Danger. Caution. All Right.
52. (a) In shunting operations by night, or when necessary in foggy weather or during falling snow, a White Light waved slowly up and down means "Move forward," i.e. go away from the person giving the signal ; a White Light waved slowly from side to side across the body means "Move back," i.e. come towards the person giving the signal.
(b) A Green Light used instead of a White Light, as above means "Move forward slowly," or "Move back slowly."
53. Hand Lamps and Flags when used as Signals, except when they are employed for the purpose of marking the actual point of obstruction, must always be held in the hand, and not placed upon, or stuck into, the ground, or fixed elsewhere.
SIGNALLING IN CONJUNCTION WITH TRAINS SHUNTING
OR RUNNING IN WRONG DIRECTION.
54. Distant, home, Starting, and Advanced Starting Signals apply only to trains travelling in the proper Direction on the Running Lines, and must not be used for any other purpose, except as provided in rule 232. Trains moving in the wrong direction on any Running Line must be signalled by Hand Lamp or Flag. Trains shunting from one Running Line to another, or shunting into, or out of, Sidings connected with Running Lines, must, unless Fixed Signals are provided for the purpose of signalling such operations, be signalled either verbally, or by Hand Lamp or Flag, as occasion may require; it being necessary, in such cases, that the Fixed Signals should be kept at Danger for the protection of the trains so employed.
DETENTION AT HOME OR STARTING SIGNAL.
55. (a) In case of detention at a Home, Starting, or Advanced Starting Signal, the Engine-driver must immediately sound his whistle, and if still detained, the Guard, Shunter, or Fireman must (except where instructions are given to the contrary, or where the Lock and Block system of Train Signalling is in operation) go into the Signal-box and remind the Signalman of the position of the train, and remain there until the Signalman can give permission for it to go forward. In foggy weather or during falling snow the Guard, Shunter, or Fireman must, immediately upon the train coming to a stand, proceed to the Signal-box.
(b) When a train or vehicles have passed a Home Signal, and are waiting to be crossed to another Line, or to be let into a Siding, or have been shunted on to the opposite running Line, or placed on either a Main or Branch Line at a Junction, or when a train or vehicles have been shunted from a Siding on to a Running Line, and are waiting to be crossed to another Line, The Guard, Shunter, or Fireman must, when the train or vehicles come to a stand, proceed immediately to the Signal-box, and remind the Signalman of the position of the train or vehicles, and remain in the Box until the Signalman can give permission for them to proceed, or to be shunted clear of the Running Lines.
(c) The duty of going to the Signalman must be performed as under :-
(i) In the case of a light-engine, or of a passenger train with only one Guard, by the Fireman; the Guard in the latter case remaining in charge of the train.
(ii) In the case of a Goods train with only one Guard -
When stopped at a Home Signal, by the Fireman.
When stopped at a Starting or Advanced Starting Signal, by the Guard.
When waiting to be crossed on to another Line or to be let into a Siding, by the Guard.
When crossed to the opposite Line, by the Fireman.
When drawn ahead to a Main or Branch Line at a Junction, by the Guard.
When backed on to a Main or Branch Line at a Junction, by the Fireman.
(iii) In the case of a train with two or more Guards, by the Guard whose van is nearest to the Signal-box; if there is only one van on the train, by the Under-guard.
(iv) In the case of there being a Guard as well as a Shunter with the train or vehicles, then the Guard must go to the Signal-box.
(v) In the case of a train or vehicles in charge only of a Shunter, the Shunter must go to the Signal-box.
(d) The Guard in charge of the train must satisfy himself that the man whose duty it is to do so has gone to the signal-box; and the Guard or Shunter, as the case may be, will be held responsible for seeing that the train or vehicles are properly secured.
(e) When a train or vehicles have been shunted from one Running Line to another, the Guard or Shunter, as the case may be, must, before going to the Signal-box, satisfy himself that the Line from which the train or vehicles have been shunted is clear.
(f) Sufficient time must be allowed for the Guard, Shunter, or Fireman to rejoin the train before the Signal is lowered, and the Engine-driver must not, when the Signal is lowered, go forward until he has received a Hand Signal from the Guard or Shunter to intimate that he has rejoined the train. By day the Hand Signal will be the All Right Signal in accordance with Rule 51, or (where used) the exhibition of a Green flag, and by night a Green Light held steadily above the head.
(g) The man who goes to the Signal-box as a reminder to the Signalman, must satisfy himself by personal inquiry that the signalman is aware of the obstruction, and has protected the train.
(h) Where mechanical or other appliances are provided to serve as a reminder to the Signalman that certain signals must not be lowered or turned off, he must make prompt use of such appliances; and the Guard, Shunter, or Fireman who has gone into the Signal-box in accordance with clauses (a) and (b) must, after satisfying himself that this has been done, return to his train. In addition, where the Company's Regulations require it, the Signal-man must "Block Back" to the Signal-box or Boxes affected by the obstruction before allowing the Line to be obstructed.
WORKING OF POINTS AND SIGNALS
56. The Signalman on duty must see that the Points, Signals, Interlocking, Electric, and other apparatus are kept in perfect working order; and he must immediately report to the Station-master under whose supervision he acts, and to the Inspector of Permanent-way or other person in charge of repairs, any case in which the Points, Signals, or Interlocking arrangements are out of repair, or not properly cleaned and oiled; and the Station-master must, where necessary, telegraph the circumstances to the proper authorities. the Signalman is responsible for exhibiting outside his Signal-box the Boards prescribed to indicate the state of the Electric and other Apparatus connected with his Signal-box, and he must immediately report any defect to the Station-master.
57. When, from the passage of a train or other cause, any Point, Crossing, or Check Rail is damaged or strained, or the rails themselves are split or strained, the circumstances must immediately be reported to the Station-master and Inspector of Permanent-way, Foreman Platelayer, or Ganger, and all trains must be stopped, or allowed to pass over slowly, as may be necessary, until the damage is repaired.
58. The Signalman must frequently examine and try his Fixed Signals to see that they work well, and are kept clean, and show properly. Care must be used in putting a Signal to Danger; it is not sufficient merely to move the lever, but the Signalman must, at the same time, watch the signal so as to ascertain that it obeys the lever and goes fully to Danger. Where a fixed signal is out of the Signalman's sight, and its working is indicated by a Repeater in the Signal-box, he must satisfy himself by observation of the Repeater that the Fixed Signal is working properly. He must take care that the Signal wires are kept properly adjusted by means of the regulating screws or links, so as to compensate for the expansion and contraction caused by variations of temperature.
59. Should any impediment or obstruction exist upon the Line within sight or knowledge of the Signalman, he must place or keep the necessary Fixed Signals at Danger, and prevent any train passing his Box in that direction, until such impediment or obstruction has been removed and the Line made perfectly clear and safe.
60. (a) When a train is approaching Facing Points the Signalman must see that the lever which governs them is close home to the frame, and that the catch is firmly down in the notch, and remains so until the whole of the train has passed. He must also, from observation, when practicable, assure himself that the Points have obeyed the lever and are in the proper position.
(b) Facing points must be frequently tested by the Signalman so that he may satisfy himself they work well, and that no part is damaged.
(c) Facing points not worked from a Locking-frame must be securely fastened or held for the passage of each train.
61. When a Signal other than a Distant Signal has been lowered for the passing of a train, it must not (except in the case of accident or obstruction, or as provided for in Rule 64) be again placed at Danger until the last vehicle of the train has passed it, or the train has been brought to a stand; nor, in the case of a Junction, until the last vehicle of the train has passed it, and is clear of the Junction Points.
62. (a) Signalmen must exercise great care in shunting carriages and other vehicles. They must not move the Points until they have obtained a signal from the Guard or Shunter, or from the Engine-driver or Fireman in the case of a light engine, that the last vehicle or the light engine, as the case may be, is clear of the Points.
(b) After shunting operations of any description the Signalman must see, or have intimation from the Guard (or if a Shunter has been employed, then from him), that the carriages or other vehicles have been left secure in the Sidings, and that the Running Lines are clear before lowering the Signals to allow any train to pass. In the case of a light-engine, the Fireman will be held responsible for so advising the Signalman.
(c) When it is necessary to shunt vehicles on any Running Line, the Guard or Shunter must satisfy himself that, in the shunting operations, none of the vehicles have become detached, and are left upon any Running Line.
63. Where Catch Points are woked from Signal-boxes Signalmen must, in order to prevent any vehicle running back on the Line in which the Catch Points are provided, keep the Points open for the runaway end, except when required to be closed for trains to pass over them on the Running Line. Should it be necessary to move a train in the wrong direction on the Line provided with Catch Points (whether worked from a Signal-box or not), care must be taken that the Points are right for the direction in which the train is moving.
64. (a) If, when two or more trains approach a Junction at the same time or at nearly the same time, the Signalman should have lowered or taken off the Signals for a train which should have been kept back for the passage of another, he must not attempt to alter the order of the trains by reversing the Signals, but must place them all at Danger, and so keep them until all the trains have been brought to a stand, when precedence can be given to the proper train.
(b) When, after a Signal has been taken off for a train to leave a Station or Siding, it is necessary for the signal to be replaced to Danger before the train starts, the Signalman must, when practicable, before he allows any obstruction of the line to which the Signal applies, satisfy himself that the Engine-driver is aware of the Signal having been reversed. This, however will not relieve the Engine-driver of the responsibility of satisfying himself, by personal observation, before starting, that the proper Signal is off for him to proceed.
65. (a) No unauthorised person must be allowed to interfere with the working of the Signals or Points, or the Electrical Instruments or Bells.
(b) No person must move any Points which lead to a Running Line, or from one Running Line to another, without the permission of the Signalman in charge.
66. (a) Each Signalman must keep his Signal-box strictly private, and not allow any other persons other than the authorised officers and servants of the Company to enter it.
(b) Signal-boxes and the Instruments and other appliances therein, must be kept in proper order and perfectly clean.
67. (a) The Signal Lamps must be lighted as soon as it commences to be dusk, and in foggy weather or during falling snow.
(b) At places which are open all night the Signal lamps must not, unless instructions are issued to the contrary, be extinguished until broad daylight.
(c) At places which are closed during the night the Signal Lamps must, unless instructions are issued to the contrary, be extinguished after the Signal-box has been closed, and, if the Box has to be opened in the morning before daylight, they must be re-lighted in sufficient time for the passage of the first train.
68. Unless instructions are issued to the contrary, when it is necessary for a Signalman to leave his Signal-box for the purpose of re-lighting or re-trimming any of his Signal lamps, he must not do so unless all his Signals are at Danger.
69. Every Signalman, before taking charge of a Signal-box, must satisfy himself that all the Electrical Instruments, Signals, Points &c., are in good working order, and, when relieving another Signalman, must ascertain from him whether there is any special circumstance requiring attention; whether the trains which are due to pass have done so, and if not, what are the exceptions; and what trains, if any, are in the section on either side of his Signal-box, or are signalled. He must also ascertain whether there is any other matter, the knowledge of which is necessary to enable him to properly discharge his duty. The Signalman relieved must give full information on these points before leaving duty, so that the duties of the Box may be conducted in an efficient manner, and any inconvenience arising from the change of men avoided, Each Signalman must enter in the Train Register Book the time of his arrival on duty and the time of his leaving, and place his signature thereto. Signalmen must change duty only at the appointed hours.
FIXING, REMOVING, OR REPAIRING SIGNALS OR APPARATUS FOR WORKING POINTS OR SIGNALS.
70. Before the erection or removal of Signals, or the prosecution of other work in connection with Points or Signals which may interfere with the safe working of the Line, the Foreman Signal-fitter who has charge of the work must, unless the work has been previously arranged for between the Signalling and the Traffic Departments, and the necessary notice issued by the General Manager or the Superintendent of the Line, communicate with the District Superintendent, Traffic Inspector, or Station-master, as the case may be, who will make any special arrangements that may be necessary in connection with the working of the traffic during the time such alterations or repairs are being effected. Where there is no Station-master or Signalman, and no special arrangements have been made with the Traffic Department, Signal-fitters must provide for the safety of the Line in accordance with Rule 250.
71. (a) When the work involves the disarrangement of the Interlocking apparatus, or the disconnection of Signals, Points, Facing Point Bars or Locks, Fouling Bars, Detectors, Bridge Bolts, Turntable Bolts, or Level Crossing Gates, the Signal-fitter must, before the work is commenced, give to the Signalman an exact description of the nature of the work, and the Signalman must enter in the Train Register Book provided for the purpose the words "Locking disarranged," with the numbers of the levers which will be interfered with; both he and the Signal-fitter must sign their names, and the time must be recorded.
(b) When the work involves the disarrangement of the Interlocking, or when it is necessary to disconnect a Facing Point, Facing Point Bar or Lock, Bridge Bolt, or Turntable Bolt, the Signal-fitter must, before the work is commenced, disconnect and fix at Danger the Distant Signals applicable to the Lines affected.
(c) A Hand-signalman to work under the instructions of the Signalman must be provided, and act in accordance with Rule 73.
(d) Before interfering with the Locking connections, the Signal-fitter must satisfy himself that the Hand-signalman is at his post.
(e) During the time the Points are disconnected the Signalman must, on each occasion when he requires to pass a train over the Points, communicate with the Hand-signalman, and receive his assurance that all Points concerned are in their proper position and secured.
(f) In cases where, owing to a number of Points being disconnected from the Signal-box, it may be necessary to place a man at each pair of points, or to attend to a number of Points, these men must receive their instructions from the Signalman as to the duties they have to perform. When a train is required to be sent over Points which are being attended to by the men assisting the Hand-signalman, the Hand-signalman must so inform such men, and take care that they properly secure the Points for the Line on which the train is to pass, and the Points must not again be altered in position until the Hand-signalman has advised them that the operation is completed. When this has been done, the men will be at liberty to move the Points as may be required to suit the convenience of the Signal-fitters working at them, it being understood that no train will be sent over them, without previous intimation being given in each case by the Hand-signalman.
(g) When carrying out repairs to Level Crossing Gates involving the disconnection of the Interlocking, the Signal-fitter must disconnect and fix at Danger the Distant Signals, and a Hand-signalman must be provided to attend to the working of the Gates and the protection of the Crossing.
(h) When the work is completed, the Signalman, after receiving an assurance from the Signal-fitter that all is right, must test the Locking, and, if found to be all right, then enter in the Train Register or Book provided for the purpose the words "Locking restored," and both he and the Signal-fitter must sign their names under the words a note of the time being also inserted.
(i) When any Fixed Signal is out of order or is disconnected for repair or otherwise, or when any Points are disconnected and the Interlocking of the Point and Signal levers is all right, the Signalman must, to enable him to obtain the security of the Interlocking, use the lever applicable to such Signal or Points, as if the Signal or Points were in work, and the Signal and Counter-balance weight must, when necessary be disconnected by the Signal-fitter from the lever to admit of this being done.
(j) When the Interlocking of any Signal or point is being repaired, altered or cleaned by the Signal-fitter, the Signal-fitter must not (except for testing purposes, and then only with the permission of the Signalman) move any lever but must ask the Signalman to move it for him; nor must the Signalman move any lever connected with any Point or Signal at which the Signal-fitter is at work without first obtaining his permission.
72. (a) No new Signal must be brought into use, nor any alteration made in the position or use of any existing Signal, without the authority of the General Manager or the Superintendent of the Line.
(b) Semaphore Signals not in use are distinguished by two pieces of wood nailed over each other in the form of a cross (see below):-
