.<br />
<strong>Section</strong> E, clause 8.2<br />
The provisions of this clause will also apply in the absence of a route indication, also to a<br />
repeating signal as to a distant signal. If a Signalman is not available, the circumstances must be<br />
reported to the staff at the next station.<br />
<strong>Section</strong> E—Additional items—<br />
Signal failing in the clear position<br />
A Driver finding another train in his section, although the signal in rear was not at Danger for<br />
his train, must bring his train to a stand and arrange for the Driver of following trains to be warned<br />
(see modification to <strong>Section</strong> M herein).<br />
Inoperative automatic and semi-automatic signals<br />
When an automatic stop signal, or a semi-automatic stop signal displaying an illuminated "A"<br />
sign, is made inoperative because of repair or other work, the Handsignalman will be stationed at<br />
272
such signal or, where this is not possible, at the station in rear and he will exhibit a hand Danger<br />
signal to the Driver of every approaching train until the signal is again in commission.<br />
After a train has been brought to a stand, the Handsignalman will inform the Driver of the<br />
circumstances (i.e. Signal No i s inoperative) and unless he has been instructed to hold the<br />
train, withdraw the hand Danger signal.<br />
When the hand Danger signal is withdrawn the Driver must act in accordance with the time<br />
below headed "Authority to Drivers to pass signals at Danger".<br />
Verbal or written authority or instruction will not be given to the Driver by the Handsignalman<br />
to pass the signal which has been made inoperative.<br />
When the Handsignalman is stationed at the station in rear, arrangements will be made for<br />
trains to call at such station and the Handsignalman thereat will inform the Driver of the<br />
circumstances.<br />
Authority to Drivers to pass signals at Danger<br />
Drivers may be authorised to pass semi-automatic signals at Danger verbally or by telephone<br />
by the Station Master or Signalman, or by the appropriate hand signal displayed by a Handsignalman<br />
posted at the signal, or by a properly completed "Station-to-Station Working" form.<br />
Unless Station-to-Station working has been introduced, an automatic signal or semi-automatic<br />
signal displaying an illuminated "A" sign remaining at Danger must only be passed by Drivers in<br />
accordance with Rule Book, <strong>Section</strong> K. In the case of a station starting signal if it should be<br />
necessary for any reason that a train should not be allowed to go forward, the Station Master will<br />
exhibit a hand Danger signal and instruct the Driver of a train arriving at the platform not to proceed<br />
past the station starting signal. If there is no reason to detain the train a verbal authority will not be<br />
given to the Driver to pass the signal but, where necessary to avoid undue delay to a train, the<br />
Station Master will inform the Driver that the signal concerned is at Danger. (The "Station Master"<br />
for this purpose must be staff not below the rank of Station Foreman).<br />
The tunnel lighting will be switched on in a section containing a defective signal.<br />
Station-to-Station working. When Station-to-Station working is in force as a means of dealing with<br />
the failure of one or more automatic signals (or semi-automatic signals working automatically)<br />
between two or more stations, a hand Danger signal will be exhibited near the starting signal of the<br />
first station concerned, and all trains must stop there whether booked to do so or not. Drivers will<br />
be authorised to proceed by the Station Master after he has issued a properly completed "Stationto-Station<br />
Working" form (see below) to the Driver and notified the Guard that Station-to-Station<br />
working is in force. The "Station-to-Station Working" form is the Driver's authority to pass at<br />
Danger the signals which have failed. The Guard must not give the Driver the signal to start until<br />
he has received a green hand signal from the Station Master.<br />
When Station-to-Station working is in force, Drivers will be authorised by the Station Master<br />
to close the tripcock isolating cock if fitted at the leading end of his train and they must then proceed<br />
with extreme caution. On arrival at the last station to which Station-to-Station working is in<br />
force the Driver must reset the tripcock and open the tripcock isolating cock and the Station Master<br />
at that station will check that he has done so. The Driver must hand his "Station-to-Station Working"<br />
form to the Station Master at that Station.<br />
A Driver must not regard a "Station-to-Station Working" form as authority to pass a semiautomatic<br />
stop signal (other than one at which an illuminated "A" sign is displayed) at Danger,<br />
except when the Station Master handing him the form has endorsed it "Pass . " (letter(s) and<br />
number of semi-automatic stop signal).<br />
(The above instructions incorporate the relevant parts of London Transport Railway Rules<br />
G15, 16 and 17—Station-to-Station Working).<br />
LONDON TRANSPORT<br />
S T A T I O N<br />
STATION-TO-STATION WORKING<br />
TO MOTORMAN OF TRAIN NO.<br />
Station-to-Station Working is in operation between this Station and<br />
(printed on yellow card)<br />
You must proceed in accordance with Rule G.I5 to that Station. The Guard<br />
has been notified.<br />
Date T i m e h r s .<br />
Signed<br />
402/29 (5m 7/68 Q10)<br />
273<br />
Grade
The failure of a trainstop will be treated as a failure of the signal in connection with which it<br />
operates.<br />
<strong>Section</strong> F, clause 2.2<br />
When one or more detonators are exploded at a stop signal or signal box, the Driver after<br />
stopping his train must if a Handsignalman is not present, send his Secondman or Guard as may<br />
be most expedient to the nearest signal box or station, or telephone communicating with a signal box<br />
or station to advise the staff there of the circumstances and obtain instructions.<br />
<strong>Section</strong> F, clause 2.3<br />
When one or more detonators are exploded other than at a fixed signal or a signal box, the Driver,<br />
if not previously stopped by a hand Danger signal or cautioned by a yellow hand signal, must stop<br />
his train at the first signal box or station or telephone communicating with a signal box or station<br />
to advise the staff there of the circumstances and obtain instructions.<br />
<strong>Section</strong> H, clause 3.2<br />
When a Driver is advised that men are at work in a tunnel he must keep a sharp lookout and<br />
proceed at such speed as will enable him to stop short of any men at work from the time his train leaves<br />
the station in rear of the men at work until it arrives at the site of the work. The Driver must bring<br />
his train to a stand before reaching the men at work, and must not proceed until he receives a verbal<br />
instruction or a green hand signal to do so.<br />
<strong>Section</strong> H, clause 3.7<br />
It is not necessary for the locomotive horn to be sounded when entering or emerging from<br />
tunnels nor when passing through long tunnels. One long whistle must, however, be given when<br />
necessary to warn staff on the line or where a "Whistle" board is fixed, and on approaching a station<br />
platform at which a train will not stop.<br />
<strong>Section</strong> H, clause 5.8<br />
In the event of a train over-running a station platform, the train must not be set back without<br />
the authority of the Signalman. Where a Signalman is not on duty this authority may be given by<br />
the Station Master, but not by an employee below the rank of Station Foreman.<br />
<strong>Section</strong> H, clause 6.5<br />
The Guard must not give the signal for a freight train to start unless the starting signal, where<br />
provided, has been cleared, except when it is necessary to pass the signal at Danger in accordance<br />
with Rule Book, <strong>Section</strong> E or K.<br />
<strong>Section</strong> H, clauses 7.3 and 7.4<br />
The tail lamp and side lamp must be alight when passing through a tunnel.<br />
All running lines and loops must be treated as fast lines.<br />
<strong>Section</strong> J, clause 3<br />
In electrified goods yards and sidings, when it is required to shunt vehicles fitted with the<br />
continuous brake, such vehicles must be coupled up to a vehicle or locomotive from which the<br />
necessary brake power can be obtained, except when vehicles fitted with the air brake are being<br />
shunted by a locomotive fitted only with the vacuum brake. The train pipe must be coupled throughout<br />
the train, the angle cocks opened, and the proper air pressure or vacuum created.<br />
<strong>Section</strong> K, clause 3.1.1<br />
It will not be necessary for Trainmen to go to the signal box to remind the Signalman of the<br />
presence of their train.<br />
<strong>Section</strong> K, clause 3.2.1<br />
When a train has been brought to a stand owing to an automatic stop signal or semi-automatic<br />
stop signal displaying an illuminated "A" sign being at Danger, the Driver must, if a telephone is<br />
provided at the signal, communicate immediately with the Signalman.<br />
<strong>Section</strong> K, clause 3.3<br />
If the telephone is out of order or a reply is not received or a telephone is not provided at the<br />
signal and the Danger indication is not changed, the Driver must wait one minute or other prescribed<br />
period and then proceed in accordance with this clause.<br />
When a Driver, as prescribed in this clause passes an automatic stop signal, except a starting<br />
signal, at Danger, in accordance with the preceding paragraph, he must so inform the Signalman at<br />
the next box or the staff at the next station at which a special stop must be made if necessary and<br />
must state the identification letters and number of the signal.<br />
In the case of a station starting signal, the Driver, unless he has been informed by the Station<br />
Master that the signal is remaining at Danger, must inform the station staff that he is about to pass<br />
the signal at Danger, but must not do so until he has received the signal to start from the Guard.<br />
274
<strong>Section</strong> L, clause 5.1<br />
Fogsignalmen are not employed but, during fog or falling snow, fog repeating signals, located<br />
approximately 100 yards in rear of the stop signals to which they apply will be switched on and<br />
remain on while the stop signals are not visible at a distance of at least 200 yards. In addition, on<br />
open sections of line where the line between two signal boxes is divided by automatic signals or semiautomatic<br />
signals provided with illuminated "A" signs, Drivers will be advised during the hours that<br />
electric trains are running if the train immediately preceding them is not provided with an electric<br />
tail lamp; the object of the warning (which will be given by the Signalman, or another person acting<br />
on his behalf) being to ensure that, if an automatic signal has to be passed at Danger Drivers are<br />
specially on the alert for the presence of a train not provided with an electric tail lamp in the section<br />
ahead of the automatic signal which has been passed at Danger.<br />
When a train is stopped from any cause on the running line during fog or falling snow, the<br />
Guard must immediately satisfy himself that the tail lamp, and side lamps where provided, are<br />
alight and showing properly.<br />
<strong>Section</strong> M, clause 3.2<br />
For the protection of trains running in the opposite direction the Secondman must proceed on<br />
foot and place detonators on the line or lines used by trains travelling in the opposite direction,<br />
as under:<br />
One detonator 200 yards from his train.<br />
One detonator 1 mile from his train, and<br />
Three detonators, 20 yards apart, not less than 3<br />
<strong>Section</strong> M, 2 clause 3.3<br />
For the 1 protection of trains running in the same direction on adjoining lines the Guard must<br />
place detonators - mile on such f rlines o as m under:— h i s<br />
t<br />
One<br />
r<br />
detonator<br />
a i n<br />
200<br />
.<br />
yards from his train.<br />
One detonator mile from his train, and<br />
Three detonators, 20 yards apart, at the first stop signal at or beyond1<br />
<strong>Section</strong> M, , clauses 3.4.2 and 5<br />
When , the mile only line fobstructed r o m is that hon iwhich s the train is standing, it will not be necessary for<br />
the Guard t to rput adown i n detonators . except in conditions of poor visibility when he must always put<br />
down 3 detonators, 20 yards apart, not less than 100 yards in rear of his train before going for<br />
assistance.<br />
Should a following train arrive before the Guard has left to obtain assistance, and that train<br />
can be used to render assistance, the Guard must exhibit a white hand signal waved slowly from side<br />
to side to authorise the Driver of the following train to draw forward. The Guard must in any case<br />
advise the Driver of the following train of the circumstances.<br />
Should the Guard meet a following train while going for assistance and that train can be used<br />
to assist he must pilot it on to his own train and advise the staff at the next station or signal box on<br />
arrival thereat. The Guard must in any case advise the Driver of the following train of the<br />
circumstances.<br />
Note I : In conditions of poor visibility all trains brought to a stand on the obstructed line<br />
by reason of the obstruction must be protected in the same way as the first train.<br />
Note 2: The Driver of a following train, even if accompanied by the Guard of the first<br />
train or authorised by him to proceed, must not pass a semi-automatic signal at<br />
Danger without the permission of the Signalman unless such signal is showing an<br />
illuminated "A" sign.<br />
Note 3: Should a Driver have brought his train to a stand because he has found another<br />
train in the section although the signal in rear was not at Danger for his train,<br />
the above relaxations will not apply, and <strong>Section</strong> M, clause 3.4 must be carried<br />
out in full, except that—<br />
(i) The required distance of 1 mile will be reduced to f mile and the Guard<br />
must put down three detonators at that distance from his train.<br />
(ii) if the Guard in going back should come to the portal of a single line tunnel<br />
he must place three detonators on the rail as far inside the tunnel portal as may<br />
be practicable but must not continue into the tunnel.<br />
<strong>Section</strong> M, clause 3.9<br />
In protecting a disabled train the instructions in regard to placing additional detonators at the<br />
mouth of a tunnel, etc., do not apply.<br />
<strong>Section</strong> M, clause 3.11<br />
It will not be necessary for a train which has been stopped by the use of the communication<br />
between passenger, Guard and Driver to be protected in rear except in conditions of poor visibility<br />
when the Secondman must go back and place 3 detonators 20 yards apart on the rail not less than<br />
100 yards in rear of his train. Thereafter the Secondman may return to his train but if the detonators<br />
should be exploded he must at one go back exhibiting a hand Danger signal to stop the approaching<br />
train and must explain the circumstances to the Driver of that train. When all is in order for the<br />
train to proceed the detonators must be left on the rail and the staff at the next station or signal box<br />
advised of the circumstances; should, however, the train have been stopped in the vicinity of a<br />
station or signal box, the Secondman must advise the staff thereat after putting down the detonators<br />
and no further advice will then be necessary.<br />
275
<strong>Section</strong> M, clause 5.2.3<br />
When assistance is obtained from the rear, the assisting train will not be detained at the signal<br />
box or station in rear to await the arrival of the Guard of the disabled train.<br />
<strong>Section</strong> M, clause 6<br />
Wrong direction movements must be made in accordance with the following London Transport<br />
Rule J.<br />
J.1 A wrong direction movement (i.e. any movement not in a signalled direction of travel) must<br />
not be made except:—<br />
(i) within the limits of an Engineer's possession as and when authorised by the Engineer's man<br />
in charge;<br />
(ii) when authorised by an Operating Supervisor at the terminating point;<br />
(iii) when authorised by the Guard in the case of a train that has become divided within a<br />
section controlled wholly by automatic signals or on a single line;<br />
(iv) when single line working is in operation.<br />
J.2 (a) An Operating Supervisor must not authorise a wrong direction movement except when<br />
essential. Except in the case of a train setting back a short distance after over-running a signal or<br />
platform he must protect the section of line affected by one or more of the following methods:—<br />
(i) by securing points giving access to the section as necessary to prevent any train entering it;<br />
(ii) by a standing train or vehicles;<br />
(iii) where a local key switch is available, by maintaining at Danger the signal(s) protecting the<br />
section affected in the right direction. This must be done only if a man can be posted to<br />
notify the Motorman of any train brought to a stand of the circumstances.<br />
(iv) if none of these is practicable, by posting a Handsignalman at the stop signal protecting the<br />
section affected in the right direction, or at a convenient point on the approach side of<br />
that signal.<br />
J.3 When an Operating Supervisor requires to authorise a wrong direction movement he must:—<br />
(i) agree a method of working with each Train Regulator or Signalman through whose area<br />
the movement will pass and request them to set points or hold trains as necessary;<br />
(ii) when the line is to be protected by a standing train or the wrong direction movement is<br />
towards a defective train, instruct the Motorman of that train accordingly and either take<br />
his reverser key, or if this is not possible and the train is not otherwise immobilised, place<br />
a Danger signal facing towards the train and a detonator on the line ahead;<br />
(iii) when a train is or has been divided and a portion left on the running line in charge of the<br />
Guard, instruct the Guard as to what must be done. A Danger signal and a detonator must<br />
be used, if necessary as a reminder that the vehicles must not be moved.<br />
(iv) when the movement is to be protected by a Handsignalman ensure that he clearly understands<br />
his duties (J.4);<br />
(v) go through the section affected as necessary to secure points and ensure that it is not<br />
obstructed. When securing points he must retain the key of the clip padlock;<br />
(vi) instruct the Motorman as necessary and give him a properly completed Authority Form<br />
(see specimen below);<br />
(vii) conduct the Motorman, except as laid down in J.5.<br />
(viii) on completion of the movement, collect the Authority Form from the Motorman, remove<br />
precautions taken for protection and notify Train Regulators and Signalmen concerned<br />
that normal working may be resumed.<br />
LONDON TRANSPORT<br />
WRONG DIRECTION MOVEMENT<br />
To: Motorman of Train No.<br />
I authorise you to proceed in the Wrong Direction as far as<br />
S t a t i o n .<br />
The section is clear and points have been secured for the<br />
movement.<br />
This form must be handed to the Supervisor at<br />
Date<br />
Time h r s .<br />
Signature G r a d e<br />
Countersigned:<br />
Motorman D e p o t<br />
276
J.4 A Handsignalman appointed to protect a wrong direction movement must:—<br />
(i) keep a detonator on the line concerned;<br />
(ii) exhibit a hand Danger signal to the Motorman of an approaching train;<br />
(iii) while continuing to exhibit the hand Danger signal, inform the Motorman that a wrong<br />
direction movement is being carried out ahead and that he must not move his train without<br />
authority;<br />
(iv) when instructed by the Supervisor authorising the wrong direction movement that the<br />
movement has been completed, remove the detonator and withdraw the hand Danger signal.<br />
In addition if any train has been brought to a stand he must notify the Motorman that he<br />
may now proceed and exhibit a green hand signal.<br />
J.5 (a) If it is necessary for two or more consecutive trains conveying passengers to return to a<br />
detraining station in rear, and it is not practical to carry out the provisions of Rule J arrangements<br />
must be made by an Operating <strong>Of</strong>ficial on site, and he will be responsible for ensuring the safety of<br />
the movement.<br />
(b) If, in order to clear the line, it is necessary to pass two or more consecutive empty trains<br />
between two adjacent stations in the wrong direction the Operating Supervisor authorising the<br />
movement must take the following additional precautions:—<br />
(i) ensure that all trains are empty.<br />
(ii) instruct a second Operating Supervisor to take charge at the terminating point of the<br />
wrong direction movement, to arrange protection, to maintain accurate records as in<br />
Station-to-Station working, and to inform him when each train running in the wrong direction<br />
has arrived and is clear of the section over which wrong direction working is in operation;<br />
(iii) agree a method of working with this Supervisor;<br />
(iv) ensure that the terminating point of the wrong direction movement is clearly indicated to<br />
the Motorman of the train running in the wrong direction;<br />
(v) himself conduct the last train, and give the Motorman of all preceding trains a signed<br />
authority to proceed in the wrong direction;<br />
(vi) maintain accurate records as in Station-to-Station working and, having authorised a train<br />
to proceed, give its number or description to the Supervisor at the terminating point, and<br />
not allow another train to depart in the wrong direction until told by that Supervisor that<br />
the previous train has arrived there.<br />
J.6 If a train worked by two or more locomotives not in multiple has to travel in the wrong<br />
direction, the Supervisor authorising the movement must notify each Motorman of the circumstances<br />
and himself travel with, or give his written authority (see specimen in J.3) to the Motorman of the<br />
locomotive which will be leading in the wrong direction movement.<br />
J.7 When a train has become divided within a section controlled wholly by automatic signals, or on a<br />
single line, the Guard may authorise the Motorman to set the front portion back in the wrong<br />
direction to permit recoupling. He must before doing so :*<br />
(i) secure his portion of the train;<br />
(ii) during darkness, in conditions of poor visibility, and in tunnel sections, place a white light<br />
on the front of his portion;<br />
(iii) proceed to the front portion to check that the line is unobstructed and that the front<br />
portion in returning will not pass over any catch points (in which case the circumstances<br />
must be reported as soon as possible to an Operating Supervisor who will then arrange<br />
the movement);<br />
(iv) conduct the front portion on to the back portion.<br />
J.8 The Motorman of a train moving in the wrong direction must:—<br />
(i) ensure that he understands the instructions given by the Supervisor or Guard authorising<br />
the movement;<br />
(ii) ensure that his Guard understands what is to be done;<br />
(iii) drive, where possible, from the end of the train which will be leading while travelling in<br />
the wrong direction;<br />
(iv) give a series of short blasts on the locomotive horn from time to time;<br />
(v) reduce his speed to 10 miles per hour when passing over points and when approaching the<br />
terminating point of the wrong direction movement;<br />
(vi) hand the written authority to the Supervisor at the terminating point.<br />
19 When a train is moving in the wrong direction in the following conditions:—<br />
(i) during darkness;<br />
(ii) in conditions of poor visibility;<br />
(iii) in tunnels;<br />
a red light as well as a white light must be exhibited on the leading vehicle.<br />
<strong>Section</strong> M, clause 7<br />
If an outbreak of fire or fusing occurs on a passenger train while running, the Driver must make<br />
every effort to reach the next station where arrangements will be made for passengers to be detrained,<br />
for traction current to be removed (if necessary) and for the vehicle(s) concerned to be dealt with.<br />
If the Driver is forced to stop, i.e. due to the use of passenger communication chain, he must<br />
endeavour to continue to the next station at the earliest opportunity.<br />
Drivers of freight trains should, if practicable. continue to the next station where facilities for<br />
dealing with the fire will be more readily available.<br />
277
<strong>Section</strong> M—Detraining passengers from a disabled train<br />
Passengers must not be detrained from a disabled or stalled train until authority is received<br />
from the local London Transport Railway Supervisor, who will be responsible for making the<br />
necessary arrangements for the safety of the passengers.<br />
<strong>Section</strong> 1\4—Protection of rear portion of a train which has to be divided<br />
It will not be necessary for the rear portion of a train which has to be divided to be protected<br />
in rear except in conditions of poor visibility when the Guard must go back and place 3 detonators<br />
20 yards apart on the rail not less than 100 yards in rear of his train. Thereafter the Guard<br />
may return to his train but if the detonators should be exploded he must at once go back, exhibiting<br />
a hand Danger signal to stop the approaching train and explain the circumstances to the Driver of<br />
that train. When all is in order for the train to proceed the detonators must be left on the rail and<br />
the staff at the next station or signal box advised of the circumstances; should, however, the train<br />
have been stopped in the vicinity of a station or signal box the Guard must advise the staff thereat<br />
after putting down the detonators and no further advice will then be necessary.<br />
<strong>Section</strong> N, clause 7<br />
The rear tripcock arm of each locomotive or train passing over the single line in the wrong<br />
direction must be latched up in addition to the tripcock isolating cock closed. This must always be done<br />
to avoid damage to trainstop equipment caused by the tripcock arm striking trainstops in the reverse<br />
direction. Where possible, a Driver or Car Examiner will be provided to latch up the tripcock arm,<br />
but in the absence of such persons the Driver of each train concerned will be responsible for carrying<br />
out this duty. The tripcock must be reset at the earliest opportunity.<br />
<strong>Section</strong> N, clause 7.2<br />
The Pilotman will accompany every freight train passing over the single line. In conditions of<br />
poor visibility be will accompany every train passing over the single line in the wrong direction,<br />
except that an empty coaching stock train need not be accompanied provided that the following<br />
train is not a passenger train.<br />
<strong>Section</strong> N, clause 7.4<br />
Trains passing over the single line in the proper direction will be controlled by the signals<br />
relating to that line, but trains in the wrong direction will not be controlled by the signals relating<br />
to the obstructed line.<br />
<strong>Section</strong> T, clause 25.2<br />
Warning boards are not provided where two-aspect signalling is in operation, but the commencement<br />
of the restriction is marked by an illuminated speed indicator.<br />
278
LOCAL INSTRUCTIONS<br />
EUSTON TO CREWE AND BRANCHES<br />
EUSTON<br />
Working into and out of the Passenger Platform Lines. When a locomotive is programmed to<br />
remain coupled for heating the coaches, the Station Inspector must make arrangements to have it<br />
uncoupled before the train locomotive is attached. If the locomotive of an incoming train has to<br />
remain coupled to propel the coaches to the backing out roads or the up side shed, the Station<br />
Inspector must inform the Driver what is required.<br />
If the locomotive of an incoming train is not required to propel the coaches from the platform,<br />
it must (if manned) immediately follow the train when it draws out of the platform, and come to a<br />
stand at the platform starting signal. Electric locomotives which have been left unmanned at the<br />
buffer stops, and have been subsequently manned, must not be moved without permission of the<br />
Signalman. The Drivers of such locomotives will be responsible for advising the Signalman when<br />
they are ready to move.<br />
Trains propelled to the up side shed or to the backing out roads must have the continuous<br />
brake connected and be controlled by a Guard or <strong>Shunt</strong>er riding in the leading vehicle.<br />
Uncoupling of Train Locomotives. Drivers of incoming trains, if programmed to leave locomotives<br />
coupled and unmanned, must always leave the locomotive sufficiently eased up to slacken the coupling<br />
between the locomotive and train when the type of locomotive allows this to be done without further<br />
movement to the train whilst passengers are alighting.<br />
Working of Empty Trains from Euston via the Down Empty Carriage Line. When it is necessary<br />
to back an empty train off the down empty carriage line on to one of the backing out roads already<br />
occupied, this operation must be supervised by the Inspector or Person in charge, who must be near<br />
to bridge No. 6 ready to signal to the Driver. A man must always be in the brake van at the south<br />
end of the train ready to apply the continuous brake if needed. This working is prohibited during<br />
fog or falling snow.<br />
Propelling Movements on the Up Engine Line 2 and Down Empty Carriage Line. Propelling<br />
movements on the up engine line 2 and the down empty carriage line must not exceed two coaching<br />
stock vehicles.<br />
Backing Trains out of the Platforms to the Backing Out Roads. When a train is propelled from the<br />
station to one of the backing out roads, the locomotive must remain attached until the <strong>Shunt</strong>er gives<br />
the Driver permission for it to be detached. Before the <strong>Shunt</strong>er does so he must put on and chain the<br />
hand brakes in each van if not more than three, place at least four scotches under the wheels of the<br />
two vehicles nearest the station, and release the continuous brake. He must also see that a red light<br />
is placed on the vehicles at both ends of the train after sunset and during fog or falling snow.<br />
After the train has been secured, it must not be moved again until the <strong>Shunt</strong>er in charge of the<br />
operation is satisfied that the scotches have been taken from under the wheels and the hand brakes<br />
released.<br />
After sunset and during fog or falling snow, a red light must be exhibited on the locomotive at<br />
the station end.<br />
A red light must be exhibited on the leading vehicle of all trains backing out of platforms after<br />
sunset and during fog or falling snow.<br />
A locomotive going on to the backing out roads at the North end, to bring stock off these roads,<br />
must not run with vehicles attached at the Euston end of the locomotive.<br />
Trains from the Down Side Marshalling Shed, Camden Carriage Sidings, and Backing-Out roads<br />
to Euston Station. A plunger is provided at the south end of each of the backing out roads at the<br />
outlet signal, and <strong>Shunt</strong>ers working trains from the down side shed or down empty carriage line to<br />
the station, via the backing out roads, must bring their train to a stand at that signal. When the<br />
signal has been cleared, the <strong>Shunt</strong>er must operate the plunger to cause an illuminated "R" to be<br />
displayed on the stencil indicator at the North end of the road. Drivers must not proceed until this<br />
indication has been given.<br />
<strong>Shunt</strong>ers must not release the locomotive which has brought vehicles on to the backing out road<br />
until they are satisfied that the hand brake of the controlling brake vehicle is in working order.<br />
The man who works vehicles off the backing out roads into the platforms must be satisfied tha<br />
the hand brake is in working order.<br />
After sunset and during fog or falling snow, trains from the down side shed or the backing out<br />
roads to the station must have a red light on the front end of the leading vehicle.<br />
279
Propelling of Empty Trains into Euston Station. When trains are being propelled from the backing<br />
out roads or up side shed into the platforms, not more than two vehicles may be marshalled outside<br />
the first vehicle fitted with a brake valve in which a <strong>Shunt</strong>er must ride. This restriction does not<br />
apply when shunting vehicles on to a train already in a platform nor when it is necessary in an<br />
emergency to detach a vehicle from a train already in a platform.<br />
Working into and out of the Up Side Carriage Shed at Euston. All electric multiple unit trains<br />
must be driven into the shed from the leading end. The <strong>Shunt</strong>er at the up side shed will be responsible<br />
for re-setting the road inside the shed after the arrival of each train and advising the Signalman when<br />
another train may be released from the station.<br />
When vehicles equivalent in length to twelve standard coaches have been placed on No. 5 Road,<br />
the <strong>Shunt</strong>er must be satisfied in every case that the points leading to No. 5 road have been re-set<br />
for No. 4 road.<br />
Ordinary coaching stock may be either propelled or hauled into this shed as required. When<br />
a locomotive has been put into the shed to bring a train out, it must be at once coupled. Loco-hauled<br />
trains and E.M.U.'s must not move towards the exit signal until the <strong>Shunt</strong>er has advised the Signalman<br />
at Euston that the train is ready, where the coaches are for, and has obtained the necessary permission.<br />
Trains being propelled from the sidings by a locomotive must have a <strong>Shunt</strong>er or Guard in the<br />
leading vehicle and a road must be obtained into the station before any movement is made.<br />
When the shed, including Nos. 4 and 5 roads outside the shed, has been filled up, the <strong>Shunt</strong>er<br />
must advise the Signalman. When the last train has been taken out, or when the <strong>Shunt</strong>er, after<br />
putting a train in the Shed, is going away, the points must be set for the siding likely to be required<br />
next.<br />
Starting of Trains. Indicators, not normally illuminated, are provided on the starting signals<br />
for each platform, and immediately the Guard's signal to start has been given the Person in charge<br />
of the platform, or Guard or <strong>Shunt</strong>er in charge of the train, must press the plunger, which will<br />
cause the indicator to display the letter "R", indicating to the Driver that the Guard's signal has<br />
been given.<br />
The "R" indication is repeated on the "<strong>Of</strong>f" indicators situated within sight of the stopblock<br />
end of each platform.<br />
Electric Multiple Units entering Euston Down Side Shed. All E.M.U.'s entering this shed must<br />
be driven from the leading end. Those routed from the station to the down side shed via the down<br />
empty carriage line must be brought to a stand behind signal EN.93, where the Driver must<br />
change ends.<br />
Down Side Shed. When signal EN.69 or EN.71 is cleared for a train to set back from the up<br />
engine line, prior to entering the sidings, the Person in charge must operate the plunger adjacent to<br />
the signal.<br />
This will cause the indicator adjacent to the "<strong>Limit</strong> of <strong>Shunt</strong>" indicator to display the letter "R"<br />
and will be the authority for the Driver to commence the setting back movement.<br />
Working in Euston Parcels Dock. After working trains into the parcels dock, Drivers of locomotives<br />
must await instructions from the Area Yard Inspector or Person in charge before moving<br />
towards the exit signal.<br />
Drivers subsequently taking over unmanned locomotives stabled on the stopblock ends of roads<br />
16-22 must telephone the Area Yard Inspector (Ext. 3622 or 4905) for permission to move.<br />
CAMDEN<br />
Carriage Stabling Sidings. When signal EN.I13 is cleared for empty coaching stock to set back<br />
from the down through siding to the up engine line, prior to entering the sidings at the south end,<br />
the Person in charge must operate the plunger adjacent to the signal. This will cause the indicator<br />
situated 300 yards in rear of the signal to display the letter "R" and will be the authority for the<br />
Driver to commence the setting back movement.<br />
A movement which requires to enter the sidings at either end will be held at the signal controlling<br />
the entrance to the sidings until the Person in charge has operated the hand points for the<br />
siding to which the train is required to run, and has advised the Signalman at Euston accordingly<br />
by telephone.<br />
When empty stock requires to leave the sidings for Euston Station, the Person in charge must<br />
advise the Signalman at Euson what train it will form. He mast also advise the Signalman at Euston<br />
of shunting movements to be made past the outlet signal at either end of the sidings.<br />
<strong>Shunt</strong>ing movements at the South end of the depot which require to enter on to the heavy gradient<br />
on the up engine line towards signal EN.103, must be made with great care and sufficient brake<br />
power must always be available to the Driver, considering the weight of train and condition of rail.<br />
The Person in charge of the shunting movement must advise the Driver the number of vehicles on<br />
the shunt and how many have the continuous brake connected.<br />
280
Working of trains through Carriage Cleaning Machine. The carriage solutioning and washing<br />
machines can be worked either manually or automatically and Drivers of trains proceeding through<br />
the carriage washing equipment, must draw their train forward through the machines at a speed<br />
not exceeding 2 m.p.h. The train, after passing through the washing machine, must be drawn forward<br />
along siding 9 to the buffer stop at the Willesden end of the siding.<br />
The stencil type route indicator provided on the wall beyond the buffer stop at the Willesden<br />
end of siding 9 will, when illuminated, display the indication "R". This will indicate to the Driver<br />
that position light signal EN 108 has been cleared and it is his authority to commence the propelling<br />
movement from the siding.<br />
Camden Yard. Up arrival Roads. An electric bell at the entrance to the arrival roads enables<br />
Guards to advise the Signalman their train has arrived complete on one of the arrival roads and is<br />
not foul of any other road.<br />
High Capacity Container Service to and from Camden<br />
Instructions for Berthing Train. The train, composed of five Freightliner I.S.O. Twin Sets drawn<br />
by an electric locomotive, will arrive on an arrival line and, after coming to a stand in clear, the Driver<br />
must locomotive. fully apply the air brakes on the train. The <strong>Shunt</strong>er must immediately uncouple the electric<br />
A Yard shunting locomotive must be used to dispose of the train as follows:<br />
Four One ISO Twin Sets into into public crane roads }via the hay line.<br />
If the shunting locomotive is not immediately available, the <strong>Shunt</strong>er must apply sufficient handbrakes<br />
on the ISO vehicles to prevent any movement. The air brakes must be released on all vehicles<br />
before any further move is made.<br />
Indication boards are positioned along the hay line, carrying a figure 10 or 6. When making<br />
the first shunt back along the hay line, the Driver must bring the train to a stand with the board showing<br />
10 opposite the buffers of the last freightliner vehicle. When the second shunt is made back along the<br />
hay line, the Driver must bring the train to a stand with the board showing 6 opposite the buffers<br />
of the last freightliner vehicle.<br />
Instructions for Departure of Train. Thirty-five minutes before departure time, the yard shun ting<br />
locomotive must commence to assemble the three portions of the train, and, when this has been<br />
completed, the whole train must be drawn along the hay line towards Camden Yard <strong>Shunt</strong>ing Frame,<br />
stopping at the point alongside the board indicating the limit for electric locomotives on the hay line.<br />
The <strong>Shunt</strong>er must then apply the handbrakes on half the freightliner ISO vehicles and uncouple<br />
the shunting locomotive, which will be placed clear of the outlet from the hay line to the electrified<br />
departure line.<br />
The electric locomotive, previously situated at a convenient point, must be hand signalled on<br />
to the train by the <strong>Shunt</strong>er, coupled up and the brake pipes connected, the air brake applied and<br />
hand brakes released.<br />
When this has been done, the Driver must apply the independent air brake on his locomotive<br />
and release the air brakes on his train, and, together with the C. & W. Examiner who will be at the<br />
rear of the vehicles, carry out the "Brake Continuity Test".<br />
The Movements Inspector will then hand to the Guard a certificate indicating that:—<br />
(1) A "Complete Brake Test" has been satisfactorily carried out.<br />
(2) All containers are correctly loaded and clamped.<br />
(3) All vehicles are correctly coupled and that the prescribed brake power is available<br />
and in proper working order.<br />
(4) A tail lamp, filled, trimmed and lit as necessary is in position at the rear of the train.<br />
The Station Manager will be responsible for the complete preparation of the train before departure<br />
and the above mentioned certificate will exempt the Guard from the observance of Rule Book,<br />
<strong>Section</strong> H, clauses 4.3.1 and 6.3.1 before departure. The Movement Inspector will then advise the<br />
Signalman that the train is ready to depart.<br />
WH,LESDEN<br />
Acton Lane Middle Siding—Stabling of Electric Locomotives. Drivers stabling locomotives in<br />
the middle siding at Acton Lane on arrival in the siding must report to the Acton Lane <strong>Shunt</strong>ing<br />
Frame the number of the locomotive.<br />
Locomotives for Brent Sidings. Drivers are responsible for seeing that their locomotives are clear<br />
over the self-acting points from the down engine slip, before setting back. Immediately a locomotive<br />
to work a train from Brent Sidings arrives on No. 3 goods departure line from the down engine<br />
slip, the Secondman must advise the Signalman at Brent Sidings box, by telephone, what train it is<br />
required to work.<br />
Working into Brent Sidings from down Low Level goods line. The clearing of signal WN 38 for<br />
trains (other than locomotives, or locomotives with not more than two brake vans) requiring to set<br />
back from the down Low Level goods lines into Brent Sidings via Nos. 1, 2 or 3 down goods departure<br />
281
oads, indicates that the next signal controlling the entrance into the yard has also been cleared.<br />
After the Driver receives the Guard's hand signal to set back, no further hand signals will be given<br />
until the train has passed the advance signal and is under the control of the yard staff. Drivers must<br />
keep a sharp lookout for emergency signals at all times.<br />
When trains are required to set back from signal WN 38 on to No. I or No. 2 down through<br />
siding for stabling purposes, the Yard Inspector must arrange for the Driver to be advised of the<br />
movement to be made, and the Driver must bring the train to a stand when inside, clear of the<br />
outward signal concerned.<br />
Sudbury and High Level Sidings. Guards making up or working trains must note that hump<br />
shunting in these sidings is continuous. Vehicles are liable to be sent down any road at any time<br />
unless the yard staff are requested to divert traffic temporarily from a particular road until the<br />
departure of trains to enable Guards to complete their examination.<br />
Guards, before preparing their trains, must advise the Foreman at each end of the sidings that<br />
they are about to do so.<br />
Sudbury South End Sidings. Before a movement is made over the engine line from High Level<br />
Sidings to Sudbury South End, the Yard Inspector must obtain the authority of the Foreman at<br />
Sudbury south end sidings.<br />
Sudbury Reception Lines. The double-sided indicator situated 7 yards on the Willesden side<br />
of the footbridge across the reception roads, carried on a gantry spanning Nos. 3-6 sidings, working<br />
in conjunction with the semaphore humping signals, is applicable to reception roads Nos. I to 8<br />
inclusive. These signals apply only to Drivers of locomotives actually engaged in humping a train,<br />
or standing behind a train on one of the arrival roads preparatory to humping, and not to Drivers of'<br />
incoming trains on the reception roads.<br />
C.E.G.B. Action Lane Siding. No more than the number of vehicles ordered must be put into<br />
these sidings, and they must be brought to a stand with the last vehicle just clear inside the gate; the<br />
brakes on two vehicles must be pinned down.<br />
Before removing vehicles the locomotive must not propel them further into the siding.<br />
Vehicles must be drawn out slowly owing to the curve.<br />
WILLESDEN FREIGHTLINER TRAIN TERMINAL<br />
Except in case of emergency, vehicles other than those connected with Freightliner trains must<br />
not be left in the holding sidings. The holding sidings are provided for Freightliner train arrivals<br />
or departures.<br />
Berthing of Inwards Freightliner Trains. All freightliner trains about to enter the terminal will<br />
be so routed or drawn from the holding sidings on to the up West London line or No. 2 shunting<br />
neck. The Driver must bring his train to a stand with the locomotive immediately ahead of the<br />
double-sided set-back indicator concerned.<br />
When the indicator is illuminated the Driver must propel his train into the terminal at a speed<br />
not exceeding 10 m.p.h. No hand signals will be given.<br />
Notice boards lettered "Locomotives Stop—Await Instructions" are provided at the entrance<br />
to each berthing line and Drivers when propelling must bring their train to a stand when the locomotive<br />
reaches this board. All further propelling movements beyond this notice board must be carried out<br />
under the guidance of the Person in charge of the Terminal to ensure the train is correctly berthed<br />
for unloading.<br />
After the vehicles have reached the final berthing position the Driver must fully apply the air<br />
brakes, and the Guard, or Secondman on the locomotive, if provided, must immediately uncouple<br />
the locomotive from the train.<br />
Immediately the train is finally berthed, the Guard must apply handbrakes on at least half the<br />
vehicles and advise the Person in charge accordingly.<br />
Departure of Freightliner Trains. The Guard must, immediately on arrival with the locomotive,<br />
report to the Person in charge of the Terminal who will, when ready, inform the Guard that the air<br />
brakes of the train have been fully applied with the static equipment and that he should proceed<br />
without delay to check and take off all the handbrakes on the train. When this has been done the<br />
Guard must advise the Person in charge of the Terminal accordingly. It will not be necessary for the<br />
Guard to examine any other feature of the train.<br />
In the case of a train departing towards Wembley, five minutes before the booked departure of<br />
the train the Person in charge of the Terminal must advise the Person in charge of Acton Lane<br />
<strong>Shunt</strong>ing Frame of the impending departure and instruct the <strong>Shunt</strong>er to signal the shunting locomotive<br />
on to the train. The <strong>Shunt</strong>er will couple the locomotive to the train, and when this has been done<br />
the Driver must apply the independent air brake on his locomotive and then release the air brakes<br />
on the train. In the case of a train departing towards Euston or Kensington, five minutes before<br />
the booked departure of the train the Person in charge of the Terminal must advise the Person in<br />
charge at Acton Lane <strong>Shunt</strong>ing Frame of the impending departure and instruct the Guard to signal<br />
the locomotive on to the train. The Guard, or Secondman, where provided, will couple the locomotive<br />
to the train, and when this has been done the Driver must apply the independent air brake on his<br />
locomotive and then release the air brakes on the train.<br />
282
Together with the C. & W. Examiner, who will be at the rear of the train, the Driver must carry<br />
out the "Brake Continuity Test". When the C. & W. Examiner is satisfied that the brake test has been<br />
satisfactorily carried out he must signal to the Driver accordingly. This signal must also be observed<br />
by the Guard.<br />
Before giving the right away signal to the Driver, the Guard must receive from the Person in<br />
charge at the Terminal a certificate to the effect that the containers on the train have been secured<br />
properly and that the tail lamp, filled, trimmed and lit as necessary, is in position at the rear of the<br />
train.<br />
Two minutes before departure of the train, the Person ill charge of the Terminal must advise<br />
the Person in charge of Acton Lane <strong>Shunt</strong>ing Frame of the imminent departure of the train. The<br />
Person in charge at Acton Lane <strong>Shunt</strong>ing Frame, on receipt of this information, must ensure that<br />
no avoidable delay occurs to the departure of the train concerned.<br />
Trains departing for the Wembley direction will be drawn out of the terminal by the shunting<br />
locomotive to No. 2 shunting neck. The train locomotive will then be coupled to the Wembley end<br />
of the train by the Guard or Secondman, if provided, after which the Driver and Guard must carry<br />
out the "Brake Continuity Test".<br />
Nos. 1-15<br />
Nos. IS-7S •<br />
WILLESDEN CARRIAGE SIDINGS<br />
Working of trains through carriage cleaning machines. Trains of empty coaches arriving via the<br />
down empty carriage line at Willesden Carriage Sidings South, must stop at the "Stop and Await<br />
Instructions" board adjacent to the stripping and sluicing point. The Person in charge will authorise<br />
the Driver to move forward when this work is completed and all windows have been closed.<br />
The carriage solutioning and washing machines are worked automatically. When the controlling<br />
signal is cleared. Drivers must draw their trains forward through the machines at a speed not<br />
exceeding 3 m.p.h.<br />
Backing of Trains through Carriage Shed. The clearing of the subsidiary signal concerned at the<br />
North entrance to the shed will be the only authority for a Driver to commence propelling into<br />
the shed.<br />
Carriage Shed Reception Roads. Drivers of empty coaching stock trains on Nos. 1, 2 or 3<br />
carriage shed reception roads must bring their locomotive to a stand at the "Stop Boards" at the<br />
North end of these roads. Unless instructions to the contrary are given, the locomotive must then<br />
be uncoupled and proceed via the shunt spur to the exit signal at the South end of the spur, where<br />
the Secondman, or Driver if single-manned, must telephone to inform the Signalman at Carriage<br />
Shed North box the destination of the locomotive.<br />
Locomotives proceeding on to the shunt spur to pass along a reception road from North to<br />
South must be accompanied by a <strong>Shunt</strong>er.<br />
A Foreman or <strong>Shunt</strong>er must ride in the leading brake vehicle of all empty coaching stock trains<br />
being propelled from the reception roads into the carriage shed.<br />
Carriage Shed North Box. When necessary, trains of not more than 12 vehicles may be propelled<br />
without brake van leading over the down carriage line from Carriage Shed North box to the stores<br />
siding.<br />
Protection of Staff working on Carriage Shed Roads. Special apparatus is provided for the<br />
protection of Staff working in the carriage shed and carriage shed roads, and the "Regulations for<br />
the protection of Brake Fitters, Lifters, Repairers, etc." contained in the General Appendix do not<br />
apply to such Staff.<br />
Carriage Sidings--Empty Train Location Board. To assist the staff in ascertaining the location<br />
of empty carriage trains, a board is provided in the carriage sidings adjacent to the Middle Frame.<br />
The titles of the empty carriage trains will be shown in the centre of this board, and the siding<br />
on which the train is standing will be shown on the board to the left of the train title, as follows:<br />
Marshalling Sidings.<br />
Stabling Sidings.<br />
Guards arriving at Willesden Carriage Sidings to work trains must note from the indicator<br />
the siding on which their train is standing and report immediately to the pointsman at the Middle<br />
Frame.<br />
NORTH WEMBLEY<br />
British Oxygen Co. Depot. A movement must not be made towards the depot until permission<br />
is received from the B.O.C. staff, who are responsible for the operation of the gates and lifting<br />
barriers.<br />
Smoking and naked lights are strictly prohibited in the depot and the tail lamp must be removed<br />
before a train enters the depot.<br />
283
When positioning tank wagons in, or withdrawing them from a depot siding, a barrier wagon<br />
must always be marshalled next to the locomotive.<br />
An incoming train must be divided on the reception line and the rear half of the train must first<br />
be placed in the depot on No. 2 siding. The front half of the train, with barrier wagon leading, must<br />
then be placed on No. l siding. The locomotive must be brought to a stand at the "Stop and await<br />
instructions" boards on the approach side of overhead line structure G08/47A. Further movement<br />
beyond these stop boards must then be controlled by the B.R. Person in charge to ensure that the<br />
vehicles are correctly berthed. On no account must the leading buffers of the locomotive proceed<br />
beyond the second ground marker. When the tank wagons have been positioned, the barrier wagon<br />
must be drawn clear of the section of line, between the notice boards lettered "A" and "B", which<br />
must not be occupied by a rail vehicle during the time vehicles are being discharged.<br />
When discharging is complete, the part of the train on No. I siding must be withdrawn first and<br />
placed on the reception line, then the part of the train on No. 2 siding must be withdrawn and the<br />
train coupled up on the reception line.<br />
WATFORD<br />
Telephones are provided at each end of Watford Tunnels, at the points where the fast and slow lines.<br />
diverge, giving communication with Watford box, and may be used by Trainmen in an emergency.<br />
TRING<br />
Tring Cutting Ground Frame. A 2-aspect colour light signal is provided next to the line from<br />
Tunnel-Portland Cement Co. Private Sidings to prevent movements from the private sidings whilst<br />
B.R. trains are working at the ground frame. This signal will normally display a proceed aspect.<br />
The reversing of the ground frame release lever will restore the signal to Danger and this will cause<br />
the indicator labelled "On" to become illuminated. When work at the ground frame is complete<br />
and the ground frame release lever has been restored to normal the plunger labelled "Press to clear<br />
sidings signal" must be operated. Provided the signal clears, the indicator labelled "<strong>Of</strong>f" will<br />
become illuminated. lithe signal fails to clear you must advise the Signalman at Watford box.<br />
BLETCHLEY<br />
Up Arrival Line. When the yard staff are not on duty, Trainmen must telephone the Signalman<br />
at Bletchley box for permission to pass the "Stop and Await Instructions" board.<br />
KILSBY TUNNEL<br />
Telephones are provided at each end of Kilsby Tunnel adjacent to the Platelayers' cabins, giving.<br />
communication with Rugby box and may be used by Trainmen in an emergency.<br />
RUGBY<br />
Starting of trains. Indicators, not normally illuminated, are provided on signal RY.115, down<br />
slow line, and signal RY.88, up slow line, and immediately the Guard's signal to start has been given,.<br />
the Person in charge of the platform must press the plunger which will cause the indicator to display<br />
"R" indicating to the Driver that the Guard's signal to start has been given.<br />
Freight Train Relief Arrangements. Trainmen who are to relieve trains must report to the Train<br />
Crews Inspector at the Central signing-on point.<br />
Trainmen must make frequent enquiry respecting the running of the trains they are to relieve..<br />
Up reception line. When the yard staff are not on duty, Trainmen must telephone the Signalman<br />
at Rugby box for permission to pass the "Stop and Await Instructions" board.<br />
NUNEATON<br />
<strong>Shunt</strong>ing in Up Sidings at South end. <strong>Shunt</strong>ing must not be carried out on the down Leicester<br />
goods line beyond signal NN.37 without the authority of the Person in charge at Up Sidings <strong>Shunt</strong>ing<br />
Frame and Drivers must be verbally informed that this authority has been obtained before they make<br />
a shunt outside that signal.<br />
Trains propelled from Abbey Junction to Nuneaton Down Sidings. When the banner repeating<br />
signal 428 yards on the approach side of signal NN.6 is in the on position, Drivers propelling more<br />
than 25 S.L.U. must stop with the locomotive at the banner repeating signal and remain there until<br />
it indicates that signal NN.6 has been cleared.<br />
Locomotive running round its train between Nuneaton and Abbey Junction. A class 4 train not<br />
exceeding 70 S.L.U. may proceed to the down Birmingham line between Nuneaton and Abbey<br />
Junction to enable the locomotive to run round its train.<br />
The train must be brought to a stand at Abbey Junction down home signal and before the<br />
locomotive is uncoupled from the train, the Guard must secure four handbrakes in the "ON"<br />
position. The handbrakes must not be released until the locomotive has completed the running round<br />
movement and has been recoupled to the train.<br />
284
LICHFIELD T.V.<br />
When there is a failure of the signalling equipment on the "down and up" branch line, working<br />
by Pilotman will be introduced in accordance with Instruction 7 of the Instructions to Trainmen<br />
and others concerned for single lines worked by the Tokenless Block Systems as contained in the<br />
General Appendix.<br />
SHUGBOROUGH TUNNEL<br />
To assist engineering and other staff working in the tunnel, lighting is installed on both walls.<br />
The approach of a train will cause the lights on the side of the tunnel where the train will run to dim<br />
to half brightness every 2 or 3 seconds until the front of the train has cleared the tunnel.<br />
Normal protection arrangements must still be carried out and Drivers must sound the warning<br />
horn in accordance with Rule Book, <strong>Section</strong> H, clause 3.7 at all times irrespective of whether the<br />
tunnel lights are switched on or off.<br />
CREWE STATION<br />
Coaching Stock Trains and Light Locomotives entering platforms already occupied by other trains<br />
during fog or falling snow. Drivers of down and up trains allowed to enter the station by the clearing<br />
of a subsidiary signal must keep a sharp look-out for the ground Fogsignalman, who will advise<br />
the Driver immediately he enters the platform of the position of the obstruction ahead.<br />
When No. 1 down platform line is occupied ahead of Crewe "A" box home signal. No. 2<br />
down platform line is occupied ahead of Crewe South Junction starting signal or No. 4 or 5 up<br />
platform line is occupied ahead of Crewe North Junction up starting signal, the train will be brought<br />
to a stand at the signal concerned. Before the subsidiary signal is cleared, the Driver will receive a<br />
verbal warning from the ground Fogsignalman of the position of the obstruction ahead.<br />
Before the Fogsignalman arrives at his post, the duty of instructing the Driver must be carried<br />
out by the Inspector who orders the train to be allowed to enter the station.<br />
Nos. 3 and 6 Platform Lines. If a passenger train arrives in platforms 3 or 6 drawn by two locomotives<br />
and both have to be detached from the train, they must come out attached together.<br />
No. 3 Platform Line. When a shunt is made from the box in rear, for the purpose of attaching<br />
to or detaching from the rear of a train standing at the platform, and it is necessary for the shunt<br />
to follow the train out of the section, Drivers are authorised to follow the train through on instruction<br />
from the Inspector in charge.<br />
When there is failure of the signalling equipment on this line. Working by Pilotman will be<br />
introduced in accordance with instruction 7 of the Instructions to Trainmen and others concerned<br />
for single lines worked by the Tokenless Block system contained in the General Appendix.<br />
Advice to Drivers of Loading, etc., of Passenger Trains. Referring to Instruction No. 3, clause (d),<br />
of the Regulations for Working the Vacuum Brake, contained in the General Appendix, the Platform<br />
Inspector is specially authorised, if the locomotive has been changed, to inform tne Driver the<br />
number of vehicles there are on the train, etc.<br />
The Platform Inspector is also authorised to tell the Guard the Driver's name and depot, the<br />
locomotive number, and whether it is single or double manned; additionally, when extra vehicles are<br />
attached, the Inspector is authorised to give the Guard details of such vehicles, with the necessary<br />
assurances that they are in proper order, and that the Driver has been given the train tonnage and<br />
advice of any speed restriction necessitated by the conveyance of a speed-restricted vehicle. Guards<br />
of trains booked to change locomotives or attach vehicles at Crewe must contact the Platform<br />
Inspector as quickly as possible.<br />
Starting of Trains. Indicators not normally illuminated are provided at the North end of Nos. 1,<br />
2 and 3 platforms and at the South end of Nos. 4 and 6 platforms and immediately the Guard's<br />
signal to start has been given the Person in charge of the platform must press the plunger which will<br />
cause the indicator to display "R" indicating to the Driver that the Guard's signal has been given.<br />
Indicators not normally illuminated are provided as follows:—<br />
Adjacent to Crewe North Jn. No. 2 down through home signal,<br />
Adjacent to Crewe South Jn. up through home signal.<br />
These are operated by plungers respectively located :—<br />
On the S. & T. track cupboard on the south side of centre overbridge (No. 78B) between No. 2<br />
platform and No. 2 down through line,<br />
1,000 feet in rear of South h. up through home signal between No. 5 platform and the up<br />
through line.<br />
Before proceeding to the platform, Guards of trains, other than freightliner trains, who have<br />
been relieved, must after coming to a proper understanding with the relief Guard, press the<br />
appropriate plunger, which will cause the indicator to display "R" indicating to the Driver that the<br />
Guard's signal has been given.<br />
In the case of freightliner trains, the person conducting the Brake Continuity Test must, on<br />
satisfactory completion, operate the plunger; when the "R" is illuminated the Inspector or other<br />
Person in charge at the front of the train must give the "Train ready to start" signal to the Signalman,<br />
who will then clear the signal for the train to depart. The Driver must not proceed until he has<br />
received a hand signal from the Guard in addition to the illuminated "R" indication.<br />
285
Crewe South Junction—Working of locomotives off South Yard Sidings. Ringing keys operating<br />
• indicators in Crewe South Junction box, together with a telephone to that box are provided near to<br />
the signals applying from South Yard siding 2 and Secondmen of locomotives requiring to leave the<br />
south yard by this exit, must carry out the instructions exhibited.<br />
Loco. Holding Sidings, Horse Landing and No. 8 Siding. A movement which requires to<br />
proceed to the north side of Crewe -<br />
A" the horse b landing o x siding m uuntil s permission t has been received from the Signalman at that box, nor may<br />
a movement be made to No. 8 siding when required to go to the South side of Crewe South Junction<br />
nbox until o permission t has been received from the Signalman at that box.<br />
b e<br />
Locomotives being moved on, into, or out of the Holding Sidings must not be coupled together.<br />
mWhen moving a d"dead" e locomotives from the holding sidings to the diesel depot not more than two<br />
may f be rdrawn oat any m one time. These must be loose coupled, travel at dead slow speed and an<br />
observer t must h be provided e on the ground to watch for any tendency towards buffer locking.<br />
No. 1 down through line. When a locomotive is released from a train at Crewe North Jn.<br />
signal l CN.193 o by the c train being o drawn back towards Crewe South .1n. the Driver of the released<br />
locomotive h o must l communicate d iwith the Signalman at Crewe North Jn. If the locomotive is required<br />
to n be set g back along the No. 1 down through line towards Crewe Station "A" box the Driver will be<br />
instructed s i to remain d at the i signal until the set-back indicator on signal CN.193 is illuminated. The<br />
illumination of the set-back indicator authorises the locomotive to proceed only as far as Crewe<br />
Station n "A" g box where s further instructions will be given by the Signalman thereat.<br />
t<br />
Horse Landing Siding. Drivers of all locomotives proceedi ig to Crewe "A" box must report<br />
to o the Signalman at that box.<br />
Crewe North Holding Sidings. These sidings are identified as follows, reading from the down<br />
Chester line:—<br />
Shed Road Signals CN129/130.<br />
Siding I (formerly known as the Heater Van Siding) CN 167B/168B.<br />
Siding .2.<br />
Siding 3 Signals CN 167A/I68A.<br />
These terms must be used by Locomen when advising the Signalman at Crewe North Junction<br />
the road on which their locomotives are standing.<br />
Not more than three locomotives may be coupled together when being ferried from the diesel<br />
depot or works to the holding sidings or vice versa.<br />
Crewe North Junction. Locomotives entering or leaving the siding between the Independent<br />
lines and the inwards road must not be coupled together.<br />
CREWE YARD<br />
Sorting Sidings South. When a train comes to a stand at the up fast independent home<br />
signal at Sorting Sidings South for any purpose, or because the signal is at Danger, the Secondman<br />
must operate the call plunger, and also inform the Signalman by telephone when the train is ready<br />
to proceed or make any movement.<br />
The Signalman at Crewe Sorting Sidings South box is exempt from exhibiting a green hand signal<br />
as laid down in instructions B (c) of the Instructions relating to Lines worked On Permissive Block<br />
System contained in the General Appendix.<br />
Sorting Sidings North—Examination of Trains on Down Slow Independent Line. The electrically<br />
worked loud-sounding bell fixed on the bank 30 yards North of overhead structure LL.I57.06 at the<br />
back of the goods warehouse roads between Sorting Sidings Middle Down and Sorting Sidings North<br />
boxes will ring to warn staff examining wagons on the down slow independent line, during the time<br />
the Sorting Sidings Middle down fast independent home signal, or relative calling-on signal, is clear<br />
until the signal concerned is replaced to Danger, but this will not relieve the men from responsibility<br />
for keeping a good look-out themselves.<br />
Tail Lamps on Brake Vans of Terminating Freight Trains. Guards of trains terminating at Nos.<br />
1or 2 arrival roads, or the loops at Basford Hall and reception sidings at Basford Hall Down Yard,<br />
must not remove the tail lamps. On arrival at the latter place, Guards must give details of their<br />
train, locomotive number and load to the Hump Chargeman.<br />
Working of up through siding between Crewe South Junction and Basford Wood Frame. Before<br />
a movement is made from Basford Wood or Carriage Shed ground frame towards Crewe South<br />
Junction the permission of the Signalman at Crewe South Junction box must be obtained, by<br />
telephone.<br />
Up Carriage Sidings. Only light locomotives and multiple units driven from the leading end<br />
must enter the carriage sidings at Crewe South Junction end and if such movements are made to<br />
No. 2 carriage shed the Driver must operate the plunger provided when the movement is clear of<br />
the trap points.<br />
South Yard Sidings. Trainmen must on arrival at the "Stop and Await instructions" notice<br />
board at the exit from the engine departure line, obtain the instructions of the Chargeman at the<br />
<strong>Shunt</strong>er's cabin. In his absence the permission of the Signalman at Crewe South Junction box must<br />
be obtained, by telephone, before proceeding to the outlet signal.<br />
286
North Stafford Sidings. When a train, complete with tail lamp, comes to a stand on the through<br />
siding clear of the connection from the down main line, the Guard (or Secondman in the case of a<br />
light locomotive) must immediately advise the Signalman, using the telephone near the trailing points.<br />
In the case of a movement proceeding towards the Sorting Sidings which does not come to a stand<br />
on the through siding, the Person in charge at Through Siding ground frame will be responsible<br />
for advising the Signalman that it has passed clear of the trailing points from the down main to the<br />
through siding, complete with tail lamp.<br />
Down and Up Goods Lines between Sorting Sidings South and North Stafford Sidings. If either<br />
of these lines is blocked necessitating the other line being worked as an "up and down" line, a Pilotman<br />
must be appointed who will accompany every train over the section of line.<br />
Gresty Lane No. 1 Box—Cattle Market Sidings. The telephone situated near the shunting signal<br />
at the exit from the cattle market sidings must be used to communicate with the Signalman at<br />
Gresty Lane No. 1 box in all cases when it is necessary for a movement to be made past this signal.<br />
Gresty Lane No. 1 box—Dead End Siding. The telephone situated near the shunting signal at<br />
the exit from the dead end siding must be used by Drivers of electric locomotives to advise the<br />
Signalman at Gresty Lane No. 1 box when they are ready to leave the siding.<br />
Loco. Holding Sidings between South Junction and Gresty Lane. When it is necessary for vehicles<br />
to be propelled through any of the through Loco Holding sidings, in the up or down direction, the<br />
<strong>Shunt</strong>er, or Person in charge, must ride in the leading brake compartment, and be prepared to<br />
apply the brake to stop clear of any obstruction.<br />
Should there be no brake compartment on a propelled movement, the <strong>Shunt</strong>er, or Person in<br />
charge, must bring the vehicles to a stand at the entrance to the siding!, and then the shunt must move<br />
at a walking pace. Before reaching the fouling point at the outlet from the siding, the shunt must<br />
again be brought to a stand.<br />
In all cases, before a movement is made through the sidings, the <strong>Shunt</strong>er, or Person in charge of<br />
the shunt, and the Driver, in the case of a light locomotive, must ascertain that the through siding<br />
is clear.<br />
Salop Goods Junction—Diesel Depot Sidings. The telephone at the "Stop and Telephone" board<br />
situated 30 yards south of the connection to the depot sidings must be used by Drivers of locomotives<br />
to advise the Signalman at Salop Goods Junction when they are ready to leave the depot for the<br />
Chester line.<br />
LONDON SUBURBAN AREA D.C. ELECTRIFIED LINES<br />
Electric Trains—Broad Street, Richmond and Watford. The restriction on stock exceeding<br />
57 feet long by 9 ft. 2 ins, wide over projections working on the Hampstead Junction line does not<br />
apply to electric trains working on the Broad Street, Richmond, and Watford services.<br />
Special Stop Orders. Referring to the instructions contained in the General Appendix, the<br />
following modification will apply:—<br />
If it is necessary for the working to be altered or additional stops to be made at short notice,<br />
Special Stop Orders will not be issued, but instructions will be given verbally to the Driver and<br />
Guard by the station staff.<br />
W.R. Locomotives working over the North London Line. W.R. locomotives and multiple units<br />
equipped with the W.R. Automatic Warning System are required to have the A.W.S. shoe clipped<br />
up when passing over D.C. electrified lines. This will not, however, apply over the portion of line<br />
at Acton Wells Junction between the junctions with the Acton Yard and Cricklewood lines for trains<br />
working to and from the Cricklewood line.<br />
BETWEEN GOODS & MINERAL JUNCTION AND ST. PANCRAS YARD<br />
The single line between Goods & Mineral Junction and St. Pancras Yard is controlled by track<br />
circuits and associated signals. In the event of a failure of a track circuit or signal controlling<br />
movements to or along the single line, traffic must be worked by a Pilotman in accordance with Electric<br />
Token Regulation 25, so far as it can be applied.<br />
NORTH LONDON INCLINE<br />
The Incline between the North London and Midland lines is controlled by No-signalman type<br />
token instrument in accordance with the instructions exhibited in the Midland shunter's cabin at the<br />
top of the incline and North London Incline ground frame.<br />
A train must not proceed on to the incline unless the Driver is in possession of a token, or has<br />
seen one in the possession of the Driver of a locomotive to which his train is attached.<br />
The St. Pancras Yard Supervisor will be responsible for ensuring the door of the Midland<br />
<strong>Shunt</strong>er's cabin is locked at week-ends when the incline is not in use.<br />
287
The key must, when not in use, be kept in the St. Pancras (Midland) Yard Supervisor's office.<br />
A spare key is kept in the Movements Supervisor's office, St. Pancras passenger station.<br />
When a train requires to proceed from the North London Incline ground frame to the North<br />
London line during the time a train is at the wharf or exchange sidings, the Person-in-charge at the<br />
North London incline ground frame will ring the bell at the shunters cabin at the exchange sidings.<br />
The Person-in-Charge of the exchange sidings must ascertain what is required, by telephone, and if<br />
it is necessary to clear the line the train must be placed in a siding clear of the incline and the token<br />
placed in the instrument.<br />
If the token apparatus fails or if a token is lost or damaged so that it cannot be placed in the<br />
instrument, it must immediately be reported to the Station Manager. Arrangements will be made for a<br />
Pilotman to be appointed, in accordance with Rule Book, <strong>Section</strong> N, and he must accompany<br />
each train.<br />
All movements towards Churchyard sidings must have a locomotive at the lower end of the<br />
vehicles. Trains from the Churchyard sidings direction requiring to proceed direct on to the<br />
North London Incline must have a locomotive in front and a brake van in rear in which a Guard<br />
must ride, unless the train is fully fitted.<br />
WH,LESDEN HIGH LEVEL JUNCTION<br />
Starting of Passenger Trains. Guards of passenger trains stopping at the station must not give<br />
the signal for their trains to start unless the "<strong>Of</strong>f" indicator on the platform concerned shows that<br />
the signal ahead of the platform has been cleared.<br />
ACTON WELLS JUNCTION<br />
Trains conveying carflats must not be propelled into the goods loops.<br />
KEW EAST JUNCTION<br />
Up freight trains changing or releasing locomotives at Old Kew Junction will be set back into<br />
either the up or down relief siding.<br />
The train must proceed on the L.M.R. line towards Kew East Junction sufficiently far to clear<br />
the shunting signal controlling the backward movement into the siding concerned. To assist Drivers<br />
in determining when their trains have proceeded the required distance, illuminated boards have been<br />
provided on the left-hand side of the up line towards Kew East Junction indicating where the locomotives<br />
of trains comprising 30, 50 or 70 S.L.U. respectively, should be brought to a stand on the<br />
forward movement. Trains requiring to be set back into the down relief siding must proceed and<br />
additional distance beyond the board concerned equivalent to 15 S.L.U.<br />
A banner repeating signal, working in conjunction with and repeating the position of the shunting<br />
signal controlling movements from the up L.M.R. line to the relief sidings, is provided on the left-hand<br />
side of the up L.M.R. line 255 yards beyond Old Kew Junction box. When this banner repeating<br />
signal is cleared, the Driver is authorised to commence the propelling movement without first receiving<br />
a hand signal.<br />
WH,LESDEN NEW STATION<br />
District Electric Depot. Drivers of trains brought to a stand at the shunting signal at the exit<br />
from the Departure/Arrival line must immediately advise the Signalman by means of the telephone<br />
at the signal.<br />
CHELSEA & FULHAM<br />
Chelsea Basin Stop <strong>Shunt</strong> Signals. The normal position of the signals is "Clear", and when a<br />
train is going to be turned from the main line to the Basin the arm applying to the line over which<br />
the train will be sent will be placed at "Danger", which will operate the gongs to draw attention to the<br />
signals, as a warning to any Driver working in the Basin that he must at once take his locomotive<br />
inside clear of the approaching train. When the signals are "Clear" they apply up to the signals<br />
at the catch points for shunting purposes only.<br />
During fog or falling snow a Fogsignalman will be employed at these signals, and when a<br />
locomotive horn is sounded to leave the yard, the Fogsignalman must proceed to the catch points<br />
to ensure that it is in order for the train to leave. An electric gong with two plungers is provided to<br />
enable the Fogsignalman to advise the Signalman when a train is standing at the points waiting to leave.<br />
The following code applies:—<br />
For trains leaving the West side— 2 beats on the bell.<br />
For trains leaving the East side-3 beats on the bell.<br />
For in going to the West side, the Fogsignalman will give 2 beats on the bell; and for trains<br />
going to the East side, 3 beats on the bell when the train is clear of the catch points.<br />
When a train is ready to leave the dock, the Foreman or <strong>Shunt</strong>er in charge must telephone the<br />
Signalman and advise him upon which line the train will run.<br />
288
BROMPTON & FULHAM GOODS DEPOT<br />
<strong>Shunt</strong>ing Bell Codes B e a t s on Bell Push<br />
To call attention—Guard or <strong>Shunt</strong>er to give 1<br />
Locomotive waiting to cross to Kensington Coal Yard 2<br />
Locomotive (or train) ready to leave right away 3<br />
Locomotive waiting to go to Lillie Bridge sidings 4<br />
The Signalman will repeat the bell signals after which the locomotive must draw forward to<br />
the signal at the points leading to the down sidings. When the signal is cleared the locomotive (or<br />
train) must draw forward to the signal box or over the points leading into the sidings as necessary.<br />
Should there already be a locomotive in the sidings, it will be the duty of the Guard or <strong>Shunt</strong>er<br />
before fouling the crossings to arrange with the man in charge of such locomotive what work has<br />
to be done.<br />
Where there is a locomotive in the depot, a second locomotive (or train) must not be let in at Lillie<br />
Bridge until the Guard or <strong>Shunt</strong>er has arranged with the man in charge of the locomotive already<br />
in the depot as to what has to be done.<br />
LH,LIE BRIDGE<br />
Lillie Bridge Sidings. Movements in the sidings must not exceed 5 m.p.h.<br />
When the "Cease <strong>Shunt</strong>ing" gong is sounded trains must be shunted clear of the up goods<br />
loop, and that line must not be fouled again until the Signalman's permission has been obtained.<br />
When it is necessary for a locomotive to run round its brake van in the down sidings, and<br />
there is no other locomotive available with which to pull the brake van, the locomotive, with brake van,<br />
must cross to the up sidings and run round its brake van there.<br />
KENSINGTON OLYMPIA<br />
Permissive Block System. The Signalman at Kensington South Main and Kensington North<br />
Main boxes are exempt from exhibiting a green hand signal as laid down in instruction B(c) of the<br />
instructions relating to Lines Worked On Permissive Block System contained in the General<br />
Appendix.<br />
Working at Kensington (Olympia). All Drivers and Guards, including any sent to Kensington<br />
for piloting purposes, must report on arrival to the Inspector or Foreman.<br />
Kensington South Nos. 2 and 4 Ground Frames. When a train requires to work at one of these<br />
ground frames the ground frame operator must telephone the Signalman at Kensington South Main<br />
box and come to a clear understanding regarding the movements to be made and request him to<br />
release the ground frame Annett's key. The Signalman will advise the ground frame operator when<br />
the key has been released. The ground frame operator must turn the key in the key release instrument<br />
at the ground frame from No. 1 to No. 2 position. When the indicator shows "Free" the key must be<br />
turned to the No. 3 position and withdrawn. The key must then be inserted in the Annett's lock to<br />
release the ground frame.<br />
When the ground frame operator has set and locked the crossover at Kensington South No. 2<br />
ground frame for a train to proceed from the down line to the L.T.B. line he must advise the<br />
Signalman that the train can proceed and the Signalman will then authorise the movement to commence.<br />
When the movements have been completed and the train is clear of the points ready to depart or<br />
has been shunted into the sidings clear of the main line, the key must be withdrawn from the Annett's<br />
lock and replaced in the key release instrument, turned clockwise to the No. 1 position and after the<br />
ground frame operator has pressed the plunger, the Signalman must be advised accordingly. The<br />
ground frame operator must not rejoin the train nor allow it to proceed until the Signalman has<br />
informed him that the key has been locked in the key release instrument.<br />
If the ground frame operator observes any irregularity on the running lines or should a running<br />
line be fouled, he must immediately advise the Signalman, and also take whatever protective action<br />
is required.<br />
Kensington North Main. Locomotives waiting in the up side spur must stand directly opposite<br />
the box and when Drivers are required to proceed to the east end sidings they must not do so until<br />
verbally instructed by the <strong>Shunt</strong>er. Prior to authorising the movements the <strong>Shunt</strong>er must advise<br />
the Signalman.<br />
CROXLEY MILLS SIDINGS BRANCH<br />
When it is necessary for tamping machines to be placed on the Engineer's siding beyond Croxley<br />
Mills Sidings, the Person in charge of the siding must immediately, when all the machines have passed<br />
beyond the movable stop block, replace the stop block across the siding and return the train staff, by<br />
road, to the Person in charge at Croxley Carriage Sheds. When the Person in charge of the<br />
Engineers' siding hands the train staff to the Person in charge at Croxley Carriage Sheds, he must<br />
give him an assurance that all the machines are beyond the stop block at Croxley Mills and that the<br />
line between the "Commencement of single line board" at Croxley Carriage Shed and stop block at<br />
Croxley Mills Sidings is clear.<br />
When it is necessary for tamping machines to leave the Engineers' siding, the Person in charge<br />
must obtain the train staff, by road from the Person in charge at Croxley Carriage Sheds in order to<br />
move the stop block and occupy the single line between Croxley Mills Sidings and "End of single line"<br />
board at Croxley Carriage Sheds. When the tamping machines have passed clear of the Engineers'<br />
siding the movable stop block must be replaced across the siding.<br />
289
WATFORD—ST. ALBANS BRANCH<br />
Except during fog or falling snow, the Driver of a D.M.U. on this service need not hand the<br />
"One Train Working" staff to the Signalman at Watford No. 3 box after returning from the St. Albans<br />
direction, provided that it is shown to the Signalman each time the D.M.U. passes that box.<br />
Watford North. When a down train timed to stop at Watford North has completed station<br />
duties and is ready to depart for St. Albans, the Guard must operate the "Train ready to start"<br />
plunger. The level crossing barriers will not be lowered, nor will the down advanced starting signal<br />
be cleared, until this plunger has been operated. The train must proceed on its journey immediately<br />
the signal has been cleared, and the Guard has given the signal to start.<br />
If the down advanced starting signal has failed, the Signalman at Watford No. 3 box will<br />
instruct the Driver or Secondman of a train detained at that signal to operate the emergency plunger<br />
provided at the signal to lower the barriers. The train must not proceed until the Driver is satisfied<br />
that the barriers are lowered and the crossing is clear.<br />
The coal sidings at Watford North must be served only by trains which have departed from<br />
Watford No. 3 box directly to these sidings.<br />
<strong>Shunt</strong>ing of trains on the single line at Watford North is prohibited.<br />
Electric Tail Lamps. The use of an illuminated electric tail lamp is permitted on D.M.U.'s<br />
while travelling on the Watford Junction—St. Albans branch, using the lower centre marker light<br />
fitted with a red shade.<br />
An oil tail lamp must be carried in the Guard's compartment for use in emergency.<br />
NORTHAMPTON<br />
Shell Mex & B.P. Depot. Each siding can accommodate 10 x 45 ton G.L.W. tank wagons or<br />
5 x 100 ton G.L.W. tank wagons.<br />
A movement must not be made onto the sidings until the Person in charge of the movement has<br />
opened the B.R. boundary gate, is satisfied that the oil depot gates have been opened by the<br />
Shell Mex & B.P. Co.'s Staff and that the hand points are correctly set.<br />
Access for electric locomotives is available to No. I oil siding only, and vehicles for No. 2 oil<br />
siding must be positioned first with the remaining vehicles adjacent to the locomotive being placed<br />
on No. 1 oil siding.<br />
Drivers propelling wagons on to No. 1 siding must bring the locomotive to a stand at the<br />
illuminated "Stop—Await Instructions" boards on the approach side of structure No. B.P./04/01.<br />
Further movement beyond these stop boards must then be controlled by the Person in charge to<br />
ensure that the vehicles are correctly berthed with the leading buffers of the locomotive positioned<br />
between the two lines of ground markers. On no account must an electric locomotive proceed<br />
beyond the second line of markers.<br />
When the tank wagons are to be removed after discharge, the vehicles in No. I oil siding must<br />
be drawn out first and propelled onto those in No. 2 oil siding.<br />
After departure the B.R. boundary gate must be closed by the Person in charge.<br />
Central Materials Depot. Trains must not exceed a speed of 5 m.p.h. when passing over the<br />
weighbridge.<br />
Between Northampton No. 3 and Northampton No. 4. When there is a failure of signalling<br />
equipment on the "up and No. 2 down" goods line, working by Pilotman will be introduced in<br />
accordance with instruction 7 of the Instructions to Trainmen and others concerned for single lines<br />
worked by the Tokenless Block System contained in the General Appendix.<br />
MARKET HARBOROUGH<br />
Up Western Line ground frame. Referring to the instructions for working ground frames on<br />
pages 267 and 268, the following bell code is additional to those shown to be used if there is a failure<br />
of the telephone:—<br />
To Signal box.<br />
May train set back towards signal box 2 - 3 - 3<br />
The setting back movement must not be commenced until the code has been acknowledged.<br />
Down Western line parcels trains carrying out station duties. A parcels train from the Northampton<br />
direction may be propelled into the up Western line platform to carry out station duties. When<br />
station duties are complete, the train may return to Market Harborough box.<br />
APEDALE JUNCTION<br />
Before the locomotive is detached from a train standing on the through sidings, the handpoints<br />
at the Apedale Junction end of the sidings must be set for the Silverdale direction. This does not<br />
relieve the Guard of his responsibility for securing the train on the falling gradient.<br />
290
SILVERDALE<br />
The Chargeman at Silverdale is the Person in charge of the token working.<br />
Rapid Loading Bunker. All movements through the bunker will be under the control of the<br />
Bunker Operator who will authorise each movement.<br />
Trains requiring to be loaded at the bunker will be brought to a stand at the "Stop, Await<br />
Instructions" board on the Madeley side of the bunker.<br />
The train must be propelled through the bunker, at a speed not exceeding 2 m.p.h., for the<br />
purpose of weighing each vehicle.<br />
When the vehicles have been weighed, the train must return through the bunker, at a speed not<br />
exceeding m.p.h., to be loaded.<br />
During loading operations Drivers must work to the creep signals and if a stop indication is<br />
displayed the Driver must immediately bring his train to a stand irrespective of the distance it may<br />
be from the signal. The indications given by the creep signals are as follows:—<br />
r<br />
O<br />
N<br />
-<br />
A<br />
Ow<br />
Ow<br />
FLASHING<br />
LIGHTS<br />
MOVE AT LOW SPEED IN DIRECTION<br />
FOR LOADING<br />
MOVE AT LOW SPEED IN OPPOSITE<br />
DIRECTION TO THAT REQUIRED FOR<br />
LOADING<br />
PREPARE TO STOP<br />
STOP IMMEDIATELY<br />
W WHITE<br />
R — RED<br />
MADELEY<br />
When a train from Silverdale arrives in the reversing sidings the Guard must immediately<br />
advise the Signalman at Madeley if the train has arrived complete with tail lamp attached.<br />
The Signalman at Madeley will not allow the Driver or Secondman to place the token in the<br />
auxili ary instrument until the Guard has advised the Signalman that the train has arrived complete<br />
with t ail lamp attached.<br />
MARYLEBONE TO CLAYDON AND BRANCHES<br />
MARYLEBONE<br />
Working of Trains in Platform Lines. The line for 55 yards from the buffer stops of each<br />
platform line is not track circuited, and Drivers receiving a green aspect to enter the station must<br />
be prepared to find vehicles standing on this portion of each platform line.<br />
Diesel Depot Siding. A movement must not be made on to the diesel depot siding from the<br />
tunnel siding at the North end without permission from the Signalman at Marylebone box.<br />
291
All movements from St. John's Wood siding, fuelling road or the washer siding, must be<br />
brought to a stand before the fouling point with the diesel depot siding, and Drivers must not<br />
proceed to the tunnel siding until they have ascertained that a conflicting movement is not taking<br />
place from the diesel depot siding.<br />
Signal D23. This signal is provided with a repeating aspect, 6 feet below the main aspect.<br />
Drivers must understand that this signal is not capable of displaying a preliminary caution aspect.<br />
NEASDEN SOUTH<br />
Trains arriving on down loop or down goods line. A plunger to ring a bell in Neasden South box<br />
is fixed at one side of the down goods line, 250 yards north of the box, and Guards must give two rings<br />
to indicate to the Signalman when their train is in clear within the down loop or down goods line.<br />
NEASDEN NORTH<br />
Rule Book, <strong>Section</strong> K. While the box is closed, the track circuit on the approach side of the up.<br />
slow home signal (also controlled from Neasden South as an outer home signal) is inoperative, and<br />
the Signalman at Neasden South must be reminded of the presence of trains standing at this signal<br />
in accordance with Rule Book, <strong>Section</strong> K, clause 3.1.1.<br />
RUGBY TO STAFFORD VIA BIRMINGHAM AND BRANCHES<br />
COVENTRY<br />
Platforming of Trains. Drivers of locomotive hauled passenger trains conveying 12 coaches.<br />
must bring their trains to a stand on platform 1 (up slow line) or 3 (down fast line) with the front<br />
of the locomotive adjacent to the board bearing the number "12".<br />
Starting of trains. An indicator, not normally illuminated, is provided on the down fast line signal<br />
CY.27 and another beneath the board numbered 12 applicable to platfom 3. Immediately the Guard's<br />
signal to start has been given the Person in charge of the platform must press the plunger which will<br />
cause the indicators to display "R" indicating to the Driver that the Guard's signal to stai t has<br />
been given.<br />
ADDERLEY PARK<br />
The two sets of hand points between the down sidings and the "down and up" through siding<br />
must normally be clipped and padlocked for movements on the "down and up" through siding.<br />
The Guard must obtain the key from the Person in charge at Exchange Sidings <strong>Shunt</strong>ing Frame.<br />
The Guard of a train requiring to do work in Adderley Park down sidings must, upon the<br />
instruction of the Person in charge at Exchange Sidings <strong>Shunt</strong>ing Frame, clip and padlock the points<br />
for the "down and up" through siding when his train has been shunted in clear and return the key<br />
to the Person in charge at Exchange Sidings <strong>Shunt</strong>ing Frame, at the earliest opportunity.<br />
BIRMINGHAM NEW STREET<br />
Working in New Street Station. After a train has come to a stand at any portion of a platform<br />
it must not again be moved until proper warning has been given to passengers, who may be getting<br />
in or out or near the train.<br />
Drivers having brought their trains to a stand at any portion of the platforms must receive a<br />
signal from the Person in charge before moving forward again.<br />
Starting of trains. Indicators, not normally illuminated, are provided on the signals for all<br />
platforms in both directions and, immediately the Guard's signal to start a train has been given, the<br />
Person in charge of the platform, or Guard or <strong>Shunt</strong>er in charge of the train, must press the plunger,<br />
which will cause the indicator to exhibit the letter "R", indicating to the Driver of the train that the<br />
Guard's signal has been given.<br />
Platform Starting Signals. Searchlight signal units of the special type illustrated over are<br />
provided as starting signals from the island platforms. The two main aspects (which apply to the<br />
appropriate platform line either to the left or right of the signal unit) are a minimum distance of<br />
1foot 8 inches apart. Before acting on these signals Drivers must ensure that the arrow is pointing<br />
towards the platform line on which their train is standing.<br />
292
ROUTE INDICATOR (WHERE PROVIDED)<br />
INDICATION APPLIES TO SIGNAL EXHIBIT-<br />
ING A PROCEED ASPECT.<br />
EXHIBITS a R, Y OR G aspect<br />
EXHIBITS a R, Y, OR G aspect<br />
ARROW ILLUMINATED<br />
WHEN MAIN OR<br />
SUBSIDIARY SIGNAL<br />
CLEARED INDICATING LINE<br />
FROM WHICH THE<br />
StGNAL APPLIES.<br />
ARROW ILLUMINATED<br />
WHEN MAIN OR<br />
SUBSIDIARY SIGNAL<br />
CLEARED INDICATING LINE<br />
FROM WHICH THE<br />
SIGNAL APPL:ES<br />
'R' INDICATOR (GUARDS<br />
SIGNAL) APPLIES TO<br />
LINE FOR WHICH<br />
PROCEED ASPECT IS<br />
BEING EXHIBITED.<br />
DRAW AHEAD SUBSIDIARY SIGNAL<br />
APPLYING TO MAIN ASPECT ABOVE<br />
(Rule Bock, <strong>Section</strong> C, clause 5.1.1).<br />
DRAW AHEAD SUBSIDIARY SIGNAL<br />
APPLYING TO MAIN ASPECT ABOVE<br />
(Rule Book, <strong>Section</strong> C, clause 5.1.1).<br />
SOHO<br />
Down Sidings. Vehicles left in these sidings must be clear of the through siding, and the points<br />
must be left set for that line after work has finished.<br />
ALBION<br />
Gulf Oil Co.'s Sidings. Movements into or out of these sidings must not exceed 5 m.p.h. and<br />
will be under the control of the Guard.<br />
On arrival clear of the points and before a train proceeds towards the siding, the Guard must<br />
ensure that the brakevan fire(s) has been extinguished and Trainmen must ensure that all naked<br />
lights, i.e. oil hand, head, tail and side lamps have been extinguished and placed in the Driver's cab<br />
or brakevan and all matches, cigarette lighters etc., have been placed in the receptacle provided at<br />
Albion <strong>Shunt</strong>ing Frame.<br />
The Guard must work in conjunction with the Gulf Oil Co.'s staff and a movement must not be<br />
made into the sidings without their permission.<br />
The train must be berthed so that the first and last tank wagons are within the marker boards<br />
B and C. The barrier wagons and brakevan if provided must then be drawn clear forward of the<br />
insulated rail section between boards A and B.<br />
Only Drivers of trains wishing to proceed onto the main line need telephone for permission to<br />
pass the "Stop" board at the gates of the Gulf Oil Co.'s sidings.<br />
Oil hand head, tail and side lamps must not be replaced or relit until the train is clear of the<br />
sidings.<br />
WATERY LANE<br />
West Midlands Gas Board's Sidings. Movements into and out of these sidings must not exceed<br />
5 m.p.h. and will be under the control of the Guard.<br />
Before entering the sidings the Trainmen must ensure that<br />
(i) All naked lights, i.e. oil hand, head, tail and side lamps must be extinguished and removed.<br />
(ii) Matches, cigarette lighters, etc., must be deposited in the receptacle provided.<br />
A clear understanding must be reached with the Person in charge of the shunting frame as to<br />
the siding to be occupied, and an electric hand lamp must be obtained by the Guard for use in<br />
the sidings.<br />
293
The train must be berthed in such a position that the first and last tank wagons are within the<br />
markers provided.<br />
No further movements may be made without the permission of the W.M.G.B. staff.<br />
After completion of duties in the sidings the electric hand lamp must be returned to the Person<br />
in charge of the shunting frame.<br />
Oil hand, head, tail and side lamps must not be replaced or relit until the train is again clear of<br />
the sidings.<br />
The Guard of a train with tank wagons will be responsible for ensuring that the barrier wagons<br />
and brake van (if provided) are drawn forward clear of the insulated rail section (as indicated by<br />
boards A and B) after the tanks have been berthed.<br />
When the locomotive of a terminating freight train is single manned, the Guard, before accompanying<br />
the locomotive during the running round movement, must inform the Person in charge at the<br />
shunting frame that the train will be left unattended during the movement.<br />
SPRING VALE SIDINGS<br />
A movement must not be made from No. 1 or No. 2 Tarmac Sidings to the -<br />
through down siding, neither a n must d a movement u p be " allowed to foul the facing connection from the up main<br />
line to the "down and up" through siding, nor vehicles be left foul of this connection, without<br />
permission of the Person in charge of the shunting frame.<br />
WOLVERHAMPTON HIGH LEVEL<br />
Starting of Trains. Indicators, not normally illuminated, are provided on the signal at the<br />
Stafford end of platform 1 and on the signals at the Birmingham end of platform; 2 and 3, and<br />
immediately the Guard's signal to start the train has been given, the Person in charge of the platform<br />
concerned must press the plunger which will cause the indicator to exhibit the letter "R", indicating<br />
to the Driver that the Guard's signal to start has been given.<br />
B.O.C. Sidings, Wolverhampton New Depot. A rail movement must not be made on the<br />
B.O.C. sidings whilst the red lights situated on the gantry over discharge roads 1 and 2 are flashing.<br />
Should the <strong>Shunt</strong>er or Driver observe the red lights commence to flash whilst a rail movement is<br />
being made, the movement must be immediately brought to a stand. If a rail movement passes the<br />
lineside detector whilst the red lights are flashing the Klaxon horns will sound.<br />
FOUR ASHES<br />
Midland Tar Distillers Sidings. Before any brake van enters the sidings its fire must be<br />
extinguished.<br />
LITTLETON COLLIERY<br />
B.R. movements must not be made on siding 1.<br />
B.R. movements must normally be made on to siding 3. The Person in charge at Littleton<br />
Colliery <strong>Shunt</strong>ing Frame will inform Guards if a B.R. movement is to enter siding 2 and will indicate<br />
whether there are any vehicles already on that siding.<br />
The signal adjacent to siding 3 is operated by the N.C.B. Person in charge and is normally in<br />
the "Clear" position. It will be placed to the "On" position whilst the N.C.B. are shunting on siding<br />
I or 2 and will not be restored to the "Clear" position until the shunting movement has been<br />
completed.<br />
HAWKESBURY LANE<br />
Up Side frame. Referring to the instructions for working ground frames on pages 267 and 268, the<br />
following bell code is additional to those shown to be used if there is a failure of the telephone:—<br />
To signal box<br />
May train set back towards signal box .. . . . . . . . . . . . . 2-3-3<br />
The setting back movement must not be commenced until the code has been acknowledged.<br />
GOSFORD GREEN BRANCH<br />
Method of Working. The Gosford Green branch lines between Three Spires Junction and the<br />
"Stop and Await Instructions" board at Gosford Green are up and down through sidings and all<br />
movements on these lines must be drawn by the locomotive and carry a tail lamp on the rearmost<br />
vehicle. A brake van must always be the rear vehicle on class 7 to 9 trains inclusive.<br />
Drivers working over these lines will not receive any Caution signal at Three Spires Junction,<br />
Gosford Green or when departing from an intermediate siding, whether the line is occupied or not<br />
and must at all times be prepared to stop clear of any obstruction.<br />
Protection of trains stopped by accident etc. Trains stopped by accident, failure, obstruction or<br />
other exceptional cause must be protected in accordance with the provisions of Rule Book, <strong>Section</strong> M.<br />
If a following train or trains arrive before the obstruction has been removed, the Guard of such<br />
train must protect his train as laid down in those Rules.<br />
Line blocked during repairs or obstruction. When it is necessary for trains to be worked over<br />
a single line during repairs or obstruction, a Pilotman will be appointed to accompany trains in each<br />
direction.<br />
294
At Gosford Green. When the B.R. Person in charge is on duty, a train must not enter or leave<br />
the yard until the Guard has obtained his permission. When the B.R. Person in charge is not on<br />
duty, the Guard must ensure that the sidings are clear and that it is safe for the movement to enter<br />
the siding.<br />
Propelling movements with Carfleet and/or Bocar vehicles, loaded or empty, must not be made<br />
in either direction through the crossover connecting the yard shunting neck with the down through<br />
siding. Such movements must be made via the up though siding.<br />
Departing trains must be formed on the down through siding and incoming trains split on<br />
the up through siding.<br />
Morris Siding and Bell Green depot. All trains must be brought to a stand approaching these<br />
siding connections and the Driver must not proceed until he is satisfied a conflicting movement is<br />
not being, or about to be, made.<br />
PERRY BARR<br />
Banking--Up Soho Line. The train locomotive must draw the train to signal NS.283 and wait<br />
there until the assisting locomotive comes to the rear, from either Perry Barr South Junction or<br />
Perry Barr North Junction.<br />
Trains for the Stour line via Soho North Junction may be assisted in rear as far as signal<br />
NS.323. The assisting locomotive must not pass this signal and the Driver must communicate with<br />
the Signalman at Birmingham New Street box and act on his instructions.<br />
South Junction--S.P.D. Ltd. Sidings. If it is necessary to leave vehicles on the up branch line<br />
whilst serving the siding, the Guard or <strong>Shunt</strong>er must pin down sufficient brakes to prevent the<br />
vehicles moving after the locomotive is detached.<br />
BESCOT<br />
Down Reception Sidings. The Guard of a freight train terminating in the down reception sidings<br />
must be satisfied before leaving his train that sufficient hand brakes have been applied to prevent<br />
the vehicles moving when the locomotive is detached.<br />
Down Stowage Sidings. The Supervisor responsible for train movements and information for<br />
the stowage sidings is the Inspector at the Down Hump cabin. Internal locomotive movements<br />
must not commence until permission has been obtained from the Signalman at Bescot Down Tower<br />
or through the Down Hump Inspector.<br />
Drivers of locomotives departing from Bescot Down North end for the stowage sidings will<br />
receive instructions from the North end in conjunction with the Hump Inspector.<br />
Dowty Retarder Units. Dowty retarder units are installed throughout each siding in the main<br />
down yard. To prevent damage to these units, vehicles and locomotives must not pass over them<br />
at a speed exceeding 6 m.p.h., in either direction, and trains departing from the sidings must not,<br />
therefore, exceed 6 m.p.h. until the whole of the train has passed clear of the last retarder unit.<br />
Illuminated notice boards lettered "Dowty Retarders 70 Standard Wagons Clearance" are<br />
situated on the down Bushbury, up Wednesbury and down Walsall lines, 520 yards after passing<br />
the last retarder and trains leaving the North end of the sidings must not exceed 6 m.p.h. until the<br />
locomotive has reached this board.<br />
Attaching to the rear of train standing on up Bescot goods line. Propelled movements from the<br />
down sidings to the up Bescot goods line for the purpose of attaching to the rear of a standing train<br />
must not exceed 10 S.L.U.<br />
VAUXHALL<br />
A bell, fixed on a telegraph pole adjacent to the up shunting neck, on the station side of the<br />
shunting frame, warns staff working in the carriage sidings that a train, not stopping at Vauxhall,<br />
is approaching on the up fast line.<br />
SOHO POOL BRANCH<br />
The Regulations for One Train Working on Single lines apply, with the following modifications:—<br />
. The train staff is attached to an Annett's key, which when not in use, is locked in a release<br />
instrument adjacent to signal NS.285 at Soho Road. Drivers must telephone the Signalman at<br />
Birmingham New Street box to obtain the staff, and again on the return journey after the staff has<br />
been replaced in the release instrument.<br />
When necessary, a train from Soho Pool may be assisted by a locomotive in rear, and in such<br />
cases the train staff must be shown by the Guard to the Driver of the train locomotive and then<br />
handed to the Driver of the assisting locomotive, which must assist the train to Soho Road,<br />
signal NS.287. The Driver of the assisting locomotive, on arrival at signal NS.287, must communicate<br />
with the Signalman at Birmingham New Street box and act on his instructions.<br />
When a train has travelled from Soho Road to Soho Pool, if the staff is required at Soho Road<br />
for a following train, the Driver must not surrender it until he is satisfied that the whole of his train<br />
is clear of the single (running) line and the arrival road. The staff must then be handed to the Guard<br />
or <strong>Shunt</strong>er, who will return it to Soho Road and replace it in the release instrument, advising the<br />
Signalman at Birmingham New Street box when this has been done.<br />
295
ASTON<br />
Windsor Street Goods Yard. The Driver of a train, which is to be propelled from the departure<br />
line to the down Grand Junction line to enable it to depart in the up direction, must bring his locomotive<br />
to a stand immediately in rear of signal NS.61. The movement must not leave the departure<br />
line until signal NS.63 displays a green aspect.<br />
WALSALL<br />
Reception Siding. When placing vehicles in the reception siding at the Wolverhampton end,<br />
locomotives must only set back clear of the trap points in the reception siding.<br />
Yard <strong>Shunt</strong>ing Frame. Drivers of trains arriving at the Stop board on the through siding, must<br />
not pass it towards the Yard <strong>Shunt</strong>ing Frame unless instructed to do so by the Foreman or <strong>Shunt</strong>er<br />
on the ground.<br />
When ground staff are not on duty, the <strong>Shunt</strong>er or Guard in charge of the movement (the<br />
Secondman in the case of a light locomotive) must go on foot to the Yard <strong>Shunt</strong>ing Frame to obtain<br />
instructions.<br />
Freight Terminal. When the goods yard is closed, shunts from the carriage sidings may pass<br />
the stop board outside the departure line as required by the Carriage <strong>Shunt</strong>er.<br />
NORTON JUNCTION<br />
Effluent Disposal Ltd. Siding. This siding is located at the far end of the up through siding.<br />
A red flag during daylight and a red light during darkness or fog or falling snow must be placed<br />
between the rails 100 feet from the point where the last vehicle is positioned for discharge.<br />
LICHFIELD CITY<br />
Rule Book, <strong>Section</strong> K, clause 3.1.1 is exempt for starting D.M.U. trains standing on the up platform<br />
line immediately ahead of No. 2 box starting signal in the centre of the station. This exemption<br />
will not apply to a train detained at No. 1 box up platform home signals.<br />
LICHFIELD T.V. JUNCTION<br />
When there is a failure of the signalling equipment on the "down and up" branch line working<br />
by Pilotman will be introduced in accordance with Instiuction 8 of the Instructions to Trainmen<br />
and others concerned for signal lines worked by the Tokenless Block System as contained in the<br />
General Appendix.<br />
ESSINGTON WOOD SIDINGS<br />
Guards of Up Freight trains brought to a stand inside the up outer home signal before passing<br />
the box must advise the Signalman that the train is complete with tail lamp as soon as possible after<br />
the train stops.<br />
Guards of trains which require to stop at Bloxwich to pin down wagon brakes must advise the<br />
Signalman at Essington Wood Sidings box.<br />
BRERETON SIDINGS—RUGELEY C.E.G.B. POWER STATION<br />
The Power Station Controller is in charge of all movements made within the power station<br />
sidings.<br />
Telephones, giving communication with the Power Station Control Room are located at various<br />
places throughout the sidings. If a telephone fails the Guard must proceed to the Control Room,<br />
but if another telephone is available en route to the Control Room, this may be used provided the<br />
Power Station Controller is advised of the circumstances.<br />
Trains must not be propelled into the Power Station Sidings during the time of a failure of the<br />
telephones and track circuits between Brereton Sidings box and the Power Station Control Room.<br />
During such time, the Driver and Guard of a train for the sidings, will be informed of the circumstances<br />
before entering the sidings and must work to the instructions given them by the Signalman<br />
at Brereton Sidings box. The permission of the Signalman at Brereton Sidings box must be<br />
obtained by the Guard before the train leaves the sidings during the time of such failure.<br />
Before drawing through the discharge hoppers, the Guard must apply the brake on the last<br />
vehicle to pass through the hoppers. This is to keep all couplings throughout the train in tension<br />
during unloading and weighing.<br />
When a train is in the run-round siding ready to proceed over the discharge hoppers the Guard<br />
must advise the Power Station Controller.<br />
Should the instruction Notice Board at signal S8A or S8B fail to illuminate when the appropriate<br />
signal clears, the Driver must telephone the Power Station Controller and advise him of the failure<br />
and thereafter work in accordance with his instructions.<br />
The position light ground signals situated alongside and applying to the discharge lines are<br />
provided with an additional red aspect above them. This aspect is not normally illuminated but<br />
should it become illuminated the Driver must immediately bring his train to a stand irrespective of<br />
the distance it is from such signal. The train must not be moved again until the red aspect is<br />
extinguished and the Driver has received a further signal to move.<br />
If, after a train has been brought to a stand at a signal along the discharge line, and the reversing<br />
signal is then illuminated, the Driver must set-back bringing the train to a stand immediately the<br />
reversing signals are extinguished.<br />
296
BETWEEN HEATH TOWN SIDINGS AND WEDNESFIELD<br />
The train staff for the single line, when not in use, is locked in a release instrument near the<br />
Stop board, released from Wolverhampton box. Drivers must telephone the Signalman at<br />
Wolverhampton box to obtain the staff, and again on the return journey after the staff has been<br />
replaced in the release instrument.<br />
WEDNESFIELD<br />
Propelled trains from Heath Town Junction to Weldless Steel Tube Ltd., Wednesfield, and<br />
vice-versa, must be provided with a fitted brake van at each end.<br />
From the "End of <strong>Section</strong>" board at the Wednesfield end of the single line to the "Stop and<br />
Await Instructions" board on the Wolverhampton side of Bridge No. 105, the speed of the train must<br />
not board. exceed 5 m.p.h., and it must be brought to a stand with the leading brake van opposite this stop<br />
Before instructing the Driver to propel the train to the discharging gantries. the Guard must<br />
obtain an assurance from the firm's Person in charge of shunting operations that the siding on which<br />
the train is required to travel is not occupied, that the gantry hoisting equipment is lifted clear and<br />
that the propelling may commence.<br />
When the Guard is satisfied that it is safe to proceed he must hand-signal the Driver to recommence<br />
propelling. The speed must not exceed 5 m.p.h. and the train must be stopped with the<br />
leading loaded vehicle under the overhead gantry structure. The brake van handbrake must then be<br />
fully applied and the Driver hand-signalled to "ease-up" against the brake van. The Guard must<br />
than apply the handbrakes on all vehicles to hold them securely on the falling gradient, and ensure<br />
that the firm's shunters have placed all the instanter couplings in the long position before the locomotive<br />
is detached. The locomotive with Guard must then return to Heath Town Junction.<br />
Gravitation shunting, will be performed by the firm's shunters and the train re-assembled<br />
coupled and brake pipes connected by them on the Willenhall side of the discharge gantries.<br />
On returning for the empty vehicles, the locomotive must be crossed to the unoccupied siding<br />
and on arrival at the "Stop and Await Instructions" board the Guard must obtain the permission<br />
of the Person in charge to proceed to the rear of the empty train.<br />
Before signalling the Driver to commence propelling, the Guard must be satisfied that the<br />
train is correctly formed and that the automatic brake is operative throughout the train.<br />
BETWEEN HEATH TOWN SIDINGS AND WOLVERHAN1PTON SOUTH<br />
A propelled movement on the "up and down" through siding from Heath Town Sidings to<br />
Wolverhampton South must be made only in clear weather, must have a brake van leading with the<br />
vacuum brake connected up and in use and must not exceed 25 S.L.U.<br />
OXFORD TO BIRMINGHAM AND BRANCHES<br />
BANBURY<br />
Banbury South Down Main Home Signal—Rule Book, <strong>Section</strong> K, clause 3.1.2. When a train is<br />
detained an unusually long time at this signal the Secondman must use the telephone at the London<br />
end of the down reception siding to communicate with the Signalman. He must make it clear<br />
that he is carrying out Rule Book, <strong>Section</strong> K, clause 3.1.2. in respect of a train standing on the down<br />
main line at the home signal.<br />
Banbury South—Relief of Locomen. When Locomen on the down main line or down reception<br />
line have been relieved the incoming Driver must advise the Signalman by telephone from the<br />
Trainmen's relief cabin that relief has been effected and the train is ready to depart.<br />
Midland Tar Distillers Ltd. Siding. The points leading to the private siding from No. 1 mileage<br />
siding South end are <strong>Shunt</strong>er's worked by cabin. ground lever, secured by padlock when not in use, the key being kept in the<br />
The siding crosses a private roadway and is protected by gates, the <strong>Shunt</strong>er being responsible for<br />
securing the gates across the roadway before any shunting movement is made across the roadway.<br />
On completion of the work, the <strong>Shunt</strong>er must see that vehicles left in the private siding are clear<br />
of <strong>Shunt</strong>ers' the roadway, cabin. that gates and points are secured in the normal position, and return the key to the<br />
Middle Road between Banbury North and South Boxes. When an up freight train or locomotive<br />
has to leave the yard via this siding the <strong>Shunt</strong>er despatching the train must instruct the Driver to<br />
proceed to the stop board only. The South End <strong>Shunt</strong>er will be responsible for seeing that the line is<br />
clear before instructing the Driver to pass the board. Before the train leaves the hump yard the Head<br />
<strong>Shunt</strong>er must advise the Signalman at Banbury South box, by telephone, what it is intended to do.<br />
This Siding must not be used by locomotives from Banbury South to Banbury North unless accompanied<br />
by a Hump Yard <strong>Shunt</strong>er.<br />
Horse Box Sidings (North end). Not more than four coaches may be propelled into this siding.<br />
297
GREAVES' SIDINGS<br />
A wheel stop normally across the down siding is provided on the signal box side of the connection<br />
from the down main line. The key to the padlock on the wheel stop is kept in the signal box.<br />
The Person in charge of shunting movements must obtain the key from the Signalman and remove<br />
the wheel stop to enable the movements to be made.<br />
When the movements have been completed and the wheel stop replaced across the siding the<br />
Signalman must be advised accordingly and the key returned to him.<br />
Before a movement is made into Associated Portland Cement Co's sidings the Person in charge<br />
of the movement must come to a clear understanding with the firms representative as to what movements<br />
require to be made.<br />
LEAMINGTON SPA<br />
<strong>Shunt</strong>ing on Down Side at North end. Before shunting commences from the bay or dock sidings,<br />
the <strong>Shunt</strong>er must have a clear understanding with the Signalman.<br />
A Passenger <strong>Shunt</strong>er requiring to shunt along the bank siding in addition to communicating<br />
with the Signalman must have a clear understanding with the Goods Yard <strong>Shunt</strong>er.<br />
The Goods Yard <strong>Shunt</strong>er may shunt from the North end of the bank siding up to the signal<br />
applying along the bank siding towards the down bay, but if it is necessary to go beyond that point<br />
towards the gas, dock or adjacent sidings, the <strong>Shunt</strong>er must communicate with the Signalman, and<br />
go forward and see that all is clear, and if passenger shunting is in operation have a clear understanding<br />
with the Passenger <strong>Shunt</strong>er as to the work to be done.<br />
Oil Tank Siding. This siding is connected with the shunting spur on the down side at the North<br />
end of the goods yard. A wheel stop block fitted with padlock is provided, the key being kept in the<br />
Inspector's Cabin.<br />
Hunters' and Wagon Repairs Siding. The hand points are padlocked when not in use, the key<br />
being kept in the Inspector's Cabin. Before commencing any shunting the <strong>Shunt</strong>er must arrange<br />
with Rigley's Foreman for the traversing bridge to be clear and the shop doors open. The Driver<br />
must be verbally advised what has to be done, and B.R. locomotives must not go beyond the limit<br />
of B.R. track.<br />
TYSELEY<br />
Detention of Trains at signal SY.442. Drivers of through trains which are stopped at this signal<br />
must advise the Signalman at Saltley box if they require assistance to overcome the sharp rising<br />
gradient when starting away. A locomotive will assist the train as far as signal SY.442, but will not be<br />
coupled to the train.<br />
Carriage Shed and Sidings. Before a movement is allowed to enter the sidings from the South<br />
end the Signalman at Saltley box must obtain permission from the Person in charge at the carriage<br />
sidings who must give an assurance that the line for which the points are set is clear sufficiently to<br />
accommodate the movement.<br />
The Signalman will not clear the signal for a propelled movement to leave the carriage sidings<br />
until the Person in charge has advised him that he is ready for the movement to be made.<br />
When a <strong>Shunt</strong>er is not available at the North end of the carriage sidings, trains must draw into<br />
No. 6 siding and they must stop clear of the connections at the South end and be dealt with by<br />
the <strong>Shunt</strong>er. No. 6 siding must always be kept clear for this purpose and vehicles must not be stabled<br />
on this siding from the South end.<br />
When vehicles have to be placed on any of the Operating Department lines at Tyseley Carriage<br />
Sidings, or into either of the Running and Maintenance lines, they must always be placed where<br />
required by a locomotive.<br />
Oil and Cripple Sidings. All movements to and from these sidings must only be made via the<br />
trailing connection from the down through siding.<br />
The points in the down through siding of the connection to the oil and cripple sidings must be<br />
normally kept clipped and padlocked for movements on the down through siding. The points of<br />
this connection in the oil and cripple sidings must be kept clipped and padlocked for movements<br />
from the oil and cripple sidings to the down through siding.<br />
When it is necessary for a movement to be made to the oil and cripple sidings the Guard or<br />
<strong>Shunt</strong>er must obtain the key to the padlock from the Signalman at Tyseley No. I box. Upon<br />
completion of work the points of the connection from the down through siding to the oil and cripple<br />
sidings must be clipped and padlocked in the normal position and the key returned to the Signalman<br />
at Tyseley No. I box.<br />
SMALL HEATH<br />
Empty Shed. Movements into and out of the Empty Shed may be made only by permission of<br />
the Sundries Depot Foreman. He must be present when movements are required and be responsible<br />
for seeing that Depot staff lower wagon doors before wagons are berthed at the platform and close<br />
them again after vehicles have been drawn out of the Shed. <strong>Shunt</strong>ers must obtain permission from the<br />
Sundries Depot Foreman before making movements into and out of the empty shed.<br />
298
BETWEEN PRINCES RISBOROUGH AND AYNHO JUNCTION<br />
The instructions for working Single lines by the Tokenless Block System contained in the General<br />
Appendix will apply with the exception of Instruction 1. The section of line is fully track<br />
circuited and the clearing of the section signal will be the Driver's authority to proceed on to the<br />
single line. Except as shown in Instructions 3, 4, 5, 6 and 7, Drivers must not proceed unless the<br />
section signal has been cleared.<br />
Should a failure of the section signal only occur, Drivers may pass this signal at Danger on instructions<br />
from the Signalman.<br />
ARDLEY<br />
<strong>Southern</strong> Electricity Board—Neutral Wire. A neutral earth wire belonging to the <strong>Southern</strong><br />
Electricity Board is located in a cupboard marked LOCX 11 & 12 C.H.T.F. opposite Ardley ground<br />
frame. If this earth wire is damaged in any way, the <strong>Southern</strong> Electricity Board, 37 George Street,<br />
Oxford, must be advised immediately.<br />
BETWEEN HATTON WEST JUNCTION AND BEARLEY JUNCTION<br />
The instructions for working Single lines by the Tokenless Block System contained in the<br />
General Appendix will apply with the exception of Instruction I. The section of line is fully track<br />
circuited and the clearing of the section signal will be the Driver's authority to proceed onto the single<br />
line. Except as shown in Instructions 3, 4, 5, 6 and 7, Drivers must not proceed unless the section<br />
signal has been cleared.<br />
In connection with Instruction 7 (A) ,(iii) (a), if the Pilotman personally orders a train to proceed<br />
from Bearley Junction to Hatton but does not travel on it, such train must stop at signal SY.119<br />
or SY.I28 and the Guard must advise the Signalman at Saltley box by telephone, whether the<br />
train has arrived complete with tail lamp attached.<br />
BIRMINGHAM MOOR STREET<br />
After an arriving train has come to a stand in the station, it must not draw towards the signal<br />
controlling the exit from the platform concerned until that signal is cleared for the train to depart.<br />
DROITWICH SPA TO WALSALL AND BRANCHES<br />
HARTLEBURY<br />
Elmley Lovett Sidings. B.R. locomotives must not pass the stop board beyond the exchange<br />
sidings.<br />
Speed of movements to and from the R.A.F. Depot must not exceed 4 m.p.h.<br />
Before a train conveying traffic for the private sidings leaves Hartlebury Station the Signalman<br />
must advise the B.R. Foreman in the private sidings by telephone.<br />
When the train has been shunted clear of the main line and before it is propelled into the private<br />
sidings, the B.R. Foreman must arrange for shunting by the R.A.F. to cease and take steps to prevent<br />
the possibility of a conflicting movement. After doing so he must place a red flag (or light during<br />
darkness or fog or falling snow) on posts provided for the purpose at both ends of the exchange<br />
sidings. He must then contact the R.A.F. Leading Storeman i/c Marshalling Yard to inform him<br />
that work is to be performed in the exchange sidings.<br />
During fog or falling snow the B.R. Foreman must place 3 detonators (20 yards apart) on the<br />
rails of the private sidings side of each of the posts referred to (at both ends of the exchange sidings)<br />
before a B.R. locomotive or train is permitted to enter any of the sidings or the line leading to them.<br />
The B.R. Foreman must contact the Air Ministry Police <strong>Of</strong>fice to have the gates into the depot<br />
opened. He must then proceed to the first rail crossing 115 yards inside the gate and contact the Air<br />
Ministry Police <strong>Of</strong>ficer and receive his assurance that it is safe for a train to proceed to the exchange<br />
sidings. He will then authorise the Guard to commence the movement.<br />
The propelling movement must not consist of more than 25 S.L.U. and the B.R. Guard must<br />
precede the propelling movement on foot, warn any person who may be on the route of the vehicles<br />
and hand signal to the Driver as necessary.<br />
Before any movement is made from the exchange sidings to the up siding the B.R. Foreman must<br />
obtain permission from the Air Ministry Police <strong>Of</strong>ficer.<br />
When all movements by the B.R. locomotive have been completed within the exchange siding<br />
area the red flags, lights and detonators must be removed and the R.A.F. Leading Storeman i/c Marshalling<br />
Yard advised accordingly.<br />
All movements from the exchange sidings to the up siding must be carried out with the locomotive<br />
leading, at a speed not exceeding 4 m.p.h. The Driver must keep a sharp lookout and be<br />
prepared to stop as necessary. Before a train proceeds from the up siding to the up main line in the<br />
direction of Droitwich Spa the Guard must ensure that the hand points in the up siding are set for<br />
movements along the up siding.<br />
299
KIDDERMINSTER<br />
Detention of Trains at Kidderminster Junction Down Main Inner Home signal. Guards of trains<br />
brought to a stand at this signal must indicate to the Signalman by hand signal that the train has<br />
arrived complete with tail lamp. The Guard must continue to exhibit the hand signal until it is acknowledged<br />
by the Signalman who will, at night or during fog or falling snow, exhibit a white light held<br />
steadily.<br />
<strong>Shunt</strong>ing in Kidderminster Yard. If it is necessary for a movement to be shunted on to the front<br />
siding to stand clear while other movements are carried out in the yard, a red flag or light must be<br />
exhibited and the locomotive and vehicles must not be moved from the front siding until this Danger<br />
signal has been removed and the appropriate hand signals given by the <strong>Shunt</strong>er.<br />
Cripple Wagon Sidings. The hand points for the cripple wagon siding, situated on the Worcester<br />
side of the footbridge must be normally set for the new shunting spur, and kept padlocked. The key<br />
of the padlock is kept in the Yard Foreman's cabin.<br />
Messrs. Harvey's Private Siding. Traffic for these sidings must be worked from the goods yard<br />
by a B.R. locomotive in charge of the Yard <strong>Shunt</strong>er and placed inside Harvey's gate. B.R. locomotives<br />
must not work beyond the gate into the sidings.<br />
BLAKEDOWN<br />
Single Line Working. When it is necessary to introduce single line working over the down or up<br />
line between Blakedown and Stourbridge Junction South, or a box beyond, all down class 7, 8 and<br />
9 trains must, whenever possible, be assisted in rear.<br />
ROUND OAK SOUTH<br />
Steel Works Level Crossing. The Steel Works locomotive will give two blasts on the horn when<br />
it requires to cross the B.R. lines.<br />
B.R. locomotives approaching the level crossing must sound the horn to warn employees who<br />
may be crossing the line.<br />
Vehicles standing in the B.R. sidings, must be kept well clear of the crossing, and secured by<br />
brakes or sprags.<br />
When it is necessary to foul the Crossing, the <strong>Shunt</strong>er must obtain permission from the Signalman<br />
in the Round Oak South box and when the work is completed he must inform the Signalman that<br />
all vehicles are clear of the Steel Work line.<br />
After the Signalman has given the <strong>Shunt</strong>er permission to use the crossing, he must not allow a<br />
Round Oak Steel Works movement to foul the Crossing, until the <strong>Shunt</strong>er has given him an<br />
assurance that the crossing is again clear.<br />
DUDLEY FREIGHTLINER TERMINAL<br />
The Person in charge of the Terminal is responsible for the operation of all hand points in the<br />
down goods siding and the North end connection between Nos. 2 and 3 depot roads, and for ensuring<br />
that the former are normally set for movements along the down goods siding.<br />
It will be necessary, from time to time, to unload and stack containers on one of the three terminal<br />
sidings, blocking that particular siding to traffic. Before allowing this to be done, the Person in charge<br />
must advise the Signalman, by telephone, and clip and padlock the points affected.<br />
Berthing inwards trains. Terminating freightliner trains arriving from the Walsall direction will<br />
set back into the terminal through the trailing crossover nearest to the tunnel on the Round Oak<br />
side of the box.<br />
The Person in charge must advise the Signalman to which terminal siding each train is to be<br />
directed. After the Signalman has set the route as directed, the Person in charge must give him an<br />
assurance, by telephone, that the correct route has been set up and the siding is clear to receive the<br />
train; having received this assurance, the Signalman will clear the signal authorising the setting-back<br />
movement.<br />
A plunger at the signal controlling setting-back movements from the up main line to the terminal<br />
can be operated to illuminate a stencil "set back" indicator situated adjacent to the permanent marker<br />
light in the tunnel. The Guard must operate this plunger when the shunting signal has been cleared<br />
and the route indication "L" is displayed in the route indicator panel. When this has been done, the<br />
Guard must proceed to the terminal and report to the Person in charge. Upon receiving the set back<br />
indication, the Driver must propel his train into the terminal, at a speed not exceeding 5 m.p.h.<br />
After advising the Signalman to which siding the terminating train is to be routed, and giving him<br />
the assurance referred to above, the Person in charge must stand at the board lettered "Engines of<br />
propelled trains not to pass this board without instruction" and assist the Driver in berthing the train.<br />
When the locomotive reaches the Stop board, the Driver must await further instructions from the<br />
Person in charge before setting his train back clear into the terminal.<br />
When the train is brought to a stand in its final berthing position, the Guard must apply sufficient<br />
hand brakes on the train before the locomotive is detached.<br />
300
Departure of Freightliner trains. Locomotives to work departing trains will normally arrive from<br />
the Walsall direction and will proceed to the terminal by the connection facing in the down direction<br />
to the down goods siding, thence setting back over the hand points to the required terminal<br />
siding.<br />
Before allowing this locomotive movement, or any other movement, through the connection<br />
facing in the down direction to the down goods siding, the Signalman will obtain permission from<br />
the Person in charge, by telephone, and the Person in charge will be responsible for operating the<br />
hand points and ensuring that they are correctly set for the movement. In the case of a locomotive<br />
for the terminal, the Person in charge is responsible for calling it back on to the train.<br />
Immediately upon arriving at the terminal, the Guard must report to the Person in charge who,<br />
before departure of the train, must give him a certificate that all vehicles have been inspected and<br />
are in order and all containers are properly secured on vehicles, the tail lamp has been filled, cleaned,<br />
trimmed and lit as necessary and is in position at the rear of the train, also that the "Brake<br />
Continuity Test" has been carried out and the hand brakes released.<br />
After the locomotive has been coupled to the train, the Driver must fully apply the air brake.<br />
In conjunction with the Maintenance representative, who will be at the rear of the train, the<br />
Driver must carry out the "Brake Continuity Test". When the Maintenance representative is<br />
satisfied that the brake test has been satisfactorily carried out, he must signal to the Driver accordingly<br />
. The Person in charge must advise the Signalman when the train is ready to depart. If the train is<br />
required to set back on to the up main line, the Guard must not obscure or remove the tail lamp when<br />
the train is standing completely on the up main line.<br />
WEDNESBURY TOWN<br />
Hill Top Foundry Siding. Immediately on arrival of a train which is to serve this siding the call<br />
plunger at the down home signal must be operated.<br />
Darlaston Branch. A movement must not be made in either direction past Stop board No. 1<br />
without permission of the <strong>Shunt</strong>er in charge at Patent Shaft Sidings.<br />
Freight vehicles may be propelled without brakevan from Wednesbury ground frame to<br />
Stop board No. 1, subject to the conditions set out in Table Fl.<br />
Freight vehicles without a brakevan in rear may be worked between Wednesbury ground frame<br />
and the end of the branch, subject to the conditions set out in Table Hl.<br />
STOURPORT-ON-SEVERN C.E.G.B. SIDINGS<br />
Trains between the single line and the C.E.G.B. siding must have a brakevan at the front and<br />
rear and be accompanied by a Guard and a <strong>Shunt</strong>er, one man riding in each van. Head, side and<br />
tail lamps must be exhibited, lit during the hours of darkness and during fog or falling snow.<br />
The speed of trains over the power station line must not exceed 10 m.p.h. during clear weather,<br />
and 4 m.p.h. during fog or falling snow.<br />
The Central Electricity Generating Board's locomotive must not proceed beyond the fouling<br />
point at the Stourport end of the loop between the Worcester Road and Hartlebury Road bridges in<br />
the direction of Stourport unless specifically instructed to do so by the B.R. <strong>Shunt</strong>er.<br />
The Person-in-charge at Stourport-on-Severn must advise the Power Station weighbridge staff<br />
when a trip leaves the single line for the Power Station, and the B.R. <strong>Shunt</strong>er must advise the<br />
Person-in-charge at Stourport-on-Severn when a return trip is about to leave Hartlebury Road bridge<br />
for the single line.<br />
The normal method of working will be as under:—<br />
Trains to the Siding. Each train from the single line to the sidings must be drawn. It must stop<br />
at the incline stopboard near the entrance to the power station line, to pin down brakes, and again<br />
at Mill Road Bridge to release the brakes.<br />
The <strong>Shunt</strong>er must ride in the front van to pin down and pick up brakes.<br />
The train must again stop on the Stourport side of Hartlebury Road Bridge, and the B.R. locomotive<br />
must not proceed beyond this point until permission is received from the C.E.G.B. <strong>Shunt</strong>er.<br />
Trains from the Siding. Trains not exceeding 50 empty wagons may be drawn to Stourport.<br />
Only one brake van is necessary, marshalled at the extreme rear, in which the Guard must ride.<br />
The train must be brought to a stand clear of the entrance to the Stourport down loop siding,<br />
and the Driver must not proceed until he has received a handsignal from the <strong>Shunt</strong>er.<br />
KIDDERMINSTER JUNCTION<br />
Fouling Single Line for <strong>Shunt</strong>ing purposes. When it is necessary for a train to proceed on to the<br />
Foley Park branch in order to set back into the sidings, the leading vehicle when setting back must<br />
be a brake van in which a Guard or other competent man is riding.<br />
Admittance of Freight trains direct from the Branch Line to the Front Siding. The <strong>Shunt</strong>er, before<br />
giving permission to the Kidderminster Junction Signalman for a train to enter the front siding,<br />
must, during darkness, place the red shades in the lamp-case fixed on the post or exhibit a red flag<br />
at the spot during daylight; a train may draw up to the red light or flag, but must not pass that<br />
point until the red signal has been removed and the Driver instructed to move by the <strong>Shunt</strong>er.<br />
301
STOURBRIDGE TOWN BRANCH<br />
The train staff for the Stourbri dge Junction—Stourbridge Town section may be retained by the<br />
Driver after returning from Stourbridue Town provided he is working the next train to Stourbridge<br />
Town.<br />
LANGLEY GREEN<br />
British Industrial Plastics Ltd. Sidings. When a movement requires to enter the siding, the<br />
<strong>Shunt</strong>er in charge must obtain the key to the padlock on the ground lever and the key to the gate<br />
across the siding from the Signalman at Langley Green East box.<br />
When the keys have been taken from the box a movement must not be made to or from the<br />
East end of the up marshalling sidings unless the permission of the <strong>Shunt</strong>er in charge has been<br />
obtained.<br />
On completion of work the <strong>Shunt</strong>er in charge must secure the gate across the siding and secure<br />
the points in the normal position and return the keys to Langley Green East box.<br />
Albion Bottle Co. Ltd. Siding. When a movement requires to enter the siding, the <strong>Shunt</strong>er in charge<br />
must obtain the keys, to the padlock on the ground lever, to the wheel stop and to the gate across<br />
the siding from Langley Green East box.<br />
Only four wheeled vehicles must enter the sidings, the locomotive not going beyond the wheel<br />
stop, and care must be exercised when attaching and detaching vehicles.<br />
On completion of work the <strong>Shunt</strong>er in charge must secure the gate across the siding and secure<br />
the points and wheel stop in the normal position and return the keys to Langley Green East box.<br />
Messrs. Albright & Wilson's Siding. When a movement requires to enter the siding the <strong>Shunt</strong>er<br />
in charge must obtain the key to the padlock on the points from Langley Green Middle box.<br />
Vehicles for the siding must not be loose shunted.<br />
On completion of work the <strong>Shunt</strong>er in charge must secure the points in the normal position<br />
and return the key to Langley Green Middle box.<br />
ROWLEY REGIS<br />
Up through Freight Trains. Up through freight trains assisted in rear which have vehicles to<br />
detach at Rowley Regis must stop with the assisting locomotive adjacent to the box. The Driver<br />
of the assisting locomotive must work to the instructions of the Signalman. Traffic on such trains must<br />
be put off at the East End.<br />
CRADLEY<br />
Single Line Working. When it is necessary to introduce single line working over the down or<br />
up line between Cradley and Old Hill Junction, or a box beyond, all up class 7, 8 and 9 trains must<br />
be assisted in rear.<br />
LYE<br />
Warning Bells. Two warning bells are provided on the up side of the line between the up<br />
starting and advanced starting sign als to warn staff of the approach of down trains.<br />
BIRMINGHAM SNOW HILL<br />
Down Sidings North. Drivers of diesel locomotives and Diesel Multiple Units must switch off the<br />
motors while standing on this siding to avoid possible corrosion of the relay room cable fastenings.<br />
HANDSWORTH AND SWIETHWICK<br />
Up Siding. The hand points leading to the siding alongside the loop are kept set for the sidings<br />
and padlocked, the key being kept in the signal box.<br />
Trains turned directly into this siding must stop clear of the connections at the Queen's Head end.<br />
Trains on this siding must not pass the 'STOP' lamp between the goods loop and the siding without<br />
permission from the <strong>Shunt</strong>er or Guard in charge.<br />
When this siding is used for running round freight trains, the Guard or <strong>Shunt</strong>er in charge<br />
must obtain the key of the hand points from the Signalman, and as soon as the movement has been<br />
made the hand points must be set in the normal position, padlocked and the key returned to the<br />
Signalman.<br />
The time the key is taken from and returned to the Signalman must be entered in the Train Register.<br />
HANDSWORTH JUNCTION<br />
Birmingham Corporation Water Main over Halford Lane Bridge. To protect the railway if this<br />
water main bursts a valve is fitted on the North side of Halford Lane Bridge. The key or spanner<br />
for manipulating the valve is kept in Handsworth Junction box, and if a burst occurs likely to affect<br />
B.R. property, the Signalman must have the water turned off at the valve.<br />
302
WEDNESBURY CENTRAL<br />
The hand points leading from the refuge siding to Monway Sidings must be normally set for the<br />
refuge siding and secured by clip and padlock, the key being kept in Wednesbury Central South<br />
signal box.<br />
The Chargeman at Wednesbury Town must advise the Patent Shaft Steel Works Foreman when<br />
a loaded train has arrived and he must obtain his permission for a train to enter the discharge road.<br />
The Guard or <strong>Shunt</strong>er in charge of an oil train requiring to berth on the discharge road must<br />
obtain the key to the padlock on the points.<br />
The speed of movements into, within and out of Monway Sidings must not exceed 5 m.p.h.<br />
The loaded tanks must be positioned on the discharge road in accordance with the instructions<br />
of the Patent Shaft Steel Works Foreman and the locomotive must not be detached until the vehicles<br />
have been properly secured.<br />
After unloading has been completed the Guard or <strong>Shunt</strong>er must not give the right away signal<br />
to the Driver until he is given an assurance by the Patent Shaft Steel Works Foreman that the<br />
hatches have been secured and the hoses disconnected.<br />
When the train has departed from the sidings the points must be clipped and padlocked for the<br />
refuge siding and the key returned to Wednesbury Central South box.<br />
BROMLEY<br />
A train requiring to work at the sidings, the Driver of which is in possession of the "One train<br />
working" staff for the Pensnett branch line, must only return to Kingswingford Junction South box<br />
via the single line.<br />
PENSNETT<br />
Messrs. Lunt Comley Pitts Sidings. Locomotives are prohibited from working over the hopper<br />
plant. Sufficient additional vehicles must be attached between the locomotive and the vehicles to be<br />
detached or attached at the siding to obviate the necessity for the locomotive to go over the hopper<br />
plant.<br />
DERBY TO BLACKWELL AND BRANCHES<br />
DERBY<br />
Derby C. & W. Works. Coaching stock vehicles when propelled on to the inwards line must<br />
have the automatic brake connected up and in use, the Guard or <strong>Shunt</strong>er complying with the<br />
instructions contained in the second paragraph of the preamble to Table Fl of this book.<br />
Should, however, the propelling movement consist of a variety of vehicles which precludes the<br />
use of the automatic brake, a sufficient number of staff must be in attendance to relay handsignal(s)<br />
from the Guard or <strong>Shunt</strong>er, who must ride in the leading vehicle, to the Driver.<br />
St. Andrews' Depot. <strong>Shunt</strong>ing movements from the depot must normally be made towards<br />
St. Andrew's Siding 2. The Signalman at Derby box must be advised the description and destination<br />
of trains requiring signal DY.432 to be cleared.<br />
A down direction movement must not be made beyond the notice boards leading from<br />
St. Andrew's Siding 1 or 2 towards the L. & N.W. .111. direction until the permission of Signalman<br />
at Derby box has been obtained, by telephone.<br />
SUNNY HILL<br />
A train must not proceed in the wrong direction from Sunny Hill East frame to signal DY.375<br />
until the permission of the Signalman at Derby box has been obtained by telephone. He must be<br />
advised the description and destination of the train.<br />
STENSON JUNCTION<br />
Willington C.E.G.B. Sidings. The Guard of a train proceeding to the loaded wagon sidings<br />
via the arrival line must immediately advise the Signalman at Derby box, by telephone, when the<br />
arrival line is again clear.<br />
BURTON-ON-TRENT<br />
When Horninglow Bridge shunting frame is closed, a maximum of three vehicles may be propelled<br />
on the up main line from signal DY.141 (Leicester .1n.) for the purpose of attaching them to<br />
the rear of a train standing in the up main platform line at Burton-on-Trent station. After attaching<br />
the vehicle(s), the locomotive may return towards signal DY.148.<br />
303
Shobnall Siding—Wellington Street Level Crossing. Drivers of a propelled movement travelling<br />
towards the crossing from the Leicester Junction direction must bring their locomotive to a stand<br />
adjacent to the miniature yellow-armed repeat signal situated 230 yards on the approach side of the<br />
crossing. A further movement towards the crossing must not be made until the miniature yellowarmed<br />
repeat signal has been cleared for the movement.<br />
A brake van, in which a Guard must ride, must be the leading vehicle on all propelled<br />
movements and a sufficient number of wagon brakes to control the movement must be applied. A<br />
propelled movement, excluding locomotive and brake, must not exceed 22 S.L.U.<br />
All drawn movements towards Leicester Junction must have a brake van, in which a Guard<br />
must ride, as the rearmost vehicle on the train.<br />
To operate the signals at the crossing, the Guard or <strong>Shunt</strong>er must carry out the following<br />
procedure:—<br />
(1) Press plunger in cupboard adjacent to signal concerned.<br />
(2) When the two white lights in the cupboard are illuminated, to indicate that all road lights<br />
are at Red, unlock the appropriate ground frame and clear the stop signal concerned;<br />
( When the movement is clear of the crossing, the Stop signals must be replaced to Danger<br />
3 and the Annetts key withdrawn from the ground frame.<br />
Should ) either of the white lights in the cupboard fail to illuminate the Guard or <strong>Shunt</strong>er in<br />
charge of the movement, may work in accordance with the normal instructions for operation as above<br />
but must in addition, immediately report the failure to the Area Manager by means of the telephone<br />
provided.<br />
In the event of both white lights failing to illuminate, the Guard or <strong>Shunt</strong>er in charge of the<br />
movement must immediately advise the Area Manager of the circumstances, by means of the<br />
telephone provided, and, when the movement to be made over the crossing is a propelled movement<br />
from the Leicester Junction direction, the train must not proceed over the crossing until either the<br />
failure has been rectified or a sufficient number of handsignalmen to protect the crossing have been<br />
provided. In the case of a movement, other than a propelled movement, the Guard or <strong>Shunt</strong>er in<br />
charge must take action to stop any road traffic concerned, advise the Driver of the train of the circumstances,<br />
instruct him to proceed cautiously over the crossing and be prepared to stop short of any<br />
obstruction.<br />
LEICESTER JUNCTION<br />
Driver's Relief. Drivers of down trains requiring relief must bring their trains to a stand at the<br />
"B" relief cabin, to ensure that the train is clear of the junction.<br />
KINGSBURY<br />
Warwickshire Fuel Oil Co., Private Sidings. All movements to and from the sidings must not<br />
exceed 5 m.p.h. and they will be under the control of the Guard.<br />
When a train for the sidings arrives at the South ground frame, clear of the connection from<br />
the down main line, the Guard must obtain the Annetts key from the Person in charge at Kingsbury<br />
and he must ensure that the gates to the sidings have been opened before a movement is made<br />
towards the sidings.<br />
Before a train enters the sidings the Trainmen must ensure that:—<br />
The brake van fire(s) have been extinguished,<br />
All naked lights, i.e. oil hand, head, tail and side lamps have been extinguished and placed<br />
in the Driver's cab or brake van, and<br />
Matches, cigarette lighters, etc. have been deposited in the receptacle provided on the<br />
boundary fence adjacent to the sidings gate.<br />
The Guard must work in conjunction with the Warwickshire Fuel Oil Co's staff and the train<br />
must be berthed with the first and last tank wagons within the marker boards lettered B and C<br />
but trains conveying more than 8 x 100 ton tank wagons must be berthed on two sidings.<br />
When the berthing of a train has been completed the locomotive must, unless instructions are<br />
given to the contrary, return to Kingsbury <strong>Shunt</strong>ing Frame. The South ground frame must be<br />
closed and the Annetts key returned.<br />
Brake van fire(s), oil hand, head, tail and side lamps must not be replaced or relit until the<br />
train has drawn clear of the discharge sidings.<br />
304
CASTLE BROMWICH<br />
Messrs. T. W. Ward's Private Siding. Each of the two sidings will accommodate up to ten Presfio<br />
cement wagons which must be stabled with the discharge valve facing inward, i.e. towards the<br />
adjacent siding.<br />
Each raft of loaded cement vehicles must be positioned with the leading buffer beam of the<br />
eighth Presflo wagon from the stop block end opposite the marker board.<br />
A light switch on the first stanchion of the elevated hoppers crossing both sidings will illuminate<br />
the track immediately in that vicinity. The Guard of the train must operate the switch as necessary<br />
upon arrival and departure during the hours of darkness.<br />
Guards of departing trains must advise Birmingham Control Room, by telephone, of the train<br />
loading.<br />
BROMFORD BRIDGE<br />
Esso Co's Sidings. The speed of movements into and out of these sidings and shunting movements<br />
within the sidings must not exceed 5 m.p.h.<br />
WASHWOOD HEATH<br />
West Midlands Gas Board Sidings. All movements into and out of these sidings must be under<br />
the control of the B.R. shunter and not exceed a speed of 5 m.p.h.<br />
The following instructions must be complied with before a train is permitted to enter or leave the<br />
connection to or from the discharge siding:—<br />
(1) The B.R. <strong>Shunt</strong>er must confer with the W.M.G.B. staff before a movement is made in<br />
either direction along the connection to the siding.<br />
(2) The B.R. <strong>Shunt</strong>er must work in conjunction with the W.M.G.B. staff while berthing or<br />
drawing out tank wagons at the discharge point.<br />
(3) Before any movement is made into or out of the sidings all naked lights (e.g., oil hand,<br />
head, tail and side lamps) must have been extinguished and removed.<br />
(4) Matches, cigarette lighters, etc., and any other items of an inflammable nature must<br />
be deposited in the Yard Inspector's cabin.<br />
(5) The B.R. <strong>Shunt</strong>er must obtain from the Yard Inspector's cabin an electric hand lamp<br />
and ensure that it is returned when the work in the sidings has been completed.<br />
(6) If it is necessary for a brakevan to be berthed, the fire must have been cleaned out.<br />
West End Sidings. Drivers of locomotives to work trains from West end sidings must come to<br />
a stand at the ground signal situated near overbridge No. 146 and advise the Signalman at<br />
Washwood Heath Sidings No. 2 <strong>Shunt</strong>ing Frame what train they are to work, using the telephone<br />
on the abutment of the bridge.<br />
B.M.C. (Wolseley Works) Sidings. Traffic for these sidings must be propelled from Washwood<br />
Heath No. 3 <strong>Shunt</strong>ing Frame and the movement brought to a stand before reaching the footpath<br />
crossing the siding adjacent to the entrance gates. The Person in charge of the movement must obtain<br />
permission from the firm's employee in charge of the weighbridge for the B.R. train to enter the<br />
sidings after which the points controlling the entrance to the sidings can be unlocked.<br />
Inwards traffic must be placed on Nos. 1 or 2 sidings and outwards traffic drawn from No. 3 siding.<br />
Boards prohibiting the movement of B.R. locomotives beyond the clearance points of these roads are<br />
provided. They must not use No. 4 siding.<br />
On completion of work in the sidings the points controlling the entrance to the sidings must be<br />
locked for movements to and from the arrival roads and the key returned to Washwood Heath No. 3<br />
<strong>Shunt</strong>ing Frame.<br />
Arrival Roads 1 and 2. Not more than 45 S.L.U. without brake van may be propelled in either<br />
direction over these lines.<br />
Washwood Heath Sidings No. 2 <strong>Shunt</strong>ing Frame. The down through siding and the portion of<br />
the "up and down" through siding under the control of this <strong>Shunt</strong>ing Frame may be regarded as<br />
within the "Station <strong>Limit</strong>s" of this shunting frame.<br />
Washwood Heath Sidings No. 1 <strong>Shunt</strong>ing Frame. The "up and down" Lawley Street through<br />
siding may be regarded as within the "Station <strong>Limit</strong>s" of this shunting frame.<br />
Dug-Out Sidings. The <strong>Shunt</strong>er must obtain the permission of the Person in charge at<br />
Washwood Heath Sidings No. 5 <strong>Shunt</strong>ing Frame before allowing a movement to proceed from the<br />
Dug-out sidings towards the shunting frame. The <strong>Shunt</strong>er must advise the Person in charge at<br />
Washwood Heath Sidings No. 5 <strong>Shunt</strong>ing Frame each time the Up Sidings Frame is released for a<br />
locomotive to proceed to or from the Dug-out sidings and each time the frame has been relocked<br />
by Saltley box.<br />
LAWLEY STREET FREIGHTLINER TRAIN TERMINAL<br />
Incoming Trains. The Signalman at Lawley Street "A" box must advise the <strong>Shunt</strong>er on which<br />
road an incoming train is to be berthed; the <strong>Shunt</strong>er must set the hand-points for the road concerned<br />
and advise the Signalman at Lawley Street "A" box when this has been done.<br />
305
An incoming train of not more than 15 vehicles arriving in the down direction will draw onto<br />
the inland customs road for running-round purposes before being propelled into the Freighthner<br />
Depot. The Guard will be responsible for all operations in connection with the running-round<br />
movement.<br />
An incoming train of more than 15 vehicles arriving in the down direction will draw onto<br />
No. I or 2 arrival road, Lawley Street yard and the Guard will uncouple the locomotive upon<br />
arrival. The running-round movement will be carried out under the control of the Person in<br />
charge, Lawley Street Yard.<br />
When a train is ready to be propelled into the Freightliner Depot, the Guard/<strong>Shunt</strong>er will be<br />
responsible for giving the Driver the signal to commence setting back, after the appropriate signal<br />
SY454, SY462, 5Y464 or SY466 has been cleared. The Guard/<strong>Shunt</strong>er will control the settingback<br />
movement until berthing has been completed. When the train has been brought to a stand in<br />
its final berthing position the <strong>Shunt</strong>er will apply sufficient handbrakes on the train before he<br />
uncouples the locomotive.<br />
If the setting-back movement does not stand clear inside signal SY207, the authority of the<br />
Signalman at Saltley box must be obtained before the train is drawn forward.<br />
Departing Trains. The Signalman at Lawley Street "A" box must advise the <strong>Shunt</strong>er onto which<br />
road the locomotive is to go and the <strong>Shunt</strong>er must set the points accordingly, advising the Signalman<br />
at Lawley Street "A" box when this has been done.<br />
The Person in charge of the Freightliner Depot will be responsible for calling the locomotive<br />
back on to its train.<br />
On arrival with the locomotive the Guard must report to the Person in charge of the<br />
Freightliner Depot, who will, when ready, inform the Guard that the air brakes of the train have<br />
been fully applied with the static equipment. After the loco has been coupled to the train by the<br />
<strong>Shunt</strong>er, the Guard should, without delay, proceed to check and take off all handbrakes on the<br />
train. When this has been done the Guard must advise the Person in charge of the Freightliner<br />
Depot accordingly.<br />
It will not be necessary for the Guard to examine any other feature of the train, but the<br />
"Brake Continuity Test" must be carried out.<br />
Before giving the "Right-away" signal to the Driver, the Guard must receive from the Person in<br />
charge at the Freightliner Depot a certificate to the effect that all vehicles have been inspected and<br />
are in order and all containers properly secured to vehicles, the tail lamp has been filled, cleaned,<br />
trimmed and lit as necessary and is in position at the rear of the train.<br />
The Person in charge of the Freightliner Depot will be responsible for advising the Signalman<br />
at Lawley Street "A" box when the train is ready to depart.<br />
Trains of not more than 15 vehicles requiring to depart in the down direction will be drawn<br />
out of the Freightliner Depot and then set back onto the inland customs road for running-round<br />
purposes. The Guard will be responsible for all operations in connection with the running-round.<br />
Trains of more than 15 vehicles requiring to depart in the down direction will be drawn to the<br />
up reception road, Washwood Heath, where running round will be carried out under the control of<br />
the Person in charge at Washwood Heath.<br />
CASTLE DONINGTON<br />
A white light is provided on the "Stop and Await Instructions" boards applicable from the<br />
following lines:—<br />
C.E.G.B. arrival.<br />
C.E.G.B. departure.<br />
Engine run round.<br />
Arrival.<br />
Departure.<br />
Drivers of trains must not proceed over Back Lane Crossing unless the white light is displayed<br />
on the board concerned.<br />
WORTHINGTON BRANCH<br />
The Train staff when not in use is locked in a release instrument located adjacent to the single<br />
line near to the "Commencement of Single Line" notice board.<br />
It is important that the small end of the staff is the one inserted into the instrument at<br />
Worthington Junction.<br />
The Guard must telephone the signalman at Derby box on the return journey after the staff has<br />
been replaced in the release instrument.<br />
If there is any failure of the apparatus the person operating the instrument must act in accordance<br />
with the Signalman's instructions.<br />
306
BETWEEN CHELLASTON JUNCTION AND MELBOURNE JUNCTION<br />
Working of trains. Except as shown below, the above section of line is normally used as a siding<br />
to serve the intermediate private sidings en route. When through working between Chellaston<br />
Junction and Melbourne Junction is to be brought into operation, due to the diversion of trains,<br />
the following method of working must apply.<br />
Diversion of Trains Over Single Line between Chellaston Junction and Melbourne Junction. A<br />
Pilotman who will be distinguished by a red armlet, or red flag, on his left arm, will be appointed to<br />
arrange the passage of trains.<br />
Trains must not pass on to or foul the above section of line unless the Pilotman is present.<br />
Drivers passing over the section of line under the authority of a Pilotman's ticket must<br />
immediately on arrival at the other end of the section give it to the Signalman's Agent.<br />
Should a train, the Driver of which is in possession of a Pilotman's ticket, become disabled<br />
necessitating a second train or the breakdown train entering the section to render assistance, the<br />
train must be protected in accordance with Rule Book, <strong>Section</strong> H, clause 3, the Secondman must<br />
proceed with the ticket to the end where the Pilotman has been left and inform the Signalman's<br />
Agent and the Pilotman of the circumstances; the Guard must protect the train in the opposite direction.<br />
The ticket must be handed to the Pilotman. In all cases the Secondman of the disabled train<br />
and the Pilotman must accompany the assisting train.<br />
If the junction ahead be the nearer the Secondman instead of going to the end at which the<br />
Pilotman has been left, may proceed to that point so that the Signalman's Agent there may advise the<br />
Signalman at Derby that assistance is required and the latter must arrange for the Driver to pick up<br />
the Guard who will be protecting the train in the rear and who will conduct the assisting train to the<br />
disabled train. The Secondman must take the Pilotman's ticket, protect the train in accordance with<br />
Rule Book, <strong>Section</strong> H, clause 3, and retain the ticket until he hands it to the Pilotman.<br />
In the case of single manned locomotives, the Secondman's duties must be undertaken by the<br />
Driver.<br />
In all cases, the Pilotman must accompany the assisting train.<br />
FINDERN LEVEL CROSSING<br />
If signal DY.298, down Stoke line, has failed, the Driver must, before passing it at Danger<br />
in accordance with Rule Book, <strong>Section</strong> E, clause 8.1 or <strong>Section</strong> K, clause 3.3.1, operate the plunger<br />
provided at the signal to lower the barriers at Findern level crossing. The train must not proceed<br />
until the Driver is satisfied that the barriers at Findern level crossing are lowered and the crossing<br />
is clear and, in addition, the Driver must approach Willington level crossing cautiously and not<br />
proceed over this crossing until he is satisfied it is safe to do so.<br />
CRESS WELL<br />
The hand points leading from the branch siding to the park sidings are secured by clip for<br />
movements along the branch siding.<br />
After completion of work at the park sidings, Guards must ensure that these hand points are<br />
set and clipped for movements along the branch siding.<br />
If the Signalman at Cresswell box has authorised a conflicting movement to or from the park<br />
sidings, Guards of trains which have come to a stand at the "Termination of Single Line" board<br />
will be informed accordingly by their Driver and must go forward to check that the hand points<br />
leading to the park sidings are correctly set and secured for movements along the branch siding, the<br />
movement is in the park sidings and that such siding is sufficiently clear to enable the train to draw<br />
forward clear of the hand points.<br />
CHEADLE<br />
On completion of shunting operations, the Guard, or <strong>Shunt</strong>er in charge, must ensure that the<br />
points shown below are clipped and padlocked in the position indicated:—<br />
Points P o s i t i o n in which to be secured at close of work<br />
Trap points protecting platform line from sidings. Open.<br />
Connection leading from single line to<br />
platform line.<br />
307<br />
To lie for movements from the single line to the<br />
platform line.
KNIGHTON SOUTH JUNCTION<br />
Down Branch Starting Signal. Drivers of trains brought to a stand at the down branch starting<br />
signal (at Saffron Lane) must immediately advise the Signalman at Knighton South Junction by the<br />
telephone situated at Saffron Lane frame.<br />
Up Single Line Home 2 Signal. Guards of trains or Secondmen of light locomotives detained at<br />
the single line up home 2 signal must advise the Signalman at Knighton South Junction box, by the<br />
telephone situated 275 yards before reaching the up single line home 2 signal, when their trains have<br />
arrived at the home 2 signal complete with tail lamp attached.<br />
SAFFRON LANE CROSSING<br />
C.E.G.B. Sidings. The signal applying from the Electricity Works is operated by Saffron Lane<br />
ground frame. The normal position of this signal is clear, and Guards of trains requiring to enter<br />
the C.E.G.B. sidings, must, after satisfying themselves that no conflicting movements are being made,<br />
place the signal to Danger and ensure by observation that the arm returns to that position. After<br />
completion of work in the sidings, the Guard must place the signal to the Clear position when the<br />
train has been drawn on to the single line clear of the connection leading to the sidings.<br />
BAGWORTH<br />
Attaching by Up Freight Trains. When an up freight train has to attach vehicles from the front<br />
and/or back sidings, sufficient wagon brakes must be pinned down to necessitate the Driver applying<br />
power to draw the train on to the up goods line.<br />
The Guard must accompany the vehicles from the siding to the running line and apply additional<br />
brakes as necessary to ensure the train being kept under control.<br />
When the Driver feels sufficient brakes have been applied, he must give two short blasts on the horn<br />
to indicate he is satisfied that sufficient brake power is available to control the train and to stop it clear<br />
of the connection in the up goods line.<br />
The Guard must then rejoin his brake and gravitate it on to the train. After the brake has been<br />
attached to the train and the wagon brakes lifted, the Guard must exhibit a green hand signal to the<br />
Driver to indicate that the train can leave, which the Driver must acknowledge on the horn. The train<br />
must not start until these signals have been exchanged.<br />
COAL VILLE<br />
Up Sidings. Due to limited clearance, Staff must not walk between Nos. 1 and 2 roads.<br />
MANTLE LANE<br />
Use of Guard's Telephone. Telephones are provided 400 yards and 300 yards before reaching the<br />
up goods home 2 signal and the Guard of an up train, or Secondman in the case of a light locomotive,<br />
must inform the Signalman at Mantle Lane box immediately the train complete with tail lamp has<br />
arrived at the home 2 signal.<br />
A telephone is provided at the locomotive holding siding and must be used to advise the Signalman<br />
when a locomotive is ready to leave and what train it is to work.<br />
Down sidings connection bolt-locked from signal box. When a train requires to enter these sidings,<br />
the Guard or <strong>Shunt</strong>er, or the Secondman in the case of a light locomotive, must reverse the lever<br />
working an indicator in the signal box to show that the running line is occupied and it is necessary to<br />
unbolt the points. The lever must be kept in that position for the protection of the train until it is ready<br />
to leave and the down home 3 signal has been cleared for it to proceed, or it has been shunted into<br />
the siding and the running line is clear, when the lever must be replaced to the normal position.<br />
After a train has been shunted into the siding the lever working the indicator in the signal box<br />
must not be reversed again until the Signalman has unbolted the points.<br />
BRAUNSTONE GATE<br />
Chord Line. The permission of the Signalman at Knighton South Junction box must be obtained<br />
by telephone, before any train or shunting movement is made onto the Chord line. The Signalman<br />
must also be advised when any train or shunting movement is withdrawn.<br />
On each occasion when a movement has passed clear of, or has been withdrawn from, the<br />
Chord line at the Braunstone Gate Goods yard end, the Person in charge of the movement must<br />
advise the Signalman at Knighton South Junction box by telephone.<br />
Gimson's Private Siding. Access to this siding is controlled by a one lever ground frame, outside<br />
the down shunt neck "A". The key to operate this lever is kept in the <strong>Shunt</strong>er's cabin.<br />
308
SWADLINCOTE<br />
A movement onto the Cadley Hill Colliery line must be made with extreme caution when the<br />
<strong>Shunt</strong>er is not in attendance at Swadlincote. Trains returning from Cadley Hill Colliery must be<br />
prepared to stop short of any shunting movement at Swadlincote ground frame.<br />
Trains travelling over the siding between Swadlincote and Cadley Hill Colliery must be drawn<br />
in each direction and have a brake van in rear.<br />
BRANSTON SIDINGS<br />
When the "OFF" indicator, working in connection with the shunting signal (DY.99) applying<br />
from the shunting neck to the up or down through siding,is exhibited, the Driver may commence<br />
the set back movement without receiving a hand signal from the Guard or <strong>Shunt</strong>er, but, he must<br />
proceed cautiously keeping a sharp lookout and be prepared to act on a hand signal from the<br />
Guard or <strong>Shunt</strong>er when the latter comes into view.<br />
KINGSBURY BRANCH<br />
Baddesley Colliery. The catch points, trailing in the down direction, in the Baddesley Colliery<br />
branch line near bridge No. 29 are locked for the throw off position and released by a key attached<br />
to the Train Staff.<br />
Movements from and to the Kingsbury branch must come to a stand before reaching these<br />
catch points to enable the Guard or Travelling <strong>Shunt</strong>er to close them for the passage of the train.<br />
As soon as the train has passed clear of the catch points the Guard or Travelling <strong>Shunt</strong>er must lock<br />
them for the throw off position.<br />
During the time a B.R. locomotive is working at the Baddesley Colliery Sidings, the N.C.B.<br />
<strong>Shunt</strong>er will obtain the permission of the B.R. Guard before he allows an N.C.B. locomotive to<br />
make any movement into the sidings. This permission must only be given after a complete understanding<br />
has been reached between the Guard and the N.C.B. shunter as to the movements requiring<br />
to be made.<br />
Birch Coppice Colliery. Vehicles for the colliery must be drawn into No. I siding alongside the<br />
Birch Coppice Colliery branch by a B.R. locomotive, which must return to the Kingsbury end of the<br />
sidings over the Birch Coppice Colliery branch.<br />
The single-armed signal at the colliery end of the sidings, alongside the Birch Coppice Colliery<br />
branch, must exhibit a Clear signal except when it has to be placed to Danger to protect B.R. trains<br />
working on the Birch Coppice Colliery branch and the sidings alongside it.<br />
Before any locomotive or vehicle is allowed to enter the Birch Coppice Colliery branch or the sidings<br />
alongside it, the signal must be placed to Danger by the B.R. staff to indicate to the N.C.B. staff that<br />
the B.R. locomotive is at work in the sidings, and the signal must be kept in that position until the B.R.<br />
locomotive has left the sidings and the branch line is clear, when it must be again placed in the Clear<br />
position.<br />
There is a telephone near the connection between the Kingsbury branch and the Birch Coppice<br />
Colliery branch for Guards and <strong>Shunt</strong>ers to communicate with the Colliery Weighing Machine<br />
<strong>Of</strong>fice and the Foreman's <strong>Of</strong>fice at Kingsbury Branch Sidings.<br />
NARBOROUGH<br />
Enderby Branch. When a <strong>Shunt</strong>er is not on duty at Narborough, the Secondman of trains from<br />
the Enderby Branch must telephone the Signalman at Narborough Station box for permission to<br />
pass the "Stop and Await Instructions" board.<br />
DAW MILL COLLIERY SIDINGS<br />
Trainmen entering these sidings must telephone the Colliery Sidings Weighbridge <strong>Of</strong>fice for<br />
permission to pass the double-sided Stop Board and when leaving obtain permission from the<br />
Signalman at Saltley box. Guards of departing trains must inform Birmingham Control of the loading<br />
of their trains. Drivers of departing trains of up to 30 wagons must bring their trains to a stand at the<br />
board lettered "30 wagons" and Drivers of trains of up to 45 wagons, at the board lettered "45 wagons"<br />
.<br />
COLESHILL<br />
West Midland Gas Board Sidings. B.R. Trainmen working these sidings must comply with the<br />
instructions given them by the W.M.G.B. Person in charge. B.R. movements must not enter these<br />
sidings unless W.M.G.B. Person in charge is in attendance.<br />
Trains will normally arrive on No. 4 reception siding and on arrival the Trainmen must<br />
ensure that<br />
(i) all naked lights, i.e. oil hand, head, tail and side lamps are extinguished and removed.<br />
(ii) matches, cigarette lighters, etc., are deposited in the receptacle provided, and the Guard<br />
must obtain from the W.M.G.B. Person in charge an electric hand-lamp which must be<br />
used whilst working in the fuel discharge area.<br />
The B.R. locomotive must run round the train via No. 2 reception siding. The brake van, if<br />
provided, must then be detached and placed on one of Nos. 5 to 9 reception sidings but the barrier<br />
wagons must be left attached to the train. The Driver must then change cabs.<br />
309
The B.R. Guard will be responsible for all uncoupling and coupling of the train.<br />
The berthing of tank wagons in the discharge sidings must be carried out under the supervision<br />
of the W.M.G.B. staff on the ground, who will pass the necessary instructions by radio telephone<br />
to the W.M.G.B. staff travelling in the cab of the locomotive. The Driver must work to the verbal<br />
instructions given him on the locomotive.<br />
The train must be propelled from the reception siding to the discharge sidings over the weighbridge<br />
at a speed not exceeding 2 m.p.h. Before this movement commences, the Guard must proceed<br />
to the front weighbridge where the W.M.G.B. Person in charge will advise him when the movement<br />
may be commenced.<br />
A train must not depart from the discharge sidings until thelW.M.G.B. Person in charge has<br />
handed a clearance certificate to the Guard. This certificate does not, however, relieve the Guard<br />
of carrying out the provisions of Rule Book, <strong>Section</strong> H, clauses 4.3 and 6.3.<br />
The Guard of a departing train must advise the Divisional Control of the train loading details,<br />
by telephone.<br />
Distillers Co. Ltd. Private Siding. Access to this siding is via the handworked points in the<br />
trailing connection from the down slow line to the down siding.<br />
When the Firm's staff are engaged upon any work in connection with wagons in the private<br />
siding, a red flag will be exhibited at the entrance to the siding near to shunting signal SY.508.<br />
During this time, the Guard in charge of a movement requiring to enter the private siding must<br />
obtain permission from the Firm's staff. If the Firm's staff are not available, the Guard must dial<br />
Extension 35 on the telephone situated on the outside wall of the Weighing Machine building to<br />
obtain permission.<br />
If a red flag is not exhibited, the Guard must carry out the provisions of Rule Book, <strong>Section</strong> J,<br />
clauses 3.3 and 3.10.<br />
B.R. locomotives must not pass over the weighbridge.<br />
Hams Hall Sidings. At these sidings B.R. staff are not on duty between 22.00 Monday to<br />
Friday, and 06.00 Tuesday to Saturday and between 14.00 Saturday and 06.00 Monday and during<br />
these times trains must only proceed into the sidings via the arrival line from the direction of<br />
Whitacre Junction or the "arrival and departure" line from the direction of Coleshill. The Guard,<br />
in these circumstances, is responsible for instructing the Driver to pass the stop board concerned<br />
when he has ensured that one of the loaded sidings is clear for the stabling of the train and that a<br />
conflicting movement is not being, or about to be made. During the above times trains must only<br />
depart via the "arrival and departure" line to the Whitacre Junction direction and when the train<br />
is brought to a stand at signal SY.299 the Guard must advise the Signalman at Saltley box of its<br />
description and destination.<br />
BOURNVILLE<br />
Cadbury's Sidings. The semaphore signal off the private line to the Canal siding at the factory<br />
end of Messrs. Cadbury's sidings about 400 yards on the Bournville side of the stage working the<br />
connection between Cadbury's Inwards and Outwards sidings and the up main line, must be kept in the<br />
clear position except when B.R. trains are propelling wagons on the Inwards siding.<br />
Vehicles must not be propelled beyond Cadbury's weighbridge.<br />
Movements must not be made from the up sidings to the private siding until the permission of<br />
the member of Messrs. Cadbury's Staff in charge has been obtained, the private siding gate opened<br />
and the shutter to the loading deck raised.<br />
HALESOWEN JUNCTION<br />
Longbridge Sidings. Movements of carflats must be restricted to 5 m.p.h.<br />
All carflats are prohibited from entering the North Siding.<br />
BETWEEN BARNT GREEN AND REDDITCH<br />
The instructions for working Single lines by the Tokenless Block System contained in the General<br />
Appendix will apply with the exception of Instruction 1. The section of line is fully track circuited<br />
and the clearing of the section signal will be the Driver's authority to proceed on to the single<br />
line. Except as shown in Instructions 3, 4, 5, 6 and 7, Drivers must not proceed unless the section<br />
signal has been cleared.<br />
In connection with Instruction 7(A), (iii)(a), if the Pilotman personally orders a train to proceed<br />
from Redditch to Barnt Green but does not travel on it, such train must stop at signal SY.9 and the<br />
Guard must advise the Signalman at Saltley box, by telephone, whether or not the train has arrived<br />
complete with tail lamp attached.<br />
COLWICH TO MACCLESFIELD AND BRANCHES<br />
STOKE-ON-TRENT<br />
Stoke Yard—North End. Before a propelled movement is authorised from the Goods Terminal<br />
to Stoke Yard North End arrangements must be made by the Person in charge at the Goods<br />
Terminal with the Person in charge at Stoke North Yard.<br />
310
LONGPORT<br />
Wolstanton Colliery. When a train proceeding to the colliery up arrival line arrives at the "Stop<br />
and await instructions" board, the Guard must telephone to the colliery weigh office to ascertain<br />
which empty wagon siding is clear and having obtained authority to proceed must set the points for<br />
the siding concerned and instruct the Driver to draw forward to the next "Stop and await instructions"<br />
board. When the train has been drawn into the siding clear of the up arrival line the<br />
Signalman at Longport Junction box must be advised by telephone.<br />
A loud sounding electric bell, on the side of Longrport Junction box warns staff that a train or<br />
locomotive is approaching on the down main line.<br />
KIDSGROVE<br />
Klaxon horn. A Klaxon horn, adjacent to the up main line at the entrance to Harecastle tunnel<br />
and operated by a plunger on a post near the catchpoints enables the Guard of a train requiring to<br />
set back along the up main line, or from the up main line to the down main line, to communicate<br />
with the Driver.<br />
Code I n d i c a t i o n to Driver<br />
1Long D r a w forward, train not clear of points.<br />
2 Long S e t back.<br />
BETWEEN LEEK BROOK JUNCTION AND CALDON QUARRY<br />
1. Method of working. A Train Staff and a metal ticket, coloured red, are provided and the<br />
Signalman at Leek Brook Junction and the <strong>Shunt</strong>er at CaIdon Quarry are the only persons<br />
authorised to receive or deliver the Train Staff or ticket. Public telephones, are provided at<br />
Leek Brook Junction Box (Leek 4770) and in Caldon Quarry Weighbridge <strong>Of</strong>fice (Waterhouses<br />
225).<br />
The Train Staff, or the ticket indicating that the Train Staff will follow on a second train,<br />
must be carried by the Driver of each train. A train must not leave either end with the ticket<br />
unless the Driver has seen the Staff at that end of the line, except as provided in clause 2.<br />
A movement must not be made outside the Stop and Await Instructions board at Caldon<br />
Quarry unless the Train Staff is at that end.<br />
Trains to Ca!don Quarry. The <strong>Shunt</strong>er at Caldon Quarry must advise the Signalman at<br />
Leek Brook Junction, by telephone, when the train has arrived complete with tail lamp at<br />
Caldon Quarry clear of the Stop and Await Instructions board.<br />
Trains from Caldon Quarry. When a train is ready to depart, the <strong>Shunt</strong>er must obtain<br />
permission from the Signalman at Leek Brook Junction. If the Signalman informs the <strong>Shunt</strong>er<br />
that the line is clear only to the home signal at Leek Brook Junction, the <strong>Shunt</strong>er must advise<br />
the Driver accordingly. When there are two trains at Caldon Quarry, the Driver of the first<br />
train to depart must be satisfied that the <strong>Shunt</strong>er or the Driver of the other train is in possession<br />
of the Train Staff.<br />
2. Disabled Train. If a train carrying the Train Staff becomes disabled, necessitating a second<br />
train or breakdown van train entering the section to give assistance, the Guard must take the<br />
Train Staff to the end at which assistance can be obtained, inform the Signalman at Leek Brook<br />
Junction of the circumstances and assure him that he has the Train Staff. The Guard must<br />
hand the Train Staff to the Driver of the assisting train and conduct him to the disabled train.<br />
If a train carrying the ticket becomes disabled, the Guard must, except as shown herein,<br />
return with the ticket to the point from which the train departed and act as shown in the<br />
preceding paragraph. If, however, the train is proceeding to Leek Brook Junction and it is more<br />
expedient to obtain assistance from that point, the Guard, after obtaining an assurance from<br />
the Driver that the train will not be moved until he has returned with the ticket, proceed with<br />
the ticket to Leek Brook Junction box to allow the assisting train to come from there. In this<br />
case, it will not be necessary for the Driver of the assisting train to be in possession of the<br />
Train Staff.<br />
The Driver of the disabled train must not allow it to be moved until the Guard has<br />
returned and the assisting train has arrived with the Train Staff or ticket.<br />
When the services of a Secondman are not available, the Guard must protect the train in<br />
accordance with Rule Book, <strong>Section</strong> M, when going for assistance, but before doing so must<br />
protect the train in the opposite direction by placing on the rail 3 detonators 20 yards apart, at<br />
least 300 yards from the train.<br />
3. Train Staff Lost. If the Train Staff is lost, the person in charge at Leek Brook Junction will<br />
arrange for a Pilotman to be appointed to accompany each train until the Train Staff is found<br />
or a replacement provided. The Pilotman must take possession of the ticket.<br />
OAKAMOOR<br />
British Industrial Sand Company's Sidings. Guards must arrange with the firm's staff responsible<br />
for internal rail movements for such movements to be stopped whilst the B.R. train is entering and<br />
working in the sidings.<br />
311
WOLVERHAMPTON TO CHESTER AND BRANCHES<br />
MADELEY JUNCTION<br />
An indicator, not normally illuminated, is provided 460 yards in rear of the up loop to up main<br />
home 3 signal. When the shunting signal applying from the up loop to the down siding is<br />
cleared for a movement to be propelled to the down siding, the Guard must press the plunger which<br />
will cause the indicator to display the letters AR', indicating to the Driver that the signal has been<br />
cleared and the movement may proceed.<br />
OAKENGATES<br />
Warning Bell—Down Trains. A bell is fixed on a telegraph post on the down side at the<br />
Wellington end of the platform to give warning of the approach of down trains.<br />
WELLINGTON<br />
Starting of Trains. Indicators, not normally illuminated, are provided on the up side of the<br />
up platform line 50 yards from Wellington No. 2 box, on the down side of the down platform line<br />
60 yards from Wellington No. 3 box, and immediately the Guard's signal to start has been given<br />
the Person in charge of the platform must press the plunger to cause the indicator to exhibit "RA".<br />
This indicates to the Driver that the Guard's signal has been given.<br />
The indicator for the down platform line must not be used when Wellington No. 2 box is closed.<br />
The indicators must only be used for locomotive-hauled trains, and only then when they are<br />
standing beyond the platform starting signal.<br />
ABBEY FOREGATE<br />
Main Shropshire Siding. A signal worked by a lever situated on the ground between No. 1 up<br />
main line and the main Shropshire siding is provided for the purpose of protecting shunting operations<br />
on sidings 1, 2 and 3.<br />
When a train from the Severn Bridge Junction direction requiring to work at siding 1, 2 or 3<br />
is at a stand on the main Shropshire siding ready to set back the Guard or <strong>Shunt</strong>er in charge must<br />
place the protecting signal to Danger.<br />
When a train from the Abbey Foregate direction requires to work at siding 1, 2 or 3 the Guard<br />
or <strong>Shunt</strong>er in charge must, before the train departs from Abbey Foregate, place the protecting signal<br />
to Danger and set the points in the main Shropshire siding for siding 1, 2 or 3.<br />
If it is necessary for the train to set back inside siding 1, 2 or 3 clear of the main Shropshire<br />
siding, the Guard or <strong>Shunt</strong>er in charge must, after ensuring that the train is inside clear of the main<br />
Shropshire siding and the points have been re-set for that siding, clear the protecting signal and then<br />
advise the Signalman at Abbey Foregate box accordingly.<br />
When a train which has been set back inside siding 1, 2 or 3 clear of the main Shropshire siding<br />
is ready to leave, the Guard or <strong>Shunt</strong>er in charge must obtain the permission of the Signalman at<br />
Abbey Foregate box. When permission has been obtained the Guard or <strong>Shunt</strong>er in charge must<br />
immediately place the protecting signal to Danger and until this has been done the main Shropshire<br />
siding must not be fouled.<br />
When a train which has been working at siding 1, 2 or 3 is on the main Shropshire siding ready<br />
to depart in the Abbey Foregate direction the protecting signal must be cleared by the Guard or<br />
<strong>Shunt</strong>er in charge.<br />
Before a train is propelled from Abbey Foregate up sidings to Severn Bridge Junction over the<br />
main Shropshire siding the Guard or <strong>Shunt</strong>er in charge must obtain the permission of the Signalman<br />
at Severn Bridge Junction. In addition if the propelling movement is to be made from siding 1, 2 or<br />
3 the protecting signal must be cleared when permission for the movement is obtained.<br />
SEVERN BRIDGE JUNCTION<br />
Howard Street Landing. Before a movement passes the Stop Boards at the exit from the<br />
Howard Street Landing, permission must be obtained from the Signalman at Severn Bridge<br />
Junction box.<br />
When a movement is made from the up main line to Howard Street Landing, the Person in<br />
charge must inform the Severn Bridge Junction Signalman when it is clear of the connections from<br />
the up main line.<br />
BETWEEN SEVERN BRIDGE JUNCTION AND CREWE JUNCTION<br />
When there is a failure of signalling equipment on the "up and down" platform line working<br />
by Pilotman will be introduced in accordance with instruction 7 of the Instructions to Trainmen and<br />
others concerned for single lines worked by the Tokenless Block system contained in the General<br />
Appendix.<br />
312
COTON HILL<br />
Castle Foregate Yard—Protection of Staff during <strong>Shunt</strong>ing Operations. Between 06 00 and 19 00<br />
daily or until Sundries Division work in the yard has ceased the points between the shunting neck<br />
and the empty line must be padlocked for the shunting neck and the key kept by Sundries Division<br />
Foremen except when it is necessary to shunt the coal line or empty line.<br />
Between 19 00 and 06 00 or after Sundries Division work has ceased, the key of the points will be<br />
kept by the Coton Hill Yard Inspector.<br />
On all sidings except the coal line and empty line, the Sundries Division Staff must, before<br />
commencing work, and after coming to an understanding with the B.R. staff, place a red flag (or red<br />
light during hours of darkness) on the last vehicle in the direction from which vehicles might be shunted<br />
against those on which men may be at work. When B.R. Staff require to shunt into the sidings where the<br />
danger signal is exhibited, they must contact the Sundries Division Foreman who must satisfy himself<br />
that all the men in the siding are clear before removing the red flag or light.<br />
Transfer Siding. The hand points at the North end of the connection between the transfer line<br />
and the cattle pen road must be set and padlocked for the cattle pen road. The key is kept by the<br />
Goods Shed Foreman who must arrange for the points to be unlocked when required to berth<br />
vehicles for the goods shed on the transfer line, after which the points must be reset and padlocked<br />
for the cattle pen road.<br />
After work has ceased in the goods shed, the Goods Shed Foreman must unlock the points to<br />
facilitate the berthing of vehicles. Before commencing work in the goods shed each morning the<br />
Goods Foreman must ensure that the points are set and padlocked for the Cattle Pen Road.<br />
Cattle Pen Siding. Before commencing work on the Cattle Pen Road, staff must arrange for the<br />
wheel stop to be placed across the siding, and in addition a red flag by day, or a red light during<br />
darkness, fog or falling snow, must be prominently exhibited on the end of the Goods Shed wall facing<br />
the direction from which vehicles might be shunted towards the men at work. When work ceases the<br />
wheel stop must be removed from the siding and the red flag or handsignal withdrawn. The key<br />
to the padlock must be kept in the Foreman's <strong>Of</strong>fice at the Goods Shed.<br />
Before vehicles are shunted from the cattle pens to the warehouse road, the <strong>Shunt</strong>er must<br />
advise the Shed Foreman or Checker and reach a clear understanding with him as to the movements<br />
to be made. The Foreman or Checker will then be responsible for keeping everything clear until<br />
the work is finished.<br />
Goods Shed. Gravitating of vehicles into the goods shed may be performed only by the Head<br />
<strong>Shunt</strong>er.<br />
<strong>Shunt</strong>ing the shed must not commence until the Head <strong>Shunt</strong>er has received an assurance from<br />
the Shed Foreman or General Foreman that all men working on the shed are standing clear of the<br />
vehicles.<br />
Valley Siding. Traffic for Castle Foregate Goods Yard is assembled on the valley siding and<br />
berthed in the goods depot as required by the Head <strong>Shunt</strong>er.<br />
As far as practicable, four vehicles securely braked should always be berthed at a point midway<br />
along the valley siding to act as a buffer stop for further vehicles gravitated into the siding.<br />
If all vehicles are cleared from the valley siding the Castle Foregate Head <strong>Shunt</strong>er must inform<br />
the Coton Hill North End <strong>Shunt</strong>er immediately and no further vechicles may be gravitated on to this<br />
siding until four securely braked vehicles have again been placed in position.<br />
<strong>Shunt</strong>ing Trains on Up Side of Main Line. When a movement is passing from Castle Foregate<br />
Yard to the North end or vice versa, the Driver must stop at the yard signal, whether at Danger or<br />
clear, until he receives verbal instructions from the <strong>Shunt</strong>er to move forward. The <strong>Shunt</strong>er will be<br />
responsible for seeing that the line is not obstructed and the signal cleared before instructing the<br />
Driver to pass it.<br />
A movement must not enter the yard at the North end, nor must a shunting locomotive set back<br />
from the North end spur when the yard signal has been cleared for a through movement from South<br />
to North.<br />
Before commencing to shunt the sidings in Castle Foregate Goods Yard, the <strong>Shunt</strong>er must be<br />
satisfied that the sidings are clear and that no other locomotive is working on any of the sidings and<br />
that no tractor shunting is in operation. If a locomotive is already engaged in Castle Foregate<br />
sidings, no other locomotive must proceed into the sidings until the <strong>Shunt</strong>er in charge of the locomotive<br />
requiring to enter the sidings has come to a clear understanding with the Driver and <strong>Shunt</strong>er<br />
in charge of the locomotive already there to stand clear until the second locomotive has completed<br />
its work.<br />
<strong>Shunt</strong>ers having vehicles to place in the marshalling sidings on the up side north of Ellesmere<br />
Road bridge at either end must ascertain the number of vehicles standing in each of the sidings they<br />
require to use and avoid pushing the vehicles foul of the north or south ends as the case may be.<br />
When shunting is being performed at both ends simultaneously, and when down trains are backing<br />
into the North end up siding,s the <strong>Shunt</strong>ers must come to a clear understanding so that there will be<br />
no possibility of the same sidings being used from both ends at the same time.<br />
Up Siding "A". The first freight train to enter this line must draw up to the south end before<br />
commencing to shunt with the front portion, to permit a second train to draw in clear behind it.<br />
313
If a train is not clear inside the points but is inside the up inner home signal complete with tail<br />
lamp, the Guard must advise the Signalman at Coton Hill North box, using the telephone near<br />
the entrance to the line, but if the telephone is engaged he must proceed to the signal box.<br />
Down Trains Terminating at Coton Hill North—Working to Up Yard. Before a terminating<br />
down train is shunted to the up yard, the Signalman at Coton Hill North box must obtain the<br />
permission from the down side <strong>Shunt</strong>er. The down side <strong>Shunt</strong>er must make the necessary arrangements<br />
with the up side <strong>Shunt</strong>er.<br />
LEATON<br />
Down Refuge Siding. The hand points from the Refuge Siding to the warehouse road at the North<br />
and South ends of the yard are kept locked for the Refuge Siding, except when shunting is in progress.<br />
The keys are kept by the Signalman and when shunting is finished, he must obtain the keys from the<br />
Person in charge of the work, and obtain an assurance from him that the road is properly set for the<br />
refuge siding and the points locked.<br />
WHITTINGTON<br />
Shell Mex & D.P. Depot. When it is necessary to make a movement between the down main<br />
line and the sidings, the Person in charge must telephone the Signalman and come to a clear understanding<br />
regarding the movements to be made and request him to release the ground frame Annett's<br />
key. The Signalman will advise the Person in charge when the key has been released. The Person<br />
in charge must then turn the key in the key release instrument at the ground frame from No. 1 to<br />
No. 2 position. When the indicator shows "Free" the key must be turned to No. 3 position and<br />
withdrawn. The key must then be inserted in the Annett's lock to release the ground frame.<br />
When the movements have been completed, and the train is clear of the points ready to depart<br />
or has been shunted into the sidings clear of the main line, the key must be withdrawn from the<br />
Annett's lock and replaced in the key release instrument, turned clockwise to No. 1 position and the<br />
Signalman advised accordingly. The Person in charge, must when requested, press the plunger at the<br />
ground frame to enable the Signalman to restore the key control instrument in the box to the normal<br />
position. The Person in charge must not rejoin the train nor allow it to proceed until the Signalman<br />
has informed him that the key control instrument has been restored to normal.<br />
The speed of movements in the sidings must not exceed 5 m.p.h. and will be under the control<br />
of the Guard assisted by a Raiimam<br />
As soon as the train has been shunted clear of the main line.<br />
(a) The Guard must:—<br />
(i) Ensure that the brakevan fire(s) has been thoroughly extinguished.<br />
(ii) Obtain from the Shell Mex & B.P. staff the two special hand lamps for the use of<br />
himself and the RaiImam The lamps must be returned on completion of work.<br />
(b) The Trainmen must ensure that:—<br />
(i) All other naked lights, i.e. oil hand, head, tail and side lamps have been extinguished<br />
and placed in the Drivers cab or brakevan.<br />
(ii) Matches, cigarette lighters etc., are deposited in the box provided at the ground frame.<br />
The Guard must work in conjunction with Shell Mex & B.P. staff and a movement must not be<br />
made in the sidings without their permission.<br />
Oil hand, head, tail and side lamps must not be replaced or relit until the train is clear of the<br />
sidings.<br />
CHIRK<br />
Operation of Klaxon Horn at Cadbury Bros. Siding Ground Frame. Drivers of trains having<br />
work to do at Cadbury Bros. ground frame must bring their trains to a stand at the up distant signal<br />
for Weston Rhyn.<br />
The Guard must then obtain the release for the ground frame, set the points for the siding and<br />
when he is ready for the train to set back, press the plunger in the telephone cabinet to operate the<br />
Klaxon horn, which will be the authority for the Driver to set back into the siding.<br />
BERSHAM SIDINGS<br />
Drivers and Guards must see that the gates to the colliery sidings are open before commencing<br />
to shunt and the Signalman must see that they are closed when work is completed.<br />
A down train must stop at the signal box and the Guard must confer with the Signalman<br />
regarding the work to be performed.<br />
The Colliery Yardman will meet trains at the gate, and the Guards must not commence to detach<br />
until they receive his permission.<br />
Locomotives working in the colliery sidings must not pass the end of the screens at the Ruabon<br />
end. The sidings are on a curve and vehicles should not be pushed against the stop block.<br />
Vehicles must be propelled above the screens with great care when passing over the curve, or<br />
through the crossing.<br />
314
Guards of trains detaching or attaching in the neighbc arhood of the screens, and where sighting<br />
is bad owing to curves, must shunt under the direction of t: le N.C.B. staff.<br />
When a train sets back into the sidings from the up tri dn line and the locomotive has to stand<br />
inside clear of the points, the Guard must ensure that colli Ty shunting is suspended while the locomotive<br />
is standing foul of the colliery sidings.<br />
Vehicles placed in No. 4 empties siding (furthest from he running line) must be kept sufficiently<br />
clear of the points for the N.C.B. locomotive to pass freel: to and from the empty storage sidings.<br />
Vehicles which cannot be accommodated within the ;:onverging point of the adjoining siding<br />
leading to the screens must be placed on one of the outwartls roads.<br />
Brake vans must be placed on No. 2 siding.<br />
• WREXHAM NORTH<br />
Up Refuge Siding. When vehicles are stabled in the up refuge siding at Wrexham North a space<br />
must be left between the vehicles opposite the fog hut for the up main home signal.<br />
UNITED COLLIERY<br />
A movement must not be made from the sidings to the down main line unless there is a<br />
locomotive at the Rossett end.<br />
ROSSETT<br />
Single Line Working. When it is necessary to introduce single line working over the down or<br />
up line between Rossett and United Colliery or Wrexham up class 7, 8 and 9 trains must be assisted<br />
in rear.<br />
BETWEEN BUSHBURY JUNCTION AND OXLEY<br />
Working of Down and Up Through Sidings. If a train is stopped at the signal controlling the<br />
exit from the down through siding at Bushbury Junction or Oxley, the Driver must immediately<br />
telephone the Signalman at Wolverhampton or Oxley box for instructions.<br />
IRONBRIDGE C.E.G.B. POWER STATION<br />
<strong>Section</strong>s M and N of the Rule Book must be carried out so far as they can be applied, but<br />
'Single Line Working forms will not be used on the down and up through sidings between Lightmoor<br />
Junction and the Power Station.<br />
Whilst a train is inside the Power Station all movements are made under the authority of the<br />
C.E.G.B. Controller, who is contacted by any of the signal post telephones.<br />
If a telephone fails, the Guard must go to the Control Room to inform the C.E.G.B. Controller.<br />
but if another telephone is passed en route this may be used, provided the C.E.G.B. Controller is<br />
made fully aware of the position.<br />
If a train is detained at either signal S.I or S.9, the Driver must telephone the C.E.G.B.<br />
Controller and advise him that his train is at that signal. The Driver must repeat the calls at intervals<br />
of not more than 5 minutes.<br />
During fog or falling snow, if a train is brought to a stand at signal S.1 when there is a telephone<br />
failure between Lightmoor Junction and the Power Station, the Guard must immediately go back<br />
100 yards and protect his train by placing one detonator on the rail.<br />
When a train has arrived in the sidings and is at a stand at Signal S.4 or S.6, the Guard must<br />
advise the C.E.G.B. Controller that it has arrived complete and also if it is double-headed. The<br />
C.E.G.B. Controller will give instructions for disposing of the additional locomotive and the Guard<br />
must advise him when this has been done.<br />
Before a train draws through the unloading hopper the Guard must apply the handbrake of the<br />
last vehicle to keep the couplings in tension during unloading and weighing. Trains passing through<br />
the unloading hopper must not exceed 1- m.p.h., except in the case of a light locomotive, which may<br />
run through the unloading hopper only when authorised by the C.E.G.B. Controller, and then only<br />
if the Guard has obtained an assurance that the hopper has been switched out of use.<br />
Alternate marker signals are provided with an additional red aspect above them, not normally<br />
illuminated. IT an emergency stop indication is displayed at a marker signal, the Driver must<br />
immediately stop his train irrespective of the distance it is from the signal. He must not move again<br />
until the emergency stop indication is extinguished and the marker signal clears.<br />
After unloading, the Driver must stop his train when it has passed clear of the automatic<br />
weighbridge at the Lightmoor Junction end of Departure line I or 2. The Guard must then examine<br />
the train and report any defective vehicle to the Wagon Examiner.<br />
After the Guard has examined the train, the hand brake on the last vehicle must be released<br />
and the train drawn to signal S.8 or S.11. The Guard must advise the C.E.G.B. Controller that<br />
either (a) the train is in order ready to depart, or (b) there is a defective vehicle on the train which<br />
must be detached.<br />
When a train is standing at signal S.9, if the C.E.G.B. Controller informs the Driver that the<br />
signal cannot be cleared, the train must remain at the signal until the Driver is instructed to pass it<br />
by the B.R. Inspector at the Power Station.<br />
315
HORSEHAY & DAWLEY BRANCH<br />
When a train for Horsehay & Dawley arrives at Lightmoor Junction the Guard must obtain<br />
the key to the padlock on the points at Horsehay & Dawley from the Signalman.<br />
The normal position of the level crossing gates at Dawley Parva and Doseley is across the<br />
railway; the key to the padlocks is attached to the "One Train Working" staff for the Lightmoor<br />
.111.--Horsehay & Dawley section.<br />
A <strong>Shunt</strong>er must travel on the locomotive of every train over the Horsehay & Dawley branch<br />
and operate the level crossing gates en route. After the train has passed over each level crossing, the<br />
Driver must obtain an assurance from the <strong>Shunt</strong>er that the level crossing gates have again been<br />
padlocked across the railway.<br />
A train returning from Horsehay & Dawley will be brought to a stand at the home signal at<br />
Lightmoor Junction, and after the Signalman has closed the catch points in the up branch line and<br />
secured them with a clip, it may draw on to the up branch line to stand between the crossover and the<br />
connection between the up and down branch lines for the locomotive to run round the train. The<br />
locomotive must not be detached until the Guard has secured the train by means of the handbrake<br />
in the brake van at the Ironbridge end and by pinning down sufficient brakes on adjacent vehicles.<br />
When the locomotive has run round the train and is again attached, the Guard must go to the<br />
brake van at the Ironbridge end of the train, and whilst the train is being propelled outside the up<br />
through siding home signal see that the brakes are kept applied.<br />
Before the train departs from Lightmoor Junction the Guard must give an assurance to the<br />
Signalman that the points at Horsehay & Dawley have been clipped and padlocked for the single line,<br />
and return the key.<br />
BETWEEN WELLINGTON NO. 2 AND DONNINGTON, GRANVILLE COLLIERY SIDINGS<br />
Working of Single Line. The single line between Wellington No. 2 and the "End of Single Line"<br />
notice board at Granville Colliery Sidings is worked in accordance with the Electric Token Block<br />
System with "No signalman" type key token instruments located at Hadley, Donnington and<br />
Granville Colliery Sidings.<br />
The intermediate token instruments at the locations along the line, are to be regarded as "Token<br />
Stations" for purposes of the instructions shown in the General Appendix, except as provided herein.<br />
Single Lines worked by Electric Token—Instructions to Trainmen—<br />
Clause 5<br />
When the train arrives at an intermediate siding or Granville Colliery Sidings and the train with<br />
tail lamp attached is clear of the single line, the token must be placed in the intermediate<br />
instrument provided.<br />
Clause 13<br />
Should assistance be obtained from a siding where an intermediate token instrument is located,<br />
the Driver or Secondman must not place the token in the instrument but advise the Signalman<br />
at Wellington No. 2 box of the circumstances and assure him of the whereabouts of the token.<br />
Clause 17<br />
Should it be necessary to dispose of the front portion of a disabled train at a siding situated at a<br />
location where there is an intermediate token instrument, the token must not be placed in the<br />
intermediate instrument unless it is necessary for another locomotive to remove the rear portion<br />
and the Signalman at Wellington No. 2 box has been advised of the circumstances.<br />
Clause 19<br />
Should it be necessary for the assisting locomotive to take the train to a siding situated at a location<br />
where there is an intermediate token instrument, the token must not be placed in the intermediate<br />
instrument but the Signalman at Wellington No. 2 box must be advised of the circumstances.<br />
Clause 20<br />
This clause need not be applied.<br />
Clauses 24 and 25<br />
The Pilotman must accompany every train on the single line.<br />
Wellington. The token instrument situated on the down platform is for the use of Trainmen<br />
of a train which is to depart from, or terminate in, the bay platform only.<br />
Hadley. The Guard or <strong>Shunt</strong>er must be satisfied that before authorising a movement into<br />
Messrs. Sankeys Sidings, a conflicting movement is not being made in the private sidings and that<br />
it is safe to make the movement. Vehicles must not be left on the sidings outside the gates to<br />
the private sidings unless attached to a locomotive.<br />
SUTTON BRIDGE JUNCTION<br />
Sutton Bridge Junction Ground Frame. When work at the ground frame has been completed<br />
the hand points in the down goods loop must be set for through movements on this line and the<br />
signal applying to movements on the down goods loop must be left in the clear position.<br />
316
Coleham Goods Yard. The hand points in the up siding leading to the goods yard must be<br />
normally set for the up siding and secured by clip and padlock, the key being kept in the signal box.<br />
Movements between the down main line and the goods yard must be made with extreme caution<br />
and shunting movements from the goods yard to the down main line are prohibited.<br />
NEWTOWN<br />
Down trains. When a down train comes to a stand clear within the down loop, the Guard must<br />
immediately advise the Signalman whether or not the train has arrived complete with tail lamp<br />
attached.<br />
<strong>Shunt</strong>ing. Movements must not be made from the down line to the up line or from the sidings<br />
to the up line unless there is a suitable brake vehicle at the leading end and a competent person<br />
attending to it.<br />
When placing vehicles on the new road siding, the locomotive must not be detached until the<br />
vehicles are at rest and sufficient brakes applied to prevent collision with stop block or other wagons<br />
standing in the siding.<br />
<strong>Shunt</strong>ing on Cattle Pens Siding. Whenever it is necessary to perform shunting operations in the<br />
cattle pens siding at a time when the discharging of petrol at the oil depot is taking place, the <strong>Shunt</strong>er<br />
or Guard must attach two freight vehicles to the locomotive, and berth and properly secure the<br />
vehicles coupled together at the station end of the cattle pens to provide protection and act as a stop<br />
block whilst shunting on the sidings. <strong>Shunt</strong>ing by gravitation may then be carried out provided the<br />
Guard or <strong>Shunt</strong>er accompanies the vehicles to apply the brakes. Special care must be exercised<br />
during such shunting operations.<br />
Moving vehicles by hand into or out of Grain Warehouse. Vehicles that have to be moved by hand<br />
must be detached from any other vehicle and each vehicle lowered singly into or out of the shed or<br />
alongside the shed deck.<br />
CAERSWS<br />
Flood Warnings. Flood warning messages to the County Controller of the Flood Warning<br />
Organisation at Welshpool, the Chief Constable of the Dyfed Constabulary, local police and others<br />
concerned may be transmitted over the railway telephone if the Post <strong>Of</strong>fice telephone system breaks<br />
down.<br />
Non-stopping trains required to pass over the loop must be brought to a stand to exchange tokens.<br />
CEMMES ROAD<br />
Crossing of trains. When an up passenger train of greater length than two locomotives and eight<br />
coaches is required to stop for crossing purposes the catch points at the Machynlleth end of the up<br />
loop must be secured by clip and padlock. The Signalman must personally supervise the working.<br />
An up freight train of more than 32 S.L.U. must not draw to the up loop starting signal to<br />
await the arrival of a down train.<br />
MACHYNLLETH<br />
Telephone at Up Home Signal. When an up train is stopped at the up home signal, unless the<br />
signal is cleared immediately, the Driver must telephone the Signalman.<br />
Station Yard Working. During fog or falling snow, when it is necessary for a train to enter the<br />
up platform, whilst it is occupied, the Person in charge must appoint a competent person, who<br />
knows where the train in the up platform is standing, to conduct the train from the up home signal.<br />
The person who is to conduct the train must inform the Signalman when he arrives at the up home<br />
signal by means of the telephone at that signal.<br />
Up trains. When an up train comes to a stand clear within the up loop, the Person in charge<br />
of the up platform must immediately advise the Signalman whether or not the train has arrived complete<br />
with tail lamp attached.<br />
Rock Siding, Aberystwyth Siding and Tank Road. Movements which proceed to the tank road<br />
must stand on the stop block side of the notice board and the Person in charge of the movement must<br />
immediately advise the Signalman, by telephone.<br />
During the time Machynlleth box is closed the Maintenance Department will have complete<br />
possession of the above sidings to enable shunting and stabling movements to take place. For this<br />
purpose the signal applying from the rock siding will be left in the clear position and the instructions<br />
on the notice board, adjacent to this signal will not apply during the time Machynlleth box is closed.<br />
DOVEY JUNCTION<br />
Non-stopping trains requiring to pass over the Barmouth loop must be brought to a stand to<br />
exchange tokens.<br />
Up Barmouth Line Home Signal. When a train is stopped at the up branch home signal, unless it<br />
is cleared immediately, the Driver must telephone the Signalman.<br />
317
ABERYSTWYTH<br />
Points from No. 1 Platform Line to Middle Road. An electric bell in the signal box is operated<br />
from a point near the ticket barrier on No. I platform. Locomen requiring the Signalman to reverse<br />
the points from No. I platform line to the middle road or vice-versa must give one long ring.<br />
<strong>Shunt</strong>ing of Nos. 1 and 2 Coal Sidings. The hand points leading to the old coal siding must be<br />
normally set for that siding and secured by clip and padlock, the key being kept in the signal box.<br />
Before shunting commences on Nos. I and 2 coal sidings, the <strong>Shunt</strong>er must, when the goods<br />
warehouse is open, notify the Person in charge of the Warehouse, who must prevent cartage vehicles<br />
crossing or fouling the sidings until shunting has been completed.<br />
BARMOUTH SWING BRIDGE<br />
When the Permanent Way Inspector or Ganger requires to open the bridge he must request<br />
the Person in charge at Barmouth for absolute occupation of the section and the release of the<br />
bridge keys. The Person in charge must then confer with the Person in charge at Liwyngwril and, if<br />
the request can be agreed, the time at which the occupation must cease must be made clear to the<br />
Permanent Way Inspector or Ganger. The Persons in charge must then instruct their Signalman to<br />
release the bridge keys.<br />
The two bridge keys will be handed to the Permanent Way Inspector or Ganger. The bridge<br />
ground frames may then be unlocked and the bridge opened. The bridge keys will remain locked<br />
in the ground frames until the bridge is closed and the levers replaced to normal, when the bridge<br />
keys will be withdrawn.<br />
After the work has been completed, and the Permanent Way Inspector or Ganger is satisfied that<br />
the line is safe for the passage of trains, he must return to Barmouth South box with the two bridge<br />
keys and hand them to the Signalman.<br />
The Signal Department Technician must be present throughout the occupation to disconnect and<br />
reconnect the telephone cables.<br />
BARMO UTH<br />
Second Passenger Train or <strong>Shunt</strong>ing Locomotive entering occupied Platform Lines. During fog or<br />
falling snow when the rear of a train at the platform cannot be seen clearly, and a second passenger<br />
train or shunting locomotive with or without vehicles has to be admitted to either of the Platform Lines<br />
behind a train already standing there, the second train must be accompanied from the "calling on"<br />
or shunting signal by a competent man who knows the position of the train at the platform, and he<br />
must instruct the Driver accordingly.<br />
If it is necessary to bring a train to the rear of a train which has been set back into the down<br />
platform line from the North end, or into the up platform line from the South end, this must not be<br />
done until the Person in charge has advised the Signalman at each end that the setting back movement<br />
has come to a stand.<br />
When either or both trains are withdrawn from the section at the box in rear the Guard, <strong>Shunt</strong>er<br />
or Person in charge must so advise the Signalman concerned.<br />
Before detaching a vehicle at the platform, on either the down or up lines, the Person in charge<br />
must inform the Signalmen at the South and North boxes.<br />
PENRHYNDEUDRAETH<br />
Non-stopping trains required to pass over the loop must be brought to a stand to exchange<br />
tokens.<br />
MINITORDD<br />
Granite Siding. To prevent damage to quarry chutes high sided wagons must not be placed in<br />
the siding.<br />
Vehicles placed on the tar siding leading off the granite siding must each be secured with brakes<br />
and, if necessary, sprags.<br />
PORTMAD C<br />
Up trains. When an up train comes to a stand clear within the up loop the Person in charge of<br />
the platform must immediately advise the Signalman if the train has arrived complete with tail<br />
lamp attached.<br />
Working of class 7, 8 and 9 trains over the Wern Gradient. Guards of down trains must apply<br />
the hand brake when passing the Wern main road underbridge to keep the couplings tight and keep<br />
the hand brake on as far as Coedllyn Culvert at the bottom of the incline.<br />
After passing Wern main road underbridge the Guard and Secondman must exchange hand<br />
signals to confirm that the train is complete and under control and the Driver must satisfy himself<br />
that his Secondrnan has done so.<br />
318
PWLLHELI EAST<br />
Down Outer Home and Down Intermediate Home Signals. When a down train is brought to a<br />
stand at the down outer home or down intermediate home signal, unless it is cleared immediately<br />
the Driver must telephone the Signalman.<br />
Down Freight Trains entering Goods Yard. Down freight trains must be brought to a stand at<br />
the down inner home signal. The Signalman will clear the signal controlling the entrance to the<br />
yard after obtaining the permission of the <strong>Shunt</strong>er, who must ensure that the hand points are properly<br />
set for the siding on which the train has to run, and unless the siding is clear he must control the<br />
movement of the train into the siding.<br />
VALE OF RHEIDOL LINE<br />
During the periods when a passenger service is in operation the following instructions apply:—<br />
I. Method of Working. A Train Staff and two metal tickets, coloured red, are provided. The<br />
Signalman or the Foreman at Aberystwyth and the Person in charge at Devil's Bridge are the only<br />
persons authorised to receive or deliver the Train Staff and Tickets.<br />
A public telephone is provided in Devil's Bridge Booking <strong>Of</strong>fice and in the former platelayers<br />
cabin on Aberffrwd platform, keys to these buildings being attached to both the train staff and<br />
metal tickets. (The telephone number of Aberystwyth box is Aberystwyth 2661.)<br />
The Train Staff, or a ticket indicating that the staff will follow on a subsequent train, must be<br />
carried by the Driver of each train. A train must not leave either end with a ticket unless the Driver<br />
has seen the staff at that end of the line, except as provided in clause 2.<br />
Trains to Devil's Bridge. The Guard must advise the Signalman at Aberystwyth, by telephone,<br />
when his train complete with tail lamp is ready to depart from Aberffi-wd. The train must not continue<br />
its journey to Devil's Bridge until authorised by the Signalman. If, however, the telephone at<br />
Aberffrwd has failed a train which is conveying a ticket may continue its journey without the<br />
Signalman's authority provided the Trainmen are satisfied the other ticket is at Aberystwyth. A train<br />
which is conveying the staff may continue its journey in these circumstances provided the Trainmen<br />
are satisfied that both tickets are at Aberystwyth.<br />
The Guard must advise the Signalman at Aberystwyth, by telephone, when his train has arrived<br />
at Devil's Bridge complete with tail lamp. In addition, the Guard of a train which has conveyed a<br />
ticket must advise the Signalman that shunting has been completed and the points have been set for an<br />
unoccupied line. The points must not then be moved until the following train has arrived at<br />
Devil's Bridge.<br />
Trains from Devil's Bridge. When a train is ready to depart, the Guard must obtain permission<br />
from the Signalman at Aberystwyth to proceed to Abertirwd. When there is more than one train at<br />
Devil's Bridge, the Guard of other than the last train to depart must be satisfied that the Person in<br />
charge at Devil's Bridge is in possession of the staff. The last train from Devil's Bridge each day must<br />
depart from the up loop thus enabling the ground frame levers to be padlocked in the frame, by<br />
means of the key attached to the staff, before the train departs.<br />
The Guard must advise the Signalman at Aberystwyth, by telephone, when his train complete<br />
with tail lamp is ready to depart for Aberffrwd. The train must not continue its journey to<br />
Aberystwyth until authorised by the Signalman. If the Signalman informs the Guard that the line<br />
is clear only to the home signal at Aberystwyth, the Guard must advise the Driver accordingly. If,<br />
however, the telephone at A berffrwd has failed the train may continue its journey provided there was<br />
not a preceding train from Devil's Bridge.<br />
2. Disabled Train. If a train carrying the staff becomes disabled, necessitating a second train or<br />
breakdown van train giving assistance, the Fireman must take the staff to the point at which<br />
assistance can be obtained, inform the Signalman at Aberystwyth of the circumstances and assure<br />
him that he has the staff. The Fireman must hand the staff to the Driver of the assisting train and<br />
conduct him to the disabled train. The Driver of the disabled train must not allow it to be moved<br />
until the Fireman has returned with the staff.<br />
If a train carrying a ticket becomes disabled, the Fireman must, except as shown herein, return<br />
with the ticket to the point from which the train departed and act as shown in the preceding paragraph.<br />
IF, however, the train is proceeding to Aberystwyth and it is more expedient to obtain assistance<br />
from that point, the Fireman must, after obtaining an assurance from the Driver that the train will<br />
not be moved until he has returned with the ticket, proceed with the ticket to Aberystwyth to allow<br />
the assisting train to come from there. In this case, it will not be necessary for the Driver of the<br />
assisting train to be in possession of the staff.<br />
The disabled train must be protected in every case in accordance with the Rules applicable to<br />
trains stopped by accident, failure, obstruction or other exceptional causes, the Fireman doing this<br />
on his way for assistance and the Guard in the opposite direction.<br />
When the services of a Guard are not available, the Fireman must protect the train in accordance<br />
with Rule Book, <strong>Section</strong> M, when going for assistance, but before doing so must protect the train<br />
in the opposite direction by placing on the rail 3 detonators 20 yards apart, at least 300 yards from<br />
the train.<br />
When the services of a Fireman are not available the Guard must carry out the duties laid down<br />
for the Fireman.<br />
319
3. Train Staff Lost. If the staff is lost, the Person in charge at Aberystwyth will arrange for a<br />
Pilotman to be appointed to accompany each train until the staff is found or a replacement provided.<br />
The Pilotman must take possession of both tickets.<br />
Coupling and uncoupling of vehicles. No attempt must be made to couple or uncouple vehicles<br />
unless they are stationary, and if they are standing on a curve the work must be carried out from<br />
the outside of the curve.<br />
Locomotives passing one another at Devil's Bridge. The clearance between the down and up<br />
loops is limited and a Driver proceeding into either loop must satisfy himself that there is sufficient<br />
clearance if the other loop is occupied.<br />
Locomotives taking water. Locomotives must take water at Aberffrwd or Devil's Bridge on the<br />
up journey and after taking water the Driver must ensure that the water column equipment is left<br />
clear of the line and it is properly secured.<br />
Working of locomotives. Drivers must ensure that coal, fire irons and tools are so placed on the<br />
locomotive that they will not fall off when the locomotive is in motion. Drivers must also ensure<br />
that there is no unnecessary emission of smoke and steam from the locomotive.<br />
WHITCHURCH<br />
When an up train is divided between Wrenbury and Whitchurch because the locomotive is unable<br />
to take the whole train forward, or if a train breaks loose between these points, and the locomotive<br />
has to return from Whitchurch for the rear portion, it must not run to Wrenbury on the down line to<br />
propel the rear portion to Whitchurch but it must set back from Whitchurch on the up line to the rear<br />
portion of the train.<br />
WRENBURY<br />
Marley Green level crossing—"On call" barriers. The permission of the Signalman at Wren bury<br />
box must be obtained before a movement in the wrong direction is allowed to pass over the crossing.<br />
An Engineer's train which has passed over the crossing is prohibited from returning to the box<br />
in rear in accordance with Rule Book, <strong>Section</strong> Q, clause 2.5.<br />
An Engineer's train which has passed over the crossing must not be set back in accordance with<br />
Rule Book, <strong>Section</strong> Q, clause 2.5 if it would approach nearer than mile to the crossing.<br />
A trolley must not pass over the crossing without the permission of the Signalman.<br />
Prior arrangements must be made for a Crossing Keeper to be in attendance:—<br />
(i) if a train is required to stop in section (in accordance with Block Regulation 8).<br />
(ii) if Single Line Working is in operation.<br />
NANTWICH<br />
-<br />
trains Ttimed to stop must press one of the plungers when the train is ready to depart.<br />
r<br />
BETWEEN GOBOWEN SOUTH AND NANTMAWR QUARRY SIDINGS<br />
a<br />
Gobowen South. Drivers of trains of more than 35 S.L.U. from the Nantmawr direction to<br />
Gobowen<br />
i<br />
must be prepared to stop at the distant signal for Gobowen South in order to get a sight of<br />
the home n signal, and the train should then be worked cautiously towards the signal box.<br />
RWhen the trains are brought to a stand on the main line or siding at Gobowen, the Guard should<br />
release<br />
e<br />
the brake with care so that the full weight of the train will not fall sharply upon the locomotive.<br />
aOswestry. The connection from the single line to the various sidings at Oswestry are clipped<br />
and padlocked for movements along the single line and Guards of trains having work to do at thesesidings,<br />
d after completion of work, must re-clip and padlock the points before re-joining their train.<br />
y If shunting operations are to take place which will foul Davies & Metcalfe Ltd.'s private level<br />
crossing t the crossing gates must be closed against the roadway and re-opened again when the shunting<br />
operations are completed.<br />
o<br />
Working of Porthywaen Goods, Lime and Quarry Sidings. The door key of the ground frame<br />
must Sbe kept in the custody of the Checker, who must meet all trains calling at the sidings and is<br />
responsible t for working the ground frame.<br />
aDown trains must be drawn into the siding clear of the single line, and in no circumstances must<br />
the locomotive be detached from the train whilst on the single line.<br />
rBefore a down train is set back from the siding onto the single line the Guard must apply sufficient<br />
hand tbrakes on the vehicles next to the brake van and ride in the brake van to control the movement<br />
and prevent " it running back towards Llynclys.<br />
pPorthywaen School Level Crossing. Drivers must be prepared to bring their trains to a stand<br />
before l fouling the crossing.<br />
u<br />
Nantmawr Junction. Trains may be gravitated towards the stop block with brake van leading,<br />
in which the Guard must ride.<br />
n<br />
Llanddu Siding. The connections from the single line to this siding are clipped, and padlocked<br />
for movements g along the single line and Guards of trains having work to do at this siding, after<br />
completion e of work, must re-clip and padlock the points before re-joining their trains.<br />
r<br />
320<br />
s<br />
a<br />
r
Nantmawr Lime Kiln Sidings. When shunting in these sidings, care must be exercised when the<br />
locomotive is passing over the sharp curve under the lime kilns.<br />
Before allowing the locomotive to pass under the stone loading chute the Guard must be<br />
satisfied that the moveable tip of the loading chute is secured in the raised position.<br />
CROES NEWYDD<br />
East box. All freight trains from the Brymbo line must stop before fouling the South Fork.<br />
West box. When it is necessary to remove vehicles standing on the down siding beyond the<br />
hand-worked connection leading to wagon repairs siding a locomotive must be used. Vehicles standing<br />
on the Wrexham side of the box may be gravitated in to the yard.<br />
Machine sidings. When a train from Brymbo which is to run to the machine sidings, without a<br />
brake van, is approaching the up goods home 2 signal, the Signalman at Croes Newydd West box<br />
will advise the <strong>Shunt</strong>er or other competent person, who must proceed to the signal and advise the<br />
Signalman from the telephone at the signal that the locomotive and vehicles are ready to enter the<br />
machine sidings. The brake van must be detached at the up goods home 2 signal and the <strong>Shunt</strong>er<br />
must accompany the locomotive and vehicles in to the siding and assist in bringing them to a stand.<br />
When the up goods home 2 signal is cleared the Guard must gravitate the brake van to the up goods<br />
home 3 signal.<br />
If the vehicles are run in to the machine without the locomotive care must be exercised in<br />
braking them. The rails must be sanded if necessary. When gravitating vehicles in to the sidings,<br />
the Guard or <strong>Shunt</strong>er must always pin brakes down on the rear vehicles as well as on the front. The<br />
brakes nearest the front of the train must be released first and other brakes along the train regulated<br />
until the vehicles move slowly. Sufficient brakes must remain pinned down to stop the vehicles if<br />
necessary.<br />
Trains proceeding down the machine sidings must stop before reaching the connection from<br />
machine siding 2 to machine siding l and locomotives mut not exceed 4 m.p.h.<br />
After making a movement from machine siding 2 to machine siding I, the <strong>Shunt</strong>er must set the<br />
hand-points for the straight road and see that the hand-points at the Brymbo end are properly set<br />
for the siding upon which a train is to enter.<br />
When a locomotive is shunting in the machine sidings or any vehicles are being gravitated, a train<br />
must not be allowed to enter these sidings at the Brymbo end until the locomotive has returned to<br />
the up sidings, or gravitation of vehicles has ceased.<br />
The <strong>Shunt</strong>er must advise the Signalman when the locomotive is clear beyond the signals applying<br />
to movements from the up sidings and all movements have ceased. When the signal is cleared for a<br />
train or locomotive to proceed towards the machine sidings, the <strong>Shunt</strong>er or Person in charge must<br />
not move any vehicles in the sidings until such train or locomotive has completed its work or has<br />
been shunted clear of the machine sidings and the Signalman has been informed.<br />
The Guard or <strong>Shunt</strong>er must always carry a shunting horn to warn persons on the line.<br />
Locomotives must not pass over the weighbridge in machine siding 2.<br />
BRYMBO MEDDLE<br />
A telephone is provided on the up home signal from Vron Junction. When a train arrives at<br />
the stop signal, the Guard must inform the Signalman what traffic the train has on, and what work<br />
has to be done.<br />
Warehouse Siding. When vehicles are brought off the Vron branch to be placed in the warehouse<br />
siding, the Guard must follow the rear vehicles over the points from the down main line to th e<br />
Vron branch, and remain with and secure them there until the points are set for the warehouse siding.<br />
When taking vehicles from the warehouse siding to the Vron branch the Guard must follow<br />
them from the warehouse siding over the points from the down main to the Vron branch, and remain<br />
with and secure them until the points are set for the Vron branch line.<br />
The Signalman must not set the points leading to the warehouse siding in their normal position<br />
until the vehicles have passed over the points leading to the Vron branch and the Guard has given<br />
him a signal to do so after securing the vehicles.<br />
BETWEEN BRYMBO MIDDLE AND VRON JUNCTION<br />
Trains to 'Won Junction. When a train to Vron Junction is propelled the Guard must sound a<br />
shunting horn, (obtained from Brymbo Middle Crossing box and returned there after use), when<br />
the train is approaching and passing over the Steel Works crossings and the foot crossing near Vron<br />
Junction and also to warn anyone walking near the line. When a train is drawn to Vron Junction<br />
the Driver must sound the horn at frequent intervals whilst passing the Steel Works.<br />
The train must not leave Brymbo Middle until the Vron Junction <strong>Shunt</strong>er has cleared the signal<br />
protecting the Steel Works crossings. When the train has passed over the Steel Works crossings the<br />
.<strong>Shunt</strong>er must reset the ground frame to enable the Steel Works locomotive to cross the B.R. line<br />
and then follow the train to Vron Junction.<br />
At \Iron Junction. Before the <strong>Shunt</strong>er unlocks the points at Vron Junction and clears the signal<br />
for a train he must ensure that the Steel Works locomotive is not approaching from the Vron sidings<br />
or the Steel Works offices direction. When the train from or to Brymbo Middle has passed, the<br />
<strong>Shunt</strong>er must relock the points for the siding leading towards the Steel Works offices and clear the<br />
•signal for the Steel Works locomotive.<br />
321
Trains from Vron Junction. Before a train leaves Vron Junction the <strong>Shunt</strong>er or Guard must<br />
advise the Signalman at Brymbo Middle. The <strong>Shunt</strong>er must clear the signal protecting the Steel Works<br />
crossing for the train and after the train has passed he must reset the ground frames to enable the<br />
Steel Works locomotive to cross the B.R. line. When the train is passing the Steel Works the Driver<br />
must sound the horn at frequent intervals.<br />
The train must be brought to a stand before reaching the branch home signal for Brymbo Middle<br />
Crossing box.<br />
When the train has come to a stand on the down line at Bryrnbo Middle the Guard must ensure<br />
that the train is secure before the locomotive is detached to run round the train. The Signalman at<br />
Brymbo Middle Crossing box must maintain the points set from the Vron branch until the locomotive<br />
has returned from Brymbo West ground frame and it is ready to cross to the down line. Vehicles<br />
not exceeding 6 S.L.U. with brake van leading may be gravitated from the Vron branch to the down<br />
line at Brymbo Middle to enable the locomotive to run round the train. The Guard must ride in the<br />
leading brake van and the <strong>Shunt</strong>er must stand near Brymbo Middle Crossing box in order to pin<br />
down brakes on the rear vehicles. The Signalman at Brymbo Middle Crossing box must maintain the<br />
points set for the Vron branch until the vehicles have been secured and the locomotive is ready to set<br />
back onto the train.<br />
MINERA<br />
Trains to Minera must stop at the notice board which indicates the end of the One Train Working:<br />
section and not proceed until the Guard has ascertained that the line ahead of the board is clear<br />
and the Firm's locomotive is at a stand.<br />
WREXHAM CENTRAL<br />
When a train from the Marchwiel direction comes to a stand at the "Stop and Await Instructions"<br />
board, the Driver must immediately contact the Signalman at Wrexham Central North box and act<br />
in accordance with his instruction.<br />
PENYFFORDD<br />
<strong>Shunt</strong>ing in Exchange Sidings. Before going into the sidings Drivers must give two blasts on the<br />
horn, and Guards and <strong>Shunt</strong>ers must satisfy themselves that the lines are clear before commencing;<br />
to shunt.<br />
Tunnel Portland Cement Company's Siding. Not more than 12 vehicles with a brake van may<br />
be left on the running line whilst shunting at the siding.<br />
Trains from Mold to Penyffordd must not pass the "Termination of Single Line" Board at<br />
Penyffordd until the Driver is instructed to do so by the <strong>Shunt</strong>er at Penyffordd.<br />
HA WARDEN<br />
If an up freight train is shunted to the down line, the Guard must apply a sufficient number of<br />
brakes at the rear of the train to ensure it being brought to a stand after it has passed through the<br />
crossover. After the train has come to a stand on the down line, the brakes must be taken off in<br />
readiness for it to go forward.<br />
DEE MARSH JUNCTION<br />
All trains travelling in the Chester—Bidston direction must stop at the home 2 signal, or in the<br />
case of short trains with the brake opposite the telephone post, and the Guard must at once advise<br />
the Signalman by the telephone 250 yards in the rear of the signal whether or not the train has arrived<br />
complete with tail lamp attached. In the case of light locomotives the Secondman must advise the<br />
Signalman.<br />
Guards of all trains travelling in the Bidston—Chester direction which are stopped at the home 3<br />
signals must at once advise the Signalman by the telephone 300 yards in rear of the signal whether<br />
or not the train has arrived complete with tail lamp attached. In the case of light locomotives the<br />
Secondman must advise the Signalman.<br />
Guards of freight trains travelling in the Bidston—Wrexham direction which are stopped at the<br />
home 3 signal must at once advise the Signalman by the telephone 300 yards in rear of the signal<br />
whether or not the train has arrived complete with tail lamp attached.<br />
Release of leading locomotive of double-headed trains. Immediately double-headed trains from<br />
the direction of Chester to Bidston are stopped at the home 3 signal, the Secondman of the leading<br />
locomotive must communicate with the Signalman using the telephone immediately opposite this<br />
signal to obtain instructions. If the leading locomotive has to be detached, he must inform the Driver<br />
of the second locomotive, and the second locomotive must not move forward until the signal has been<br />
replaced to Danger after the departure of the first, and again cleared.<br />
BETWEEN PENYFFORDD AND MOLD<br />
Llong West and Mold By-Pass Level Crossings. On arrival at the crossing concerned Trainmen<br />
must operate the plunger to lower the barriers. The white light adjacent to the plunger will flash<br />
when the barriers are in a lowered position. The train must then be drawn over the crossing and the<br />
Driver must bring it to a stand when the whole of the train has cleared the crossing. The Guard<br />
must not give the signal for the train to be restarted until he has observed that the barriers have<br />
returned to the vertical position.<br />
322
If the white light fails to flash but the Trainmen are able to establish that all the barriers are in<br />
the lowered position, the train may proceed over the crossing with extreme caution.<br />
If one or more of the barriers fails to move to the lowered position, the Trainmen must obtain<br />
the disengaging bar from the locked emergency cupboard, the key to which is attached to the Penyffordd—M<br />
old Train Staff. The bar must be used to disengage the clutch in the pedestal of each<br />
barrier which has failed, allowing the barrier(s) to fall. When the barriers have to be lowered in this<br />
way, the left-hand barrier(s) facing to oncoming road traffic must always be lowered first If none<br />
of the barriers have moved to the lowered position automatically, the first barrier to be lowered by<br />
hand must be allowed to fall sufficiently for (about 10-15' from the vertical) to enable the red lights<br />
to commence to flash and held in that position until there is no danger to road traffic in allowing it to<br />
fall to the horizontal position. The other barriers must then be lowered immediately. When the<br />
train has been drawn over the crossing the barriers must be restored to the vertical position by hand<br />
and held in that position until the clutch for each barrier concerned is re-engaged. The disengaging bar<br />
must be relocked in the emergency cupboard.<br />
If the barriers fail to rise automatically after a train has passed over the level crossing, the Guard<br />
must obtain the Train Staff from the Driver, open the emergency cupboard and operate the button<br />
inside to raise the barriers. Should the operation of this button still fail to raise the barriers, the<br />
disengaging bar must be used and the barriers raised by hand as described above.<br />
Any failure of the apparatus must immediately be reported to the Signalman at Penyffordd box,<br />
by telephone.<br />
Mold & Tryddyn Level Crossing. Drivers must bring their trains to a stand at the "Stop and<br />
Await Instructions" board and wait until instructions are received from the <strong>Shunt</strong>er or Person in<br />
charge that it it is safe to proceed.<br />
CREWE TO BIRKENHEAD AND BRANCHES<br />
CREWE ELECTRIC TRACTION DEPOT<br />
Trains Conveying B.R. Staff to and from the Electric Traction Depot. Trains requiring to enter the<br />
E.T.D. sidings via Steel Works box must not set back from the down main line into the sidings until<br />
permission has been obtained from the E.T.D. <strong>Shunt</strong>er, who will ensure that the appropriate siding<br />
points have been properly set and secured. Trains requiring to leave the E.T.D. via Steel Works box<br />
for the Crewe direction must not set back from No. 1 siding to the down main line until the permission<br />
of the E.T.D. <strong>Shunt</strong>er has been obtained and the signal applying from the siding has been cleared.<br />
If the E.T.D. <strong>Shunt</strong>er is not available, the Signalman at Steel Works box must instruct the Guard of the<br />
train to carry out these duties.<br />
When trains require to leave the E.T.D. via the East End (Crewe North Junction), the E.T.D.<br />
<strong>Shunt</strong>er, after ensuring that the facing hand points have been properly set and secured, must advise the<br />
Signalman at Crewe North Junction box that the train is ready to depart. The speed of trains within the<br />
E.T.D. must not exceed 10 m.p.h.<br />
The E.T.D. <strong>Shunt</strong>er, when making arrangements for the arrival and departure of trains, will be<br />
responsible for instructing the Drivers of any locomotives in the E.T.D. sidings not to move towards<br />
the fouling point.<br />
No. 4 Siding. 1509 volt D.C. Overhead Line Equipment. No. 4 Siding is fitted with overhead line<br />
equipment extending from a point level with the West end of the Electrification Stores building to the<br />
siding buffer stop. The equipment is energised at 1500 volts D.C. and must be regarded as being<br />
"ALIVE" at all times.<br />
The siding is used for testing electric locomotives of the 1500 volt D.C. type after repair. When<br />
they have been shunted into the siding and the shunting locomotive has been removed it will be the<br />
responsibility of the E.T.D. <strong>Shunt</strong>er to secure the hand points to prevent vehicles being shunted into<br />
the siding. Whilst the locomotives are being tested vehicles must not be allowed to stand upon the<br />
short length of insulated track at the entrance to the siding, indicated by the warning board.<br />
In an emergency the electricity supply to the overhead line equipment can be switched off<br />
immediately by operating either of the two emergency push buttons on the wall of the Stores budding.<br />
The person using the emergency push buttons must report immediately to Crewe Electric Control<br />
Room stating:—<br />
(a) his name, grade and department.<br />
(b) the nature of the emergency.<br />
A telephone for this purpose is located near overhead structure No. D.C. 1.<br />
CHESTER<br />
No. 3 Box. When the last vehicle of an up train arriving on the main or up platform line does<br />
not pass the box, the Guard must press the appropriate plunger described below, to indicate to the<br />
Signalman that the train has arrived complete with tail lamp attached. The Signalman will acknowledge<br />
by one ring.<br />
Up main line B e t w e e n the up main and up platform lines, 45 yards on<br />
the Holyhead side of the first pillar at the Holyhead end<br />
of the station.<br />
Up platform line • I n a cupboard on the wall outside the Signing-On point.<br />
323
Trains of coaching stock and light locomotives entering down platform and "down and up" platform<br />
lines at No. 2 box, the up platform line at No. 3 box and the "down and up" platform line at No. 3A box.<br />
During fog or falling snow, Drivers of trains entering these platform lines when they are already<br />
occupied must stop at the entrance to the platform, where they will be advised to what point the line Is<br />
clear, unless the person appointed for the purpose has previously joined the locomotive to pilot the<br />
Driver to the rear of the standing train.<br />
Drivers of locomotives detached from trains reversing at Chester on the "down and up" platform line<br />
must not move in the same direction as the train has been withdrawn until instructed to do so by the<br />
Person in charge.<br />
All trains for beyond Chester from the Crewe, Manchester and Liverpool lines requiring relief must<br />
stop at the passenger station or middle yard and not at No. I box.<br />
Up freight trains terminating. Guards of these trains must not leave their trains at Chester until they<br />
are taken over by <strong>Shunt</strong>ers unless they are on No. 1 siding.<br />
HOOTON<br />
Locomotives running round trains at Hooton North. During fog or falling snow, locomotives<br />
requiring to cross from the down fast to the up fast line at Hooton North to run round their trains<br />
must run forward on the down fast line to Hooton North box, so that the Signalman may be satisfied<br />
that the locomotive is clear of the crossover between the down and up fast lines.<br />
PORT SUNLIGHT<br />
Guards of freight trains must travel in the brake van if provided, when a train backs into the sidings<br />
until the train stops in the siding, and then apply their hand brake and pin down sufficient brakes<br />
to hold the train before detaching the locomotive.<br />
ROCK FERRY<br />
When a train comes to a stand clear within platform 1 and 2, the Guard must immediately<br />
advise the Signalman whether or not the train has arrived complete with tail lamp attached.<br />
GREEN LANE JUNCTION<br />
Drivers' Relief. Drivers of down trains requiring relief must bring their trains to a stand at the<br />
goods home signal.<br />
BIRKENHEAD DOCKS<br />
Canning Street South. Drivers of all trains on the Canning Street side of Brook Street box must<br />
proceed with caution and be prepared to stop short of any obstruction.<br />
Trains may be worked over the wrong lines between Brook Street and Canning Street South.<br />
The Crossing Keeper is responsible only for the protection of road traffic and Drivers of trains<br />
over the Dock's Board lines are responsible for keeping clear of conflicting movements and must proceed<br />
with caution, prepared to stop short of any obstruction.<br />
Working of the Down Line between Canning Street North and Cathcart Street as an Up and<br />
Down Line. Up trains may travel over the down line between Cathcart Street Crossing and the<br />
crossover at Canning Street North when the up line is blocked.<br />
The <strong>Shunt</strong>er will arrange with the Signalman before instructing the Driver to proceed.<br />
The Driver must not exceed 5 m.p.h. whilst on the wrong line, and must not pass over the level<br />
crossing at Canning Street North until he receives a hand signal from the Signalman. If this signal<br />
has not been received before the locomotive has been brought to a stand, it must stop short of the<br />
level crossing gates to allow them to be opened if required.<br />
Morpeth Goods Yard. All inward trains must stop on the Dock's Board lines clear of the points<br />
leading to Morpeth Yard, and must not enter the yard without permission from the Person in charge.<br />
REGULATIONS FOR WORKING OVER MERSEY DOCKS AND HARBOUR<br />
BOARD LINES, BIRKENHEAD<br />
The speed of locomotives or vehicles must not exceed 8 m.p.h.<br />
Locomen must keep a sharp look-out when propelling vehicles.<br />
All trains, light locomotives or vehicles must exhibit a white light in front and a red light in rear<br />
between sunset and sunrise and during fog or falling snow.<br />
Vehicles or locomotives must not stand foul of any bridge, level crossing or approach thereto,<br />
except when necessary for safety.<br />
Trains arriving at Birkenhead going to the various depots must be worked with the locomotive in<br />
front until they reach the depot, when it may be placed at the rear to dispose of the train, which work<br />
will be classified as shunting operations.<br />
During shunting operations, the <strong>Shunt</strong>er must be in a position to see that all is clear, to give<br />
effective warning to pedestrians and others, and to give signals to the Driver.<br />
324
Vehicles may be propelled on the Dock's Board Estate from point to point, in which case the<br />
<strong>Shunt</strong>er must ride in a runner or other vehicle in front of the vehicles to give effect to the instructions<br />
in the preceding paragraph. This will not apply where vehicles are shunted from the main line into<br />
a siding, nor when disposing of trains at depots, as in each of these instances the <strong>Shunt</strong>ers will be on<br />
the ground.<br />
Each <strong>Shunt</strong>er must carry a whistle or shunting horn and the following general codes must be used<br />
for the guidance of Locomen:—<br />
Move forward O n e long blast.<br />
Move back T w o long blasts.<br />
Stop T h r e e long blasts.<br />
Ease couplings F o u r long blasts (given thus—two pause two).<br />
Every locomotive and vehicle passing over the Board's railway must, at the places and between<br />
the points specified below, be preceded at a distance of not less than 30 yards and not more than<br />
50 yards, by a Railman, who in the daytime must exhibit a red flag and at night exhibit a red light<br />
and who must give warning of the approach of the locomotive or vehicle to approaching vehicles<br />
or pedestrians.<br />
Places and points referred to :—<br />
(I ) Wallasey Dock Between the eastern corner of the easternmost shed on the North side<br />
of the dock and the south end of the pumping station on the East<br />
side of the dock.<br />
(2) Morpeth Dock Between a point 30 yards westward from the eastern end of the shed on<br />
the South-east side of the dock and the time gun on the river wall.<br />
(3) Shore Road Between the eastern end of the shed on the South side of the Morpeth<br />
Dock and the western end of the shed on the South side of the<br />
Morpeth Branch dock.<br />
This regulation does not apply to shunting and marshalling operations at the places and between<br />
the points specified, but when such operations are in progress, a Railman must during the whole<br />
time of such operations, be stationed at the places specified below, and must be provided with a red<br />
flag and a green flag by day, and with a red light and a green light by night, and give warning of the<br />
shunting or marshalling operations to approaching vehicles or pedestrians.<br />
Places referred to:—<br />
(I) Wallasey Dock The north-east corner of the pumping station.<br />
(2) Morpeth Dock The south-east corner of the shed on the South-east side of the dock.<br />
(3) Shore Road In the centre of the space between the eastern end of the shed on the<br />
South side of the Morpeth dock and the western end of the shed on<br />
the South side of the Morpeth Branch dock.<br />
<strong>Shunt</strong>ers and Drivers must not draw or propel vehicles over or between the points mentioned<br />
unless they have previously received a signal authorising them to do so from either the Watchman or<br />
the Person specially appointed to perform this duty.<br />
HELSBY WEST CHESHIRE JUNCTION<br />
Working of Shellstar Private Sidings. An arriving train must stop at the first Stop board, and<br />
the Driver must obtain permission from the Shellstar shunting staff, by telephone, for the train to<br />
proceed to the second Stop board.<br />
A movement must not proceed past the "<strong>Limit</strong> of <strong>Shunt</strong>" indicator towards Helsby West Cheshire<br />
Junction box until the permission of the Signalman at that box has been obtained by means of the<br />
telephone situated in the Security <strong>Of</strong>fice. When Shellstar shunting staff are on duty, this permission<br />
may be requested by them, but before proceeding past the board the Driver must obtain their<br />
assurance that the Signalman's permission has been received.<br />
Down branch outer home signal. If a train is stopped at the outer home signal from Mouldsworth<br />
the Driver must immediately telephone the Signalman.<br />
BIRKENHEAD NORTH<br />
Carriage Shed Up Sidings. Special instructions for working in these sidings, and over the single<br />
line used as an "up and down" loop between Birkenhead North Nos. I and 2 boxes, are exhibited in<br />
a frame on a telegraph pole at the carriage shop.<br />
SEACOMBE JUNCTION<br />
Bidston Dock Exchange Sidings. There are weighbridges at the Dock end of sidings Nos. 2 and 3<br />
of the Inwards group and a train must not enter either of these sidings until the Guard has ascertained,<br />
by telephone, from the Person in charge of the Weighbridges, that the siding on to which the train is<br />
to proceed is clear.<br />
These sidings should be used only when sidings Nos. I, 4 and 5 are already occupied.<br />
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CHESTER TO HOLYHEAD AND BRANCHES<br />
MOLD JUNCTION<br />
The Dee Oil Company's Crossing is situated 328 yards on the Chester side of No. l box, and if<br />
the down fast or down slow line signals are at Danget, Drivers must stop their trains clear of the<br />
crossing.<br />
The up fast and up slow line emergency colour light signals, adjacent to Hawarden Aerodrome<br />
runway, are not normally illuminated, but if the line is obstructed or damaged by aircraft these stop<br />
and distant signals, which are operated from Mold Junction No. 4 box, will be illuminated, displaying<br />
Danger and Caution aspects respectively.<br />
Drivers must then bring their trains to a stand at the emergency stop signal and advise the<br />
Signalman at Mold Junction No. 4 box by the telephone at the signal. It will not be necessary to carry<br />
out Rule Book, <strong>Section</strong> K, but the Guard must protect the train in accordance with Rule Book,<br />
<strong>Section</strong> M, clause 3.4. Drivers must not proceed until the signal lights have been extinguished and<br />
the permission of the Signalman has been obtained by telephone.<br />
If the line has to be examined to ascertain if the permanent way is obstructed or damaged, and no<br />
other competent person is quickly available, the Signalman may request the Driver of a train stopped<br />
at the signal to instruct his Secondman to examine the line on foot and report to the Signalman by<br />
telephone.<br />
If the signals fail, Drivers of up trains will be advised by the Signalman at the next box open in<br />
rear and instructed to approach them at Caution, prepared to stop if a hand signal is given.<br />
The telephones at the emergency signals should, whenever practicable, be tested by the Lengthman<br />
when examining his length, and the result recorded by the Signalman in his Train Register. If the<br />
Lengthman finds a telephone out of order he must advise the nearest Signalman as soon as possible.<br />
The aspects of the emergency colour light signals are repeated in Mold Junction No. I box, and<br />
when No. 4 box is closed similar action must be taken with the Signalman at No. I box.<br />
CONNAH'S QUAY<br />
Dentith's Siding. When work is completed at Dentith's Siding ground frame and the train is ready<br />
to leave, the Guard must inform the Signalman at Rockcliffe Hall box, by telephone, how many<br />
vehicles have been attached and detached.<br />
LINSITAEN<br />
Trains for the sidings on the Rhyl side of the box must be shunted inside immediately on arrival, and<br />
all shunting operations performed inside the sidings.<br />
Raynes' Sidings. Down trains for these sidings must stop with the brakevan clear of the connection<br />
to the down lie-by siding. Up trains may leave not more than 60 S.L.U. with brakevan in rear on the<br />
up main line.<br />
PRESTATYN<br />
Down trains. When a train comes to a stand in the down fast platform clear of the connection<br />
to the down slow line, or in the down slow platform clear of the down fast line, the Guard, or Secondman<br />
in the case of a light locomotive, must immediately advise the Signalman by means of the tail<br />
lamp telephone on the platform concerned whether or not the train is complete with tail lamp attached.<br />
APERGELE<br />
Down trains. When a down train comes to a stand clear within the down slow platform, the<br />
Guard or Secondman in the case of a light locomotive must immediately advise the Signalman, whether<br />
or not the train has arrived complete with tail lamp attached.<br />
COLWYN BAY<br />
Down trains. When a train come to stand in the down main platform clear of the connection<br />
to the down loop, the Guard, or Secondman in the case of a light locomotive, must immediately<br />
advise the Signalman by means of the tail lamp telephone on the down platform whether or not the<br />
train is complete with tail lamp attached.<br />
Goods yard. Not more than 20 S.L.U. may be attached to the locomotive for shunting purposes,<br />
when proceeding from the yard sidings up the incline.<br />
Guards must not do any detaching or shunting from the incline to the goods yard, unless a <strong>Shunt</strong>er<br />
is present, and both men must apply the brakes on the vehicles as necessary in case of emergency.<br />
LLANDUDNO JUNCTION<br />
Down trains. When a down train comes to a stand clear within the down main or "up and down"<br />
platform, the Guard, or Secondman in the case of a light locomotive, must immediately advise the<br />
Signalman, whether or not the train has arrived complete with tail lamp attached.<br />
Coupling of loaded D.M.U. Trains. A loaded diesel multiple unit train may be allowed to enter<br />
the up slow platform line when that line is already occupied by a loaded diesel multiple unit train<br />
to enable them to be coupled together. During fog or falling snow the Handsignalman referred to<br />
326
in Instruction 4 clause (d) of the Working Instructions for working Multiple-Unit Mechanical Trains<br />
contained in the General Appendix will be stationed at the platform end to meet the second train and<br />
conduct it to the point where it must come to a stand.<br />
Drivers must advise the Signalman, using the telephone at the exit from the carriage sidings, when<br />
they are ready to depart and state their destination.<br />
VALLEY<br />
The down and up line emergency colour light signals adjacent to Valley Aerodrome runways will<br />
not normally be illuminated, but if the line is obstructed or damaged by aircraft these stop and distant<br />
signals, which are operated from the Aerodrome Control Tower, will be illuminated, displaying Danger<br />
and Caution aspects respectively.<br />
Drivers must then bring their trains to a stand at the emergency stop signal and advise the<br />
Signalman at Valley box by the telephone at the signal. It will not be necessary to carry out Rule Book,<br />
<strong>Section</strong> K, but the Guard must protect the train in accordance with Rule Book, <strong>Section</strong> M, clause 3.4.<br />
Drivers must not proceed until the signal lights have been extinguished and the permission of the<br />
Signalman has been obtained by telephone.<br />
If the line has to be examined to ascertain if the permanent way is obstructed or damaged, and no<br />
other competent person is quickly available, the Signalman may request the Driver of a train stopped at<br />
the signal to instruct his Secondman to examine the line on foot and report to the Signalman by<br />
telephone.<br />
If the signals fail, Drivers of trains will be advised by the Signalman at the next box open in rear<br />
and instructed to approach them at Caution, prepared to stop if a hand signal is given.<br />
The telephones at the emergency signals should, whenever practicable, be tested by the Lengthman<br />
when examining his length, and the result recorded by the Signalman in his Train Register. If the<br />
Lengthman finds a telephone out of order he must advise the nearest Signalman as soon as possible.<br />
HOLYHEAD<br />
Special marker boards comprising a red light circled by red and white bands are provided.<br />
Whenever a train or vehicles occupy a platform and it is intended to allow a further train into that<br />
platform, the inspector in charge must arrange for a marker board to be positioned on the platform,<br />
opposite the tail lamp of the first train or vehicles, in a position where it can easily be seen by the<br />
Driver of the second train.<br />
Drivers entering an occupied platform must keep a sharp lookout for the marker board as well<br />
as the tail lamp on the vehicles ahead.<br />
Cattle Dock Siding. When a train with tail lamp attached has arrived in the sidings clear of<br />
the points leading to the down main line, the Guard or <strong>Shunt</strong>er must so advise the Signalman at<br />
Holyhead box by means of the telephone provided at the entrance to the sidings.<br />
HOLYHEAD FREIGHTLINER TRAIN TERMINAL<br />
The movement of trains into and out of the Terminal is the responsibility of the Shipping<br />
Division Terminal Controller who will liaise by telephone with the RR. <strong>Shunt</strong>er at the Terminal<br />
ground frame.<br />
Berthing Inward Trains<br />
Freightliner trains will arrive on the "down and up" goods line. Trains conveying up to 15<br />
vehicles will be brought to a stand at the first shunting signal on the station side of the signalbox<br />
to enable the locomotive to run round. Trains conveying more than 15 vehicles will be drawn<br />
forward to the two-armed shunting signal at the entrance to the terminal and the locomotive will<br />
run round via No. 4 platform. The locomotive must not be uncoupled until the Guard or <strong>Shunt</strong>er<br />
has applied sufficient handbrakes to hold the train. Only when this has been done must the Secondman<br />
or Guard if a Secondman is not provided, uncouple the locomotive.<br />
When the run round movement is completed and the locomotive is re-coupled the Driver and<br />
Guard must carry out a "Brake Continuity Test" after which the Guard and <strong>Shunt</strong>er must release<br />
the handbrakes.<br />
When the Terminal is ready to receive the train the appropriate shunting signals will be cleared<br />
which will cause an 'OFF' indicator situated adjacent to the "down and up" goods line to be<br />
illuminated. If the siding to which the train is routed is occupied an indication '5', '10' or '15' will<br />
also be displayed showing the number of vehicles already in the siding. If the siding is empty the<br />
'OFF' indication only will be displayed.<br />
The capacity of Siding No. I is 20 vehicles. Sidings 2, 3 and 4 hold 15 vehicles only.<br />
The 'OFF' indication is the Drivers authority to commence propelling at a speed not exceeding<br />
5 m.p.h. When entering the siding the Driver must work to the handsignals of the terminal staff which<br />
will be given when the locomotive is clear of overbridge No. 232. The Driver must drive from the<br />
leading cab of the locomotive and care must be taken to avoid coming into contact with vehicles<br />
standing in the siding.<br />
327
When the train has been brought to a stand in its final berthing position and the Driver has<br />
fully applied the air brake, the Guard must take the train documents to the Terminal <strong>Of</strong>fice.<br />
When it is necessary to divide the different sets for berthing in separate sidings, this will be done<br />
by the terminal staff under the instruction of the Terminal Operations Supervisor. On completion<br />
the locomotive will be detached and the Driver instructed to proceed to the "Stop and Await<br />
Instructions<br />
-<br />
Departure of Freightliner Trains<br />
board<br />
.<br />
The Guard must report to the Terminal <strong>Of</strong>fice to collect the train documents.<br />
It will not be necessary for the Guard to examine any feature of the train preparation.<br />
On arrival the locomotive will be attached to the train by the Terminal Attendant. The Driver<br />
must apply the independent air brake on his locomotive afterwards releasing the air brake on the<br />
train. He, together with the C. & W. Examiner who will be at the rear of the train must carry out<br />
the "Brake Continuity Test". When the C. & W. Examiner is satisfied the brake test has been<br />
satisfactorily carried out he must signal to the Driver accordingly.<br />
Before giving the right away signal to the Driver the Guard must receive from the Terminal<br />
Operations Supervisor, a completed certificate (BR.30059/1) to the effect that all vehicles have been<br />
inspected and are in order and all containers properly secured on the vehicles, the tail lamp has been<br />
filled, cleaned, trimmed and lit as necessary and is in position at the rear of the train. Also that thu<br />
brake continuity test has been carried out and the hand brakes released.<br />
Speed of Trains in the Terminal<br />
Rail movements within the area of the Terminal must not exceed 10 m.p.h. except for propelled<br />
movements. All movements during fog or falling snow must not exceed 5 m.p.h.<br />
Warehouse Road<br />
All train movements must come to a stand at the "Stop and Await Instructions" board. When<br />
the Terminal Operations Supervisor has made satisfactory arrangements regarding the working of<br />
the Transporter Crane, he will authorise the Driver to pass the "Stop and Await Instructions"<br />
board.<br />
DYSERTH BRANCH<br />
Bryn Rhosyn Level Crossing. The normal position of the gates is across the railway. A Railman<br />
from Prestatyn will open the gates before a train leaves Prestatyn for Dyserth, and a train must not leave<br />
until the Driver has ascertained that the signal for Bryn Rhosyn level crossing has been cleared.<br />
Trains from Dyserth must stop well clear of the gates for them to be unlocked and opened by the<br />
Guard. When the train has passed over the crossing the Guard must close the gates across the<br />
railway and relock them. The Guard will obtain the key from the Signalman at Prestatyn and<br />
return it to him after use.<br />
BETWEEN LLANRWST AND BLAENAU ITESTINIOG<br />
Working of Single Line. The single line between Llanrwst box and the connection with the<br />
single goods line to Trawsfynydd C.E.G.B. Sidings at Blaenau Ffestiniog No. 3 ground frame is<br />
worked in accordance with the Electric Token Block System with a "No Signalman" type staff<br />
instrument at Blaenau Ffestiniog. A train must not proceed on to the single line unless the Driver<br />
is in possession of a staff or has seen one in the possession of the Driver of a locomotive to which his<br />
train is attached, except as provided in clause 10 of the instructions for "Single Lines Worked by<br />
Electric Token—Instructions to Trainmen" and the instructions for "Working of trains to and from<br />
point of obstruction" contained in the General Appendix.<br />
The Driver of a train which does not require to be drawn clear of the single line into a siding at<br />
Blaenau Ffestiniog or on to the Trawsfynydd line must return from that point without the staff being<br />
passed through the instrument at Blaenau Ffestiniog.<br />
When a train has to be drawn clear of the single line, to enable a second train to follow from<br />
Llanrwst to Blaenau Ffestiniog, the first train must be drawn into a siding or on to the Trawsfynydd<br />
line before the staff is placed in the instrument at Blaenau Ffestiniog.<br />
In all cases, when a train arrives at Blaenau Ffestiniog, the Guard must proceed to the "No<br />
Signalman" staff instrument and act in accordance with the instructions exhibited.<br />
If a down D.M.U. train is overpowered in the section between Llanrwst and Blaenau Ffestiniog<br />
the Driver is authorised to return to Llanrwst provided he is in possession of a staff. He must drive<br />
from the leading end and stop at Llanrwst distant signal. The Guard must then walk in front of the<br />
train to the home signal.<br />
Where possible, the Signalman at Llanrwst should be advised of the circumstances by telephone<br />
from Pont-y-Pant or Betws-y-Coed.<br />
BETWEEN BLAENAU ITESTINIOG AND TRAWSFYNYDD C.E.G.B. SIDING<br />
Fromlas Occupation Crossing. Trains from Blaenau Flestiniog must stop at the stop board, 50 yards<br />
from the gates and the Guard must ascertain the crossing is not in use and the gates are closed before<br />
the train passes over the crossing.<br />
AMLWCH<br />
Octel Sidings. Traffic for the Octel Company must normally be placed in Nos. I and 2 sidings,<br />
and when entering and working in these sidings care must be taken to avoid confliction with a trip from<br />
the Octel Works which may be working there.<br />
328
ST. PANCRAS<br />
Noise of Locomotives. To minimise noise in the station the following instructions apply<br />
(1) Locomotives working in with loaded trains. Unless instructions to the contrary are issued<br />
by the Person in charge, locomotives working loaded trains into the station must be detached<br />
as soon as the train has stopped, after which the engine must be shut down.<br />
(2) Locomotives working in with E.C.S. trains (During steam heating period). Locomotives<br />
working E.C.S. into the station will remain coupled to the train for steam heating and the<br />
engine may be allowed to run for this purpose. The Driver will be advised by the Station<br />
Staff when steam heating may cease and the locomotive is to be uncoupled from the train.<br />
The engine must then be shut down as soon as possible if time permits.<br />
(<br />
3<br />
)<br />
ST. PANCRAS TO CHESTERFIELD (VIA DERBY)<br />
AND BRANCHES<br />
Locomotives working in with E.C.S. trains (Outside steam heating period). Locomotives<br />
working E.C.S. into the station must be detached as soon as the train has stopped, after which<br />
the engine must be shut down.<br />
If a locomotive develops a fault which prevents the engine being shut down the Driver<br />
must advise the Person in charge of the platform immediately upon arrival so that arrangements<br />
may be made to shunt the locomotive if necessary.<br />
The engines of locomotives must not be restarted until<br />
(a) required to follow an outward loaded train—one minute before the booked departure<br />
time of the train, unless otherwise instructed by the Station Staff.<br />
(b) required to follow an outward E.C.S. train—when the Driver is advised by the Person<br />
in charge of the platform that the E.C.S. is almost ready and will be "rung out" in one<br />
minute.<br />
Working of Light Locomotives from No. 5 Platform Line. Referring to Rule Book, <strong>Section</strong> H,<br />
clause 3.6.4, locomotives which have worked trains into No. 5 platform line may follow the departing<br />
train'only as far as the position light shunting signal applying along No. 5 platform or to siding 8.<br />
Light Locomotives working into the Station. Drivers of light locomotives detained at the up fast<br />
home 2 and up goods home signals must immediately telephone the Signalman, giving particulars of<br />
their next working.<br />
Cambridge Street Fuelling Depot. When a locomotive is ready to leave the fuelling depot the<br />
Secondman must inform the Signalman at Dock Junction what train it is booked to work, using the<br />
telephone near the outlet signals.<br />
ST. PANCRAS GOODS DEPOT<br />
Locomotives entering the Goods Shed. A locomotive may proceed its own length in the goods<br />
shed on any line to allow the points to be closed, and on warings road, as far as necessary to deal<br />
with four vehicles in the coal stock road.<br />
<strong>Shunt</strong>ing inside the shed must be performed from that side of the vehicles where there are no<br />
columns supporting the upper stories of the shed.<br />
Coupling and uncoupling of vehicles in the spaces between the roads where there are supporting<br />
columns is prohibited.<br />
SOMERS TOWN GOODS DEPOT<br />
A loud-sounding electric bell alongside the departure line warns <strong>Shunt</strong>ers and others when a train<br />
is about to enter the Depot on that line, and will continue to ring until the movement has come to a<br />
stand.<br />
Six-wheeled vehicles must not pass through the slip between the arrival and departure lines or<br />
enter Somers Town New Depot.<br />
ST. PAUL'S ROAD GOODS<br />
<strong>Shunt</strong>ing on Down Goods Line in Camden Road Tunnel. A white marker light about 230 yards from<br />
the St. Pancras end of the tunnel must not be passed by Drivers of shunting movements proceeding<br />
along the down goods line under the authority of the shunt ahead signal. A mechanical gong, 50 yards<br />
in rear of the light, indicates to Drivers their position in the tunnel.<br />
329
KENTISH TOWN<br />
A loud-sounding electric bell at the North end of Kentish Town Road Overbridge warns men at<br />
work on the line when a train is about to set back from Kentish Town Station or any point South.<br />
The bell will commence to ring when any one of the set back signals on the up slow line is cleared<br />
and will cease when the signal is replaced to Danger.<br />
CARLTON ROAD JUNCTION<br />
Warning of Trains. Drivers of trains from the up goods line to the up slow line or up branch line<br />
accepted under Absolute Block Regulation 5 will not be verbally instructed as to the state of the line<br />
ahead, but will be stopped at the home signal, and a green hand-signal, held steadily, will be exhibited<br />
by the Signalman when the train is passing the box, and this hand-signal must be acknowledged on<br />
the horn.<br />
Carlton Road Junction Sidings. The hand points leading to the Tartan Arrow Depot or Engineer's<br />
sidings must be left normally set for the Engineer's sidings until it is necessary for a movement to be<br />
made to the Tartan Arrow Depot.<br />
Before a train or locomotive is allowed to enter the sidings, the Guard (Secondman in the case of<br />
a light locomotive) or Person in charge of the sidings must ensure that all hand points are in the correct<br />
position for the movement, and telephone the Signalman to clear the signals.<br />
A Klaxon horn alongside the down goods line indicates to Drivers of trains (other than a light<br />
locomotive or locomotive with one or two brakevans) standing on the down goods line that the points<br />
have been set and the signal cleared to set back into the sidings.<br />
When this horn is operated by the Signalman, Drivers are authorised to commence setting back<br />
without first obtaining a hand signal from the Guard or Person in charge.<br />
When a train, or light locomotive, is ready to depart from the sidings, the Guard or Seeondman,<br />
or Person in charge must telephone the Signalman and inform him the class and destination of the train.<br />
Tartan Arrow Depot. The reception line must be left clear after close of work each day. Before any<br />
movement is made into or out of the Depot, the <strong>Shunt</strong>er must advise the Person in charge.<br />
Berthing of Inwards Tartan Arrow Trains. On arrival on the reception line, trains must draw down<br />
and stop at the white marker light at the South end. The Driver must fully apply the air brakes on the<br />
train and the <strong>Shunt</strong>er must then uncouple the locomotive from the train without delay.<br />
Meanwhile, the Guard must disconnect the brake pipes between the last freightliner vehicle and<br />
the adjacent van, place the pipe of the latter on the "stop" and uncouple the vehicles. He must then<br />
apply hand brakes on at least two of the freightliner vehicles.<br />
After being uncoupled, the locomotive will run round the train, and when the <strong>Shunt</strong>er has coupled<br />
it to the rear vehicle, the Driver and Guard must carry out the "Brake Continuity Test".<br />
When the brake test has been successfully completed and provided the necessary fixed signal is<br />
clear, the Driver must draw the rear of the train on to the down goods line clear of the sidings. The<br />
<strong>Shunt</strong>er must then set the points for the freight handling shed road and hand signal the Driver to<br />
berth the covered vehicles in that road. This propelling movement must be made at a speed not<br />
exceeding 10 m.p.h.<br />
After the vehicles have reached the final berthing position, the Driver must fully apply the air<br />
brakes and the <strong>Shunt</strong>er must then immediately uncouple the locomotive from the vehicles whilst the<br />
Guard applies the hand brake on the brake van.<br />
The locomotive must then return to the reception road. The <strong>Shunt</strong>er will couple it to the freightliner<br />
vehicles and the Driver and Guard must again carry out the "Brake Continuity Test" after the<br />
Guard has released the hand brakes.<br />
When the brake test has been successfully completed, the Driver must draw the freightliner<br />
vehicles towards the exit and thence on to the down goods line, provided the necessary fixed signal is<br />
clear. The <strong>Shunt</strong>er will then set the points for one of the crane roads and hand signal the Driver to<br />
berth the freightliner vehicles on that road. This propelling movement must be made at a speed<br />
not exceeding 10 m.p.h.<br />
After the vehicles have reached the final berthing position, the Driver must fully apply the air<br />
brakes and the <strong>Shunt</strong>er must then immediately uncouple the locomotive from the vehicles whilst the<br />
Guard applies hand brakes on at least half of the vehicles.<br />
The Driver must then draw clear of the crane road and await instructions.<br />
Despatch of Tartan Arrow Trains. The train locomotive will arrive on the reception line.<br />
Not less than 20 minutes before the booked departure time, the <strong>Shunt</strong>er must establish that<br />
loading has been completed and inform the Guard, who must obtain an assurance from the C. & W.<br />
Examiner that a "Complete Brake Test" has been carried out with the static equipment, and then,<br />
without delay, check and take off all the hand brakes on the train and carry out the provisions of<br />
Rule Book, <strong>Section</strong> H, clauses 4.3.1 and 6.3.1.<br />
The <strong>Shunt</strong>er must set the points for the freight handling shed road and signal the locomotive<br />
on to the covered stock on that line, and couple the locomotive to the vehicles. When this has been<br />
done, the Driver must apply the independent air brake to his locomotive and then release the air<br />
brakes on the covered stock. Together with the C. & W. Examiner who will be at the rear of the<br />
vehicles, the Driver must carry out the "Brake Continuity Test". When the C. & W. Examiner is<br />
satisfied the brake test has been satisfactorily completed he must signal to the Driver accordingly.<br />
330
The <strong>Shunt</strong>er must then inform the Signalman that the train is ready to back up, and when the route<br />
has been set and the signals cleared, the train will draw forward on to the down goods line. The <strong>Shunt</strong>er<br />
must set the points for the crane road and handsignal the Driver to propel the vehicles on to the<br />
freightliner vehicles standing on the crane road. This movement must be made at a speed not exceeding<br />
10 m.p.h.<br />
When the covered stock is brought to a stand on the freightliner vehicles, the Guard must couple<br />
up the two portions. The Driver must then apply the independent air brake to his locomotive and<br />
release the air brakes on the train. Together with the C. & W. Examiner who will be at the rear of the<br />
train, the Driver must again carry out the "Brake Continuity Test". When the C. & W. Examiner<br />
is satisfied the brake test has been satisfactorily completed he must signal the Driver accordingly.<br />
This signal must also be observed by the Guard.<br />
Two minutes before departure time, the <strong>Shunt</strong>er must advise the Signalman of the imminent<br />
departure of the train.<br />
BETWEEN FINCI-H,EY ROAD AND SH,KSTREAM JUNCTION<br />
Side lights on freight trains. Freight trains (Classes 7 to 9) travelling over the down and up local<br />
lines between Finchley Road and Silkstream Junction must exhibit side lights in accordance with<br />
Rule Book, <strong>Section</strong> H. clause 7.4.1 (b).<br />
CRICKLEWOOD<br />
Side lights on freight trains. Freight trains on the down reception line from Cricklewood Junction<br />
to Brent Empty Wagon Sidings ground frame must exhibit side lights in accordance with Rule Book,<br />
<strong>Section</strong> H, clause 7.4.1 (b) until the train has been drawn clear at Brent Empty Wagon Sidings.<br />
Carriage Cleaning Plant. Drivers of trains entering the carriage sidings on either Nos. 1 or 2<br />
Arrival line must stop at the "Stop and Await Instructions" board at the converging point of these<br />
two lines, until authorised to proceed by the <strong>Shunt</strong>ing Staff.<br />
Trains entering the sidings on the arrival lines will pass through the Pre-Spray Unit, about<br />
20 yards before reaching the "Stop and Await Instructions" board, and great care must be taken by<br />
Trainmen when working past this equipment.<br />
When trains are authorised to proceed past the "Stop and Await Instructions" board from the<br />
arrival lines, the Pre-Spray Unit will operate until the whole of the train has passed clear of the arrival<br />
line, but because of the position of the equipment, the locomotive (or the first coach of a D.M.U.<br />
train) will not be sprayed.<br />
As the solution sprayed from this unit is harmful if taken internally, Staff should avoid touching<br />
the exterior of vehicles which have been sprayed until they have passed through the carriage washing<br />
machine.<br />
Drivers of trains authorised to proceed from Nos. 1 and 2 arrival lines towards the Carriage<br />
Washing Machine must be prepared to act as follows:—<br />
Locomotive Hauled Trains. Locomotives will pass through the Washing Machine when the<br />
machine is in operation. A trip switch will start the machine before the locomotive enters and<br />
Drivers must ensure that all cab windows and doors are closed. The <strong>Shunt</strong>ing staff will give the<br />
signal to the Driver to pull the train slowly through.<br />
Diesel Multiple Unit Trains. D.M.U. trains must be brought to a stand before entering the<br />
Washing Machine. After permissoin has been given by the <strong>Shunt</strong>ing staff for a train to pass the "Stop<br />
and Await Instructions" board (in advance of the washing plant), the Driver must move the train<br />
slowly through.<br />
If a train is stopped whilst passing through the Washing Machine, by a sudden loss of brake power,<br />
indicating that a disc has been turned, the Driver must not m we forward until he has received a hand<br />
signal from the <strong>Shunt</strong>ing staff.<br />
Before a Driver commences to draw a train through the Pre-Spray Unit or the Washing Machine,<br />
or to restart the train after it has been stopped whilst passing through the machines, he must sound the<br />
horn to indicate to the <strong>Shunt</strong>ing Staff that the train is about to move forward.<br />
The speed of trains passing through the Pre-Spray Unit and the Washing Machine must not<br />
exceed 3 m.p.h. and while a train is passing through this equipment, the Driver must be prepared to<br />
receive a hand signal from the <strong>Shunt</strong>ing Staff if the train is required to stop.<br />
BRENT JUNCTION<br />
Staff Sleeper Crossings. Drivers of trains must sound the horn when approaching the staff sleeper<br />
crossing between the running lines and sidings near Brent Junction Nos. 1 and 2 boxes.<br />
Working into Brent Empty Wagon Sidings from down goods line or South Sidings. The clearing of<br />
the signal worked from Brent Junction No. 2 box for a train to set back from the down goods line or<br />
South sidings into Brent empty wagon sidings indicates that the line is clear into the sidings. After<br />
the Driver receives the Guard's hand signal to set back, no further hand signals will be received until<br />
the train is under the control of the empty wagon sidings staff. Drivers must keep a sharp look-out for<br />
emergency signals at all times.<br />
331
LUTON<br />
Trains entering No. 3 Platform Line when occupied. A terminating train, other than a freight train,<br />
may be allowed to enter No. 3 platform line when that line is already occupied by a train other than<br />
a freight train.<br />
During fog or falling snow the Driver of tne second train must not enter the station until his<br />
train has stopped at the entrance to the platform and he has been informed to what point the line is clear.<br />
Trains entering No. 3 Platform Line when Line is clear only to Home Signal for Luton North Box.<br />
When No. 3 platform line is clear only to the home signal for Luton North box, trains will be stopped<br />
at the down slow to No. 3 platform line home signal for Luton South box before the signal is cleared.<br />
A green hand signal will not be exhibited.<br />
SUNDON<br />
British Portland Cement Manufacturers. All outwards traffic will be placed by the firm in the<br />
two sidings South of the works, and traffic for the works must be placed by B.R. locomotives on either<br />
of these two sidings as required. <strong>Shunt</strong>ing must not be performed at the works to place vehicles in<br />
position for loading or unloading, or to sort vehicles that are ready to be despatched.<br />
Locomotives may set back from the up slow line as far as the second set of safety points to attach<br />
any vehicles standing there to be attached, but must not pass this point.<br />
A brakevan must be left with brake applied on the up slow line on the Harlington side of the<br />
points leading from the Cement Sidings before any vehicles are drawn out of the sidings. The vehicles<br />
must be set back and coupled to the brakevan before any further backward movement is made.<br />
Trains must not be shunted at these sidings to allow other trains to pass.<br />
Inn's Siding. Trainmen using this siding must operate the locked point lever in connection with the<br />
runaway catch points before entering, and after leaving the siding. The key for the padlock is kept in<br />
the signal box.<br />
HOUGHTON CONQUEST<br />
Overhead electric traction wires are provided on the London Brick Company's line leading into<br />
the sidings at this place.<br />
WELLINGBOROUGH JUNCTION<br />
Working of Down Sidings. Permission must be obtained from the Signalman at Wellingborough<br />
.111. box before any movement is made from the down yard towards the Stop board in the goods line.<br />
Whitworth's Sidings. When not in use, the hand points for Whitworth's sidings must be padlocked<br />
for the single goods line.<br />
FINEDON ROAD<br />
Before a movement is put on the inward loco. road for outward departure, permission must be<br />
obtained from the Signalman at Finedon Road box.<br />
FINEDON STATION<br />
When up trains have to work at the connection at the Wellingborough end of the sidings, the<br />
rear portion must be left on the up goods line whilst the locomotive is in the sidings.<br />
KETTERING<br />
Guard's Tail Lamp Telephones. If a train is brought to a stand at the up fast or slow line inner<br />
home signals, the Guard must immediately advise the Signalman whether or not the train is<br />
complete with tail lamp attached, using the telephones at the Leicester end of the fast and slow line<br />
platforms.<br />
Train on down fast line requiring fresh Locomotive. A train on the down fast line requiring a fresh<br />
locomotive in emergency must stop at the inner home signal and not proceed into the platform.<br />
MARKET HARBOROUGH<br />
Up sidings ground frame. Referring to the instructions for working ground frames on pages 267<br />
and 268 the following bell code is additional to those shown to be used if there is a failure of the<br />
telephone:—<br />
To Signal box.<br />
May train set back towards signal box 2 - 3 - 3<br />
The setting back movement must not be commenced until the code has been acknowledged.<br />
LEICESTER<br />
Station Platforms. After a train has come to a stand on any portion of a platform it must not<br />
again be moved until proper warning has been given to passengers who may be getting in or out or<br />
be near to the train.<br />
The Driver of a passenger train or shunting movement which has come to a stand at any portion<br />
of the platforms must receive authority from the Person in charge of the platform before again<br />
moving his train.<br />
North Box. Movements from the Breakdown van siding or locomotive sidings via the emergency<br />
connection to the up siding line, or from the up siding line to these sidings may not commence until<br />
the permission of the Signalman has been obtained. When the movement is completed the Person in<br />
charge must inform the Signalman.<br />
332
Permissive Block System. The Signalman at Leicester North box is exempt from exhibiting a<br />
green hand signal as laid down in instruction B (c) of the Instructions relating to Lines Worked On<br />
Permissive Block System contained in the General Appendix.<br />
HUMBERSTONE ROAD<br />
Messrs. Richard's Siding. Except in clear weather during daylight, vehicles must not be allowed<br />
to stand unattached to a locomotive on this siding, South of the gate leading to Messrs. Richard's Works.<br />
Down Freight Trains. Trainmen of down freight trains stopping to attach or detach must leave<br />
the rear part of the train clear of the crossover at Humberstone Road Junction.<br />
RATCLIFFE POWER STATION<br />
Whilst a train is inside the Power Station all movements are made under the authority of the<br />
C.E.G.B. Controller.<br />
Should it not be possible to communicate with the C.E.G.B. Controller by telephone when<br />
necessary, the Guard must proceed to the Control Room to advise the Controller of the circumstances.<br />
Signals must not be passed at Danger unless verbal authority is received from the C.E.G.B.<br />
Pilotman who will wear a red armlet and will accompany the movement.<br />
If the red aspect of a marker signal is exhibited or if no light is exhibited in a "creep" signal,<br />
the Driver must immediately bring his train to a stand.<br />
Coal Circle<br />
Except as shown below, the maximum permissible speed of trains on the Coal Circle is 5 m.p.h.<br />
All locomotive cab doors must be closed when travelling between the weighbridges on either<br />
side of the hopper.<br />
A train conveying 26/32 tons capacity vehicles must proceed through the unloading hopper at<br />
m.p.h. until unloading is complete.<br />
A train conveying 241E ton capacity vehicles must proceed at m.p.h. to the first marker signal<br />
beyond the hopper and come to a stand. If positioned correctly for unloading, the "creep" signals<br />
will exhibit a STOP aspect. When the unloading of the first 6 vehicles is completed, the "creep"<br />
signals will again exhibit a "proceed" aspect and the train must proceed at -1 m.p.h. to the next<br />
marker signal where it must come to a stand. This procedure must be repeated until the unloading<br />
of the whole train is completed.<br />
All departing trains must be brought to a stand at signal C2 and if a "Cripples" Indication is<br />
given at signal A7 or B7 the Guard must obtain details by telephoning the Control Room.<br />
After detaching vehicle(s) in the cripple siding, the train, must be remarshalled complete on the<br />
approach side of signal C2.<br />
Dust Circle<br />
The maximum permissible speed of trains on the Dust Circle is 5 m.p.h.<br />
All trains must stop at signal DI or El as the case may be and when a 'proceed' aspect is<br />
exhibited, proceed through the dust bunker in accordance with the instructions under the heading<br />
'Coal Circle' for a train conveying 244 tons capacity vehicles, except that in this case loading takes<br />
place instead of unloading.<br />
If during loading operations the level crossing on the outgoing side of the bunker has to be<br />
cleared for emergency purposes, a C.E.G.B. representative who will be identified by a red armband,<br />
will verbally request the Guard or Chargeman to instruct the Driver to draw the complete train<br />
clear of the level crossing.<br />
All departing trains must be brought to a stand at signal D8 or E8 and the Guard must<br />
examine the train.<br />
After detaching vehicles in the cripple siding, the train must be remarshalled complete on the<br />
approach side of signal D8 or E8.<br />
The relieving of incoming trains must be carried out at signal Fl.<br />
When it is necessary to stable a train on either dust line, it must be positioned with the leading<br />
6 vehicles within the dust bunker.<br />
The movement of light locomotives on to the dust lines to work out-going trains may be made<br />
under the authority of signals S5 and S6. Such movements must come to a stand at the "Stop and<br />
Await Instructions" board from which they will be conducted by a C.E.G.B. representative.<br />
LONG EATON STATION<br />
Down trains booked to call at the station must come to a stand with the driving cab no further<br />
than the platform ramp at the Derby end of the station. The drawing up of trains for station duties<br />
beyond the ramp at the Derby end of the station is prohibited.<br />
SPONDON<br />
British Celanese Sidings. Trains not exceeding 15 S.L.U. may be propelled into British Celanese<br />
sidings, provided they are preceded on foot by a Guard to warn anyone in the vicinity of the sidings.<br />
Trains exceeding 15 S.L.U. must be drawn in by a locomotive.<br />
Guards of trains which are drawn into the sidings must uncouple the locomotive and stand on<br />
the level crossing at the East end of the sidings to stop road traffic before handsignalling the locomotive<br />
from one side to another.<br />
333
DERBY<br />
Derby Station. After a train has come to a stand in any portion of a platform it must not again<br />
be moved until proper warning has been given to passengers who may be getting in or out or near<br />
the train.<br />
The Driver of a train or shunting movement other than a freight train which has come to a stand in<br />
any portion of a platform must receive authority from the Person in charge of the platform before<br />
again moving.<br />
Between Engine Sidings No. 2 <strong>Shunt</strong>ing Frame and Bottom Yard. The wheel scotches across the<br />
old tender sidings must be kept normally locked across the railway, and the hand points in the<br />
running line to the Bottom Yard normally locked for the running line. When not in use the key<br />
must be kept in Engine Sidings No. 2 <strong>Shunt</strong>ing Frame.<br />
Trains departing from Carriage Works at London Road Junction. The Signalman at Derby box<br />
must be advised, by the telephone located at signal DY.437, the description and desination of the<br />
train.<br />
Research Siding. Movements within the Railway Technical Centre Sidings must only be made<br />
on the authority of the Person in charge of the sidings.<br />
Propelling of Empty Coaching Stock Trains. During darkness, fog or falling snow, Drivers of<br />
coaching stock trains propelling from Station North Junction to Etches Park sidings via the up goods<br />
line or up loco. line must stop when the locomotive reaches a point opposite Engine Sidings No. I<br />
ground frame and then proceed as far as the line is clear at a speed not exceeding 5 m.p.h.<br />
ST. MARY'S GOODS YARD<br />
Propelling Movements. The Guard of a train requiring to travel via Derby Station must obtain<br />
the verbal permission of the Person in charge before authorising his train to be propelled out of St.<br />
Mary's Yard.<br />
AVENUE SIDINGS<br />
A telephone is provided outside No. 1 up arrival line, 265 yards from the shunting frame, and<br />
the Guard of a train, or Secondman of a light locomotive, must inform the Person in charge of the<br />
frame immediately the train has arrived on either No. 1, 2 or 3 arrival line clear of the connections<br />
with the exchange sidings line, complete with tail lamp attached.<br />
FARRINGDON<br />
A Plunger for the release of the signal backlock is provided adjacent to signal OH.5. The<br />
plunger when operated, will have the effect of releasing the backlock of signal 0E20 in the case of<br />
a movement from the up Widened line to the first-mentioned signal. The plunger must always be<br />
operated by the locomen of a light locomotive or of a train less than 200 ft. in length on coming to a<br />
stand at or near the signal.<br />
MORTIMER STREET JUNCTION<br />
Guards of trains stopped on the up line from Carlton Road Junction must advise the Signalman<br />
whether or not the train is complete with tail lamp attached immediately the last vehicle has passed<br />
the outer home signal.<br />
BETWEEN ACTON CANAL WHARF AND WILLESDEN<br />
If the interlocking signalling apparatus fails, a Pilotman will be appointed who must accompany<br />
each train over the section of line. Alternatively, the line must be worked as an up line only during<br />
the time the failure exists.<br />
WOBURN SANDS<br />
Footpath leading out of lower end road. This footpath crossing is 200 yards on the Bedford side of<br />
the station. Guards of up freight trains which stop at the station must, if necessary, divide tile train,<br />
leaving the rear portion between the footpath crossing and the level crossing gates, and the front<br />
portion ahead of the level crossing gates.<br />
MILIBROOK<br />
<strong>Shunt</strong>ing movements. A shunting movement on the up main line or from the down main line<br />
to the up main line must not pass the board lettered 'AHB', situated 160 yards after passing the up<br />
main starting signal, unless the Signalman authorises the Driver to do so.<br />
FORDERS SIDINGS<br />
London Brick Co's Car Kiln Siding. A gate carrying a stop lamp is provided in the car kiln<br />
siding opposite the stop blocks of the shunting neck and trains requiring to enter the siding must<br />
stop at it.<br />
The Guard or <strong>Shunt</strong>er must operate the plunger on the gate to call the attention of the firm's<br />
Boilerhouseman, who will open the gate and by warning bells and illuminated signs assist in advising<br />
the firm's staff that shunting is to take place.<br />
334
'11111<br />
A movement must not be made into the siding until the Guard or <strong>Shunt</strong>er has carried out the<br />
provisions of Rule Book, <strong>Section</strong> J, clause 3.10.<br />
BEDFORD ST. JOHN'S<br />
Goldington C.E.G.B. Sidings. The gate at the C.E.G.B. sidings will be unlocked from 07 30 to<br />
17 00 Mondays to Fridays; 07 30 to 12 00 Saturdays.<br />
Guards of trains requiring to enter the sidings outside these hours must obtain the key from the<br />
Signalman at Bedford St. Johns box, and return it to him when work has been completed.<br />
TWYWELL IRONSTONE SIDING<br />
Occupation Crossing. Drivers of trains must stop at the Stop Boards and not proceed until it has<br />
been ascertained that the crossing is clear and no road vehicles are about to cross the line.<br />
Guards detaching vehicles in the sidings must ensure that the public footpath crossing, on the<br />
Kettering side of the connection to the siding, is left clear.<br />
CRANFORD SIDINGS EAST<br />
Vehicles must not stand on the running line at Cranford Sidings East unless a locomotive is<br />
attached. The rear portion of a down train which has to attach or detach must be placed in the<br />
there. siding, and the points in the running line must remain open for the siding while the train is working<br />
CRANSLEY BRANCH<br />
Only one train at any time must be allowed on the through siding.<br />
Vehicles may be propelled from Kettering towards Cransley but a brake van must be the<br />
leading vehicle.<br />
Before a train is allowed on the through siding permission must be obtained from the Person<br />
in charge at Kettering sidings, and the key obtained for Cransley sidings. When the key is not in use<br />
it must be kept in the <strong>Shunt</strong>ers cabin at Kettering where a record must be maintained of the time<br />
the train proceeds to and from the branch. A duplicate key must be retained by the Area Manager.<br />
The points to the Cransley Iron Ore Co's siding must normally be locked for the through<br />
siding and, before a train departs which has worked at these sidings, the <strong>Shunt</strong>er or Person in charge<br />
must ensure that the points are again locked for the through siding.<br />
If a train requires assistance (or in special circumstances it is necessary to send a second locomotive<br />
on to the through siding) the <strong>Shunt</strong>er or Person in charge must proceed to Kettering and<br />
inform the Person in charge of the yard, who will authorise a second locomotive to enter the Cransley<br />
through siding.<br />
The second locomotive must be accompanied by the <strong>Shunt</strong>er or Person in charge of the disabled<br />
train, who must explain to the Driver where the disabled train is and in what circumstances. The<br />
<strong>Shunt</strong>er or Person in charge of the disabled train will be responsible for the safe working of the line<br />
until both locomotives have left it and it is again clear.<br />
CORBY TUNNEL<br />
Telephones are provided at each end of Corby tunnel giving communication with signal boxes<br />
between Glendon South Junction and Manton Junction and may be used by Trainmen in an emergency.<br />
ASH WELL<br />
Ashwell North Sidings. Before a movement is made from these sidings towards Ashwell box,<br />
the permission of the Signalman must be obtained.<br />
Down lie-by and station yard sidings ground frames. Referring to the instructions for working<br />
ground frames on pages 267 and 268, the following bell code is additional to those shown to be used<br />
if there is a failure of the telephone:—<br />
To Signal box.<br />
May train on down main line set back towards the box 2 - 3 - 3<br />
(The movement must not be commenced until the code has been acknowledged.)<br />
MELTON JUNCTION<br />
Melton Ground Frame. Movements past the "Stop and Telephone" notice board on the "up<br />
and down" Edwalton line and the "up and down" Holwell line towards Melton Junction box must<br />
be made only on the verbal authority of the Signalman at Melton Junction box.<br />
Ho!well Branch. Vehicles must not be stabled in the shunting neck at the north end of the<br />
branch.<br />
DENBY BRANCH<br />
The Train staff when not in use is locked in a release instrument located at Little Eaton Station<br />
Level Crossing.<br />
Drivers must telephone the Signalman at Derby box on the return journey after the staff has<br />
been replaced in the release instrument.<br />
If there is any failure of the apparatus, the person operating the instrument must act in accordance<br />
with the Signalman's instructions.<br />
335
WIRKSWORTH BRANCH<br />
Method of Working. "No Signalman" type token instruments are provided at Duffield<br />
Junction and at Wirksworth. The instruments are released from Derby box. A train must not<br />
proceed on to the single line unless the Driver is in possession of a token, or has been shown the<br />
token which has been delivered to the Driver of a locomotive to which his locomotive is attached,<br />
except as provided in clause 10 of the instructions for "Single Lines Worked by Electric Token—<br />
Instructions to Trainmen" and the instructions for "Working of trains to and from the point of<br />
obstruction" contained in the General Appendix. The key token must be placed into the token<br />
instrument concerned immediately the train is clear of the single line complete with tail lamp attached.<br />
When the token has been placed into the instrument concerned, the person operating the instrument<br />
must contact the Signalman at Derby, by telephone, and in the event of any failure of the apparatus, act<br />
in accordance with his instructions.<br />
The <strong>Shunt</strong>er at Wirksworth must advise the Crossing Keepers at Gorsey Bank and Idridgehay<br />
crossings by telephone, when an up train is about to leave.<br />
Wirksworth Incline. When vehicles for despatch from Derbyshire Stone Co's outward sidings<br />
have been attached to the train, the Guard or <strong>Shunt</strong>er must attach a tail lamp to the last vehicle to<br />
indicate to the firm's employees that the train is complete. After sunset or during fog or falling snow<br />
this tail lamp must be lighted.<br />
The hand-brakes on one side of all the vehicles must be pinned down before the signal to<br />
start is given. The speed descending the incline must not exceed 5 m.p.h., and the <strong>Shunt</strong>er must<br />
walk alongside the train to Wirksworth Station and be prepared to apply further hand-brakes if<br />
necessary.<br />
When Derbyshire Stone Co.'s Staff place vehicles in the outwards sidings, a sprag is secured in<br />
the wheel of the leading vehicle at the lower end and a further sprag in the third or fourth vehicle.<br />
If vehicles are left in the siding after a train is despatched to Wirksworth Station, the Guard or<br />
<strong>Shunt</strong>er must place a sprag securely in the wheel of the first and third vehicles at the lower end.<br />
MATLOCK BRANCH<br />
Method of Working. The train staff when not in use, is locked in a release instrument located<br />
on the Station platform at Ambergate.<br />
It is important that the small square end of the staff is the one inserted into the instrument at<br />
Ambergate.<br />
Drivers must telephone the Signalman at Derby box on the return journey after the staff has been<br />
replaced in the release instrument.<br />
If there is any failure of the apparatus the person operating the instrument must act in accordance<br />
with the Signalman's instructions.<br />
Emergency lineside telephones are provided at Cromford Halt and Whatstandwell Halt giving<br />
communication with the Signalman at Derby box.<br />
Matlock. The Guard of a passenger train detained at Matlock beyond the booked time of<br />
departure must immediately advise the Signalman at Derby box, by telephone. The Signalman must,<br />
under these circumstances, be advised when the train is ready to depart.<br />
The Guard of each freight train must advise the Signalman at Derby box, by telephone when the<br />
train is ready to depart from Matlock.<br />
Matlock to Darley Dale—Research Department Test Track. Movements onto the test track at<br />
Matlock must only be made on the authority of the Research Department's Pilotman, who will be<br />
indentified by a red armlet. All movements on the test track must be conducted throughout by the<br />
Pilotman.<br />
The maximum permissible speed on the test track is 15 m.p.h. and all movements must be<br />
confined to the hours of daylight.<br />
All self-propelled machines returning from the test track must be hauled by a locomotive from<br />
Matlock to Ambergate.<br />
TRENT JUNCTION TO NEWARK AND BRANCHES<br />
TRENT<br />
Trent Yard Frame. A train must not proceed in the wrong direction from Trent Yard frame<br />
to signal TT.221 on the down goods loop until the permission of the Signalman at Trent box has<br />
been obtained by telephone. He must be advised the description and destination of the train or<br />
whether a shunting movement.<br />
BEESTON<br />
Messrs. Boots' Private Sidings. Trainmen working over the connection between the up siding<br />
and Messrs. Boots' Sidings must keep a sharp lookout and be prepared to stop at the public level<br />
crossing if the gates are across the line.<br />
Freightliner Depot—Guards Duties before Departure of train. On arrival with the locomotive,<br />
the Guard must report to the Person in charge of the terminal, who will, when ready, inform the<br />
Guard that the air brakes of the train have been fully applied with the static equipment and that the<br />
Guard should, without delay, proceed to check and take off all the hand brakes on the train. When<br />
this has been done, the Guard must advise the Person in charge of the terminal accordingly.<br />
336
It will not be necessary for the Guard to examine any other feature of the train but the "Brake<br />
Continuity Test" must be carried out. Before giving the "right away" signal to the Driver, the<br />
Guard must receive from the Person in charge at the terminal a certificate to the effect that the<br />
provisions of Rule Book, <strong>Section</strong> H, clause 6.3.1 have been observed, the train is in good order to<br />
proceed the rear and of the the train. tail lamp has been filled, cleaned, trimmed and lit as necessary and is in position at<br />
"Up and down" through sidings. Vehicles must not be stabled on this line.<br />
Beeston No. 3 Ground Frame. When the "OFF" indicator, working in conjunction with subsidiary<br />
signal TT.328, exhibits an "OFF" indication, the Driver may commence the set back movement without<br />
receiving a hand signal from the Guard or <strong>Shunt</strong>er, but he must proceed cautiously keeping a<br />
sharp lookout and be prepaied to act on a hand signal when the Guard or <strong>Shunt</strong>er comes into view.<br />
LENTON SOUTH JUNCTION<br />
North Wilford C.E.G.B. Sidings. Drivers requiring to work into the loaded wagon sidings via<br />
the connecting line must proceed cautiously and stop at the south end of the loaded wagon sidings.<br />
Locomotives must not pass over the connections at the south end of the loaded wagon sidings<br />
to return via the engine line until permission has been received from the C.E.G.B. <strong>Shunt</strong>er.<br />
When propelling vehicles from the up goods line to the Power Station, the brake on the leading<br />
vehicle must be pinned down and the speed must not exceed 10 m.p.h.<br />
Clifton Colliery Ground Frame. A propelling movement must not be made from the sidings to<br />
the and up must goods not line exceed until 50 the S.L.U. permission of the Signalman at Trent box has been obtained by telephone<br />
A train must not proceed in the wrong direction from Clifton Colliery ground frame to signal<br />
TT.327 on the up goods line until the permission of the Signalman at Trent box has been obtained,<br />
by telephone. He must be advised the description and destination of the train.<br />
NOTTINGHAM<br />
After a train has come to a stand in any portion of a platform it must not again be moved until<br />
proper warning has been given to passengers who may be getting in or out or near the train.<br />
The Driver of a train or shunting movement, other than a freight train, which has come to a stand<br />
in any portion of a platform must receive authority from the Person in charge of the platform before<br />
again moving.<br />
Nottingham Carriage & Holding Sidings. Drivers of movements from these sidings onto the up<br />
main line must in addition to having a proceed aspect at signal TT.257 or TT.261, have received<br />
verbal authority from the Person in charge of the siding before proceeding.<br />
CARLTON & NETHERFIELD<br />
A "Train Ready to Start" plunger is provided on the down platform and Guards of passenger<br />
trains ready to depart must press this plunger. Stoke Lane level crossing barriers will not be lowered<br />
nor will the down main starting signal be cleared until this plunger has been operated.<br />
ROLLESTON JUNCTION<br />
Working of Mill Crossing (Lincoln side) and Station Crossing (Nottingham side of platforms) on<br />
race days. From 11 00 until 11 hours after the last afternoon race, or 16 30 until 11 hours after the<br />
last evening race, a man with hand signals and detonators will be provided at the up starting signal<br />
for Staythorpe Crossing and another man at the down home signal for Fiskerton Station Crossing.<br />
A detonator will be kept on the line and, when the signal is at Danger, a red handsignal exhibited<br />
or, when the signal is cleared, a yellow handsignal, held steadily exhibited.<br />
The temporary Crossing Keeper at Mill Crossing and Station Crossing will display a red handsignal<br />
during the time the crossing gates are open to road traffic. The following procedure will be<br />
adopted:—<br />
Up Line<br />
When the Mill Crossing gates or Station Crossing gates have been secured across the roadway<br />
the Crossing Keeper concerned will exhibit a yellow handsignal to Drivers.<br />
Down Line<br />
When the Station Crossing gates have been secured across the roadway the Crossing Keeper will<br />
exhibit a yellow handsignal to Drivers. When the Mill Crossing gates have been secured across the<br />
roadway the Crossing Keeper will exhibit a green handsignal to Drivers.<br />
CALVERTON COLLIERY<br />
Drivers of trains approaching Calverton Colliery must not pass the notice board lettered "End<br />
of Staff <strong>Section</strong>" until authorised by the Guard or <strong>Shunt</strong>er, who must be satisfied that no conflicting<br />
movement is being made by a N.C.B. locomotive.<br />
Before permission is given for a movement to be made from the arrival line towards the empty<br />
sidings the Guard or <strong>Shunt</strong>er must place the tall siding signal controlling movements from the N.C.B.<br />
preparation plant siding to Danger and be satisfied that a conflicting movement is not being made.<br />
When loading has commenced and the Driver is propelling his train through the loading bunker<br />
the Guard must so position himself that he can indicate to the Driver to stop when he arrives at the<br />
notice board lettered "Locomotives must not pass this point until authorised to do so by the Bunker<br />
Operator after loading" situated inside the loading bunker.<br />
337
EAST LEAKE BRANCH<br />
Swivel Scotch Blocks. The normal position of the swivel scotch blocks at Ruddington and<br />
East Leake is across the siding and they must be secured in this position when shunting operations<br />
are completed.<br />
Propelled trains from Weekday Cross to Nottingham London Road Goods Yard. Drivers of<br />
propelled trains of 45 S.L.U. from Weekday Cross to Nottingham London Road Goods Yard must<br />
bring their trains to a stand with the locomotive adjacent to the marker board lettered "45 S.L.U.".<br />
Drivers of propelled trains of less than 45 S.L.U. must proceed past the marker board the appropriate<br />
distance before stopping.<br />
COTGRAVE COLLIERY<br />
The Driver or Guard of a class 7, 8, 9 or 0 train must, on arrival at Cotgrave Colliery, advise<br />
the Signalman at Rectory Junction box when the locomotive has run round its train via the departure<br />
line and the movement is complete, or in the case of a light locomotive or train proceeding direct<br />
to the sidings, when the train is on the arrival line clear of the connection from the departure line<br />
to the single line.<br />
Drivers of trains must advise the Signalman at Rectory Junction box, when their train is standing<br />
on the departure line at Cotgrave Colliery, awaiting to depart, the description and desination of the<br />
train, by means of the telephone adjacent to signal R.J.82.<br />
When loading has commenced and the Driver is propelling his train through the loading bunker,<br />
the Guard must so position himself that he can indicate to the Driver to stop when he arrives at the<br />
Notice Board situated inside the loading bunker and lettered "Locomotives must not pass this point<br />
until authorised to do so by the Bunker Operator after loading".<br />
COLWICK ESTATES BRANCH<br />
Traffic is worked between the exchange sidings and the various depots over this Single line by<br />
B.R. locomotives.<br />
Private firms' locomotives will not enter the single line without permission from the B.R.<br />
<strong>Shunt</strong>er.<br />
A stop board is provided approximately 300 yards west of the junction connecting the single line<br />
AA/1th the exchange sidings and main line, lettered on both sides as under:—<br />
"No locomotive or train to pass this board without permission of the <strong>Shunt</strong>er."<br />
Before a train or locomotive is allowed to pass this stop board from the single line to the exchange<br />
'sidings the <strong>Shunt</strong>er must obtain permission from the Signalman at Co'wick East Junction box. If<br />
there is already a locomotive working in the exchange sidings, the <strong>Shunt</strong>er, after obtaining the<br />
permission of the Signalman, must inform the Driver of the locomotive in the exchange sidings what<br />
is about to be done and instruct him not to move until given permission. A train or locomotive may<br />
work between the exchange sidings and the main line during the time another train or locomotive<br />
is in the exchange sidings or on the single line.<br />
If a train or locomotive has to go from Colwiek East into the exchange sidings while one is already<br />
working in the sidings, the movement must be made in the presence of the <strong>Shunt</strong>er who must have a<br />
cleat understanding with the Signalman at Colwick East Junction box and the Trainmen working in<br />
the exchange sidings.<br />
In the absence of the <strong>Shunt</strong>er, Guards must be satisfied that the gate in to the exchange sidings<br />
is open and the points properly set before giving a hand signal to the Driver to enter the sidings from<br />
Co'wick East.<br />
British Sugar Corporation Sidings. The points leading from British Sugar Corporation's sidings<br />
o the Co!wick Estates Light Railway are clamped and padlocked, the key being kept in the B.R.<br />
office, and during week-ends at the British Sugar Corporation's weighbridge hut. Before entering the<br />
sidings the <strong>Shunt</strong>er must obtain the key to release the points and when work is completed must lock<br />
the points and return the key.<br />
GEDLING COLLIERY<br />
The single line between the arrival sidings and the colliery empty wagon sidings is controlled<br />
by two Annett's keys, which are kept by the B.R. <strong>Shunt</strong>er when not in use.<br />
One key unlocks the one-lever ground frame controlling the points and signal from the colliery<br />
oaded sidings to the single line, and the other unlocks the one-lever ground frame controlling the<br />
signal which authorises propelling to the empty wagon sidings.<br />
The normal position of the points is from the loaded sidings to the single line to permit N.C.B.<br />
movements when the line is not occupied by B.R. trains.<br />
Numbered stop boards alongside the single line between the arrival sidings and the points from<br />
the loaded sidings indicate to Drivers of B.R. empty trains the position at which trains consisting<br />
of 45, 50 or 55 S.L.U. must stop to clear the inlet points. Drivers must not pass the 55 S.L.U. board<br />
until the points leading from the loaded sidings have been placed in the correct position by the Guard<br />
or <strong>Shunt</strong>er.<br />
After entering the B.R. arrival lines the locomotive must run round its train in readiness to<br />
propel the vehicles to the empty wagon sidings.<br />
338
The Guard or <strong>Shunt</strong>er must walk forward to the empty wagon sidings on the left hand side of the<br />
running line and on his way reverse the points and signal from the loaded sidings to allow the B.R.<br />
train to pass. He must not allow the N.C.B. locomotive to proceed towards these points after they have<br />
been reversed for the single line. When he reaches the empty wagon sidings, provided the line is clear,<br />
he must clear the signal to authorise the Driver to commence propelling.<br />
When the train reaches the empty wagon sidings the signal authorising the movement must be<br />
replaced to Danger and, when work on the single line is completed, the two Annett's keys must be<br />
returned to the B.R. <strong>Shunt</strong>er.<br />
When attaching a train from the loaded sidings for which A.W.B. Regulations will apply and<br />
it is necessary to attach off more than one siding, Trainmen must ensure that proper control is maintained<br />
when drawing out and setting back to attach. A.W.B. must be applied when drawing out<br />
finally before gravitating the brake van on to the rear.<br />
TRENT TO CLAY CROSS AND BRANCHES<br />
TOTON<br />
Trains without a brake van between the down and up yards must not exceed 40 S.L.U.<br />
Down Arrival line at Toton East Junction. Trains of more than 60 S.L.U. must at all times be<br />
drawn on to the down arrival line by a shunting locomotive.<br />
During fog or falling snow, all trains must be drawn on to the down arrival line by a shunting<br />
locomotive.<br />
Working of Trains without a Brakevan in rear. Trains from the up sidings to the down sidings via<br />
Toton East Junction without a brakevan in rear will not be placed on the East or West arrival line<br />
until the Person in charge at Toton East Junction has obtained the Down Hump Inspector's permission.<br />
The arrival line must be clear throughout.<br />
The Down Hump Inspector must personally supervise the movement to be made and before<br />
giving permission for it to commence must advise all staff working on the Down Hump.<br />
When the train is clear of running lines and the adjoining reception line at Toton East Junction,<br />
it must stop and not move towards the Down Hump until a proceed aspect is exhibited on the humping<br />
signals and th.2 two-aspect colour light signals.<br />
Humping at Up Sidings. Position light humping signals are provided, with lunar-white lights<br />
capable of displaying the following aspects:—<br />
Horizontal S t o p . . 0 0 0<br />
Incli<br />
ned<br />
,<br />
Vertical<br />
H<br />
u<br />
m<br />
p<br />
s<br />
l<br />
o<br />
H u m p Normal<br />
which w they are proceeding display "Stop".<br />
1<br />
0<br />
0<br />
or 0<br />
0 0 0<br />
0<br />
Except as shown below, these signals will apply only to Drivers of locomotives actually humping:—<br />
Drivers drawing vehicles back over the hump on to the run-round road, No. 6, for re-shunting,<br />
must observe the humping signals applicable to that line and come to a stand when the signals<br />
display "Stop", which will indicate that the last vehicle has passed over the hump.<br />
Drivers drawing vehicles back over the hump on to arrival lines 1 to 5 and 7 to 11 for any<br />
purpose must likewise come to a stand when the humping signals applicable to the line on to<br />
The position light units along the arrival lines are fitted with lunar white "wing" lights on the<br />
upper left and right-hand sides. When the "wing" light on the left-hand side of the signal is illuminated,<br />
it indicates that the humping aspect displayed applies to the line on the left-hand side of the signal as<br />
observed looking towards the hump, and similarly, when the one on the right-hand side is illuminated,<br />
it applies to the line on the right-hand side.<br />
The first two rows of these humping signals from the Sandiacre end of the arrival lines are doublesided.<br />
The last row at the bump end are single-sided only. (The latter carry bracket arms<br />
with two-aspect colour light signals which apply only to Drivers working incoming trains.) Position<br />
light humping signals between the last row on the arrival lines and the hump do not carry "wing"<br />
lights but are displayed in sequence with those applying to the line off which a train is being humped.<br />
Humping at Down Sidings. Position light humping signals are provided, with lunar-white lights<br />
capable of displaying the following aspects:—<br />
Horizontal S t o p . . 0 0 0<br />
0<br />
Incline to 45 degrees H u m p slow<br />
Vertical H u m p normal<br />
0<br />
339
Except as shown below, these signals will apply only to Drivers of locomotives actually humping,<br />
and hump shunting may be carried out when the signals indicate "hump slow" or "hump normal"<br />
irrespective of the aspect exhibited at the two-aspect colour light running signals.<br />
Drivers drawing vehicles on to the East or West arrival lines from the low level reception lines<br />
preparatory to humping, or from the down sorting sidings back over the hump for re-shunting, must<br />
look back at the humping signals applicable to that arrival line, and come to a stand when the signal<br />
displays "Stop", which will indicate that the last vehicle is clear of the scissors crossing on the<br />
Trent side of the hump.<br />
Drivers making movements other than humping trains must obey the aspects of the two-aspect<br />
colour light signals.<br />
Meadow Sidings. Drivers of trains requiring to proceed along the arrival line from Stapleford &<br />
Sandiacre towards the down empty wagon sidings must, when the arrival line signal is at Danger,<br />
communicate with the Meadow Sidings Inspector by telephone from that signal.<br />
Stapleford & Sandiacre. The Guard of a down train for Toton Up Sidings must advise the Person<br />
in charge at Stapleford & Sandiacre shunting frame, by the telephone situated adjacent to the set<br />
back signal, immediately his train has drawn along the down high level goods line clear of the down<br />
high level goods/up goods (North) crossover at Stapleford & Sandiacre.<br />
When the "OFF" indicator, working in connection with the shunting signal applying for<br />
movements from the down high level goods line to the arrival sidings, old bank or up high level goods<br />
line, is exhibited, the Driver may commence the set back movement without receiving a hand signal<br />
from the Guard or <strong>Shunt</strong>er, but, he must proceed cautiously keeping a sharp lookout and be prepared<br />
to act on a hand signal from the Guard or <strong>Shunt</strong>er when the latter comes into view.<br />
STANTON GATE<br />
Down Sidings. Movements from the down sidings (South end) onto the reception line must<br />
only be made on the authority of the Signalman at Stanton Gate <strong>Shunt</strong>ing Frame.<br />
Up Sidings. A <strong>Shunt</strong>er is normally on duty from 06 00 Monday to 14 00 Saturday. During<br />
the period the <strong>Shunt</strong>er is not on duty the Person in charge of the movement requiring to enter the<br />
sidings must proceed to the sidings, arrange for any conflicting movements to be stopped and set the<br />
line for the siding concerned which must be clear throughout. He must then advise the Signalman<br />
at Stanton Gate <strong>Shunt</strong>ing Frame.<br />
BENNERLEY SIDINGS<br />
Before authorising a train to enter the arrival line, the Guard must obtain an assurance, by<br />
telephone, from the N.C.B. <strong>Shunt</strong>er, who is normally on duty from 07 30 to 17 00, that a conflicting<br />
movement will not be made on the arrival line and that the line is clear throughout.<br />
During the time the N.C.B. <strong>Shunt</strong>er is not on duty or should the Guard be unable to contact<br />
the N.C.B. <strong>Shunt</strong>er, the Guard, before authorising a train to enter the arrival line must stop any<br />
conflicting movement.<br />
LANGLEY MILL<br />
Langley Mill Sidings. A <strong>Shunt</strong>er is normally on duty from 06 00 to 22 00 Monday to Friday<br />
and from 06 00 to 14 00 Saturday.<br />
During the period the <strong>Shunt</strong>er is not on duty, Guards of trains requiring to enter the sidings<br />
must proceed to the sidings, stop any conflicting movements and advise the Signalman at Trent<br />
box by telephone, when this has been done.<br />
PYE BRIDGE JUNCTION<br />
Riddings ground frame. Before making a movement into the sidings, the Person in charge must<br />
advise the N.C.B. Weighbridge <strong>Of</strong>fice, by telephone, and ensure that a conflicting movement is not<br />
being made by the colliery locomotive.<br />
STANTON AND WEST HALLAM COLLIERY BRANCHES<br />
Stanton Old Works Sidings. The <strong>Shunt</strong>er or Guard must obtain permission from the Stanton<br />
Staveley Company's Crossing Keeper on each occasion it is necessary to foul or cross over Lows Lane<br />
level crossing at the Stanton Old Works end of the branch.<br />
The firm provide a Crossing Keeper at Sevenoaks Crossing from 06 00 Monday to 22 00 Sunday,<br />
and outside these times Drivers must stop clear of the crossing and not proceed until handsignalled<br />
forward by the Guard or <strong>Shunt</strong>er, who must stop traffic on the road until the train has passed.<br />
The line between the "Stop and Await Instructions" board leading from the coke sidings to the<br />
Old Works branch, the "Stop and Await Instructions" board on the Old Works branch, protecting the<br />
connection from the coke sidings, and the "<strong>Limit</strong> of <strong>Shunt</strong>" indicator at the Stanton Gate <strong>Shunt</strong>ing<br />
Frame end of the Old Works branch is under the control of the Yard Foreman at Stanton Gate and a<br />
train must not be allowed to pass the "Stop and Await Instructions" board concerned without his<br />
permission. There is a telephone to the Yard Foreman at the "Stop and Await Instructions" board.<br />
340
A telephone is also provided at Lows Lane level crossing to enable the <strong>Shunt</strong>er or Person in<br />
charge, when requiring to leave the Old Works sidings with more than 30 &EU., to obtain permission<br />
from the Yard Foreman to proceed to Stanton Gate without stopping at the "Stop and Await<br />
Instructions" board at the connection from the coke sidings.<br />
The Person in charge of trains to the coke sidings must advise the Yard Foreman at Stanton<br />
Gate when the train is clear of the Old Works branch line.<br />
Quarry Hill Road. Before commencing a return movement from Quarry Hill Road to Fork<br />
Junction No. I ground frame via the through siding, the Guard or <strong>Shunt</strong>er must obtain the permission<br />
of the Person in charge at Fork Junction No. I ground frame by telephone.<br />
The Guard or <strong>Shunt</strong>er in charge of loaded trains to be propelled from the shunting neck into<br />
the coal reception sidings (bottom fulls), must ensure that sufficient brakes are pinned down before<br />
the movement is made.<br />
West Hallam Colliery Sidings. Except when movements require to be made to and from West<br />
Hallam Colliery empty and loaded sidings, the points in the single line on the Stanton side of the<br />
empty sidings must be set and padlocked along the single line and the two-way spring points, immediately<br />
on the Stanton side of the points worked from the one lever ground frame, must be padlocked in<br />
the dead end to single line position.<br />
Before permitting a movement to or from the colliery empty sidings the Guard or <strong>Shunt</strong>er must<br />
warn N.C.B. Staff working in or near vehicles on the empty wagon line.<br />
West Hallam Opencast Sidings. Before authorising a movement to be made from the single line<br />
into the exchange sidings, the Guard must obtain an assurance from the Weighbridgeman, by<br />
telephone, that conflicting movement will not be made by the N.C.B. locomotive.<br />
The Weighbridge <strong>Of</strong>fice is manned from 07 30 to 17 00 each day, Monday to Friday and when<br />
the Weighbridgeman is not on duty, or should the telephone fail, the Guard must, before authorising<br />
a movement into the exchange sidings, stop any conflicting movement which is about to be made.<br />
SHERWOOD COLLIERY SIDINGS SOUTH<br />
When a movement on the colliery running line from Sherwood Colliery Sidings South has passed<br />
clear of that line at the North end, the Person in charge must advise the Signalman at Sherwood<br />
Colliery Sidings South box, by telephone.<br />
BENTINCK COLLIERY MIDLAND EMPTY WAGON BRANCH<br />
B.R. locomotives must not foul the connections at the Colliery end of the sidings.<br />
The points in the branch leading to the empty wagon sidings must always be kept locked for the<br />
dead end, except when it is necessary to place empties in the sidings. Guards must obtain the key from<br />
the Signalman at Bentinck Colliery Sidings box and return it after completion of work.<br />
All vehicles from Bentinck Colliery Sidings box to the empty wagon sidings must be propelled. A<br />
brake van, in which a Guard must ride, must be in front of the vehicles, and sufficient brakes must be<br />
pinned down near to the brake van to enable the train to descend the incline in safety.<br />
A train of air-braked wagons with the automatic brake coupled up and in use may, however, be<br />
propelled without a brakevan leading.<br />
MANSFIELD COLLIERY JUNCTION<br />
Vehicles must not be allowed to stand upon the main line unless a locomotive is attached, and<br />
the rear portion of trains from Rufford having to attach or detach must be placed in one of the sidings.<br />
Sill's Sand Sidings. Not more than three vehicles (excluding a brake van) may be propelled into<br />
these sidings for the purpose of reaching vehicles to be attached. The movement must be brought to a<br />
stand immediately the locomotive has passed over the points into the sidings when the Guard or<br />
<strong>Shunt</strong>er must go forward and satisfy himself that the vehicles to be attached are effectively braked and<br />
spragged. He must then stand by the first vehicle and hand-signal the Driver forward, prepared to<br />
couple up immediately contact is made, great care being exercised by all concerned.<br />
NEW HUCKNALL COLLIERY BRANCH<br />
"A" Winning Colliery. The single-armed signal near the Colliery buildings must exhibit a Clear<br />
signal except when required to be placed to Danger to protect B.R. trains working in the sidings.<br />
The scotch block on the line to the coke oven sidings must be kept locked across the railway<br />
except when required to be removed for locomotives and vehicles to pass.<br />
The scotch block on the loaded wagon sidings must be kept locked across the railway, except<br />
when required to be removed for locomotives and vehicles to pass. When not in use the key must be<br />
kept in Blackwell East Junction box.<br />
Fordbridge Lane Level Crossing. Before a down train, not stopping at "A" Winning Colliery<br />
sidings, is allowed to leave Blackwell East Junction, the <strong>Shunt</strong>er must proceed on foot to the crossing,<br />
secure the gates across the roadway and advise the Signalman at Blackwell East Junction box by<br />
telephone, immediately this has been done.<br />
Before a down train continues its journey after carrying out work at "A" Winning Colliery<br />
sidings, the foregoing must be carried out and the Driver must obtain authority to proceed from the<br />
.Signalman at Blackwell East Junction box.<br />
341
-<br />
,<br />
1 The Driver must stop on the New Hucknall side of the crossing to enable the <strong>Shunt</strong>er to join<br />
0the train after he has secured the gates across the railway.<br />
0 The <strong>Shunt</strong>er must travel on the locomotive of up trains and secure the gates across the roadway<br />
1for the passage of the train. The Driver must then stop on the Blackwell side of the crossing to allow<br />
1him to rejoin the train after he has secured the gates across the railway.<br />
1 New Hucknall Colliery. The train Staff for the Colliery single line between New Hucknall<br />
PColliery ground frame and New Hucknall Colliery empty wagon sidings will normally be kept by the<br />
' Signalman at Blackwell East Junction box, but to enable the Colliery locomotive to make movements<br />
over the Colliery single line, this train staff may be left with the Colliery <strong>Shunt</strong>er following the departure<br />
of the first return trip to Blackwell East Junction each day.<br />
Immediately a train has come to a stand at the stop signals applying from the single line from<br />
Blackwell o: from the tip, the Guard must ascertain that the points in the Colliery single line are<br />
correctly set for the intended movement and that vehicles are not foul of the Colliery single line.<br />
A movement must not be made past either of these signals until this has been done.<br />
Drivers of trains proceeding on the Colliery single line towards the empty wagon sidings must<br />
stop at the marker board situated 60 S.L.U. before reaching the notice board at the empty wagon<br />
sidings end of the Colliery single line, and not proceed until a green light is exhibited in the lamp<br />
situated on the left-hand side of the line approximately 150 yards ahead of the marker board. The<br />
green light will indicate to Drivers that the line and connection beyond the notice board to the<br />
empty wagon sidings are clear.<br />
A switch at the Colliery Empty Weigh <strong>Of</strong>fice operates this green light signal which applies only<br />
to B.R. movements, and the switch must be operated by Guards, after they have ascertained that the<br />
line and siding connection beyond the notice board at the empty wagon sidings end of the Colliery<br />
single line are clear.<br />
The key to the switch is kept in the Empty Weigh <strong>Of</strong>fice and Guards working to the empty wagon<br />
sidings must obtain the key from the Colliery <strong>Shunt</strong>er and return it to him after use.<br />
Drivers must run at slow speed over the Colliery single line and the line to the empty wagon<br />
sidings and sound their horn frequently.<br />
Locomotives, vans and highly loaded vehicles will not pass under the bridge near the centre<br />
of the empty wagon sidings, and all such vehicles must be taken to the Colliery marshalled next to<br />
the locomotive.<br />
BETWEEN TIBSHELF EAST JUNCTION AND BLACKWELL EAST JUNCTION<br />
Should the signalling apparatus fail, Permissive conditions will continue to apply, but a Pilotman<br />
must be appointed who will, under the Signalman's authority personally instruct the Driver of each<br />
train to pass on to the single line. The Pilotman will either ride on the locomotive, or will remain<br />
to follow on a later train.<br />
BETWEEN TERSHELF EAST JUNCTIONAND BUTCHERWOOD COLLIERY SIDINGS FRAME<br />
A train must not proceed on to the single line between Tibshelf East Junction and Butcherwood<br />
Colliery Sidings ground frame unless the Driver is in possession of a token, or has been shown the<br />
token which has been delivered to the Driver of a locomotive to which his locomotive is attached<br />
except as provided in clause 10 of the instructions for "Single Lines Worked by Electric Token—<br />
Instructions to Trainmen" and the instructions for "Working of trains to and from the point of<br />
obstruction" contained in the General Appendix.<br />
When it is necessary to ascertain whether or not the line is clear, a locomotive must not enter<br />
the section unless a token has been obtained from the token instrument and is in possession of the<br />
Driver. The circumstances must be explained to the Driver, and he must be instructed to proceed<br />
cautiously, prepared to stop short of any obstruction. Where practicable, the locomotive must be<br />
accompanied by a competent person, and after sunset or during fog or falling snow it must always<br />
be so accompanied.<br />
The Person in charge at Butcherwood Colliery sidings must obtain a token, which must not be<br />
replaced in the instrument at either end of the section until the Person in charge or Driver has<br />
reported that the line is safe for the passage of trains.<br />
Sutton Colliery Junction. The spring points leading to the Sutton Colliery branch must be kept<br />
padlocked for the Sutton Colliery branch except when required to be unlocked to allow a train to<br />
pass between the single line and the dead end roads adjacent to the Sutton Colliery branch. The key<br />
for the padlock is attached to the train staff.<br />
Trains from Sutton Colliery sidings to Stoneyford Lane must have at least half the brakes<br />
pinned down on the vehicles furthest from the locomotive.<br />
Drivers must keep a good look-out and sound the horn when approaching the level crossing<br />
near Sutton Colliery from either direction.<br />
Silverhill Colliery. Before commencing a movement from the loaded wagon sidings towards<br />
Teversall, sufficient brakes must be applied to control the movement on the falling gradient.<br />
342 BEMROSE DERBY
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