165. The Guard in charge of a Passenger train must satisfy himself before starting that the train is correctly formed, labelled and provided with the necessary lamps; that the vehicles are properly coupled; and that the Continuous Break is in working order.
166. Guards must see that the doors of the carriages and other vehicles are properly closed and fastened, and, in case of any unusual stoppage, must request the passengers to keep their seats, except when necessary to alight.
167. Guards must assist the Staff at Stations in preventing passengers travelling in a superior class, or leaving a train for the purpose of re-booking by the same train to evade payment of the proper fare; and they must also assist the Staff generally in detecting fraudulent travelling.
168. When trains are within Station limits the Guards are under the orders of the station-master or person in charge.
169. Guards and other Servants of the Company are forbidden to carry any description of package, either for themselves, their friends, or the public, without proper authority in writing for the free transit thereof, or unless such package be properly entered on a way-bill. Passenger Guards must compare the parcels with the way-bills, and note on the latter any defect or discrepancy. all way-bills must be initialled or stamped by the Guards.
170. (a) Guards of Passenger trains must, as far as practicable, keep a good Look-out ahead, and be prepared to take any action that may be necessary. they must also give prompt attention to the luggage, parcels, despatches, and other packages entrusted to them. Parcels which have to be put out must be given by the Guard to the Porter appointed to receive them, who must sign in the Guard's book for the value parcels delivered to him. The Guard must, in like manner, sign in the Porter's book for the value parcels transferred to his care.
(b) On the arrival of the train at a terminus the Guards must must not leave until they have delivered over all luggage and parcels, together with the way-bills relating thereto, to the persons appointed to take charge of them, and care must be taken not to allow any unauthorised person to enter a break-van or luggage compartment; should any article be missing, the Guards must immediately report the case to the person in charge of the station and on their journals.
171. (a) No Passenger train must be started before the time stated in the Time-table.
(b) the signal for starting a passenger train must be given by the Guard showing a Hand Signal, and, when necessary, blowing his whistle, after obtaining an intimation from the Station-master, or person in charge, that all is right for the train to proceed.
If a Flag is used in the daytime as the Signal to start it must be a Green one; at night, when a Lamp is used as the Signal, it must show a Green Light, and be held steadily above the head.
(c) When there are two or more Guards the Signal to the Engine-driver to start must be given by the guard nearest the engine after he has exchanged Signals with the Guard or Guards in the rear, who must first have received intimation from the Station-master, or person in charge, that all is right for the train to proceed.
(d) The intimation from the Station-master, or person in charge, that all is right for the train to proceed must be a Hand Signal by day, and when the Signal is given by Hand Lamp it must be a White Light held steadily above the head.
(e) Should a Passenger train be stopped by an accident or from any other exceptional cause the Engine-driver must not again start until he has exchanged Hand Signals with the Guard, or in the case of more than one Guard, not until he has received a Signal from the Guard nearest the engine, who must first exchange Hand Signals with the Guard in the rear.
(f) Goods trains may be run before the time specified in the time-table, provided the Line on which they have to run, and the stations and sidings at which they are booked to stop, will be open and ready for traffic purposes by the time they arrive, and that the next Station or Shunting siding can be reached without causing delay to following trains of more importance.
(g) The Signal for starting a goods train must, by day, be given by the Guard holding one arm in a horizontal position, and at night by a Hand Lamp showing a green light held steadily above the head.
When there are two or more Guards the Signal to the Engine-driver to start must be given by the guard nearest the engine after he has exchanged Signals with the Guard or Guards in the rear.
(h) At the commencement of the journey, or when re-starting from a Station, Goods Yard, Siding or Signal, or after being stopped from any exceptional cause, the Engine-driver must, as soon as practicable after the train has started, satisfy himself that his Fireman has exchanged Hand Signals with the Guard in the rear, so that the Engine-men may be sure that they have the Guard and the whole of the train with them. A short whistle will, if necessary, gain the attention of the guard for the purpose.
172. (a) When a train is about to leave a Station, Siding, or Ticket Platform, the Signal to start given by the Guard merely indicates that the Station duty or collection of tickets is completed; and, before starting the train, the Engine-driver must satisfy himself that the Line is clear, either by observation, or the exhibition of the necessary Signal; when starting, the Fireman must look back to see that the whole of the train is following in a safe and proper manner, and to receive any Signal from the Station-master or Guard that may be necessary.
(b) The Engine-driver and Fireman must frequently during the journey, especially when passing a signal-box, look back to see that the whole of the train is following in a safe and proper manner.
173. Goods trains must stop at the places specified in the Time-table, unless, on approaching a Station or Siding, the Fixed Signals are off for the train to proceed, and a Green Hand Signal, waved slowly up and down, is given to indicate that it is not necessary to stop. When this is done the train may run past the Station or Siding without stopping, unless there are waggons or goods to leave, when the Engine-driver will have instructions from the Guard to stop. In the case of a train timed to stop at a Station or Siding when required, the Engine-driver of such train must stop at the Station or Siding, unless he receive a Green Hand Signal, waved slowly up and down, to proceed without stopping.
174.(a) To prevent oscillation, and to secure the smooth and easy running of Passenger trains, all the vehicles composing the train must be so tightly coupled as to put sufficient strain on the drawbars to ensure the buffers being brought so firmly together as not om be separated by any change of gradient or by the starting of the train.
(b) Side chains, where provided, must always be coupled, and the screw coupling not in use must be hung on the hook provided for the purpose.
(c) Station-masters at intermediate Stations must, as far as practicable, observe the state of the couplings (including Continuous Break, Passenger Communication, and other couplings) on the arrival of the trains,and cause that any require it to be adjusted.
175. (a) Station-masters and Signalmen must, when necessary, ascertain how the Ordinary and Special trains in their respective districts are running.
(b) Passenger trains must, as a rule, take precedence of all other trains.
(c) Goods trains must be shunted out of the way of Passenger trains; and Mineral, Slow Goods, and Ballast trains must also be shunted out of the way of Fast Goods, Cattle, and Fish trains at Stations or Sidings where there are Fixed Signals, in sufficient time to prevent the Passenger train, Fast Goods, or Fish train, respectively, being delayed by the Signals either at the Station where the train is being shunted or at the Station in the rear.
(d) Wherever there is sufficient Siding accomodation to contain the train it must not be shunted from one Running Line to another, but always from the Running Line into the Siding.
176. When the last vehicle of a train does not pass the Signal-box before it has been shunted into a Siding, or when a train has been brought to a stand within the Home Signal, and it is necessary to give the "Train out of Section" Signal before the train passes the Signal-box, the Signalman must, before giving such Signal, ascertain from the Guard or Shunter in charge of the train that the whole of the train, with Tail Lamp attached, has arrived, and the Guard or Shunter will be held responsible for giving this information to the Signalman, the Fireman being similarly responsible in the case of a Light Engine.
177. (a) The Guard must ride in his break-van and not in any other part of the train or upon the engine, except when required to do so in the execution of his duty.
(b) He must keep a good Look-out, and should he see any reason to apprehend danger he must use his best endeavours to give notice thereof to the Engine-driver. If the train is fitted with the Continuous Break he must, in case of emergency, apply it in order to stop the train, if the train is not fitted with the Continuous Break he must apply his Hand-break sharply, and release it suddenly. This operation repeated several times is almost certain, from the check it occasions, to attract the notice of the Engine-driver, to whom the necessary Danger Signal must be exhibited.
(c) In the case of trains not fitted with the Continuous Break, the Guard must always apply his Break as soon as he becomes aware that the Engine-driver is applying his.
When however, an Engine-driver requires the special assistance of the Guards break, he must give three or more short, sharp whistles, or sound the Break-whistle (when a special whistle is supplied for that purpose), and the Guard or Guards must immediately apply the breaks.
178. In travelling down steep inclines Guards of Goods trains must, in order to steady the trains and assist the Engine-drivers, apply the rear Hand-break, care being taken not to skid the wheels; they must also, where necessary, fasten down a sufficient number of waggon-breaks before descending the incline. Guards must apply their breaks when a train is approaching, at too great a speed, a Station at which it is timed to stop.
179. Except as shown below, no engine must push a train upon any Running Line, but must draw it.
EXCEPTIONS.-
(a) When within Station limits or where specially authorised by the General Manager or the Superintendent of the Line.
(b) Under special regulations when assisting up inclines.
(c) When a train or any portion of a train is left on any Running Line, and the engine returns for it upon the proper Line, and crosses behind it, as shown in Rule 221.
(d) When a train has to return on the wrong Line to the Signal-box in the rear, as shown in Rule 222.
(e) In the case of an engine being disabled a following engine may push the train slowly to the next Siding or Crossover road ( see Block Telegraph Rule 14), when the pushing engine must go in front.
(f) When the Line is blocked, and trains are being worked to the point of obstruction, on both sides.
(g) Engines of Ballast trains when working in a Section, unless instructions are given to the contrary.
(h) When required to assist in starting a train from a Station.
(i) When required by Officers of the Company travelling in an inspection carriage by Special train.
180. (a) When any vehicle has been detached from a passenger train, the Guard must, unless some of the Station staff are present to take charge of it, see that it is properly secured so as to prevent its moving. If the engine be detached to put off or take on vehicles, or for any other purpose, the Guards must keep their Hand-breaks on to prevent the train moving during the time the engine is away from it.
(b) The Continuous Break must not be relied upon to secure any vehicle from running away after it has been detached from the engine and break-van.
181. When a Goods train has been brought to a stand on any running line, where the line is not level and it is necessary for the engine to be detached from the train to attach or detach waggons, or for any other purpose, the Guard must, before the engine is uncoupled, satisfy himself that the van-breaks have been put on securely; and, as an additional precaution, he must pin down a sufficient number of waggon-breaks, and place one or more sprags in the wheels of the waggons next to the rear break in the case of a rising gradient, and of the foremost waggons in the case of a falling gradient, so as to prevent the possibility of the waggons moving away. The number of sprags must be regulated by the steepness of the gradient, and the number of waggons, their loads, and the state of the weather and rails.
182. (a) When a train is shunted into a siding after sunset, or in foggy weather or during falling snow, for another train to pass, the Tail and Side Lamps must be removed or so disposed of as not to exhibit the Red lights to a following train.
(b) When a train has to be shunted from one Running Line to another to allow a following train to pass, such train must be set well within the Home signal, so as to be efficiently protected by it from any train approaching from the opposite direction.
(c) Before any train is shunted from one Running line to another after sunset, or in foggy weather or during falling snow, the Engine-driver must exhibit a Red Light in front of the engine (or tender if running tender first), so as to face a train coming from the opposite direction, and remove all other Head lights which his engine may be carrying. The Red Light must be kept exhibited until the whole of the shunted train has again been placed on its proper Running line.
(d) immediately a train has been shunted from one Running Line to another the Guard (in the case of a train) must remove the Tail light and reverse or obscure the Side Lights, and the Engine-driver (in the case of a light engine)must remove the Tail Light.
(e) Before the train recrosses to its proper Running line the Guard (in the case of a train) must replace the Tail and Side lights, and the Engine-driver (in the case of a light engine) must replace the Tail Light.
(f) Should it be necessary for the engine to be detached and leave its train standing on the wrong Line, the Guard incharge must place a Red Light on the front vehicle of the train so left, and the engine-driver will be held responsible for seeing that this is done before removing his engine from the train.
(g) Should the engine have to remove a portion of the train, the Guard in charge must see that a Red Light, as above, is left exhibited on the front vehicle of the rear portion before the front portion is removed.
(h) In the case of a train or vehicles having to be shunted from a Siding on to a Running Line or from one Running Line to another Running Line, and having to stand there, the Shunter or other person in charge must, after sunset, or in foggy weather or during falling snow, take care that a Red Light is placed on the end of the train or vehicles so as to face any train that may be approaching on the same line.
183. During shunting operations an Engine-driver must not move his train, although the Fixed Signal may be lowered, until he has received a Hand Signal to do so from the Guard, Shunter, or other person in charge.
184. (a) Waggons must not be shunted into Sidings, nor against other waggons upon Running lines, without remaining attached to the engine, unless the waggons are attended by a competent person prepared to put down the waggon-breaks, or to apply sprags, as the case may be, so as to prevent their coming into violent contact with other waggons or vehicles, or fouling other Lines, or running away when the line is on a falling gradient.
(b) Waggons must not be moved unless the doors are properly closed and fastened.
(c) Waggons left standing in Sidings must be clear of the fouling points of any adjoining Sidings or Lines, and properly secured to admit of shunting operations being carried on without risk of injury to the staff engaged in conducting them.
(d) When waggons have to be shunted into incline sidings, the waggons to be moved at one shunt must be limited to such a number as the engine can push up without going at a violent or excessive speed.
(e) When shunting waggons a Stations or other places situate on inclines, care must be taken that, in addition to screwing the van-breaks tightly down, a sufficient number of waggon-breaks are fastened down, and sprags or hand-scotches used when necessary, to prevent the possibility of the train or any of the vehicles running down the incline. At such Stations and at such other places a supply of sprags and hand-scotches must be kept ready for the purpose.
185. (a) Guards and Shunters performing shunting operations at Sidings must take care that the vehicles are left clear of any Running Line and within the safety points and Scotch Blocks; that the points close properly; and that the Scotch Blocks are replced across the rails after the operation is completed. Guards and Shunters are held responsible for seeing that the trains are clear of the Points and are in proper position before a Signal is given to the Engine-drivers to move, and they must render the Signalman every assistance they can in the shunting operations.
(b) In the case of a light engine unaccompanied by a Guard or Shunter. The Driver must satisfy himself that the points are in the proper position.
