1980 Southern Section - Limit Of Shunt

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B.A. 30001Employees supplied with this bookmust make themselves acquainted withit and will be held responsible for theobservance of all instructions containedtherein so far as they concern them.BRITISH RAILWAYSLONDON MIDLAND REGIONSectional Appendix to Working Timetablesand books of Rules and RegulationsSOUTHERN SECTIONCR EWEAPRIL, 1980BY ORDERof theGENERAL MANAGER

TO NUNEATONEMBLEY CEN,WILLESDEN AREA24ToCO VENTRY\62AORUG BY24 4 7SO UTHAM/ TO MARKET HARBOROUGH49CARRI AG ESHEDNO RTH21 4 0 4 0 3 4\NORTHAMPTON46 \PI DDI NG TO NHI G H LEVELSI DI NG S SF45TO WELLINGBOROUGHACTO N CANALWHARFTO BANBURYHANSL O PE JNBEDFO RDGOLDINGTON165AYNHO JN23153164444ACTO NWEL L S.1NDIAGRAM OF LINESIN THELONDON DIVISIONFROMWRFIGURES R EFER TO TABLE 'A PAGES4/80THAME61ElCHI NNO R /PRI SBO RO UG HRI NCES/BI CESTER C L A Y D O N L N E NTO WRSTRETANST-T-;‘\\y60605957AYLESBURY56CRO XL EY ON58GREENFORDBLETCHLEY--404053722ACTO N YARD22KEW E JN'14441 4 2-WATFOSRD INTA2LBANS42NEASDEN‘JN64 2 6 2'WI L L ESDENSEE INSET1.31 O L D OAKCO M M O N\16)LUTON15115155 B R E N T JN57 N NEASDEN STH JN38 5 431 7 7 9 M A R Y L E B O N E EKE T o u s N—NEW O L D RICHMOND CLAPHAM JNS1950163 C R I C K L E W O O D J N/DUDDI e NG HILL JNt162CAM DEN JN 3 3149CARL TO N ROADJNGOSPEL OAK JN30CAMDEN R D J N162 1 6 1/ J U N C T I O N RD JN1606161 EKENTI SH T O FINSBURY PKTOWN 3, 29148\ 33 \ 3 3KI NG S X FT 2 9ST PANCRAS B R O A D STREET;TO'at

3WIRKSWORTHMATLOCK173172172159TO C H ESTER FIELDCLAY C R OSS182159160hP1PV8:71785188BEN TIN C KCOLLY186184PLEASLEY - SH IR EBR OOK188s u-189 C OILY185r TTO C LIPSTON E C OLLY/R U FFORD EW S186oRUFFORD C OLLIER YN1NEWMANSFIELD S J N87HMETAL BOXUC 186KNA 1851L- AN N ESLEY178DERBY1589697DENBY STAN TON 181 TROWELL J N LcLOLD W OR KSSID IN GSB184A 1781710184B159BW H ALLAM C OLLIER Y,I177TOTON J NNG183T183 OATTENBORO 176NJN97 S H E E T STOR ES J NSIN FIN997TRENT E J N181 1 7 4170157TRENT S J N157183170175177178RADFORD J NLENTON J N177NOTTINGHAM175IC ALVER TON COLLYRUDDINGTON / 8 0COLWICK180ESTATES179GEDLING C OLLY180176COTGRAVECOLLIERYTONEWARKCASTLETOSLEAFOR D /GRANTHAMTO STOKE 97STENSON J NN. STAFFS INWORTHINGTONLOUGHBOROUGH H O L W E L L SD GS170169BURTONLEICESTER J N C A D L E Y H ILL94 l 103i o BRANSTON J N01/3WICHNOR J N101 1 0 0\11:12 \ 1 0 2MEASHAM C O A L F I FARM E L D SSYSTON J N S S1 LEIC ESTER104KNIGHTONS J N156WIGSTON169 S J NMANTON J N167TOPETERBOROUGH7794105 M A R K E TENDERBY I H A R B O R O U G H105155166TO " T O TAMW OR THLICHFIELDCITYTO N U N EATON49GLENDON SOU TH J NKETTERING154TONORTHAMPTONWELLINGBOROUGHDIAGRAM OF LINESIN THENOTTINGHAM DIVISIONFIGURES REFER TO TABLE 'A PAGES165 153-WHITWORTH'SSID IN GTOBEDFORD

A. To STAFFORDTO RUGELEY7TO DERBYA TO DERBY— TAMWORTHLICHFIELD 7 7TVL I C H F I E L D TVJ NLICHFIELD CITY799BADDESLEY COLLIERY7675/ 0 3BI RCHI LLS PSTO SHREWSBURY7907KI NG SBURY JN1 0125 124IRONBRIDGECEG B125GRANVILLECSLIGHTMOORJNMADELEYJN12066BUSHBURY JNS66/ 92412471CAN NOOKRO AD6PO RTO BELLO JNWEDNESFI EL D8076 7 8STAFFO RD ROAD JN WOLVERHAMPTON T I P T O NRYECRO FT JNS92771,57877 N(7 51PERRY BARR71BESCO 4 T2 76WEDNESBURy1,4\ _ / / 9 2 N Z , 3 , 95HANDSWO RTH 6 91R89 , / 9 1 72/ G A L T O N JN/9/0/ 5 5 S O H OASTO N7074NEW 64STREET7069959594 1 0 4WHI TACRE JNWATER ORTONCASTL E BROMWICH JNARDO R ST JN11068106107 ABBEY JNSTECHFO RD63671062NUNEATO N AREA106106MIDLAND JN T OLEICESTER68GOSFORDGREENCO v ENTRYTORUG BYST. ANDREWS JN89108DIAGRAM OF LINESIN THEBIRMINGHAM DIVISIONPENSNETT9MOOR ST87111BO RDESLEY JNT Y S E L E Y 8 48667FIGURES REFER TO TABLE 'A PAGESSTO UR BRIDGETOWN09LIEFORD E JNKI NG S NORTON JN8783HATTO N86STO URBRI DG E JN85LEAMINGTONSPA109KI DDERMI NSTER JN82FOLEY PK / 9 0STO URPO RT ON SEVERN /86BARNT GREENBEARLEY JNN 89HARTL EBURY0911 8AYNHO JNTO DROITVVICH SPA t o CHELTENHAM SPA— REDDITCHEVESHAM ROAO CROSSINGTO OXFORD 5 T O BICESTER7\.si

5TO BIDSTONAMLWCH L L A N D U D N O147147144LLANDUDNO JN11HO L YHEAD1424\5143146MOLD139PENYFFO RO D.11394 No . 5TO MANCHESTER5T141 1 4 5 \ N o . 4 145OSALTNEY JN 1 4 0 CHESTERROCKFE139RR140YTO WEAVER JNCO AL YARDPWLLHELI147BLAENAUFFESTINIOG53SYDNEY BRIDGE JNTO SANDBACHTOMANCHESTERMACCLESFIELD133TRAWSFYNNYODSALO P GOODS JNCREWE115138123535228WREX HAM136137BRYMBO i136TV CERRIG SDGSGRESTY LANE138ABENBURISI DI NG135CRO ES NEWYDD S FORK5252N 1 1 852 STAFFORDJN28BASFO RD HALL JNKI DSG RO VE114CAL DO NQUARRY117132123— STOKENANTM AWR— 135GOBOWEN12227MADELEY51HO L DI TCHCO L L I ERYSTO NE117 1OAKAMOOR999911611398TODERBY131NO RTO NBRI DG E1STAFFO RD5011227CO L WI CH121134/ 6TO WOLVERHAMPTONRUG EL EYCREWE JN7926SHREWSBURY130SEVERN BRIDGE JN121ABBEY FOREGATE JNTO WALSALLLICHFIELD TV77126125 2 1TOENG LI SH BRIDGE JN WOLVERHAMPTONTODERBYDO VEY JN 1 2 9128 1SUTTO N BRIDGE JN25129133TO BIRMINGHAMABERYSTWYTHD E V I L SB R I DGE'DIAGRAM OF LINESIN THESTOKE DIVISIONFIGURES REFER TO TABLE 'A' PAGES127--CRAVEN ARMSV TOCARDI FFAND SWANSEAlr'NUNEATO NOEN68N 105 TIICESTERTOCO VENTRY24TORUG BY

6CONTENTSDiagram of lines included in this book ...Index to General and Local Instructions ...Sequence of lines used throughout the book...Standard speed restrictions ...TableA Details of Running LinesD2 Single lines—Delivery and Receipt of Token or Staff by persons other thanSignalman ... . . . . . . . . . . . . . . . . . .D3 Auxiliary Electric Token Instruments at Places where the Token is withdrawnby the trainmen ... . . .Fl Propelling trains or vehicles ...F2 Propelling freight brake vans ...G Working in wrong direction ...HI Working of freight vehicles without a brake van in rear—Rule Book,Section H, clause 6.1 . . . . . . . . . . . .H2 Working of coaching stock vehicles without a brake van beyond stationlimits . . . . . . . . . . . . . . . . . .J Locomotives assisting in rear of trains—Rule Book, Section H, clause 3.20K Working of trains conveying passengers over goods lines or goods loopsM Placing trains or vehicles outside home signals on falling gradients—RuleBook, Section J, clause 3.22 . . .N Protection of Engineers trains by handsignalmen—Rule Book, Section Q,clause 2.3 ... • • •0 Exemption from Rule Book, Section C, clause 5.9Q Lighting and extinguishing of signal lamps ... . . .R Telephones available for use by Trainmen in emergency ...SI Intermediate sidings at which trains may be shunted for other trains to passS2 Trains returning from intermediate sidings or stations on single lines ofrailway to the Token or Staff Station in the rear ...T Lineside fires ... . . .X Tail Lamps—Lighting when passing through tunnels—Rule Book, Section H,clause 7.3.5 • • • • • •Y Lines equipped with Automatic Warning System ...Z Station limits where Track Circuit Block is in operationInstructions relating to the General Appendix ...Other General InstructionsLocal Instructions ...Pages2-6711-161718-189190190-191191-200200-201201-204204-208208-209209-212212-213213-214214214-215215216-219220-221222222-223223224-228229-233234-243243-257257-326

7GENERAL AND LOCAL INSTRUCTIONS INDEXAPAGESPAGESAbbey ForegateAbererchAberystwythA.C. Electrified LinesActon Wells JunctionAdderley ParkAlbionAlfreton and Mansfield ParkwayAmershamAmlwchAnnesleyAnnesley Colliery Sidings and Linby, BetweenArdleyAshwellAstonAston Station and Lichfield City, BetweenAutomatic Half-Barrier Level CrossingsAutomatic Warning System—Wrong Side FailuresAvenue SidingsAylesbury North Yard and Coal ConcentrationDepot, BetweenAylesbury South and Claydon L. & N.E. Junction,BetweenBabbington CollieryBagworthBanburyBangorBardon HillBarmouthBasford Hall Junction and Crewe Sorting SidingsNorth, BetweenBedfordBedford St. JohnsBedford St. John's and Bedford Junction, BetweenBeestonBeeston Freightliner TerminalBennerley SidingsBentinck CollieryBersham SidingsBescotBirmingham International StationBirmingham New StreetBlackwell East Junction and Tibshelf East Junction,BetweenBlackwell East JunctionBlaenau Flestiniog and Llanrwst, BetweenBlaenau Ffestiniog and Trawsfynydd, BetweenBletchleyBloxwichBranston SidingsBrereton SidingsBromford BridgeBromleyBroome Lane Level CrossingBrymbo Middle and Ty Cerrig Sidings, BetweenBurton-on-TrentBushbury Junction and Oxley, BetweenButcherwood Colliery Sidings Frame and TibshelfEast Junction, Between296-297302301254265274275-276325273310321320-321274317278278245-246234317273273321291-292281-2823082923012713 12-3 13268-26926931931932432529 7-29 8278274275326326309309263279288280-281289287317304-305288298326CaerswsCaldon Quarry and Leek Brook Junction, BetweenCalverton CollieryCamdenCamden Road Junction and King's Cross FreightTerminal Ground Frame, BetweenCarltonCarlton Road JunctionCastle BromwichCastle DoningtonCemmes RoadCheadleChesterChinnor BranchChirkClass 87 Locomotives—Driver/Guard CommunicationClay Cross North JunctionClaydon L. & N.E. JunctionCoaching Stock Trains—Loads ofCoal Concentration Depot and Aylesbury NorthYard, BetweenCoalfields Farm BranchCoalfields Farm Ground Frame and CoalvilleJunction, BetweenCoalvilleColeshillColwick Estates BranchColwyn BayConnah's QuayCorby NorthCorby TunnelCotgrave CollieryCoupling and uncoupling of locomotivesCoupling together of locomotivesCoventryCresswellCreweCrewe Electric Traction DepotCrewe Junction and Severn Bridge Junction,BetweenCrewe Sorting Siding SouthCrewe Sorting Sidings South and Crewe South,North Stafford Junction, BetweenCrewe Sorting Sidings NorthCrick TunnelCricklewoodCroes NewyddCroxley Green BranchDaw Mill Colliery SidingsD.C. Electrified Lines, Instructions to Traincrewsworking other than D.C. Electric Trains andOther Staff concerned working over or in thevicinity ofDead Locomotives and multiple-unit Stock—Hauling ofDenby BranchDerbyDesford Colliery SidingsDiesel Multiple Unit Trains working ofDonisthorpeDovey JunctionDraycottDriver/Guard communication—Class 87LocomotivesDudley Freightliner Terminal300296-297321259-261265320310289290300291306274297247-248317268248-249273292292292294322307307317317322250235274291264-265306297272272272271311304267294251-253242318287, 316291235-236293301316247-248283-284

8General and Local Instructions—Index—continuedPAGESElectrically operated points—Failure of 255-256Electrified Lines A.C. 254Electrified Lines D.C. 251-253Engine Shed Junction 310Euston 257-259FFailure of Electrically operated points 255-256Failure of Oil Tail Lamps 253Fenny Stratford 268Finchley Road and Silkstream Junction, Between 310Findern Level Crossing 290Finedon Road 313Five Ways 294Foley Park 284Forder's Sidings 268Four Ashes 276Freightliner Terminals with overhead lineequipment 248Granville Colliery Sidings and Wellington, Between 300Gedling Colliery 322General instructions for descending inclines 234Gobowen South 304Gosford Green Branch 277Grange Junction 295Greaves Sidings 282Gresty Lane No. 2 and Gresty Lane No. 1, Between 304Ground Frames, working of 256-257Halesowen Junction 294Hand Brakes on vehicles equipped with air and/orvacuum brakes and with the empty/loaded brakingdevice—Releasing of 241Handsworth and Smethwick Junction, Between 284Hanslope and Rugby, Between 263Harlington 312Harringworth 317Hauling of dead locomotives and M.U. stock 242Hednesford 279Heath Town Sidings and Wednesfield, Between 281Heath Town Sidings and Wolverhampton P.C.D ,Between 281Heating of passenger trains 237-240Hemel Hempstead 263Hem Heath 294-295Hendon 312High Wycombe 273High Wycombe South and West Ruislip, Between 273Holwell Branch 317Holyhead 308Holyhead Freightliner Terminal 308-309Horsehay and Dawley Branch 299Hucknall Colliery Sidings 320Humberstone Road 314Humberstone Road Junction and Leicester North,Between 314Intermediate Token Instruments (G.W.R. type) 256Ironbridge C.E.G.B. Power Station 298-299Kensington OlympiaKetteringKidderminsterKilsby TunnelKingsburyKingsbury BranchKing's Cross Freightliner TerminalKing's Cross Freight TerminalKing's Cross Freight Terminal Ground Frame andCamden Road East Junction, BetweenKnighton South JunctionLamps—Failure of Oil TailLamps—Repair of defectiveLangley GreenLangley MillLawley Street Freightliner TerminalLeagraveLeamington SpaLeek Brook JunctionLeek Brook Junction and Caldon Quarry, BetweenLeek Brook Junction and Oakamoor, BetweenLeicesterLeicester JunctionLeicester North and Humberston Road Junction,BetweenLenton South JunctionLevel Crossings between platformsLichfield CityLichfield Trent ValleyLichfield T.V. Junction and Lichfield TN.,BetweenLinby and Annesley Colliery Sidings, BetweenLinby Colliery SidingsLincoln Street CrossingLineside Staff emergency call systemLittleton CollieryLlandudno JunctionLlanrwst and Blaenau Ffestiniog, BetweenLloyd's Sidings NorthLlysfaenLoading/Unloading Signals—Merry-go-roundLoads of Coaching stock trainsLocomotives coupled togetherLocomotives—Coupling and Uncoupling ofLocomotives dead—Hauling ofLocomotives running lightLong Eaton StationLong Eaton Town GoodsLongportLoughboroughLutonMachynllethMadeley Chord reversing sidingsMadeley JunctionMansfield Colliery JunctionMantle LaneMarket HarboroughMaryieboneMatlock BranchMeashamMerry-Go-Round Loading/Unloading signalsMid-Cannock CollieryMillbrookMiniature Red/Green Warning Light CrossingsMoira West JunctionMold and Penyffordd, BetweenMold JunctionPAGES267313282264289293266265265291253253284-285324290312282296295-296296314288314319253279264279320-32132032125527 6-27 730730931730725 4-25 5248-249235250242237316323295314312300-301272296325292313272319293254-255279268246292-293305-306307

9General and Local Instructions—Index—continuedNantwichNapsburyNarboroughNeilsons SidingsNew Hucknall Colliery BranchNewtownNorthamptonNorthampton and Piddington No. 1, Between"No Signalman" Token System—Single lines workedbyNorth WembleyNorton JunctionNottinghamNuneatonOakamoorOakamoor and Leek Brook Junction, BetweenOakengatesOakhamOfficers' Specials—Working ofOil Tail Lamps—Failure ofOpen Level CrossingsOxley and Bushbury Junction, BetweenPassenger Trains—Heating—Loading, Marshalling andStrengtheningPenrhyndeudraethPen snettPenyffordPenyfrord and Mold, BetweenPermanent Speed Restriction Indicator SignsPerry BarrPiddington and Northampton No. 1, BetweenPoints, failure of electrically-operatedPortmadocPortmadoc and Pwilheli, BetweenPrestatynPrinces RisboroughPwilheli and Portmadoc, BetweenPye Bridge Junction0Ratcliffe Power StationRectory JunctionReleasing hand brakes on vehicles equipped withair and/or vacuum brakes and with the empty/loaded braking deviceRepair of defective lampsRound Oak SouthRowley RegisRuddington BranchRugbyRugby and Hanslope, BetweenRhyl No. 2PAGES304312293313325-326300269270-271243-24526 2-26 3278319-320264296296296317236253246-247298237248-249301287305305-306236277270-271255-2563013023072733023243 15-3 16321241253283285318264263307Saffron LaneSt. Mary's Goods YardSt. PancrasSevern Bridge Junction and Crewe Junction,BetweenSherwood Colliery Sidings SouthShugborough TunnelSignal Post replacement switchesSilebySilkstream Junction and Finchley Road, BetweenSilverdaleSinfin BranchSingle lines worked by "No Signalman" TokenSystemSmethwick Junction and Handsworth, BetweenSmethwick Junction and Stourbridge Junction,BetweenSnow clearance arrangementsSoho East Junction and Perry Bar South/NorthJunction, BetweenSoho North JunctionSoho Pool Wharf BranchSpecial Passenger and Freight Trains—Working ofSpeed Restrictions—Permanent Indicator SignsSpondonSpring Vale SidingsStabling of vehicles on running linesStanton Old Works Sidings and West HallamColliery BranchesStanton GateStation Yard WorkingStoke-on-TrentStourbridge JunctionStourbridge Town BranchStourport-on-Severn C.E.G.13. SidingsSunny HillSutton Bridge JunctionSutton Bridge Junction and Borth/Pwitheli,BetweenSwadlincoteSwan Village and Wednesbury Central, BetweenTail Lamps—FailureThame BranchTibshelf East Junction and Blackwell East Junction,BetweenTibshelf East Junction and Butcherwood CollierySidings Frame, BetweenTotonTrainmen Operated gate level crossingsTrainmen to use most expeditious means fortravellingTrainmen travelling to take up relief duty orreturning home as passengersTrawsfynydd and Blaenau Ffestiniog, BetweenTrentTringTy Cerrig Sidings and Brymbo Middle, BetweenTyseleyUncoupling and coupling of locomotivesUttoxeterPAGES291316310297325264234314310272287243-245285284242-243278275278249-2502363162762573253242432952832842842883003002932852532743263263 23-3 24246251237309319263304-305282250291

General and Local Instructions—Index—continued10VPAGESW —continuedPAGESVale of Rheidol Line 302-303Valley 308Vauxhall 278WWalsall 278Washwood Heath 289Watery Lane 276Watford—St. Albans Branch 267Wednesbury 279Wednesbury Central and Swan Village, Between 285Wedesbury Central Steel Terminal 286Wednesbury Central Steel Terminal andWolverhampton Steel Terminal, Between 286-287Wednesbury Town 284Wednesfield 281Wednesfield and Heath Town Sidings, Between 281Weed-spraying trains 250-251Wellingborough Junction 313Wellington 296Wellington and Granville Colliery Sidings,BetweenWest RuislipWest Ruislip and High Wycombe South,BetweenWhitchurchWhite Lights in certain Mechanical ShuntingSignals—Rule Book, Section C, clause 3.24WhittingtonWhitworths Sidings BranchWillesdenWillesden Carriage SidingsWillesden Freightliner TerminalWillesden High Level JunctionWillesden New StationWirksworth BranchWolverhamptonWolverhampton P.C.D. and Heath Town Sidings,BetweenWolvertonWorthington BranchWrenburyWrexham Exchange and Wrexham Central,BetweenWrexham North300273273303251297317260-261262261265266318276281263290303-304305298

IILIST OF LINESList of lines in the sequence used throughout the bookPage No.relating toTable "A"EUSTON TO CREWE AND BRANCHESEuston to Crewe Coal YardBroad Street to Old Kew JunctionVictoria Park to Dalston Western JunctionCanonbury Junction to Finsbury ParkKing's Cross, Freight Terminal Ground Frame to St. Pancras SidingsCamden Road Junction to Camden JunctionCamden Junction to Watford Junction (D.C. Electric Lines)Kensal Green Junction to Willesden New StationKensal Green Junction to Willesden (City Lines)Willesden High Level Junction to Mitre Bridge JunctionActon Wells Junction to Acton YardSouth Acton Junction to RichmondKew East Junction to New Kew JunctionCulvert Road Junction to Willesden, West London JunctionClapham Junction "A" to Latchmere JunctionClapham Junction "B" to Latchmere JunctionNorth Pole Junction to Old Oak CommonWillesden to Willesden Carriage Shed North (Carriage Lines)Wembley Central to Willesden High Level Sidirgs (Up H.L. Arrival Line)Watford High Street Junction to Croxley GreenCroxley Green Depot to Croxley MillsWatford Yard Ground Frame to St. Albans AbbeyBletchley to Goldington C.E.G.B. SidingsDenbigh Hall South Junction to BicesterBletchley, Summit of Flyover to Fenny Stratford (Flyover Lines)Hanslope to Rugby (via Northampton)Piddington to Northampton No. 1Northampton No. 4 to Market HarboroughRugby, Trent Valley Junction to SouthamGeneral Electric Sidings to Stafford No. 4Stafford No. 5 to Air Ministry (16 MAJ.) SidingsHolditch Colliery to MadeleyBasford Hall Junction to Sydney Bridge Junction (Independent Lines)Crewe Sorting Sidings South to Crewe South (North Stafford Junction) (Stoke goods line)Crewe Sorting Sidings North to Gresty Lane No. 1Gresty Lane No. 1 to Salop Goods Junction (Salop Lines)Salop Goods Junction to Crewe North Junction (Chester Independent Lines)Salop Goods Junction to Crewe Coal Yard (Liverpool Independent Lines)19-2829-313232333333-3536363637373738-393939394040414141-4242-4444-454545-47484950505151525253535353MARYLEBONE TO CLAYDON/AYNHO JUNCTION AND BRANCHESMarylebone to Claydon L. & N.E. JunctionNeasden South to Aynho JunctionGreenford East to North°It Junction EastPrinces Risborough to Aylesbury SouthPrinces Risborough to ChinnorPrinces Risborough to Thame54-5757-606060-616161

12List of Lines—continuedList of lines in the sequence used throughout the bookPage No.relating toTable "A"RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHESRugby, Trent Valley Junction to Stafford No. 4 (via Birmingham)Leamington Spa Junction to Coventry (Leamington Junction)Coventry, (Nuneaton Junction) to Nuneaton South JunctionGosford Green to Three Spires JunctionStechford South Junction to Aston (Stechford Junction)Grand Junction to Curzon StreetProof House Junction to Bushbury Junction (via Bescot)Soho South Junction to Perry Barr North Junction (Soho Lines)Soho East Junction to Soho North Junction (Soho Curve Lines)Soho Pool Wharf to Soho Road JunctionPerry Barr West Junction to Perry Barr South Junction (Perry Barr Lines)Windsor Street Goods to Aston (Windsor Street Junction)Aston (Lichfield Junction) to Lichfield CityBescot Junction to Wichnor JunctionLichfield T.V. Junction to Lichfield Trent ValleyBescot Curve Junction to Bescot Junction (Wednesbury Goods Lines)Wednesbury to Bloomfield JunctionTipton Station Junction to Tipton Curve JunctionWalsall to Darlaston Junction (Darlaston Lines)Ryecroft Junction to Birchills Power SidingsRyecroft Junction to Rugeley North JunctionPortobello Junction to Wolverhampton (Crane Street Junction)Heath Town Sidings to Wednesfield62-666767-686868-696969-71727373737474-7575-77777777-78787879798080HEYFORD TO BIRMINGHAM AND BRANCHESHeyford Station to Bordesley JunctionHatton Station to Evesham Road CrossingHatton North Junction to Hatton West JunctionTyseley South Junction to Bearley JunctionSmall Heath South Junction to Birmingham Moor Street (Moor Street Lines)81-84858686-8787DROITWICH SPA TO WALSALL AND BRANCHESDroitwich Spa to WalsallHartlebury to Stourport-on-SevernKidderminster Junction to Foley ParkStourbridge Junction to Stourbridge Town StationGalton Junction to Stourbridge JunctionHandsworth to Smethwick JunctionKingswinford Junction South to PensnettSwan Village to Wolverhampton Steel Terminal88-8989909090-91919292

13List of Lines—continuedList of lines in the sequence used throughout the bookPage No.relating toTable "A"DERBY TO BLACKWELL AND BRANCHESDerby, London Road Junction to Birmingham, Proof House JunctionMelbourne Junction to SinfinSheet Stores Junction to Stenson JunctionWorthington Junction to WorthingtonNorth Stafford Junction to Stoke JunctionCheadle to CresswellKnighton South Junction to Leicester JunctionMeasham to Moira West JunctionCoalfields Farm Ground Frame to Coalville JunctionSwadlincote to Cadley Hill CollieryBirmingham Curve Junction to Branston JunctionKingsbury Shunting Frame to Baddesley Colliery Ground FrameKingsbury Junction to Whitacre JunctionWigston North Junction to Nuneaton South JunctionNarborough Station to EnderbyNuneaton Midland Junction to Abbey JunctionNuneaton North Junction to Water Orton East JunctionWater Orton West Junction to Park Lane JunctionCastle Bromwich Junction to Ryecroft JunctionBirmingham New Street to BlackwellSaltley (Landor Street Junction) to King's Norton Junction (Camp Hill Lines)St Andrews Junction to Grand JunctionLifford East Junction to Lifford West JunctionBarnt Green to Redditch93-9596969797-9999100-101102102103103103104104-105105105106-107107107108-109110111111111-112COLWICH TO MACCLESFIELD AND BRANCHESColwich to MacclesfieldNorton Bridge South Junction to Stone JunctionStoke Junction to Caldon QuarryOakamoor, British Industrial Sand Siding to Leek Brook JunctionKidsgrove Central to Crewe South Junction112-115116116-117117118

14List of Lines—continuedList of lines in the sequence used throughout the bookPage No.relating toTable "A"WOLVERHAMPTON TO CHESTER AND BRANCHESWolverhampton (North Junction) to Saltney JunctionBushbury (Oxley) Junction to Oxley (Stafford Road Junction)Madeley Junction to Ironbridge C.E.G.B. Power StationHorsehay & Dawley to Lightmoor JunctionWellington to Granville Colliery SidingsAbbey Foregate to English Bridge Junction (Loop Lines)Severn Bridge Junction to Craven Arms CrossingSutton Bridge Junction to AberystwythDovey Junction to PwilhellDevils Bridge to Aberystwyth (Vale of Rheidol)Shrewsbury, Crewe Junction to Crewe South JunctionGobowen South to Nantmawr Quarry SidingsCroes Newydd South Fork to Croes Newydd EastCroes Newydd North Fork to Brymbo Middle CrossingCroes Newydd West to Gatewen CollieryBrymbo Middle Crossing to Ty Cerrig SidingsAbenbury Sidings to Dee Marsh JunctionPenyffordd to Mold, Synthite Sidings119-123124124125125125126127-129130-133133134-135135-136136136-137137137138-139139CREWE TO HOLYHEAD AND BRANCHESCrewe North Junction to HolyheadChester No. 2 to Mickle TraffordChester No. 4 to MollingtonChester No. 5 to Chester No. 6Llandudno Junction to Trawsfynydd C.E.G.B. SidingLlandudno Junction to LlandudnoGaerwen to Amlwch140-145145145145146-147147147

15List of Lines—continuedList of lines in the sequence used throughout the bookPage No.relating toTable "A"ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHESSt. Pancras to Chesterfield (via Derby)Engine Shed Junction to Harringay Park JunctionGospel Oak to Junction Road JunctionMortimer Street Junction to Carlton Road JunctionCricklewood Junction to Acton Wells JunctionBrent Junction to Dudding Hill JunctionNeasden Junction to Neasden SouthActon Canal Wharf to WillesdenLuton (Bute Street) to DunstableLuton East to Vauxhall SidingsBedford St. John's to Bedford North JunctionBedford St. John's to Bedford L.N.W. Goods Junction (Cambridge Angle)Wellingborough Junction to Whitworth's SidingGlendon South Junction to Syston South Junction (via Manton)Ketton to Manton JunctionMelton Junction Ground Frame to Holwell SidingsWigston South Junction to Glen Parva JunctionSyston East Junction to Syston North JunctionLoughborough Junction to RuddingtonTrent East Junction to Sheet Stores JunctionLittle Eaton Junction to DenbyDuffield Junction to Wirksworth InclineAmbergate Junction to Matlock148-160160161162162163163163164164164-165165165166-168169169169170170171171172172-173TRENT SOUTH JUNCTION TO NEWARK AND BRANCHESTrent South Junction to Newark CastleLenton South Junction to Lenton North JunctionMansfield Junction to Trowell JunctionRadford Junction to Annesley Colliery SidingsLincoln Street Crossing to Babbington CollieryBestwood Park Junction to Calverton CollieryBottesford West Junction to Netherfield JunctionRectory Junction to Cotgrave CollieryColwick Estates BranchNetherfield Junction to Gedling Colliery174-176176177177-178178178179180180180

16List of Lines—continuedList of lines in the sequence used throughout the bookPage No.relating toTable "A"TRENT EAST JUNCTION TO CLAY CROSS AND BRANCHESTrent East Junction to Clay Cross South Junction 181-183Trent South Junction to Toton Junction (High Level Goods Lines) 183Attenborough Junction to Meadow Lane Junction 183Stanton Gate to Stanton Old Works Sidings 184Stanton Gate to West Hallam Colliery 184Pye Bridge Junction to Shirebrook Sidings 184-185Pinxton to Bentinck Colliery 186Kirkby Summit to Metal Box Company's Sidings 186Rufford Colliery Sidings to Mansfield South Junction 186Blackwell South Junction to Blackwell East Junction 187Tibshelf & Blackwell Branch Junction to New Hucknall Tip 187New Hucknall Colliery Ground Frame to New Hucknall Colliery 188Tibshelf & Blackwell Branch Junction to Pleasley East 188Sutton Colliery Junction to Sutton Colliery 189

17STANDARD SPEED RESTRICTIONSWhen passenger trains are running late, Drivers must endeavour to make up time, with dueregard to the braking power of the locomotive and train and provided all speed restrictions are strictlycomplied with and the maximum permissible speeds indicated are not exceeded.Drivers of freight trains when running late must endeavour to make up time provided all speedrestrictions are strictly complied with and the maximum speeds shown in the General Appendix or themaximum permissible speed for the section of line concerned are not exceeded.Trains must not exceed the speeds set out below except where otherwise shown in Table "A":—Speedm.p.h.1. On double lines when passing through junctions between parallel lines or through crossoverroads, or when entering or leaving slow, goods, loop f platform or bay lines ... 1 52. When receiving, delivering or exchanging Train Staff or Electric Token by hand ... 1 03. When receiving, delivering or exchanging Train Staff or Electric Token by means of linesidereceiving or delivery apparatus ... . . . . . . . . . . . . . . . . . . . . . 1 5Except where otherwise shown, trains not conveying passengers when running on goods linesmust not exceed 45 m.p.h. at any point.Except where otherwise shown, passenger trains when running on goods lines must not exceed20 m.p.h. at any point.Diesel Electric Shunting Locomotives must not exceed 15 m.p.h. when shunting, working a trainor trip, or running light, and the references in B.R. 30054/6 Working Manual for Rail Staff, TableG.2, to higher speeds for classes 8 and 9 are amended accordingly.

TABLE A— DETAILS OF RUNNING LINESAll information is shown in the down direction unless otherwise statedThe Running Lines and Signalling System column shows all running lines. Where there is more than one line in a particular direction of travel, the name of the line is indicated.Passenger lines are indicated by a solid line, goods lines by a dotted line. Except on single lines the running direction is in dicated by arrow heads. Signal boxes are indicated by a symbol •and the system of signalling is shown using the following individual, or combination of, abbreviations.Passenger Line • •Track CircuitGoods Line (Permissive Working unless otherwise shown) • • • S t . Block unlessPassenger Line signalled in both directionsotherwiseGoods Line signalled in both directions • • • • • •shown.AB —Absolute Block E T —Electric TokenPB —Permissive Block T S —Train Staff and TicketA —Track Circuit Block (Non-Permissive) on Goods line O T —One Train WorkingP —Permissive Working on Platform line for passenger trains —Tokenless Blockon Single linesPF —Permissive Working on Passenger line for freight trains N S T —No Signalman Token, seeNB — "No Block" instructions on pages 243-245The Loops and Refuge sidings column shows these facilities and, in addition to one locomotive and brake van, the standage available for vehicles in standard length units (SLUs).The following abbreviations are used:DPL Down Passenger Loop D R S — Down Refuge Siding U G L U p Goods LoopDGL— Down Goods Loop U P L U p Passenger Loop U R S U p Refuge SidingCL — Crossing Loop in Single lineWhere Permissive working is authorised on a Passenger Loop, it will be indicated by the abbreviations shown above. Goods Loops are Permissive unless otherwise shown.In the Location column passenger stations are shown in bold type and all other locations in lighter type. Where applicable the signal box prefixes used on signal plates are shown nextto the box name. Ground/Shunting frames are indicated by name and the letters G.F. or S.F. Level Crossings indicated by the letters L.C. are manned unless otherwise shown by one ofthe following abbreviations:—AHB — Automatic Half Barriers R C — Remotely ControlledCCTV Closed Circuit Television R / G — Miniature Red/Green Warning LightsIMO — Trainmen Operated O P E N (Type . ) — Open.For instructions concerning AHB, TMO, R/G and Open Level Crossings see pages 245-247The Mileage column shows the position in relation to lineside mileposts for locations shown in the previous column. Changes in milepost mileage are shown thus —60.10 74.500.00 127.60If there is a signal box at a junction the mileage of the signal box will be used on the main line table. On the branch line table if the mileage of the signal box and junction pointsdo not coincide, the mileage of the junction points will be used and shown thus:— 22.IP31The Permanent Speed Restrictions column shows all permanent speed restrictions other than the standard restrictions shown on page 11.The Catch, Spring and Unworked Trailing Points column uses the following abbreviations:—C. — Run-back catch points S . — Spring trailing points C W . — Run-back catch points controlled from signal box. U . — Unworkecl trailing pointsThe trailing points which afford trapping protection at the entrance to goods lines, loops, reception sidings, etc., are not shown.The Remarks column is used to give additional information, e.g. locomotive horn codes which are shown using the abbreviation L (Long), S (Short).

EUSTON TO CREWE AND BRANCHESRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksEUSTON TO CREWE COAL YARDEUSTON TO CREWE COAL YARD 100 100 MAXIMUM PERMISSIBLE SPEED ON MAIN AND FAST LINESEUSTON TO HANSLOPE 75 75 MAXIMUM PERMISSIBLE SPEED ON SLOW LINESRUGBY TO TAM WORTH 75 75 MAXIMUM PERMISSIBLE SPEED ON SLOW LINESARMITAGE JUNCTION TO COLW CH 90 75 MAXIMUM PERMISSIBLE SPEED ON SLOW LINESMILFORD & BROCTON TO CREWE COAL YARD 75 75 MAXIMUM PERMISSIBLE SPEED ON SLOW LINES•— Euston 0 00 20 20 All Lines Om. 00ch. and Om. 43ch.110 Euston (EN) 0 14;:1 fSignal EN 52/65/64/36/35/34/33/32"• - el en -rt20 Over Departure Line Euston box area to-1 - eC 1:4 Signal EN 44 40 Fast and Slow lines Om. 43ch. and 1m. 5 ich. Primrose Hill tunnels,0 ,..) t4 ti,—1 cc ticEn on Li.• uj 0 0 0 0 inclusive0 0 0 0 co naA co t— — — r—•o)Signal EN 82/81[_. . +-.

Running Lines andSignalling SystemLoopsandRefugeSidingsLocationEUSION TO CREWE AND BRANCHES—continuedMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsDGL 104 Kilburn High Road 3 28D and 80 Fast line, 31 m.p. and 2m. 30th. .UGL10490 Fast line 31 m.p. and 6 tn.p.Queens Park 3 55RemarksKensal Green Tunnels 4 45 Willesden box area,(320 yards) to Primrose Hill tunnels4 59 exclusive and Kenton.—IWest London Junction 5 23 20 Slow to fast(See page 39) (020 Fast to slow •0 0..1 •-)IS1Fast line to Kensington lineline mileage..-J .) 20 Over goods line0 CZ)'13)ASignal WN 86A• • IPIII Willesden (WN) 5 65 IS To carriage lines—(See pages 36, 40 andCI) V)A I-- l163) 90 Fast line, 6 Imp. and 3+ m.p. CW. Down low level goods atrQCZ1m. 37ch. (465 yards before-30 Slow line to City linereaching signal WN.42)••" i NBI.(0IS Low Level goods line to Acton Canal Wharf lineNB00110 (21• • Brent Sidings S.F. 16 41A7• Signals WN 44 WN 42/WN 43/(1 6)16 76Signal WN 341— I Signals WN 31/WN 29 620 Over goods linev) En II- Ia..6)0 0 a20 20 Over "up & down" goods line/LowLevelGoods

Wembley Central(See page 40)8 0410To up High level arrival lineUGL 56Kenton10 28Harrow South Junction11 092525Fast to slowSlow to fastHarrow & Wealdstone11 30Harrow North Junction11 572525Slow to fastFast to slowWatford box areaKenton andCheddington.Bushey15 79Watford (South) Junction(WJ) (See page 35)17 242020Fast to slowSlow to fastWatford Junction17 35URS 54Watford North Junction17 522020Slow to fastFast to slowWatford Tunnels(1 mile 55 yards on fastlines)(1 mile 230 yards on slowlines)18 38to19 40Fast lines18 33to19 42Slow line7070Slow lines, 194- imp. and 20 imp.UGL 124Kings Langley 2 0 74Apsley 2 3 06Hemel Hempstead South 2 4 11Junction2020Fast to slowSlow to fastDRS 43Hemel Hempstead 2 4 39Hemel Hempstead North 2 4 71Junction2020Slow to fastFast to slowBerkhamsted 2 7 759090Fast lines, 27+ m.p. and 28m. 05ch.

EUSTON TO CREWE AND BRANCHES—continuedRunning Lines andSignaling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksNorthchurch Tunnels 28 76v)D In W. 1.1.cn 0 (349 yards) to29 12. ,,, .Tring South Junction 31 43Tring 31 53UGL 87 Tring North Junction 32 00 25 Slow to fast— — 25 Fast to slow_ Cheddington 36 08Ledburn Junction 38 16 30 Fast to slow30 Slow to fast30 Fast to slow30 Slow to fastLeighton Buzzard 40 14Linslade Tunnels 40 60 80 Fast line, 40m. 27eh. and 41m. 07eh. Bletchley box area(287 yards) to 80 Fast line, 40m. 78eh. and 40m. 27eh. Cheddington and40 73 90 Fast line, 4Im. 07eh. and 42m. 04eh. Hanslope Junction.90 Fast line, 42m. 04elt and 40m. 78eh.—• • • • Bletehley (BY) 46 46 15 To Bedford line(See page 42)0 0o 0 CID CID LI. LT.C 0— 3._0Signal BY30Denbigh Hall South Junction 47 52 25 To Bieester line(See page 44)•••CP

Denbigh Hall North Junction 48 48 30 Slow to fast30 Fast to slow25 25 Wolverton North and South inclines andand from goods yardhrough connection toWolverton 52 33 70 70 Slow lines, through stationHanslope Junction 56 47 70 Fast to Northampton line(See page 45) 70 Slow to main70 Main to slowMilton L.C. 61 74 Down and up IL 1 milefrom L.C.Blisworth G.F. 62 71Banbury Lane L.C. 64 43DGL 12UGL 12Heyford 67 00 S. Up at 66m. 5Ich. (Normal lie formain line)Rugby box areaHanslope Junctionand Brinklow.Stowe Hill Tunnel 68 09(491 yards) to68 32Weedon G.F. 69 56 80 80 68m. 65ch. and 70m. 36ch.Welton G.F. 75 14Kilsby Tunnel 76 64(I mile 656 yards) to78 13Kilsby G.F. 78 61

EUSTON TO CREWE AND BRANCHES—continuedRunning Lines andSignalling Systema.LoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch. Spring andUnworked trailing pointsRemarks• •• • • • • Rugby (South Junction) (RY) 82 26 60 Main/fast line 82 imp. and 831 imp.(See page 47)25 Over goods line to Trent Valley JunctionA a 4 25 No. 8 Bay to main or Northampton line45 Fast to Northampton line30 Main to slow at 824 ni.p.25 Slow line through station Station Yard Working0 u.. cn ct) LI. 0 Rugby 82 40 25 Slow line north end of Station and junction with main line (82m. 14c1t) authorised for class0 0 a a 45 45 Slow lines, north end of station and 831 m.p. 1, 2, 5, 0 and parcels20 Fast to slow trains.Rugby North Junction 82 64 25 Slow to fast11 it25 Over goods line to Rugby South Junction— Trent Valley Junction 83 18 60 Slow line, 831 m.p. and 84 m.p.(See pages 50 and 62) 25 Birmingham to slow part of route ahead of signalRY 177 — junction indication I45 Fast to slow (part of route ahead of signa RY 178 — junction indication 525 Nuneaton slow to fast (ahead of signal RY 178 —junction indication 4)45 Nuneaton fast to slow (ahead of signal RY 179 —junction indication 4)30 Fast to Nuneaton slow (ahead of signal RY 179 —junction indication I)60 Fast/main lines, 834 m.p. and 81m. 64ch60 Slow line, 84 m.p. and 831 in.p.Brinklow 87 72 30 Slow to main Nuneaton box areaBrinklow and AshbyJunction.— Attleborough 95 49• • • • Nuneaton (South Junction) 96 65 25 Down fast to down slow, platform I and up slowa (NN) 25 Down slow to platform 1, down fast and up slow(See pages 68 and 105) 25 Up fast to up slow, up Leicester and up Coventry25 Up slow to up Leicester, up fast and up Coventry25 Platform Ito up fast, up slow, up Leicester and up Coventry25 Down slow to up fast, up slow, up Leicester and up Coventry20 Goods loop to up Leicester, up slow, up fast and up Coventryv 25 Over platform I line 1

LI' IL 1.1.0Et)0Ce UGL 71(from upslow)Nuneaton 97 10UGL 37• (from upfast and Nuneaton North Junction 97 36 25 Down fast to down slow and down Birminghamup Birm- (See page 106) 25 Down slow to down Birminghamingham) 25 Up slow to down fast, down slow and down Birmingham20 Over up goods loop25 Over platform 1 line25 Up fast to up slow20 Up fast to up goods loop20 Up slow to up goods loopStation Yard Workingauthorised on platformI line, down slow andup slow.V • Ashby Junction 97 51 25 Slow to fast30 Slow to fast• • • • Atherstone (AE) 102 17 70 70 East lines, 102m. 03ch. and 102m. 43ch.60 60 Slow lines, 102m. 03ch. and 102m. 43ch.90 90 Fast lines, 102m. 43ch. and 103m. 23ch.cn IL LI. Cl)0 0 n• • • • Polesworth (PH) 106 37 3030 Slow to fastFast to slow30 Fast to slow25 Slow to fast30 Slow to fast30 Fast to slow30 Main to slowTamworth Low Level 110 12 30 Slow to main• • • Tamworth Low Level (TH) 110 00• •Coton Crossing L.C. (CN) Il l 45Cumberfords L.C. (RIG)112 IS• • Hademore Crossing L.C. (HE) 113 4015 Main to slow15 Slow to mainCt • • , UGL 57 Lichfield Trent Valley (LID) 116 23 25 25 Over slow lines(See page 77) 25 Slow to main25 Main to slow

EUSTON TO CREWE AND BRANCHES continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksArmitage Junction 121 31 60 Slow to main(Up slow)121 51 70 Main to slow(DownSlow)Colwich box area.Armitage Junctionand Colwich.exclusiveRugeley South Junction 124 06 30 Slow to fast30 Slow to fastv) a., li.i Rugeley 124 220 0 0 aRugeley North Junction(See page 79)124 3925303025Fast to slowThrough trailing crossover between downFast to slow30 Fast to Walsall line30 Slow to fast and Walsall lineslow and up fastY• • • • Colwich (CH) 127 08 50 Fast to slow(See page 112) 90 Fast/main line, 127m. 12elt and 128m. 34ch.50 Slow to fast45 Slow to Stoke line65 Slow to fast50 Main to slow8090 Main/fast line, 128m. 34ch. and 127m. I2ch.Main/fast line, 128m. 34ch. and 131m. 57ch.Shugborough Tunnel 128 46(777 yards) to129 01Milford Junction129 3170Main to slow and over slow line to 129m. 52eh.Stafford No. 4 box area., T /Whitehouse Junction130 4750Slow to main

80 Fast/main line, 131m. 5 ich. and 128m. 34ch.75 75 East lines, 131m. 5 Ich. and 132m. 35ch.60 60 East lines, 132m. 35ch. and 133m. 08ch.50 50 Slow lines, 132m. 35ch. and 132m. 79ch.CI , Ln30 30 Slow lines, 132m. 79ch. and 133m. 04ch.60 To Birmingham line60 Slow line, 133m. 04ch. and 1331 m.p.25 Slow to fast, platform 3, platform 6 or goods25• • Fast to platform 3, slow or platform 6• • Stafford No. 4 (SD 4) 133 3225 Platform Ito fast or slow(See pages 50 and 66) 25 Fast to slow25 Slow to fast25 Platform 6 to slow or fast8 08 08'sr Stafford 133 43 25 25 Over platforms I, 3, 6 and goods lineE8 E 8to'aiEla,t360 Slow line, 1331 m.p. and I33m. 04ch.• • • Stafford No. 5 (SD 5) 133 57 25 25 All connections to and from platforms 1 and 3(See page 51) 20 20 All connections to and from platform 6 and goods line30 Fast to slow30 Slow to fast30 Slow to fast30 Fast to slowCo)co)aGreat Bridgeford Junction 136 57 25 Slow to fast90 Fast line, 138m. 31ch. and 140m. 30ch.Norton Bridge South Junction 138 40 30 Slow to fast(See page 116) 30 To recess line30 Fast to slowNorton Bridge box area.• •• • Norton Bridge (NB) 1 3 8 72• •• •Norton Bridge North Junction 139 00(See page 116)90Madeley (MY) 1 4 9 74 20Fast line, I40m. 30ch. and 138m. 31ch.lo Chord line(See page 51)C. Up fast at 152m. 75ch. (626 yardsbefore reaching signal MY 109)

EUSTON TO CREWE AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarks• • • •Betley Road (BR) 153 13C. Up slow at 153m. 21ch.• i• • •-U. la. v) VI0 C-Basford Hall Junction (BH)(See page 52)156 22 25 Fast to slow15 Slow to fast independent25 Slow to fast• • • • • • • • • • DRS 150 Crewe South Junction (CS) 157 61 20 All lines and through all connections between running linesu.,,,t v.(See pages 118 and 135)157m. 47ch. and 158m. 35ch.a.a. 111IS 15 Entering and leaving bay linesq?ci? it ABpt. P-

BROAD STREET TO OLD KEW JUNCTIONBROAD STREET TO DALSTON WESTERN JUNCTION 35 35 MAXIMUM PERMISSIBLE SPEEDDALSTON WESTERN JUNCTION TO CAMDEN ROAD JUNCTION 45 45 MAXIMUM PERMISSIBLE SPEED ON No. 2 LINES FOR CLASS 1,2AND 5 TRAINS45 35 MAXIMUM PERMISSIBLE SPEED ON No. 2 LINES FOR CLASS 3, 4,6, 7, 8, 9 AND 0 TRAINS40 40 MAXIMUM PERMISSIBLE SPEED ON No. I LINESCAMDEN ROAD JUNCTION TO SOUTH ACTON JUNCTION 60 60 MAXIMUM PERMISSIBLE SPEEDSOUTH ACTON JUNCTION TO OLD KEW JUNCTION 45 45 MAXIMUM PERMISSIBLE SPEED• •Broad Street 0 00 10251025Entering and leaving stationOm. 19ch. and 01 imp.ABABDalston Junction I 79 25 Dalston Junction Station and DalstonWestern Junction• •Daiston Western Junction 2 16 25 Da!sten Western Junction and(See page 32)Dalston Junction Station15 No. 2 line to Victoria Park lineC. No. 2 Down at 2m. 26ch.C. No. I Down at 2m. 49ch. (670 yards0rq before reaching starting signal)Canonbury 2 70C. No. 2 Down at 3m. 066.AB AB AB AB Canonbury Junction 3 II 25 To Finsbury Park line S. No. I Up at 3m. I telt Dalston Western(See page 32) (connection from Up Canonbury) Junction box area.Highbury 3 36C. No. I Down at 3m. I 7ch.Caledonian Road & 3 74Barnsbury3035 No. 2 lines, 4m. 23e11. and 4m. 37ch.

AND BRANCHES—continuedRunning Line andSignalling System ,Loops Permanent Speed Restrictions Catch, Spring andandLocationMileageRefugeM. Ch.Unworked trailing pointsDown UpAt or BetweenSidingsm.p.h.Remarks= I Camden Road JunctionCamden Road East Junction 4 64box area.(See page 33)AB AB AB ABaCamden Road 5 01• • • • Camden Road Junction(See page 33)5 09 20 20 All lines, Camden Road Junction andOi 1115 100 00-P•AB AB 45 03 m.p. and 1 m.o.• • Gospel Oak (GO)(See page 161)Hampstead Heath 153I 10 35 35 Through station 1 m.p. and Im. lOch.15 To Junction Road junction line45 I m. lOch. and 2m. 41ch.C. Down at Om. loch. (530 yardsbefore reaching home signal)CW. Down at 1m. 17ch.Hampstead Heath Tunnel(1166 yards)163to2 36Finchley Road 2 44 45 2m. 41ch. and 1m. lOch.West Hampstead 2 75Brondesbury 3 36 C. Up at 3m. 20ch.Brondesbury Park 3 71Kansa! Rise 4 41C. Down at 4m. 23ch. (800 yardsbefore reaching home I signal)CW. Up at 5m. 03ch. (500 yardsbefore reaching starting signal)• • Kensal Green Junction (KG)(See page 36)5 17 45ISKansa! Green Junction and Willesden Junction StationTo City line

AB AB254 435To Willesden New Station line 1Entering and leaving Kensal Green SidingWillesden Junction Station and Kensal Green JunctionWillesden Junction539 2 0 2 0Through stationWillesden High LevelJunction(See page 36)5.48 1 5000 3 0 3 0To Mitre Bridge in. lineWillesden High Level Junction andOm. 3 loftC. Up at Om. 22ch. (424 yardsbefore reaching home signal)AB AB• •Former Old Oak JunctionActon Wells Junction(See pages 37 and 162)034 2 0 2 50 43065 3 5 3 53025Through disused junctionThrough junction to and from Acton Cen rat directionTo Cricklcwood Junction lineTo Acton Yard lineC. Up at 1m. 26ch. (604 yards beforereaching outer home signal)AB ABC. Up at lm. 58ch. (558 yards beforereaching I.B. home signal)• •Acton Central L.C.170502 m.o. and 21 m.o.C. Up at 2m. 29ch. (848 yards beforereaching home signal)South Acton2 48AB ABSouth Acton Junction(See page 37)2 5225To Richmond lineBolio Lane Junctionbox area.• •AB AB• •Bollo Lane Junction L.C.(RC)Kew East Junction (KE)(See page 37)2 633 323 619 681510Through JunctionTo New Kew in. lineOld Kew Junction100120Through junctionFeltham box area.

EUSTON TO CREWE AND BRANCHES—continued—Running Tines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksVICTORIA PARK TO DALSTON WESTERN JUNCTION35 35 MAXIMUM PERMISSIBLE SPEEDVictoria Park 4 01Dalston Eastern OF. 2 243 71IABIABDaiston Western Junction 3JP35 15 To No. 2 line(See page 29) 2 21CANONBURY JUNCTION TO FINSBURY PARK 30 30 MAXIMUM PERMISSIBLE SPEED_amC0ciSd—_,...-00cald eltCanonbury Junction(See page 29)Canonbury Tunnel(545 yards)Signal X3753 II3 21to3 45252525Through junction3m. I2ch. and 3m. 20ch.Dalston Western Junctionbox area.King's Cross box areato Finsbury Park.I iota00$(5_Signal K377d • Finsbury Park 4 33I5 I5 Down Canonbury, 3m. 63ch. and 4m. 33ch.

KINGS CROSS FREIGHT TERMINAL G.F. TO CAMDEN ROAD EAST JUNCTION15 15 MAXIMUM PERMISSIBLE SPEEDKings Cross FreightTerminal G.F.0 00Camden Road East Junction(See page 30)0 344 64C W. at Om. 06ch.*Local Instruction: Seepage 265Camden Road Junctionbox area.CAMDEN ROAD JUNCTION TO CAMDEN JUNCTION25 25 MAXIMUM PERMISSIBLE SPEED• •Camden Road Junction(See page 30)20 Through junction15Main line, 5m. 29ch. and Camden JunctionPrimrose Hill5 4920 20North London Electric line, Primrose Hill and Camden JunctionICamden Junction(See below and page 19)5 7915415Main line, Camden Junction and 5m. 29ch.Euston box area.CAMDEN JUNCTION TO WATFORD JUNCTION (D.C. ELECTRIC L NES)60 60 MAXIMUM PERMISSIBLE SPEED FOR ELECTRIC MULTIPLE UNITSAND LONDON TRANSPORT TRAINS25 25MAXIMUM PERMISSIBLE SPEED FOR CLASS 1,2 AND STRAINS(OTHER THAN ELECTRIC MULTIPLE UNITS AND LONDONTRANSPORT TRAINS) AND LIGHT LOCOMOTIVES15 I5 MAXIMUM PERMISSIBLE SPEED FOR CLASS 3, 4, 6, 7, 8 AND 9 TRAINSITCamden Junction(See above and page 19)I 3630 Junction and 2m. 27ch.S. Down at Im. 50ch. (junctionwith North London Electric lline)Euston box area.

EUSTON TO CREWE AND BRANCHES—continuedRunning Lines andSignalling SystemittLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenPrimrose Hill Tunnel 154(1,182 yards) to2 27 30 2m. 27ch. and Camden JunctionSouth Hampstead 2 33Catch, Spring andUnworked trailing pointsRemarksKilburn High Road O.F. 3 01Queens Park 3 55Kensal Green 4 41 45 45 41 imp. and 41 imp.Kensal Green Tunnel 4 45(317 yards) to4 5930 5 m.p. and 5+ m.p.• .• Willesden Junction(New Station) (WL)(See page 36)5 36 2030To Kensal Green Junction line51 m.o. and 5 m.p.t Automatic andsemi-automatic signallingworked in accordancewith BR. 29636Harlesden Tunnel 5 61 Working Instructions(147 yards) to for D.C. Electrified5 67 Lines, Section E.Harlesden 6 08t t Stonebridge Park 7 04Stonebridge Park G.F. 7 3740 40 7m. 54eti. and 7m. 70ch.Wembley Central G.F. 8 09North Wembley 8 69

South Kenton9 35KentonHarrow and WealdstoneHarrow No. 210 2411 3011 333030urn. 31ch. and 1 I rn. 46ch.t Automatic andsemi-automatic signallingworked in accordancewith 13.R. 29636Working Instructionsfor D.C. ElectrifiedLines, Section E.Headstone Lane12 45Hatch End G.F.13 25Carpenders Park14 57Bushey16 0430153015m. 64ch. and 16m. 28ch.16m. 28ch. and 16m. 62ch.Watford High Street Junction(See page 41)16 5515To Croxley Green lineWatford box area.Watford High Street16 67351516m. 55ch. and 16m. 28ch.16m. 62ch. and 17m. 35ch.C. Down at 16m. 76ch. (165 yardsbefore reaching signal WIR 290)Watford (WJ)(See page 21)17 481535171a. 35ch. and I6m. 00ch.17m. 35ch. and buffer stopsC. Down at 17m. 2Ich. (170 yardsbefore reaching signal WI 291)Watford Junction17 5815Buffer stops and 17m. 35ch.

E STON TO CREWE AND BRANCHES—continued_Running Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksKENSAL GREEN JUNCTION TO WILLESDEN NEW STATION25 25 MAXIMUM PERMISSIBLE SPEEDKensal Green Junction (KG)(See page 30)SIPIOCV/. Up at 5m. 30ch.JAB IABWillesden New Station (WL) 5.11(See page 34) 35 283620 Through junctionKENSAL GREEN JUNCTION TO WILLE DEN (CITY_LINES)IPFKensal Green Junction (KG)(See page 30)Willesden (WN)UPOO(See pages 20, 40 and 163) 6 0130 30 MAXIMUM PERMISSIBLE SPEEDSIP 10 15 Through junction0 00WILLESDEN HIGH LEVEL JUNCTIONTO MITRE BRIDGE JUNCTIONo --20 20MAXIMUM PERMISSIBLE SPEEDWillesden High Level 5 48Junction0 43(See page 31)15Through junctionCW. Up at Om. 04ch.IABIABMitre Bridge Junction 0.1P00(See page 39) 0 33

ACTON WELLS JUNCTION TO ACTON YARD25 25 MAXIMUM PERMISSIBLE SPEEDActon Wells Junction(See pages 31 and 162)°JP 720 49Abton Yard000 15 Through junction to Relief line or into YardSOUTH ACTON JUNCTION TO RICHMOND60 60 MAXIMUM PERMISSIBLE SPEEDABABSouth Acton Junction(See page 302 52 25 Through junctionBoil° Lane Junctionbox area.Bollo Lane Junction L.C.2 63ABAB3 129 76Gunnersbury (WBM)10 05 15 15 3m. Inch, and 10m. lOch.Kew Gardens11 1035 35 I Im. 76ch• and 12m. Wok• •Richmond (WBG)12 39KEW EAST JUNCTION TO NEW KEW JUNCTION45 45 MAXIMUM PERMISSIBLE SPEEDiiKew East Junction (KB)(See page 31)3J173 3927 9 6610 10 Over curveNew Kew Junction9 34 20 Through junction Feitham box xarea.

RATON TO CREWE AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch. Spring andUnworked trailing pointsRemarksCULVERT ROAD JUNCTION TO WILLESDEN, WEST LONDON JUNCTIONCULVERT ROAD JUNCTION TO KENSINGTON OLYMPIA 40 40 MAXIMUM PERMISSIBLE SPEEDKENSINGTON OLYMPIA TO NORTH POLE JUNCTION SO 50 MAXIMUM PERMISSIBLE SPEEDNORTH POLE JUNCTION TO WEST LONDON JUNCTION30 30 MAXIMUM PERMISSIBLE SPEED_ a._ Culvert Road Junction 2 11 Stewarts Lane box area.2272 52 IS IS Im. 75ch. and Int Merl.30 30 Im. 56ch. and 1m. IRK C. Up at 1m. 38ch.• • Latchmere Junction 2 28 20 To Clapham Junction A and B lines(See page 39)AB AB• • Chelsea & Fulham 1190 00AB AB 309• • • Kensington South Main 2 63 20 Main to platform lineNi.AB AB AB ABPE'PE'Kensington Olympia 2 54• • • Kensington North Main 2 39 20 Platform line to main20 Main to platform line20 Motorail terminal to down mainAB ABCW. Down at 2m. 04ch•C. Down at 1m. 21ch• (750 yardsbefore reaching home signal)• •AB, ABNorth Pole Junction(See page 39)0 66 25 To Old Oak Common line C. Down at Om. 63ch. (610 yardsbefore reaching signal MB. 33)

BIABMitre Bridge Junction(See page 36)West London Junction(See page 20)CLAPHAM JUNCTION "A" TO LATCHMERE JUNCTION029 2 00 000 130 13 1 55 2320Mitre Bridge Junction and West London JunctionWest London Junction and Mitre Bridge JunctionThrough junctionWillesden box area.IA BIA BClapham In. "A" (WF)Latchmere Junction(See page 38)111358 3 542 482JP262020MAXIMUM PERMISSIBLE SPEEDCLAPHAM JUNCTION "B" TO LATCHMERE JUNCTION3030MAXIMUM PERMISSIBLE SPEEDClapham Junction2 57301 1 01510Through junctionThrough station and over Falcon Road BridgeClapham Junction "B" (EC)2 71 1 0Platform 17 and down lineC. Up at 2m. 49ch. (423 yardsbefore reaching signal EC. 27)• •NORTH POLE JUNCTION TO OLD OAK COMMONLatchmere Junction(See page 38)23132120Through junction3030MAXIMUM PERMISSIBLE SPEEDINorth Pole Junction(See page 38)0J130 336625Through junctionDPL 60Old Oak Common (00)0.1P002525Through junction to down mainAvoiding line to down mainI

EUSTON TO CREWE AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksWILLESDEN TO WILLESDEN CARRIAGE SHED NORTH (CARRIAGE LINES)ISIS MAXIMUM PERMISSIBLE SPEED• • • •A a i A

WATFORD HIGH STREET JUNCTION TO CROXLEY GREEN3535MAXIMUM PERMISSIBLE SPEEDOTWatford High Street Junction(Commencement/EndSingle Line NoticeBoard)(See page 35)Croxley Green Junction(See below)Watford West0 180 140 2816 5817 32201520Through junctionAt I6m. 62ch.TStaff station is Watfordbox.Croxley Green18 09CROXLEY GREEN JUNCTION TO CROXLEY MILLSOT*Croxley Green Junction(See above)Croxley Green Depot(Commencement/EndSingle Line NoticeBoard)Croxley Mills0 140 2816 5816 6718 050000 372020MAXIMUM PERMISSIBLE SPEED*Staff kept in Main LineSupervisor's officeWatford Junctionstation.WATFORD YARD GROUND FRAME TO ST. ALBANS ABBEY5050MAXIMUM PERMISSIBLE SPEEDWatford Yard G.E.17 21200 m.p. and Om. 37eh.Watford Junction(Platform I17 2400 1520Om. 37ch. and 0 m.o.

EUSTON TO CREWE AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarks_ Watford North L.C. (AHB) 0 78Garston 166Brieket Wood 3 37 *Local Instruction: Seepage 267Hyde Lane L.0 4 40 Down and up IL + milefrom L.C.Park Street 5 02— St. Albans Abbey 6 45BLETCHLEY TO GOLD1NGTON C.E.G.13. SIDINGS60 60 MAXIMUM PERMISSIBLE SPEED• • URS 60 Bletchley (BY)46JP43 15 Through junction Station Yard Working(See page 22)authorised on Platform46 50 25 25 Junction and 01 mild. 7 for all down0 00 direction trains andfor Class I. 2. 5, 0and parcels trains inSignal FS 2 0 49 25 Single to main the up direction.AB 25 25 Through junction from and to Bletchley Direction25 To Flyover line• Fenny Stratford L.C. (PS) I 13(See page 45)Signal FS 19 142 20 Single to mainAB TAB Bow Brickhill L.C. 2 05

• • Woburn Sands L.C. 4 IIAB ABAspley Guise L.C. 5 06• • Ridgmont 6 60Lidlington 8 52 25 8m. 56ch. and 9m. 02ch.C. Up at 7m. 3 Ich.Down and up IL 4- milefrom L.C.ABABMarston L.C. (AH13) 9 02C. Up at 8m. 7 'ch. (481 yards beforereaching Lidlington L.C. homesignal)• • Millbrook 10 02C. Up at 9m. 48ch.ABABMillbrook G.F. 10 09Stewartby (Green Lane L.C.) II 18• • Forders Sidings II 74Wootton Broadmead 12 08Kempston Hardwick L.C. 12 76AB ABBedford St. Johns No. IJunctionIS 71 5 To Bedford Junction line• (See page 164)•Bedford St. Johns IS 74 25 25 151 imp. and 16 m.p.C. Up at 13m. 46ch.AB Bedford St. Johns StationJunction16 01 5 To Bedford Junction line(See page 165)Bedford St. Johns 16 03 20 20 To and from Platform lineISBedford St Johns and GoldingtonC.E.G.B. sidings

EUSTON TO CREWE AND BRANCHES continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksCardington Road L.C. 16 32 *Local Instruction: SeeTMOs Page 268ABGoldington L.C. (OPENtype 1(a))17 14_ Goldington C.E.G.13. Sidings 17 20 I5 Goldington C.E.G.B. Sidings andBedford St. JohnsDENBIGH HALL SOUTH JUNCTION TO BICESTERDENBIGH HALL SOUTH JUNCTION TO 18 M.P. 45 45 MAXIMUM PERMISSIBLE SPEED18 M.P. TO BICESTER 40 40 MAXIMUM PERMISSIBLE SPEEDI—Denbigh Hall South47 52 25 km 7Ich. and 0 m.p. The direction of line fromJunctionI 71Denbigh Hall SouthA (See page 22) Junction to Summitof flyover is Up.— Signal BY. 37Signal BY. 31,Summit of flyover 0 68A A (See page 45)000 25 0 m.p. and 1m. 7 telt0 64C. Up at Om. 07ch. (530 yards beforereaching signal BY. 22)C. Down at Om. 67ch.C. Down at 2m. 52ch. (652 yards beforereaching starting signal)Swanbourne Sidings 2 78AB AB Claydon L.C. (AHB) II 1830 10m. 42eh. and I Om. 37ch.

:•Claydon L. & NE. Junction 12 57(See page 57)AB AB Launton L.C. (AHB) 17 12Regional Boundary 18 00• Bic ester 19 31BLETCHLEY, SUMMIT OF FLYOVER TO FENNY STRATFORD (FLYOVER LINES)2525MAXIMUM PERMISSIBLE SPEEDSummit of flyover(See page 44)0 68Bletchley box area.A ASignal FS 4123AB•Fenny Stratford (FS)(See page 42)1.1P480 76CW. Single at 1m_ 46ch.HANSLOPE JUNCTION TO RUGBY (VIA NORTHAMPTON)7575MAXIMUM PERMISSIBLE SPEED ON MAIN AND FAST LINESHanslope Junction (South)(See page 23)56 2970Through junction to last lineRugby box area.C- Up at 61m. 12ch. (936 yards beforereaching signal RY. 220)C. Up at 61m_ 73ch. (908 yards beforereaching signal RV. 223)C. Up at 62m. 6 Ich.C. Up at 63m. 47ch.

RATON TO CREWE AND BRANCHES-continuedRunning Lines andSignalling Sys em_LoopsandRefugeSidingsLocationMileageM. Ch.Hunsbury Hill Tunnel 64 00(1152 yards) to64 53Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksC. Up at 64m. 73ch.High Level CF. 65 0535 35 65m. 360. and 65m. 53ch. C. Up at 65m 40ch. (740 yards beforereaching signal NHL 108)• • • Northampton No. I (NH!) 65 53 20 20 All lines, 65m. 53ch. and 65m. 65ch.(See page 48) 20 Main to platform20 Platform to main30 All lines, 65m. 65ch. and 66m. 18ch.Northampton 65 68AB AB AB AB• MP • • Northampton No. 2 (NH2) 65 79AB AB AB AB• • • • 66 18 30 All lines 66m. 1801. and 65m. 65ch.A N o r t60 Fast/main lines 66m. 18ch. and 671 rn.p.h30 Slow line 66m. 186. and Market Harborough JunctionPB AB AB AB AB PB aPB mtpt o nNo(See page 49) (1 61)PB AB AB._3C. Down main at 67m. 26ch.(- - Market Harborough 67 27 30 Slow line Market Harborough Junction and 66m. 18ch.NJunction G.F. (2 29)H3)t AB in up direction• I •Northampton No. 4 (NH4) 66 59 10 Down departure and down goods lines to down fast or slow Northampton No. 460 Main/Fast line 67+ imp. and 66m. IlichĊ. Down at 68m. 28ch.C. Down at 69m. I7ch. (997 yardsbefore reaching signal NH4. 115)box area betweensignal box andLong Buckby.

Althorp Park O.F.Long Buckby71 7775 37C. Down at 70m. 04ch.C. Down at 70m. 72ch.C. Down at 72m. 59ch.C. Down at 73m. 47ch.C. Down at 74m. 43ch.C. Down at 75m. 00ch.Long Buckby G.F.75 63C. Down at 76m. 30ch.UGL 72 Watford Lodge 78 45C. Down at 77m. 21ch.Watford Tunnel • 78 47(115 yards) to78 52Crick Tunnel 79 20(595 yards) to79 47Rugby box area fromWatford Lodge-4Crick O.F. 81 18Hillmorton G.F. 82 4640 84m. 05ch. and Rugby South Junction84 4082 130 030 Northampton line to fastRugby (South Junction) (RY) 82 26 25 Northampton line to goods• • • (See page 24) 25 Northampton line to No. 8 bay

EUSTON TO CREWE AND BRANCHES continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksPIDDINGTON TO NORTHAMPTON No.IPIDDINGTON TO BRAC K MILLS 15 15 MAXIMUM PERMISSIBLE SPEEDBRACK MILLS TO BRIDGE STREET JUNCTION O.F. 10 10 MAXIMUM PERMISSIBLE SPEEDBRIDGE STREET JUNCTION OF. TO NORTHAMPTON No. 1 20 20 MAXIMUM PERMISSIBLE SPEED• Piddington 65 27OT• Brackmills 69 65NST -Brackmills L.C. (TMO)t 69 71 t page 270• Hardingstone 70 50LocalSidings*Local Instruction: SeeHardingstone L.C. 70 76I page 2705 13ns• Bridge Street Crossing L.C. 4 56trBridge Street Junction G.F.u429000ctFormer Duston North 0 18iJunction 029on• Northampton No. I OJP60:(See page 46) 65 57See

NORTHAMPTON No. 4 TO MARKET HARBOROUGH30 30 MAXIMUM PERMISSIBLE SPEED• • • Northampton No. 4 (NH4) 66 59- (See page 46) 161PBAB AB Market HarboroughJunction G.F.2 29• Boughton Crossing L.C. 3 75C. Down at 4m. 03ch.AB AB Merry Tom L.C. 5 55 Down and up IL + milefrom L.C.• Spratton 7 38ABABHanging Houghton L.C. 9 44 Down and up IL + milefrom L.C.!sham L.C. 10 12• URS 77 Lamport 10 30Draughton 11 60C. Down at 11m. 1 !ch. (625 yardsbefore reaching home signal)Kelm arsh Tunnel 13 02AB AB (531 yards) to13 26Chtendon Tunnels 15 53(462 yards down, to453 yards up) 15 74• Little Bowden Crossing L.C. 17 74All AB• • Market Harborough 1911(See page 155) ) 83 300820 Through junctionC. Up at 16m. 40ch.C. Up at 17m. 69ch.

EUSTON TO CREWE AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksRUGBY, TRENT VALLEY JUNCTION TO SOUTHAMTRENT VALLEY JUNCTION TO MARTON JUNCTION 30 30 MAXIMUM PERMISSIBLE SPEEDMARTON JUNCTION TO SOUTHAM 20 20 MAXIMUM PERMISSIBLE SPEEDTrent Valley Junction 83 10 Rugby box area.(See page 24)OT*83 190 00*Staff kept in YardChargeman's Office.Marton Junction 9 57 Trains reverse here.17 79Southam G.F. 14 44GENERAL ELECTRIC CO. SIDING TO STAFFORD No. 4_orGeneral Electric Co. Siding0 oo• Stafford No. 4 (SD4) 0 26(Commencement of singleline board)132 71(See page 00)15 IS MAXIMUM PERMISSIBLE SPEED*Staff kept in StaffordNo. 4 Signal Box.

STAFFORD No. 5 TO AIR MINISTRY (16 ME.) SIDINGS•OT*Stafford No. 5 (SD5)(See page 27)Air Ministry (16 ME)Sidings133JP6012 6010 712020MAXIMUM PERMISSIBLE SPEED*Staff kept in StaffordNo. 4 Signal Box.HOLDITCH COLLIERY TO MADELEYHOLDITCH COLLIERY TO MADELEY CHORD REVERSING SIDING1515MAXIMUM PERMISSIBLE SPEEDMADELEY CHORD REVERSING SIDINGS TO MADELEYHolditch CollieryApedale0 310002 042020MAXIMUM PERMISSIBLE SPEED*Staff kept at Silverdale.Local Instruction: Seepage 272OT*Apedale Junction2 01Trains reverse here.Silverdale3 45NSTSilverdale Tunnel(684 yards)Keele Tunnel(321 yards)4 01to4 325 40to5 61Madeley Chord ReversingSidingsMadeley (MY)(See page 27)7 360 28OJP00149 41Madeley box area.Trains reverse here.

EUSTON TO CREWE AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksBASFORD HALL JUNCTION TO SYDNEY BRIDGE JUNCTION (INDEPENDENT LINES)BASH/RD HALL JUNCTION TO SALOP GOODS JUNCTION (156 M.P.) 1 5 15SALOP GOODS JUNCTION (158 M.P.) TO SYDNEY BRIDGE JUNCTION 2 5 25MAXIMUM PERMISSIBLE SPEEDMAXIMUM PERMISSIBLE SPEED•AAB PF cPF•*AABABPFPB•PF P E• ABt71ABPBc7)•AB lA BAB A BPE P F•Basford Hall Junction(See page 28)Crewe Sorting Sidings South(See below)I 56JP 16156 41Crewe Sorting Sidings 1 5 6 67Middle UpCrewe Sorting SidingsNorth1 5 7 23(See page 53)Salop Goods Junction 1 5 7 71(See page 53)202020IS25ISISFast Independent to Slow IndependentSlow Independent to Fast IndependentTo Stoke Goods lineThrough JunctionTo Gresty Lane lineThrough Junction in all directionsCW. Down Fast Independent at156m. 19ch.Tunnel (416 yards) 1 5 8 13to158 32Sydney Bridge Junction(See NorthernSectional appendix)158 69Sandbach box area.CREWE SORTING SIDINGS SOUTH TO CREWE SOUTH (NORTH STAFFORD JUNCTION) (STOKE GOODS LINE)•: AB*Crewe Sorting Sidings South(See above)Crewe South, North StaffordJunction(See page 118)156 418 747 7020 2 0 MAXIMUM PERMISSIBLE SPEED*Local Instruction: Seepage 272Crewe South Junctionbox area.

CREWE SORTING SIDINGS NORTH TO GRESTY LANE No.? •PB PBCrewe Sorting SidingsNorth(See page 52)157JP2420152015MAXIMUM PERMISSIBLE SPEED FOR TRAINS NOT CONVEYINGPASSENGERSMAXIMUM PERMISSIBLE SPEED FOR PASSENGER TRAINS• 11Gresty Lane No. I(See below and page 135)157JP600 4110Through junctionGRESTY LANE No. 1 TO SALOP GOODS JUNCTION (SALOP LINES)2525MAXIMUM PERMISSIBLE SPEEDPF PFIkBIABGresty Lane No. I(See above and page 135)Salop Goods Junction(See page 52)0 330 000 37157 7115ISThrough junctionThrough junction with fast line and to Liverpool and Manchester linesSALOP GOODS JUNCTION TO CREWE NORTH JUNCTION (CHESTER INDEPENDENT LINES)20 20 MAXIMUM PERMISSIBLE SPEEDSalop Goods Junction 157JP64 15(See page 52)Through junction/ All Crewe North Junction 158.1P26(See pages 28 and 140)SALOP GOODS JUNCTION TO CREWE COAL YARD (LIVERPOOL INDEPENDENT LINES25 25• Salop Goods Junction(See page 52)157.11)7315ISMAXIMUM PERMISSIBLE SPEEDJunction and 158 M.P.8AllTunnel (292 yards) 158 13to158 28Crewe Coal Yard 158.11(See page 283158 55and Northern Sectional(14 58 line)Appendix)15 KIP 75158 73(Downline)Rule Book, Section S,clause 3.3 andBlock Regulation9 apply.

MARYLEBONE TO CLAYDON/AYNHO JUNCTION AND BRANCHESRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksMARYLEBONE TO CLAYDON L& N.E. JUNCTIONMARYLEBONE TO AYLESBURY 70 70 MAXIMUM PERMISSIBLE SPEED ON MAIN LINESAYLESBURY TO CLAYDON L. & N.E. JUNCTION 45 45 MAXIMUM PERMISSIBLE SPEED— —Marylebone (M) 205 77Marylebone 205 52 15 Signal box and platformsLords Tunnel 205 33(238 yards) to205 22St. Johns Wood Tunnel 205 18 40 205m. 18ell. and 204 m.p.(1.278 yards) to204 40Hampstead Tunnel 204 35(694 yards) to204 0340 204 m.p. and 205m. 18ch.C. Down at 204m. 37ch. (910 yardsbefore reaching signal D.34)50 50 204 imp. and 202 m.p. C. Down at 203m. 56ch. (530 yardsbefore reaching signal D.45)C. Up at 202m. 12ch. (563 yardsbefore reaching signal U.61)C. Up at 201m. 36ch. (605 yardsbefore reaching signal U.73)

a •Neasden South (NS)(See pages 57 and 163)200 6340To Northolt lineC. Down at 197m. 65ch.ABABBR/LTE Boundary197 059 13Harrow on the HillSouth Junction (JB)9 1840Main line 9m. rah- and 10m. 23eb.Harrow on the Hill boxarea.• •ttHarrow on the Hill (.18)Harrow on the HillNorth Junction (IB)9 3910 0810 104035Crossover between Main linesMain line 9m. 59e11. and 9m. 15ch.Main line Signal J13.45/46 to 10m. 16th.t London TransportRailway Automaticand Semi-AutomaticSignalling (A)t1-Moor Park 15 28Watford South Junction (11) 16 28 50 16m• 28ch. and 17m. lOch. Rickmansworth box area.Watford North Junction (JJ) 16 5750 17m. loch. and 16m. %ch.• • DRS 48 Riekmanswortb (JP) 17 37 25 17m. 10ch. and 17m. 57ch.25 17m. 58ch. and 17m. I6ch.50 19m. 03ch. and 17m. 58ch.

MARYLEBONE TO CLAYDON/AYNHO JUNCTION AND BRANCHES—continuedRunning Lines andSignalling SystemkLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksI-— —tChorley Wood 19 53 t London TransportRailway Automaticand Semi-AutomaticSignalling (A)Chalfont & Latimer (JT) 21 67 Amersham box area.35 Main to No. 2 Platform• • Amersham (JW) 23 70 15 No. 2 Platform to reversing sidingor mainABtABt_LTE/BR Boundary 25 21C. Down at 28m. 50ch. (512 yardsbefore reaching home signal)1- box is open TCBapplies on the Down. and Up main linesWbetween Amershamh Missenden box.enGr*When Wendover box ise open IC B applies onthe Up main line froma Aylesbury South boxt to Wendover box.Missenden• • Great Missenden 29 00 Station box and GreatAB AB C. Up at 33m. 18ch. (423 yards afterpassing starting signal)• • Wendover 33 55AB*IABStoke Mandeville 35 75C. Up at 34m. 42ch. (743 yards beforereaching home signal)C. Up at 36m. 03ch.C. Up at 36m. 58ch. (808 yards beforereaching signal U.36)

Aylesbury South38 02 SO 50 Round curve at south end of station(See page 61)and through stationIS Main to Princes Risborough BranchAylesbury 38 13 IS Single to UpETFormer Quainton Road 44 48Junction 161 50Former Calvert Junction 156 72 15 IS 157 m.p. and former Junction0 00•Claydon L.N.E. Junction 0 41(See page 45) 12 57NEASDEN SOUTH TO AYNHO JUNCTION70 70 MAXIMUM PERMISSIBLE SPEED110•Neasden South (NS) 200.1P66 40 Through junction with Aylesbury line(See pages 55 and 163) 6 31ABABWembley Complex 5 00 60 60 SI m.o. and 4m. 29ch.Sudbury and Harrow Road 3 52 SO 3m. otich. and 31DPL 39UPL 40Sudbury Hill. Harrow 2 57ABABSouth Harrow Tunnel 2 30 Rule Book. Section S.(204 yards) to clause 3.3 and Block2 21 Regulation 9 apply.

MARYLEBONE TO CLAYDON/AYNHO JUNCTION AND BRANCHES—continuedRunning Lines andSignalling SystemALoopsandRefugeSidingsLocationMileageM. Ch.Northolt Park 157Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarks• • •25 Om. Welt and If m.p.Northolt Junction East 0 09 25 Over curve under Greenford line(See page 60) 25 35 Through junction from and to Neasden direction0000 00AB AB ABSouth Ruislip 0 0725 Platform loop to main• • • UPL 99 West Ruislip (WR) 168 25 Main to platform loop25 Relief to mainDenham 4 50 *Local Instruction: Seepage 273C. Down at 5m. 28ch.ABABDenham Golf Club 5 4225 Main to platform loopGerrards Cross 7 18 25 Platform loop to main• •DPL 80UPL 80 Gerrards Cross (GX) 7 33 25 Platform loop to main25 Main to platform loopC. Down at 6m. 27ch. (468 yards afterpassing IS. home signal)C. Down at 7m. 50ch.Seer Green 9 74ABABBeaconsfield G.F. 11 06Beaconsfield 11 41 40 40 1Im. 15ch. and I 1m. 55ch.Whitehouse Tunnel 13 12 Rule Book, Section S,(352 yards) to clause 3.3 and Block13 28 Regulation 9 apply.

• DPL 78 High Wycombe South (HW) 16 12 20 Platform extension to mainUPL 75 20 Platform loop to main10 Bay to main20 Main to platform loopHigh Wycombe 16 29 45 Main line, 164- imp. and I20 Main to platform loopC. Up at 13m. 54ch.45 Main line, 171 m.p. and 161 tn.p.45 181 mm. and 18360 18m. 75ch. and 181 m.p.AB AB Saunderton 21 27Saunderton Tunnel 23 31 60 23m. 25eh. and 24 nip.(83 yards)(up line only) to23 35C. Up at 23m. 73ch.25• PL 29Main to platform loopPrinces Risborough 24 5025for downPlatform loop to main(See pages 60 and 61) 60 Single to main and 24m. 15ch. Princes Risborough boxtrains) 25 Platform loop to single area to Ardley O.F.84 15 To Aylesbury line25 Single to platform loop(for uptrains)Former Ashendon Junction 33 690 00Brill Tunnel 2 29(191 yards) to2 38Bieester 9 27 25 25 Over loopArdley C.F. 12 50W. Single at 9m. 54ch.Ardley Tunnel(1155 yards)15 13to15 65Aynho box area toAynho Junction. .

MARYEEBONE TO CLAYDON/AYNHO JUNCTION AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksAynho Park Junction17 4550Single to down and over down to 18m. 26ch.Aynho Junction(See page 81)18JP2981 1240Through junctionC. Up at 18m. 22ch. (790 yards beforereaching signal AJ.6)GREENFORD EAST TO NORTHOLT JUNCTION EAST70 70 MAXIMUM PERMISSIBLE SPEED• • Greenford East 7 44 25 To West Ealing line and over curveTo 81 m.p.ABABGreenford 7 6550 50 m.p. and 9m. 30ch.• • Northolt Junction East 10 06 25 Main to relief(See page 58)PRINCES RISBOROUGH TO AYLESBURY SOUTH40 40 MAXIMUM PERMISSIBLE SPEEDPrinces Risborough 24JP48 15 Single to platform loop• (See pages 59 and 61) 42 31Monks Risborough 43 51ETLittle Kimble 45 14

1Marsh L.C.(Open, Type 2(a))48 00 1 0 1 0Speed restriction/Whistle board and level crossingAylesbury South(See page 57)491P35 2 0 2 038 08 1 5To and from branch platformTo down mainPRINCES RISBOR OUCH TO CH1NNOR2020MAXIMUM PERMISSIBLE SPEEDPrinces Risborough(See pages 59 and 60)0 00Wain Hall L.C. (TMO)2 65*Local Instruction: Seepage 274Chinnor3 57PRINCES RISI3OROUGH TO -M A M E3030MAXIMUM PERMISSIBLE SPEED•Princes Risborough(See pages 59 and 60)24.1P4424 490 00Bledlow L.C. (A NB)ThaneI 485 60*Local Instruction: Seepage 274

RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHESRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksRUGBY. TRENT VALLEY JUNCTION TO STAFFORD No. 4 (VIA BIRMINGHAM)TRENT VALLEY JUNCTION TO BIRMINGHAM NEW STREET 1 0 0BIRMINGHAM NEW STREET TO BUSHBURY JUNCTION 7 5BUSHBURY JUNCTION TO STAFFORD No. 4 9 0100 MAXIMUM PERMISSIBLE SPEED ON MAIN AND FAST LINES75 MAXIMUM PERMISSIBLE SPEED ON MAIN LINES90 MAXIMUM PERMISSIBLE SPEED ON MAIN AND FAST LINESTrent Valley Junction(See page 24)83 1860831 imp. and 83m. 30ch.60 83m. 75ch. and 831 imp.Rugby box area.C. Up at 84m. 02ch.Brandon OF.90 70Coventry box area,Brandon andBerkswell inclusive• •re,Coventry (LeamingtonJunction) (CY)(See page 67)CoventryNuneaton Junction(See page 67)93 6393 7994 197525252525Is252090Main/Fast lines 931 imp. and 94m. 22ch.Main to "Up and Down" SlowSlow to MainThrough junction to Leamington line"Up and down" slow to down fast or down mainMain to slowThrough junction to Nuneaton lineMain to "up and down" slowMain/fast lines 94m. 22ch. and 934 imp.Station Yard Workingauthorised.Canley LC S.F.95 28DGL 48Tile Hill LC (CCTV)Beechwood Tunnel(300 yards)97 4098 28to98 42

DRS 65Berkswell LC (CCTV)99 36—Berkswell GPHampton-in-Arden99 58102 61Birmingham InternationalSouth Junction104 204040Stour to Platform L 2 or 5Platform 1,2 or 5 to StourBirmingham New Streetbox area (Stour Lines)Berkswell and DudleyPort.a. Birmingham International104 553040Platform 2 to StourPlatform I or 5 to StourStation Yard Workingauthorised-Birmingham InternationalNorth Junction105 093040Stour to Platform 2Stour to Platforms I or 5Marston Green100 33Lea Hall108 00Stechford South Junction(See page 68)108 66Steehford109 08Stechford North Junction(See page 68)109 1220Through junction to Aston lineA dderley Park110 79Grand Junction(See page 69)II I 7230Stour line II I m .7 6 ch .a ndI1 2m.CW Down Stour at 112m. 14ch. (100yards before reaching signal NS.143)

RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksProof House Junction(See pages 69 and 95)112 19 3 0Derby line. Proof House hi.and 112m. 58eh.2020 Through junction to Aston lineDown Stour to Up Stour ahead ofSignal NS.154AINew Street South Tunnels(254 yards)112 47to112 5830 All lines 112m. 58ch. and 11 Im. 76ch. Stour line— ENo —i•-•rn -sr to se e- OCI Cs — --•—•E EEEEEE EEEEE8 8 8 8 8 8 8 'a 8 8 8.3.. ctt ct CZ al11,1141w0.0•“1.[CLCI.A•Clill••• 1jtit( ili WV--- iT••••Birmingham New StreetBirmingham New Street (NS)(See page 108)New Street North Tunnel(751 yards)Soho South Junction(See page 72)112 730 050 162 06100 19 4 0to0 536510 All lines 112m. 586. to Om. 19ch.40 Between Om. 19ch. and Of01 m.o. to 41 m.p.C. Down at Om. 71ch. (640 yardsbefore reaching signal NS.305)S. Down at 2m. 35ch. (Trailingconnection to Soho D.E.D.)Station Yard Workingauthorised.Soho North Junction(See page 73)2 3810 Through junction to Soho East JunctionlineC W. Down at 2m. 72ch.

Smethwick Rolfe Street 3 30Galton Junction GF 3 55Galion Junction 3 64 65 41 imp. and 04 m.p.(See page 90)Oldbury 5 33Albion 5 7660 60 5m. 70ch. and 6.1C. Up at 4m. 66ch. (720 yards beforereaching signal NS.349)Dudley Port 7 29C. Up at 6m. 47ch. (690 yards beforereaching signal NS.485)C. Down at 6m. 77ch. (824 yards beforereaching signal NS.365)Wolverhampton box areaWatery Lane LC. 7 75 (Stour Lines). DudleyPort exclusive andPenkridge.Tipton L.0 8 16Tipton Station Junction(See page 78)8 23 15 To Tipton Curve Junction lineBloomfield Junction 8 45 60 60 81 m.p. and 81 m.p.(See page 78) 15 To Wednesbury lineCoseley 9 46CW. Down at 8m. 79ch. (513 yardsbefore reaching signal WN.278)Spring Vale Sidings SF 10 45C. Up at 10m. I4ch.Wolverhampton, Crane StreeJunction(See page 80)12 6030 3015121 imp. and 121To Portobello Junction lineC. Down at 12m. 24ch. (523 yardsbefore reaching signal WN.112)

RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES—continuedRunning Lines andSignalling System•LoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarks• •4 Eil• I & UGL57Wolverhampton (WN) 12 69 15 15 121 lap. and I 31 rn.p. Station Yard Workingauthorised.CW. Up at 13m. 16ch. (600 yardsbefore reaching signal WN.97)55 131 m.p. and Wolverhampton North JunctionWolverhampton North 13 32 45 To Oxley lineJunction 60 Wolverhampton North Junction and 14m. 436.(See page 119)C. Up at 13m. 49ch. (527 yards beforereaching signal WN.63)C. Up at 14m. 04ch. (531 yards beforereaching signal WN.6 I)Bushbury Junction 14 43 20 Through Junction to Bescot line CW. Up at 14m. 35ch. (477 yards(See page 71) 15 32 60 14m. 43ch. and In rn.p. before reaching signal WN.253)UGL 60 Four Ashes G.F. 19 71Littleton Colliery S.F. 22 74_ — DGL 60 Penkridge 23 32 Stafford No. 4 box areafrom Penk ridge.0 rz, 0•-•Rickerscote27 5540Slow to main60 60 28m. 30ch. and 28m. 50ch.Stafford Na 4 (S1D4) 28.1P50 40 Over Birmingham slow to Rickerscote(See page 27) 133 04 25 Main to Birmingham slow60 To down slow

LEAMINGTON SPA JUNCTION TO COVENTRY (LEAMINGTON JUNCTION)• •Leamington Spa Junction(LN)(See page 82)106 24107 060 0060 60 MAXIMUM PERMISSIBLE SPEED402040Through JunctionLeamington Spa Junction and 0 m.p.(I5m. I2ch. Rugby to Milvertonmileage)C. Down at 106m. 36ch. (700 yardsbefore reaching signal LN.44)eamington Spa Junctionbox area to 2 nip.Milverton Junction 0 07 30 Single to upKenilworth (South junction) 3 73 30Up to singleCoventry box area from2 m.o.Kenilworth (North junction) 4 47 30 Single to upPark Junction 7 77 30 Up to single35 35 Sm. I Och. and 8m. 34ch.Coventry (Leamington (CY) 8JP45 Is To fast lineJunction)93 71 20 To "up and down" slow line(See page 62)I —D & UGL55Nuneaton Junction(See page 62)COVENTRY (NUNEATON JUNCTION) TO NUNEATON SOUTH JUNCTION45 45 MAXIMUM PERMISSIBLE SPEED94 19 IS To slow line00025 To fast line20 To "up and down" slow lineoventry box area,• Coundon Road L.C. I 03ABAR• •ABABThree Spires Junction 3 20(Sec page 68)• • Bedlam Gates L.C. 3 39ARAB• • Hawkesbury Lane LC. 4 71AB AB

RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarks••AB AB•AB AB• •GOSFORD GREEN TO THREE SPIRESAB •JUNCTIONAR •Newdigates SidingGrill JunctionNuneaton (South Junction)(NN)(See page 24)Gosford GreenMorris SidingsBell Green5 788 029J1396 68530 312 082 712515 15C. Up at 9m. 23ch. (548 yards beforereaching signal NN.139)To down slow, platform I. down fast and up slowMAXIMUM PERMISSIBLE SPEED*Local Instruction: Seepage 277• 1Three Spires Junction 3 43(See page 67) 3 20CM/. Up at 3m. 41ch. (429 yards afterpassing junction points)STECHFORD SOUTH JUNCTION TO ASTON (STECHFORD JUNCTION)Stechford South Junction(See page 63)Stechford 109 0860 60 MAXIMUM PERMISSIBLE SPEED108 66 Birmingham New Streetbox area throughout.Stechford North Junction 109 12 40 Om. 06ch. and junction with up Stour(See page 63) 0 00 Line

Stechford G.F.Aston (Stechford Junction)(See page 70)0 062 61160302030m.p. and 2m. 6Ich.Through junction with Vauxhall linesS. Down at Om. 08ch. (points ofGround frame crossover)GRAND JUNCTION TO CURZON STREET•Grand Junction(See page 63)Curzon Street (CS)(See below)II I 72112 0701P020001010MAXIMUM PERMISSIBLE SPEEDBirmingham New Streetbox area.PROOF HOUSE JUNCTION TO BUSHBURY JUNCTION (VIA BESCOT)7575MAXIMUM PERMISSIBLE SPEEDft •Proof House Junction(See pages 64 and 95)Curzon Street (CS)(See above)112 17112 05000502020Through junctionMain line Proof House junctionand Orn. 30ch.Goods lines Proof I louse junctionand VauxhallC. Down at I 12m. 20ch. (430 yardsbefore reaching signal NS.82)Birmingham New Streetbox area (Vauxhalllines), Proof HouseJunction and AstonPBVauxhall S.F.Vauxhall Junction0 370 386050506020Main line. Om. 30ch. and Proof HouseJunctionMain/fast lines Orn. 30eh. and Om. 70ch.JunctionGoods lines Vauxhall and Proof HouseJunctionSlow line Vauxhall and AstonCW. Up main at Om. 30ch. (442 yardsbefore reaching signal NS.14 1)ON. Up Goods at Om. 33ch. (464 yardsbefore reaching signal CS.52)

RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. ChDown Upm.p. h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarks4.•0Duddeston 0 53 70 70 Fast line om. 70ch. and Aston50 Slow line Aston and Vauxhall45 Through Junction Vauxhall fast and Grand Junction line45 Through Junction Vauxhall slow and Grand Junction line30 Through Junction Grand Junction line and Vauxhall fast25 Through junction Grand Junction line and Vauxhall slowWindsor Street Junction I 56 15 Through Junction Grand Junction line and Windsor Street in.(See page 74)•Stechford Junction I 60 20 To Stechford line(See page 69)Aston 168e Lichfield Junction I 73 20 To Lichfield line(See page 74) 45 45 Through junction with Lichfield line toand from Bescot directionBirmingham New Streetbox area (GrandJunction lines). AstonWition 2 45 and Hamstead.DGL 55 Witton (Goods) G.E. 2 65Perry Barr 3 33 60 60 Through station and Perry Barr SouthJunction to and from Bescot directionPerry Barr South G.F. 3 38Perry Barr South Junction 3 44 20 To Perry Barr West Junction line(See page 73)DGL 55 Perry Barr North Junction 4 10 20 To Soho Road line(See page 72)Perry Barr North G.E. 4 12Walsall box area(Grand Junction lines)— Hamstead 4 76 Hamstead to Darlastoneinclusive.

Charlmont Road L.C. (RIG)6 74Newton Junction7 5930Goods line Newton Junction and Beseot StationBescot Down Tower (BT)8 20Bescot8 4730Goods lines Bescot Station and Newton JunctionBescot Junction(See pages 75 and 77)8 5060301560Through junction to and from Darlaston directionTo Walsall lineTo Wednesbury lineUP. IL. approachingBescot Station.Darlaston Junction(See page 78)9 65Darlaston O.F.10 01Noose Lane L.C. (CCTV)12 47Wolverhampton box area(Grand Junction lines)Darlaston exclusive toBushbury JunctionPortobello Junction(See page 80)12 6430To Wolverhampton lineWednesfield Heath Tunnel(179 yards)13 65to13 73Bushbury (Oxley) Junction(See page 124)15 2315 To Oxley lineBushbury Junction(See page 66)15 3220Through junction

RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksSOHO SOUTH JUNCTION TO PERRY BARR NORTH JUNCTION (SOHO LINES)4545 MAXIMUM PERMISSIBLE SPEEDSoho South Junction(See page 64)2 712 0625Soho South Junction and Soho East JunctionBirmingham New Streetbox area throughout.Soho East Junction(See page 73)238 2 025 Soho East Junction and Soho South Junction20 Through junction in all directionsSoho East G.E.Soho Road Junction(See page 73)Hamstead Tunnel(125 yards)2 331550 71to0 65C. Up at 1m. 6 telt (950 yards beforereaching signal NS.315)C. Up at 1m. Obeli. (950 yards beforereaching signal NS.285)DGL 69Perry Barr West Junction(See page 73)Perry Barr North Junction(See page 70)03920 004 10To Perry Barr South Junction lineThrough junctionC. Up at Om. 44ch. (650 yards beforereaching signal NS.283)CW. Up at Om. 08ch. (370 yards beforereaching signal NS.279)

SOHO EAST JUNCTION TO SOHO NORTH JUNCTION (SOHO CURVE LINES)2020MAXIMUM PERMISSIBLE SPEEDSoho East Junction(See page 72)2 38000Birmingham New Streetbox area throughout.Soho North Junction(See page 64)0 222 3810Through junctionON. Up at Om. I 9ch. (323 yards beforereaching signal NS.317)SOHO POOL WHARF TO SOHO ROAD JUNCTION1010MAXIMUM PERMISSIBLE SPEEDSoho Pool Wharf0 29OTSoho Road Junction(See page 72)0 03I 55Birmingham New Streetbox area.PERRY BARR WEST JUNCTION TO PERRY BARR SOUTH JUNCTION PERRY BARR LINES)2020MAXIMUM PERMISSIBLE SPEEDPerry Barr West Junction(See page 72)0 390 29Birmingham New Streetbox area.Perry Barr South Junction(See page 70)0 003 44C. Up at Om. 03ch. (560 yards beforereaching signal NS.278)

RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch. Spring andUnworked trailing pointsRemarksWINDSORSTREET GOODS TOASTON (WINDSORSTREET JUNCTION)2020MAXIMUM PERMISSIBLE SPEEDWindsor Street Goods0 41NBNBC. Arrival line at Om. I Ich.Aston (Windsor StreetJunction)(See page 70)00015615Through junctionBirmingham New Sonelbox area (Vauxhalllines)ASTON(LICHFIELDJUNCTION)AND LICHFIELDCITY6060MAXIMUM PERMISSIBLE SPEEDAston (Lichfield Junction)(See page 70)1730003545203545Through JunctionJunction and Om. 30ch.Om. 30ch. and Gravelly HillBirmingham New Streetbox area.Gravelly Hill118Erdington (EN)2 16Erdington2 31ABABChester Road2775050Through stationWylde Green3 39

Sutton Coldfield (SC)4 74304030 Through station, 4m. 71ch. and 5m. (bleb.ABABSutton Coldfield Tunnel(172 yards)5 04to5 12405m. 04ch. and 6m. 15ch.Four Oaks (PO) 6 2140 6m. 115ch. and 5m. 04ch.Butlers Lane 7 27AB AB Blake Street 8 IS 50 50 Through stationShenstone 1.0 53C. Up at 7m. 6 Leh. (660 yards afterpassing I.B. Home signal)C. Up at 8m. 39ch. (650 yards beforereaching 1.13. Home signal)50 50 1213 43 30 30 131 1 imp. at 16m. 57ch.16 5720 20 Main m and Platform lines 16m. 57ch. and I6m. 6 Ich. Station Yard WorkingLichfield City (LC) 16 61 gauthorised.(See page 76).aBESCOT JUNCTION TO WICHNOR JUNCTIONnd60 60 MAXIMUM 1 PERMISSIBLE SPEED2Bescot Junction8 5030 Through 1 junction(See pages 71 and 77) - 45 Bescot junction and Walsall boxWalsall box area.0• • Walsall (PleckJunction)(WL) 70 65 45 Walsall box and Bescot Junction(See pages 78 and 89) 5 42 20 To Darlaston line1col1cn 20 Fast line 61 m.p. and 6m. 41ch. Station Yard Working- Park Street Tunnel 6 34 I 0 Slow to fast(143 yards) to6 40 10Fast to slow

RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES—continuedRunning Line andSignalling SystemA.LoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or Between20 Fast and slow lines 6m. 4 kit and 61 m.p45 Fast and slow lines 6m. 41eh. and 7m. 0301.Catch, Spring andUnworked trailing pointsRemark sRyecroft Junction 6 77 15 To Birehills Power Station line(See pages 79 and 107) 20 To Rugeley line45 Fast and slow lines 7m. 03eh. and 6m. 4 Ieh.— —• • Rushall Crossing L.C. (RL) 8 08C. Down at 8m. 52ch.AB AB Ryders Hayes L.C. (RIG) 9 73• • DOI. 19 Norton Junction No. I 10 13AB AB• • Anglesea Sidings 12 37C. Up at 14m. 04ch.AB AB Fosseway LC. (AHB) 15 3245 16m. 50eh. and Fosseway L.C. Station Yard Working• • DPL 48 Lichfield City (LC) 16 61 20 20 Main and platform lines 16m. 50e11. and 7m. Welt authorised.UPL 48 (See page 75) 35 17m. 10eh. and Burton Old Road LevelCrossingAB AB Burton Old Road L.C. (AHB) 17 51•V• Lichfield T.V. Junction L.C. 18 15 35 Lichfield T.V. Junction box and 17m. Welt(See page 77)C. Up at 17m. 43ch. (820 yards beforereaching home signal)tx Brookhay LC. (AHB) 19 74C. Up at 18m. 54ch. (656 yards beforereaching home signal)

AB AB Fine Lane L.C.20 52Rodidge LC-21 16Alrewas L.C. (AS)22 09Up IL IS Four Oaks lineIL 2S Trent Valley lineWichnor Junction(See page 94)23 2516 3030Through JunctionDerby box area.LICHFIELD T.V. JUNCTION TO LICHFIELD TRENT VALLEY20 20MAXIMUM PERMISSIBLE SPEED•ABLichfield T.V. Junction L.C.(See page 76)18 150 22•BESCOT CURVE JUNCTION TO BESCOTLichfield Trent Valley(See page 25)00113116 2803JUNCTION (WEDNESBURY GOODS LINES)-20 2 0Bescot Curve Junction 4 7 3 1 5(See page 89) 0 00MAXIMUM PERMISSIBLE SPEEDThrough junction0 368 51Walsall box area.Bescot Junction(See pages 71 and 75)8 5015Through junctionWEDNESBURY TO BLOOMFIELD JUNCTION30 30MAXIMUM PERMISSIBLE SPEEDWednesbury LC. (WY)(See pages 89 and 92)3 273 2300020Through junctionJET

RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksETOcker Hill Tunnel(88 yards)0 63to0 671010 Im. lOch. and 11 rn.p.• • •Princes End L.C. (PE)163Tipton Curve Junction(See below)240 2 020 Through junction in all directionsWolverhampton box areaC. Up at 2m. 39ch. (652 yards before t o Bloomfield Junction.reaching signal PE.19)Bloomfield Junction(See page 65)255 I S8 45Through junctionTIPTON STATION JUNCTION TO TIPTON CURVE JUNCTION20 MAXIMUM PERMISSIBLE SPEEDTipton Station Junction(See page 65)Tipton Curve Junction(See above)8 230 20002 400IS Through junctionC. Down at Om. Hell. (782 yardsbefore reaching signal PE.19)Wolverhampton box area.WALSALL TO DARLASTON JUNCTION DARLASTON LINES)4040 MAXIMUM PERMISSIBLE SPEED1IWalsall (Pleck Junction)(WL)(See pages 75 and 89)5JP4411620 Through junctionWalsall box areathroughout.Darlaston Junction(See page 71)0 159 64

RYECROFT JUNCTION TO BIRCHILLS POWER SIDINGSINB-NBRyecroft Junction 6 77(See below and pages 0 3976 and 107)047057Birchills Power Sidings S.F. 4803620 2015MAXIMUM PERMISSIBLE SPEEDThrough junctionWalsall box area.RITCROFT JUNCTION TO RUGELEY NORTH JUNCTIONa.Ryecroft Junction(See above and pages76 and 107)45 45 MAXIMUM PERMISSIBLE SPEED6 79 20 Through junction Walsall box area.000C. Down at Om. 04ch.C. Down at Int 03ch. (200 yards afterpassing signal BEL 13)C. Down at 1m. 47ch. (725 yards beforereaching signal BH.6)• • Bloxwich L.C. (BH) 2 06 25 25 2 mg. and 2m. 30ch.AllAB• • Hednesford 9 12All AB• • Brereton Sidings 13 2520 20 3m. 15ch. and 3m. 22ch.IS 15 6m. 36ch. and 61 m.p.20 8m. 42ch. and 8m. 38ch.C. Up at 4m. 3 kb.C. Down at 8m. 55ch. (596 yardsbefore reaching home 1 signal)C. Up at 10 imp.ABAB30 141 imp. and Rugeley North JunctionRugeley 14 52C. Up at 14m. 26ch. (640 yardsbefore reaching home I signal)Rugeley North Junction 14 69 30 Rugeley North Junction and 141 m.p.(See page 26) 124 39

RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksPORTOBELLO JUNCTION TO WOLVERHAMPTON (CRANE STREET JUNCTION)PORTOBELLO JUNCTION TO 1 M.P. 50 50 MAXIMUM PERMISSIBLE SPEED1M.P. TO WOLVERHAMPTON 25 25 MAXIMUM PERMISIBLE SPEED—Portobello Junction i 2 64 30 Through junction Wolverhampton box area(See page 71) 0 04 throughout.C. Down at Om. lOch. (510 yardsbefore reaching signal WN.268)Heath Town Sidings I 34(See below)C. Down at Urn. 39ch. (468 yardsbefore reaching signal WN.266)C. Down at Om. 66ch. (486 yardsbefore reaching signal WN.126)C. Up at Itn. 21ch. (597 yardsbefore reaching signal W61.265)Wolverhampton, CraneStreet JunctionI 5912 60IS Through junction(See page 65)HEATH TOWN SIDINGS TO WEDNESFIELD15 IS MAXIMUM PERMISSIBLE SPEEDIOTHeath Town Sidings I 34 Woverhampton box area.(See above) 53 24Wednesfield G.F. 52 04

HEYFORD STATION TO BORDESLEY JUNCTIONHEYFORD TO BIRMINGHAM AND BRANCHESHEYFORD STATION TO AYNHO JUNCTION7575MAXIMUM PERMISSIBLE SPEEDAYNHO JUNCTION TO BORDESLEY JUNCTION9090MAXIMUM PERMISSIBLE SPEED ON MAIN AND FAST LINESTYSELEY SOUTH JUNCTION TO BORDESLEY SOUTH JUNCTION6060MAXIMUM PERMISSIBLE SPEED ON SLOW LINESHeyford75 21Aynho Junction box area.UGL 130Aynho Junction (AD(See page 60)81 024040To Oxford lineTo Bicester lineKings Sutton82 55AB ABAstrop Sidings EmergencyG.F.84 0275Main line 851 m.p. and 86m. 70ch.• • •PB AB AB ABBanbury South86 02OC0 2 2Banbury86 16• • • 0Banbury North86 2615Goods line to Banbury JunctionPB AB AB * "• • • •Banbury Junction87 317515Main line 86m. 70ch. and 851 imp.Goods line to Banbury SouthAB ABLittle Bourton L.C.88 21Down and Up IL atI mile distant.• •Claydon Crossing92 25AB AB

HEYFORD TO BIRMINGHAM AND BRANCHES—continuedRunning Lines andSignalling SystemA.LoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarks• • UGL 69 Fenny Compton 94 76DGL 84AB AB C. Up at 95m. 62ch. (657 yardsbefore reaching home signal)75 75 96 m.o. and 971 m.o.• • Greaves Siding 99 1380 100m. 38ch. and 1011 m.o.Harbury Tunnel 100 49(70 yards) to100 52AB AB75 1021 m.o. and 100m. 55ch.Fosse Road Emergency G.F. 103 0135 105m. 73e11. and 106m. 03ch.• • Leamington Spa Junction 106 07(LN)— —(See page 67) 20 Platform to mainDPL 44 Leamington Spa 106 25 25 Main to platform Station Yard Workingauthorised.UPL 55 30 Main to platform20 Platform to main Saltley box area from20 To Coventry 1Me Leamington Spa.40 106m. 23ch. and 105m. 73eh.Warwick 108 02C. Down at 107m. 48ch.Warwick G.E. 108 1480 108m. 47e11. and 109m. 54ch.80 109m. 54eh. and 108m. 47e11.C. Down at 108m. 59ch.

C. Down at 109m. 73ch.C. Down at 110m. 74ch.70 1111 m.p. and 1121 m.p.DGL 225 10 Goods loop to main S. Down, connection with HattonDPL 17 Hatton 112 14 10 10 To and from Back Platform lineend of DGL.(Back (See page 85)Platformline)10 To Stratford Upon Avon lineS. Down, connection from Lapworthend of Back platform lineHatton North Junction 112 51(See page 86) 70 1121 m.p. and 1111 imp.25 To Hatton West Junction lineC. Up at 113m. 72ch.Lapworth 116 31C. Down at I 15m. Olch.C. Down at 117m. 38ch.UPL 77 Dorridge 118 75 70 I 18m. 50eh. and 1161 imp.Bentley Heath L.C. 119 43 20 Up/Down passenger loop to main20 Main to Up/Down passenger loopWidney Manor 120 66

HEYFORD TO BIRMINGHAM AND BRANCHES—continuedRunning Lines andSignalling Sys emLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksSolihull 122 252 2a a Olton 124 II,7Acocks Green 125 0875 Main/Fast line, 125m. 05ch. and 126m. 67ch.LL, a. co cnCIn,1T 4-1:1060Tyseley South Junction 125 73 20 Main to slowcn (See page 86) 20 Slow to mainISa aTo Bearley Junction line..c2.c2Ty seley 126 05E-i E—121 65NBFast line, 1261 imp. and 126m. lOch.PB? ?Tyseley No. 1 S.F. 126 40PB : •/Small Heath South Junction(See page 87)126 59 2020Slow to mainMain to slow*Down Direction — NBUp Direction — PBN N_ Small Heath 127 042oBordesley South Junction 127 57 20 Bordesley South Junction and Bordesley JunctionUGL 197 15 Over Up Goods loopDGL 84Bordesley Junction 128 11 20 Bordesley Junction and Bordesley South Junction(See page 110) 41 44

HATTON STATION TO EVESHAM ROAD CROSSING60 60 MAXIMUM PERMISSIBLE SPEEDHatton 112 15 10 To Up Leamington line Saltley box are, Hatton(See page 83) 10 Back platform to south curve and Bearley Junction,10 South curve to Back platform exclusive15 South curve, Hatton Station andHatton West Junction112 1818 12Hatton West Junction 17 62(See page 86)15 South curve, Hatton West Junctionand Hatton StationClaverdon 16 38Bewley 13 19• • • Bearley Junction (BJ)(See page 87)12 58 35 Through junctions to double line andwith Tyseley line35 Through junctions to Hatton line and tosingle lineABABWilmeote II 49DGL 57 Stratford Upon Avon East 9 1735 9m. 25ch. and 8m. 63ch.C. Up at 10m. 62ch.AB AB Stratford Upon Avon 8 77•Evesham Road Crossing L.C. 8 43 35 Sm. 63ch. and 9m. 25ch.

HEYFORD TO BIRMINGHAM AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksHATTON NORTH JUNCTION TO HATTON WEST JUNCTION25 25 MAXIMUM PERMISSIBLE SPEEDHatton North Junction 112 51 Saltley box area(See page 83) 78 7 throughout.Hatton West Junction 17 62(See page 85)TYSELEY SOUTH JUNCTION TO BEARLEY JUNCTION60 60 MAXIMUM PERMISSIBLE SPEEDr—— _Tyseley South Junction 125 73 IS Through junction Saltley box area to(See page 84) 0 00 Spring Road, exclusiveC. Down at Om. 07ch. (433 yardsbefore reaching signal 161)Spring Road 0 57• • Hall Green (HG) 122AB AB Yardley Wood 2 48• • Shirley 3 66C. Down at 3m. 03ch.Whillocks End 4 60ABABWythall 5 59C. Down at 6m. 03ch. (800 yardsbefore reaching home signal)

EarlswoodThe Lakes6 657 50C. Up at 7m. 35ch. (801 yardsbefore reaching home signal)ABABWood EndWood End Tunnels (173 yards)8 568 62to8 70*Rule Book Section S.clause 3.3 and BlockRegulation 9 apply.Danzey10 43URS 40Henley in-Arden13 34C. Up at Ilm. 26ch.C. Up at 12m. 59ch.C. Up at 14m. 24ch.Wootton Watven15 22SO 50 17m. 04ch. and 17m. 25ch.IS IS MAXIMUM PERMISSIBLE SPEED ON "UP AND DOWN" GOODS LINE•Bearley Junction (31) 1711(See page 85)312 5069SMALL HEATH SOUTH JUNCTION TO BIRMINGHAM MOOR STREET (MOOR STREET LINES)60 60 MAXIMUM PERMISSIBLE SPEED ON MAIN LINESSmall Heath South Junction(See page 84)126 59Saltley box areathroughout.Small Heath127 04Bordesley128 03Birmingham Moor Street128 70

DROITWICH SPA AND WALSALL AND BRANCHESRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksDRO1TWICH SPA TO WALSALLDROITWICH SPA TO REGIONAL BOUNDARY 130+ M.P. 75 75 MAXIMUM PERMISSIBLE SPEEDREGIONAL BOUNDARY 130+ M.P. TO STOURBR1DGE JUNCTION 142 M.P. 70 70 MAXIMUM PERMISSIBLE SPEEDSTOURBRIDGE JUNCTION 142 M.P. TO WALSALL 60 60 MAXIMUM PERMISSIBLE SPEEDttAB• Droltwich Spa 126 26 40 Through junctionAB111 • • Hartlebury L.C. 131 72(See page 89)AB All60 60 134m. 55ch. and 135 m.p.• • IDOL 60 Kidderminster Junction (KJ) 135 17(See page 90)AB AB Kidderminster 135 46• • Blakedown Station LC. 138 51C. Down at 137m. 56ch. (731 yardsbefore reaching home signal)ABASHagley 140 29• • DGL 50UGL 59ABAllStourbridge Junction (SJ)(See pages 90 and 90142 25 15 To Galton Junction line Station Yard Workingauthorised.40 40 143m. 50eb. and 144m. 30eltC. Down at 143m. 53ch.

• •AB A B• •Kingswinford Junction South(See page 92)Round Oak South144 33145 431520352035To Pesnett line1451 m.p. and 145m. 45ch.145m. 45ch. and 1451 m.p.C. Down at 145m. 14ch. (506 yardsbefore reaching home signal)CW. Down at 145m. 43ch. (533 yardsbefore reaching home 2 signal)(Self-acting when box is closed)C. Down at 146m. 37ch.AB A BDudley Tunnel*(944 yards)147 37to147 793030146m. 70ch. and 147m. 'Sch.*Rule Book Section Sclause 3.3 and BlockRegulation 9 apply.• •AB A BDudley148 200 00154525154525148m. 07ch. and Of m.o.Of m.p. and If tn.p.2 m.p. and 2-1C. Up at Om. 44ch. (500 yardsbefore reaching home signal)• •Eagle Crossing L.C.2 21AB A BGoldshill O.F.2 54• •• •Wednesbury L.C. (WY)(See pages 77 and 92)Bescot Curve Junction(See page 77)Walsall (Heck Junction)(WL)(See pages 75 and 78)3 264 735JP44201520mm. and 31 mm.To Beseot lineC. Up at 4m. 13ch. (730 yardsbefore reaching signal WY.4)C. Up at 4m. 76ch.Walsall box area.HARTLEBURY TO STOURPORT ON-SEVERN1515MAXIMUM PERMISSIBLE SPEED•OTHartlebury(See page 88)Stourport-on-Severn131 72134 27

STOURBR1DGE JUNCTION TO STOURBRIDGE TOWN STATION 20 20 MAXIMUM PERMISSIBLE SPEEDDROITWICH SPA TO WALSALL AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksKIDDERMINSTER JUNCTION TO FOLEY PARK 15 15 MAXIMUM PERMISSIBLE SPEED• Kidderminster Junction (KJ) 135 17(See page 88)OT— Foley Park G.F. 136 10Junction (SJ)(See below and page 88)142JP211 0 TStourbridge Town 142 74S t ou r bCALTON JUNCTION r i d TO STOURBRIDGE JUNCTIONg eGALTON JUNCTION TO SMETHWICK JUNCTION 35 35 MAXIMUM PERMISSIBLE SPEEDSMETHWICK JUNCTION TO STOURBRIDGE JUNCTION 60 60 MAXIMUM PERMISSIBLE SPEEDGalion Junction(See page 65)Galion Tunnel 3 71(164 yards) to3 783 64 Birmingham New Streetbox area.C. Down at 3m. 69ch. (346 yardsbefore reaching Smethwick Junctionhome signal)Smethwick Junction 4 05 20 To Handsworth line(See page 91)4 08133 32

AB A B•UGL 64Smethwick WestLangley Green (LG)AB A BLangley Green West L.C.(CCTV)•DGL 65 Rowley Regis (RR)AB A BAB A B•Rowley RegisOld Hill Tunnels (896 yards)Old HillCradley L.C. (CY)LyeStourbridge Junction (SJ)(See pages 88 and 90)HANDSWORTH TO SMETHWICK JUNCTION-HandsworthSmethwick Junction(See page 90)133 37134 46134 60136 00136 14136 40to137 01137 30138 65140 14141 06142 51131 64133.1P324 085040204015155550151341 m.p. and 135 rn.p.135 m.p. and 1341 m.p.136m. 30ch. and 137m. 46ch. (Coaching Stock trains andfreight trains not requiring to apply wagon brakes)136m. 30ch. and 138m. 64ch. (Freight trains requiringto apply wagon brakes)138m. 32ch. and 138m. 64ch.1391 m.p. and 1381 m.p.Through junctionMAXIMUM PERMISSIBLE SPEEDC. Up at 136m. 30ch. (752 yardsbefore reaching home 2 signal)C. Up at 137m. 05ch. (410 yards)after passing I.13. home signal)C. Up at 137m. 72ch. (926 yardsbefore reaching I.B. home signal)C. Up at 139m. it 1 ch. (550 yardsbefore reaching home signal)*Rule Book, Section Sclause 3.3 and BlockRegulation 9 apply.*Local Instruction: Seepage 285

DROITWICH SPA TO WALSALL AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksKINGSWINFORD JUNCTION SOUTH TO PENSNETT40 40 MAXIMUM PERMISSIBLE SPEED• Kingswinford Junction South 144 33 IS Through junction(See page 89)OTBromley G.F. 145 13_ Pensnett G.F. 145 73SWAN VILLAGE TO WOLVERHAMPTON STEEL TERMINALSWAN VILLAGE TO WEDNESBURY CENTRAL 15 15 MAXIMUM PERMISSIBLE SPEEDWEDNESBURY CENTRAL STEEL TERMINAL TO WOLVERHAMPTON IS 15 MAXIMUM PERMISSIBLE SPEEDSTEEL TERMINAL_Swan Village 135 20(End of line)&00OT tSwan Village Tunnel 135 55t Staff kept at(400 yards)toWednesbury Central135 73 Steel Terminal.*Local Instruction: Seepage 285—, Wednesbury Central 136 53(Commencement/End ofStaff Section)Siding— — — Wednesbury Central Steel 136 77Terminal(See pages 77 and 89)It],

DERBY TO BLACKWELL AND BRANCHES1DERBY, LONDON ROAD JUNCTION TO BIRMINGHAM, PROOF HOUSE JUNCTIONLONDON ROAD JUNCTION TO 31 M.P. (NEAR KINGSBURY JUNCTION)90 90 MAXIMUM PERMISSIBLE SPEED ON MAIN AND FAST LINES31 M.P. (NEAR KINGSBURY JUNCTION) TO PROOF HOUSE JUNCTION 75 75 MAXIMUM PERMISSIBLE SPEED ON MAIN AND FAST LINES- -Ir , r, 1 )London Road Junction(See page 158)127 54 IS 15 Through Junction in any direction000 25 Over goods line to L. & N.W. JunctionDerby box area toTamworth exclusive2 2 00 00 0L. & N.W. Junction 0 75 25 Over goods line to London Road JunctionPeartree I 162 0OL 140 Melbourne Junction 127 20 To Sinfin line(See page 96)Sunny Hill 2 34Stenson Junction 4 50 30 To Sheet Stores Junction line(See page 96)North Stafford Junction 5 14 40 To Stoke line(See page 97)Clay Mills Junction L.C. 8 54 15 Over goods line to Branston JunctionHorninglow Bridge Junction 10 330 Burton on Trent 10 67 50 50 Main lines 10m 48ch and JIm 02chLeicester Junction 117 30 To Moira line(See page 101)

DROITWICH SPA TO WALSALL AND BRANCHES—continuedRunning Lines andSignalling System-LoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarks-I Branston Junction 12 15 15 Over goods line to Clay Mills Junction(See page 103) 15 To Branston Sidings lineWichnor Junction G.F. 16 30 30 To Lichfield line(See page 77)DGL 133 Elford &F. 19 40S. Down at 20m 17ch (connection Saltley box area Tamworth_ from Tamworth end of DGL) inclusive and LandorStreet J unctionTamworth 23 58Wilnecole 25 47Kingsbury S.F. (KY) 28 26(See page 103)Kingsbury Junction 29 39 30 To Whitacre Junction line(See page 104)Water Orton G.F. 33 15I_Water Orton East Junction(See page 107)33 23 70 70 Through junction from and to Kingsbury3c130 To Nuneaton line1 40 Fast to goodsJunction direction0 a0 0 0Water Orton 34 5420 Goods line 35m. °Sch. and 35m. 28ch.Water Orton West Junction 35 15 15 To Park Lane Junction line(See page 107) 15 Goods line Water Orton West Junctionand Water Orton East JunctionCastle Bromwich Junction 36 14 25 i o Walsall line(See page 107) 25 Main to Goods

Bromford Bridge38 18Washwood Heath EastJunction38 44to 0.to--cr2c(—tjBo.? a PB)pot • Washwood Heath SidingsNo. 2 S.F. (WW2)39 44cto? PB 2 ..cbaCCtPBWashwood Heath SidingsNo. I S.F. (WWI)(Washwood Heath WestJunction)39 65111 0. Duddeston Junction 40 3140ISGoods line 39m 68ch to 39m 63chMain line 404 m.p. and 4Im 22chC. Down Main at 40m. 27ch. (594 yardsbefore reaching signal SY.204)4-47.Saltley (SY) 40 48(Landor Street (Goods lineJunction)(See page 110)Landor Street Junction(See page 110)Grand Junction 41 26(See page III)40 60 IS3040To Camp Hill lineMain line 4Im 22ch and 40,1 m.p.4Im 22ch and Proof House Jn.C. Down at 40m 64ch (800 yards)before reaching signal NS. 28)Birmingham New Streetbox area GrandJunction and ProofHouse JunctionCW. Down Derby at 41m 43ch (176yards before reaching Signal NS.137)Proof House Junction(Derby lines)41 37 30 Proof House Junction and 4Im 27ch112 05Proof House Junction 112 19(See pages 64 and 69)

DROITWICH SPA TO WALSALL AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksMELBOURNE JUNCTION TO SINFIN30 30 MAXIMUM PERMISSIBLE SPEED— Melbourne Junction 127 20 Through Junction Derby box area(See page 93)131 15*Local Instructionsee page 257Sinfin North 130 73TilSinfin Central 130 37— End of line 129 79SHEET STORES JUNCTION TO STENSON JUNCTIONSheet Stores Junction(See pages 157 and 171)50 50 MAXIMUM PERMISSIBLE SPEED119 62 15 Through JunctionTrent box area SheetStores Junction andBack Lane L.C. inclusiveLock Lane L.C. 120 29Castle Donington 123 33Back Lane L.C.(R/G) 123 68Worthington Junction(See page 97)127 2740 40 1271 m.p. and 128 nip.Stenson Junction 132 12 30 Through Junction(See page 93) 4 50C. Down at 125m 17chC. Down at 126m 06ch Derby box area fromBack Lane L.C.exclusive andStenson JunctionC. Down at 131m I9ch

WORTHINGTON JUNCTION TO WORTHINGTON2020MAXIMUM PERMISSIBLE SPEEDOTWorthington Junction(See page 96)Worthington127 2710 715 29NORTH STAFFORDJUNCTION TO STOKEJUNCTION7070MAXIMUM PERMISSIBLE SPEED7 North Stafford Junction 5 14 40 Through junction30 10(See page 93)Findern L.C. (AHB) 29 49C. Down at 29m. 79ch. (623 yardsbefore reaching signal DY.298)Derby box areea, NorthStafford Junction andWillingtoninclusiveWillington L.C. (AHB) 29 19Egginton L.C. (AHB) 27 50Hilton L.C. 27 08• • Egginton Junction (EN) 26 69(See separate publicationfor Research Dept. line)AB AB Marston L.C. 25 20• • Tutbury Crossing L.C. 24 13ABAB• • Tutbury Yard 24 0050 251 mm. and 251 m.p.Down and Up IL at11milDown and Up IL ate + mile distant.distant.

DROITWICH SPA TO WALSALL AND BRANCHES—continuedRunning Lines andSignalling Systemb.LoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksAB AB Scropton L.C. 22 53• • Sudbury L.C. 20 67Dovefields L.C. (RIG) 19 62ABABUttoxeter 16 29 30 30 I6m. 5 Id'. and 16m. Neb.Uttoxeter West L.C. (CC TV) 16 18• • Pinfold Crossing L.C. 16 012 AB o AB o• • CIHockley Crossing LC. 15 61Loxley Lane L.C. (AHB)14 II50 144 imp. and 13f imp.ABABBramshall L.C. (AHB) 13 3250 131 imp. and 14+ m.p.C. Down at 13m. 67ch.• Ill Leigh L.C. 10 24Down 3S2L. Requiring toapply wagon brakes atCaverswallAB AB Upper Leigh L.C. 9 57 Down and Up IL atI mile distant.• • Cresswell L.C. 6 76(See page 99)AB AB• • Stallington L.C. 5 42ABt AB

• •Blythe Bridge L.C.5 19AR AR• •DGL 60UGL 65Caverswall LC.4 20C. Down at 5m. 07ch. (600 yardsbefore reaching outer home signal)S. Up at 4m. 54ch. (90 yards afterpassing starting signal (normal liefor main line))AB ARMeir Tunnel(814 yards)Langton3 49to3 12I 7140304031 imp. and 3 m.p.3 m.p. and If imp.C. Up at 3m. I Ich.C. Up at 2m. 25ch. (444 yards afterpassing Foley Crossing startingsignal)Rule Book, Section S,clause 3.3 and BlockRegulation 9 apply.Foley Crossing1563050Im. 56eh. and 3 m.p.1m. 'Lich. and lm.Stoke Junction(See pages 113 and 116)0 0020 3615Through junctionC. Up at Im. lOch. (597 yards beforereaching home signal)C. Up at Om. 52ch. (300 yards afterpassing signal SE.115)C W. Up at Om. 06ch. (241 yards beforereaching signal SE. 115)Stoke box area fromFoley CrossingexclusiveCHEADLE TO CRESS WELL15ISMAXIMUM PERMISSIBLE SPEEDCheadle3 73OT•Cresswell(Termination of SingleLine Board)(See page 98)0 007 08

DROITWICH SPA TO WALSALL AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p. h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksKNIGHTON SOUTH JUNCTION TO LEICESTER JUNCTION45 45 MAXIMUM PERMISSIBLE SPEED FOR CLASS 1 TO 6 TRAINS AND LIGHTLOCOMOTIVE (NOT APPLICABLE TO PASSENGER TRAINS)25 25 MAXIMUM PERMISSIBLE SPEED FOR CLASS 7 TO 9 TRAINS• Knighton South Junction 97 45 20 Through junction(See page 156)TSaffron Lane G.F. 98 021520152098m. Olch. and 98m. lOch.99m. 30ch. and 100m. lOch.Desford L.C. (AHB) 104 65?DRS 64• • URS 52 Desford Colliery Sidings 106 57 IS Single to Goods20 108m. 30ch. and 1144 m.p.C. Down at 108m. 47ch.ABABC. Down at 109 m.o.1• • Bardon Hill L.C. (BH) Il l 23C. Up at III m.p. (191 yards afterpassing starting signal)ABABiCoalville Junction(See page 102)112 13 Coalville Crossingbox area.

A•URS 52Coalville Crossing L.C.112 62AB 6-i-A13— AB A BCr 3PB: A•:AMantle LaneSwannington L.C. (AHB)Moira West Junction (MW)(See page 102)Gresley Tunnel*(623 yards)113 05114 01120 67121 62to122 102020201141 m.p. and 108m. 30ch.1191 m.o. and 121m. 45ch.121m. 45th. and 1191 m.p.C. Up at 122m. 13ch. (800 yardsbefore reaching home 1 signal)C. Up at 123m. 73ch.Derby box area, GresleyTunnel inclusive andLeicester Junction.*Trolleys must not beplaced on the line inthis tunnel inaccordance with RuleBook, Section S.Swadlincote G.F.(See page 103)124 20AADrakelow East CurveJunction125 17Drakelow West CurveJunction125 59C. Up at 125m. 55ch. (714 yards beforereaching signal DY.129)Birmingham Curve Junction(See page 103)126 40C. Up at 126m. 39ch. (981 yards beforereaching signal DY.133)CM/. Up at 126m. 52ch.Leicester Junction(See page 93)127 0011 17ISThrough junction

DROITWICH SPA TO WALSALL AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksMEASHAM TO MOIRA WEST JUNCTION— Measham 3 57 20 20 MAXIMUM PERMISSIBLE SPEEDOT Donisthorpe Sidings G.F. 149• Moira West Junction (MW) 0 00(See page 101) 12011372COALFIELDS FARM GROUND FRAME TO COALVILLE JUNCTION15 15 MAXIMUM PERMISSIBLE SPEED_ Coalfields Farm G.F. 0 00•CW. at Om 07ch (130 yards afterpassing Coalfields Farm G.F. downstarting signal — Trailing in downNot M.P. Mileage*Local Instruction —see page 292Coalville Junction 0 62 direction) Coalville Crossing box(See page 100) 112 13 area

SWADLINCOTE TO CA DLEY HILL COLLIERYISISMAXIMUM PERMISSIBLE SPEEDSwadlincote G.F.(See page 101)124 20128 28Cadley Hill LW& G.F.Cadley Hill E.W.S. O.F.BIRMINGHAM CURVE JUNCTION TO BRANSTON JUNCTION128 01126.54*Local Instruction —see page 2932020MAXIMUM PERMISSIBLE SPEEDBirmingham Curve Junction(See page 101)126 40Derby box areait)1-•Branston O.F.127 13*Local Instruction —see page 288Branston Junction(See page 94)127 1915Through JunctionDerby box areaKINGSBURY SHUNTING FRAME TO BADDESLEY COLLIERY GROUND FRAMEISISMAXIMUM PERMISSIBLE SPEEDbtKingsbury S.F.(See page 94)28 260 03Saltley box area.OTKingsbury Branch SidingsG.F.0 34102 imp. and Im 47chBirch Coppice Colliery2 23Baddesley Colliery G.F.4 42

DROITWICH SPA TO WALSALL AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksKINGSBURY JUNCTION TO WHITACRE JUNCTION60 60MAXIMUM PERMISSIBLE SPEEDKingsbury Junction(See page 94)29 3930Through JunctionSaltley box areathroughoutI / DGL 132 Whitacre Junction 31 69 20 20 Through Junction and round curve(See page 106) irD5 from and to Kingsbury JunctionWIGSTON NORTH JUNCTION TO NUNEATON SOUTH JUNCTIONWIGSTON NORTH JUNCTION TO NUNEATON MIDLAND JUNCTION 75 75 MAXIMUM PERMISSIBLE SPEEDNUNEATON MIDLAND JUNCTION TO NUNEATON SOUTH JUNCTION 40 40 MAXIMUM PERMISSIBLE SPEED• • Wigston North Junction 95.11ABAB(See page 156)Glen Parva Junction(See page 169)Glen Parva O.F. 14 5340 Through Junction-3140 40 Wigston North in. and Glen Parva .16.1.763- 14 57 20 To Wigston South Junction line S. Down at 14m. 57ch. (Trailing3connection from South Curve line)7.Wigston North Junction Ibox areaNarborough 11 64 10 To Enderby line Down IL2S Abbey(See page 105)Junction directionAB AB Up IL25 WigstonSouth Junction.• DRS 60 Croft Sidings 10 04 3LIS Coalville.AB AB Hinckley 4 00

Hinckley3 70ABABNuneaton Midland Junction(See below)058 3 020To Nuneaton South Junction directionTo Abbey Junction lineC. Up at 3m. 09ch. (700 yards beforereaching outer home signal)Nuneaton (South Junction)(NN)(See page 24)0.1P02 2 596 69To down fast, down slow, platform I,and up slowNARBOROUGH STATION TO ENDERBY2020MAXIMUM PERMISSIBLE SPEED•SidingsOTNarborough(See page 104)Commencement of BranchI I 640'140 0110Through JunctionNot M.P. mileageEnderby2 33NUNEATON MIDLAND JUNCTION TO ABBEY JUNCTION4545MAXIMUM PERMISSIBLE SPEEDNuneaton Midland Junction(See above)0 5811 3120Through JunctionIAB I A BAbbey Junction (AJ)(See page 106)9.1135930Through Junction

DROITWICH SPA TO WALSAEL AND BRANCHES—continued_Running Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksNUNEATON NORTH JUNCTION TO WATER ORTON EAST JUNCTIONNUNEATON NORTH JUNCTION TO ABBEY JUNCTION 30 30 MAXIMUM PERMISSIBLE SPEEDABBEY JUNCTION TO WATER ORTON EAST JUNCTION 75 75 MAXIMUM PERMISSIBLE SPEEDNuneaton North Junction 97 36 25 Over down Birmingham line to 10m 13ch Nuneaton box area(See page 25) 10 18 25 To up fast, up slow, down slow andplatform 120 To up goods loop• Abbey Junction (AJ) 9JP59 30 To Nuneaton Midland Junction line(See page 105)C. Down at 9m 03ehC. Down at 8m lochC. Down at 7m 38chC. Down at om 58chArley Tunnel 6 55 Saltley box area from(709 yards) to 30 30 Through Arley Tunnel Abbey Junction exclusive6 22Trolleys must not beC. Up at 5m23chplaced on the line inC. Up at 4m 48chthis tunnel inC. Up at 3m 53chaccordance withC. Up at 2m 72ch Rule Book, Section 5.Daw Mill 2 0420 24 m.p. and If m.o. C. Up at 1m 72ch20 ITimp.and21line and round curve to 32m. 04ch.mTo Kingsbury Junction line.o.DGL 88 Whitacre Junction 0 00 30 30 Through junction from and to Nuneaton(See page 104) 31 6920C. Up at Om 72chC. Up at Om 05ch

DRS 50Coleshill33 16Water Orton East Junction(See page 94)24 4330Through junctionWATER ORTON WEST JUNCTION TO PARK LANE JUNCTIONAWater Orton West Junction(See page 94)40 40MAXIMUM PERMISSIBLE SPEED35 15 15 Through junction Saltley box areathroughoutPark Lane Junction(See below)36 04 20 Through junctionsCASTLE BROMWICH JUNCTION TO RYECROFT JUNCTION45 45 MAXIMUM PERMISSIBLE SPEED, ALSO APPLICABLE TO PASSENGER TRAINSAACastle Bromwich Junction(See page 94)APark Lane Junction(See above)ASutton Park G.E.AldridgeA1 Ryecroft Junction(See pages 76 and 79))36 14 25 Through junction0 580 00 20 20 Through junction in all directions36 0440 1444 7347 536 7135 35Saltley box area,Castle BromwichJunction and SuttonPark. G. F. inclusiveC. Down at 36m. I Och.C. Down at 36m. 73ch. (264 yardsafter passing signal SY.266)C. Down at 39m. 34ch. (785 yardsbefore reaching signal SY.268)C. Down at 44m. 17ch. (818 yards Walsall box area,before reaching signal WLAO)Sutton Park G.F.461 m.p. and 47 m.p. C. Up at 46m. 46ch. exclusive and RyecroftC. Up at 47m. 19ch. (581 yards before Junction.reaching signal WL.208)

DROITWICH SPA TO WALSALL AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksBIRMINGHAM NEW STREET TO BLACKWELL 90 90 MAXIMUM PERMISSIBLE SPEED ON MAIN AND EAST LINES70 70 MAXIMUM PERMISSIBLE SPEED ON SLOW LINES• • Birmingham New Street (NS)(See page 64)0 16 10 10 All lines 112m. 58ch. and 42m. 40eh. Birmingham New Streetbox area to University.42 35Holliday Street Tunnel* 42 40 20 20 Through Holliday Street Tunnel IL when leaving tunnel.(307 yards) to42 54 30 42m. 54ch. and 431 in.p.Canal Tunnel* 42 57 *Trolleys must not be(225 yards) toplaced on the line in42 67this tunnel inaccordance withRule Book. Section S.Granville Street Tunnel* 42 68(81 yards) to42 72Bath Row Tunnel* 42 78(210 yards) to43 07C. Down at 43m. 08eh. (558 yardsFive Ways 43 18 before reaching signal NS.247)30 431 m.p. and 42m. 54eh.50 431 m.p. and 45m. lOch.Church Road Tunnel 43 56(106 yards) to43 61University 44 73Seliv Oak 45 5050 45m. Rich. and 431- rn.p.60 45m. 10eh. and 47m. 30ch.C. Down at 45m. 12ch. (939 yardsbefore reaching signal SY.52)Saltley box area,University toBlackwell exclualve

Bournville&ford West Junction(See page III)46 5847 20C. Up at 46m. 40ch. (880 yardsbefore reaching signal SY.51)C. Down at 46m. 45ch. (935 yardsbefore—reachings i g60 47m. 30eit and 45m. lOch.S. Up n at 47m. l 20ch. (Junctiontrailing S Y points)CW. . Down at 47m. 28ch. (285 yards4before 6 reaching signal SY.44)45 45 47m. 30e11. and 47m. 58e11.)Pershore Road Tunnel 47 34(62 yards) to47 37Kings Norton Station Junction 47 48 30 To Camp Hill lineKings Norton 47 64Kings Norton Junction 48 02 40 Slow to fast(See page 110) 46 77 25 To Camp Hill lineNorthfield 48 12Longbridge 49 12Halesowen Junction 49 21 20 Slow to main20 Goods to main25 Main to slowCofton Sidings 50 34Barnt Green(See page 111)51 67 40 Main to Goods Gloucester box area,from BlackwellinclusiveDGL 80 Blackwell 53 29

DROITWICH SPA TO WALSALL AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down! Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksSA LTLEY (LA NDOR STREET JUNCTION) TO KINGS NORTON JUNCTION (CAMP HILL LINES)Saltley (SY) (Landor Street(Goods line) Junction)(See page 95)Landor Street Junction(See page 95)St. Andrews Junction(See page III)40 4840 6041 IS60 6 0 MAXIMUM PERMISSIBLE SPEED15 1 515 Through junctionThrough junction from and to SaltleydirectionC. Down Goods at 40m. 60ch. (616yards before reaching signal SY.88)C. Down at 41m. I I ch. (600 yardsbefore reaching signal SY.86)Saltley box areathroughout.Bordesley Junction(See page 84)41 442015To Grand Junction lineTo Small Heath lineC W. Down at 41m. 57ch. (645 yardsbefore reaching signal SY.52)C. Down at 42m. 60ch. (999 yardsbefore reaching signal SY.76)C. Down at 43m. 40ch. (149 yardsbefore reaching Moseley Tunnel)Moseley Tunnel(155 yards)43 47to43 54Lifford East Junction(See page 11 1)46 11S. Up at 46m. licit (Junctiontrailing points)Kings Norton46 59Kings Norton Junction(See page 109)46 7748 0225Through junction

SAINT ANDREWS JUNCTION TO GRAND JUNCTION2525MAXIMUM PERMISSIBLE SPEEDSaint Andrews Junction(See page 110)Grand Junction(See page 95)41 180000 5241 261515Saint Andrews Junction andExchange SidingsSaltley box area.Birmingham New Streetbox area.LIFFORD EAST JUNCTION TO LIFFORD WEST JUNCTION1010MAXIMUM PERMISSIBLE SPEEDLifford East Junction(See page 110)46 IISaltley box areathroughout.Lifford West Junction(See page 109)46 3647 20C. Up at 46m. 32ch. (443 yards beforereaching signal SY.65)S. Down at 46m. 36ch. (junctiontrailing points)BA RNT GREEN TO REDD1TCH3535MAXIMUM PERMISSIBLE SPEEDBarnt Green(See page 109)51 6715Barnt Green Station and Barnt GreenSingle Line JunctionC. Up at 52m. 08ch. (675 yards beforereaching signal SY.9)Saltley box area,Barnt Green andBarnt Green SingleLine Junction.Barnt Green Single LineJunction52 11301530Barnt Green single line junction andBarnt Green StationBarnt Green single line junction and531 imp.

DROITWICH SPA TO WALSALL AND BRANCHES continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksAlvechurch53 47Redditch box area fromBarnt Green SingleLine Junction.•Redditch56 2720 2056 m.p. and Redd itch StationRedditch56 61*Station Yard Workingauthorised.COLWICH TO MACCLESFIELD AND BRANCHESCOLWICH TO MACCLESFIELD85 85 MAXIMUM PERMISSIBLE SPEED ON MAIN LINES30 30 MAXIMUM PERMISSIBLE SPEED ON GOODS LINES• • Colwich(See page 26)127.1P07 45 Through junction with slow line and 38m. 49ch.Colwich box area to38 61 50 38m. 49ch. and 38m. 36ch.Aston-by-Stone L.C.50 38m. 36ch. and junction with slow line exclusive60 60 38m. 36ch. and 37+ m.p.80 80 37+ m.p. and 36+ imp.Mixon L.C. (AHB) 35 5075 75 31 m.p. and 30,4 rn.p.Aston-by-Stone L.C. 28 64(AHB)

Church Lane L.C. 27 63• Meaford Crossing L.C. 27 1775 27+ imp. and 26m. 70ch.Stone Junction(See page 116)27 00 25 To Norton Bridge line Stoke-on-Trent box area,Stone Junction toEtruria.Stone Junction G.F. 26 78Whitebridge 26 70 75 26m. 70ch. and 27+ m.p.Barlaston L.C.S.F. 24 45 75 75 251 m.p. and 24+ rn.p.Wedgwood L.C. 24 0060 21m. 47ch. and 20m. 45cb.Stoke Junction (Goods line) 21 0560 20m. 45ch. and 21m.47ch.30 20m. 45ch. and 19m. 6 Ich.Stoke Junction 20 33 15 To Derby line(See pages 99 and 116) 15 To Leek Brook Junction lineUGL 35* Signal SE.95 *Viaduct Siding No. I.2 P UPL 36 Stoke-on-Trent 20 00 15 Over Up platform line?• Stoke-on-Trent (SE) 19 616030 19m. 6 I ch. and 20m. 33ch.19m. 6Ich. and 18+ m.p.Station Yard Workingauthorised.

COLWICH TO MACCLESFIELD AND BRANCHES-continuedRunning Lines andSignaling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarks_ Etruria 18 64•t• • • • Grange Junction (GE) 18 26Longport 17 03• • • • Longport Junction (LT) 16 71A ••I • • I Bradwell Sidings (BS) 16 30Harecastle Tunnel 14 25(260 yards) to14 1360 187518-1m120 Goods. m.p. line, 181 imp. and 18+- imp.pa n. da1n5d m1.93m0. c6hI.ch.• • Kidsgrove Central (KB) 13 66 IS To Crewe line(See page 118)C. Down at 16m. °Bch. (840 yardsbefore reaching signal KC.105)C. Down at 15m. 55ch. (630 yardsbefore reaching signal KC.I03)75 15m. 30ch. and 18+ tn.p.50 I5m. 30ch. and I4m. 75ch. C. Down at 15m. I4ch. (695 yards15 65 50 15m. 05ch. and 15m. 30ch. before reaching signal KC.101)16 00 75 14m. 75ch. and I 3m. 40ch.C. Up at 14m. 49ch. (560 yards beforereaching signal BS.I04)DGL 60 Liverpool Road S.F. 13 40 75 13m. 40ch. and I5m. 05ch.

Mow Cop EC. (MC)rrseCongleton8 127575Round curves, through stationMacclesfield box area,Congleton toMacclesfield.Congleton G.F.8 02North Rode G.F.4 67C. Down at Sm. 65ch. (570 yardsbefore reaching signal MD.I21)C. Down at 5m. I8ch. (738 yardsbefore reaching signal MD. 137)C. Down at 4m. 47ch. (897 yardsbefore reaching signal MD.119)C. Down at 3m. 72ch. (944 yardsbefore reaching signal MD.117)C. Down at 3m. 30ch. (655 yardsbefore reaching signal Ma 115)C. Down at 2m. 60ch. (838 yardsbefore reaching signal MD.113)C. Up at 2m. 06ch. (981 yardsbefore reaching signal MD.118)C. Up at 1m. 35ch. (893 yardsbefore reaching signal MD.120)C. Up at Om. 79ch. (569 yardsbefore reaching signal MD.122)C. Up at Om. 4 I ch. (520 yardsbefore reaching signal MD.124)D &UPL 37Macclesfield (MD)(See Northern SectionalAppendix)0 206565I rn.p. and 0 ram.Station Yard Workingauthorised.

COLWICH TO MACCLESFIELD AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksNORTON BRIDGE SOUTH JUNCTION TO STONE JUNCTION75 75 MAXIMUM PERMISSIBLE SPEED— Norton Bridge South 138 40 Norton Bridge box area.-0Junction.5. (See page 27)• - 3 w •Norton Bridge (NB) 138 72 30 Over recess line to slow line0ti.. 030 30 Recess line and Stoke lines_ DGL 40 Norton Bridge North 139 00 30 Stoke line to fast lineUGL 65 Junction 3 562 2 (See page 27) S. Down at 3m. 24ch. (connectionCfrom Stone end of DGL)—C. Down at 2m. 63ch. (985 yardsbefore reaching signal SE.222)Stone250 08Om. i Sch. and JunctionStoke-on-Trent box area.'— Stone Junction 0 00 25 Junction and Om. I5ch.(See page 113) 27 00STOKE JUNCTION TO CALDON QUARRYSTOKE JUNCTION TO 1+ M.P. 10 10 MAXIMUM PERMISSIBLE SPEED11 M.P. TO ENDON 15 15 MAXIMUM PERMISSIBLE SPEEDENDON TO LEEK BROOK JUNCTION 45 45 MAXIMUM PERMISSIBLE SPEEDLEEK BROOK JUNCTION TO CALDON QUARRY 20 20 MAXIMUM PERMISSIBLE SPEEDI- Stoke Junction(See pages 99 and 113)20 33 Stoke-on-Trent box0 00area.A AB Fenton Manor Tunnel 0 63(106 yards) to0 68

Abbey LC. 3 20Milton Junction 3 J P 5 10 00ETStockton Brook Tunnel 2 09(72 yards) t o2 12Endon L.C. (OPEN, 3 IItype 1(a))•Leek Brook Junction 6 6 5(See below) 0 00IS 1 515 1 515 1 56m. 36ch. and Leek Brook JunctionThrough junction in any directionLeek Brook Junction and 01 m.p.10 1 0Over Level Crossing at Im. 54ch.TS*Apesford L.C. 3 2010 1 0Over Level Crossing at 3m. 69ch.*Local Instruction: Seepage 295.Caldon Quarry8 0810 10Over Level Crossings between 51 imp.and 6 m.p.Down and Up IL 1 miledistant.OAK AMOOR. BRITISH INDUSTRIAL SAND SIDING TO LEEK BROOK JUNCTION25 25MAXIMUM PERMISSIBLE SPEEDOakamoor. B.I.S. Siding10 07Boltons Siding L.C.12 40OTCheddleton L.C. (TMO)Cheddleton Tunnel(530 yards)16 4517 04to17 24•Leek Brook Junction(See above)17JP576 6515Through junction

COLWICH TO MACCLESFIELD AND BRANCHES—coninuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksKIDSGROVE CENTRAL TO CREWE SOUTH JUNCTION• a• 70 70 MAXIMUM PERMISSIBLE SPEEDABABKidsgrove Central 13.11(See page 114) 3 0 006815 Through junctionC. Up at Om. 05ch. (550 yards beforereaching home signal)50 11 imp. and Alsager East Junction? • • • Alsager East Junction 172 15 Passenger trains over Down Goods line:NB AB AB :NB• • • ; Alsager Station L.C. 2 39 15 Passenger trains over Up ThroughSidingAB AB C. Up at 3m. 00ch. (509 yards beforereaching home signal)C. Up at 3m. 70ch. (22 yards after• • Radway Green L.C. 4 07 passing starting signal)AB AB Barthomley L.C. (R/G) 4 7760 60 5 m.p. and 7 imp.-_ _ North Stafford Junction 7 70 Crewe South Junctionrt. (See page 52) box area.DGL 62 827UGL 65 157,• Crewe South Junction (CS)(See page 28)157 61 20 20 All lines and through all connectionsbetween running lines between13m. 13ch. and Crewe SouthJunction

WOLVERHAMPTON TO CHESTER AND BRANCHESWOLVERHAMPTON (NORTH JUNCTION) TO OXLEY 1431 M.P. 60 60 MAXIMUM PERMISSIBLE SPEEDOXLEY 143+ M.P. TO SHREWSBURY70 70 MAXIMUM PERMISSIBLE SPEED ISHRFWS111 -• - IRV - TO • NORTH OF CHIA IC 1Q4 MP • 2M A X I M U M DPPkATeetill C OEVT1 Ert l)-60 MULTIPLE nurt • rn A TILICMAXIMUM PERMISSIBLE SPEED FOR ALL OTHER TRAINS1. NORTH OF CHIRK 1941 M.P. TO RUABON 60 60 MAXIMUM PERMISSIBLE SPEED IRUAI3ON TO WREXHAM NORTH 202+ M.P. 70 70 MAXIMUM PERMISSIBLE SPEED FOR MULTIPLE UNIT TRAINS60 60 MAXIMUM PERMISSIBLE SPEED FOR ALL OTHER TRAINSWREXHAM NORTH 2021 M.P. TO SALTNEY JUNCTION 60 60 MAXIMUM PERMISSIBLE SPEEDWolverhampton (North 13 32 45 Through junction Wolverhampton box areaJunction) 1 10 Through connections to and from(See page 66)0Herbert Street Goods depotC. Up at 143m. 36ch. (395 yards beforereaching signal WN.63)C. Up at 143m. 04ch. (496 yards beforeStafford Road Junctionreaching signal WN.57)Oxley box area.142 71(See page 124) 143 02AS• DGL 74 Oxley (OY) 143 14UGL 74ABBilbrook 145 66C. Up at 143m. 50ch. (760 yards beforereaching home 2 signal)C. Up at 144m. 54ch.Codsall 146 26Codsall 146 41ASASAlbrighton 149 38Cosford ISO 69C. Up at 150m. 51ch. (240 yards afterpassing starting signal)DGL 57 Cosford 151 07• UGL 57

Running Lines andSignalling SystemLoopsandRefugeSidingsWOLVERHAMPTON TO CHESTER AND BRANCHES—continued—LocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksAB AB Shifnal 154 24C. Down at 153m. 43ch.C. Down at 155m. 30ch. (959 yardsbefore reaching home signal)DRS 60 Madeley Junction (MY) 156 26 15 To ironbridge line(See page 124)C. Up at 157m. 68ch. (165 yardsOakengates Tunnel 157 76 after leaving Oakengates Tunnel)(471 yards) to Rule Book, Section S,158 17 clause 3.3 and BlockRegulation 9 apply.Oakengates 158 31C. Up at 158m. 66ch. (456 yards afterpassing IB home signal No. 2)AB AB New Hadley 159 43Wellington box area.50 Main line 161 m.o. and 162 imp. C. Up at 160m. 45ch. (550 yards25 Over platform line before reaching IB home signal)DPL 34 Wellington (WN) 161 21 IS Over platform lineUPL 34 (See page 125) 50 Main line 162 m.p. and 161 m.p.ABAB A BABUGL 59 Alscott Sugar Works 164 33DGL 55C. Up at I62m. 5 !ch. (695 yardsbefore reaching home 1 signal)--.

• • • • DRS 32 Abbey Foregate 171 13"(See page 125)AB fus aABtAB • S•Severn Bridge Junction 171 33 15Z i -7-(See page 126)Severn Bridge down main homesignal and 171m. 52ch.ABShrewsbury 171 46Crewe Junction 171 57(See page 134)IS171m. 72ch. and Abbey Foregate uphome signalsC. Down at 172m. 79ch.C. Down at 173m. 55ch.Leaton 175 34C. Down at 174m. 77ch. (742 yardsbefore reaching home signal)AB A BEyton 178 63DRS 58 Baschurch 179 14RS 76AB A B• •AS A B• •AS AS• •GL 38 Haughton Sidings 183 26Whittington Low Level L.C. 187 67DRS 68 Gobowen South 189 40URS 42 (See page 135)C. Down at 188m. 47cb. (863 yardsbefore reaching home signal)

WOLVERHAMPTON TO CHESTER AND BRANCHES—continued_Running Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksGobowen 189 50• • Gobowen North L.C. 189 56 15 To Nantmawr LineABASDaywell L.C. 190 01• • DGL 47 Weston Rhyn L.C. 191 40UGL 51Chirk Tunnel 192 35(51 yards) to192 37C. Up at 192m. I5ch. (616 yardsbefore reaching home signal)ABABChirk 192 54Whitehurst Tunnel 194 07(46 yards) to194 09• • Ruabon Middle 106 7550 196m. 65eh. and 197m. 45ch.AS AB Ruabon 196 1550 197m. 45ch. and 196m. 65ch.• • Bersham Sidings 199 76C. Up at 200m. 35ch.AS AB Ruabon Road Tunnel 200 43(64 yards) to200 46

Croes Newydd South Fork(See page 136)201 19• • •Croes Newydd North ForkL.C.(See page 136)201 421515Over Goods line to Croes NewyddSouth ForkOver Goods line to Wrexham NorthAll A BAllWrexham General201 66• • •URS 90Wrexham North202 0250502021 m.p. and 203 art.203 m.p. and 202m. 46ch.C. Up at 203m. 46ch. (998 yards beforereaching distant signal)AB A B4040204 m.p. and 2051 m.p.C. Up at 204m. 17ch.C. Up at 204m. 55ch.C. Up at 206m. 30ch. (328 yardsafter passing signal box)DGL 116UGL 55Rossett L.C.206 44S. Down at 207m. 17ch. (connectionfrom Chester end of DGL)Broad Oak L.C.207 03AB A BPulford LC. (AHB)208 09Balderton Tunnel(53 yards)209 49to209 51Balderton L.C. (AHB)209 67

WOLVERHAMPTON TO CHESTER AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarks• Green Lane Crossing L.C. 211 0050 2111 m.p. and Saltney JunctionSaltney Junction(See page 141)212 05181 06181 01 50 Junction and 2111 mit. C. Down at 211rm 39ch. (550 yardsbefore reaching signal CR6-2)Chester No. 6 box areaBUSHBURY (OXLEY) JUNCTION TO OXLEY (STAFFORD ROAD JUNCTION)20 20 MAXIMUM PERMISSIBLE SPEEDWolverhampton box area.— —•Direction of line fromBushbury (Oxley) Junction 15 23 15 Through junctionBushbury Junction(See page 71) 143.1P17 to Cannock Road isNB NB UP._ s isCannock Road 142 22 Local Instruction: Seepage 000.Trains reverse at— — Oxley (Stafford Road 143 02 Cannock Road.Junction)142 79(See page 119)Oxley box area.MADELEY JUNCTION TO IRONBRIDGE C.E.G.B. POWER STATION7 • Madeley Junction (MY) (Sepage120)156 26 25 2515MAXIMUM PERMISSIBLE SPEEDThrough JunctionMadeley (South) Junction 156 51 Madeley Junction boxarea.:. ET• • • Lightmoor Junction 160 15 10 10 Through junction in all directions(See page 125) 162 25 C. Up at 160m. 67ch.15 15 162+ imp. and Ironbridge Power Stationsignal S.6 or 5.4 except whereAll Allotherwise shownIronbridge C.E.G.B. Power 160 05 10 Down to Reception 1_ _ Station 10 Reception Ito Up

HORSEHAY AND DAWLEY TO LIGHTMOOR JUNCTION20MAXIMUM PERMISSIBLE SPEEDHorsehay and Dawley164 07GTDoseley L.C. (TMO)163 12•Dawley Parva L.C. (TMO)Lightmoor Junction(See page 124)162 61162 25Through junctionWELLINGTON TO GRANVILLE COLLIERY SIDINGS2525MAXIMUM PERMISSIBLE SPEED•Wellington (WN)(See page 120)161 21160 7618 31Hadley Junction No. I G.F.17 13NSTHadley Junction No. 2 G.F.Trench LC. (TMO)Donnington G.F.17 0316 3016 13Granville Colliery Siding15 42ABBEY FOREGATE TO ENGLISH BRIDGE JUNCTION (LOOP LINES)1515MAXIMUM PERMISSIBLE SPEEDAbbey Foregate(See page 121)12 LIP 150 25ABABCW. Up at Om. 05ch. (94 yards afterpassing home signal)English Bridge Junction(See page 126)0 000 28Severn Bridge Junctionbox area.

WOLVERHAMPTON TO CHESTER AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksSEVERN BRIDGE JUNCTION TO CRAVEN ARMS CROSSINGSEVERN BRIDGE JUNCTION TO REGIONAL BOUNDARY, ISM. IOCH. 70 70 MAXIMUM PERMISSIBLE SPEEDREGIONAL BOUNDARY, 18M. IOCH. TO CRAVEN ARMS CROSSING 75 75 MAXIMUM PERMISSIBLE SPEED• • Severn Bridge Junction•(See page 121)AS AS English Bridge Junction(See page 125)171.1P39 Severn Bridge Junctionbox area.0 1115 15 Severn Bridge Junction and English0 28 Bridge line• • DGL 54 Sutton Bridge Junction 0 65 15 To Aberystwyth LineUGL 98 (See page 127) 30 30 Through junction to and from CravenArms direction60 21 m.p. and 3 rn.p.AB AB 60 3m. 30ch. and 2m. I5ch.C. Down at 3m. 44ch.• • DRS 65 Dorrington 6 25ABASC. Down at 5m. 38ch. (608 yards60 51 m.p. and 6 ritp. before reaching home signal)C. Down at 6m. 506. (158 yards afterpassing advance starting signal)60 9+ imp. and 101 imp. C. Down at 9m. 5Ich. (660 yardsbefore reaching I B home signal)C. Down at 10m. 32ch. (484 yards afterpassing LB home signal)60 I I m.p. and 94- m.p.35 12 Imp. to 61 mit. (Applies to class 7and 8 trains only)• • DGL 65URS 8ASAS••Church Stretton 12 54 C. Down at Ilm. 78ch. (530 yardsbefore reaching home signal)60 60 14m. 'Welt and 151 imp.C. Up at 14m. 73ch. (867 yards afterpassing inner home signal)

Marsh Brook LC.15 29ABABC. Up at 15m. 75ch. (567 yards beforereaching home signal)URS 66DRS 62Craven Arms Crossing19 4860 60 16 m.p. and 16f m.p.C. Up at 18m. 56ch.SUTTON BRIDGE JUNCTION TO ABERYSTWYTH60 60 MAXIMUM PERMISSIBLE SPEEDETSutton Bridge Junction 0 68 20 Through junction(See page 126) 000 35 35 Junction and Om. 50eh.Stretton Heath L.C. 8 76CL 32 Westbury L.C. 10 25 15 Single to down loop60 Single to Up loop and Up loop to single30 Down loop to singleET Plas-y-Court LC. 12 4117 1932 19Buttington 32 27 55 55 I5m. 30ch. and I5m. 70elt40 Single to Down loop and Down loop tosingleCL 67 Welshpool 33 70 40 Single to Up loop and Up loop to singleForden(OPEN, Type 2 (a))38 20 25 25 Passenger and E.C.S. trains between speed restriction/whistle board andlevel crossing15 15 All trains between speed restriction/whistle board and level crossing,except Passenger and E.C.S. trainsETRhydwhimen L.C. (RIG) 39 70Aberniule L.C. 43 63

WOLVERHAMPTON TO CHESTER AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageNI. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksGilwrgan L.C. (R/G) 45 22SO SO 45m. SOch. and 46 m.o.DRS 40 40 Single to down loopURS 50 Newtown 47 58 40 Up loop to singleCL 74 30 Down loop to single60 Single to up loopET Lianidloes Road L.C. 52 70SO SO 52m. IS ch. and 52m. 45ch.• CL 43 Caersws L.C. 53 3160 Single to main and main to single15 Single to loop and loop to singleDRS 40 60 Single to main and main to singleIS Single to loop and loop to singleET Weeg Lane L.C. 54 26 35 30 Passenger and ECS trains between Speed restriction/whistle board and level crossing(OPEN, Type 2 (a)) 25 20 All trains between speed restriction/whi tie board except passenger and ECS trains50 SO 55 m.o. and 56 m.p.50 50 571 m.p. and 571 in.p.Carno LC. 59 17• CL 28 Talerddig 61 26 15 Single to down or "up and down" or "up and down" to singleURS 25 IS Single to "up and down" and "up and down" to single•50 50 611 m.p. and 631 nut).ETOld Chapel L.C. (RIG) 63 34Llanbrynmair L.C. (RIG) 64 5835 35 671 imp. and 68m °Sch.40 40 681 imp. and 691 Imp.

40 Single to loop25 Loop to singleCL 32 Cemmes Road 70 04C. Up loop at 69m. 70ch. (644ardsafter passing starting signal)C. Up loop at 70m. 08ch. (304 yardsbefore reaching starting signal)30 Loop to single60 Single to loopCL 80 Machyntleth 75 0415 Single to loop and loop to single15 Loop to single Station Yard Working60 Single to loop authorised on Up line.50 50 761 imp. and 773 m.p•25CL 27Single to main or main loop, and mainDovey Junction 79 03loop to singleDRS 26 (See page 130) 15 To Pwilheli line25 Single to main or main loop, and main or main loop to single45 45 7955 55 1801 imp. and 814 imp.iYnyslas85 21 10 1 Speed m restriction/whistle board and(OPEN. Type 2 (a))0 level crossingBorth 87 27 15 pThrough station.aBorth Capel Soar L.C. 87 59n50 50 88m. d 70ch. and 89m. 50ch.7Llandre 89 589mLlandre Vicarage L.C. (RIG 90 02.40 40 91m. 7 50eh. and 91m. 70ch.0Llanbadarn 94 56ch.Aberystwyth 95 45Aberystwyth 95 601010 951 rmp. and Terminus

WOLVERHAMPTON TO CHESTER AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksDOVEY JUNCTION TO PWLLHELI55 55 MAXIMUM PERMISSIBLE SPEED• CL 24 Dovey Junction 78JP75 15 15 Over branch main and branch loop(See page 129)78m. 74ch. and 79m. 12ch.25 801 tn.p. and 84m. 77ch.Gogarth 80 54ETAberdovey Tunnel No. 1 81 11(200 yards) to81 20Aberdovey Tunnel No. 2 82 07(219 yards) to82 17Abertafol 82 30Aberdovey Tunnel No. 3 83 74 Rule Book. Section S.(191 yards) to clause 3.3 and Block84 03 Regulation 9 apply.Penhclig 84 08Aberdovey Tunnel No. 4 84 14 Rule Book. Section S,(533 yards) toclause 3.3 and Block84 38Regulation 9 apply.25 84m. 77eh. to 80+ m.p.Aberdovey 85 0245 45 861 m.p. and 863 nn.p.55 Single to loop• CL 59 Towyn20 Loop to trainURS 40 15 Loop to single55 Single to loop

Sandilands L.C. 89 09Tonlanau -91 0950 50 911 Imp. and 92tLlangelynin 93 2420 20 95m. 06ch. and 95m. 24ch.Liwyngwril 95 19Fairbourne(OPEN, *)Morfa Mawddach97 7298 79IS 15 96m. 26ch. and 97+ m.o.(Drivers must keep a sharp lookout for hand signals from Watchman at FriogCutting)1020 20Speed restriction/whistle board andlevel crossing98+ m.p. and 100m. 30ch.(Diesel Multiple Unit trains may travel99+ imp. and 100 m.p.)at 40 m.p.h. over Barmouth viaduct,*Type 2 (a) Down line.Type I (a) Up line.CL 55Barmouth Tunnel 100 08(70 yards) to100 11Barmouth South L.C. 100 43ISISSingle to down main or "up and down" main"Up and down" main to singleIS Down main to single55 "Up and down" main to single55 Single to "up and down" mainStation Yard Workingauthorised.Llanaber 102 13Talybont 104 37Bennar Fawr L.C. 105 04DytTryn Ardudwy 105 56Talrwn Bach. L.C. 107 67Llanbedr 107 70Pensarn 108 46 30 30 1081 in.p. and 1081 m.p.

WOLVERHAMPTON TO CHESTER AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksET Llandanwg 109 17 15 15 109m. 45e11. and 109m. 75c11.(Drivers must keep a sharp lookout for hand signals from watchman atHarlech Cliff)Harlech Morla L.C. 110 79• CL 33 Harlech L.C. 111 07 55 Single to loop and loop to single20 Single to loop and loop to singleTygwyn L.C.(OPEN, Type 2 (a))Talsarnau 114 42113 55 35 35 Passenger and ECS trains between speed restriction/whistle board andlevel crossing25 25 All trains between speed restriction/whistle board and level crossingexcept Passenger and ECS trainsET Liandecwyn 115 6320 20 I I5m. 68ch. and 116m. 54ch.Penrhyndendraeth 116 4720 20 1171 m.p. and MintforddMinflordd 117 58Traethmawr L.C. 119 51• CL 35 Portmadoc L.C. 119 7355 Single to loop20 Loop to single20 Loop to single55 Single to loop20 20 121m. 56ch. and 121m. 70ch.NST Merllyn L.C. 124 28

Maes124 55CricciethPenychain124 74129 29203030203030l • IM ' A n • g l a s a n d I /.C..•, 125m. 02ch. and 126m. 'Bch.II•• 1281 tap. and 128+ m.p.t rt lilea•NSTAbererch(OPEN, Type 2 (a))PwIlheli Goods L.C.130 76132 3130203020COPassenger M and E.C.S. trains between speed restriction/whistle board andP1,All trains between speed restriction/whistle board and level crossing,1011level crossingexcept Passenger and E.C.S. trains14WaPis/Obeli132 701010iteEntering stationStation to Pt/Obeli Goods L.C.DEVILS BRIDGE TO ABERYSTWYTH (VALE OF RHEIDOL) (Narrow G auge, 1 In ot I 11 inchesDEVILS BRIDGE TO ABERFFRWD (71s4. 9CH.)ABERFERWD (7M. 9CH.) TO ABERYSTWYTH10 1 020 2 0MAXIMUM PERMISSIBLE SPEEDMAXIMUM PERMISSIBLE SPEEDDevils BridgeRhiwfronII 7210 70*Local Instruction: Seepage 302.Rheidol Falls9 22TS*AberffrwdNantyronenCape! Bangor L.C.Glanrafon7 536 554 542 2610 1 010 1 010 1 0Speed restriction board and level crossingSpeed restriction board and level crossingSpeed restriction board and level crossingDown and up ILapproaching crossing.Down and up ILapproaching crossing.Down and up ILapproaching crossing.Down and up ILapproaching crossing.LlanbadarnAberystwythI 170 1510 1 0Speed restriction board and level crossingDown and up ILapproaching crossing.

WOLVERHAMPTON TO CHESTER AND BRANCHES—continued_Running Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksSHREWSBURY, CREWE JUNCTION TO CREWE SOUTH JUNCTION70 70 MAXIMUM PERMISSIBLE SPEEDAB• •AB : PBCrewe Junction I 7IJP54 15 15 Crewe Junction and 321 m.p.(See page 121) 32 29 IS Over Goods line to Crewe Bank• • UGLI10 Crewe Bank 3,1 79AB AB C. Down at 31m. 23ch (604 yardsbefore reaching home 1 signal)• DGL 60 Harlescott Crossing L.C. 30 29Yorton 25 14Down and up ILAB AB Tilley LC. 22 50 approaching crossing.ABAB• DRS 53 Wem LC. 21 57AB• Prces LC. 18 39AB• DGL 45 Whitehurch 13 35UGL 59C. Down at 16m. 65ch. (689 yardsbefore reaching home I signal)AB AB Marley Green L.C. 10 10Brick Kiln Lane L.C. 12 49 Down and up ILat I mile distant.• Wrenbury L.C. 8 62AB AB Shrewbridge L.C. (AHB) 4 3260 4m. 5 Ich. and 3m. 39ch.• Nantwich L.C. 4 19

1AS IABAS AS•AB AB : NBNewcastle L.C. (AHB)WiBoston L.C.Gresty Lane No. 2Gresty Lane No. 1(See page 53)3 462 41I 1860 3m. 39ch. and 4m. 51ch.10 To Sorting Sidings North line0 33 15 To Salop Goods Junction line30 Gresty Lane No. I and Urn. I3ch.ASABCrewe South Junction(See page 28)30 Om. 13ch. and Gresty Lane No.120 20 All lines and through all connections_9_11LObetween running lines Om. 13ch. and157 61 Crewe South JunctionGOBOWEN SOUTH TO NANTMAWR QUARRY SIDINGS•Gobowen South(See page 121)25 25 MAXIMUM PERMISSIBLE SPEED189 40 15 Through junction000OTDavies and Metcalfe'sOswestryLynclys2 20 1 10 Level Crossing and Up direction18 17 0 Distant signal for crossing21 67000 to 10 0 imp. and Om. lOch.10 10 Om. 63ch. and Om. 72ch.Porthywaen L.C. (TMO)Porthywaen School L.C.Lianddu Junction102I 162 252 5210Int 05ch. and If m.p.Down IL approachingcrossing up IL at10 If m.p. and I in. 05ch. + mile distant.Trains reverse here.

WOLVERHAMPTON TO CHESTER AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksLlanddu Sidings 2 56OTWhite Gates L.C. (TMO) 3 12_ Nantmawr Quarry Sidings 3 47CROES NEWYDD SOUTH FORK TO CROES NEWYDD EAST10 10 MAXIMUM PERMISSIBLE SPEED• Croes Newydd South Fork 20111(See page 123)3A017•Croes Newydd East 20111(See below) 3 0 1937CROES NEWYDD NORTH FORK TO BRYMBO MIDDLE CROSSINGIS 15 MAXIMUM PERMISSIBLE SPEED• • Croes Newydd North Fork 201 42 10 Croes Newydd North Fork and CroesA(See page 123) 0 00 Newydd EastABABABABCroes Newydd East 0 22 10 Croes Newydd East and Croes(See above)Newydd North Fork• I Croes Newydd West(See page 137)0 56C. Down at 1m. 106. (608 yardsafter passing starting signal

Broughton Crossing L.C.2 27C. Down at Im. 45ch.C. Down at 2r106c11. (500 yardsbefore reaching home signal)ABABC. Down at 2m. 71ch. (462 yardsbefore reaching home signal)• •AB: AB• •Brymbo East L.C.Brymbo Middle Crossing L.C.(See below)3 153 3610103m. lOch. and 3m. 23ch.C. Down at 3m. 21ch. (297 yards)before reaching home signal)CROES NEWYDD WEST TO GATEWEN COLLIERYISISMAXIMUM PERMISSIBLE SPEED•Croes Newydd West(See page 136)0 560 00Gatewen Colliery0 26BRYMBO MIDDLE CROSSING TO TV CERRIG SIDINGS•UTBrymbo Middle Crossing L.C.(See above)3 360 001010MAXIMUM PERMISSIBLE SPEEDTy Cerrig Sidings0 49

WOLVERHAMPTON TO CHESTER AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksABENBURY SIDING TO DEE MARSH JUNCTIONABENBURY SIDING TO WREXHAM EXCHANGE 15 15 MAXIMUM PERMISSIBLE SPEEDWREXHAM EXCHANGE TO DEE MARSH JUNCTION 50 50 MAXIMUM PERMISSIBLE SPEED FOR MULTIPLE UNIT TRAINS— Abenbury Siding G.F. 11 1440 40 MAXIMUM PERMISSIBLE SPEED FOR CLASS 1 TO 6 AND 0 TRAINSEXCEPT MULTIPLE UNIT TRAINS25 25 MAXIMUM PERMISSIBLE SPEED FOR CLASS 7 TO 9 TRAINSOTHightown L.C. (TMO) 11 52INST12 43Wrexham Central 0 01Wrexham Exchange 0 49• • Wrexham Exchange 0 66 10 Single to mainABASGwersyllt 2 29Cefn-y-Bedd 4 20C. Down at 2m. 67ch.25 26 4m. 08e11. and 4m. 186. C. Up at 3m. 24ch.Caergwrle Castle 4 74AB AB Hope 5 45 C. Down at 7m. Och. (773 yardsbefore reaching home signal)Penyfford 7 41(See page 139)

Buckley 8 67ABAB —Hawarden10 64C. Up at 10m. 38ch. (1- after passing starting signal)38 C. Up yat alIm. f t hI5ch. (534 yardsbefore reaching home signal)C. Up at 1 Im. 6 ich.Shotton13 0113 3314 152513m. 19ch. and 13m. 42ch.C. Up at 12m. 63ch.Hawarden Bridge14 12Dee Marsh Junction(See Northern SectionAppendix) •13 772513m. 42ch. and 13m. 19eh.PENYEFORDDPENYFFORDDTOTOMOLD, SYNTHITEMOLDSIDINGS2020MAXIMUM PERMISSIBLE SPEED•Penyffordd(See page 138)7JP42OT7 726 33Llong L.C. (TMO) 8 32Long West L.C. (TM0 8 72*Local Instruction: SeesMold & Tryddyn LC. (TMO) 9 56 page 306.)Mold 10 080 00Commencement/End ofSingle line Notice BoardSidingMold By-pass L.C. (TMO*) 0 22*Local Instruction: SeeSynthite Sidings 0 74 page 306.

CREWE TO HOLYHEAD BRANCHESRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksCREWE NORTH JUNCTION TO HOLYHEAD 75 75 MAXIMUM PERMISSIBLE SPEED ON MAIN AND FAST LINES• Crewe North Junction 15811 20 20 All lines through all connections &A (See pages 28 and 53) 3between running lines betweenCrewe North Junction and 158m. 32ch.AB AB13• Crewe Steel Works 159 41AB AB• URS 38 Calveley 166 14AB AB• D & URS67A: ABBeeston Castle andTarporley• Tattenhall Junction 174 18165 60 Down 4LIS trains notbooked to call atChester.Tattenhall Emergency G.F. 174 50AB ABChristieton Tunnel 177 52 50 50 1771 imp. and 1781 imp.(160 yards) to177 59—• • 0 0 • • Chester No. 2 178 74 15 All lines, 1781 imp. and Chester No. 6 Down 2L35 trains having„,0A• L(See page 145)no work to do atI'LChester.3o d.PB A AB B AB AB AB AB Chester 179 10PFPFPPPP P-3• - PF PF09' 20 01 08 -..: 3 es Chester No. 3 179 12en . 8". , Vs— 1 0 ••• 1ta.ct. '---o n -d Chester No. 3A 179 1841,

ABitaPF AB1PPD,PFAB P iABABPE AB A ABcellaChester No. 4(See page 145)Chester No. 6 (CR6)(See page 145)179 29179 4715ISISAll lines, Chester No. 6 and 1781 rn.p.Through junction in any direction50Chester No. 6 and 1801 imp.Windmill Lane Tunnel(104 yards)179 56to179 62Northgate Street Tunnel(218 yards)179 67to179 77Chester No. 6 box areaSaltney Junction(See page 24)181 01605050180,1 m.p. and Chester No. 61801 in.p. and 180m. 67ch.To Wrexham lineAB AB AB ABDRS 73Dee Oil Works L.C.Mold Junction182 14182 292560ISDown refuge siding to fastGoods line 182m. 77ch. and 182m. 32chSlow line Mold Junction to Sandycroftp main 35 Locomotivefor Chester DieselDepot.p main 2L1S IL Freighttrains for Crewe orWarrington line notrequired to stop atChester.Up main 3S2L Freighttrains for Birkenheadline not required tostop at Chester.p main 2S IL 25passenger trains notbooked to call atChester.AB ABSandycroft184 73Shotton186 77Connah's Quay187 26

CREWE TO HOLYHEAD AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksI • Rockcliffe Hall 188 78Rockcliffe Hall Tunnel 189 51(95 yards) toAB AS 189 55Pentre L.C. 190 67 Down and up IL atI mile distant.• • Flint 191 47 Down IL IS IL notAS AB stopping at Rhyl.• • DGL 80 Holywell Junction 195 76AS AB UGL 70• • Mostyn L.C. 199 12AB AS• • Talacre 201 76ASASTyn-y-Morfa L.C. 202 65Prestalyn205 42• • • Prestatyn 205 52 60 Slow line, Prestatyn and Rhyl No. 2AB AB ABVI L I Pa.. ,Rhyl No. I 208 740 AB 0 0 0 0AS AB . AB R hyl 209 08P/ • ‘_Rhyl No. 2 209 18 Down fast and slow IL 251train for Llandudno ihooked to call at3Llandudno Junction.AS.AB .Down fast and slowIL 25 IL train forLlandudno not bookedto call at LlandudnoJunction.Down fast and slow25 2L 2S Passengertrain for Bangor• • DPL 28 Abergele 213 29direction not booked tocall at LlandudnoAS ASUPL 36Junction.• • Llysfaen 217 07Penmaenrhos Tunnel 217 32(485 yards) toAS 'AB 217 54

DPL 75UPL 47Colwyn Bay 219 45 10501050Over siding to Colwyn Bay Goods2234 ma. and 224 tn.p.Up IL IS IL notstopping at Rhyl.UPL46* Llandudno Junction 223 40 15 To Blaenau Ffestiniog line "Slow line".UPL56*URS82Llandudno Junction(See pages 146 and 147)223 53 15 To Llandudno line1 Main to slow40 0 Over slow line"Avoiding line".Conway Tubular Bridge 224 11(149 yards) to224 1845 224 in.p. and 2244 imp.Conway Tunnel 224 44(74 yards) to224 4745 2244 rn.p. and 224 m.p.Penmaenbach Tunnel 226 42(718 yards) to 55 55 Through Penniaenbaeh Tunnel Rule Book, Section S,226 75 clause 3.3 and BlockRegulation 9 apply.Penmaenmawr 228 63 UP IL IS IL Locomotivefor beyond LlandudnoJunction.Down IL IS IL notstopping at Bangor.Penclip Avalanche Tunnel 229 77(265 yards) to230 09Llanfairfeehan 231 48Co.)Glanmor 232 45DRS 59 Aber 233 54Wig L.C. 234 61Liandegai Tunnel 237 26(505 yards) to237 49Down and up IL atI mile distant.Down and up IL at65 65 2364 m.p. and 237 imp. 1mile distant.Bangor Tunnel(890 yards)238 19to238 60Rule Book. Section S.clause 3.3 and BlockRegulation 9 apply.

CREWE TO HOLYHEAD AND BRANCHES continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksDPL 40UPL 36 Bangor 238 71• • Bangor (BR) 239 0250 239m. 05ch. and 240m. lOch. Station Yard Workingauthorised.AB AB" Belmont Tunnel 239 06(648 yards) to239 36si 50 240m. lOch. and 239m. °Sch.Menai Bridge South Junction 240 62 45 45 240m. lOch. and 240.1 m.p.*BangorMenai Bridge North Junction 241 62 40 40 240m. 65ch. and 24Im. 64ch. Signal box areastation limits.ABABLianrairptell LC. 242 29Llanddaniel L.C. (R/G) 243 75• DRS 60 Gaerwen L.C. 245 09URS 66 (See page 147)Bodorgan No. I Tunnel 250 59(413 yards) to250 78Bodorgan No. 2 Tunnel 251 01AB AB (115 yards) to251 06Bodorgan 251 52• Ty Croes L.C. 254 32

AR—•Rhosneigr 256 05Valley L.C. 260 07Cleitiog Uchaf 260 57Holyhead 263 26Holyhead 263 52Down and Up IL atC. Down at 261m. I9ch. (520 yards 1 mile distant.before reaching home signal)CHESTER No. 2 TO MICKLE TRAFFORD75 75MAXIMUM PERMISSIBLE SPEEDChester No. 2 178 74 30 30(See page 140) 0 18Om. 29e11. and Om. 53ch.C. Down at I in. 06ch.IAB IABCHESTER No. 4 TO MOLT 1NGTONABPFABPFDGL 65Mickle Trafford 2 57 40(See NorthernSection Appendix)Chester No. 4 179.11(See page 141) 3290 16Chester No. 5 0 30(See below)60 6015C. Up at 2m. 45ch. (600 yardsTo Mouldsworth line b e f o r e reaching starting signal)MAXIMUM PERMISSIBLE SPEEDAll lines, Chester No. 4 Box and 01 m p.IsAll lines Of nip. and Chester No. 4 BoxABABUpton-by-Chester 133Mollington 2 60(See NorthernSection Appendix)CHESTER No. 5 TO CHESTER No. 6IsISMAXIMUM PERMISSIBLE SPEEDChester No. 5al P36(See above) 0 36I IABABPF P FChester No. 6(UPI°(See pages 124 and 141) 179 515

CREWE TO HOLYHEAD AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksLLANDUDNO JUNCTION TO TR AWSFEYNYDD C.E.G.13. SIDINGLLANDUDNO JUNCTION TO BETWS-Y-COED 45 45 MAXIMUM PERMISSIBLE SPEEDBETWS-Y-COED TO BLAENAU FFESTINIOG 30 30 MAXIMUM PERMISSIBLE SPEEDBLAENAU FFESTINIOG TO TRAWSITYNYDD C.E.G.B. SIDING IS IS MAXIMUM PERMISSIBLE SPEED• Llandudno Junction 223JP25 15 Through junction(See pages 143 and 147) 0 2530 30 Junction and I m.p.Glan Conwy I 42Tal-y-Cafn 5 12ET Dolgarrog 8 12Ty'n Ddol L.C.Tan Lan L.C.9 7310 31Down and Up IL atf mile distant.Down and Up IL at+„ mile distant.• CL 39 Llanrwg 11 08 IS IS Single to loop and loop to singleNSTLlanrwst Tunnel II 50(85 yards) to11 54Betws-y-Coed 15 02Beaverpool Tunnel 16 14(110 yards) to16 19Pont-y-Pant Lower Tunnel 19 10(144 yards) to19 17Pont-y-Pant 19 28Pont-y-Pant Upper Tunnel 19 56(66 yards) to19 59

Dolwyddelan 20 6220 20 201 imp. and 20m. 70ch.Bertheos tunnel(46 yards)terto22 22Roman Bridge 22 46Roman Bridge Tunnel 22 55(43 yards) to22 57Rule Book. Section S,clause 3.3 and BlockFlestiniog Tunnel 24 33 Regulation 9 apply.(2 miles 333 yards) to26 4820 20 South end Fiestiniog Tunnel andBlacnau Ffestiniog StationBlacnau Ffestiniog 27 2027 3525 43OT*Cwmbowydd L.C. (TMO) 25 15 *Staff station isFronlas 23 75Llanrwst.Transfynydd C.E.G.13. Siding 18 54LLANDUDNO JUNCTION TO LLANDUDNO• • Llandudno Junction 233JP55(See pages 143 and 146) 0 03AB ABDeganwy Quay L.C. I 0150IS5015MAXIMUM PERMISSIBLE SPEEDJunction and 111Deganwy 122 35 35 Round Deganwy curveAB AB Llandudno Station 3 00 15 15 Round curve approaching and leavingstation• • Llandudno 3 14GAER WEN TO AMLWCII25 25 MAXIMUM PERMISSIBLE SPEED• Gaerwen 245.11(See page 144) 3 0 0015OT Llangerni 4 47 Down and Up IL at4 mile distant.20 20 161 m.o. and AmiwchArnlweh 17 37

ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHESRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksST. PANCRAS TO CHESTERFIELD (VIA DERBY)ST. PANCRAS TO HENDON 75 75 MAXIMUM PERMISSIBLE SPEED ON FAST LINESHENDON TO TRENT JUNCTION 90 90 MAXIMUM PERMISSIBLE SPEED ON MAIN AND FAST LINESTRENT JUNCTION TO AMBERGATE JUNCTION 80 80 MAXIMUM PERMISSIBLE SPEED ON MAIN LINESAMBERGATE JUNCTION TO CLAY CROSS SOUTH JUNCTION 75 75 MAXIMUM PERMISSIBLE SPEED ON MAIN LINESCLAY CROSS SOUTH JUNCTION TO CHESTERFIELD 80 80 MAXIMUM PERMISSIBLE SPEED ON MAIN LINESST. PANCRAS TO CRICK LEWOOD SOUTH JUNCTION 30WEST HAMPSTEAD TO ST. PANCRAS 30 }MAXIMUM PERMISSIBLE SPEED ON SLOW LINESFINCHLEY ROAD TO SILK STREAM JUNCTION 60 60 MAXIMUM PERMISSIBLE SPEED ON LOCAL LINESSILKSTREAM JUNCTION TO BEDFORD NORTH 60 60 MAXIMUM PERMISSIBLE SPEED ON SLOW LINESKETTERING JUNCTION TO GLENDON NORTH JUNCTION 60 60 MAXIMUM PERMISSIBLE SPEED ON SLOW LINESCRICKLEWOOD SOUTH JUNCTION TO SILKSTREAM JUNCTION 30 1MAXIMUM PERMISSIBLE SPEED ON GOODS LINES, ALSO APPLIESSILK STREAM JUNCTION TO WEST HAMPSTEAD 30 1 TO PASSENGER TRAINSBEDFORD NORTH TO KETTERING JUNCTION 50 50 MAXIMUM PERMISSIBLE SPEED ON GOODS LINES FOR TRAINSNOT CONVEYING PASSENGERS40 40 MAXIMUM PERMISSIBLE SPEED ON GOODS LINES FORPASSENGER TRAINS- St. Pancras 000St. Pancras (PS) 0 13 10 10 All lines south of Om. 27eh.a- n.n(.1) telCi20 Slow line, Om. 27ch. and 1 m.p.20 Slow line, 1 m.p. and Om. 2701.Camden Road Tunnels 0 79 Trolleys must not be(311 yards) to placed on the line in113 these tunnels inaccordance with RuleBook, Section S.

AB ABKentish Town— - -- -1-4260 Fast line, 1ms 34ch. and 2m. 29ch.• 111 • •Engine Shed Junction(See page 160)Carlton Road Junction(See page 162)1702 015010501060Slow to fastFast to slowFrom Kentish Town Station (MoorgateTo North Curve line and Kentish TownFast line, 2m. 39ch. and Im. 34ch.lines)Station (Moorgate bays)Engine Shed Junctionbox area.Belsize Tunnels(1 mile 107 yards on fastline 1 mile 11 yards onslow lines)2 29(fast line)2 33(slow line)3 to 34Trolleys must not beplaced on the line inthese tunnels inaccordance withRule Book. Section S.40 Fast and local lines from Finchley Roadto Cricklewood Junction (Class 4, 6, 7, 8 and 9 freight trains only)•• • 411 Finchley Road 3 44 65 65 Fast lines through junction40 Fast to local50 Local to fast0 _Coo,•ttt: :7Ls')Ell0West Hampstead Midland 3 73 40 40 Local line through station25 Fast to slow25 Slow to fast• • West Hampstead (WE!) 4 0025 Local to carriage loop25 Carriage loop to localCricklewood South Junction 4 68 20 Slow to fast or local Cricklewood Junction20 Fast to local box area.20 Local to fast or goods20 20 To and from depot line-3 -3 LJ.• 1/4D 0Crieklenood 5 0925 25 Local lines Crieklewood Station and Cricklewood Junction box• • 11 • Cricklewood Junction 5 20 20 To Acton Wells Junction line(See page 162) 40 Fast and local lines, Cricklewood Junction and Finchley RoadPB PB (Class 5, 6, 7, 8 and 9 freight trains only)

ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES continuedRunning Lines andSignalling Systema • •LoopsandRefugeSidingsLocationMileageM. CitDown Upm.p.h.Permanent Speed RestrictionsAt or BetweenU/DGL• • No. I 61 Brent Junction 6 04 15 To Dudding Hill Junction lineU/DGL (See page 163)No. 2 61AB AB AB AB PB PB• • Hendon 7 06 2025Goods to ChordChord to fast25 25 Over chord25 25 Fast to chordCatch, Spring andUnworked trailing pointsRemarksC. Up Goods at 7m. 69ch.Silkstream Junction 7 78 30 Local to slow Hendon box area., I 30 Slow to local\ Mill Hill Broadway 9 28 55 55 Slow lines through stationC. Down fast and down slow at 9m. 50ch.Elstree Tunnels 11 38 Trolleys must not be(1058 yards) to placed on the line in12 06 these tunnels inaccordance withRule Book. Section S.Elstree 12 35C. Up fast and up slow at 14m. 30ch.Radlett Junction 14 33 40 Fast to slow (777 yards before reaching40 Slow to fast signals WH.52 and 252)40 Slow to fast40 Fast to slowI

Radlett IS 1775 Fast line, 181 m.p. and 20 mit C. Down fast and down slow at18m. 60ch.DRS 21 St. Albans City 19 71 55 55 Slow line 191 Imp. and 20180 Fast line, 20 Film. and 181C. Down fast and down slow at Up fast and slow ISIL24. 13ch. Brent South SidingsHarpenden Junction 24 29 40 Fast to slow or Acton Branch.40 Slow to fast40 Fast to slow40 Slow to fast/4—1a-03(1)aWest Hampstead boxarea, SilkstreamHarpenden 24 51 Junction exclusive and25 25 Slow lines, round curve at North End of Station Leagrave exclusive.80 80 Fast lines, 28 imp. and 30 rn.p. C. Up fast at 29m. 29ch.MAL Up slow at 29m. 28ch.— Luton South Junction 30 12 50 Slow line, 30m. I 2ch. and 301 ntp. Station Yard Working..-Li.DU. Luton 30 19202020Slow to platform loopDown slow (Up direction) to fastPlatform loop to slow or fastauthorised. DownSlow and "Up andDown" Platformloop, (both directions),and Up Slow forclass I. 2, 5. 020 20 Platform loop to slow20 Slow to platform loop and parcels trainsonly.50 Slow lines 301 imp. and 30m. 12ch.Luton North Junction 30 52 30 Slow to fastLeagrave 32 55Leagrave box area.• Leagrave Junction 33 18 40 Fast to slow40 Slow to fast40 Fast to slowAB AB AB AB 40 Slow to fast C. Up slow at 36m. 12ch.C. Up fast at 36m. 78ch. (20 yards• Harlington 37 21 after passing starting signal)C. Up slow at 37m. 66ch. (700 yardsbefore reaching home signal)C. Up fast at 37m. 66ch. (728 yards1before reaching home signal)

ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES continued.,.Running Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarks• • • Flitwick 40 2440 Fast to slowFlitwick Junction 40 47 40 Slow to fast40 Fast to slow40 Slow to fastAB AB AB All Ampthill Tunnels 42 19 Trolleys must not be(715 yards) to placed on the line in42 52 these tunnels inaccordance withRule Book, Section S.• • • Mil[brook 43 62C. Up slow, at 44m. 21eh. (700 yardsbefore reaching home signal)AB AB AB ABC. Up fast at 44m. 2Ich. (800 yardsbefore reaching home signal)40 Slow to fast40 "Up and Down" slow to up slowKempston Road Junction 48 63 40 Fast to slow50 "Up and Down" slow to up fast50 Fast to "Up and Down" slow• S • Kempston Road Junction 49 16 50 Slow to fastAB AB AB AB15 IS Over "Up and Down" slow and up slowlines, 491 m.p. and Bedford NorthBedford Midland 49 65 Junction Box Station Yard Workingauthorised.

10 "Up and down" slow or up slow(down direction) to down fastBedford North Junction(See page 165)49 784040Main to up slow or "up and down" slow C. Down fast at 50m. 20ch.Goods/slow 514- m.p. and Bedford NorthJunction boxC. Down main at 55m. 68ch.Sharnbrook56 452525Main to goodsGoods to mainWymington Tunnel(1 mile IOU yards)(Goods lines only)59 00to60 04Irchester South62 08C. Up main at 6m. 50ch. (864 yardsafter passing home signal)C. Up main at 621 nip.65Main line, 641 imp. and 65m. 27ch.Wellingborough Junction 64 72 10 To Whitworths Sidings line(See page 165)Wellingborough Station 65 1165 Main line, 65m. 27ch. and 641 rn.p.Finedon Road 65 66Down main and goods4L Manton direction.

ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.4 . -• • • • Neilson's Sidings 66 19PB PB AB AB• • • • Finedon Station 68 22Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksPB PB AB AB C. Down main at 69m. 62ch. (831 yardsbefore reaching home signal)30 Main to slow• • • • DRS 66 Kettering Junction 70 56di 30 Slow to main Up fast and slow 4LenteringWellingborough UpAB AB AB ABsidings.80 Fast line, 711- imp. and 721 m.p.• S • • Kettering Station 71 71in COI 114 •I••0 0 0 0Kettering 72 01AB AB AB AB 80 Fast line, 721 imp. and 71+ m.p.All lines IL to warnstaff, down slow 2S ILLloyds Sidings. 3L ISCorby Sidings.C. Down slow at 74m. 00eh. (921 yardsbefore reaching home I signal)cslviCIti•1.L.aC. Down fast at 74m. lOch. (800 yardsbefore reaching home signal)— Glendon South Junction(See page 166)74 46 15 15 Slow line, through junction to and fromGlendon North Junction direction45 Slow to Manton line S. Up slow at 74m. 46ch. (trailingconnections from Manton line)Glendon North Junctionbox area.• • t Glendon North Junction 74 77 10 Slow to main10 Main to slow CW. Up slow at 74m. 75ch.

•AB ABC. Down at 76m. 3 loll. (808 yardsbefore reaching LB home signal)C. Down at 77m. 02ch.? • •DGL 140Desborough North78 39PB AB ABC. Up main at 80m. 74ch.• • •Little Bowden Junction L.C.82 3330Main to goodsAB ABMarket Harborough(See page 49)82 7450755082m. 68ch. and 83m. lOch.83m. lOch. and 84m. 24ch.• •Market Harboroagh83 1920To Northampton lineAB AB7584m. 24ch. and 83m. lOch.• •East Langton86 42AB ABC. Down at 87m. 18ch. (800 yardsbefore reaching IB home signal)• • •K ibworth88 71C. Down at 87m. 70ch.AB AB PB• •UGL 179URS60Wistow90 41Down IL IS Glen ParvaJunction,IL IS IL Coalville.AB ABC. Up at 90m. 78ch. (750 yardsbefore reaching home signal)C. Up at 92m. 60ch.C. Up at 93m. 36ch. (800 yardsbefore reaching 113 home signal)

Running Lines andSignalling SystemLoopsandRefugeSidingsST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES—continued_LocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarks? •7 • •• • DRS 40 Kilby Bridge 93 70 Up IL 2S Northampton.: PB AEI AB :PB• • • • Wigston South Junction 95 41 20 To Glen Parva Junction lineABPB PB AB ABAB :AB(See page 169)• 4 Wigston North Junction(See page 104)95 7170 70 95m. 47ch. and 95m. 74ch.40 To Nuneaton line4040Main to goodsGoods to main• • • • Knighton South Junction 97 45 20 To Burton line(See page 100)0 0D in 1Z1AB AB All AB Knighton Tunnels(104 yards)98 02to98 07• • • • • London Road Junction 98 73 15 Platform lines, London Road Junction to Leicester North Up main and goods IL 2515 Goods line, London Road Junction and 99m. 29ch. Nuneaton line.NB NB AB AB AB AB Leicester 99 07P P PI• • • •P• I Leicester North 99 19 15 Platform lines, Leicester North and London Road Junction15 Goods line 99m. 29ch. and London Road JunctionNB NB All All 40 Passenger trains over goods line 99m. 29ch. and Syston South Junction• IPB PBt• •ABABvBell Lane 99 49 Down main IL 25, downgoods 2L 25 trainsfor Melton directionnot conveyingpassengers.

AB AB•LI-0 0AB ABSyston South Junction(See page 168)103 7840403040Main to slowGoods to mainOv er slow line to Syston North JunctionTo Melton line•PB PR•AB ABSyston North Junction(See page 170)104 2540Passenger trains over goods line to Trent Junction•Sileby106 68Mountsorrel GT,108 19ABABAB ABLoughborough Junction(See page 170)III 2215To Ruddington lineLoughborough111 46•Loughborough (LH)111 5640Goods to mainAAAALoughborough (North)Junction112 12Ratcliffe Junction118 36Red Hill Tunnels 1 1 8 66(154 yards Main line, t o170 yards Goods line) 1 1 8 73Main line118 74Goods linTrent South Junction 1 1 9 16 7 0(OF.) 7 0(See pages 174 and 183) 2 540540Goods to MainGoods to Coal lines A and BPassenger trains over goods line to 99m. 29eh.119m. 15ch. and I 19m. 65ch.Main line to Nottingham lineGoods to mainTrent box area betweenLoughborough exclusiveand Draycott.DGL 78Sheet Stores Junction(G.F.)(See pages 96 and 171)119 58151570To Trent lineTo Stenson Junction lineI 19m. 65ch. and I 19m. 15ch.

ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES—continuedRunning Lines andSignalling SystemALoopsandRefugeSidingsLocationPermanent Speed RestrictionsMileageM. Ch. Down UAt or Betweenm.p.h.Catch, Spring andUnworked trailing pointsRemarksLong Eaton 120 28Sawley LC. AHB) 121 39— —Draycott G.F. 122 19Spondon L.C. S.F. 125 6765 65 126m. 25ch. and 1261 imp. Derby box area betweenSpondon and Wingfield.-i0-10 Over connecting line• • Derby (DV) 128 13 IS Main and platform lines, 128m. 12ch. and 128m. 04ch-10 Over connecting lineLondon Road Junction 128 23 IS Over goods line to 128m.05ch.... A (See page 93) 127 54• •Engine Sidings Na 2 S.F. 127 59 10 10 Over Loco lines, ,r re'l CN --•NB NBcW E E0 0 C a 8-I D 0 , 4- " 8iii et t8,4- 8 8Derby 127 68 Station Yard Workingo ss tis authorised.— — A. a. a- fa. CL.•••Derby Station North Junction 128 02 IS Platform and main lines I28m. 04ch. and 128m. 12ch.IS Over goods lines 128m. 115ch. and London Road in.St. Mary's North Junction 129 06 10 10 Entering or leaving St. Mary's Goods Yard— Little Eaton Junction 131 06 IS To Derby line(See page 171)

Duffield Junction(See page 172)132 791520Main to down through sidingDown through siding to Wirksworth lineDuffield133 08Milford Tunnel(855 yards)133 67to134 25Helper O.F.134 61Helper135 55Broadholme136 4830Main to goodsAmbergate Junction(See page 172)137 6160203520137m. 50eh. and 138m.33ch.Goods to mainMain to goodsTo Matlock lineToadmoor Tunnel(129 yards)138 07to138 13Ambergate &F.138 3560138m. 33ch. and 137m. 50ch.Wingfield Tunnel(261 yards)139 47to139 59Wingfield G.F.141 61Stretton CF.145 34Clay Cross Tunnel(1 mile 24 yards)146 21to147 22Trent box area betweenWingfield inclusiveand Hastand.

ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES—continuedRunning Lines andSignalling Sys emLoopsandRefugeSidingsLocationMileageM. Ch.Down lip in.p.n.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarks1-DGL 55 Clay Cross South Junction 147 69 6 0(See page 183) 1 4 2 1060 Through junction from and to Derby direction65 Through junction to Alfreton directionClay Cross North Junction 142 31 2 0(OF.)20Main to goodsGoods to mainFlasiand144 15Chesterfield146 20Sheffield box area.ENGINE SHED JUNCTION TO HARRINGAY PARK JUNCTION5050MAXIMUM PERMISSIBLE SPEED•Engine Shed Junction(See page 149)Mortimer Street Junction(See page 162)1.1136610 2 023010Engine Shed Junction and Mortimer Street JunctionMortimer St. Junction and Engine Shed JunctionMortimer St Junction and Junction Road JunctionEngine Shed Junctionbox area.Tottenham North CurveTunnel No. 2(70 yards)2 12to2 15ABABC. Down line at 2m. 16ch. (405 yardsbefore reaching home signal)Tottenham North CurveTunnel No. 3 (103 yards)2 17to2 21

Covered Way(185 yards)2 27to2 36NBABAB•NEJunction Road Junction(See below)2 42IS30ISJunction Road Junction to Mortimer S reet JunctionThrough junction from and to Mortimer Street Junction direction•Upper Holloway2 71Upper Holloway30030303m. 28ch. and Sm. 66ch.Crouch Hill3 65Crouch Hill Tunnel(90 yards)4 01to4 05Harringay Park Junction4 15GOSPEL OAK TO JUNCTION ROAD JUNCTION• •Gospel Oak (GO)(See page 30)GPIS0 00ISISMAXIMUM PERMISSIBLE SPEEDABABCovered Way(185 yards)0 43to0 52• •Junction Road Junction(See above)0 582 42

ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsand_RefugeSidingsLocationMileageM. Ch.Down UptTl.p.E.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksMORTIMER STREET JUNCTION TO CARLTON ROAD JUNCTIONRI 10 MAXIMUM PERMISSIBLE SPEED— Mortimer Street Junction 2.1P10 Engine Shed Junction(See page 160) 0 28 box area throughout.AS AS Tottenham North CurveTunnel No. 1(160 yards)0 16to0 08Carlton Road Junction 0 04(See page 149) 2 05CRICKLEWOOD JUNCTION TO ACTON WELLS JUNCTION30 30 MAXIMUM PERMISSIBLE SPEED? • Cricklewood JunctionAB AB(See page 149)5-11)19201 Through junction• • Dudding Hill Junction 6 03 20 20 Through junction from and to Cricklewood Junction direction(See page 163)AB AB• • Neasden Junction (NJ) 7 03 IS To Neasden South line(See page 163)AS AB• • Acton Canal Wharf 8 40 IS To Willesden line(See page 163)C. Up at 8m. 75ch. (390 yardsAB AB 8 77 before reaching home 1 signal)0 63• I Acton Wells Junction 011(See nages 31 and 37)366

BRENT JUNCTION TO DUDDING HILL JUNCTION3030MAXIMUM PERMISSIBLE SPEEDPBABBrent Junction(See page 150)6JPO40 0015Through junction•Dudding Hill Junction(See page 162)1036 04NEASDEN JUNCTION TO NEASDEN SOUTH15ISMAXIMUM PERMISSIBLE SPEED•AB ABNeasden Junction (NJ)(See page 162)7 036 56•Neasden South (NS)(See pages 55 and 57)6.1P24ACTON CANAL WHARF TO WILLESDENIS15MAXIMUM PERMISSIBLE SPEED•AActon Canal Wharf(See page 162)8.113 0 3545•Willesden (WN)(See pages 20, 36and 40)OJP000 71*Low Level Goodsline mileage.

ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsand_RefugeSidingsLocationMileageM. Ch.Down Uptii.p11.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksLUTON BUTE STREET TO DUNSTABLELUTON BUTE STREET TO 33+ m.o. 15 15 MAXIMUM PERMISSIBLE SPEED33+ m.p. TO DUNSTABLE 40 40 MAXIMUM PERMISSIBLE SPEED_OTLuton, Bute StreetCommencement/End ofSingle line Notice Board33 25 West Hampstead boxareaChaul End L.C. (TMO) 34 45— Dunstable Portland 37 50Cement Co's SidingsLUTON EAST TO VAUXHALL SIDINGS15 15 MAXIMUM PERMISSIBLE SPEED— Luton EastCommencement/End ofSingle line Notice BoardOT32 05 West Hampstead boxarea— Vauxhalls Sidings 31 44BEDFORD ST. JOHN'S TO BEDFORD NORTH JUNCTION15 15 MAXIMUM PERMISSIBLE SPEEDAB1Bedford St. Johns 1571 .11 5 5 Junction and 01 imp. Bedford St. JohnsNo. I Junction30 00 box area.(See page 43)

Bedford LNW GoodsJunction G.E.(See below)Bedford Junction0 120 4749 62Bedford St. Johnsbox area.ABABBedford North Junction(See page 153)49 78BEDFORD ST. JOHN'S TO BEDFORD I,NW GOODS Ai. (CAMBRIDGE ANGLE)35MAXIMUM PERMISSIBLE SPEED•ABBedford St. Johns StationJunction(See page 43)16JP010 00Bedford St. Johnsbox area.Bedford LNW GoodsJunction G.E.(See above)0 I0 47C-I tWELLINGBOROUGH JUNCTION TO WHITWORTH'S SIDINGIS15MAXIMUM PERMISSIBLE SPEED•OTWellingborough Junction(See page 153)64.1137864 7200010Through junctionWhitworth's Siding0 55

ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.pS.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksGLENDON SOUTH JUNCTION TO SYSTON SOUTH JUNCTION (VIA MANTON)GLENDON SOUTH JUNCTION TO MANTON JUNCTION 60 60 MAXIMUM PERMISSIBLE SPEEDMANTON JUNCTION TO MELTON 105M. 62CH. 75 75 MAXIMUM PERMISSIBLE SPEEDMELTON 105M. 62CH. TO SYSTON SOUTH JUNCTION 60 60 MAXIMUM PERMISSIBLE SPEED-,-AB—ABGlendon South Junction(See page 154)• • Glendon Sidings 75 0374 46 45 Through junctionGlendon North Junctionbox area.ABABC. Down at 78m. 13ch.• • Corby North 79 25ABAB• • Lloyds Sidings North 80 29Corby Tunnel 80 74Trolleys must not be(I mile 160 yards) toAB AB 82 01placed on the line inthis tunnel inaccordance withRule Book. Section S.C. Up at 82m. 30ch.• • Harringworth 84 79Seaton Tunnel 86 24(206 yards) to86 33AR AB Glaston Tunnel 87 30 Trolleys must not be( I mile 82 yards) to placed on the line in88 33 this tunnel inaccordance withRule Book. Section S.

Wing Tunnel(353 yards)89 22to89 39• • Manton Junction(See page 169)Manton Tunnel(749 yards)90 18 25 To Ketton line90 26to90 61Up IS IL Lloyds Sidings.3L IS Corby Sidings.Rule Book. Section S,clause 3.3 and BlockRegulation 9 applyon up line.AB AB C. Down at 90m. 70ch.Brooke Road L.C. (AHB) 93 22C. Down at 91m. 51ch.Braunstone L.C. (RIG) 93 42• • Oakham Level Crossing L.C. 93 56:NB AB AB NBOakham 93 61• •Langham Junction L.C. 95 06AB AB Ashwell Gate House L.C. 96 47• • DRS 50 Ashwell 96 67 Up IL IS forPeterborough direction.AB AB• • Whissendine 99 15AB Wymondham 99 67• •Saxby Junction 101 53 70 70 1011 ni.p. and 1011 m.p.

ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES—continuedRunning Line andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksWyfordby L.C. 102 38AB ABS. Up at 104m. 19ch. (110 yardsafter passing up PassengerMelton Mowbray 105 22 Starting Signal. (Normal liefor Main line)DGL215• • Melton Station 105 27UGL215ABABMelton Junction G.F. 105 70 15 15 Up main to and from "up and down" through siding(See page 169 andseparate book for113 36Research Dept. line)Asfordby L.C. (AHB) 111 40• • Frisby L.C. 110 17 Down IL IS Leicester.25IL trains forMountsorrel Sidings.Washstones L.C. (R/G) 109 51Brooksby LC. (AHB) 108 3Rearsby L.C. (AHB) 107 05AB AB Broom Lane L.C. (AFIB) 106 0055 1051 mm. and 1041 m.p.Syston East Junction(See page 170)104 22 30 Syston East Junction and Syston South Junction Syston South Junctionbox area.Syston South Junction 103JP77 30 Syston South Junction and Syston Ens Junction(See page 157)

KETTON TO MANTON JUNCTION5050MAXIMUM PERMISSIBLE SPEED11 •Ketton6 60ABABLuffenham Junction L.C.4 11ABABC. Down at 3m. 22ch.Manton Junction(See page 167)90 2310Through junctionC. Down at Om. 59ch. (700 yardsbefore reaching outer home signal)MELTON JUNCTION GROUND FRAME TO HOLWELL SIDINGS4545MAXIMUM PERMISSIBLE SPEEDOT •Melton Junction G.F.(See page 168)Melton G.F.(See separate publicationfor Research Dept. line)Ashfordby Tunnel(419 yards)Holwell Sidings105 70106 58106 76to107 15107 721515To and from up Main*Staff Station is MeltonStation box.WIGSTON SOUTH JUNCTION TO GLEN PAR VA JUNCTION3030MAXIMUM PERMISSIBLE SPEEDWigston South Junction(See page 156)95JP3720Through junctionAB IABGlen Parva Junction(See page 104)96 0714 5720Through junctionC. Up at 96m. 02ch. (722 yardsbefore reaching home signal)Wigston North Junctionbox area.

SYSTON EAST JUNCTION TO SYSTON NORTH JUNCTION 10 10 MAXIMUM PERMISSIBLE SPEEDST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.pI.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksTABABSyston East Junction(See page 168)104 22 Syston South Junctionbox area.0 17• I Syston North Junction 0.11(See page 157)104 3 2300LOUGHBOROUGH JUNCTION TO RUDDINGTON45 45 MAXIMUM PERMISSIBLE SPEED— Loughborough Junction 111 22 15 Through junction(See page 157) 92 49 30 30 Between Loughborough Junction and 92 m.p.Loughborough box area.TEast Leake Tunnel 89 49(98 yards) to89 45AB• 15 15 Between 88m. 486. and 88m. rich. *Local Instruction: SeeEast Leake 88 18 page 318.Hotchley Hill 87 34— Ruddington 83 50

TRENT EAST JUNCTION TO SHEET STORES JUNCTION3030 MA _MiERMISfTTrent East Junction 119 67(See pages 174 and 181)20 To Nottingham lineTrent box areathroughout.II119 560 00Sheet Stores Junction 0 30 15(See pages 96 and 157) 119 58Through junctionLITTLE EATON JUNCTION TO DENBY1515 MAXIMUM PERMISSIBLE SPEEDLittle Eaton Junction 131 06(See page 158)Derby box area.Little Eaton Station L.C. 131 35(TMO)Village L.C. (TMO) 131 51OTCoxbeneh L.C. (TMO) 133 03Holbrook L.C. (TMO) 133 23Kilburn L.C. (TMO) 134 75Denby North L.C. (TMO) 135 46Denby. Street Lane L.C. 135 59(IMO)

ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.pli.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksDUFFIELD JUNCTION TO WIRKSWORTH INCLINEDUFFIELD JUNCTION TO WIRKSWORTH STATION 30 30 MAXIMUM PERMISSIBLE SPEEDWIRKSWORTH STATION TO WIRKSWORTH INCLINE 20 20 MAXIMUM PERMISSIBLE SPEED_ Duffield Junction 132 79 15 Through junction(See page 159)NSTDuffield Tunnel 133 20(52 yards) to133 22Idridgehay L.C. 138 08 IS 10 Speed restriction/whistle board and level crossing(OPEN Type 2 (a))Gorsey Bank L.C. 140 79 IS Speed restriction/whistle board and level crossing *Type 2 (a) Down line(OPEN *)Type I (a) Up line.Wirksworth Station OS'. 141 21Sidings— Wirksworth Incline G.F. 141 45OT.*Staff Station isWirksworth Incline 142 01 Wirksworth StationG.F.AMBERGATE JUNCTION TO MATLOCK50 50 MAXIMUM PERMISSIBLE SPEEDIAmbergate Junction(See page 159)137 61 15 Through junctionDerby box area.

Ambergate 138 18 25 25 138 m.o. and 1381 IttipWhatstandwell 140 13 40 40 140 mm. and 1401 mm.Whatstandwell Tunnel t 140 19(149 yards) to140 26Lea Wood Tunnel* 141 42(315 yards) to141 56Cromford 143 10 tTrolleys must not beplaced on the line inthese tunnels inWillersley Tunnel t 143 13 accordance with Rule(764 yards) to Book, Section S.143 48Matlock Bath 143 73High Tor No. I Tunnel t 144 06(321 yards) to144 20High Tor No. IA Tunnelt 144 21(58 yards) to144 24High Tor No. 2 Tunnelt 144 24(378 yards) to144 41Holt Lane Tunnelt 144 65(126 yards) to144 70Matlock 145 00

TRENT JUNCTION TO NEWARK AND BRANCHES'Running•Lines andSignalling System; - t1Loops ii and i . M i l e a g ePermanent Speed Restrictions1Refuge 1 ; • Location M . Chi. Down Up •At or Betweeni, 1 :m . p . h .STRENT SOUTH JUNCTION TO NESVA i i,TRENT SOL17dI 1.179 MAXIMUM PERMISSIBLE SPEEDt•C-fl.SNT A TO S T1L TiSi) 80,NOTTINGH1-1 ,-; U Nn60 ; M60 MAXIMUM PERMISSIBLE SPEED ON MAIN LINES1;C71,7T I O Nc•A1T-OiX(TT1NC:1HN15RiI1Trent South Junction. 119 i 6 7-3 Passenger to goodsE NM/T(See pages 157 and 1331U1•M4..S1•1P 1 •S TEL EDOL 87 Trent East Junction•(See page 171)119 6R30 1Slow to passenger20 ' Fast and slow fines, to Sheet Stores Junction line, 30 M •To Toton line7 20 I Main to goods loopTrent cr-r) 120 0130 Over slow lineSS•IMeadow Lane L.C. 120, 31 B30 Main to slowLEAttenhorongh Junction 121 02 S,(See page 183)PBarton Lane LC. (A1111) 121 36 E•EAtteobotpugh L.C. Ill 7D•0 •OBeeman • 123 22 NMBeesion South Junction1A••Beeston North Junction 124.I602 FN362LINCatch, Spring andUnworked trailing pointsRemarksTrent box areathroughout.

A0 0Lenton South Junction 125 27(See page 176)Mansfield Junction 125 64 45 Slow line Mansfield Junction and Nottingham West Junction(See page 177) 124 2225 Goods line Nottingham West Junction and Mansfield JunctionNottingham West Junction 123 52 10 All lines Nottingham West Junction and Nottingham East Junction Om. 03ch.Nottingham 123 39Station Yard Workingauthorised.8CtIe0. 0.Nottingham East Junction 123 27 Trent box area.123 23Nottingham EastJunction to Colwick0 0010 All passenger lines Om. 03ch. to Nottingham West JunctionL.C. inclusive40 Main line Om. 03ch. and If Imp.0 15 Goods line Om. 03eh. and SneintonQ 0Sneinton L.C. 0 3515 Goods line Sneinton L.C. and Nottingham West JunctionTrent Lane LC. 0 56C &wick LC. 104• Netherfield Junction (NJ) 2 35AB AB (See page 179)• • Carlton L.C. (CN) 2 7840 Main line 11 m.p. and Om. 03ch.50 50 11 m.o. and 1,1 m.p.Stoke Lane LC. (Anti) 3 66

TRENT JUNCTION TO NEWARK AND BRANCHES—continuedRunning Lines andSignalling System...LoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksAB AB Burton Joyce L.C. 4 77Bu!cote L.C. 6 10• • Lowdham L.C. 7 27Gonalston L.C. (AHD) 8 31AB AB Thurgarton L.C. 9 45Bleasby L.C. (AHB) 10 55• • Fiskerton Junction L.C. 12 03ABABFiskerton L.C. 12 46Rolleston L.C. 13 13• • Staythorpe Crossing L.C. 14 20ABAB• • Newark Castle L.C. 16 7830 30 I6m. 70eh. and Newark Castle StationLENTON SOUTH JUNCTION TO LENTON NORTH JUNCTION20 20 MAXIMUM PERMISSIBLE SPEED- Lenton South Junction 125 27 Trent box areaI(See page 175) 0 00 throughoutA_ ± Lenton North Junction 0 27(See page 176) 124 56

1MANSFIELD JUNCTION TO TROWELL JUNCTION8080MAXIMUM PERMISSIBLE SPEEDMansfield Junction(See page 175)124 2230Mansfield Junction and Lenton North JunctionTrent box areathroughout.Lenton North Junction(See page 176)124 5630Lenton North Junction and Mansfield JunctionRadford Junction (G.F.)(See below)125 55353535Through junction and round curve toand from Trowel] Junction directionTo Annusley lineC. Down at 125m. filch.C. Up at I30m. loch. (205 yards afterpassing signal TT.148)Trowell Junction(See page 181)130 56125 09201020Round curve and through junction toand from main linesThrough junction to goods lineRADFORD JUNCTION TO ANNESLEY COLLIERY SIDINGS-:A ARadford Junction (G.F.)(See above)125 554540453540MAXIMUM PERMISSIBLE SPEEDThrough junction1271 m.p. and 1271 m.p.Trent box area.• •AR ABLincoln Street Crossing L.C.(See page 178)127 60• •:AB• •AR AB• •Bulwell Forest Crossing L.C.Bestwood Park Junction(See page 176)Hucknall Colliery Sidings129 35130 06131 2240401281 m.p. and 1291 m.p.130m. lick and 1281 mp.C. Down at 130m. 32ch. (527 yardsbefore reaching distant signal)AB ABON. Down at 131m. 26ch. (673 yardsbefore reaching starting signal(self-acting when box is closed))40132 m.o. and 1311 m.p.

TRENT JUNCTION TO NEWARK AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarks? 4,•AB -ABLinby Colliery Sidings L.C. 132 24Linby L.C. 132 69C. Down at 132m. 33ch. (656 yardsbefore reaching home signal)AB* AB* Newstead Colliery L.C. 134 30 *Local Instruction: Seepage 320An nesley Colliery Sidings 134 77(End of Section Board)LINCOLN STREET CROSSING AND BABBINGTON COLLIERY• Lincoln Street Crossing I 27.1P64See page 177)OT• Babbington Colliery Loaded 128 54Sidings GP'.UTBabbington Colliery Reception 128 71Sidings15 15 MAXIMUM PERMISSIBLE SPEEDBESTWOOD PARK JUNCTION TO CALVERTON COLLIERY•6.1- = o . Bestwood Park Junction 129IP53(See page 177)• • 64Bestwood Park Junction 130 0630 30 MAXIMUM PERMISSIBLE SPEEDOT 15 15 1321 in.p. and 136m. 60ch.Calverton Colliery 136 60

BOTTESFORD WEST JUNCTION TO NETHERFIELDJUNCTIONVOL 70URS 55Bottesford West Junction113786050MAXIMUM PERMISSIBLE SPEED6015 To Newark line50 113m. 7.5ch. and 111m. 06e11.-Orston Lane L.C.111 16' AB AB•Elton115 31!an Asinekton 117 20dOScarrington L.C.117 73 •rDRS 74sBinghamtonBingham L.C.119 39119 57C. Down at 120m. 19ch. (650 yardsbefore reaching signal D.121)C. Up at 122m. 15ch. (650 yards• before reaching LB. home signal)ABC. Urt n 122m 73ch. (650 yards beforereaching signal 1.1.12'1)Sad c iffe •,123 os •C'.1:a En 123m. 3och. irige yards•before reaching nonie signal)iE Rsetery Juncoon CR..1) 1 2 3 76 re, 3 0 Main tines, over connections with(See 'page ISO)Gil Terminrd SidingsAB. tolvvick Estates CF. 24 To Colwick Sithes line• f'ittfterneld Junction (NJ)Nee page ISO)Nethertield Junction(See page 175)„, ! Through Nettled-(2525 7.5 2.5 125m. 1dd 25e11. and konetion with251 Station Newark line21E35

TRENT JUNCTION TO NEWARK AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksRECTORY JUNCTION TO COTGR AVE COLLIERY30 30 MAXIMUM PERMISSIBLE SPEED• Rectory Junction 123.1P66 15 15 Rectory Junction and Om. 22eIL(See page 178) 0 00s*Continuous track— Cotgrave Colliery 163 circuiting,Rectory Junctionbox area.COLWICK ESTATES BRANCH5 5 MAXIMUM PERMISSIBLE SPEED• Colwick Estates G.F. 124 32(See page 179) 0 00OTColwiek Estates Exchange 0 39SidingsTrains reverse atExchange Sidings.— End of Branch 165NETHER FIELD JUNCTION TO GEDLING COLLIERY30 30 MAXIMUM PERMISSIBLE SPEED• Netherfield Junction (NJ) 125 17 IS Junction and 01 m.p.(See page 179)125 080 00OTNetherfield Lane L.C. 0 230 61 15 01 imp. and Netherfield Junction125 21— Gedling Colliery 126 45

TRENT TO CLAY CROSS AND BRANCHESTRENT EAST JUNCTION TO CLAY CROSS SOUTH JUNCTION8080MAXIMUM PERMISSIBLE SPEED ON MAIN LINESTrent East Junction(See pages 171 and 174)119 6930Through junctionTrent box areathroughout.North Erewash L.C.120 36Long Eaton Town L.C.120 53Toton Junction(See page 183)121 2620To High level Goods lineToton Centre121 64Stapieford and SandiacreS.F.122 35Stanton Gate South123 3170Main line 1231 m.p. and 124 imp.o0 0Stanton Gate S.F.(See page 184)Trowell Junction(See page 177)123 65125 0940702010Passenger trains over Goods lines, Stanton Gate S.F. and Codnor Park JunctionMain line between 124 m.p. and 1231 m.p.Main line to Radford Junction lineGoods line to Radford Junction lineIlkeston G.F.126 38"A" from SignalTT.143 to TT.151.Bennerley Junction G.F.127 31C. Down Goods at I 27m. 12ch.AALangley Mill G.F.129 777070Main line 127m. 66ch. and 128m. 18ch.• Y

Running Lines andSignalling SystemLoopsandRefugeSidingsLocationTRENT TO CLAY CROSS AND BRANCHES—continuedMileageM. Ch.Down I Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch. Spring andUnworked trailing pointsACodnor Park Junction 132 76 65 65 Main line 132m. 38ch. and 132m. 68ch.0 70 Main line 152m. 68ch. and 134m. 22eh.0 40 Passenger trains over Goods lines Codnor Park Junction and Stanton Gate S.B20 Goods to Main20 Main to GoodsC. Down Main at 133m. 56ch. (996t Pye Bridge Junction 133 69 yards before reaching signal(See page 184)TT.79)15 Main line to Shirebrook Sidings line70 Main line l 34m. 22cti. and 132m. 68ch.Coates Park 134 40 C. Down Main at 134m. 33ch.Alfreton Tunnel 135 11(840 yards) to135 50Remarkst .Altreton and Mansfield 136 07ParkwayIBlackwell South Junction 136 67 20 Goods line 136m. 7fich. and 138 imp.(See page 187)C. Down Main at 136m. 72ch.A-I-0Tibshelf and Blackwell 137 13Branch JunctionQ Yt.(See pages 187 and 188)01-..1 C. Down Main at 137m. 44ch. (866A Shell G.F. 138 32 yards before reaching signal IT. 57)Blackwell East Junctionbox area.: A C. Down Main at 138m. 13ch. (8201.. Morton 139 09 20 Goods line 138 m.p. and 136m. 70eh.yards before reaching signal TI.54)C. Up Main at 139m. 57ch. (823 yardsbefore reaching signal -17.52)

C. Up Main at I40m. 24ch. (819 yardsbefore reaching signal 17.49)Coney Green JunctionClay Cross South Junction(See page 160)141 24142 1025652565Main to GoodsGoods to MainMain lines 1411 m.p. and 142 m.p.C. Up Main at 140m. 65ch. (669 yardsbefore reaching signal TT.48)C. Up Main at 141m. 30ch. (740 yardbefore reaching signal TT.46)C. Up Main at 142m. 02ch. (910 yardsbefore reaching signal TT.31)TRENT SOUTH JUNCTION TO TOTON JUNCTION (HIGH LEVEL GOODS LINE)4545MAXIMUM PERMISSIBLE SPEEDI—Trent South Junction(See pages 157 and 174)Meadow Lane Junction(See below)119 17120 5520To Attenborough lineTrent box areathroughout.Toton East Junction S.F.121 10ISTo Toton Down SidingsToton Junction(See page 181)121 36121 2615121m. 33ch. and Toton JunctionATTENBOROUGH JUNCTION TO MEADOW LANE JUNCTION3030MAXIMUM PERMISSIBLE SPEEDI —Attenborough Junction(See page 174)121 020 62Trent box areathroughout.Meadow Lane Junction(See above)0 00120 5520Through junction

TRENT TO CLAY CROSS AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksSTANTON GATE TO STANTON OLD WORKS SIDINGS• Stanton Gate S.F. 123JP73(See below andOTpage 181)_ Stanton Old Works Sidings 124 6915 15 MAXIMUM PERMISSIBLE SPEEDSTANTON GATE TO WEST HALLAM COLLIERY• 15 15 MAXIMUM PERMISSIBLE SPEEDStanton Gate S.F. 123JP73(See above andpage 181)CT Nutbrook L.C. (AII13)t 124 36 t Drivers must sound thehorn continuously fromthe whistle boards onthe approach sides ofNutbrook Crossing,until reaching thecrossing.West Hallam Colliery 127 06PYE BRIDGE JUNCTION TO SHIREBROOK SIDINGSPYE BRIDGE JUNCTION TO MANSFIELD SOUTH JUNCTION 40 40 MAXIMUM PERMISSIBLE SPEEDMANSFIELD SOUTH JUNCTION TO SHIREBROOK SIDINGS 45 45 MAXIMUM PERMISSIBLE SPEED1A—APye Bridge Junction 133 61 15 Through junction to main line Trent box area.(See page 182)• I Sleight's East L.C. (SE) 134 76:

Pinxton 135 46 15 To Bentinck Colliery line(See page 186)Lower Portland Farm L.C. 136 27Upper Portland L.C. 136 7120 136 m.o. and 1371C. Down at 136m. 25ch. (935 yardsbefore reaching Upper Portlandhome signal)Down and Up IL whenapproaching.20 137+ m.o. and 135m. elech.ABAB• •AB AB• •Kirkby Summit 138 79(See page 186)Sutton Junction L.C. 138 23C. Down at 138m. 3 loll. (700 yardsbefore reaching home signal)139 43 C. Up at 139m. 39ch.137 53C. Up at I37m. 74ch.AB ABSutton Forest L.C. (AI-113) 138 50C. Up at 138m. 47ch. (345 yardsbefore reaching Sutton Junctionhome I signal)• •AB ABMansfield South Junction(Sec page 186)139 69 is To Burford lineUp, 2S IL. trainsexceeding 50 SLU.AB ABSherwood Colliery Sidings 141 49Southis 15 1431 m.p. and 144m. 31ch.C. Up at 141m. 07ch.Up, 2S IL, trainsexceeding 50 SLU.• •Shirebrook Sidings 144 07

TRENT TO CLAY CROSS AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksPINXION TO BENTINCK COLLIERY25 25 MAXIMUM PERMISSIBLE SPEED• Pinston L.C. 135JP52 15 Through junction(See page 185)OT— Bentinck Colliery GT'. 136 61KIRKBY SUMMIT TO METAL BOX CO. SIDING15 15 MAXIMUM PERMISSIBLE SPEED• Kirkby Summit 138 79(See page 185) 0 00UT— Metal Box Co. Siding 0 66RUFFORD COLLIERY TO MANSFIELD SOUTH JUNCTION15 15 MAXIMUM PERMISSIBLE SPEED• Rufford Colliery 144 26:ET• Mansfield Colliery Junction 142 21: ET• Mansfield South Junction 139 69(See page 185)

1RIACK WELL SOUTH JUNCTION TO BLACKWELL EAST JUNCTIONI-Blackwell South Junction 136 7(See page 181)15 IS MAXIMUM PER M1SSIBLE SPEED• Z Blackwell East Junction 13711(See below)TIBSHELF AND BLACK WELL BRANCH JUNCTION TO NEW HUCKNALL TIP124/5 15 MAXIMUM PERMISSIBLE SPEED— Tibshelf and Blackwell 137 13Branch Junction0 00PB(See pages 182 and 188)Blackweil East Junctionbox area.• Blackwell East Junction 0 28(See above)0 31137 24OT*Fordbridge Lane L.C.(TMO)137 79*Local Instruction: Seepage 325.New Hucknall Colliery G.F.(Common lane L.C. (TMO))(See page 188)139 740 00Trains reverse here.— New Hucknall Tip 0 60

TRENT TO CLAY CROSS AND BRANCHES—continuedRunning Lines andSignalling SystemLoopsandRefugeSidingsLocationMileageM. Ch.Down Upm.p.h.Permanent Speed RestrictionsAt or BetweenCatch, Spring andUnworked trailing pointsRemarksNEW FRICKN ALL COLLIERY GROUND FRAME TO NEW HUCKNALL COLLIERY— New flucknall Colliery G.F. 139 74(See page 187) 0 42IS 15 MAXIMUM PERMISSIBLE SPEED0 00 *Local Instruction: SeeOT* 65 58 page 326.— New Hucknall Colliery 65 75TIBSHELE AND BLACK WELL BRANCH JUNCTION TO PLEASLEY EASTTIBSHELF AND BLACK WELL BRANCH JUNCTION TO TIBSHELF IS IS MAXIMUM PERMISSIBLE SPEEDEAST JUNCTIONTIBSHELF EAST JUNCTION TO SUTTON COLLIERY JUNCTION 30 30 MAXIMUM PERMISSIBLE SPEEDSUTTON COLLIERY JUNCTION TO PLEASLEY EAST IS IS MAXIMUM PERMISSIBLE SPEED— Tilishelf and BlackwellBranch JunctionAB (See pages 182 and 187)137 12 Blackwell East Junctionbox area.• Tibshelf East Junction L.C. 137 69NSTSutton Colliery Junction 140 34C.F.(See page 189)— Butcherwood Sidings G.F. 141 61OT**Staff kept atButcherwood Sidings— Pleasley East 143 49 OF.

SUTTON COLLIERY JUNCTION TO SUTTONIICOLLIERY--—OT*Sutton Colliery Junction(See page 188)Sutton Colliery140 34141 74—IS1-5—MA-XIMUM PERMISSIBLE-SPEED-*Staff kept at TibshelfEast Junction box.

90TABLE D2—SINGLE LINES—DELIVERY AND RECEIPT OFPERSONS OTHER THAN SIGNALMAN.TOKEN OR STAFF BYReferring to the instructions in the General Appendix, the following isother than the Signalman are authorised to receive or deliver the tokena list of places where personsor staff:—Section of lineToken or Staff StationPersons authorised to receiVt.s,or deliver token or staffEUSTON TO CREWE AND BRANCHESSoutham Branch • • • .• RugbyWatford High Street and Croxley Green Watford Jn.Stafford No. 5 and Air Ministry (16MAJ.) Sidings.Croxley Depot and Croxley MillsStafford No. 5Watford Jn.Yard Chargeman.Person in charge at WatfordJunction D.C. lines plat--forms.Signalman at Stafford No. 4.Person in charge at Watfordin. Main Line platforms.MARYLEBONE TO CLAYDON/AYNHO JUNCTION AND BRANCHESClaydon L. & N.E. in. and Aylesbury Aylesbury South S t a t i o n Supervisor.South.HEYFORD TO BIRMINGHAM AND BRANCHESSmall Heath South in. and Bordesley Saltley S i g n a l m a n at Tyseley No.Yard.DROITWICH SPA TO WALSALL AND BRANCHESKidderminster ht. and Foley Park Kidderminster ht. S h u n t e r .Kingsbury Shunting Frame andBaddesley Colliery.DERBY TO BLACKWELL AND BRANCHESKingsbury Shunting FrameYard Chargeman.Welshpool and NewtownNewtown and WelshpoolCemmes Road and MachynllethTowyn and BarmouthBrymbo Middle and Ty Cerrig SidingsWOLVERHAMPTON TO CHESTER AND BRANCHESNewtownWelshpoolMachynllethBarmouthBrymbo MiddleLeading Railmen.Leading Railman.Chargeman.Leading Railman.Shunter.CREWE TO HOLYHEAD AND BRANCHESLlandudno Jn. and Llanrwst L l a n d u d n o Jn. P e r s o n in charge.Stanton Gate and West HallamSutton Colliery Jn. and Sutton CollieryTRENT TO CLAY CROSS AND BRANCHESStanton GateSutton Colliery in.Yard Chargeman or Shunter.Signalman at Tibshelf Eastin,TABLE D3—AUXILIARY ELECTRIC TOKEN INSTRUMENTS AT PLACES WHERE THETOKEN IS WITHDRAWN BY THE TRAINMEN.Instructions for working Auxiliary Electric Token Instruments at places where the Token is withdrawnby Trainmen.The Trainmen must first obtain permission from the Signalman by means of the telephone towithdraw the Token. When this permission has been given, he must lift the Token from the column tothe centre opening of the instrument, press the Token forward as if using an ordinary key in a lock (thekey end of the Token must engage on the centre pin of the instrument), then turn the token anti-clockwiseas far as possible. He must then wait until the bell rings and afterwards continue to turn the Tokenfrom right to left until the Token is free, when it can be withdrawn from the instrument. He must theninform the Signalman on the telephone that the Token has been withdrawn.

191TABLE D3—AUXILIARY ELECTRIC TOKEN INSTRUMENTS, ETC.—continuedIn the case of trains or locomotives the driving cabs of which are single manned, the duties mustbe undertaken by the Driver.Auxiliary electric token instruments are provided at the following places:—PlaceToken SectionLocation ofAuxiliary InstrumentMade] y Chord ReversingSidings.EUSTON TO CREWE AND BRANCHESMadeley Chord—Silverdale Between the chord line and thesingle line.MARYLEBONE TO CLAYDON/AYNHO JUNCTION AND BRANCHESPrinces Risborough P r i n c e s Risborough—Ayles- North End of station buildings.bury South.T e Person in charge, will be responsible for undertaking the duties of the Secondman (or inthose cases of trains or locomotives the driving cabs of which are single manned, the Driver) at thisAuxiliary 21 20 hours. Token Instrument, for trains booked to call at Princes Risborough between 06 40 andWednesburyRUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHESWednesbury—Princes EndI Adjacent to down starting signal.i• Leek B ook in.COLWICH TO MACCLES FIELD ANDLeek Brook in.—Milton in.BRANCHESImmediately in advance of upstarting signal.Madeley in.WellingtonNewtownWelshPoolMachynllethWOLVERHAMPTON TO CHESTER AND BRANCHESMadeley in.—Lightmoor in. Lightmoor end of down loop.Wellington Granville Colliery Down bay platform.Sidings.Newtown—Welshpool Welshpool end of up platform.Welshpool—Newtown Newtown end of down platform.Machynlleth—Dovey in. Dovey in. end of down platform.TABLE F I—PROPELLING TRAINS OR VEHICLESWhen trains or vehicles are being propelled in accordance with the Rule Book, Section H, clause8.3, the undermentioned conditions must be complied with.When coaching vehicles are propelled on a running line or loop, the Guard, Shunter or Person incharge must ride in the leading vehicle when it is fitted with a brake valve. If not so fitted, he must ridein the next vehicle fitted with a brake valve from which he can obtain a satisfactory view of the lineahead. If, however, these conditions cannot be complied with, the Guard, Shunter or Person in chargemust ride in the leading vehicle or first vehicle in which he can travel and from which he can obtain asatisfactory view of the line ahead, provided he can keep in touch with the Driver by hand signals.When coaching vehicles are gravitated within station limits on a running line or loop, the Guard,Shunter or Person in charge must ride in the leading vehicle when it is fitted with an internally operatedhand brake. If not so fitted, he must ride in the next vehicle fitted with an internally operated handbrake from which he can obtain a satisfactory view of the line ahead.Drivers will not be relieved of responsibility for observing fixed signals, but the Guard, Shunter orPerson in charge must keep a sharp look-out, warn any person who may be on or near the line, observefixed signals, and be prepared to give any necessary handsignals to the Driver. Drivers must keep asharp look-out and be prepared to act immediately upon any signal which may be given by the Guard,Shunter or Person in charge.When propelling freight vehicles outside station limits a Guard's brake van must be the leadingvehicle unless otherwise indicated, and the Guard or Shunter must ride therein.1W ere authority is given to propel freight vehicles without a brake van leading, the Guard orShunter 1must ride in the leading suitable vehicle..The speed must not exceed 20 m.p.h., and down inclines steeper than 1 in 200, through stationplatforms and over level crossings must not exceed 15 m.p.h. (This paragraph does not apply toOfficer', Specials).The locomotive horn must be sounded when approaching stations and level crossings; also wherethere is not a good view of the line ahead.

192TABLE F I—PROPELLING TRAINS OR VEHICLES—continuedWhere the line is on a falling gradient, a sufficient number of wagon brakes must be pinned downwhenever there is a doubt as to whether the brake van will hold the train should it become divided,or where there is no brake van attached.In all cases where coaching stock or fitted vehicles are authorised to be propelled, the automaticbrake must be connected up and in use.Vehicles conveying passengers must not be propelled under this arrangement except in the caseof items marked "P".One wagon of fuel or stores for signal boxes and stations, or the empty wagons in connectiontherewith, may be propelled without a brake van between any two signal boxes, provided the signalboxes concerned are not more than one mile apart.The sections of line where propelling outside station limits is authorised are shown below.FromToLineNumber of vehiclesand special conditionsB.R.C. Co. GroundFrame . . .Stafford No. 4Stafford No. 5Gresty Lane No. 1 ...Crewe South in.Crewe "A" ...Crewe North in.Crewe North in.Kensington NorthMainKensal Green in.Willesden New StationKensal Green in.Willesden ...EUSTON TO CREWE AND BRANCHESStafford No. 4Stafford No. 5Stafford No. 4Crewe North in.Crewe North in.Crewe North in.Crewe "A" ...Crewe South in.Viaduct in. GroundFrameWillesden New StationKensal Green in. ...Willesden .Kensal Green in.Down slowDown fast,down slow,Nos. 3 and6 platformsand down.goods.Up fast, upslow, Nos. 1and 6 platformsanddown goods.DownShrewsburyto Nos. 1,2 or 3 platformorNos. 1 or 2through.Nos. 1, 2 and3 platformsand Nos. 1and 2through.Horselanding.Horselanding.Nos. 3, 4, 5and 6 platformsandNo.5through.DownDownUpDown city ...Up city ...30 S.L.U. with brake van leading.Coaching stock and freight vehicleswithout brake van.Coaching stock and freight vehicleswithout brake van.35 S.L.U. Engineers trains fromGresty Green Sidings only.P. Coaching stock and 15 freightvehicles without brake van.Coaching stock and 15 freightvehicles without brake van.Coaching stock and 15 freightvehicles without brake van.P. Coaching stock and 15 freightvehicles without brake van.10 fitted milk tanks without brakevan.Engineers trains not exceeding 20vehicles.Engineers trains not exceeding 20freight vehicles. Driver to cometo a stand with locomotive oppositesignal WL.41 (down homesignal for Willesden New Station)and must not proceed until he hasreceived an intimation from theGuard that the up outer homesignal for Kensal Green in. isshowing a green aspect.8 coaching stock or 16 freightvehicles.8 coaching stock or 16 freightvehicles.

193TABLE IF I—PROPELLING TRAINS OR VEHICLES—continuedFromToLineNumber of vehiclesand special conditionsEUSTON TO CREWE AND BRANCHES—continuedMitre Bridge ht.WillesdenWillesdenHigh Level SidingsHigh Level SidingsWillesden CarriageShed SouthWillesden CarriageShed SouthWillesden CarriageShed NorthRidgmont (MarstonValley BrickSidings Frame)Bedford St. JohnsNorthampton No. 2Northampton No. 2Northampton No. 3Northampton No. 3Northampton No. 4Northampton No. 4Bridge Street Jn.Ground FrameHardingstoneMadeley, signalMY.13Madeley Chord,Reversing Sidings,signal MY.7WillesdenMitre Bridge Jn.High Level SidingsWillesdenWillesden CarriageShed SouthHigh Level SidingsWillesden CarriageShed NorthWillesden CarriageShed SouthMillbrookBedford Jn.Northampton No. 1Northampton No. 3Northampton No. 2Northampton No. 4Northampton No. 3...Northampton No. 3Northampton BridgeStreet CrossingHammer SteelSidingsMadeley Chord,Reversing Sidings,rear of signal MY.7Madeley, rear ofsignal MY.32DownUpDown HighLevelarrival andDowncarriagelinesUp HighLeveldepartureand upcarriageDownCarriageUpCarriageDownemptycarriagesidingUp emptycarriagesidingDownUp and downgoodsUp main andup platformDown slowUp fast andup slowNo. 1 downgoods andNo. 2 "upand down"goodsUp goods"Down andup"SingleSingleChordChordCoaching stock or 16 freightvehicles.Coaching stock or 16 freightvehicles.Coaching stock or 55 freightvehicles without brake van.12 coaching stock or 16 freightvehicles.Trains to Willesden Goods Yardexceeding 16 vehicles must behauled to WN.65 or WN.67 andwhen the train locomotive hasbeen detached a locomotive maybe placed on the rear of the trainat High Level Sidings to propelthe train forward into the GoodsYard.Coaching stock or 10 vehicleswithout brake van.Coaching stock.Coaching stock or 10 freightvehicles without brake van.Coaching stock or 10 freightvehicles without brake van.Freight trains.35 S.L.U., 4 S.L.U. without brakevan in clear weather only.Coaching stock and 5 freightvehicles without brake van.Fitted vehicles without brake vannot exceeding 18 S.L.U.Coaching stock and 5 freightvehicles without brake van.Fitted vehicles without brake vannot exceeding 18 S.L.U.Coaching stock and 20 freightvehicles without brake van.Coaching stock and 10 freightvehicles without brake van.39 S.L.U. without brake van. Inclear weather only.10 S.L.U. without brake van. Inclear weather only.Fitted trains of 26.5/32.5 tonneMGR wagons without brake van.Speed not to exceed 15 m.p.h.Fitted trains of 26.5/32.5 tonneMGR wagons without brake van.

194TABLE I—PROPELLING TRAINS OR VEHICLES—continuedFrom To LineNumber of vehiclesand special conditionsCrewe Sorting SidingsSouthEUSTON TO CREWE AND BRANCHES—continuedBasford Hall Jn.Up fastindependentand up slowindependentFreight vehicles without brake van.In clear weather only.Crewe Sorting Sidings Crewe Sorting Sidings Up fast Freight vehicles without brake van.North South independentand up slowindependentSalop Goods RI.Crewe Sorting SidingsNorthUp fastindependentand up slowindependent15 freight vehicles without brakevan.Crewe Sorting Sidings Crewe South, North "Up and Freight vehicles without brake van.South Stafford Jn. down" Stokegoods lineCrewe South, North Crewe Sorting Sidings "Up and Freight vehicles without brake van.Stafford RI. South down" Stokegoods lineCrewe Sorting Sidings Gresty Lane No. 1DownFreight vehicles without brake van.NorthGresty Lane No. 1 Crewe Sorting Sidings Up Freight vehicles without brake van.NorthSalop Goods Jn. Gresty Lane No. 1 Up 15 freight vehicles without brakevan.Salop Goods Jn. Crewe North in. Down 15 freight vehicles. C.M. & E.E.maintenance trains.Crewe North in. Salop Goods Jn. Up 25 freight vehicles without brakevan. C.M. & E.E. maintenancetrain.RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHESExchange SidingsCurzon Street, signalCS.3Soho Pool WharfSoho Road, rear ofsignal NS.286Aston, signal NS.61Windsor Street GoodsAston, signal NS.63Lichfield T.V. Jn.Lichfield Trent ValleyWednesburyRyecroft Jn.ICurzon StreetExchange SidingsSoho Road, rear ofsignal NS.285Soho Pool WharfWindsor Street GoodsAston, signal NS.63Aston, rear of signalNS.61Lichfield Trent ValleyLichfield TV In.Ocker Hill groundframeBirchill's PowerSidingsDown"Up anddown"Vauxhallgoods/upStourSingleSingleArrivalDepartureDeparture/down GrandJunctionSingleSingleSingleDownthroughsidingCoaching stock and freight vehicleswithout brake van. The Personin charge must advise the Driver,to which siding the movementhas been routed before propellingcommences.1coaching stock vehicle and 2freightliner vehicles without brakevan.Freight vehicles without brake van.Freight vehicles without brake van.35 S.L.U. without brake van.10 freight vehicles.50 S.L.U. without brake van.Freight vehicles without brake van.Freight vehicles.6 S.L.U.35 freight vehicles. During fog orfalling snow, the Shunter or otherperson concerned at Birchill'sSidings must station himself atthe point where the Driver of thepropelling movement must bringhis train to a stand for instructions.

195TABLI—PROPELLING TRAINS OR VEHICLES—continuedFromToLineNumber of vehiclesamd special conditionsRUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES—continuedHeath ji•Wolveilhampton, o signalWN199 wWolvelthampton, n signalWN 134SHeath Town SidingsWednesfield idingTyselesNo. 1Bordes ey YardWolverhamptonStationHeath Town SidingsLimit of Shunt boardWednesfieldHeath Town SidingsDownbranchUp branchUp branchSingleSingleHEYFORD TO BIRMINGHAM AND BRANCHESBordesley YardTyseley No. 1Downthroughsiding/"upand down"goods line."Up anddown"goodsline/downthroughsidingCoaching stock and freight vehiclesequal to 25 S.L.U. with brakevan leading. In clear weatheronly.Freight vehicles equal to 45 SI U.In clear weather only.Freight vehicles equal to 45 S.L.U.30 S.L.U. in clear weather only.30 S.L.U. in clear weather only. TheSignalmen at Saltley box must beadvised that the movement ispropelled and the movement mustnot commence until the Signalman'spermission is received.DROITWICH SPA TO WALSALL AND BRANCHESKidder ulster in.Foley Park S i n g l e 3 5 S.L.U., in clear weather only.DERBY TO BLACKWELL AND BRANCHESHornin low Bridgegrou d frame/reception lineLeicest r in., signalDY.141Bromford BridgeWashwod HeathSidings No. 2Shunting FrameWashwood HeathUp Slidings, signalSY.484Washwood Heath UpSidings groundframeBranstofi in., signalDY.97 or 99Melbourne in., signalDY.376Rolls R yce SidingAbbey gn.Halesowen in., signalSY.406Leicester in., signalDY.146Horninglow Bridge,reception lineWashwood HeathSidings No. 2Shunting FrameBromford BridgeWashwood HeathSidings No. 1Shunting FrameEsso SidingsBirmingham Curve in.rear of signalDY.136Sinfin No. 2 groundframeSinfin No. 1 groundframeNuneatonCofton Sidings, upgoods "limit ofshunt" indicatorUp goodsUp Leicestergoods to upmain"Arrival anddeparture"line"Arrival anddeparture"lineUp goodsUp goodsDownthroughsidingSingleSingleUpUp goods10 freight vehicles without brakevan.3 freight vehicles without brake van.45 S.L.U. without brake van.45 S.L.U. without brake van.35 freight vehicles without brakevan.35 freight vehicles without brakevan.Coaching stock or freight vehiclesequal to 10 S.L.U.20 freight vehicles.Fitted freight vehicles equal to 29S.L.U. without brake van.Freight vehicles equal to 42 S.L.U.15 S.L.U.

196TABLE I—PROPELLING TRAINS OR VEHICLES—continuedFromToLineNumber of vehiclesand special conditionsExchange Sidings St. Andrews in., rear Up Camp 45 fitted S.L.U.Shunting Frame of signal SY.418 Hill/downmainExchange Sidings, signalNS.131DERBY TO BLACKWELL AND BRANCHES—continuedGrand Jn., rear ofset back signal,NS.134Up CampHill/downDerby23 S.L.U. Without brake van if allvehicles are fitted.COLWICH TO MACCLESFIELD AND BRANCHESBradwell Sidings Longport Jn. Down goods 36 S.L.U. without brake van in clearweather only.Bradwell Sidings Longport Jn. Down goods 10 S.L.U. without brake van duringfog or falling snow.Longport Jn. Bradwell Sidings Up goods 36 S.L.U. without brake van.WOLVERHAMPTON TO CHESTER AND BRANCHESAbbey ForegateSevern Bridge in.Severn Bridge Jn.Crewe .1n.Crewe BankWrexham NorthAbbey ForegateEnglish Bridge Jn.Pwilhell StationPwIlheli East G.F.Gresty Lane No. 1Gresty Lane No. 2Gresty Lane No. 1Crewe South in.Severn BridgeAbbey ForegateCrewe in.Severn Bridge Jn.Severn Bridge RI.Croes Newydd NorthForkEnglish Bridge .1n.Abbey ForegatePwilheli East G.F.PwIlheli StationCrewe North in.Gresty Lane No. 1Crewe South Jn.Gresty Lane No. 1Down mainDown baysNo. 1 or No.2 up mainDown main,down mainplatformand "upand down"platformUp mainplatformand "upand down"platformUp mainAll linesUpDown loopUp loopSingleSingleDownShrewsburyto Nos. 1, 2or 3platform orNos. 1 or 2throughDownDownUpCoaching stock equal to 36 S.L.U.in clear weather only.Coaching stock.Coaching stock.Coaching stock.Coaching stock, in clear weatheronly.Coaching stock, in clear weatheronly. Freight vehicles equal to 60S.L.U.Freight vehicles equal to 35 S.L.U.,in clear weather only.Empty coaching stock and freighttrains. Speed not to exceed6 m.p.h.Coaching stock equal to 30 S.L.U.,in clear weather only.Coaching stock equal to 12 S.L.U.,in clear weather only.Coaching stock.Coaching stock.35 S.L.U. Engineers' trains fromGresty Green Sidings only.35 S.L.U. Without brake van inclear weather only.15 fitted S.L.U. without brake van.Coaching stock. 15 freight vehicleswithout brake van. In clearweather only.

197TABLE I—PROPELLING TRAINS OR VEHICLES—continuedFromToLineNumber of vehiclesand special conditionsWOLVERHAMPTON TO CHESTER AND BRANCHES—continuedCroesFork Newydd South Croes Newydd East Down Coaching stock. 20 freight vehicleswithout brake van, in clearweather only.Coaching stock.Croes Newydd North Croes Newydd East DownForkCroes ewydd East ... Croes Newydd West Down Down parcel trains requiring tocarry out station duties.P. Coaching stock. 20 freightvehicles without brake van inBrym o Middle Ty Cerrig Sidings SingleAben ury Siding Wrexham Exchangeclear weather only.Single P. Coaching stock. 20 freightvehicles without brake van, inclear weather only.CREWE TO HOLYHEAD AND BRANCHESChest r No. 2Chester No. 2Chester No. 3AChest r No. 3AChest;r No. 3AChester No. 2Ches r No. 3AChester No. 4Chest No. 4Chest r No. 6RhylRhyl o. 2Chest r No. 4Chest r No. 5Chester No. 3AChester No. 3AChester No. 2Chester No. 2Chester No. 2Chester No. 4Chester No. 4Chester No. 3AChester No. 6Chester No. 4Rhyl No. 2Rhyl No. 1Chester No. 5Chester No. 4Down fast"Down andup"platformUp fastUp goodsUp main, upplatformand "downand up"platformDown mainand downplatform(via No. 3)Down fastUp mainUp fastDown fastand downslowUp fastand upslowDown slowand downpassengerloopUp slowDown mainUp mainCoaching stock. Freight vehicleswithout brake van in clearweather only.Coaching stock.Coaching stock. Freight vehicleswithout brake van, in clearweather only.Freight vehicles without brake van,in clear weather only.Coaching stock.Coaching stock.Coaching stock. 20without brakeweather only.Coaching stock.Coaching stock. 20without brakeweather only.Coaching stock. 20Without brakeweather only.freight vehiclesvan, in clearfreight vehiclesvan, in clearfreight vehiclesvan, in clearEmpty coaching stock and freightvehicles.Fitted freight vehicles without brakevan equal to 12 S.L.U. Speed notto exceed 6 m.p.h.Empty coaching stock and freighttrains. Speed not to exceed 6m.p.h.Empty coaching stock and freighttrains. Speed not to exceed 6m.p.h.Freight trains.20 S.L.U.

198TABLE F 1—PROPELLING TRAINS OR VEHICLES—continuedFrom To LineNumber of vehiclesand special conditionsCREVVE TO HOLYHEAD AND BRANCHES—continuedChester No. 5 Chester No. 6 Down P.. Coaching stock. The leadingvehicle of trains composed ofMark 11with - a brake valve.Chester No. 6 Chester No. 5 Up Class 1 4 and 6 trains or 30 freightvehicles without brake van. Ins t oclear weather only.Mold in. Sandycroft Down slow 42 cS.L.U. k in clear weather only.Blaenau Ffestiniog Trawsfynydd C.E.G.B. Single 5 freight m uvehicles.Sidingss tbeST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND f i BRANCHESCricklewood in.Cricklewood CarriageSidingsCricklewood South in.Brent in.Cricklewood RecessSidingsBrent in. No. 2Cricklewood CarriageSidingsCricklewood in.Brent in.Cricklewood South in.Brent in. No. 2Cricklewood RecessSidingsArrivalDepartureDown goodsUp goods .„Arrival anddepartureArrival anddeparturetedt4 coaching stock. Fitted trainsfromCarriage Sidings. In clear weatheronly.4 coaching stock. Fitted trains. toCarriage Sidings. In cleat weatheronly.70 S.L.U. Without brake. van. In- clear weather only.70 S.L.U. Without brake van. Inclear weather only.Luton South in.(signal WH.461)Luton North in.,(rear of signalWH.614)Down fastCoaching stock or freight vehiclesequal to 15 S.L.U. Fitted freightvehicles equal to 35 S.L.U.Without brake van in clearweather only if all the vehiclesare fitted.Luton North in.,(rear of signalWH.616)Luton South in.,(rear of signalWH.573)"Up anddown"platformloop/up slowCoaching stock or freight vehiclesequal to 15 S.L.U. Without brakevan in clear weather only ifthe vehicles are fitted.Luton South in.,(rear of signalWH.573)Kempston Road in.Bedford in.Bedford North in,Luton North in.,(rear of signalWH.616)Bedford North in.Bedford North in.Bedford in.Up slow/"up anddown"platformloopDown slow,up anddown"Up anddown"goods No. 1and "upand down"goods No. 2"Up anddown"goods No. 1and "upand down"goods No. 2Coaching stock or freight vehiclesequal to 15 S.L.U. Without brakevan in clear weather only if allthe vehicles are fitted.45 S.L.U.Coaching stock and freight vehicle.Fitted freight vehicles Withoutbrake van in clear weather only.Coaching stock and freight vehicles.Fitted vehicles without brake i!, in clear weather only.,r1

199TABLE F 1—PROPELLING TRAINS OR VEHICLES—continuedFrom To LineNumber of vehiclesand special conditionsST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHESWellingborough in.Finedon RoadLonckin Road in.Leicester NorthCricklewood in.1Dudding Hill in.Brent in. No. 2Dudding Hill in.Neasdpn in.Neasden SouthWillesdenActon Canal WharfVauxhall SidingsWellingborough in.Melton Ground FrameSyston East in.Derby StationEtches ParkLondon Road in., rearof signal DY.448signal FAResearch SidingSt. Andrews SidingLondon Road in., rearof signal DY.448London Road in., rearof Signal DY.448Finedon RoadNeilson's SidingsLeicester NorthLondon Road in.Dudding Hill in.Cricklewood South in.Dudding Hill in.Brent in. No. 2Neasden SouthNeasdenActon Canal WharfWillesdenLuton EastWhitworths SidingsHolwell SidingsSyston North in.Etches ParkDerby StationResearch sidingLondon Road in.rear of signalDY.448Derby Station/Carriage SidingsEtches ParkC. & W. WorksDown goodsDown mainDownplatformsUp platformsDowngoodsUp goodsDowngoodsUp goodsDownUpSingleSingleSingleSingleSingleDown NorthCurve goods"Up anddown" main"Up anddown" main"Up anddown"connecting"Up anddown"connectingAllUp goods/"Upand down"connectingUp goods20 freight vehicles.20 fitted freight vehicles, withoutbrake van, in clear weather only.Coaching stock and freight vehicleswithout brake van.Coaching stock and freight vehicleswithout brake van.4 coaching stock. In clear weatheronly.4 coaching stock. In clear weatheronly.12 coaching stock. The leadingvehicle must be fitted with anautomatic brake valve.11 coaching stock or 15 freightvehicles or not more than 20 fullyfitted oil tanks. In clear weatheronly.Freight trains and coaching stocktrains. In clear weather only.24 S.L.U., in clear weather only.24 S.L.U., in clear weather only.Freight vehicles.20 S.L.U.50 freight vehicles, in clear weatheronly.10 freight vehicles, without brakevan.Provided Guard or Shunter can ridein leading vehicle or one immediatelynext to it, and is in aposition to operate the brakevalve.Fitted freight and coaching stockvehicles only.Fitted vehicles only.Coaching stock and fitted vehiclesonly.Only empty coaching stock fromC. & W. Works to Etches Park.Coaching stock vehicles only.TRENT JUNCTION TO NEWARK AND BRANCHESLentonsignLincoln StreetCrossingRectory in.North in.,TT.308Lenton South in.,rear of signal,17.327Basford Junction G.F.Colwick Estates G.F.DownNorthCurvegoodsSingleDown13 coaching stock vehicles, in clearweather only. Leading vehicleto be fitted with brake valve.10 freight vehicles, in clearweather only.35 S.L.U. Without brake van if allvehicles are fitted, in clearweather only.35 S.L.U. without brake van if allvehicles are fitted.

200TABLE FA—PROPELLING TRAINS OR VEHICLES—continuedFromToLineNumber of vehiclesand special conditionsColwick EstatesExchange SidingsTRENT JUNCTION TO NEWARK AND BRANCHES—continuedEsso Sidings Single 35 S.L.U. without brake van inclear weather only. Fitted vehiclesonly during fog or falling snow.End of Co'wick Colwick Estates SingleEstates Branch Exchange SidingsTRENT TO CLAY CROSS AND BRANCHESToton Up Side Rear of signal Up goods/ 8 S.L.U. During daylight and inTT.224main/ clear weather only.fastBlackwell South In., Rear of signal TT.55 "Down and 3 fitted freight vehicles. In clearsignal TT.69up" goods weather only.Blackwell South Jn. Tibshelf Sidings "Down and Freight trains.up" goodsStanton Gate Shunting Stanton Old Works Single Freight trains. Without brake van.Frame.SidingsStanton Gate Shunting Kaldo Plant Sidings Single Freight trains. In clear weather only.FrameKirkby Summit Metal Box Co's Single Freight trains.SidingsMansfield South In. Standard Sand Co's Single Freight trains.Berry Hill SidingsStandard Sand Co's Mansfield Colliery Single 20 freight vehicles.Berry Hill Sidings JunctionBlackwell South In. Blackwell East Jn. Down South Freight trains. 20 fitted vehiclesCurve without brake van.goodsBlackwell East In. New Hucknall Colliery Single Freight trains.Sutton Colliery In. Butcherwood Sidings Single Freight trains for ButcherwoodSidings only.New Hucknall Tip New Hucknall Colliery Single Freight trains.G.F.TABLE F2—PROPELLING FREIGHT BRAKE VANSWhen necessary to facilitate local working, not more than three freight brake vans may bepropelled over any sections of the line except as shown below:—FromToLineRemarksMortimer Street In. Carlton Road In. D o w nCarlton Road In. Mortimer Street In. U pProhibited.The following conditions must in all cases be observed:—A Guard must ride in the leading vehicle. He must keep a sharp look-out, warn any person whomay be on or near the line, and be prepared to give any necessary hand signals to the Driver, also ifnecessary apply the brake.A white light must be carried in front of the leading vehicle when the propelling takes place atnight, or during fog or falling snow, or in a tunnel.The speed must nOt exceed 45 m.p.h. when the brake van/s being propelled are fitted with theautomatic brake connected and in use. Where not so fitted a speed of 20 m.p.h. must not be exceeded.

201TABLE F2—PROPELLING FREIGHT BRAKE VANS—continuedWhen running down gradients steeper than I in 200, through station platforms, or over levelcrossings, the speed must not exceed 15 miles per hour.During fog or falling snow freight brake vans must not be propelled except in cases of emergencyor where otherwise authorised.The propelling of freight brake vans during fog or falling snow is specially authorised as shownbelow, and such authorities are limited to one freight brake van unless otherwise shown.FromToLineRemarksWOLVERHAMPTON TO CHESTER AND BRANCHESCroes Newydd South C roes Newydd West DownForkCroes Newydd West Croes Newydd South Up Facing points at C roes NewyddForkEast set for South Fork Loopbefore locomotive and van leavesWest box.ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHESDerby St. Marys In.Draycott GroundFrameUpLincoln StreetCrossingTRENT JUNCTION TO NEWARK AND BRANCHESAnnesley Colliery D o w nSidingsTABIr Vehicles may be set back or drawn in the wrong direction as shown below:—E In the case of freight vehicles, unless otherwise shown, a guard's brake van (in which a Guard orGShunter must ride) must be the leading vehicle when setting back in the wrong direction, and the rear— vehicle when drawing in the wrong direction.W A brake van must be provided with coaching stock vehicles, unless otherwise shown.O Where a setting back movement is involved, in the case of coaching stock vehicles or whereauthority is given for freight vehicles to be worked without a brake van, a Guard or Shunter mustRride on the leading or nearest suitable vehicle in accordance with the instructions shown in Table "F I".K I These arrangements do not apply to vehicles conveying passengers, except where the items areNmarked "P".G The automatic brake, unless otherwise shown, must be connected up and in use when coachingIstock vehicles are worked under this arrangement.N xcept where fixed signals are provided to give permission for a wrong direction movement toWbe made, the Driver must not move in the wrong direction until he receives instructions to do so fromthe Signalman.RO after sunset, during fog or falling snow or in a tunnel, a red light must be carried on the leadingend of the movement in accordance with the Rule Book, Section H, clause 8.4.NA lamp must at all times be carried on the trailing end of the movement, which after sunset,G during fog or falling snow or in a tunnel, must show a white light.D The lamp on the trailing end is an indication to the Signalman at the signal box in advance (inIthe direction of travel) that the movement which entered the section has arrived complete. Should,Rtherefore, a vehicle or vehicles be detached from a wrong direction movement between two signalEboxes and left on the running line, the lamp must not be transferred from the trailing end of thedetached vehicle or vehicles to the portion of the movement continuing through the section; theCabsence of such lamp on this portion indicating to the Signalman at the advance box that the wholeTof the movement has not cleared the section.I Should it be necessary for the Signalman to give the "Train clear of Section" signal before theOlast vehicle of a wrong direction movement has passed the signal box, he must, before giving suchNsignal, ascertain from the Person in charge of the movement that the whole of the movement has beenshunted clear of the line concerned, or has arrived complete, and the Person in charge of the movementwill be held responsible for giving this information to the Signalman.

202TABLE G—WORKING IN WRONG DIRECTION—continuedFromToLineRemarksEUSTON TO CREWE AND BRANCHESStafford No. 4Stafford No. 5Crewe South in.Crewe South in.Crewe North in.Kensington NorthMainKensington SouthMainViaduct in. GroundFrameHigh Level SidingsStafford No. 5Stafford No. 4Crewe North in.Crewe North in.Crewe South in.Kensington SouthMainKensington NorthMainKensington NorthMainWillesden CarriageShed SouthMillbrook ... Ridgmont (MarstonValley BrickSidings frame)Northampton No. 1 ... Northampton No. 2 ...Northampton No. 2 ... Northampton No. 1 ...Northampton No. 2 ... Northampton No. 3 ...Northampton No. 3 ... Northampton No. 2 ...Up Western LineGround FrameBasford Hall in. ...Market HarboroughCrewe Sorting SidingsNorthCrewe Sorting Sidings Gresty Lane No. 1 ...NorthGresty Lane No. 1 ...Crewe Sorting SidingsNorthSalop Goods in. Gresty Lane No. 1 ...Up slow andNo. 1platformDown slowand No. 3platformand downgoodsUp platformsNos.4 and 5 andup throughUpplatformNo. 6Down platformsNos.1and 2and downthroughNos. 1and 2Down mainUp mainand upplatformDownUpcarriageDownUp formDown mainUp slowDown fastand downslowUpUp fastindependentUpDownDownWithout brake van.Without brake van.P. Without brake van.P. When vehicles are detached froman up train and the front portionhas gone forward as a completetrain, a locomotive accompaniedby a Shunter may enter theoccupied section at the CreweSouth in. end and propel thedetached vehicles in the wrongdirection to Crewe North in. boxwithout brake van.P. Without brake van.In clear weather only.In clear weather only.Freight vehicles, fitted vehicles withoutbrake van.12 coaching stock vehicles, in clearweather and during daylight only.When more than 6 vehicles arepropelled the leading vehicle mustbe fitted with a brake valve.Freight trains in clear weather only.Coaching stock. Freight vehicleswithout brake van.Coaching stock. Freight vehicleswithout brake van.Coaching stock. Freight vehicleswithout brake van.Coaching stock. Freight vehicleswithout brake van.Coaching stock. Freight vehicleswithout brake van.Coaching stock. Freight vehicleswithout brake van.Coaching stock. Freight vehicleswithout brake van.Coaching stock. Freight vehicleswithout brake van.

203TABLE G—WORKING IN WRONG DIRECTION—continuedFromToLineRemarksRUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHESUp Side FrameVauxhall ShuntingFrameHawkesbury LaneCurzon StreetUpDownthroughsidingLocomotive with not more thantwo brake vans.Without brake vans.HEYFORD TO BIRMINGHAM AND BRANCHESBanbury SouthBanbury NorthBanbury NorthBanbury SouthUp mainand upgoodsDown mainand downreliefWithout brake van.Without brake van.DERBY TO BLACKWELL AND BRANCHESSunny HillHockley CrossingBrans on Jn. signalDY.97 or 99Melbourne in.Pinfold CrossingBirmingham Curve RI.,rear of signalDY.136Down goodsDown mainDownreceptionDownthroughsidingTrains from R.O.D. sidings.Without brake van, in clear weatheronly.Without brake van.10 coaching stock vehicles.Freight vehicles equal to 10 S.L.U.Fitted freight vehicles equal to10 S.L.U. without brake van.WOLVERHAMPTON TO CHESTER AND BRANCHESSevern Bridge .1n. Abbey Foregate Down main Coaching stock, 30 freight vehicleswithout brake van. Drawn only.Abbe' Foregate Severn Bridge in. No. 1 upmainCoaching stock.Crewe Jn. Severn Bridge in. Down mainand downplatformSever Bridge Jn. Crewe Jn. Up mainand upplatformCrewe Bank Crewe in. Down goods Coaching stock and freight vehicleswithout brake van.Grestr Lane No. 2 Gresty Lane No. 1 Up main Light locomotives.CREWE TO HOLYHEAD AND BRANCHESChester No. 2 Chester No. 4 Up fast (via Without brake van.No. 3A)Chester No. 2 Chester No. 3A Up main Without brake van.and upplatformChester No, 3A • • Chester No. 4 Up main Without brake van.Chester No. 4 Chester No. 2 Down main Without brake van.and downplatform(via No. 3)Chester No. 3A Chester No. 2 Down fast Without brake van.Chester No. 4 Chester No. 3A Down fast Without brake van.

204TABLE G—WORKING'IN WRONG DIRECTION—continuedFromToLineRemarksRhyl No. 2 Rhyl No. 1 Down slowand downpassengerloopChester No. 4 Chester No. 5 Up main Without brake van.Chester No. 5 Chester No. 4 Down main Without brake van.ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHESWellingborough Wellingborough in. Down mainStationUp Sidings Ground Market Harborough UpFrameLondon Road in. Leicester North Nos. 3and 4 upplatformLeicester North London Road in. Nos. 1 and2 downplatformAshwell Down Lie-by Ashwell Down Locomotive with not more than 2Ground Framebrake vans.TRENT JUNCTION TO NEWARK AND BRANCHESTrent Yard Frame Trent, signal TT.221... Down Freight vehicles and "on track"goods loop machines.Clifton Colliery Lenton South in., Up goods Freight trains equal to 50 S.L.U.Ground Frame signal TT.327Hucknall Byron Hucknall Colliery DownStation Frame SidingsCo!wick Estates G.F. Rectory in. Down Drawn only during fog or fallingsnow.TABLE HI—WORKING OF FREIGHT VEHICLES WITHOUT A BRAKE VAN IN REAR—RULE BOOK, SECTION H, CLAUSE 6.1Referring to Section H of the Rule Book (Working of Trains) clause 6.1, the following is a listof places where freight vehicles may be worked without a brake van in rear. When convenienthowever, a brake van, or other suitable vehicle, for use of the man-in-charge of the train, should bemarshalled as near to the rear of the train as practicable but when this cannot be done the man mayride on the locomotive. In all cases where the vehicles are fitted with the automatic brake this mustbe connected and used. A tail signal must be carried on the last vehicle.One wagon of fuel or stores for signal boxes and Stations, or the empty vehicle in connectiontherewith, may be worked without a brake van between any two signal boxes, provided the signalboxes concerned are not more than one mile apart.EUSTON TO CREWE AND BRANCHESStafford No. 4Stafford No. 5Down slow,Nos. 3and 6platformsand downgoods

205TABLE HI—WORKING OF FREIGHT VEHICLES WITHOUT A BRAKE VAN IN REAR—RULE BOOK, SECTION H, CLAUSE 6.1—continuedFrom To LineNumber of vehiclesand special conditionsEUSTON TO CREWE AND BRANCHES—continuedStafford No. 5Crewe South in.Stafford No. 4Crewe North in.Up slow,Nos. 1and 6platformsNos. I, 2and 3platforms,Nos. 1 and2 throughand HorseLandingCrewe North in. Crewe South in. Nos. 3, 4, 5and 6platforms,No. 5throughand HorseLandingHigh evel Sidings Willesden Up carriageand upHigh LeveldepartureWillesden Carriage High Level Sidings Up carriage 40.Shed SouthWillesden Carriage Willesden Carriage Up empty 40.Shed North Shed South carriageWembley Central High Level SidingssidingUp HighLevel40.arrivalNorthampton No. 2 Northampton No. 3 Down fastand down5.slowNorthampton No. 3 Northampton No. 2 Up fast and 5.up slowNorthampton No. 2 Northampton No. 4 Down and 30."down andup" goodsNorthampton No. 4 Northampton No. 3 Up goodsBasford Hall in. Salop Goods In. Down fastindependentand downslowindependentSalop Goods in. Basford Hall in. Up fastindependentand up slowindependentCrewe Sorting Sidings Crewe South, North "Up andSouth Stafford in. down" Stokegoods lineCrewe South, NorthStafford in.Crewe Sorting SidingsSouth"Up anddown" Stokegoods lineCrewe Sorting Sidings Gresty Lane No. 1 DownNorthGresty Lane No. 1 Crewe Sorting Sidings UpNorthGresy Lane No. 1 Salop Goods in. DownSalop Goods in. Gresty Lane No. 1 UpSalop Goods in. Crewe North in. DownCrewe North in. Salop Goods in. Up

206TABLE HI—WORKING OF FREIGHT VEHICLES WITHOUT A BRAKE VAN IN REAR—RULE BOOK, SECTION H, CLAUSE 6.1—continuedFromToLineNumber of vehiclesand special conditionsRUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHESBirchills Power SidingsWalsall, signal WL.68(up fast) and WL.69(up slow)Up throughSiding50. Empty vehicles only.HEYFORD TO BIRMINGHAM AND BRANCHESTyseley No. I Bordesley Yard Downthroughsiding/"upand down"goods lineBordesley Yard Tyseley No. 1 "Up anddown"goodsline/downthroughsiding30.30.Leicester Jn., signalDY.I45DERBY TO BLACKWELL AND BRANCHESHorninglow Bridge,ground frame/Up goods 30. In clear weather only.reception lineSignal SY.221 Up goods 35.Washwood Heath,signal SY.225Pinfold Crossing ... Hockley Crossing ... DownCoalville Crossing ... Mantle Lane... Down 50.Abbey Junction ... Nuneaton ... Up ... 20.COLWICH TO MACCLESFIELD AND BRANCHESStoke-on-Trent, signalSE.14Grange in. ... Down goodsGrange Jn. Stoke-on-Trent, signalSE.2Up goods ...Longport Jn. ... Bradwell Sidings Down goods 10 S.L.U.Bradwell Sidings Longport Jn. ... Up goods ... 50 S.L.U.WOLVERHAMPTON TO CHESTER AND BRANCHESSevern Bridge Jn. Crewe Jn. Down main,down mainplatformand "upand down"platform35 S.L.U.

207TABLE HI—WORKING OF FREIGHT VEHICLES WITHOUT A BRAKE VAN IN REAR—RULE BOOK, SECTION H, CLAUSE 6.I—continuedFrom To LineNumber of vehiclesand special conditionsWOLVERHAMPTON TO CHESTER AND BRANCHES—continuedCrewe in. Severn Bridge in. Up main, 35 S.L.U.Crewe in. Coton Hill Northup mainplatformand "upand down"platformDown 60 S.L.U.Croes Newydd North Wrexham North Down main 20 S.L.U.Forkand downWrexham NorthgoodsCroes Newydd North UpForkAbbey Foregate Sutton Bridge in. Down 35 S.L.U.Bersham SidingsCroes Newydd SouthForkDownSutto:iJn Bridge in. Abbey Foregate Up 35 S.L.U.Severn Bridge in. Sutton Bridge in. Down 35 S.L.U.Sutton Bridge in. Severn Bridge in. Up 35 S.L.U.Crewe in. Crewe Bank DownCrewe Bank Crewe in. UpGresty Lane No. 1 Crewe South in. DownCrewe South in. Gresty Lane No. 1 UpNantmawr Quarry Nantmawr in. SingleSidingsCroes Newydd East Croes Newydd North Up 20 S.L.U.ForkTy Cerrig Sidings Brymbo Middle Single40 S.L.U. The automatic brake onfitted vehicles need not be connected.CREWE TO HOLYHEAD AND BRANCHESCrewe North in. Crewe Steel Works DownChester No. 2 Chester No. 4 Down mainand downplatform(via No. 3)Chester No. 2 Chester No. 3A Down fastand "downand up"platformChester No. 3ANChester No. 2Up fast, upmain, upplatform,"downand up"platformand upgoodsChester No. 3A Chester No. 4 Down fastChester No. 4 Chester No. 3A Up fast andup mainCheter No. 4 Chester No. 6 Down fastand downslowChester No. 6 Chester No. 4 Up fast andup slowChester No. 4 Chester No. 5 Down mainChester No. 5 Chester No. 4Chester No. 5 Chester No. 6Up mainDownChester No. 6 Chester No. 5 Up

208TABLE HI—WORKING OF FREIGHT VEHICLES WITHOUT A BRAKE VAN IN REAR—RULE BOOK, SECTION H, CLAUSE 6.1—continuedFrom To LineNumber of vehiclesand special conditionsBrent in. No. 2Cricklewood RecessSidings ShuntingFrameST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHESCricklewood RecessSidings ShuntingFrameBrent in. No. 2ArrivalanddepartureDepartureandarrivalLeicester North Humberstone Road in. Down goods 40. In clear weather only.Humberstone Road in. Leicester North Up goods 40. In clear weather only.Syston North in. Syston East in. Up NorthCurveSt. Mary's Yard Derby, C. & W.WorksUp goods 40. In clear weather only.Derby, C. & W. St. Mary's Yard Down goods 40. In clear weather only.WorksNeasden Jn. Neasden South Down 30.50.50.TRENT JUNCTION TO NEWARK AND BRANCHESRear of signal TT.308 Signal TT.25 I Any(Lenton North in.) (Sneinton Crossing)Stanton Gate Shunting Stanton Old Works SingleFrameSidingsStanton Old Works Stanton Gate SingleSidingsShunting FrameTABLE H2—WORKING OF COACHING STOCK VEHICLES WITHOUT A BRAKE VANBEYOND STATION LIMITSWorking of fitted coaching stock vehicles without brake van is authorised as shown below, subjectto any special condition shown. Unless otherwise shown, the continuous brake must be connectedup and in use. A Guard or Shunter must ride on the rear or nearest suitable vehicle, and a tail lampmust be carried on the last vehicle. When no suitable vehicle is available the man may ride on thelocomotive.These arrangements do not apply to vehicles conveying passengers, except in the case of itemsmarked "P".From To LineNumber of vehiclesand special conditionsEUSTON TO CREWE AND BRA'' CHESEuston Willesden Up fast,slow andcarriagelinesDown fast,slow andcarriagelinesCrewe South in. Crewe North in. Nos. I, 2 P.and 3platformsand Nos. 1and 2throughCrewe North in. Crewe South in. Nos. 3, 4 P.5 and 6platformsand No. 5through

209TABLE H2—WORKING OF COACHING STOCK VEHICLES WITHOUT A BRAKE VANBEYOND STATION LIMITS—continuedFromToLineNumber of vehiclesand special conditionsWillesden CarriageShed NorthWillesden CarriageShed SouthHigh Level SidingsWillesden CarriageStabling SidingsNorthampton No. 1Northampton No. 2Northampton No. 2Northampton No. 3EUSTON TO CREWE AND BRANCHES—continuedWillesden CarriageShed SouthHigh Level SidingsWillesdenHigh Level SidingsNorthampton No. 2Northampton No. 1Northampton No. 3Northampton No. 2Up emptycarriagesiding •Up carriageUp departureand upcarriageUp HighLevelarrivalDown mainand downplatformUp mainand upplatformDown fastand downslowUp fast andup slowRUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHESBirmingham NewStreetBirmingham NewStreetVauxhall ShuntFrameTyseleyUp Stour/up Derby/downVauxhallUp1.1.WOLVERHAMPTON TO CHESTER AND BRANCHESWolverhamptonStationOxleyOxleyWolverhamptonStationDownUp4.4.ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHESLuton South in.Lu on North in.Luton North in.Luton South in.Down fast,down slowUp fast andup slow4.4.TABLE .1—LOCOMOTIVES ASSISTING IN REAR OF TRAINS—RULE BOOK, SECTION H,CLAUSE 3.20Any type of locomotive may assist a train in the rear provided the maximum speed of the train,while being assisted, does not exceed that permitted for the locomotive with the lower maximum speed.Diesel or electric shunting locomotives must not, however, be used to assist a train in rear under normalcircumstances unless authorised in the table.Unless otherwise specially authorised, a locomotive assisting a train in rear must be coupled to it.Trains must be brought to a stand before the assisting locomotive comes behind, except whereauthorTrains must also be brought to a stand before the assisting locomotive is detached except in theise case of freight trains, when uncoupling by shunting pole from the end of the brake van is speciallyauthorised.dinth

210TABLE .1—LOCOMOTIVES ASSISTING IN REAR OF TRAINS—RULE BOOK, SECTION H,CLAUSE 3.20—continuedAt places where authority is given for trains to be assisted by a locomotive in rear and it isnecessary for the train to be drawn to the home signal of the box in advance for the assisting locomotiveto come behind, the Driver of the assisting locomotive must be instructed by the Signalmanat the box in the rear to pass at danger the signal controlling the entrance to the section ahead unlessa calling-on signal is provided under such signal. The assisting locomotive must be signalled to the boxin advance by the bell signal, 2-2, which must be acknowledged by repetition.During fog or falling snow, if the rear of the train standing in the advance section is out of sightof the Signalman at the box in the rear, the assisting locomotive must be piloted from the box in rearby the Guard of the train requiring assistance, or other competent person.When it is necessary for an assisting locomotive after being detached to continue on the sameline as the train, it must not follow the train past the signal which has been cleared for the train toproceed until that signal has been placed at DANGER and again cleared.After assisting through a section and reaching the box at which assistance is to cease, the assistinglocomotive must, where possible, stop opposite the box, or other designated point.Where assisting is authorised, assisting locomotives may join or leave the train at any intermediatesignal box, unless otherwise shown.During fog or falling snow, when a train starts out of a yard and assistance through the advancesection is authorised, the assisting locomotive must, when practicable, be placed at the rear of the trainbefore it moves out on to the running line.Wherever an assisting locomotive is attached to a train the man responsible for arranging suchworking must advise the Signalman that an assisting locomotive is in the rear.A locomotive with not more than two brake vans may be used to assist in rear of a freight train.When an assisting locomotive is coupled to the rear of a passenger or other fully fitted train, thebrake pipe(s) must also be connected and responsibility for creating and maintaining the brake powerwill rest with the Driver of the leading locomotive. The Guard will be responsible for ensuring thatthe brake continuity test has been carried out before giving the signal to start. Except in the case of apassenger train, the Guard may ride in the rear cab of the assisting locomotive until the assistinglocomotive is detached.A list of places where trains may be assisted in rear in accordance with these instructions is shownbelow.Explanation of references:—P.—Train conveying passengers.ECS.—Empty coaching stock.F.—Freight.D.-350 h.p. Diesel shunting locomotive may be used, provided speed does not exceed15 m.p.h.N.—Locomotive not coupled to train.FromToClass ofTrainConditionsRemarksEUSTON TO CREWE AND BRANCHESEustonCamden, signalEN.106 orAllEN.107Acton Wells in. K ensal Green in.... ECS FWillesden Mitre Bridge Jn. ECSKensal Green Jn.... WillesdenECSWillesden H.L. Kensal Green Jn.... ECS FSidingsKensal Green Jn.... Mitre Bridge Jn. ECSMitre Bridge Jn. Kensal Green ECS FKensington North Willesden All N D* *Motorail Trains ex KensingtonMainonly.Bedford St. Johns... Bedford North F Class 6 trains only.Northampton No. 4 Northampton No. 1 F From the up and No. 2 downgoods line to the up platformline. Before the movement iscommenced both auto-air brakevalves on the rear assistantlocomotive must be in the shutdown position.

211TABLE .1—LOCOMOTIVES ASSISTING IN REAR OF TRAINS—RULE BOOK, SECTION H,CLAUSE 3.20—continuedFromToClass ofTrainConditionsRemarksRUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHESPerry Barr South Jn. Soho East Jn. F N DPerry Barr North in. Soho East in. F N DSoho Pool Wharf ... Soho Road . . . F N} See local instructions, page 243.Bescot ... . . .Bescot Curve in.,ECS FN DWednesbury signal WL.44Princes End ECS F N DDROITWICH SPA TO WALSALL AND BRANCHESKidderminster in.... Stourbridge Jn. FStourbridge in. Dudley FEagle Crossing Dudley ECS F NDStourbridge in. Rowley Regis FAt Dudley the train locomotivemust be brought to a stand twoloco lengths past the signal box.DERBY TO BLACKWELL AND BRANCHESSaltley, signalSY.206 orSY.452Camp Hill, signalSY.78All N* *Except for passenger trains.The Driver of a down train not calling at Washwood Heath Sidings requiring assistance mustcome to a stand at signal SY.208 or SY.218 and so advise the Signalman at Saltley box.The Driver of a train from Washwood Heath Sidings to the Camp Hill line requiring assistancemust so advise the Signalman at Washwood Heath Sidings No. 2 Shunting Frame.Stoke,1 SidingsCockshuteCoal*ds FarmGround FrameCaverswallCoalville JunctionWalsall, signals Aldridge Crossover ECS FWL.74 andFFWhen assisted from Stoke in. only,train must stop at signal SEAN,SEM or SE. 107 for theassisting locomotive to come tothe rear.Assisting locomotive must proceedto rear of signal applying downgoods line to single line.Birmingham NewStreetChurch Road,signal SY.56AllIn clear weather only.COLWICH TO MACCLESF ELD AND BRANCHESStoke,Sid.CockshutegsCaverswallFWhen assisted from Stoke in. only,train must stop at signal SEAN,SE. 105 or SE.107 for theassisting locomotive to cometo the rear.41'RossettWOLVERHAMPTON TO CHESTER AND BRANCHESWrexham NorthF1During single line working.

212TABLE J—LOCOMOTIVES ASSISTING IN REAR OF TRAINS—RULE BOOK, SECTION H,CLAUSE 3.20—continuedFromToClass ofTrainConditionsRemarksCREWE TO HOLYHEAD AND BRANCHESCrewe Steel WorksFlag Lane... . . .Chester No. 5 ...Flag Lane ... . . .Crewe Steel WorksChester No. 6 ...FFP.ECSDDDTrain may be drawn by a 350 h.p.air braked locomotive. Locomotivein rear must have enginerunning to ensure ETH supply.When a 350 h.p. locomotive ishauling the train, the mastercontroller on the locomotivein rear must be in EO position.When the other locomotive isdetached, the Driver of thelocomotive in rear shouldovercharge the brake pipe in thenormal manner to ensure thatthe brake pipe pressure isproperly equalised to preventdragging brakes.ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHESSt. PancrasBedford North ...CricklewoodCarriageSidingsNeasden Jn. . . .Neasden South ...Willesden ... . . .Acton Canal WharfBedford North ...St. PancrasSt. PancrasActon Wells Jn. ...Neasden Jn. . . .Acton Canal WharfWillesden ... . . .FFECSEC SECSPPFully fitted C.M. & E.E. trainsproceeding to or from site ofwork. Driver of locomotive inrear must be prepared for signalsto return to Danger before hislocomotive passes them.Locomotive in rear must haveengine running and reversinghandle in "EO" position. Whentrain heating is required thismust be supplied by the locomotivein rear. Heating connectionsmust not be madebetween leading locomotive andtrain. Driver of locomotive inrear must be prepared for signalsto return to Danger before hislocomotive passes them.Only in emergency when divertingtrains via Dudding Hill Th.TABLE K—WORKING OF TRAINS CONVEYING PASSENGERS OVER GOODS LINESOR GOODS LOOPSOn the following lines, passenger trains may be run provided the instructions headed "Workingof trains conveying passengers over goods lines or goods loops" contained in the General Appendixare carried out.

213TABLE K—WORKING OF TRAINS CONVEYING PASSENGERS OVER GOODS LINESOR GOODS LOOPS—continuedFromToDowninesUpEUSTON TO CREWE AND BRANCHESWillesden WestLondon JunctionWembley CentralStationLow Level goods,goods and "Upand Down" goods"Up and Down"goods, goods, andLow level goodsDERBY TO BLACKWELL AND BRANCHESWater Orton West in. Park Lane in.Bromford Bridge Signal RyecroftSingle goodsGoods*Single goods.Goods.SY.227Ryecroft in. Castle Bromwich In. Goods.*Up Goods between Bromford Bridge and Castle Bromwich Junction.ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHESCricklewood South in. Cricklewood Jn. GoodsCricklewoodWest HampsteadGoods.Broadholme Ambergate in. GoodsGoods.Cricklewood in. Dudding Hill in. Goods Goods.Silkstream Acton Wells in. Goods Goods.Willesden, signal WN.6 I Acton Canal Wharf Single Goods Single Goods.Syston North in. Syston East Goods Goods.TRENT JUNCTION TO NEWARK AND BRANCHESLenton South in. Lenton North in. Goods Goods.Nottingham East .1n. Mansfield in. Goods.(Signal TT.252)TABLE M—PLACING TRAINS OR VEHICLES OUTSIDE HOME SIGNALS ON FALLING1GRADIENTS—RULE BOOK, SECTION J, CLAUSE 3.22Trains or vehicles must not be placed outside (a) outermost home signals or (b) the signal nextin advance of an outermost home signal where more than one home signal is provided in the normaldirection of travel—where the line is on a falling gradient towards the signal box in rear, except asshown below:—(1) On any gradient(i) A locomotive, or a locomotive with one or two brake vans.(ii) Trains or vehicles, provided the locomotive is at the lower end.(2) On gradients not steeper than 1 in 260Trains or vehicles, provided the vehicle at the lower end is a brake van in which aGuard or Shunter is riding.(3) On gradients steeper than 1 in 260Only as shown in clause (I) above, or as authorised in the following table.In any of the above-mentioned cases the setting back movement must not be made beyond apoint which will bring the train or vehicles immediately outside the signal referred to unless themovement is required to pass through a connection beyond that point.Those places for which special authority is given are shown below:—Except where otherwise shown:—(a) in the case of freight vehicles, a brake van must be provided at the lower end of themovement and a Guard or Shunter must ride in it to attend to the brake until themovement comes to a stand.(b) in the case of coaching stock vehicles, a brake van must be provided and a Guard orShunter must ride in it to attend to the brake until the movement comes to a stand.The continuous brake must be connected up and in use.

214TABLE M—PLACING TRAINS OR VEHICLES OUTSIDE HOME SIGNALS ON FALLINGGRADIENTS—RULE BOOK, SECTION J, CLAUSE 3.22—continuedSignal boxLineRemarksWOLVERHAMPTON TO CHESTER AND BRANCHESLightmoor Jn.Croes Newydd EastCroes Newydd WestPenyfforddUp through sidingSingle goodsDownDownTrains having to work beforeproceeding to Madeley .1n.Freight trains to be shuntedtowards South Fork.Freight trains.Freight trains.CREWE TO HOLYHEAD AND BRANCHESRockcliffe HallHolyheadDownDownSt. Albans Down slow Coaching stock not conveyingWellingborough Station Down mainpassengers.ECS.Syston South Jn.(Syston East .111.)ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHESDown branch30 S.L.U. including fully fittedfreight trains without brakevan.TABLE N2—PROTECTION OF ENGINEERS' TRAINS BY HANDSIGNALMEN—RULEBOOK, SECTION Q, CLAUSE 2.3On the lines listed below, which are worked on the Track Circuit Block system, it will not benecessary to afford protection to Engineers' trains by the provision of a Handsignalman. This exemptiondoes not apply to self-propelled on track machines.BetweenLine(s)All lines shown in Table A to be worked in accordance with the Track Circuit Block System.TABLE 0—EXEMPTION FROM RULE BOOK, SECTION C, CLAUSE 5.9The provisions of Rule Book, Section C, clause 5.9 are exempt at the following signals, and thesesignals may be cleared before a train has been brought quite or nearly to a stand at them, althoughthe stop signal in advance may be at Danger.Signal BoxSignal at which Section C,clause 5.9 is exemptRemarksActon Wells Jn.Lichfield CityBrereton SidingsUp main home 2 to MidlandbranchDown Sutton home 1 signal anddown Sutton to platformhome 2 signalUp main home 1 and home 2Applies only for passenger trainsterminating at the station.Applies only for Class 6(a) trainsterminating at RugeleyC.E.G.B. Sidings.

215TABLE 0—EXEMPTION FROM RULE BOOK, SECTION C, CLAUSE 5.9—continuedSignal BoxSignal at which Section C,clause 5.9 is exemptRemarksBanbury SouthStratford-upon-Avon EasteyDucleyRowley RegisSevern Bridge .1n.TalerddigNantwich StationKentish Town, Engine Shed .1n.Carlton & NetherfieldSutton .1n.Down main home 1Down main home l and home 2Down main homeUp main home...Up main home 1Up platform homeDown homeUp homeUp main home...Up Moorgate homeDown main homeUp home 1Up home 2Applies only to passenger andempty coaching stock trainsterminating at the station.Applies only to passenger andempty coaching stock trainsterminating at the station.Applies only to class 4 trainsbooked to call at Dudley.Applies only to trains assisted inthe rear.Applies only to freight trains.Applies only to passenger trainsbooked to call at the station.Applies only to trains exceeding50 S.L.U.TABLE 0—LIGHTING AND EXTINGUISHING OF SIGNAL LAMPSRunning signalsExcept as shown below, the lamps of all running signals must be lighted during the hours ofdarkness and during fog or falling snow whilst the line is open for traffic, whether the signal boxesare open or closed:—Exception 1.—On lines where the train service is confined to the hours of daylight, the signalsshould not be lighted except during fog or falling snow, but the lamps must be kept inreadiness for immediate use, if necessary.Exception 2.—At the undermentioned signal boxes which are opened for limited periods or specialtraffic, the signals shown below will not be lighted during the period shown:—Signal BoxSignals affectedWOLVERHAMPTON TO CHESTER AND BRANCHESt Broughton Crossingt Brymbo EastBrymbo MiddleAll.All.All.ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHESSax y I All.t inay 1st to August 31st.When it is necessary for any signal which forms one of a group to be alight, the whole of thelamps must be lighted.Shunting signals:—At places where shunting operations are seldom carried out after dark, the lamps ofground shunt signals need not be lighted but the lamps of such signals must be kept inreadiness for use so that if the circumstances require the lamps to be lighted this can be done.Should it be necessary for a shunting movement to be made during darkness at placeswhere there are no lights in the ground signals the Guard or Shunter (Driver in the case of alight locomotive) must see that the signal is cleared before any movement is made over pointsto which such signals apply.

216TABLE R—TELEPHONES AVAILABLE FOR USE BY TRAINMEN IN EMERGENCYTelephones, which may be used by trainmen to communicate with signalmen in emergency, arenormally provided at all Ground and Shunting Frames, Automatic Half Barrier (AHB), VehicularRed/Green Warning Light (R/G), and Closed Circuit Television (CCTV), protected Level Crossings,and in the vicinity of motor worked points remote from signal boxes.In addition, telephones giving communication with Signal Boxes are provided at the followinglocations.Where use is made of other than Signal Post Telephones, trainmen must first establish the identityand location of the person answering the call. The Rule Book, Section B, Clause 5.4 must be strictlyadhered to in all cases.At or betweenMileageM. C h .LocationEUSTON TO CREWE AND BRANCHESKilsby TunnelSwanbourne –JunctionSwanbourne –JunctionClaydon LNEClaydon LNEAspley Guise – RidgmontBoughton – SprattonSpratton – LamportKelmarsh Tunnel – Oxendon7678795591015641310403355441214South end adjacent to P.W. Cabin.North end adjacent to P.W. Cabin.4m I4ch from Swanbourne Signalbox,or 4m 4ch from Claydon LNEJunction Signalbox6m 3 Ich from Swanbourne Signalbox,or Im 67ch from ClaydonLNE Junction Signalbox.Berry Lane L.C.Merry Tom L.C.Hanging Houghton L.C.IshamClipston & OxendonMARYLEBONE TO CLAYDON/AYNHO JUNCTION AND BRANCHESPrinces Risborough – BicesterLittle Kimble – Aylesbury SouthPrinces Risborough – Thame27 2 030 0 034 0 03 4 06 4 047 0 02 5 02m 60ch from Princes Risborough,or 15m 69ch from Bicester.5m 20ch from Princes Risborough,or 13m 29ch from Bicester.9m 29ch from Princes Risborough,or 9m 20ch from Bicester.12m 69ch from Princes Risborough,or 5m 60ch from Bicester.I5m 60ch from Princes Risborough,2m 60ch from Bicester.Marsh L.C.Hinton L.C.RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHESTile HillMonument LaneSohoWolverhampton North Jn.BushburyKenilworthBrereton – Rugeley97 6 098 0 01 2 62 4 913 3 215 5 53 7 34 4 713 5 313 6 9Down Goods Loop.Down Goods Loop.Commencement of Up ThroughSiding.Down Through Sidings.50yds in advance of Signal WN.62.Down Through Sidings Stop Board.Leamington end of Crossing Loop.Coventry end of Crossing Loop.Exit N.C.B. Sidings adjacent No. 6Points.Exit C.E.G.B. Sidings adjacentNo. 15 Points.

217TABLE R—TELEPHONES AVAILABLE FOR USE BY TRAINMEN IN EMERGENCY-con At or betweentinuBanbury — Fenny ComptonedMileageM. C h .HEYFORD TO BIRMINGHAM AND BRANCHESHeyford — Aynho Junction 77 24 Somerton L.C.Banbury — Fenny Compton 89 11 Littlemill91 60 Clattercote93 37 WormleightonClaverdon — Bearley Halt 14 06 EdstoneHenley-in-Arden — Wootton Wawen 16 70 SillesbourneLocationDROITWICH SPA TO WALSALL AND BRANCHESKidderminster134 55 Tail Lamp Telephone Down Loop.135 46 Tail Lamp Telephone Up Platform.Stourbridge in. 142 47 Tail Lamp Telephone Up Loop.142 48 Down Loop North End.Walsall Station 6 24 South end of Platform on ToiletBlock.Rowley Regis 135 64 Tail Lamp Telephone Down Loop.136 14 Station Down Platform.Old Hill Station 137 30 Up Platform.Cradley Station 138 65 Down Platform.DERBY TO BLACKWELL AND BRANCHESBromford Bridge — Washwood Heath38 40 Either side of staff foot crossingEast in.between Down Goods Line and UpSidings.Sunn Hill — Stenson in. 4 16 StensonHilton L.C. 27 08 In cabin on Down side.Marston L.C. 25 28 In cabin on Up side.Hockley Leigh 14 50 Stathams13 719,Westonsj135,952 Sargeants51112 58 Dagdale99 1511 72 Heaths L.C.51 9911 59 BrandwicksLeig —Cresswell 9 57 Upper Leigh L.C.7 61 Newton L.C.Saffr n Lane G.F. — Desford 102 35 Kirby MuxIoeMantle Lane 113 20 Tail Lamp telephone between UpHome and starting signals.91113 34 Tail Lamp telephone between UpHome and starting signals.Moira West... 121 12 Near Rawdon Colliery connection.Birmingham Curve Junction — 126 60 Cambridge Street L.C.Glen Ilicester Parva Junction — Narborough 12 55 Hinds L.C.Station L.C.COLWICH TO MACCLESFIELD AND BRANCHESStoke Jn. — Milton Jn.Leel Brook in. — CaldonKids rove Alsager331202030Abbey L.C.ApesfordCoopers L.C.WOLVERHAMPTON TO CHESTER AND BRANCHESOxlCodsallCodsall — CosfordCosford14314614815145264507Tail Lamp Telephone Up Goods Loop.On Signal Box Structure.GreggsOn Signal Box Structure.

218TABLE R—TELEPHONES AVAILABLE FOR USE BY TRAINMEN IN EMERGENCY—continuedAt or betweenMileageM. 1 Ch.LocationWOLVERHAMPTON TO CHESTER AND BRANCHES—continuedShrewsbury – Leaton . . .174 65 Woolascott L.C.Leaton – Baschurch . . .178 63 Eyton L.C.Baschurch – Whittington ...181 71 Wykey L.C.„ „ . . .185 66 Decoy L.C.Gobowen – Weston Rhyn ...190 01 Daywell L.C.South Fork ... . ... .193 52 Whitehurst L.C.Wrexham North – kossett ...204 60 Up line on site of former IB signal.Rossett – Green Lane Crossing ... 207 36 Broad Oak L.C.Lightmoor in. – Ironbridge... 160 55 Chunes L.C.Dorrington – Church Stretton 7 66 Micklewood L.C.„ 8 43 Leebotwood L.C.„ 11 38 All Stretton L.C.Church Stretton – Marsh Brook 14 66 Woodlands L.C.Shrewsbury – Westbury 4 09 Hanwood L.C.8 77 Stretton Heath L.C.Westbury – Welshpool 12 40 Plas-y-Court L.C.32 26 Buttington L.C.Welshpool – Newtown 36 40 Fron L.C.43 37 Abermule L.C.Newtown – Caersws 52 70 Llanidloes Road L.C.Caersws – Talerddig . . . 57593417Bullock (Oerffrwyd) L.C.Carno L.C.Talerddig – Cemmes Road ... 63 13 Caetwpa L.C.Dovey in. – Aberystwyth 87 60 Capel Soar (Borth) L.C.89 58 Llandre L.C.19 9 994 56 Llanbadarn L.C.1, 1 ,Dovey in. – Towyn ... 79845375Ynys L.C.Penrhos L.C.,,85 38 Treffedian L.C.99 , 1Towyn – Barmouth ... 89910804Sandilands L.C.Tonfanau L.C.5,55 , ,94 42 Tyddynithel L.C.(Summer Season Only).95 23 Borthwen L.C.,Barmouth 1 – Harlech 105 05 Bennar Fawr L.C.,1107 66 Talwrn Bach L.C.,, • • •108 45 Pensarn L.C.11 1 5Harlech – Portmadoc 114 52 Talsarnau L.C.116 36 Hafod-y-Wern L.C.99116 5491 , 5119 41Penrhyndeudraeth Stn. L.C.Traethmawr L.C.PwIlheliPortmadoc " "– 124124Merllyn L.C.55 Maes L.C.28,, , 5,, , , , 132 28 Pwllheli Goods L.C.Harlescott – Wem ... 22 50 Tilley L.C.Prees – Wrenbury ... 12 50 Brick Kiln L.C.10 10 Marley Green L.C.5,CREWE TO HOLYHEAD AND BRANCHESCrewe – Chester 166 59 Calveley S.B. Wall.Chester – Flint ... 189 37 Rockcliffe Hall S.B. Wall.... 191 20 Pentre L.C.Flint – Holywell in. 193 51 Bagillt L.C.Holywell in. – Prestatyn 201 76 Talacre S.B. Wall.„ 202 65 Tyn-y-Morfa L.C.Rhyl – Abergele ... 211 33 Bodhafod L.C.,, • •• 211 50 Sandbank L.C.Penmaenmawr – Aber . . . 232 35 Glanmor Elias L.C.

219TABLE R—TELEPHONES AVAILABLE FOR USE BY TRAINMEN IN EMERGENCY-coMileageAt or betweennM. I Ch.tLocationiCREWE TO HOLYHEAD AND BRANCHES—continuednAber – Bangor 234 39 Henfaesu15 5 9234 61 Wig L.C.e59 , 9 235 14 Tairmeibon Farm L.C./9 d9 ,236 60 Llandegai Tunnel East.91 • 237 01 Llandegai Tunnel West.Bangor – 6aerwen 242 11 Llanfair P.G.Gaerwen Valley 251 39 Bodorgan Stn. Building.39 255 67 Rhosneigr Stn. Building.Valley – Holyhead 261 05 Cleifog UchafLlandudno Jn. – Llanwrst 5 08 Tal-y-CafnLlanrwst – Bleanau... 9 73 Tyn Ddol.Ffestiniog 10 31 Tan LiamST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHESWellingborough Station 65 05 Up Main Line Platform.Kettering Station 72 02 Leicester end of Up Fast and UpSlow Line Platform.Market Harborough Station 82 74 Up Platform.Wigston North Junction 96 02 Near Leicester end of Main LineCrossover.Knighton South Junction 97 52 Outside shunters cabin.Sileby Loughborough Jn.... 108 00 Mountsorrel sidings, near loadinghopper.Loughborough Station 111 47 Up Platform.Duffield L.C.• 133 12Whitworths Sidings 0 60 In Sidings.Corby Tunnel 80 74 In first refuge, South end.Corby Tunnel 82 01 In first refuge, North end.Harringworth 84 79 Outside Signalbox.Manton Tunnel – Brooke Road L.C. 92 27 EgletonAshwell L.C. – Whissendine 98 00 TeighWymondham 99 67Saxby Jn. – Wyfordby 102 14Wyfordby 102 38FreebyWyfordby L.C. – Melton MowbrayStation103 22 BrentingbyAmbergate Station 138 18 On Platform.Whatstandwell Station 140 13 On Platform.Cromford Station 143 10 On Platform.Matlock Station 145 00 On Platform.TRENT JUNCTION TO NEWARK AND BRANCHESBleasby Station L.C. – FiskertonJunction L.C.Bingham StationStan Norton New Works SidingsStantonliGate Station (Disused)hE rewash11119120123123123364235566969Gorsey Lane L.C.Nottingham end of Up Platform.Adjacent to North end ShuntersCabin.Adjacent to Motorway Bridge behindstation.Adjacent to Motorway Bridge onWest Hallam/Stanton Old WorksSidings line.

220TABLE Si—INTERMEDIATE SIDINGS AT WHICH TRAINS MAY BE SHUNTED FOROTHER TRAINS TO PASSTrains may be shunted for other trains to pass at all intermediate sidings connected to linesworked in accordance with the Track Circuit Block System.The following is a list of intermediate sidings connected to lines worked by other than the TrackCircuit Block System at which trains may be shunted for other trains to pass:—Name of Siding/sSituated at orbetweenLineconnectedwithMethod of controlEUSTON TO CREWE AND BRANCHESViaduct in. Kensington North Down Ground frame released fromMain and NorthKensington North Main.Pole in.Bridge Street in. Down Bridge Street Level Single Ground frame released from BridgeSidings Crossing and Street Level Crossing.Northampton No. 1Bridge Street in. Up Bridge Street Level Single Ground frame released from BridgeSidings Crossing and Street Level CrossingNorthampton No. 1MARYLEBONE TO CLAYDON/AYNHO JUNCTION AND BRANCHESGrendon UnderwoodArdleyAylesbury South andClaydon L. & N.E.in.Princes Risboroughand Aynho in.SingleSingleGround frame released by electrictoken.Ground frame released from Aynhoin.RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHESUp Side Hawkesbury Lane Up main Ground frame released fromHawkesbury Lane.Mid-Cannock Colliery Bloxwich and Up main Ground frame released fromHednesfordHednesford.HEYFORD TO BIRMINGHAM AND BRANCHESGoods ShedBanbury South andBanbury NorthDown reliefGround frame released fromBanbury South.DROITWICH SPA TO WALSALL AND BRANCHESLyeCradley and Stourbridgein. NorthCradley.Down Ground frame released fromDarlaston Wednesbury Down Ground frame released fromWednesbury.DERBY TO BLACKWELL AND BRANCHESCliffe HillBardon Hill andBagworthUpGround frames released fromBardon Hill.WOLVERHAMPTON TO CHESTER AND BRANCHESakengates Madeley in. and Down Ground frame released fromWellingtonMadeley in.Shell Mex & Haughton Sidings and Down Ground frame released fromWhittington LowWhittington Low Level.LevelDonnington W.D. Wellington andSingleGround frame released by electricDonningtontoken.

221TABLE Si—INTERMEDIATE SIDINGS AT WHICH TRAINS MAY BE SHUNTED FOROTHER TRAINS TO PASS—continuedName of SidingisSituated at orbetweenLineconnectedwithMethod of controlTarmacHookagate RailWelding DepotPenrhyndeudraethdown and up sidingsPwIlheli EastP wilheli WestWOLVERHAMPTON TO CHESTER AND BRANCHES—continuedSutton Bridge in. andDorringtonSutton Bridge Jn. andWestburyPenrhyndeudraethCriccieth andPwilheli StationCriccieth andPwIlheli StationDown mainSingleSingleSingleSingleGround frame electrically controlledfrom Sutton Bridge .41.Ground frame released by electrictoken.Ground frame released by electrictoken.Ground frame released by electrictoken.Ground frame released by electrictoken.ST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHESRedird RoadstoneLimbury RoadUpBed,rd YardKettiring South UpMountsorrelMarMan on SouthAshton Valley Brickell Down Lie-byNapsbury andRadlettLuton North andLeagraveBedford in. andKempston RoadBedford St. Johnsand Bedford in.Kettering Station andKettering Jn.Sileby andLoughboroughRidgmont andMillbrookManton Jn. andHarringworthAshwell andWhissendineUp slowDown slowUp slowUp slow"Up & downgoods lineUp slowDown mainDownUpDownGround frame released byNapsbury.Ground frame released from LutonNorth.Ground frame released fromLeagrave.Ground frame released fromBedford in.Ground frame released fromBedford Jn.Ground frame released fromKettering Station.Ground frame released from Sileby.Ground frame released fromRidgmont.Ground frame released fromMantonGround frame released fromAshwell.TRENT JUNCTION TO NEWARK AND BRANCHESNew tead CollieryLaded WagonEstates SidingsHucknall CollierySidings and LinbyColliery SidingsAnnesley CollierySidings and LinbyRectory ht. andNetherfield Jn.DownUpDown mainGround frame released fromHucknall Colliery Sidings.Ground frame padlocked. Key keptby shunter at Annesley CollierySidings.Ground frame released fromRectory Th.TRENT TO CLAY CROSS AND BRANCHESMa sfield NorthShe ood CollieryN rth EndSutt n Colliery in.Sherwood CollierySidings South andMansfield South in.Sherwood CollierySidings South andShirebrook SidingsTihshelf East Jn. andButcherwoodColliery SidingsUpDownSingleGround frame released fromSherwood Colliery Sidings South.Ground frame released fromSherwood Colliery Sidings South.Ground frame released by electrictoken.

222TABLE S2—TRAINS RETURNING FROM INTERMEDIATE SIDINGS OR STATIONS ONSINGLE LINES OF RAILWAY TO THE TOKEN OR STAFF STATION IN THE REARThe following is a list of places on single lines of railway worked on the Electric Token Blocksystem or the One Train Working or Train Staff and Ticket or No Signalman Token system wheretrains requiring to proceed to intermediate sidings or stations only may return to the token station inthe rear, subject to the modifications shown in the Remarks column.Unless otherwise shown, the instructions will apply only to trains not conveying passengers andexcept where shown to the contrary, the trains must have a locomotive in front and a brake van in rearwhen proceeding to and returning from such intermediate siding or station.When assisted in rear under this arrangement, the token must be transferred from one locomotiveto another when necessary, by the Guard, so that it is always carried on the rearmost locomotive.Should a freight or Engineers' train, or an Officer's special train, calling at an intermediate sidingin section require to return to the token or staff station in rear instead of going through to the tokenor staff station in advance, the permission of the Signalman must be obtained before the train entersthe section.FromToRemarksHammer SteelEUSTON TO CREWE AND BRANCHESHardingstone groundframeRUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHESOcker Hill W e d n e s b u r yWOLVERHAMPTON TO CHESTER AND BRANCHESDonningtonHookagate Rail Welding DepotPenrhyndeudreathWrexham Exchange StationWellingtonSutton Bridge Jn.HarlechWrexham ExchangeDMU trains, loaded or empty.CREWE TO HOLYHEAD AND BRANCHESBetws-y-Coed StationLlanrwst and Trefriw D M U trains, loaded or empty.TABLE T—LINESIDE FIRESReferring to the instructions contained in the General Appendix, the following informationsupplied by the Forestry Commission shows zones where the risk of lineside fires is greatest. Theperiod of greatest risk is February to May (inclusive).County and ForestLocation of ZonePeriods when risksare greatestBuckingham — ChilternStafford — CannockBetween Gerrards Cross and Beaconsfield— March to September.Both Sides. (9m. 15ch.-10 mile posts.)Between Hednesford and Brereton Sidings—Both Sides. (11+-11+ mile posts.)

223TABLE T—LINESIDE FIRES—continuedCounty and ForestLocation of ZonePeriods when risksare greatestMontgomery — BechanMontgomery — DoveyCardigan — RheidolMerioneth — DoveyCardigan — RheidolAnglesey — PenrhosCaernarvon — GwydyrAnglesey — NewboroughNottingham — SherwoodBetween Welshpool and Newtown—Down Side. ((49,--45+ mile posts.)Between Talerddig and Cemmes RoadDown Side. (66Between . Borth and Aberystwyth—Up Side. (88m. 65ch. and 89m. 09ch.)67JBetween Borth and Aberystwyth—Down 1 Side. (91m. 62ch. and 91m. 76ch.)Between 4 Gogarth and Abertafol—Up - Side. m i (81-81+ l e mile posts.)Between p o Cape! s t Bangor s and Devil's Bridge—Both. )Sides. (5/-11+ mile posts.)Between Valley and Holyhead—Both Sides. (Stanley Embankment.)(261-1-261/ mile posts.)Between Llanrwst and Betws-y-Coed--Up Side. (12-i-14/ mile posts.)Between Betws-y-Coed and Dolwyddelen—Down Side. (15-20/ mile posts.)Up Side. (15+-18/ mile posts.)Between Dolwyddelen and Roman Bridge—Down Side. (221-22+ mile posts.)Between Gaerwen and Amlwch—Both Sides. (56+ mile posts.)Between Linby and Annesley—Both Sides. (133-135 mile posts.)Between Bestwood Park in. and CalvertonColliery.Both Sides. (134135+ mile posts.)Danger in all dryperiods.December to April(inclusive).Extreme Danger.Extreme Danger.Extreme Danger.Extreme Danger.Danger in all dryperiods.Danger in all dryperiods.TABLE X—TAIL LAMPS LIGHTING WHEN PASSING THROUGH TUNNELS—RULEBOOK, SECTION H, CLAUSE 7.3.5All trains and light locomotives must carry a lighted tail lamp when passing through any of theundermentioned tunnels. Guards of trains and Drivers of light locomotives must see that this is done,and during daylight must also see that the lights are extinguished as soon as possible after passingthrough the tunnel.TunnelBetweenLord'sSt. John's WoodHampstead}—Mar•

224TABLE Y—LINES EQUIPPED WITH AUTOMATIC WARNING SYSTEMReferring to the instructions contained in the General Appendix, the following lines are equippedwith A.W.S. track equipment.On lines marked " t" in the Table below, portable A.W.S. magnets will be positioned in rear ofWarning Boards for temporary speed restrictions as specified in the Rule Book, Section T, Part V.FromToLineRemarksEUSTON TO CREWE AND BRANCHESt EustonCrewe South Jn.Down main/fast, downslow anddowndepartureCommencing at signal EN.84 (downfast), signal EN.85 (down slow)and signal EN.72 (down departure).Terminating at signalCS.139 (down fast) and signalCS.184 (down slow). The trackequipment for signal WN.10on the down City line atWillesden is situated immediatelyafter passing the signal.t Crewe South Jn.t Crewe Coal YardEustonCoppenhall Jn.Up main/fast andup slowDown main/fast anddown slowCommencing at signal CS.45 (upfast) and signal CS.80 (up slow).Commencing at signal CY.55 (downindependent) signal CY.48 (downfast) and signal CY.52 (downslow).t Coppenhall1-Hat Rugbynslt Sydney Bridge Jri.opt ChelfordeCrewe NorthRugby (viaNorthampton)Hanslope (viaNorthampton)ChelfordCrewe North JniSalop GoodsUp main/fast andup slowDown main/fast anddown slowUp main/fast andup slowDown main,fast andslowUp main,fast andslowTerminating at signal CN.1 fast) and signal CN.97 (up slow).92 ( u pCommencing at signal SH.75.Terminating at signal CN.41 andsignal SG.63.MARYLEBONE TO CLAYDON/AYNHO JUNCTION AND BRANCHESt Greenford EastStationt Princes Risborought Princes RisboroughAynho Park .1n.t Aynho Park Jn.Princes RisboroughGreenford East StationAynho Park .1n.Princes RisboroughAynhoDown mainUp mainSingleSingleDownBicesterUp Bicester

225TABLE Y—LINES EQUIPPED WITH AUTOMATIC WARNING SYSTEM—continuedFromToLineRemarksRUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHESt Rugbyt Stafford No. 4t Stechfordt Bushbury1-Pt r AstonooAstonfHLichfield o Cityu-r s Soho South in.Ie- t i Soho East in.1-Soho PnNorth in.e.1r- Perry Barr South in.rPyeBrt Besc(1art WalsallyrBt NWalsallat oDarlastonrt r Portobello in.tIWh- eiWsnot.livnte.Heyfo d Stationrht aBordeIcy in.mpt t HattoonHattoWest in.BearleyStafford No. 4RugbyBushbury in.StechfordAstonProof House in.Lichfield CityAstonPerry Barr North in.Soho South in.Soho North in.Soho East in.Perry Barr SouthPerry Barr West in.WalsallBescotDarlastonWalsallWolverhamptonPortobello in.BordesleyHeyford StationBearley in.TyseleyDown mainand downDerbyUp mainand upDerbyDownGrand in.Up Grandin.Down main/fast anddown slowUp main/fast andup slowDownUpDownUpDownUpDownUpDown main/fast and—down slowUp main/fast andup slowDownUpDownUpHEYFORD TO BIRMINGHAM AND BRANCHESDown main/fast andrelief! slowUp main/fast andup slowSingleSingle linefromBearleyUpfInductors are not provided forBirmingham New Street Stationplatform and platform startingsignals.Inductors are not provided at signalsF0.25, F0.24 and F0.22.Inductors are not provided at signalsF0.2, F0.3 and F0.4.Terminating at signals WL.92(down fast) and WL.94 (downslow).Commencing at signals WL.81 (upfast) and WL.83 (up slow).Inductors are not provided atLeamington Spa RI. up branchdistant and home signals.Terminating at Bearley Jn. homesignal.Distant for signal SY. 117.

226TABLE Y—LINES EQUIPPED WITH AUTOMATIC WARNING SYSTEM-continuedFromToLineRemarksHEYFORD TO BIRMINGHAM AND BRANCHES—continuedTyseley • • •t Small Heath Southin.t Birmingham MoorStreetStratford upon AvonBirmingham MoorStreetSmall Heath South in.DownDownUpDROITWICH SPA TO WALSALL AND BRANCHESHartlebury Stationt Dudleyt Langley GreenMiddlet CradleySmethwick in.DudleyHartlebury StationStourbridge in.Galton in.Galton in.DownUp.-DownUpUpAn inductor isKingswinforddistant signal.An inductor isSmethwickdistant signal.not provided atin. South branch(Pensnett Branch).not provided atn. goods branchCommencing at the home 2 signalfor SmethwickDERBY TO BLACKWELL AND BRANCHES1-Det Proof House in.rbyt Sheet Stores in.t Stenson in.t Kingsbury in.t Water Orton East in.t Nuneatont Birmingham NewStreett Barnt GreenLandor Street in.t King's Norton in.1-St. Andrew's in.1-Gt King's Norton in.raHalesowenndiProof House in.DerbyStenson in.Sheet Stores in.Water Orton East in.Kingsbury in.Whitacre in.Barnt GreenBirmingham NewStreetKing's Norton in.Landor Street in.Grand in.St. Andrew's in.Halesowen in.King's Norton in.Down main/fast anddownDerbyUp Derbyand upmain/fastDownUpDown slowUp slowDownDownGloucester/fast mainUp main/fastGloucesterDown main/Camp HillUp main/Camp HillDownUpDown slowUp slow

227TABLE Y—LINES EQUIPPED WITH AUTOMATIC WARNING SYSTEM—continuedFromToLineRemarkst Colwicht Macclesfieldt Norton Bridget Stone StationCOLWICH TO MACCLESFIELD AND BRANCHESMacclesfieldDown mainColwichUp mainStone StationDownNorton Bridge UpWOLVERHAMPTON TO CHESTER AND BRANCHESt WolverhamptonNorth Jn.t Saltney Junctiont Craven ArmsCrossingt SuttJn Bridge Jn.Saltney JunctionWolverhamptonNorth Jn.Severn Bridge Jn.Craven Arms CrossingDownmain/singleSingle/up mainUp mainDownmainInductors are not provided at thedown main starting signal forOxley, the up single line (Donningtonbranch) distant signal forWellington and the up single line(Nantmawr branch distant signalsfor Gobowen South and Gob-Owen North).An inductor is not provided at theup single line (Lightmoor branch)distant signal for Madeley In.Terminating at the up Hereforddistant signal for Severn BridgeIn.CREWE TO HOLYHEAD AND BRANCHESt C we North Jn.+ attenhall Jn.he ter No. 6t Holy eadChester No. 2Crewe North Jn.HolyheadChester No. 6DownUpDown main/fast anddown slowUp mainAn inductor is not provided at theup single line (Dyserth branch)distant signal for Prestatyn.t St. PancrasST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHESChesterfieldDown fast/mainCommencing at St. Pancra startingsignal.Inductors are not provided fromLeicester London Road Jn.starting signal to Leicester Northhome 3 signal nor for DerbyStation platform starting signals.

228TABLE Y—LINES EQUIPPED WITH AUTOMATIC WARNING SYSTEM—continuedFromToLineRemarksST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHES—continuedt Chesterfieldt St. Pancrast Finchley Roadt Engine Shed in.1- ElstreeHendot Bedford North Jn....nSt. PancrasFinchley RoadSilkstream in.St. PancrasFinchley RoadBedford North in.Silkstream Jn.Up fast/mainDown slow...Down localUp slowUp localDown slow/"up anddown"slowUp slowInductors are not provided forDerby Station platform startingsignals, Leicester London Roadin. home 1 and home 3 signals,Kettering Station outer homesignal.Commencing at St. Pancras startingsignal.Commencing at Engine Shed in.home signal.Inductors are not provided forNapsbury home signal, BedfordNorth in. "up and down" slowdown, home 2 and up slow (downdirection) platform startingsignals.Inductors are not provided for BedfordNorth in. up slow home 3,up slow starting and "up anddown" slow starting signals.K ettering StationGlendon North in.Glendon North in.Kettering in.Down slowUp slowAn inductor is not provided forKettering Station outer homesignal.TRENT JUNCTION TO NEWARK AND BRANCHESt Trent in.Netherfield in.t Mansfield in.t Trowel! in.NetherfieldTrent in.Trowell in.Mansfield in.Down main/fast anddown slowUp main/fast andup slowDown mainUp mainInductors are not provided atNottingham Station platformstarting signals. Terminating atsignal TT.245.Commencing at signal TT.244.Inductors are not provided atNottingham Station platformsstarting signals.TRENT TO CLAY CROSS AND BRANCHESt Trentt Clay Cross South in.Clay Cross South in.TrentDown mainUp main

229TABLE Z—STATION LIMITS WHERE TRACK CIRCUIT BLOCK IS IN OPERATIONThe definition of "Station Limits" contained in the General Appendix will not apply on linesworked in accordance with the Track Circuit Block System and where Station Limits are requiredthese are defined for the signal boxes concerned as follows:—Wrong direction movements must only be made in accordance with the instructions contained inthe General Appendix.Signal box/LocationLineFromToEustonWatfordWatford Jn. StationAreaTri g AreaBletchleyStation AreaW verton AreaoRugbyEUSTON TO CREWE AND BRANCHESDown fastDown slowDowndepartureUp fastUp slowUp engine 1/2Down fastUp fastDown slowUp slowDown LowLevelgoodsUp Low LevelgoodsDown fastUp fastDown slowUp slowUp branchDown slowUp slowDown fastUp fastDown slowUp slowDown goodsDown CambridgeUp C ambridgeDown slowUp slowDown fastDown NorthamptonslowDown goodsSouthambranchUp fast/mainslowUp goodsLimit of shunt indicatorat rear of set backsignal EN.47Limit of shunt indicatorat rear of set backsignal EN.46Signal EN.108Propelled stock movements vehicles. on the down departure line and up engine line 2 must not exceed 2 coachingWillesden1Signal WN.146Signal WN.123Signal WN.145Signal WN.58Signal WN.137Signal WN.34Signal W.1.24Signal W.1.68Signal W.1.25Signal W.1.69Signal W.I.44Signal W.I.94Signal W.1.114• • •• • ••Limit of shunt indicatorat Lamb's SidingSignal BY.35Signal RYA 1Signal BY.36Signal BY.27Signal BY.26Signal BY.166Signal BY.43Signal RYA 13Signal RY.64Signal RY.75Limit of shunt indicatorat North end of stationSignal RY.153Rear of set back signal EN.49.Rear of set back signal EN.51.Signal EN.105.Signal WN.212.Signal WN.214.Signal WN.211.Signal WN.148.Rear of set back signal WN.38Rear of set back signalWN.136.Rear of set back signal W.J.63.Rear of set back signal W.I.38.Rear of set back signal W.J.64.Rear of set back signal W.1.26.Rear of set back signalW.1.112.Rear of set back signal WJ.95.Rear of set back signal BY.76.Rear of set back signal BY.53.Rear of set back signal BY.71.Rear of set back signal BY.52.Signal WY.30.Rear of set back signal BY.64.North end of station platform.Signal BY.168.Rear of set back signal RI'. 148Rear of set back signalRY.149.Rear of set back signalRY.131.Notice board at set backsignal WY.171.Rear of set back signal RY.59.Rear of set back signal RY.76.

230TABLE Z—STATION LIMITS WHERE TRACK CIRCUIT BLOCK IS IN OPERATION—continuedSignal box/LocationLineFromToEUSTON TO CREWE AND BRANCHES—continuedNuneatonNorthampton No. 1Northampton No. 4Down fast Signal NN.76 Signal NN.4.Down slow Signal NN.77 Signal NN.5.DownSignal NN.81LeicesterDownSignal NN.78CoventryDown BirminghamRear of set back signal NN.13Up fast Signal NN.9 Rear of set back signal NN.62Up slow Signal NN.7 Rear of set back signal NN.65Up BirminghamUp LeicesterRear of set back signal NN.68.Up CoventryRear of set back signalSignal NN.6NN.74Up mainDown fastRear of 3 arm set-back signalsituated outside the upmain line.Rear of set back signal applyingto movements to the upfast or down fast.RUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHESCoventryDown main Signal CY.18 Signal CY.38.DownSignal CY.4LeamingtonDownSignal C1Nuneaton7Up main Signal CY.37 Rear of set back signal CY.19..51.UpSignal CY.6.LeamingtonUp Nuneaton Signal CY.53Birmingham New St.Stechford Area Down Stour Signal NS.35 Rear of set back signals controlledby Stechford ShuntingFrame applying setback to up Stour or downsiding.Up Stour Signal NS.41 Rear of set back signalscontrolled by StechfordShunting Frame applyingset back along up Stour orup Grand in.Up Grand in. Stechford Crossover G.F.Station Area Down lines Signals NS.151 and Rear of set back signalNS.154NS.242 and signal NS.293.Up lines Signals NS.243 and Rear of set back signalNS.244NS.152 and signal NS.155.Soho North in. Area Up Stour Signal NS.337 Signal NS.313.Up SohoCurveRear of set back signalNS.321.Oldbury Area Down Stour Signal NSA() Rear of 3-arm set back signalcontrolled by OldburyShunting Frame at Birminghamend of Oldburystation.L p Stour Signal NS.483 Signal NS.481.

231TABLE Z—STATION LIMITS WHERE TRACK CIRCUIT BLOCK IS IN OPERATION—continuedSignal box/LocationLineFromToRUGBY TO STAFFORD (VIA BIRMINGHAM) AND BRANCHES—continuedWolverhamptonDown Stour Limit of shunt indicator Rear of set back signalWN.64.Signal WN.99Signal WN.78.Birmingham New St.Vauxhall AreaPe Barr SouthJ AreaBen()Walsa IBesot AreaSta on Area"Up anddown"Up StourUp branchDown fastUp fastDown goods/slowUp slow/goodsDown GrandJn./UpPerry Barr"Up anddown"goodsDown GrandUp Grand Jn.Up goodsDown fastUp fastDown slowUp slowSignal WN.63Signal NS.82Signal NS.75Signal NS.83Signal NS.76Limit of shunt indicatorin rear of signalNS.258Signal DT.3Signal WL.27Signal WL.37Signal WL.24 (UpGrand Th.)Signal WL.92Signal WL.68Signal WL.194Signal WL.69Rear of set back signalWN. 109.Rear of set back signalWN.1.07.Rear of set back signal controlledby Vauxhall ShuntingFrame at the Birminghamend of Duddestonstation.Signal NS.I41.Rear of 4-arm set back signalcontrolled by VauxhallShunting Frame at theBirmingham end of Duddestonstation.Rear of set back signalcontrolled by VauxhallShunting Frame applyingset back to down sidings,down slow, down fast orup slow.Signal NS.278.Limit of shunt indicator.Rear of set back signalWL.36.Signal WL.24.Rear of set back signal WL.5(Up Grand Jn.).Rear of set back signalWL.56.Signal WL.102.Rear of set back signalWL.58.Rear of set back signal WL.93HEYFORD TO BIRMINGHAM AND BRANCHESSallieKn wle AreaTy eley AreaDownUpUp fast/slowDown slowSignal SY. 142Signal SY.147Signal SY.165 or SY.163Signal SY.158 (downLeamington), also signalSY.162 (up NorthWarwick)Signal SY.148.Signal SY. 139.Signal SY.157.Signal SY.166.

232TABLE Z—STATION LIMITS WHERE TRACK CIRCUIT BLOCK IS IN OPERATION—continuedSignal box/LocationLineFromToDERBY TO BLACKWELL AND BRANCHESDerbyWetmore SidingsAreaHorninglow BridgeAreaUp mainUp goods ...Up goods ...Signal DY.173 or rear ofset back signal WS.21(down main)Signal DY.171 or rear ofset back signal WS.21(down main)Signal DY.157 ...Signal DY.179.Signal DY.177.Signal DY.171.SaltleyBromford BridgeAreaWashwood HeathAreaWhitacre in. Area ...Coleshill Area . . .Kings Norton AreaDown main ...Down goodsUp main/goodsDown main ...Down goodsUp main ...Up goods ...Down slowUp slowDown slow ...Up slowSignal SY.234 ... . . .Signal SY.236 ... . . .Signal SY.229 (up sidings)Signal SY.216 ...Signal SY.218 ...Signal SY.201 ... . . .Signals SY.205, SY.207,SY.209 (Lawley StreetDepot)Signal SY.308 ...Signal SY.297 ... . . .Limit of shunt indicatorSignal SY.293 ... . . .Rear of set back signalSY.528 (up Gloucester)or rear of set backsignal SY.529 (upCamp Hill)Rear of set back signal SY.485.Signal SY.228.Rear of set back signal SY.488or signal SY.235.Signal SY.204.Signal SY.206.Signal SY.223.Signal SY.221.Rear of set back signal SY.513.Rear of set back signal SY.515.Rear of set back signal SY.505.Signal SY.295.Rear of set back signal SY.521(down slow).COLWICH TO MACCLESFIELD AND BRANCHESStoke-on-TrentKidsgrove CentralMacclesfieldDown mainDown goodsUp LeekBrookbranchUp main ...Up goodsDown LeekBrookbranchDown mainDown goodsUp main ...Down mainUp mainSignal SE.118 ...Signal SE.124 ...Signal SE.202 ...Signal SE.16 ..Signal SE.2 . .Signal KC.39 ...Signal KC.27 ...Signal MD.42 ...Signal MD.15 ...Rear of set back signal SE.53.Signal SE.14.Rear of set back signal SE.125.Signal SE.105.Signal SE.121.Signal KC.38.Signal KC.19.Rear of 2 arm set back signalapplying to down maindown goods, down branchor up main.Rear of set back signal applyingto down main, up mainor "up and down" line.Signal MD.17.

233TABLE Z—STATION LIMITS WHERE TRACK CIRCUIT BLOCK IS IN OPERATION-coSignal box/n LocationLineFromTotiST. PANCRAS TO CHESTERFIELD (VIA DERBY) AND BRANCHESnDerby uSt. eMary's AreadDown mainDown goodsUp mainUp goodsSignal SMG.34 (St. MarysDepot)Signals SMG.34, SMG.42(St. Marys Depot)Signals DY.523, DY.525and DY.527Limit of shunt indicatorSignal DY.534.Signal DY.536.Rear of set back signal DY.526Signal DY.515.TRENT JUNCTION TO NEWARK AND BRANCHESTrentNgttingham StationAreaDown fast/mainDown slow/Platforms/goodsUp main/platformsUp goodsLimit of shunt indicatorNottingham Goods YardEast Shunting FrameSignal TT.252Signal TT.262Rear of set back signal TT.258.Rear of set back signal TT.254.Rear of set back signal TT.285.Rear of set back signal TT.284.Propelled movements from Nottingham Goods Yard East Shunting Frame on the down slowline are prohibited.PrqStation must not exceed 30 S.L.U.pelledmTRENT TO CLAY CROSS AND BRANCHESoTrent veToton Area... Down main... Signal TT.182Rear of set back signal controlledby Stapleford andmSandiacre Shunting Frameeapplying along down mainn tor to up main.sDown goods Signal TT.183Rear of 2 arm set back signalcontrolled by Staplefordfand Sandiacre ShuntingrFrame applying along downogoods or to down sidings.Down High Signal TT.181Rear of set back signal controlledby Stapleford andmLevelNgoodsSandiacre Shunting Frameoapplying along down HighLevel goods or to arrivaltlines.tUp main Signal TT.165Rear of set back signal 11.172.iUp goods Signal IT.164Rear of set back signal TT.199nor signal 11.214 (up HighLevel goods).ghamLondonRo

234INSTRUCTIONS RELATING TO THE GENERAL APPENDIXH.R. AUTOMATIC WARNING SYSTEM OF TRAIN CONTROL (A.W.S.) WRONG SIDEFAILURES OF APPARATUS (FAULT CODE 5 OR 7).In the event of a wrong side failure of apparatus, to ensure that immediate investigation can bemade into the cause the following action must be taken by the Driver and Signalman concerned.DRIVERD.1 Stop at the first available point and advise the Signalman.(a) Fault code (5 or 7).(b) Signal at which it occurred—give details of signal indication if the signal at which thefailure occurs is a colour light(c) The locomotive or unit number(d) Which end you are driving from(e) Train details i.e. reporting number hours t o(f) Your name and depot.D.2 If a similar fault occurs at subsequent signals it will not be necessary to stop specially toreport it but special care must be taken for the remainder of the journey. If the equipment isisolated this must be reported in accordance with the General Appendix Instruction.D.3 If you stable the locomotive at a Maintenance Depot advise the Mechanical Foreman of thedetails and ask him to contact the H.Q. Maintenance Control at Crewe, if they have notalready contacted him.D.4 If you are relieved before completion of the journey advise your relief in writing of thecircumstances. The relieving Driver is then responsible for carrying out the instructionsin D.3.D.5 When signing off duty complete report form B.R.29957 and give any further details requestedto the Supervisor on duty.SIGNALMANIf a Driver stops to advise you of a wrong side failure of A.W.S. equipment you must take thefollowing action:—S.1 Ensure that you get all the information listed in instruction D.1 to Drivers.S.2 If the signal involved is worked from another signal box:—(a) Give all the details to the Signalman at the box controlling the signal who must thencarry out the instructions in S.3.(b) Advise the Control that you have done so.(c) Record the fact in the Train Register.S.3 If the signal is controlled by your box:—(a) Arrange for all following trains to be warned that the A.W.S. equipment at the signalconcerned may be defective, until a handsignalman has been provided.(b) Advise the S. & T. Technician giving him the full details as given by the Driver.(c) Advise the Divisional Control of the full details and confirm that you have taken theaction required in (a) and (b).(d) Record the details in the Train Register.(e) When the S. & T. Technician gives you the results of his tests on the ground equipmentpass this information to the Divisional Control immediately.(0 Complete Form B.R.29619 and forward to the Area Manager in the normal manner.Instructions to Divisional and Headquarters Control staff, Train Crew Supervisors and MaintenanceDepots are issued to all concerned who must take the action detailed to ensure that wrongside failures of A.W.S. equipment are fully investigated as a matter of urgency.SIGNAL POST REPLACEMENT SWITCHESIn addition to the circumstances mentioned in the Rule Book, Section T, Parts II and IV, the keysmay be used to place or maintain an automatic or semi-automatic signal at Danger in accordance withthe Rule Book, Section T, PartThe Signalman's permission must be obtained before the switch is turned to "Red" or restoredto "Auto". Immediately the switch has been turned to "Red" the Signalman must be given anassurance that the signal is at Danger.An entry must be made by the Signalman in the Train Register/Occurrence Book on eachoccasion that the switch is operated.Supervisors must ensure that all staff holding, or authorised to use, the keys for signal postreplacement switches are properly instructed in their use.GENERAL INSTRUCTIONS FOR DESCENDING INCLINESClause 1 does not apply on the London Midland Region, therefore, a train conveying an A.W.B.load MUST be brought to a stand before proceeding on to the gradient.

235COUPLING TOGETHER OF LOCOMOTIVESUp to five locomotives under power may run coupled together, except where a lower number isshown in any publication dealing with the working of locomotives.WORKING OF DIESEL MULTIPLE-UNIT TRAINSThe following additional instructions apply:—1. Composition of trains.A loaded or empty diesel multiple unit train may consist of up to eight vehicles and, exceptionally,up to twelve vehicles, in accordance with the formations shown below:—Diesel multiple-unit trains are timed in accordance with the following combinations and theappropriate D I, D 1(T), D2, D3, D4 or D5 indication is included at the head of the columns of theWorking Time Table of Mandatory Train Services:—D.1 Trains composed of the following formations:D 1(T). Trains composed of the following formations but authorised to convey tail traffic.MotorCoach TTr a iol e rtVae h ilc lNo. ofe s1 22 2 43 2 53 3 64 34 4 85 3 85 4 95 5 1 06 4 1 06 5 1 16 6 1 2also Diesel Parcels Trains.D.2 Trainscomposed of the following formations:MotorCoach TTr a iol e rtVae h ilc lNo. ofe s2 1 33 I 44 1 54 2 65 2 76 1 76 2 856 13 69}.3 Trains composed of the following formations:MotorCoach T r a i l e r123456Total No. ofVehicles123465.4 High Density Suburban Trains composed of the following formations:MotorCoach TTr a iol e rtVae h ilc lNo. ofe s2 2 . . . 44 4 . . . 8A diesel parcels van, powered by 2 x 230 h.p. engines may be coupled to a4-car high density diesel unit and the train so formed will run in D.4 timings.D.5 Trans-Pennine sets composed of:Motor T o t a l No. ofCoach T r a i l e r V e h i c l e s4 . . . 2 . 6Note.—These formations apply only when the driving compartment from which the Driver isoper ting is fitted with panels indicating the operation of six motor coaches.

236Working of diesel multiple-unit trains—continued2. Tail TrafficOn those sections of line, shown in Table 'A', where diesel multiple unit trains are permitted torun at speeds higher than other trains, only the lower speeds permissible for other trains will beapplicable to diesel multiple unit trains when conveying additional vehicles having a wheelbase ofless than 15 feet, except that any special easement over bridges for diesel multiple unit trains willcontinue. Otherwise, the instructions in the General Appendix relating to the conveyance of fourwheeledvehicles by passenger trains will apply.3. CouplingWhen coupling the non-gangwayed driving ends of inter-city diesel vehicles to vehicles of anyother type the buckeye coupling must not be used. They must be screw-coupled, using an emergencyscrew coupling with the buffers in the long position.4. Where Guards must ride.Except as laid down in Instructions Nos. 8, 12 and 13, the Guard must always ride in the rearGuard's compartment.5. SignallingDiesel multiple unit trains must be signalled by the bell signals applicable to Class 1-6 trainsaccording to the classification shown in the Working Time Table.6. Heating.See instructions on page 241.7. Fire PrecautionsA secondary system of fixed fire extinguishing equipment is installed on diesel multiple unittrain power cars fitted with Rolls Royce 238 h.p. engines operating on the St. Pancras—Bedford service.The system is designed to be used manually, by pressing any one button, situated on the solebarof each of these power cars, if it is considered that the automatic extinguisher has not adequatelyextinguished a fire and that any remaining fire cannot be dealt with by hand extinguishers. The buttonwill operate the secondary system only if the automatic system has been discharged; it cannot, therefore,be operated accidentally under normal conditions.The position of each button is indicated by a white plate bearing the words in red lettering:'PRESS BUTTON TO OPERATE SECONDARY FIRE EXTINGUISHERS'.If this apparatus is operated by Guards, Shunters or station staff, the Driver of the train mustbe informed, and report the incident when finishing duty.PERMANENT SPEED RESTRICTION INDICATOR SIGNSIn addition to the lines referred to in the General Appendix, i.e. lines of 90 m.p.h. and over, cutout numeral type indicator signs-are also provided on the following main and fast lines at the terminatingpoints of speed restrictions to indicate where the maximum permissible speed for the line may beresumed:—BetweenEuston and Kilburn.Crewe and Sandbach.Birmingham and Bushbury Junction.Colwich and Macclesfield.St. Pancras and Hendon.Trent Junction and Tapton Junction via Derby.Trent Junction and Nottingham.Trent and Clay Cross.WORKING OF OFFICERS' SPECIALSTrains comprising a locomotive and saloon only, run for Railway Officers, will not be accompaniedby a Guard. Drivers and Drivers Assistant, when working such trains, must carry out the Rules andRegulations applicable to men in charge of a light locomotive.The Driver will be responsible for satisfying himself that the saloon is properly coupled to thelocomotive, including the brake pipe, and for testing the continuous brake from the saloon.Trains conveying more than a single saloon must be accompanied by a Guard.Subject to the instructions on page 87 of the General Appendix and any other permanent ortemporary speed restrictions, officers' saloons may run at the following maximum speeds:—All Saloons except 45000 and 395707 8 0 m.p.h. when hauled.Saloons 45000 and 395707 1 0 0 m.p.h. when hauled.All Saloons 3 0 m.p.h. when propelled.Saloon 45000 M a y be propelled only when authorised in SpecialNotices.Where a train consists of locomotive and saloon only, the Driver is responsible for ensuring theappropriate speed is observed.If a saloon, other than 45000 or 395707, is conveyed in a passenger train, the Guard must advisethe Driver that the maximum speed of the train must not exceed 80 m.p.h.

LOCOMOTIVES RUNNING LIGHTWith reference to the instructions contained in the General Appendix, the following is a list oflocations where authority is given for driving light locomotives from the rear cab:—Signal box/Location Line Between AndBirmingham New Street All Rear of set back signals Rear of set back signalsStation Area.NS.155 (Up Stour), NS.241 (Down Stour),NS.152 (Up Derby), NS.242 (Down Gloucester).NS.156 (Down Derby).237Subject to a ferry Driver r. shown to be carried out by a Drivers Assistant.Nottinghamding i nStation Down fast/main/ Limit of shunt indicator Rear of set back signalTT.258.t Area. h eplatforms.l e a d i n g Down slow/plat- Nottingham Goods Yardc a bforms/goods. East Shunting Frame.Rear of set back signal17.254.nRear of set back signalTT.285.e a cUp goods. SignalTT.262 Rear of set back signalhTT.284.o Up main/platforms.Signal TT.252o c c aAlso within the Carriage Sidings, Holding Sidings ands i o nParcels Concentration Depot.andc TRAINMEN a r TRAVELLING TO TAKE UP RELIEF DUTY OR RETURNING HOMEAS PASSENGERSr y in +rainmen g rostered to relieve Class 3 to 9 trains after working or travelling in from elsewheremust o report their arrival to the Divisional Control Office, either directly or through a TraincrewInspector or Traincrew Supervisor.utTrainmen who are rostered "Home Passenger", "Assist" or "Return as Ordered" must report tothe Divisional Control Office, either directly or through a Traincrew Inspector or Traincrew Supervisort before returning to their home station.hei n s tHEATING OF PASSENGER TRAINSr u c tL GeneralPassenger i o Comfort n sassu d. The satisfactory heating of trains depends on the personal attention and co-operation ofman 'very people. endeavour Supervisors must attached be made to ensure the Departments trains are properly concerned heated, with and the the heating comfort of of trains passengers mustensure that the following instructions are carefully observed and carried out by the staff.. Complaints from passengers about the heating of a train must be reported to the Driver at thefirst topping place of the train and to Carriage and Wagon staff at that place or as soon as possibleafteri v here trains are stabled during the day or night, arrangements should be made for them to bepre-heated a before being put into service, either by the train locomotive being called out earlier or bya special r locomotive where steam or electric heating from a fixed installation is not available. WhereC. k dW. staff are employed, advantage must be taken of this pre-heating to test the heating apparatusthoroughly.sn cold weather Guards and Train Attendants must take care that the heater controls in emptycompartments.are placed in the "ON" position and the windows and compartment doors of corridorvehicles kept closed.n arrival of a train at its destination, or at a turn-back station, the Guard and station staff mustensu e that the windows are closed to retain the heat created during the journey.Pre-Heating of Trains2. Steam HeatingThe following arrangements must be made for pre heating:—Train10/15 coaches6/9 coachesII/5 coachesPressure ventilated coachesPeriod ofMinimum Supply Pressurepre-heatingat leading coach90 minutes 55 lbs./sq. in.60 minutes 50 lbs./sq. in.45 minutes 40 lbs./sq. in.30 minutes Subject to number of coaches as above.

238Heating of Passenger Trains—continuedWhen using a diesel locomotive to pre-heat 10-15 coaches, a single type '4' locomotive may beused; otherwise two type '2' locomotives must be used with BOTH boilers working.At certain stations, trains can be heated from stationary boilers while standing at platforms orin Carriage Sheds before the locomotive backs on to the train. Area Managers must see that trainsare placed in a position where full benefit can be derived from pre-heating facilities. The stationaryboiler heating arrangements are controlled by the Maintenance staff.In very cold weather, whilst trains are being pre-heated at a station, steps must be taken to seethat carriage doors and windows are kept closed as far as possible, and that the heater control handlesare in the "ON" position.When trains composed entirely of coaches fitted with the pressure ventilation system are beingpre-heated, the steam pressure must be applied for thirty minutes only before departure time. If suchcoaches are coupled to ordinary steam-heated coaches which require pre-heating for more than thirtyminutes, the coaches fitted with pressure ventilation must have the equipment left in the "OFF" positionuntil the last thirty minutes before departure time. This is to avoid undue drain on the batteries.Testing of Locomotive Steam Heating EquipmentBefore a locomotive leaves a Maintenance Depot, holding siding or fuelling point, the steamheating equipment must be tested as shown below.Open the buffer beam cocks at No. 1 and No. 2 ends of the locomotive, start the boiler andblow steam through the pipes and cocks to clear any water. Close both cocks and ensure that aminimum of 55 lbs./sq. in. steam pressure can be registered on the steam heating gauge in either cab,and that the flexible hoses, couplings and drain valves are in good order.Shut down the boiler and ensure that the hosepipes are secured to avoid damage to the couplinglugs.If any defects are found, the Supervisor must be informed immediately.WARNING.—Steam hose pipes must be correctly hooked up to prevent steam being directedtowards any electrified equipment.Steam Heating with Two Diesel Locomotives Coupled TogetherWhen it is necessary for two diesel locomotives to be coupled together to haul a train whichrequires heating, only the leading locomotive will supply steam for heating purposes. The jumper cableplugs (where fitted) for controlling the locomotives must be coupled in addition to the steam heatinghosepipes and the isolating cocks must be placed in the "OPEN" position.The Master key on the second locomotive must not be inserted if the locomotive control cablesare coupled for multiple working.If, for any reason, it is impossible to supply train heating from the leading locomotive and thesecond unit is manned, then heating can be supplied from the latter, but the steam heating cocks betweenthe locomotives must be closed.When two diesel locomotives are coupled together and one of these is not fitted with a steamboiler, they must be so marshalled that the locomotive with a boiler is leading.Steam Heating End Couplings on Locomotives and Coaching StockLocomotives and vehicles fitted for steam heating are provided with a steam slide valve end cock.On this valve there is a saw cut on the end of the valve spindle which is in line with the operatinghandle; to open the valve, the operating handle must be placed in the horizontal position and to closeit, it must be turned upwards to the vertical position.The handles of steam cocks on locomotives and coaches and flexible hosepipes and connectionsmust not be struck with hammers or other instruments, which may strain and damage the fittings.Before a train commences each JourneyVehicles not fitted with heating pipes must be marshalled at the rear of trains. Empty coachesnot intended for conveyance of passengers must be similarly marshalled, whenever possible.The Guard must ensure that the heating pipes are coupled between all fitted coaches and thecocks at the end of the coaches are open; also that the heater controls in the compartments are in the"On" position. When steam is first applied at a starting point, the cock at the rear of the train mustbe left open until steam is seen to escape from the pipe. This cock must then be closed and the pipesecured by the chain.In very cold weather, Guards must open the cocks at the base of the heaters in brake vehiclesto drain the heating pipes, and where coaches are stabled in the open the pipes are to be disconnectedand the steam cocks at the ends opened, ensuring the heating system is free from water to avoidfreezing. Area Managers must see that these points are given special attention.When the weather is mild during the heating season, and it is considered unnecessary to heat atrain, the Guard must inform the Driver accordingly, but sufficient steam must be put through thetrain to provide hot water in the toilets.Coupling Locomotive to a Train(a) Couple the locomotive to the train with the draw coupling, and see that the washers of the steamheating hosepipes are in position and are clean;

239Heating of Passenger Trains—continued(b) Couple the hosepipes between locomotive and train;(c) Place the stop cock on the first vehicle in the "OPEN" position, and then open the stop cockon the locomotive;(d) After this, the steam supply valve on the locomotive must be opened, when a small amount ofsteam will issue from the "bleed hole" in the locomotive end cock, which is normal. Notice mustbe taken of any excessive leakage from the flexible hosepipes between the locomotive and train.lAs soon as the locomotive is attached to its train or is working empty stock between the CarriageSidings and a station, steam must be supplied to ensure the train is well warmed before the commencementof the journey, and to give the Carriage & Wagon staff an opportunity of testing the apparatus.Coupling and Uncoupling Vehicles en routeWhen a train is required to attach or detach vehicles en route, the Guard must advise the Driveraccordingly.The Driver must shut off the steam heating apparatus five minutes before reaching the placewhere the work has to be performed. This is very important to avoid a man being scalded when theheating pipes between locomotive and train, or between vehicles, have to be disconnected.When attaching or detaching, care must be taken to close the cocks between the locomotive andtrain or on the ends of the coaches before uncoupling the heating pipes, and pipes not in use mustalways be secured by the chain.If a vehicle is detached en route from a train, and transferred to a train not so fitted, the cockson the ends of the vehicle must be opened and the pipes secured by the chains.Uncoupling locomotive from a Train(a) Ensure that the Driver has shut off the steam supply from the locomotive;(b) Close the stop cocks on the locomotive buffer beam, and on the first vehicle of the train;(c) Lift up one hosepipe coupling hinged catch carefully to allow the coupling joint to open slightly,thus releasing any steam trapped in the hosepipes, then release the other coupling catch and partthe hosepipes;(d) i Finally, uncouple the draw coupling AFTER all hosepipes have been unoccupied and properlysecured.LaJc of Heating Supply,If it has not been possible to give a full supply of steam for heating, or if any complaint has beenmade to the driver by the Guard, this must be reported and the reason given when booking off duty.Gauges registering the steam heating pressure are fitted in many passenger brake vans and brakevehicles. At the commencement, and at various points on the journey, the Guard and Train Attendantsmust record on the journal or report form the pressure registered in different parts of the train, carebeing taken to state the position in the train of the brake vehicle in which the steam pressure is taken.Before recording the pressure in any brake van, the cock at the bottom of the heater (where provided)must be opened to allow water to be blown out, and then closed again.DefectivWhen defective heaters or gauges are found, particulars must be reported to the Carriage &Wagon e staff.H eDis osal of Locomotivea te r Upon arrival of the locomotive at a Maintenance Depot, holding siding or fuelling point, anyknown s defects on the steam heating apparatus must be recorded in the locomotive repair book.Where the equipment is considered unfit for further service, the matter must be reported immediately.Flods, Derailments, Snow and Frost1Where possible Drivers must maintain steam heating on trains delayed in these circumstances,with due regard for available water and fuel supplies on Diesel locomotives.In freezing conditions, when running into Terminal Stations, the train heating boiler must notbe shut down until the train arrives. If the locomotive stands for long periods in the station, the boilermust be re-started, and the buffer beam cocks and pipes blown through at intervals. (See instructionunOr heading "Testing of Locomotive Steam Heating Equipment")Assistance given to a Disabled Train from the RearIf the locomotive fails en route, and an assisting locomotive is attached to the rear of the train,the steam heating hosepipes must not be coupled to the rear coach. When the train has been propelledto the first suitable place where the locomotive can be attached to the front of the train, the steamheating hoses must be coupled in accordance with the previous instructions for the working of trainswith two locomotives coupled together.Stone's Pressure Ventilation and Heating SystemCoaches of recent construction are fitted with Stone's Pressure Ventilation and Heating SystemwhiCh is automatic in operation throughout the year. The equipment is controlled by a rotary switchwith two "ON" and two "OFF" positions, on the main control panel, situated in the Guard's

240Heating of Passenger Trains—continuedcompartment of brake vehicles and in the lobby of other vehicles. Access to the panel is gained byunlocking the door with a carriage key.If steam leakage occurs within the underframe-suspended heating unit, the steam shut-off valve,fitted in the feed pipe to the unit, must be shut by turning in a clockwise direction.Guards are responsible for seeing that their trains are properly heated and must satisfy themselvesthat the equipment in each coach is working satisfactorily. If a defect develops on a journey whenheating is required and cold air is delivered into a vehicle, or if a vehicle is overheated, the main controlswitches must be switched "OFF" in the coaches concerned.The correct operation of the equipment can be detected by placing a hand over the duct apertureon the wall a few inches above the floor in the toilet or Guard's compartment.The toilet water in these coaches is electrically heated by a supply from the train lighting alternator,and as this operates only when the train is running, the toilet water cannot be pre-heated.Maintenance Staff (C. & W.)C. & W. staff, where available, will be responsible for making arrangements for the heating oftrains before all journeys, by train locomotive or stationary boiler. Where there is no C. & W. staff,the local Movements staff will be responsible.The Examiner must see that all heating pipes are properly connected and cocks opened throughoutthe train, and satisfy himself that when a locomotive is attached the pipes are properly connectedand cocks opened between locomotive and train.The cock at the rear of the train must be left open until the Examiner has satisfied himself thatsteam has passed through the train, when the cock must be closed and the rear pipe secured by the chain.If there is a leakage at any of the flexible joints, the steam cocks on each side must be closed and,after ensuring the steam has escaped from the pipes, the couplings must be disconnected and thewashers cleaned or replaced as necessary. The flexible pipes must then be recoupled and the steamcocks opened.Examiners must see that condensed water escapes regularly at the drip valves without any unduewaste of steam, and take what action is necessary to rectify defects.The flexible couplings and washers, compartment heater controls, etc., should be regularlyexamined to see that they are in good condition in accordance with the C.M. & E.E. Standing Ordersand Instructions.GeneralConsiderable damage is caused to steam heating hosepipes by failure to uncouple them whenvehicles are being detached, and to hang them up when out of use.HOSEPIPES MUST BE UNCOUPLED AND HUNG UP ON THE HOOK BEFORE THEDRAW COUPLING IS DISCONNECTED.3. Electric Multiple-Unit TrainsThe following additional instructions apply to Electric Multiple-Unit trains only:—Responsibility for operation of heating controlsThe Driver and Guard are responsible for the operation of the train heating control switchesin their respective compartments.On some lines boards lettered "H ON" and "H OFF" are fixed at certain points to indicate whenelectric multiple-unit trains must be heated. The "H ON" board will be displayed when the ambienttemperature falls before 50°F. Guards must observe these boards and arrange for the heating to beswitched "ON" or "OFF" accordingly.Empty trains proceeding to carriage sheds or stabling points must not be heated.Coupling and UncouplingThe person coupling or uncoupling multiple units must first obtain an assurance from the Guardthat the train heating supply is "OFF" and then follow the procedure given in the Electrified LinesWorking Instruction books.Pre-Heating and Frost PrecautionsElectric multiple-unit trains required for passenger service must be pre-heated in accordance withthe Electrified Lines Working Instructions book or as instructed by the Divisional Manager.Floods, Derailments, Snow and FrostWhere possible, Drivers and Guards must maintain the heating on Electric Multiple-Unit trainsdelayed by any of the above circumstances.Train becoming DividedIf an Electric Multiple-Unit train becomes accidentally divided, the heating circuits must be switched"OFF" immediately and staff must avoid coming into contact with severed train jumper cables whilethe electricity supply is connected to the train.On no account must the heating circuits be switched "ON" again until the Divisional Manager'sElectrical Engineer's representative has inspected the train.Assistance given to Disabled Electric Multiple-Unit TrainIf an Electric Multiple-Unit train fails en route and assistance is given by:—(a) A similar Electric Multiple-Unit train.—The jumper cable plugs must be coupled to the disabledtrain so that heating can be provided.(b) Locomotive or other Multiple-Unit.—No attempt must be made to couple the jumper cable plugs.

Heating of Passenger Trains—continuedDisposalWhen disposing of an Electric Multiple-Unit train on arrival at the Ni“:1tenance Depot or holdingsiding, any known defects on the train heating equipment must be recorder' 'n the Defect Report Book,and the defect immediately reported.4. Diesel Multiple UnitsThe following instructions apply to Diesel Multiple-Unit trains only:—Semi-Automatic241Cars are fitted with either one or two heaters, each controlled by its own switch panel in the drivingcab, or on intermediate trailer cars, in the passenger compartment. Either heating or cold air ventilatingcan be selected.For heating, turn selector switch clockwise to "FULL HEAT" position. The "GLOW PLUG"indicator lamp will light and, after a half minute, the "AIR FAN" indicator lamp will also light.After a further three minutes, the "GLOW PLUG" indicator lamp will go out and the heater will beworking. All other switch panels on the train must be similarly operated. If, when the "GLOWPLUG" indicator lamp goes out, the "AIR FAN" indicator lamp also goes out, this means the heaterhas failed to fire and has shut down, and the selector switch should be returned to the "OFF" positionbefore again selecting "FULL HEAT". After three consecutive attempts to start, if the heater stillshuts down, return switch to "OFF" until Carriage & Wagon staff have put the defect right. Anyfurther attempt to start is not only useless, but unheated air blown into the car will make conditionsworse.For cold air ventilating, turn selector switch anti-clockwise to "COLD" position.With semi-automatic control, the temperature inside the car is controlled only by manual operationof the switch, and Guards must, as their duties permit, check the conditions inside each car and switchheaters on or off as necessary.When a complete shut down of this equipment is required, all selector switches are to be placed inthe "OFF" position.Fully AutomaticCars are fitted with two heaters, each controlled by its own control panel in the driving cab, or,on intermediate trailer cars, in the passenger compartment. A control panel in each Guard's vanenables all heaters in the train to be controlled from the van in which the Guard rides.For heating, selector switches on ALL control panels throughout the train must be switched to"HEATING". The isolator switch in the van occupied by the Guard must be switched "ON" and onall Other control panels in the train be switched "OFF". The "FAILURE" and "ISOLATOR" indicatorlamps on the Guard's control panel will now be "ON" and, to start the heaters, the "START" buttonon this panel must be pressed and the "FAILURE" lamp will go OUT. If, after three minutes, the"FAILURE" lamp re-lights, one or more heaters will have failed to start and the "START" buttonmust again be pressed. Two further attempts to start may be made, but, if unsuccessful, equipmentmust be left alone until rectified by Carriage & Wagon staff. When running, each heater is automaticallycontrolled by its own thermostat to maintain an even temperature.For cold air ventilation, all selector switches in the train must be switched to "VENTILATING"and all "ISOLATOR" switches in train switched "OFF". The Guard can now switch train ventilatingon or off by use of the "ISOLATOR" switch on his own panel. Whilst this switch is "ON", the"ISOLATOR" indicator lamp will light.To shut down heating or ventilating, turn "ISOLATOR" switch on Guard's panel "OFF". If an"ISOLATOR" switch is "ON" elsewhere on the train the associated heater will continue to run andit is the Guard's responsibility to ensure all such switches are "OFF". Any left "ON" can be readilylocated as the indicator lamp on the affected panel will be "ON".When transferring to another van, the Guard must first shut down the equipment from the vanhe is vacating, before re-starting in the van to which he transfers.H4ting DefectsAny defect in the system must be advised by the Guard to the Driver. The Guard must alsoadvise the person in charge at the first station at which the trains call after the defect is noticed, theinformation to be transmitted to the Divisional Control Office, who should arrange for attention byCaifriage & Wagon staff at the next point where time is available without delay to the train.The Guard must also inform the Carriage & Wagon staff at the next appropriate point, with avie to rectification of the defect.RELEASING HAND BRAKES ON VEHICLES EQUIPPED WITHAIR AND/OR VACUUM BRAKES AND WITH THE EMPTY/LOADEDBRAKING DEVICE• (a) Vacuum or air pressure must be created and the power brake applied before releasing anyhand levers; or(b) The hand brake levers must be held down with a brake stick and the hand levers releasedgradually, the hand lever being pinned in each position until fully released.When pinning down the hand brake lever after the power brake has been applied, the pin shouldbe inserted about three-quarters of the way down the guide and not in the bottom hole.

242HAULING OF "DEAD" LOCOMOTIVES AND MULTIPLE UNITSTOCK OWNED BY BRITISH RAILWAYS (EXCLUDING SMALL"DEPARTMENTAL" SERVICE LOCOMOTIVES)Clause 1(b) of Part 1—Locomotives, in the General Appendix, is superseded by the following:—Except where a lower number is shown in Section "A" of the Regional Route Availability Booklet,B.R. 29947/6, dealing with the working of locomotives, up to four "dead" locomotives may be runcoupled to the hauling locomotive, without the assent of the Chief Civil Engineer, provided that noneof the locomotives has a wheel or wheels raised off the rails.Note: "Dead" Electric and Diesel main line locomotives with individual axle drive may be hauled atspeeds above 25 m.p.h. up to a speed limited by the maximum permitted speed of the "Dead"locomotive(s) provided the automatic brake on the locomotive(s) is available, and speed restrictions(permanent way and particular types of locomotives) more restrictive than the permitted speed of thelocomotive(s) are observed.SNOW CLEARANCE ARRANGEMENTSThe following additional instructions are applicable:—(a) Portable Steam LancesSteam lances are to facilitate the clearance of snow and ice from points, and the equipmentcomprises a length of insulated metal tubing with a 15-17 feet length of armoured hose attached.An adaptor attaches the hose to the flexible pipe of C.W.A. boiler-fitted diesel locomotives. Theemission of steam is controlled by the man operating the lance, using a trigger.The equipment is for use in the vicinity of the signal box or other place to which it is allocated,and, when required, the person in charge must request a C.W.A. fitted locomotive through hisDivisional Control Office. If it is not possible to contact the Control, the request must be made directto the nearest Depot. If a suitable locomotive is available in the vicinity of the signal box, authorityto use it must be obtained from the Control Office or Depot.Locomen of locomotives requisitioned for this purpose are responsible for coupling the apparatusto the locomotive. The steam jet must be directed on to the switches by any available member ofthe Traffic or Permanent Way staff, who will be responsible for operating the lance, and for spreadingsalt after the snow and ice have been melted. The person in charge must collaborate with thePermanent Way staff to ensure that sufficient salt is on hand. If a member of the Traffic or PermanentWay staff is not available, the lance must be operated by the Secondman, provided arrangementsare being made for staff to spread the salt.When using the lance, care must be taken to avoid the force of the jet lifting ballast which couldfall on slide chairs and other connections, causing subsequent failures.After the points have been cleared and the apparatus uncoupled by the locomen, it must bereturned immediately to the place where it is allocated, so that it may be available if subsequentlyrequired at any other point in the vicinity.The Area Manager who supervises the place where the equipment is stored must inspect itmonthly to satisfy himself that the whole of the equipment, including spanner, is available, that thereis no sign of deterioration and it is clean and ready for use.Steam lances must not be used on or near electrified lines unless the overhead line or conductorrail equipment has first been isolated and earthed in accordance with the procedure laid down in theElectrified Lines Working Instructions books, and the appropriate form has been issued to the personin charge of the work.Divisional Managers must arrange for steam lances and adaptors, supplied to signal boxes orstations, to be sent to the nearest Depot during the last week in April for storage. They must be testedand any defects remedied at the Depot, and reissued to the signal boxes or stations during the lastweek in October.(b) Fixed Position Steam Snow Cutting EquipmentThis equipment, for use with Steam Generator fitted diesel locomotives must be dealt with asshown in C.M. & E.E.'s Standing Order G103, dated 7 December, 1976.(c) Divisional Managers will issue instructions annually, showing where equipment of both types islocated.(d) Gas Point Heaters manually lighted and extinguishedAt places where these gas point heaters are provided, the Signalman must arrange for them tobe lit if he is advised that rail temperatures are expected to fall below freezing point due to rain, snowor wet fog, with the consequent likelihood of points becoming frozen or blocked by snow. Wherepossible, arrangements must be made for the heaters to be lit two hours before these weather conditionsare expected.During their normal working hours the heaters will be lit by the Permanent Way Staff on dutyand the Signalman must make arrangements for the Chief Civil Engineer's Person in charge to beinstructed when it is necessary for them to be lit.Outside normal working hours, the Signalman must initiate the local call-out arrangements, sothat the appointed member of the Chief Civil Engineer's staff is advised that the point heaters haveto be lit.At places where Traffic Staff have been trained to light heaters, the Signalman must arrange forthem to start doing so pending the arrival of the Chief Civil Engineer's Staff.

243Snow clearance arrangements—continuedIf no advice is received, but the Signalman considers that there is a risk of the points becomingfrozen or blocked by snow, he must arrange for the point heaters to be lit in accordance with theabove instructions.When there is no further risk of freezing or blockage, the Chief Civil Engineer's person in chargeduring normal working hours, or the Chief Civil Engineer's appointed person outside these hours,will ask the permission of the Signalman before the point heaters are extinguished. The Signalmanmust consult his Supervisor, where possible, before giving permission.An entry must be made in the Train Register/Occurrence Book when the point heaters are litand when they are extinguished.OTHER GENERAL INSTRUCTIONSSTATION YARD WORKING—RULE BOOK, SECTION H, CLAUSES 3.6 AND 11.2At certain through stations where the entrance to and exit from platform lines is controlled byone signal box, authority is given in Table A for trains to enter occupied platform lines.Unless specially authorised, a passenger train must not be allowed to enter a platform line whichis already occupied by a freight train, nor must a freight train be allowed to enter a platform linealready occupied by a passenger train.Before a train is signalled into an occupied platform line, the Signalman must be aware, or haveascertained from the Person in charge of the platform that there is room for the train to be dealt with.In addition on bi directional platform lines, trains must not be signalled into a platform from oppositedirections until the Signalman has obtained an assurance from the Person in charge of the platformthat trains already admitted to the platform are at a stand and will make no further movement.During fog or falling snow, when a platform line is already occupied arrangements must be madefor a competent man to meet any subsequent train at the platform end and conduct it to the rear of thetrain in front.SINGLE LINES WORKED BY "NO SIGNALMAN" TOKEN SYSTEM1. " N o Signalman" Token SystemThe object of the "No Signalman" token system is to prevent more than one train being on asection of the single line where "No Signalman" token instruments are provided, at the same time,and when no train is on that section of line to permit a train to enter it. This is achieved by all trainscarrying a token, one token only being obtainable from the token instruments of the same sectionat the same time.The system may be applied:—(a) With a signal box at one end of the section and a "No Signalman" instrument released by thesignal box at the other.(b) With "No Signalman" instruments at both ends of the section released from a remote signal box.No e: When necessary Intermediate token instruments will be provided at sidings controlled by thetoken.2. Authority to Leave a Token Instrument2.1 A Driver will render himself liable to dismissal if he enters onto the single line without the tokenfor that section of line, unless:—(a) a train has more than one locomotive in front or is assisted by a locomotive in rear or whentwo or more locomotives are coupled together, the token must be shown to each Driver andcarried by the Driver of the rearmost locomotive.(b) the line is under the "Absolute Possession" of the Engineer.(c) Working by Pilotmen has been instituted in accordance with Clause 6 of these instructions.2.2 When a train requires to proceed on to the single line at a location where a "No Signalman"tolOn instrument is provided, the permission of the Signalman who releases the token must beobtained. If the Signalman is in a position to allow the train to proceed he will give permission andrelease a token.When a train arrives at a location where a "No Signalman" token instrument is provided, thetram must have passed clear of the section of single line complete with tail lamp attached before theto en is placed in the instrument. When the token has been placed in the instrument, the Signalmanm st be advised.2.4 Where a token instrument is provided in a signal box the Signalman is responsible for theoperati to the Signalman and when a train requires to leave such a location the Signalman will deliver a tokento the Driver.on 2. The Driver must not take the token beyond the token instrument at which it should be left.o24 Each token has engraved or marked on it the name of the section to which it applies.fShunting at Sidings Controlled by TokentWhen shunting has to be performed at a siding the points of which are controlled by the token,hth Driver must hand the token to the Guard to enable the points to be unlocked. When shuntinge has been completed and the points have been placed and locked for trains to pass on the single line,tthe Guard must return the token to the Driver and the latter must not proceed until he has obtained it.oke

244Single lines worked by "no Signalman" token system—continued4. Section Obstructed by Accident or by Disabled Train4.1 Should a train become disabled and assistance be required, the Driver, after ensuring that histrain cannot be moved, must take the token to the nearest token instrument, carrying out the appropriateprotection in that direction. If, in going for assistance, the Driver comes to a telephone givingcommunication with the Signalman the Driver must advise the Signalman of the circumstances, andthen continue to the nearest token instrument. The Guard must carry out protection in the oppositedirection. When the driving cab is double manned the Driver's Assistant must carry out the dutieslaid down for the Driver.(a) The disabled train must be protected in the direction from which it entered the section inaccordance with Rule Book, Section M, clause 2.1.2. If the Guard in carrying out protectionin that direction comes to the signal box or a telephone giving communication with the signalbox, he must place three detonators, 20 yards apart, on the line and advise the Signalmanof the circumstances. Unless a reply can be promptly obtained or the Signalman instructsotherwise, the Guard must then proceed to the full protection distance.If the Signalman instructs the Guard that it is unnecessary for him to proceed to the fullprotection distance but the telephone from which he contacts the Signalman is less than300 yards from the disabled train, the detonators must be placed 300 yards from the train.After carrying out the protection as above, the Guard must return to his train unless heknows that assistance will come from that direction.(b) The disabled train must be protected in the opposite direction to that from which it enteredthe section by placing three detonators, 20 yards apart, at least 300 yards from the train.If the Guard carries out the protection in this direction he must remain at the detonatorsexhibiting a hand Danger signal until the assisting train arrives or he is recalled to his train.Should a light locomotive be disabled, the Driver's Assistant, after obtaining an assurance fromthe Driver that he will not move the locomotive, must take the token to the nearest token instrumentand protect the locomotive in that direction; the Driver must protect it in the opposite direction asdetailed for the Guard in (a) or (b) above as appropriate.4.2 On reaching the token instrument the Driver/Driver's Assistant must inform the Signalman ofthe circumstances. If an assisting train is available at that location the Driver/Driver's Assistant must,after the Signalman at the controlling signal box has been advised and an agreement reached as tohow the situation is to be dealt with, personally hand the token to the Driver of the assisting trainand conduct him to the disabled train.IL however, it is found necessary for an assisting train to be obtained from another location,the Driver/Driver's Assistant must hand the token to the Signalman, place it in the token instrumentin order that a token may be withdrawn at another location. The Driver/Driver's Assistant must thenreturn to his train.4.3 The Driver of the assisting train must run at reduced speed and must bring his train to a standbefore reaching the disabled train. The assisting train must then be conducted to the disabled trainand great caution must be observed by all concerned.If there is a tunnel in the obstructed section, the Driver of the assisting train, unless he isaccompanied by a member of the train crew of the disabled train who has walked through the tunneland reported it clear, must not enter such tunnel until it has been ascertained that the tunnel is clear.The Driver of the assisting train must not allow the token to pass out of his possession until thewhole of the disabled train is removed clear of the section or it becomes necessary to introduce thearrangements for "Working of trains to and from point of obstruction".5. Divided Train5.1 When a train becomes divided the instructions in the Rule Book, Section M, Clause 4, so far asthey are applicable to a single line, must be observed together with the following instructions.5.2 The Driver must retain possession of the token until the whole of the train is removed from thesection, unless it is necessary for another locomotive to remove the rear portion. If, however, it isnecessary to dispose of the front portion, at a point ahead of the next token instrument, the Drivermust give up the token and must not enter the occupied section for the second portion until he hasagain received the token.5.3 If it is necessary to allow a locomotive to enter the section at the token instrument in rear ofthe divided train for the purpose of removing the obstruction, the working must be conducted inaccordance with clauses 4.2 and 4.3. A white light must be placed on the leading vehicle of the rearportion before that portion is propelled to the token instrument in advance or drawn back to thetoken instrument in rear.5.4 The Guard must secure the portion left behind and place three detonators, 20 yards apart, atleast 300 yards ahead of these vehicles. He must then protect his train in rear in accordance with theRule Book, Section M, Clause 2.1.2 and proceed to the nearest telephone or signal box to advise theSignalman, afterwards returning to his train.6. Working by Pilotman6.1 Should a token be lost, damaged or the token instruments have failed, working by Pilotman willbe instituted and all trains requiring to pass over the section to which the token applies must beaccompanied by the Pilotman.

Single lines worked by "no Signalman" token system—continued6.2 Should it be necessary to introduce arrangements for "Working trains to and from point ofobstruction" clauses 4.1 and 6.2 of the instructions contained in the General Appendix must beobserved.7. The above instructions apply on the following sections of line:—245SectionRemarksBrackmills — Hardingstone Ground FrameSilverdale —Madeley Chord Reversing SidingsWellington — Granville Colliery SidingsPortmadoc — Pwllheli StationWrexham Central Station — Wrexham ExchangeLlartrwst —Blaenau Ffestiniog StationDuffield Jn. — Wirksworth StationAmbergate Station — Matlock StationSee additional instructions on page 270.The Leading Railman at Silverdale is the Person incharge of the token working thereat.See additional instructions on page 302.See additional instructions on page 305.Staff provided in place of token. See additionalinstructions on page 309.See additional instructions on page 319.Ilbshelf East Jn. — Butcherwood Colliery SidingsAUTOMATIC HALF-BARRIER LEVEL CROSSINGSThe following equipment is provided at automatic half-barrier level crossings:—(a) a half-barrier on each side of the crossing which closes the nearside of the road;(b) road traffic signals, on both sides of the road on each road approach to the crossing, whichwill display a steady amber light for five seconds followed by twin red flashing lights;(c) a single tone bell on each side of the crossing;(d) a whistle board on each rail approach to the crossing.The normal position of the half-barriers is raised, the road traffic signals unlit and the bells silent.The approach of a train will, by track circuit/treadle operation, set in motion the following sequenceof events, provided the rail movement passes in the right direction:—(a) the road traffic signals operate and bells sound;(b) after an initial warning period, the barriers fall;(c) when the barriers are lowered, the bells cease to sound;(d) the barriers remain lowered and the twin red road lights continue to flash until the trainpasses over the crossing;(e) the barriers then rise and the twin red road lights are extinguished, unless a second train isclosely approaching the crossing in which case the barriers will remain lowered, the twin redflashing lights continue to flash and a red flashing sign reading "Another Train Coming" willbe exhibited on each road approach.Telephones are provided on each side of the crossing, giving communication with the supervisingsignal box.The following instructions will apply at the level crossings shown in Table A.A whistle board is provided on each approach to the crossing. The horn must not, howeverbe sounded between 23.30 and 07.00 hours, except in emergency.In the case of a divided train the provisions of the Rule Book, Section M, clause 4.4.2 mustbe observed for a movement which requires to pass over the crossing.An Engineer's train which has passed over the crossing is prohibited from returning to thesignal box in rear—see Rule Book, Section Q, clause 2.5.An Engineer's train which has passed over the crossing must not set back whilst working insection if it would approach nearer than 1 mile from the crossing—see Rule Book, Section Q,clause 2.5.(e) A trolley must not be allowed to occupy any of the controlling track circuits or treadleswithout permission of the Signalman at the supervising signal box.(0 In any of the following circumstances, a Crossing Keeper must be appointed who will operatethe barriers locally:—(i) A failure of the apparatus affecting the normal working of the barriers.(ii) A disabled train or portion of a train is occupying the controlling track circuits or hasactuated the controlling treadles, resulting in the barriers being lowered.

(g)246Automatic half-barrier level crossings—continued(iii) Road works in the vicinity of the crossings which are likely to affect the normal flow ofroad traffic over the crossing.(iv) A wrong direction movement is to be authorised to pass over the crossing on any line.(v) Single line working is to be brought into operation.(vi) A trolley is to be placed on the line and will occupy any of the controlling track circuitsor actuate any of the controlling treadles.(vii) The Engineer is to take Absolute Possession of one or more lines unless specificarrangements are made to prevent the controlling treadles or track circuits being actuated.(viii) A train requiring to stop in section on any of the controlling track circuits or within thecontrolling treadles, is to be allowed to enter the section.Prior arrangements must be made for the Crossing Keeper to be in attendance in the case ofitems (vii) and (viii) and whenever possible in connection with items (iv), (v) and (vi).During the time the Engineer has Absolute Possession of a running line(s), should it benecessary for a movement to be made over the crossing on the blocked line(s), the Person incharge of the Possession must arrange for the Driver to be reminded of the location of thecrossing and instructed not to pass over it until he has received authority from the CrossingKeeper. Where practicable, the Crossing Keeper must be advised of the movement.TRAINMEN OPERATED GATE LEVEL CROSSINGSTrains must be brought to a stand well clear of the gates, after which the gates must be unlockedand opened by the Drivers Assistant for the passage of train over the crossing. When the train haspassed over the crossing, the Guard (or Drivers Assistant in the case of a light locomotive) must closethe gates across the railway and relock them, the Driver taking care not to again proceed on hisjourney until he has received an "All Right" signal from the Guard. Trainmen concerned must seethat they are supplied with keys of the gates.On certain lines/at certain locations a person other than the Traincrew will accompany the trainto operate the gates.Unless special arrangements are made to the contrary, where the driving cab is single manned,the Guard must open the gates for the passage of the train over the crossing.Any defects in the gates of the locks securing them, or in the lamps, must be reported immediatelyby the Guard (Drivers Assistant in the case of a light locomotive or other person appointed tooperate the gates) to the Person in charge concerned.MINIATURE RED/GREEN WARNING LIGHTS AT LEVEL CROSSINGSAttendance is not provided at these crossings. These crossings have either gates opening awayfrom the railway or lifting barriers which fully span the roadway when lowered. The normal positionof the gates/barriers is across the roadway and they are operated by road users as required.Miniature red/green light indicators are provided for the guidance of road users. These indicatorswork automatically by the occupation and clearance of track circuits or equivalent means, providedthat, on double lines, all rail movements pass in the right direction.The indicators will normally display a green aspect, but a red aspect will be exhibited when a trainapproaching the crossing operates the track circuit or other device.The following instructions must be applied at these level crossings:Drivers must sound a short blast on the whistle/horn at the whistle board on the approach to thecrossing. The whistle/horn need not, however, be sounded between 23 30 hours and 07 00 hours,except in emergency.Whenever it is necessary for any of the following to pass over such level crossings in eitherdirection the vehicle concerned must be first brought to a stand and not proceed over the crossing untilthe Person-in-charge is satisfied that it is safe to do so:—(a) Engineer's self-propelled on track machine which cannot be relied upon to actuate trackcircuits.(b) Engineer's trolley or rail motor.Whenever it is necessary for a movement to pass over any of the level crossings concerned in the"wrong" direction, such movement must first be brought to a stand clear of the level crossing. Themovement must not proceed over the crossing until the Person-in-charge of the movement, or thehandsignalman provided when Single Line Working is in operation, is satisfied that it is safe to do so.Arrangements must be made for the crossings to be manned before Single Line Working iscommenced.OPEN LEVEL CROSSINGSAttendance is not provided at Open crossings and there are no gates or barriers.At certain of these crossings trains must stop before proceeding over them; at others, trains willbe required to pass over the crossing at reduced speed.At some of these crossings amber and red flashing road signals, operated automatically by theoccupation and clearance of track circuits or equivalent means are provided on the road approaches.

247Open level crossings—continuedWhen any Engineering operations are to be carried out which will cause the red road signals to flashcontinuously, arrangements must be made for the road signals to be disconnected by the S. & T.Technician, and, if any rail movement is to be made over the crossing, a Handsignalman must beprovided at the crossing to regulate such rail movement(s). After completion of the work, arrangementsmust be made for the road signals to be reconnected by the S. & T. Technician.1. Crossings where trains must stop before proceeding over the crossingAn advance warning board, consisting of a black cross on a white background, is provided about+ mile on the approach to the crossing.An intermediate board, consisting of a horizontal black band on a circular white backgroundindicating a crossing at which trains must stop, is provided on the approach to the stop board at thecrossing.(a) At these crossings, a stop board, worded "Stop, Press Plunger" and "Obtain white light andwhistle before proceeding" is provided on the approach side of the crossing. Red flashingroad signals are provided on the road approaches.Where there is a station platform immediately on the approach side of the crossing theplunger must not be operated until the train is ready to depart.1 T h e white light (flashing) indicates that the road lights are flashing. If the white light is notexhibited, the Driver must not pass over the crossing until he is satisfied that it is safe to do so.He must report the failure by the first available means.(b) At these crossings, a stop board, worded "Stop. Whistle before proceeding" is provided onthe approach side of the crossing. Red flashing road signals are NOT provided on the roadapproaches.The Driver must not pass over the crossing until he is satisfied that it is safe to do so.2. Crossings where trains are required to reduce speed before proceeding over the crossing(a) At these crossings, an advanced warning board, consisting of a black cross on a whitebackground, is provided on the approach to the crossing. Additionally a combined speedrestriction/whistle board is provided between the advance warning board and the crossing.At certain crossings two speeds are shown on the combined speed restriction/whistle board.The top figure (lower speed) will apply to all trains except passenger and empty coachingstock trains and the bottom figure (higher speed) will apply only to passenger and emptycoaching stock trains.Road traffic signals, which will display a steady amber light for 5 seconds followed by twinred flashing lights are provided on the road approaches.On passing the advance warning board, a Driver must regulate the speed of his train inorder to be able to stop at the crossing unless a white flashing light is exhibited. If the whiteflashing light is exhibited, indicating that the red road signals are flashing, the Driver mayproceed over the crossing, without stopping, at a speed not exceeding that indicated. TheDriver may then start to accelerate as soon as the front of his train has passed over the crossing.If the white light is not exhibited by the time the Driver passes the combined speedrestriction/whistle board he must bring his train to a stand and not pass over the crossing untilhe is satisfied that it is safe to do so. In these circumstances, the warning horn must again besounded before the train proceeds over the crossing. The Driver must report the failure bythe first available means.Whenever it is necessary for any of the following to pass over these Open Level Crossingsthe vehicle concerned must first be brought to a stand and must not proceed over the crossinguntil the Person in charge is satisfied that it is safe to do so.(i) Engineer's self-propelled on track machine which cannot be relied upon to actuate trackcircuits.(ii) Engineer's trolley or rail motor.(b) At these crossings, an advance warning board, consisting of a black cross on a whitebackground, is provided on the approach to the crossing but road traffic signals are NOTprovided.DRIVER/GUARD COMMUNICATION ON TRAINSHAULED BY CLASS 87 LOCOMOTIVESCertain trains composed of Mark 3a stock, when hauled by Class 87 electric locomotives, areequ ped with a means of communication between the Driver and Guard.Telephone-type handsets, push buttons and buzzers are provided in each driving cab of theloc motive and in the P.A. cupboard in each Guard's compartment (BG vehicle) on the train.To initiate a call, the Driver/Guard must press the call button to operate the buzzer at the otherlocations on the train.In order to speak, it is necessary to press the switch on the handset and this must be releasedbefore the other party can reply.The apparatus must be tested by the Guard after the locomotive has been coupled to the train; inthe event of failure, the Guard must advise the Driver and, if possible, also advise the C. & W./Maintenance staff at the location concerned.

248Driver/guard communication on trains—continuedThe communication must only be used for essential conversations between the Driver and Guardon matters concerning the operation of the train, including:—(a) (i) to advise the Driver of the train particulars, and also in connection with the brakecontinuity test.(ii) to confer, as outlined in the Rule Book, Section M, in the event of the train being stoppedby accident, failure, or other exceptional cause, provided the Driver and Guard are satisfiedthat no other line(s) is affected.(b) in the event of circumstances on the train, e.g. defect, illness, hooliganism, etc., requiring anout-of-course, but not immediate, stop to be made.(c) when the Driver becomes aware of the probability of extended delay, to enable the Guard toadvise the passengers.FREIGHTLINER TERMINALS WITH OVERHEAD LINE EQUIPMENTLimiting the movement of electrically hauled trains. At all Freightliner Terminals equipped foroverhead electric fraction it is necessary to restrict the movement of a Freightliner train entering theTerminal to ensure that it is berthed within certain prescribed limits, which are related to the terminationof the overhead line equipment and the position of the pantograph and the electric locomotive.An illuminated board lettered "Locomotive Stop—Await Instructions" is provided at a minimumdistance of 12 feet 6 inches on the main line side of the last overhead electrification structure withinthe Terminal and Drivers, when propelling, must bring their train to a stand when the locomotivereaches this board. All further propelling movements from the board will be carried out under thedirection of the Terminal Overseer who will ensure that the train is correctly berthed.To indicate the limiting tolerances within which a Freightliner train must be berthed in theTerminal a double row of ground markers is provided on the Terminal side of the overhead line anchorstructure. The Terminal Overseer will ensure that the train is brought to a stand with the buffers onthe outer end of the last Freightliner vehicle positioned between these rows of markers and will, onno account, permit the train to over-run the inner row.When the train is berthed in this position, the Terminal Overseer will ensure the locomotive iswithdrawn to a point to or beyond the "Locomotive Stop—Await Instructions" board.LOADS OF COACHING STOCK TRAINS: MAXIMUM LOAD ANDLENGTH LIMITS OF LOCOMOTIVE-HAULED PASSENGER AND PARCEL TRAINSI. Maximum Load which may be hauled by locomotivesThe weight at which each passenger, parcels or empty coaching stock train has been timed isshown at the head of the timetable column applicable to that train, preceded by the letter E whenelectric locomotives are used and D when diesel locomotives are used (e.g. E455, D455). The electriclocomotive hauled timings are based on the use of Class 87 locomotives and the diesel locomotivehauled timings are based on the use of Class 40, 45/46 or 50 depending on the route. Details of the classof diesel locomotives on which timings are based are given in the Working Timetables. Tables showingthe maximum tonnage which different classes of electric and diesel locomotives can haul to maintainthe timings shown are also given in the Working Timetables.The maximum load in tonnes which any class of locomotive may haul on a particular section of linemay be obtained by referring to the table of Class 8 train loads in the Freight Train Loads Book.The maximum load of electrically heated/air conditioned passenger trains is also governed by theelectrical capacity of the locomotive. Details of maximum train loading, when electric train heating/airconditioning power is being provided from a locomotive, are published as clause 25, to the instructions,"Provisions of Electric Power Supply to Locomotive Hauled Trains for Heating, Air Conditioning,etc., contained in the General Appendix.2. Compilation of LoadsAll coaching stock is marked with the tare weight in tonnes. The total load of the train is obtainedby adding tare weights. The timings are based on tare weights and include an allowance for weight ofpassengers, luggage and parcels.If the indication of the weight on any vehicle is obscured or missing, the following weights shouldbe assumed:Horsebox or SPY 1 0 tonnesCCT, PMV or BZ 1 8 tonnesBogie parcels vehicles 3 2 tonnesPassenger carriages 3 4 tonnesDining or Sleeping cars 4 2 tonnesThe loads of all trains must be calculated by Guards and the information given to the Driver at thestarting point. At subsequent points where vehicles are attached or detached, the revised load must begiven to the Driver by the Guard or person in charge of the platform.

3. Maximum Loads and Lengths249Loads of coaching stock trains—continuedThe maximum load and length which may be hauled on coaching stock trains over L.M.R. linesare set out in the table below:—MaximumLoadTonnesStandardWagonLengthsMaximum LengthStandardCarriageLengthsLoaded Passenger Trains 600* 17*Empty Coaching Stock Trains 700 20Parcels Trains 700 t 50 t 17 tEmpty Van Trains 700 60 20*—A maximum of 700 tonnes or 20 carriage lengths may be conveyed if specially authorised bythe Chief Operating Manager.t —Except where specially authorised by the Chief Operating Manager.Length of parcels vehicles should be assessed as follows:CCT, PMV or BZ 2 standard wagon lengthsB, BG, GUV or SYPHON G 3 standard wagon lengths6 SPY 7 standard wagon lengths4. Marshalling and Strengthening of Passenger TrainsPassenger trains must be marshalled in accordance with the passenger marshalling circular, thecarriage and multiple unit programmes, or the special notices.Extra vehicles for passengers must not be attached to trains unless authorised in the Special TrafficNotices or other special notices, or through the Regional/Divisional Control organisation.The person arranging the marshalling or strengthening of a train must ensure that it does notexceed the length which can be accepted at intermediate and terminal stations. For guidance, detailswill be held in Divisional Control offices of length limitations at principal stations. Where unrosteredstrengthening takes place the Divisional Control office which has obtained or given authority mustadvise the Regional Control office and all other Divisional Control offices concerned. DivisionalControl offices are responsible for advising all stations in their Division which are affected.In exceptional circumstances, when there is insufficient time to telephone the Divisional Controlthe Area/Station Manager may authorise extra vehicles to be attached for the accommodation ofpassengers, provided the maximum tonnage for the locomotive working the train is not exceeded andthe working is not likely to be upset en route.The Divisional Control must immediately be told precisely what has been done.5. Marshalling and Strengthening of Parcels TrainsParcels trains must be marshalled in accordance with the Marshalling and Loading Orders.Additional vehicles may be attached to parcels trains to meet traffic requirements if the Marshallingand Loading Orders do not limit the number and type of vehicles to be conveyed, provided that thetopage for the locomotive working the train is not exceeded, and prior authority is obtained from theDivisional Control.WORKING OF SPECIAL PASSENGER AND FREIGHT TRAINSI. Special Reporting NumbersAl! Special Passenger and Freight Trains must be described by the reporting numbers shown inthe Special Traffic Notices, Special Notices or other operating publications. When a return special isrun, the same reporting number as on the outward journey, must be used.A standard code provides for the class, destination and number of the train as under:—First position C l a s s i f i c a t i o n of Train (Numbers 0 to 9) as shown in theGeneral Appendix.Second position D e s t i n a t i o n and character of the train Special Passengerand Special Freight Trains must be indicated as follows:—T PassengerLocal to L.M.R.L Passenger and FreightZ Passenger and Freight Inter-Regional.X Royal Trains and Out of Gauge Loads.For Freight Trains T indicates trip trains.Third and fourth positions Individual identity number of train as shown in the noticewhere the arrangements are published.A separate number must be used for Relief passenger trains, or ordinary trains run in more thanone portion, this will be allocated when the arrangements are agreed and published in the appropriatenotice.

250Working of special passenger and freight trains—continued2. Loading of Passenger TrainsGuards must obtain and render passenger loading details of nominated ordinary, relief and specialtrains in accordance with separate instructions.3. Duties of GuardsGuards working special trains must not leave the station on arrival at destination withoutpermission from the person in charge, and must ascertain from him the place and time they are tobook on for the return journey, in order that they may render any assistance the person in charge mayrequire, and see that their trains are properly lighted and labelled. Any spare marginal time must bemade available for assisting with station duties.When trains are handed over at a junction, Guards must not travel beyond the point to whichthey are shown to work the train unless instructed to do so, and, when relieving, must sign on 15minutes before the train is due at the junction.4. Crowds on PlatformsArea Managers, Supervisors and others concerned must not allow crowds to assemble on platformsor about stations, to the inconvenience and danger of passengers arriving or departing by trains.When assistance is required to keep the platforms and approaches clear, the Area Manager hasauthority to instruct other B.R. employees who may be available to assist, or to request the attendanceof the Civil Police, to prevent accidents.5. Short Notice of Extra TrafficShould any Area Manager, Supervisor or other person concerned become aware that an unusualnumber of passengers is likely to travel by a particular train, he must advise the Divisional ControlOffice so that proper accommodation may be provided.6. Cancellation and Alteration of Scheduled WorkingThe Divisional Control Office must be advised of any alteration in the booked arrangements forspecial trains shown in the Special Traffic Notice, so that the stations affected may be immediatelyinformed of the altered working.COUPLING AND UNCOUPLING OF LOCOMOTIVESCoupling and uncoupling of locomotives working passenger trains will normally be the duty ofmen in the Railmen Grades. In the case of locomotives which are double-manned, to avoid delays theDrivers Assistant must couple/uncouple the locomotive if a man in the Railmen Grades is notimmediately available.Coupling and uncoupling locomotives working other than passenger trains will normally be theduty of men in the Railmen Grades, where provided, or Guard. In the case of locomotives which aredouble-manned, to avoid delays, the Drivers Assistant must couple/uncouple the locomotive if a manin the Rai!men Grades or Guard is not immediately available.Coupling and uncoupling locomotives assisting in rear of trains, when this is required, willnormally be the duty of the Drivers Assistant on the assisting locomotive, or Guard where he istravelling at the rear of his train.WEED SPRAYING TRAINSTwo firms, Messrs. Fison's and Messrs. Chipman's. who will each use their own train, carry outweed spraying throughout the Region.Both trains must be signalled as Class 6(b) freight trains. The speed must not exceed 45 m.p.h.whether spraying or not spraying, and if a lower speed is laid down for spraying operations, it must beobserved.The maximum permissible speed and all lower speed restrictions must be strictly adhered to on alllines.When not spraying, both firm's trains may be propelled where necessary. A white light must becarried on the leading vehicle when propelling after sunset or through a tunnel, and the instructionsfor propelling trains shown in Table F I must be complied with.The marshalling of weed spraying trains will be shown in the Special Notices for the trainsconcerned.When the Engineer's or Contractor's staff require to sleep on the train whilst stabled overnight,all points must be securely clipped and scotched to prevent any movement being made on to the line orsiding on which it is stabled. A red light must be placed on the end of the train from which a movementwould normally be made. Where it is possible to make a movement from both ends, a red light must beplaced on each end of the train. The Person in charge of the line or siding must ensure that theseinstructions are carried out.

Electrified Lines251Weed spraying trains—continued(a) Conductor Rail System. On lines fitted with conductor rails the following conditions must beobserved before spraying operations commence:—Manchester—Bury Line. The conductor rails must be isolated in all cases.All other sections of line. Isolation of the conductor rails is not required. The train must beaccompanied by a representative of the Divisional Manager's Maintenance Engineer. Wherea weed spraying train has to cross or pass over a portion of electrified line which is notscheduled for spraying, the Person in charge of the train must ensure that spraying operationsare suspended whilst crossing or passing over the electrified portion of line.(b) Overhead Line System. No restrictions.WHITE LIGHTS IN CERTAIN MECHANICAL SHUNTING SIGNALS—RULE BOOK, SECTION C, CLAUSE 3.2.4Certain mechanical shunting signals on ex W.R. lines on this Region are provided with a whitelight when the signal is in the "On" position. On the authority of the Signalman, these signals may bepassed without being cleared, for a movement in a direction for which the signal, when cleared, doesnot apply.TRAINMEN TO USE MOST EXPEDITIOUS MEANS FOR TRAVELLINGWhen travelling as passengers whilst on duty. Trainmen must use the most expeditious meansavailable, including public road services. If a better rail service is provided by another Region orLondon Transport, they must use it. To establish their identity they must produce their job card,deviation card, journal or working sheet, except when travelling on L.T. trains, when a Bearer pass isrequired. Area Managers, Controllers, and other persons empowered to instruct Trainmen shoulddirect them accordingly.Although men may be rostered to travel by a particular train, if a quicker means of reaching thelocomotive or Guard's Depot presents itself, this must be used. Instructions on this point given by theArea, Manager, Controller, etc., must be carried out, and Trainmen must consult the person in chargein cases when they are in doubt as to the quickest means of reaching their Depot.INSTRUCTIONS TO TRAINCREWS WORKING OTHER THAN D.C. ELECTRIC TRAINSAND OTHER STAFF CONCERNED WORKING OVER OR IN THE VICINITY OF D.C.ELECTRIFIED LINES1. Description of System1.1 D.C. electrified lines may consist of either:—(a) one (positive) conductor rail located on the sleeper ends in the cess and/or six-foot ways inaddition to the two running rails, one of the running rails is electrically bonded over thejoints and acts as a conductor for the return (negative) current.(b) one (positive) conductor rail located on the sleeper ends in the cess and/or six-foot ways andone (negative) conductor rail is installed in the centre of the four-foot way, the (negative)conductor rail is electrically bonded to the running rail used for the return traction current.2. Danger of Live Equipment2.1 It must be assumed that the conductor rails and connections are always live.2.2 The conductor rail is charged with electricity and it is dangerous to step upon, touch or comeinto 'contact with either the conductor rails or their connections. In addition, staff must not step uponconductor rail protection boarding.2.3 O n no account must a broken or displaced conductor rail be touched until it has been isolated.2.4 Although the traction return current flows through the running rails and the negative conductorrail where provided, these rails are not dangerous to human life.2.5 It is dangerous to pour water, on to, or in the immediate vicinity of, the live conductor rail,or to allow water issuing from locomotives, hose pipes, hydrants, etc., to come into contact therewith.2.6 Not to Cross Track more than Absolutely NecessaryStaff are warned against crossing the conductor rail more than is absolutely necessary in thedischarge of their duties, and great care must be taken to avoid contact with the conductor rail.When possible use must be made of lifts, subways, overbridges, barrow or other crossings where theseare provided.3. 1 Electrification Telephones3.1 Special telephones are provided at signal boxes, ground frames, passenger stations, inspectionsheds and other points on the electrified lines.3.2 The locations of electrification telephone instruments are indicated by an identification plateshovL ing a red telephone on a white background together with the word "Electrification" printed inred, or by black and white diagonal stripes with a red horizontal bar below or by "Isolation Telephone"printedinb l

252Instructions to traincrews etc.—continued3.3 These telephones must only be used for communicating with the Electrical Control Operatorand all messages must be repeated back to ensure that they are correctly understood.3.4 Contact With Electrical Contol Room. Contact with the Electrical Control Operator can bemade either by the electrification telephones described above, or by ringing the numbers shown below:—Willesden Electrical Control Room (GPO No. 01-965 4071 or GPO No. 01-965 7080)These numbers are connected to Willesden Railway Exchange, and the caller must ask for the ElectricalControl Operator.In emergency only. The following telephone numbers may be used as alternatives to those shownabove: GPO No. 01-965 2304, or Railway Exchange 063-6335/6. Caller must ask specifically forthe Electrical Control Operator.THESE TELEPHONE NUMBERS ARE FOR EMERGENCY USE ONLY AND MUST NOTBE USED FOR ROUTINE CALLS.4. Switching off Electricity in Emergency4.1 Any person becoming aware of a derailment, mishap or other emergency requiring or likelyto require, the electricity to be switched off, must telephone the Electrical Control Operator at once,or arrange for this to be done.4.2 I f it would save time, any lineside or other telephone may be used for communicating with theElectrical Control Operator as an alternative to using an electrification telephone.4.3 When a lineside telephone communicating with a signal box is used, the messages between thePerson requesting the emergency isolation and the Electrical Control Operator must be relayed by theSignalman without delay.4.4 Before telephoning for the electricity to be switched off, Traincrews must ensure that where aline(s) other than that on which their train is standing is obstructed, such line(s) is protected in accordancewith the provisions of the Rule Book, Section M.4.5 The person contacting the Electrical Control Operator must state:—(a) that this is an EMERGENCY call.(b) his name, grade and department.(c) where he is speaking from.(d) the location of the incident and line(s) concerned.(e) why it is necessary to have the electricity switched off.and must stay at the telephone until he has received from the Electrical Control Operator an assurancethat the electricity has been switched off.4.6 The person making the request will be known as the Person in charge of the Isolation and healone must be responsible for dealing with the Electrical Control Operator in these circumstances.If this person is relieved, he must advise the Electrical Control Operator the name and grade of theman left in charge of the isolation, who must also confirm to the Electrical Control Operator that heis now in charge. The Electrical Control Operator must satisfy himself that the relief is fully awareof the limits of the isolation. Electricity will be restored only for, or after consultation with, the Personin charge of the isolation.5. Procedure in Case of Fire5.1 Any outbreak of fire on or near to the electrified lines must be reported immediately to theElectrical Control Operator.5.2 I n reporting fire, care must be taken to state the exact location and which line(s) are affected.5.3 Urgent measures must be taken to extinguish fires likely to affect cables or other electricalequipment. In addition, the existing procedure regarding lineside fires, shown in the General Appendix,should be observed as applicable. The local instructions regarding procedure in case of fire, embodiedin the Local Information Card, should be carried out.5.4 Fire extinguishers painted yellow or with a yellow band are suitable for use on fires on, or in theimmediate vicinity of, electrified lines, cables or train equipment which may be alive.5.5 Dry sand or earth is suitable for extinguishing fires, but water or extinguishers containing watermust NOT be used under any circumstances until electricity has been switched off from the vicinityof the fire. Even then water must not be used if other means of extinguishing the fire are available.6. Damage to Conductor Rails and Cables6.1 When damage, smoking, excessive flashing (except normal sparking caused by a passing electrictrain), or fusing is noticed, the matter must be reported immediately by telephone to the ElectricalControl Operator, stating the location and which line(s) are affected.7. Interference with Electrical Equipment7.1 All staff must exercise vigilance to prevent interference with any portion of electrical equipment.8. Flooding of Permanent Way8.1 Whenever an electrified line is flooded above sleeper level, any person observing or becomingaware of such flooding must arrange for Traffic Control to be at once informed, reporting the location,depth and extent of flooding and any subsequent change of conditions.9. Wagon Sheets9.1 Great care must be exercised in securing sheets on wagons routed over electrified lines so asto prevent the sheets being dislodged by wind. Sheet strings must not be allowed to hang loosely.

10. Securing of Couplings and Brake Pins253Instructions to traincrews etc.—continued10.1 Guards and Shunters working trains passing over electrified lines must see that brake pins orlong couplings are not allowed to hang down. The attention of the C.M. & E.E.'s C. & W. staff mustbe called to all brake levers which are found to be less than 6 inches from the rail level when in theirlowest position. Guards and Shunters are responsible for walking round their train to see that all isin order in this respect prior to leaving the last depot or yard before they pass over electrified lines.The middle link of loose couplings must be pushed up in order to clear the conductor rail.10.2 Drivers are responsible for seeing that screw couplings attached to their locomotives are clearof the conductor rails.10.3 , Trainmen when pinning or unpinning hand brakes, coupling or uncoupling vehicles, etc., mustas far as practicable, work on the side of the vehicles at which there is no conductor rail.11. Traincrew Alighting from Locomotive and/or Examining etc. their TrainWhen working over electrified lines, Traincrews must not alight from the locomotive more thanis necessary. Before examining, adjusting, repairing, etc. any part of a vehicle which is near to thecondUctor rail, arrangements must be made for the current to be switched off.12. Flooding of Permanent Way12.1 All concerned are warned that when flood water is lying on the surface of the permanent way,they 'must take care not to step into the water, as it may be highly charged with electricity.12.2 Where circumstances arise causing it to be necessary for any person to step into the water, theconductor rail must be isolated before he does so.13. Detraining of Passengers in EmergencyShould it be necessary for passengers to be detrained, other than at a platform, the current mustbe switched off before they are allowed to leave the train. The conductor rail of the line upon whichthe ttlain is standing and also any conductor rails alongside or over which the passengers may have towalk must be isolated.14. Prevention of Damage and Obstruction to Conductor RailContact must be prevented between any object or ballast and a live conductor rail and materialmust not be dragged across or dropped on such a rail.15. Dangerous to Touch Collector ShoesCollector shoes of an electric multiple unit are connected together by cables and whether incontact with the conductor rail or not must be considered dangerous to life.16. Width of Electric StockElectric trains move quickly and extra care is needed to watch for their approach. Special careshoul1 also be taken to stand well clear of passing electric trains owing to their extra width.LEVEL CROSSINGS BETWEEN PLATFORMSAt stations where passengers have to cross the track from one platform to another the staff mustexercise the utmost possible supervision to prevent the risk of accident.At all stations where footbridges or subways are provided special care should be taken to preventpass ngers using the level crossings.FAILURE OF OIL TAIL-LAMPShould a train be stopped owing to the tail lamp being out, the lamp must be re-lit and used forthe completion of the journey, unless there is an apparent defect which requires the lamp to besubstituted.On completion of journey or at the point where he is relieved, the Guard must report the circumstancestogether with details of any apparent cause for the failure and, at the terminating point ofthe train, the lamp must be withdrawn and not restored to service until it has been established thatthere is no defect.The Area Manager at the terminating point must report details of the failure promptly to theArea Manager at the starting point of the train, so that suitable action to prevent recurrence can betaken where necessary.When repairs are necessary, the lamp should be sent to Works.REPAIR OF DEFECTIVE LAMPSSide and Tail Lamps for repair must be forwarded from Stations/Depots to the designated pointin the Division from where they must be dispatched as follows:—Division T o be sent toLondon (former Midland stations) D e r b y Works(other than former Midland stations) Wolverton WorksBirmingham C r e w e WorksStoke C r e w e WorksNottingham D e r b y WorksSignal and Gate Lamps must be dealt with in accordance with local instructions.

254A.C. ELECTRIFIED LINESTelephone Contact With Electrical Control Rooms. Contact with the Electrical Control Operatorcan be made either by the Electrification telephones situated along the lineside and at stations, signalboxes etc.. or by ringing the telephone numbers shown below:—Crewe Electrical Control RoomCrewe Railway Exchange (GPO No. 0270-55123) Extn. 2711.Rugby Electrical Control RoomRugby Railway Exchange (GPO No. 0788-3456) Extn. 2222; also GPO No. 0788-6256.Willesden Electrical Control RoomWillesden Railway Exchange (GPO No. 01-965 4071), also GPO No. 01-965 7080. Callershould ask for the Electrical Control Operator.In emergency only the following telephone numbers may be used as alternatives to those shownabove:—Crewe: GPO 0270-55582.Rugby: GPO 0788-3456.Willesden: GPO 01-965 2304, or Railway Exchange ETD 063-6335/6. Caller must ask specificallyfor the Electrical Control Operator.THESE TELEPHONE NUMBERS ARE FOR EMERGENCY USE ONLY AND MUST NOTBE USED FOR ROUTINE CALLS.B11.29987 Working Instructions for A.C. Electrified Lines. The following power signal boxesare authorised to apply instructions 44 (ii) and 55 (ii).EustonWillesdenWatfordBletchleyRugbyThe following signal boxes/Persons in charge sidings are specially nominated in accordance withInstruction 44 (ii) (d).Euston Parcels Dock (Yard Supervisor)Euston Down Side Shed SupervisorCamden Yard SupervisorCamden Road Junction signal boxMitre Bridge Junction signal boxActon Lane Shunting FramePerson in charge South West Sidings Shunting FrameEngine Arranger, Willesden TMDBrent Sidings signal boxBrent North End SupervisorsPerson in charge, Sudbury South EndPerson in charge, Sudbury MiddleHigh Level Sidings signal boxPerson in charge, High Level SidingsWillesden Carriage Shed South signal boxWillesden Carriage Shed North signal boxWillesden Carriage Sidings SupervisorTring Carriage Sidings Shunting FrameBletchley Traction Maintenance Depot SupervisorBletchley Carriage Sidings SupervisorWolverton South Shunting FrameNorthampton No. 1 signal boxNorthampton No. 2 signal boxNorthampton No. 3 signal boxNorthampton No. 4 signal boxNorthampton Down Sidings SupervisorRugby Station SupervisorE.M.U. Stock fitted with Buckeye Couplers which are normally maintained in the "Up" Position.Where it is necessary for any member of the staff to go between two units fitted with buckeye couplerseither of which is capable of being moved, the person concerned must take possession of the Driver'sbrake controller key, returning it to the Driver when the operation requiring him to go between theunits is completed.MERRY-GO-ROUND LOADING/UNLOADING SIGNALSThese signals are provided at certain locations and display the following indications:—MOVE AT LOW SPEED IN DIRECTIONFOR LOADING/UNLOADING

255Merry-go-round loading/unloading signals—continuedMOVE AT LOW SPEED IN OPPOSITEFLASHING D I R E C T I O N TO THAT REQUIRED FORLIGHTS L O A D I N G / U N L O A D I N GPREPARE TO STOP666STOP IMMEDIATELYW WHITER REDIf during loading/unloading operations the Guard requires to stop the train, he must operate theemergency stop plunger. When a stop indication is displayed the Driver must immediately bring histrain to a stand irrespective of the distance it may be from the signal.LINESIDE STAFF EMERGENCY CALL SYSTEMThis equipment is provided at certain signal boxes controlling long sections of line, and consistsof loudspeakers spaced approximately + mile apart on the lineside. When operated by the Signalmanone of the following codes will be transmitted through the loudspeakers:—Chief Signal and Telecln ice.tions Engineer's Line Staff — 3 note bugle call.Chief Civil Engineer's Line Staff 2 note "Cuckoo" call.Chief Mechanical & Electrical Engineer's Line Staff I n t e r r u p t e d tone.Operating Department Supervisor 2 long 2 short 2 longon single tonerepeated at intervals.On hearing the appropriate code, the senior member of any party working on the line must go atonce to the nearest signal post telephone, ground frame telephone, circuit telephone, or, in the case ofthe Signal Engineer's staff, the nearest plug point on the Signal Engineer's Maintenance TelephoneCircuit, and ascertain from the Signalman what is required.When the C.M. & E.E. staff code is transmitted, and an Electrification telephone is nearest, theC.M. & E.E. staff concerned must communicate with the Electrical Control Operator. He must thenimmediately advise the Signalman to stop the loudspeaker code.Tr) avoid complaints from residents in built up areas and obviate unnecessary use of the loudspeakers,staff must answer the calls as soon as possible.FAILURE OF ELECTRICALLY OPERATED POINTSCrank handles are provided to operate points by hand during a failure and are kept:—(i) in the controlling signal box, or(ii) adjacent to the points in an instrument released from the signal box, or(iii) adjacent to the points in a locked cabinet.Should the points fail, the Signalman must, in addition to sending for the Signal Technician,immediately send for the person appointed to operate the points by hand (who may act as handsignalman),and also advise the Area Manager and request him to arrange for any other handsignalmanwho May be required.When the point operator has obtained the crank handle, he must act in accordance with theinstructions given him by the Signalman. He must then insert the crank handle in the point machineconcerned and tell the Signalman whether or not the points are damaged. If they are undamaged hemust say in which position they are correctly fitting.If the points are undamaged, the Signalman must instruct the operator to set, clip and scotchthem in the position required and to advise him when this has been done. When this advice has beenreceived, the Signalman must operate the point lever (switch) concerned as far as possible to the positioncorresponding with the lie of the points before allowing a train to pass over the points or to pass anysignal concerned at Danger.

256Failure of electrically operated points—continuedThe operator must not remove the crank handle, clip and scotch until instructed to do so by theSignalman.The Signalman must instruct the operator to return the crank handle to the signal box or replaceit in the instrument or cabinet adjacent to the points when:—(i) an assurance has been obtained from the Signal Technician that the failure has been rectifiedand that the points are in proper working order, or(ii) The points themselves are not damaged and traffic working permits them to remain in eitherthe normal or reverse position, provided:—(a) an assurance has been received from the operator that the points are clipped, scotchedand padlocked in the required position.(b) the point lever (switch) is in the position corresponding with the lie of the points, and(c) the indicator shows an indication corresponding to the position of the point lever (switch).When this has been done, the handsignalman may be withdrawn.The time the crank handle is taken from and returned to the signal box must be recorded in theTrain Register, and the entries countersigned by the person appointed to operate the points. At thoselocations where the crank handle is kept adjacent to the points, the Signalman must record the timesat which the crank handle is taken from and replaced in the instrument/cabinet.(Separate instructions are issued to signal boxes to cover power installations worked by routerelay panels).INSTRUCTIONS FOR OPERATING INTERMEDIATE TOKEN INSTRUMENTS(G.W.R. TYPE)To obtain Token from instrument. After obtaining, by telephone, the authority of the Signalmanto withdraw a token, lift it from the magazine to the centre opening of the instrument, press it forwardas if using an ordinary key in a lock (the key end of the token must engage on the centre pin of theinstrument), then turn it anti-clockwise as far as possible. Wait until the needles in both the indicatorsare deflected (this takes place when both Signalmen hold down their respective token ringing keys),and then continue to turn the token anti-clockwise until it is free, when it can be withdrawn fromthe instrument. Advise the Signalman by telephone that the token has been obtained from the instrument.To replace Token in instrument. Press token forward into the aperture in the centre of theinstrument as if using an ordinary key in a lock (the key end of the token must engage on the centrepin and lower it into one of the slots of the magazine. Advise the Signalman by telephone that thetoken has been placed in the instrument.When the token has been replaced in the instrument the Signalman must immediately withdrawtokens in accordance with Regulation 26 (Testing Instruments) of the Electric Token Regulations,and the person responsible for operating the intermediate token instrument must remain there untilthe test has been made and the Signalman has informed him that everything is again in order.WORKING OF GROUND FRAMESUnlocked from Signal Box. The ground frame operator must telephone the Signalman and cometo a clear understanding regarding the movements to be made and request him to unlock the frame.The Signalman must inform the ground frame operator when the frame has been unlocked. Where aplunger working in connection with a release lever at the ground frame is provided, it must be pressedand held in until the lever is out of the catch.When the movements have been completed, and the train is clear of the points ready to departor has been shunted into the siding(s) clear of the running line(s), and the ground frame levers placedin the normal position, the ground frame operator must inform the Signalman accordingly and requesthim to lock the ground frame. The Signalman must inform the ground frame operator when thishas been done. Until this advice is received, the ground frame operator must not rejoin the train orallow it to proceed.At ground frames where separate telephone ringing facilities are not provided, the "AttendTelephone" bell code 3-3-3-3 must be used by the Person requiring to speak to the Signalman orvice versa.If the ground frame operator observes any irregularity on the running lines or should a runningline be fouled, he must immediately advise the Signalman and where bell communication is provided,in order to obtain the Signalman's attention without delay he must give six or more beats on the bellin rapid succession. The ground frame operator must also take whatever protective action is required.At ground frames, where bell communication is also provided with the signal box, the followingcode must be used if there is a failure of the telephone:—To Signal BoxUnlock Ground frame 2Train shunted clear of running line(s)—Lock ground frame 3Train on running line ready to depart—Lock ground frame 5These codes will be acknowledged by repetition when the groundframe has been unlocked/locked.Running line(s) fouled 6

257Working of ground frames—continuedFrom Signal BoxClear running line(s) for train to passTo be acknowledged by repetition and the code 3 sent when thelines have been cleared.The call attention signal, I beat, must be sent and acknowledged before the required code is sent.Should the Signalman be unable to relock the ground frame and special emergency instructionsare not in force, he must not allow a following train to proceed until an assurance has been receivedthat the points have been firmly secured in the normal position or the failure has been rectified.Unlocked by Annett's key taken from Signal box. The key must be inserted in the lock providedon the ground frame lever to release it. The key will be locked in the lever until it is restored to thenormal position. The Annett's key must be returned to the signal box when the work has beencompleted.STABLING OF VEHICLES ON RUNNING LINESUnless otherwise authorised, running lines must not be blocked for the purpose of stabling vehicles,except on the authority of the Divisional Control Office. The following precautions must be observedwhen such lines are blocked unless special instructions are issued to the contrary:—Where it is possible for a train to approach on the same line as that on which the vehicles arestabled, three detonators, 20 yards apart, must be placed upon one rail of the obstructed line not lessthan I mile from the rear of such vehicles, unless there is a signal box within that distance in whichcase the detonators must be placed upon the rail at that signal box in such a position that a train cannotproceed towards the rear of the stabled vehicles without exploding the detonators. When it is necessaryfor a train to enter the blocked line towards the stabled vehicles for any purpose, the Driver and Guardmust be suitably warned and the detonators, if exploded must be replaced as soon as the operationis completed. The Area/Station Manager, Supervisor or other Person in charge is responsible forseeing these arrangements are carried out and, also that during darkness, fog or falling snow, a redlight is exhibited and maintained at the rear of the stabled vehicles.The Signalman at the signal box controlling the entrance of trains into the blocked section mustplace a reminder appliance on the lever/switch/button of each signal controlling the entrance of trainsinto the blocked section and the reminder appliances must not be removed until the line is again clear,except when it is necessary for a train to enter the obstructed line for shunting or other purposes,when the reminder appliance must again be brought into use as soon as the work is completed. Beforethe signal is cleared for such shunting or other movement, the Driver must be verbally instructed as tothe state of the line ahead.At the time the line is blocked, the entry ". line blocked for stabling purposes" must be madein the train register provided at the signal box in rear of the stabled vehicles, and this entry must berepeated at each change of duty of the Signalman while the line is blocked. When the vehicles havebeen removed and the running line is again clear, the entry ". line clear—vehicles removed" mustbe made.Where the signal box in rear is closed during the time a running line is blocked with stabledvehicles, that part of clause (b) of Absolute Block Regulation 24 relating to not closing with a trainin section, and the clearing of signals will not apply. The signals giving access to the blocked line mustbe left at Danger when the signal box is closed, and the last entry in the train register at the signalbox in rear must read ". line blocked for stabling purposes".Where the signal box in rear of the stabled vehicles is not provided with a switch to enable thesignal boxes on each side to be put into through communication, such signal box may be closed beforereceipt of the Train out of section signal for the stabled vehicles.LOCAL INSTRUCTIONSEUSTON TO CREWE AND BRANCHESNOTE': Where reference is made to "the Driver must contact" etc., this duty may be delegated tothe Driver's Assistant where provided, unless specifically shown otherwise.EUSTONWorking into and out of the Passenger Platform Lines. When a locomotive is programmed toremain coupled for supplying electric train heating current the Station Supervisor must make arrangementsto have it uncoupled before the train locomotive is attached. If the locomotive of an incomingtrain has to remain coupled to propel the coaches to the backing-out roads or the up-side shed, theStation Supervisor must inform the Driver what is required.If the locomotive of an incoming train is not required to propel the coaches from the platform,it must (if manned) immediately follow the train when it draws out of the platform. and come to astand at the platform starting signal. Electric locomotives which have been left unmanned at the bufferstops, and have been subsequently manned, must not be moved without permission of the Signalman.The Drivers of such locomotives will be responsible for advising the Signalman when they are readyto move.

258Euston—continuedUncoupling of Train Locomotives. Drivers of incoming trains, if programmed to leave locomotivescoupled and unmanned, must always leave the locomotive sufficiently eased up to slacken the couplingbetween the locomotive and train when the type of locomotive allows this to be done without furthermovement to the train whilst passengers are alighting.Propelling Movements. A member of the Euston shunting staff must be in charge of every propellingmovement.Trains propelled to the up-side shed or to the backing-out roads must have the continuous brakeconnected and be controlled by a Shunter riding in the leading vehicle.Shunters in charge of propelling movements which have to be maintained at a stand must securethe emergency brake handle in the ON position and make use of the tool specially provided for thispurpose when the stock is equipped with the vacuum brake.On the Up Engine Line 2 and Down Departure Line. Propelling movements on the up engineline 2 and the down departure line must not exceed two coaching stock vehicles.Platforms to the Backing Out Roads. When a train is propelled from the station to one of thebacking-out roads, the locomotive must remain attached until the Shunter gives the Driver permissionfor it to be detached. Before the Shunter does so he must put on and chain the hand brakes in atleast two brake vans and place at least four scotches under the wheels of the two vehicles nearest thestation. The continuous brake must be destroyed, and in the case of a vacuum braked train, thevacuum hose pipe at the station end of the train must not be replaced on the dummy coupling whenthe locomotive is detached.He must also see that a red light is placed on the vehicles at both ends of the train after sunsetand during fog or falling snow.After the train has been secured, it must not be moved again until the Shunter in charge of theoperation is satisfied that the scotches have been taken from under the wheels and the hand brakesreleased.After sunset and during fog or falling snow, a red light must be exhibited on the locomotive atthe station end.A red light must be exhibited on the leading vehicle of all trains backing out of platforms aftersunset and during fog or falling snow.Empty trains into Euston Station. When trains are being propelled from the backing-out roads orup-side shed into the platforms, not more than two vehicles may be marshalled outside the first vehiclefitted with a brake valve in which a Shunter must ride. This restriction does not apply when shuntingvehicles on to a train already in a platform nor when it is necessary in an emergency to detach avehicle from a train already in a platform.Up Engine Line and Shunting Necks 1 and 2 to Backing Out Roads and Down Side Shed. 'Off'indicators provided on the Up Engine Line adjacent to the "Limit of Shunt" board and 40 yardson the Euston station side of the connection from the Up Empty Carriage Line, also in Nos. 1 and 2Shunting Necks, when illuminated will be the authority for the Driver to commence the propellingmovement.Working into and out of Euston Down Side Shed. The Person in charge of the Sidings is responsiblefor co-ordinating movements within, and to and from the Sidings. He must authorise all movementsinto and out of the Sidings and arrange for:—(i) All hand points to be in the correct position for the movements.(ii) Yard shunting staff to give hand signals to Traincrews of movements approaching and enteringthe Sidings.Drivers and Trip Shunters must be on the look-out for handsignals given by the yard shuntingstaff at the approach to the Sidings and must not allow the movement to enter the sidings in the absenceof a hand signal or verbal instruction from the Yard Staff.The speed of movements entering the Down Side Shed must not exceed 5 m.p.h.All E.M.U.'s entering this Shed must be driven from the leading end. Those routed from thestation to the down side shed via the down departure line must be brought to a stand behind signalEN.93, where the Driver must change ends.Trains from the Down Side Shed, Camden Carriage Sidings, and Backing-out roads to EustonStation. A plunger is provided at the south end of each of the backing-out roads at the outlet signal,and Shunters working trains on to the backing-out roads from the north end must bring their trainto a stand at that signal. When the signal has been cleared, the Shunter must operate the plunger tocause an illuminated "R" to be displayed on the stencil indicator at the North end of the road. Driversmust not proceed until this indication has been given. •When vehicles are worked onto a backing out road the locomotive must remain attached untilthe Shunter gives the Driver permission for it to be detached. Before the Shunter does so he must puton and chain the hand brakes in at least two brake vans and place at least four scotches under the wheelsof the two vehicles nearest the stations vacuum T h braked e train, the vacuum hose pipe removed from the dummy coupling of the vehicle at thstation end. He must also see that a red light is placed on the vehicle at both ends of the train aftercsunset o nand t iduring n u ofog uor s falling snow.b After r a train k has e been secured on a backing-out road, it must not be moved again until the Shuntermin charge u of the s operation t is satisfied that the scotches have been taken from under the wheels andthe hand brakes released.b ed e s t r o ye d

259Euston—continuedAfter sunset and during fog or falling snow, trains from the down side shed or the backing-outroads to the station must have a red light on the front end of the leading vehicle.Working into and out of the Up Side Carriage Shed at Euston. All electric multiple unit trainsmust be driven into the shed from the leading end. The Shunter at the up side shed will be responsiblefor re-setting the road inside the shed after the arrival of each train and advising the Signalman whenanother train may be released from the station.When vehicles equivalent in length to twelve standard coaches have been placed on No. 5 Road,the Shunter must be satisfied in every case that the points leading to No. 5 road have been reset forNo. 4 Toad.Ordinary coaching stock may be either propelled or hauled into this shed as required. When alocomotive has been put into the shed to bring a train out, it must be at once coupled. Loco-hauledtrains and E.M.U.'s must not move towards the exit signal until the Shunter has advised the Signalmanat Euston that the train is ready, where the coaches are for, and has obtained the necessary permission.Trains being propelled from the sidings by a locomotive must have a Shunter in the leading vehiclefitted N!tith a brake valve and a route must be set up into the station before any movement is made.When the shed, including Nos. 4 and 5 roads outside the shed, has been filled up, the Shunter mustadvise Signalman. When the last train has been taken out, or when the Shunter, after putting atrain in 1the Shed, is going away, the points must be set for the siding likely to be required next.Working in Euston Parcels Dock. After working trains into the parcels dock, Drivers of locomotivesmust await instructions from the Area Yard Supervisor or Person in charge before movingtowards the exit signal.Drivers subsequently taking over unmanned locomotives stabled on the stop-block ends of roads16-22 must telephone the Area Yard Supervisor (Extri. 3622 or 4905) for permission to move.Locomotive Holding Siding. All movements to, from, or along No. 16 Locomotive HoldingSiding, must be made only on the verbal authority of the Person in charge of the Yard.Platforms 19 and 22—Loading or Unloading of Cars over the Buffer Stops into a Two-tier coveredCar Transporter (TCV). In order to ensure safe loading or unloading of this vehicle, the followingprocedure must be followed:—Platform 19 Loading or Unloading must only take place when one vehicle is secured to the bufferstops using the coupling and shackle pin. If this is not possible, an isolation of the OverheadLine Equipment must be agreed with the Area Maintenance Engineer, Willesden.Platform 22 Loading or Unloading must not commence until the vehicle is secured to the buffer stopsusing the coupling and shackle pin and the Overhead Line Equipment has been isolated.following agreement with the Area Maintenance Engineer, Willesden.I,opelled movements between Camden and Euston over the up engine line. The white aspect signalsprovided for use in connection with propelled movements from the washing machine sidings, downthrough siding or up engine line to the up engine line 1, backing-out roads or down side carriage shedindicate that all running signals in the route are exhibiting a proceed aspect.If a Driver observes that the relevant white aspect signal next in rear of the locomotive is notilluminated, except in the case of signal ENX1 which will be extinguished when the movement passesclear off the connection from the up engine line to the backing-out roads or the down side carriageshed, he must immediately bring the movements to a stand. In such circumstances the Shunter incharge must secure the movement and obtain instructions for the further movement of it from theSignalman at Euston box.If it is not possible to illuminate the relevant 'R' or 'OFF' indicator for the propelled movementto conimence, the Person in charge at Camden or the down side carriage shed must instruct the Driverregarding the commencement of the propelling movement.CAMDENP opelling Movements. A member of the Euston shunting staff must be in charge of every propellingmovement.The continuous brake must be in use and the Shunter must travel in the leading vehicle whichmust be equipped with an emergency brake valve.Trains composed of non-passenger carrying stock, except a movement composed of not morethan BG's must not be propelled.cfrom athe adjacent to signal EN.112. This will cause the indicator situated 300 yards in rear of signal EN.113 todisplay r a letter "R" and will be the authority for the Driver to commence the setting back movement.d o r movement which requires to enter the sidings at either end will be held at the signal controllingwthe n entrance i to the sidings until the Person in charge has operated the hand points for the siding totwhich h athe train is required to run, and has advised the Signalman at Euston accordingly.r o Whengempty stock requires to leave the sidings for Euston Station, the Person in charge mustuadvisegthe Signalman at Euston what train it will form. He must also advise the Signalman at Eustonof shunting e movements to be made past the outlet signal at either end of the sidings.hShunting movements at the South end of the depot which require to enter on to the heavy gradientson the t up engine line towards signal EN.103, must be made with great care and sufficient brake poweri ad b

260Camden—continuedmust be always available to the Driver, considering the weight of train and condition of rail. ThePerson in charge of the shunting movement must advise the Driver, the number of vehicles on theshunt and how many have the continuous brake connected.Working of trains through Carriage Cleaning Machine. The carriage solutioning and washingmachines can be worked either manually or automatically and Drivers of trains proceeding throughthe carriage washing equipment, must draw their train forward through the machines at a speed notexceeding 2 m.p.h. The train, after passing through the washing machine, must be drawn forwardalong siding 9 to the buffer stop at the Willesden end of the siding.The stencil type route indicator provided on the wall beyond the buffer stop at the Willesdenend of siding 9 will, when illuminated, display the indication "R". This will indicate to the Driver thatposition light signal EN.108B has been cleared and it is his authority to commence the propellingmovement from the siding.The Driver must bring his train to a stand with the locomotive cab opposite the Shunters cabinwhere the Person in charge will advise him on which siding in the down side shed the train is to bestabled.WILLESDENActon Lane Middle Siding—Stabling of Locomotives. Drivers stabling locomotives in the middlesiding at Acton Lane on arrival in the siding must report to the Area Supervisor at Willesden the numberof the locomotive.Locomotives for Brent Sidings. Drivers are responsible for seeing that their locomotives are clearover the self-acting points from the down engine slip, before setting back. Immediately a locomotive towork a train from Brent Sidings arrives on No. 2 goods departure line from the down engine slip,the Driver's Assistant must advise the Signalman at Brent Sidings box, what train it is required to work.Working into Brent Sidings from down Low Level goods lines. No. 1 down goods departure linemust only be used for departures and shunting movements from the Brent direction.The up goods reception line must only be used for arriving trains and as a shunting neck formovements from the Brent sidings or Nos. 1 and 2 down through siding.No. 2 down goods departure line must only be used for departures, shunting movements fromthe Brent direction and for through movements or the shunting of locomotives from the down engineslip road.In the case of mishap, any variation of the above working must be specially authorised by theOperating Supervisor (Freight) at Stonebridge Park.The clearing of signal WN.38 for trains (other than locomotives, or locomotives with not more thantwo brake vans) requiring to set back from the down Low Level goods lines into Brent Sidings via theup goods reception line, indicates that the next signal controlling the entrance into the yard has alsobeen cleared. When the "off" indicator working in conjunction with the signal WN.38, is illuminated,the driver may commence the propelling movement into Brent Sidings. No further hand signal willbe received until the train has passed the advance signal and is under the control of the yard staff.Drivers must keep a sharp lookout for emergency signals at all times.When trains are required to set back from Signal WN.38 on to No. 1 or No. 2 down throughsiding for stabling purposes, the Signalman at Willesden box must arrange for the driver to be advisedof the movement to be made, and the Driver must bring the train to a stand when inside, clear of theoutward signal concerned.Sudbury Sidings. Guards preparing or examining trains must note that hump shunting in thesesidings is continuous. Vehicles are liable to be sent down any road at any time unless the yard staffare requested to temporarily divert traffic from a particular road to allow Guards to work safely ontheir trains.Before commencing work on preparation or examination of their trains Guards must thereforeobtain the permission of the Chargeman at the South End of the Sidings.Before a movement is made over the engine line from High Level Sidings to Sudbury South End,the Yard Supervisor must obtain the permission of the Chargeman at Sudbury South End.Sudbury Reception Lines. The double-sided indicator situated 7 yards on the Willesden side ofthe footbridge across the reception roads, carried on a gantry spanning Nos. 3-6 sidings, workingin conjunction with the semaphore humping signals, is applicable to reception roads Nos. 1 to 8inclusive. These signals apply only to Drivers of locomotives actually engaged in humping a train,or standing behind a train on one of the arrival roads preparatory to humping, and not to Drivers ofincoming trains on the reception roads.C.E.G.13. Acton Line Siding. No more than the number of vehicles ordered must be put into thesesidings, and they must be brought to a stand with the last vehicle just clear inside the gate; the brakeson two vehicles must be pinned down.Before removing vehicles the locomotive must not propel them further into the siding.Vehicles must be drawn out slowly owing to the curve.Depot. The instructions contained in the Working Manual (Pink pages Section E2/17clause (c)) are modified as follows:—3. Bardic hand lamps may be used as necessary in the depot.5. When staff are not on duty shunting instructions will be given to the B.R. Shunter bythe A.Y.M. Willesden. In these circumstances the Shunter will be responsible for checkingpoints and ensuring that the siding into the Tank Farm is clear.

261Willesden—continued11. When I.C.I. staff are not on duty the completed 'Certificate of Readiness' will be left withthe Security Officer. The Shunter must obtain the certificate before commencing work.12. It will not be necessary to carry out a brake continuity test if the vehicles are being takenout on a Class 9 service.13. Possession of the 'Certificate of Readiness' is the authority for movement.Up High Level Arrival Ground Frame. The permission of the Signalman at Willesden CarriageSidings North box must be obtained before the ground frame is operated. The Signalman must alsobe advised when work has been completed and the ground frame restored to normal.The permission of the Person in charge at Sudbury must be obtained before any movement ismade towards Sudbury basin.The permission of the Person in charge at the Carriage Sidings must be obtained before anymovement is made towards the Carriage Sidings., W I L L E S D E N FREIGHTLINER TERMINALShunting in and out of Terminal. With the exception of light locomotives, all shunting movementsmust draw out of the terminal to a point where the Driver can observe the aspect of signal AL.15(or the "off" indicator working in conjunction with it). The clearance of this signal is the Driver'sauthority to commence the propelling movement into the terminal. The Driver must keen a sharp lookoutand be prepared to act on a handsignal when the Guard or Shunter comes into view.In the case of a propelling movement which is to be made onto an occupied terminal siding orinto the cripple sidings, the Driver must be verbally instructed prior to the commencement of themovement.Berthing of Trains. All trains will be propelled into the terminal from the Up West London lineor No. 2 shunting neck. The train must be brought to a stand with the locomotive sufficiently aheadof the 'double-sided set back indicator concerned to allow clearance of the points for setting back.When the indicator is illuminated the Driver must propel his train into the terminal at a speednot exceeding 10 m.p.h. No hand signal will be given but the Driver must keep a sharp lookout and beprepared to act on a handsignal when the Guard or Shunter comes into view.Notice boards lettered "Locomotives Stop—Await Instructions" are provided at the entranceto each berthing line and the Driver must bring his train to a stand when the locomotive reaches thisboard. All further propelling movements beyond this notice board must be carried out under theguidance of the Person in charge of the Terminal to ensure the train is correctly berthed for unloading.After the vehicles have reached the final berthing position the Driver must fully apply the airbrakes, and the Guard, or Driver's Assistant if provided, must immediately uncouple the locomotivefrom the train and the Guard must apply the hand brakes on the 3 vehicles, in the case of 15 w...gontrains, 4 vehicles on 20 wagon trains, nearest to the locomotive and advise the Person in chargeaccordingly.Departure of Trains. Trains will depart from the terminal in one of the following ways:—11 Northbound trains(a) Direct departure hauled by train locomotive from the north end of the terminal.(b) From No. 2 shunting neck, the train being hauled into the neck by the Terminal shuntinglocomotive.2. South and Westbound trains(a) Direct departure from South end of the terminal hauled by train locomotive.(b) From the siding at S.W. siding shunting frame, the train being hauled into the siding bythe terminal shunting locomotive.All Trains. The Guard must report to the Person in charge of the terminal immediately on arrivaland when advised that the automatic brake is applied with the static equipment must check and releaseall hand brakes on the train advising the Person in charge when this has been done. It will not benecessary to examine any other feature of the train.The Person in charge of the terminal will advise the Person in charge at Acton Lane ShuntingFrame orthe Signalman at Willesden, as appropriate, of the imminent departure of a train ten minutesbefore it B fore departure the Guard must receive from the Person in charge at the Terminal a certificatewill to the effect that the containers on the train have been properly secured and that an oil tail lamp,filled, trimmed and lit as necessary, or an electric tail lamp sufficiently charged, is in position at thedrear eofi the train. Final authority to depart will be g'ven verbally or by handsignal, by the Person inpcharge,ar t Trains departing direct from the Terminal. Inwards locomotives must be brought to a stand atathe "Locomotive Stop—Await Instructions" board until handsignalled onto the train by the Personin charge. The Guard, or Driver's Assistant where provided, must couple the locomotive to the train andnthe automatic brakes must be fully released, the train being held by the independent air brake. Thed Guard in conjunction with the Driver, must carry out the brake continuity test and check and releaseall ha dbrakes.ag Trains departing from No. 2 shunting neck. The train locomotive must be coupled to the Northend of the train by the Guard, or Driver's Assistant where provided, and the independent air brakeafully aioplied. In conjunction with the Driver the Guard must carry out a brake continuity test beforeideparture.nt

262WILLESDEN CARRIAGE SIDINGSWorking of trains through carriage cleaning machines. Trains of empty coaches arriving via thedown empty carriage line at Willesden Carriage Shed South, must stop at the "Stop and AwaitInstructions" board adjacent to the stripping and sluicing point. The Person in charge will authorisethe Driver to move forward when this work is completed and all windows have been closed.The carriage solutioning and washing machines are worked automatically. When the controllingsignal is cleared, Drivers must draw their trains forward through the machines at a speed not exceeding3 m.p.h.Trains entering the Carriage Shed from the North End. After a movement has commenced fromsignal CN.21 the Driver will receive no further hand signals. The Shunter in charge of the propellingmovement must travel in the leading brake vehicle. The Driver must bring the train to a stand withthe leading buffer adjacent to the white ground marker line provided under the north end entrance tothe shed. Propelled movements towards the shed must not exceed 5 m.p.h.When a train is propelled on to a shed road which is already occupied the Shunter must bring thetrain to a stand in order that they may be coupled before the propelling movement recommences.Carriage Shed Reception Roads. Drivers of empty coaching stock trains on Nos. I, 2 or 3 carriageshed reception roads must bring their locomotive to a stand at the "Stop Boards" at the North endof these roads. Unless instructions to the contrary are given, the locomotive must then be uncoupledand proceed via the shunt spur to the exit signal at the South end of the spur, where the Driver mustinform the Signalman at Carriage Shed North box the destination of the locomotive.Locomotives proceeding on to the shunt spur to pass along a reception road from North to Southmust be accompanied by a Shunter.A Chargeman or Shunter must ride in the leading brake vehicle of all empty coaching stock trainsbeing propelled from the reception roads into the carriage shed.Between Carriage Shed South and Carriage Shed North. When necessary, coaching stock vehicles,or not more than 10 freight vehicles may be drawn in the wrong direction over the Up Empty Carriagesiding between Carriage Shed South and Carriage Shed North boxes.Carriage Shed North Box. When necessary, trains of not more than 12 vehicles may be propelledwithout brake van leading over the down carriage line from Carriage Shed North box to the storessiding.Protection of Staff working on Carriage Shed Roads. Signals, controlled by the Cleaning &Movements Supervisor, are provided at both ends of the carriage shed to protect staff working on thecarriage shed roads and the Regulations for the protection of Carriage Cleaners etc. and Brake Fittersetc. contained in the General Appendix are modified accordingly.Guards arriving at Willesden Carriage Sidings to work trains must report immediately to thepointsman at the Middle Frame who will advise them where their train is standing.Sleeping Car Trains—Exchanging Linen Bags. Trains conveying sleeping cars are required toexchange linen bags on the concrete apron adjacent to the side of Willesden Carriage Shed and Driversof such trains must keep a look-out for handsignals and stop where required at the linen exchangepoint. Before proceeding they must receive a handsignal to start from the Person in charge, which willindicate that linen exchange operations have been completed.Down and up carriage lines between Willesden High Level Sidings box and Carriage Shed Southbox. During fog or falling snow, a train may be allowed to follow a Class 3, 4, 5 or 6 train providedit is first brought to a stand at the down carriage line home signal for Willesden High Level Sidingsbox or at the up carriage line starting signal for Willesden Carriage Shed South box.D.C.E. Sidings, Stonebridge Park. The two sets of hand worked points leading into the D.C.E.sidings off the Connecting line between Willesden Carriage Shed North and Stonebridge Park WagonShops must normally be clipped and padlocked for movements to or from the Wagon Shops. TheKey/s can be obtained from the Signalman at Willesden Carriage Shed North Box.The permission of the Signalman at Willesden Carriage Shed North Box must be obtained beforecommencing a movement on to the Connecting line from Stonebridge Park Wagon Shops or D.C.E.Sidings.Before unlocking the hand points for movements into the D.C.E. Sidings, it must be ascertainedwhether any men are working on vehicles in the Sidings, and the padlock must not be taken offuntil such men have been warned to place themselves in a place of safety.Men carrying out work on the 'On Track' machine stabled in the D.C.E. Sidings must act inaccordance with the "Regulations for protection of Brake Fitters, Repairers and others working onCarriage or Wagon Stock" contained in the General Appendix.NORTH WEMBLEYBritish Oxygen Co. Depot. A movement must not be made towards the depot until permission isreceived from the B.O.C. staff, who are responsible for the operation of the gates and lifting barriers.Smoking and naked lights are strictly prohibited in the depot and the tail lamp must be removedbefore a train enters the depot.When positioning tank wagons in, or withdrawing them from a depot siding, a barrier wagon mustalways be marshalled next to the locomotive.An incoming train must be divided on the reception line and the rear half of the train must firstbe placed in the depot on No. 2 siding. The front half of the train, with barrier wagon leading, must

263North Wembley—continuedthen be placed on No. 1 siding. The locomotive must be brought to a stand at the "Stop and AwaitInstructions" boards on the approach side of overhead line structure G08/47A. Further movementbeyond these stop boards must then be controlled by the B.R Person in charge to ensure that thevehicles are correctly berthed. On no account must the leading buffers of the locomotive proceedbeyond the second ground marker. When the tank wagons have been positioned, the barrier wagonmust be drawn clear of the section of line, between the notice boards lettered "A" and "B", whichmust not be occupied by a rail vehicle during the time vehicles are being discharged.When discharging is complete, the part of the train on No. 1 siding must be withdrawn first andplaced on the reception line, then the part of the train on No. 2 siding must be withdrawn and thetrain coupled up on the reception line.HEMEL HEMPSTEADHot Axle Box Detectors. If the examination by the Traincrew of the axle indicated reveals anytrace of overheating the train must not go through Watford Tunnel until the vehicle has been examinedand given any necessary attention by a C. & W. Examiner on whose authority the train may be workedforward.Only if the Traincrew are satisfied that there is no evidence whatsoever of overheating may thetrain be worked forward at caution to Watford Junction for C. & W. examination.The Area Controller must be advised the results of the examination immediately.TRINGTring Cutting Ground Frame. A 2-aspect colour light signal is provided next to the line fromTunnel Portland Cement Co. private sidings to prevent movements from the private sidings whilstB.R. trains are working at the ground frame. A treadle positioned at the foot of the post of this signalwill be operated by the locomotive returning to the private siding replacing the signal to Danger.When the indicator at the ground frame labelled "When no light shows, shunting in progress",controlled by a switch in the private siding, is not illuminated the ground frame must not be operatedto allow a train to enter or leave the sidings.The reversing of the ground frame release lever will restore the 2-aspect colour light signal toDanger and this will cause an indicator labelled "On" to be illuminated.The signal will not again clear unless the switch on the private siding is turned, the ground frameis normal and the plunger at the ground frame is pressed. When the work at the ground frame iscomplete and the ground frame release lever has been restored to normal, the plunger labelled "Pressto clear sidings signal" must be operated. Provided the slot on the 2-aspect colour light signal istaken off, the indicator labelled "slot off" will become illuminated.If the slot fails to clear, the Signalman at Watford box must be advised.BLETCHLEYUp Arrival Line. When the yard staff are not on duty, Trainmen must contact the Signalmanat Bletchley box for permission to pass the "Stop and Await Instructions" board.WOLVERTONUp Siding—Amey Roadstone Corporation Wagon Handling Equipment. Movements beyond the"Stop & Await Instructions" board must only be made on the authority of the A.R.C. Person incharge.When authority has been obtained to pass the "Stop & Await Instructions" board:—I. Loaded trains must be brought to a stand with the locomotive adjacent to the blue markerpost in advance of the wagon handling equipment. Additional drawing up movements mustbe made on the instructions of the A.R.C. Person in charge before the locomotive isreleased.Locomotives to work empty trains must be coupled but must not commence to draw outuntil permission is received from the A.R.C. Person in charge.fter the locomotive of a loaded train has been released it must be worked from the Up Sidingvia th connection at the North end at the earliest opportunity.BETWEEN HANSLOPE AND RUGBYTrains diverted via Northampton. Down and up trains booked to run via Weedon may be divertedvia Northampton without previous warning and Drivers so routed need not observe the secondsentence of Rule Book, Section H, clause 3.5.1.

264KILSBY TUNNELWarning Device for Staff Working in the Tunnel. An audible warning device is provided at theSouth end of the tunnel to give warning of the approach of trains on the down line.The equipment is operated by a switch at the equipment cabinet on the up side of the line near thetunnel mouth and will emit a single short note every ten seconds when it is working. The approachof a train on the down line will cause this to change to a continuous interrupted note.The equipment must be switched off when work in the tunnel is completed.Normal lookout protection must still be provided and Drivers must sound the warning horn inaccordance with Rule Book, Section H, clause 3.7 at all times.RUGBYFreight Train Relief Arrangements. Trainmen who are to relieve trains must report to the TrainCrew Supervisor at the Central signing-on point.Trainmen must make frequent enquiry respecting the running of the trains they are to relieve.Up reception line. When the yard staff are not on duty, Trainmen must contact the Signalmanat Rugby box for permission to pass the "Stop and Await Instructions" board.NUNEATONTrains propelled from Abbey Junction to Nuneaton Down Sidings. When the banner repeatingsignal 308 yards on the approach side of signal NN.6 is in the on position, Drivers propelling morethan 25 S.L.U. must stop with the locomotive at the banner repeating signal and remain there untilit indicates that signal NN.6 has been cleared.Locomotive running round its train between Nuneaton and Abbey Junction. A class 4 train notexceeding 70 S.L.U. may proceed to the down Birmingham line between Nuneaton and AbbeyJunction to enable the locomotive to run round its train.The train must be brought to a stand at the notice board at Abbey Junction and before thelocomotive is uncoupled from the train, the Guard must secure four handbrakes in the "ON" position.The handbrakes must not be released until the locomotive has completed the running round movementand has been recoupled to the train.LICHFIELD TRENT VALLEYTrains booked to call. Trains conveying more than 7 coaches booked to call at the station mustbe brought to a stand with the rear 7 coaches of the train in the platform, provided the necessarysignals have been cleared.SHUGBOROUGH TUNNELTo assist engineering and other staff working in the tunnel, lighting is installed on both walls.The approach of a train will cause the lights on the side of the tunnel where the train will run to dimto half brightness every 2 or 3 seconds until the front of the train has cleared the tunnel.Normal protection arrangements must still be carried out and Drivers must sound the warninghorn in accordance with Rule Book, Section H, clause 3.7 at all times irrespective of whether thetunnel lights are switched on or off.CREWEWorking of up through siding between Crewe South Junction and Basford Wood Frame. Beforea movement is made from Basford Wood or Carriage Shed ground frame towards Crewe SouthJunction the permission of the Signalman at Crewe South Junction box must be obtained.Up Carriage Sidings. Only light locomotives and multiple units driven from the leading endmust enter the carriage sidings at Crewe South Junction end and if such movements are made toNo. 2 carriage shed the Driver must operate the plunger provided when the movement is clear of thetrap points.South Yard Sidings. Trainmen must on arrival at the "Stop and Await Instructions" notice boardat the exit from the engine departure line, obtain the instructions of the Chargeman at the Shunter'scabin.Coaching Stock Trains and Light Locomotives entering platforms already occupied by other trainsduring fog or falling snow. Drivers of down and up trains allowed to enter the station by the clearingof a subsidiary signal must keep a sharp look-out for the ground Fogsignalman, who will advise theDriver immediately he enters the platform of the position of the obstruction ahead.When No. I down platform line is occupied ahead of Crewe "A" box home signal, No. 2 downplatform line is occupied ahead of Crewe South Junction starting signal or No. 4 or 5 up platformline is occupied ahead of Crewe North Junction up starting signal, the train will be brought to a standat the signal concerned. Before the subsidiary signal is cleared, the Driver will receive a verbal warningfrom the ground Fogsignalman of the position of the obstruction ahead.

265Crewe—continuedBefore the Fogsignalman arrives at his post, the duty of instructing the Driver must be carried outby the Supervisor who orders the train to be allowed to enter the station.Nos. 3 and 6 Platform Lines. If a passenger train arrives in platforms 3 or 6 drawn by twolocomotives and both have to be detached from the train, they must come out attached together.No. 3 Platform Line. When a shunt is made from the box in rear, for the purpose of attachingto or detaching from the rear of a train standing at the platform, and it is necessary for the shuntto follow the train out of the section, Drivers are authorised to follow the train through on instructionfrom the Supervisor in charge.If the section signal cannot be cleared but all track circuits in respect of the line are indicatingcorrectly, the Driver will be instructed by the Signalman to pass the signal at Danger. If, however,there is a failure of any other signalling equipment on this line, working by Pilotman will be introducedin accordance with Instruction 7 of "Single Lines worked by the Tokenless Block System — Instructionsto Trainmen" contained in the General Appendix.Advice to Drivers of Loading, etc., of Passenger Trains. Referring to Instruction No. 3, clause (d),of the Regulations for Working the Vacuum Brake, contained in the General Appendix, the PlatformSupervisor is specially authorised, if the locomotive has been changed, to inform the Driver the numberof vehicles there are on the train, etc.The Platform Supervisor is also authorised to tell the Guard the Driver's name and Depot, thelocomotive number, and whether it is single or double manned; additionally, when extra vehicles areattached, the Supervisor is authorised to give the Guard details of such vehicles, with the necessaryassurances that they are in proper order, and that the Driver has been given the train tonnage andadvice of any speed restriction necessitated by the conveyance of a speed-restricted vehicle. Guardsof trains booked to change locomotives or attach vehicles at Crewe must contact the Platform Supervisoras quickly as possible.Starting of Trains. The "Ready to Start" indicators provided adjacent to signals CN.159 (CreweNorth in. No. 2 down through home) and CSA IB (Crewe South Jn. up through home) must be usedwhen traincrew relief has been carried out and the Guard is not travelling on the locomotive or frontportion of a passenger train. The Guard who has been relieved must, before proceeding to the platform,come to an understanding with the relief Guard and press the "ready to start" indicator plunger.When a locomotive(s) change has been completed and the Guard is not travelling on the locomotiveor front portion of a passenger train, the Person in charge at the front of the train, must, after ensuringthat the brake test has been satisfactorily completed and that the train is ready to start, advise theSignalman that the train is ready to depart. The clearing of signal CN.159 or CSA B will be the Driversauthority to start.'signal N CN. 193 by the train being drawn back towards Crewe South Junction, the Driver of the releasedlocomotive o must communicate with the Signalman at Crewe North Junction. If the locomotive isrequired to be set back along the No. I down through line towards Crewe Station "A" box the Driver.will be instructed to remain at the signal until the set-back indicator on signal CN.I93 is illuminated.The I illumination of the set-back indicator authorises the loComotive to proceed only as far as CreweStation d "A" box where further instructions will be given by the Signalman thereat.oHorse Landing Siding. Drivers of all locomotives proceeding to Crewe Station "A" box mustrepOrt w to the Signalman at that box.ntWILLESDEN HIGH LEVEL JUNCTIONhStarting of Passenger Trains. Guards of passenger trains stopping at the station must not give thersignal for their trains to start unless the "Off" indicator on the platform concerned shows that thesignal o ahead of the platform has been cleared.ugACTON WELLS JUNCTIONhTrains conveying carflats must not be propelled on to the up arrival or down departure line.line.WhenalocomotiBETWEEN KING'S CROSS FREIGHT TERMINAL GROUND FRAME ANDCAMDEN ROAD EAST JUNCTIONThe single line between King's Cross Freight Terminal Ground Frame and Camden Road in.is controlled by track circuits and associated signals. In the event of failure of a track circuit or signalwhich controls movements to or along the single line, each train over the single line must be accompaniedby the King's Cross Freight Terminal Supervisor, or the Traffic Assistant or Chargeman atCamden Road.KING'S CROSS, FREIGHT TERMINALLight Locomotives setting back on to any line in King's Cross Goods Yard. The driver of a lightlocomotive which is required to set back on to any line in King's Cross Goods Yard must, unless, anduntil he receives a hand signal from the Shunter, bring the locomotive to a stand immediately insidethe Outlet signal.

266KING'S CROSS FREIGHTLINER TERMINAL1. The Terminal Overseer is responsible for all rail movements into, or out of, and within the FreightlinersLtd. Terminal area. Movements must be carefully controlled to ensure safe working at alltimes. All other terminal work will be prohibited whilst rail movements are taking place.2. Train Arrivals2.1 The Terminal Overseer will maintain liaison with the B.R. Yard Supervisor, King's Cross.2.2 On receipt of advice from the B.R. Supervisor that a train has arrived at King's CrossB.R. Yard, the Terminal Overseer will tell him where the train or portions thereof are to beberthed (see 2.4.1).2.3 King's Cross B.R. Yard Staff must set the points to the berthing area as directed by theTerminal Overseer.2.4 On receipt of the Terminal Overseer's permission for a train to enter the Crane area, theYard Staff will start the movement. Drivers propelling trains in to the Crane area arenormally stopped at the Berthing Position by the B.R. Yard Staff as directed by the TerminalOverseer.2.4.1 B.R. Yard Staff are responsible for uncoupling portions of the train as necessary andmust inform the Terminal Overseer when this has been done (see 2.2).2.4.2 Stabling movements into No. 1 Reception Road are entirely under the jurisdiction ofB.R. Staff.2.4.3 Before movements are made for stabling purposes into No. 4 Midland road and FullHopper Road, the Terminal Overseer's authority must be obtained.2.5 Movements in the Terminal must not exceed 5 m.p.h.2.6 The B.R. Examiner on duty must observe the train as it enters the Terminal for any defects.During the time the wagons are in the Terminal, they must be examined fully and a completebrake test carried out.2.7 After the train has been berthed the following sequence will apply:—2.7.1 The Driver must apply the train air brake.2.7.2 The Yard Staff must apply handbrakes to trains or portions thereof as under:—Up to 5 wagons 2 handbrakes at each end6-15 wagons 3 handbrakes at each endOver 15 wagons 4 handbrakes at each end2.7.3 B.R. Staff are responsible for removing tail lamps.2.8 Normal working in the Terminal will be resumed when the Terminal Overseer has observedthe withdrawal of the locomotive beyond the sleeper crossing and has not given permissionfor further train movements.3. Train Departures3.1 On completion of loading the C. & W. Examiner must examine the train to ensure that it issafe to travel and advise the Terminal Overseer, who will then complete the Train PreparationCertificate.3.2 The B.R. Yard Supervisor must inform the Terminal Overseer when the train locomotivehas arrived at the B.R. Terminal and must ensure that the points are set for the locomotiveto proceed to the portion of the train as directed by the Terminal Overseer.3.3 Drivers must bring their locomotives to a stand immediately inside the Coal DepartureOutlet signal clear of the sleeper crossing. Further movements of locomotives will be underthe direction of B.R. Yard Staff, who must obtain authority from the Terminal Overseer fora locomotive to be attached to a train.3.4 After the locomotive has been attached to the train or portion thereof no further movementmust be made until authorised by the Terminal Overseer.3.5 Drivers must apply the locomotive straight air brake and then release the air brake on thetrain.3.6 The Train Preparation Certificate and Consist will be handed to the Guard by the TerminalOverseer. The handing over of these documents does not constitute authority to move thetrain.3.7 B.R. Yard Staff are responsible for forming the train and for the release of all handbrakes.They must receive the Terminal Overseer's permission before making any movements.3.8 When the formation of the train has been completed, the Guard must place a tail lamp onthe rear wagon. The Driver and Guard must carry out the brake continuity test. The C. & W.Examiner must be in attendance.3.9 The Terminal Overseer must maintain liaison with the B.R. Yard Supervisor concerningthe departure of the train. The B.R. Yard Supervisor must tell the Guard when the trainmay depart.3.10 The Terminal Overseer and C. & W. Examiner must observe the train for any defects as itleaves the Terminal and take any necessary appropriate action.WILLESDEN NEW STATIONDistrict Electric Depot. Drivers of trains brought to a stand at the shunting signal at the exit fromthe Departure/Arrival line must immediately advise the Signalman by means of the telephone at thesignal.

267KENSINGTON OLYMPIAPermissive Block System. The Signalman at Kensington South Main and Kensington NorthMain boxes are exempt from exhibiting a green hand signal as laid down in Instruction B(c) of theinstructions relating to Lines Worked On Permissive Block System contained in the General Appendix.Working at Kensington (Olympia). All Drivers and Guards, including any sent to Kensington forpiloting purposes, must report on arrival to the Supervisor."Down and Up" Platform Line. If the section signal cannot be cleared but all track circuits inrespect of the line are indicating correctly, the Driver will be instructed by the Signalman to pass thesignal at Danger. If, however, there is a failure of any other signalling equipment, working by Pilotmanwill be introduced in accordance with Instruction 7 of "Single Lines worked by the Tokenless BlockSystem—Instructions to Trainmen" contained in the General Appendix.Kensington South No. 2 Ground Frame. When a train requires to work at this ground frame theground frame operator must contact the Signalman at Kensington South Main box and come to a clearunderstanding regarding the movements to be made and request him to release the ground frameAnnett's key. The Signalman will advise the ground frame operator when the key has been released. Theground frame operator must turn the key in the key release instrument at the ground frame from No. 1to No. 2 position. When the indicator shows "Free" the key must be turned to the No. 3 position andwithdrawn. The key must then be inserted in the Annett's lock to release the ground frame.When the ground frame operator has set and locked the crossover at Kensington South No. 2ground frame for a train to proceed from the down line to the L.T.E. line he must advise the Signalmanthat the train can proceed and the Signalman will then authorise the movement to commence.When the movements have been completed and the train is clear of the points ready to depart orhas been shunted into the sidings clear of the main line, the key must be withdrawn from the Annett'slock and replaced in the key release instrument, turned clockwise to the No. 1 position and after theground frame operator has pressed the plunger, the Signalman must be advised accordingly. The groundframe operator must not rejoin the train nor allow it to proceed until the Signalman has informedhim that the key has been locked in the key release instrument.If the ground frame operator observes any irregularity on the running lines or should a runningline be fouled, he must immediately advise the Signalman, and also take whatever protective actionis required.Kensington North Main. Locomotives wFiting in the up side spur must stand directly oppositethe box and when Drivers are required to proceed to the east end sidings they must not do so untilverbally instructed by the Shunter. Prior to authorising the movements the Shunter must advise theSignalman.Viaduct Junction Ground Frame. Referring to the instructions for working ground frames onpage 256, the following bell code is additional to those shown to be used if there is a failure of thetelephone:—To signal boxMay train set back towards signal box 2 - 3 - 3trhe setting back movement must not be commenced until the code has been acknowledged.CROXLEY GREEN BRANCHC.E.G.13. Sidings Cardiff Road. When the subsidiary aspect of W.I.134 signal has been clearedfor the movement, the Driver must proceed to the "Stop and Await Instructions" board on the approachside Of the siding gate. This board must only be passed on the authority of the C.E.G.B. DepotSupervisor in accordance with Part 3 of the Working Manual for Rail Staff (Clause E2/17 (a)). TheGuard must ensure that the hand points are correctly set for the train to be positioned to meet theDepot Supervisor's requirements. The tail lamp must not be removed until the train has been drawnclear of the running line.WATFORD—ST. ALBANS BRANCHWatford Yard Ground Frame. When it is necessary to operate the ground frame for a movementto leave the branch line or for a movement to enter the branch line to be attached to a train standingat the branch platform, the plunger provided on the post of signal W.I.49 must be depressed in accordancewith the instructions of the Signalman at Watford box before the ground frame can be unlocked. Thisplunger must not be operated in connection with an attaching movement until an assurance has beenobtained from the Driver of the train already in the branch platform that he will not move his traintowards signal W.I.49.The ground frame operator must ensure that the Driver of a movement entering the branch lineto a tach to a train already standing at the branch platform understands what requires to be done.The Guard of a passenger train in the branch platform must not give his signal to the Driver thatthe rain is ready to start for St. Albans until he has ascertained from the main line platform staffthat connections have been made and his train may depart. When the Guard's signal to start hasbeen given, the train may proceed to signal W.I.50 at Watford North Station.Watford North. Shunting of trains on the single line is prohibited.Between Watford North and St. Albans. The single line between Watford North and St. Albansis under the control of the Signalman at Watford box and, except when assistance to a disabled trainis necessary only one train is allowed to be on that section of line at a time. The clearing of signalW1.50 will be the Driver's authority to proceed into the section. When a down train is ready to leaveWatford North Station for St. Albans, the Guard must operate the "Train ready to start" plunger on

268Watford—St. Albans branch—continuedthe platform to lower the barriers. Signal W.I.50 will not clear until the barriers are in the loweredposition. The train must proceed on its journey immediately the signal has been cleared and the Guardhas given the signal to start.Diesel multiple unit trains must not in any circumstances be divided between Watford North andSt. Albans.If it is necessary for a locomotive hauled train to enter the section, the locomotive must be atthe St. Albans end of the train.Should a train become disabled and require assistance, the Driver, after ensuring his train cannotbe moved, must communicate with Watford box, to obtain assistance. The driver must then proceedto signal WJ.50 and accompany the assisting train. The Guard must protect the train on the Watfordside by placing three detonators, 20 yards apart, at least 300 yards from the train, afterwardsreturning to the train. The Driver of the assisting train will be instructed by the Signalman at Watfordbox to pass signal W.I.50 at Danger, but before proceeding, the Guard, or Driver's Assistant in thecase of a light locomotive, must press the train ready to start plunger in order to lower the barriers.The assisting train must run at reduced speed. When the assisting train and the disabled train havepassed clear of the section, the Guard must give an assurance to the Signalman at Watford that theline is clear throughout.Should there be a failure of the signalling equipment which prevents signal W.I.50 from beingcleared, working by Pilotman must be introduced in accordance with the instructions contained in theGeneral Appendix headed Regulations for Working of Single Lines by Train Staff and Ticket, so faras they apply. The Pilotman must accompany every train over the section. The Driver of a down trainmust ensure the barriers at Watford North crossing are lowered and the crossing is clear beforepassing signal W.I.50.Diesel Multiple Units—Failure of Engine. Units having only one power car (with or without onetrailing vehicle) or a two-car unit with one engine isolated must remain in service until such time as areplacement power car can be provided or repairs can be effected.Electric Tail Lamps. The use of an illuminated electric tail lamp is permitted on diesel multipleunits travelling on the Watford—St. Albans branch, using the lower centre marker light fitted with ared shade.CLAYDON L. & N.E. JUNCTIONCalvert Brick Sidings. Propelled movements between Claydon L. & N.E. Junction and CalvertBrick Sidings must not exceed 10 m.p.h.FENNY STRATFORDFailure of signals controlling movements to and on the Cambridge and Flyover single lines. If thereis a failure of any equipment preventing these signals from being cleared, a Pilotman will be appointedwho will, under the authority of the Signalman, personally instruct the Driver of each train to pass thefailed signal. The Pilotman will either ride on the locomotive or will remain to follow on a later train.MILLBROOKMarston Valley Brick Ground Frame. The Signalman at Ridgmont box must be advised when atrain is to be propelled to Millbrook box.Shunting movements. A shunting movement on the up main line or from the down main line tothe up main line must not pass the board lettered 'AHB', situated 160 yards after passing the up mainstarting signal, unless the Signalman authorises the Driver to do so.FORDERS SIDINGSLondon Brick Co's Freightliner Terminal. All trains entering or leaving the Freightliner Terminalmust not exceed 5 m.p.h. and the Driver of an inwards train must bring his train to a stand with thecoupling between the locomotive and the first vehicle opposite the white marker board.Before a train is allowed to leave the Freightliner Terminal, the Guard or Shunter must haveobtained permission from the London Brick Co's Person in charge.BEDFORD ST. JOHN'SCardington Road Crossing. The key to the padlocks on the telephone/barrier plunger cupboard andbarrier pedestal covers at the level crossing is kept in Bedford St. John's box and Drivers of trainsrequiring to pass over the crossing must not leave Bedford St. John's until the key has been obtained.On arrival at the crossing, the plunger must be pressed to lower the barriers. The white light abovethe Stop Board will flash when the barriers are in the lowered position and the train must then bedrawn over the crossing and brought to a stand when the whole of the train has cleared the crossing.The Guard must not give the signal for the train to restart until he is satisfied that both barriers havereturned to the raised position.If the white light above the Stop Board fails to flash, the train may proceed over the crossingwith extreme caution provided that it has first been established that both barriers are in the loweredposition.

269Bedford St. John's—continuedIf either barrier fails to move to the lowered position after the plunger has been pressed, thetrainmen must advise the Signalman at Bedford St. John's box by means of the emergency telephone.The emergency switch in the plunger cupboard on the Goldington side of the crossing must then beoperated to the 'Barriers disconnected' position and the valves in the appropriate barrier pedestaldisconnected by operation of the screw release.If neither barrier lowers automatically, the first barrier to be lowered by hand must be allowedto fall sufficiently far to cause the red road traffic lights to flash and held in that position until thereis no danger to road traffic in allowing it to fall to the fully lowered position. The other barrier mustthen be lowered.If, when the first barrier is displaced from the raised position, the red road traffic lights do notcommence to flash on both sides of the crossing, the barrier must be returned to the raised positionand the train must not pass over the crossing. If, however, some considerable time is likely to elapsebefore an S. & T. Techician can be obtained, arrangements may be made for Handsignalmen to attend,to stop road traffic and the barriers may then be lowered for the train to pass over the crossing.During the hours of darkness and during fog or falling snow, no attempt must be made to stop roadtraffic and the train must not pass over the crossing until failure is rectified.When the train has drawn over the crossing, the barriers must be restored to the raised positionby hand, the valves in the appropriate barrier pedestal re-connected and the emergency switch restoredto the 'Normal' position.If the barriers fail to rise automatically after a train has passed over the crossing, the 'emergencyraise' plunger must be pressed and the Signalman at Bedford St. John's box advised of the failure,by telephone. Should the operation of this plunger still fail to raise the barriers, the signalman atBedford St. John's box must be advised of the failure and the barriers raised by hand as describedabove.When a train from Goldington has passed over the crossing, the telephone/barrier plunger cupboardand, if necessary, the barrier pedestal covers, must be re-locked and the key returned to the Signalmanat Bedford St. John's box.oldington C.E.G.B. Sidings. The gate at the C.E.G.B. sidings will be unlocked from 07 30 to17 00 Mondays to Fridays; 07 30 to 12 00 Saturdays.Guards of trains requiring to enter the sidings outside these hours must obtain the key from theSignalman at Bedford St. John's box and return it to him when work has been completed.BETWEEN BEDFORD ST. JOHN'S AND BEDFORD JUNCTIONDuring the time the Shunter is not on duty. The "up and down" goods line is under the controlof the Signalman at Bedford Junction box.Before a movement is made onto the "up and down" goods line the permission of the Signalmanat Bedford Junction box must be obtained.When the movement has been completed the Signalman at Bedford Junction box must be advisedacco dingly.When it is necessary to make a through movement to Bedford Junction or Bedford St. John'sthe permission of the Signalman at Bedford Junction box must be obtained. In addition, the Signalmanat Bedford Junction box must be advised the number of vehicles, whether they are being drawn orpropelled and the destination of the movement.NORTHAMPTONBetween Northampton No. 3 and Northampton No. 4 If there is a failure of the blockapparatus on the "up and No. 2 down" goods line, but communication between the twoboxes remains available, the line may be worked as a down line only. If there is a failure of communicationbetween the two boxes or if it is necessary to use the line for up direction movementsduring a failure of the block apparatus, working by Pilotman will be introduced in accordance withInstruction 7 of "Single Lines Worked by Tokenless Block System—Instructions to Trainmen" containedin the General Appendix.Shell Mex & B.P. Depot. Each siding can accommodate 10 x 45 ton G.L.W. tank wagons or5 x 100 ton G.L.W. tank wagons.A movement must not be made onto the sidings until the Person in charge of the movement hasopeiied the B.R. boundary gate, is satisfied that the oil depot gates have been opened by the Shell Mex& .P. Co.'s Staff and that the hand points are correctly set.Access for electric locomotives is available to No. 1 oil siding only, and vehicles for No. 2 oilsidi g must be positioned first with the remaining vehicles adjacent to the locomotive being placedon Nov--.o il siding.Divers propelling wagons on to No. 1 siding must bring the locomotive to a stand at theilluminated "Stop—Await Instructions" boards on the approach side of structure No. BP/04/01.Further Movement beyond these stop boards must then be controlled by the Person in charge to ensurethat the Vehicles are correctly berthed with the leading buffers of the locomotive positioned betweenthe two lines of ground markers. On no account must an electric locomotive proceed beyond thesepnd line of markers.When the tank wagons are to be removed after discharge, the vehicles in No. 1 oil siding mustbe drawn out first and propelled onto those in No. 2 oil siding.After departure the B.R. boundary gate must be closed by the Person in charge.

270BETWEEN PIDDINGTON AND NORTHAMPTON No. 1Working between Piddington and Brackmills. This section is under the control of the Ministryof Defence (Army Dept.). The train staff, when not in use, is kept by the Army Department RailwayYard Foreman at Piddington.Trains to and from Piddington are normally worked by Army Department locomotives and staffbased at Piddington. If it is necessary for a train to be worked by a B.R. locomotive and staff, arrangementswill be made between the Traffic Assistant at Northampton and the Army Department RailwayYard Foreman at Piddington for the train staff to be conveyed to the Signalman at Bridge StreetCrossing for handing to the B.R. Driver and for its recovery from the Signalman at Bridge StreetCrossing after the return of the B.R. train.Working between Brackmills and the notice board at Hardingstone Ground Frame. The sectionof line is worked in accordance with "No Signalman" Token System so far as it can be applied, exceptthat a token is not released by a Signalman.The key to the cupboards containing the token instruments is kept, when not in use, by theSignalman at Bridge Street Crossing. The Person in charge of a train which requires to proceed onto this section must obtain the key from the Signalman at Bridge Street Crossing beforehand andreturn it to him after use.When a token has been obtained from an instrument it must be returned to the instrument fromwhich it was obtained. The Driver of a B.R. locomotive proceeding to Piddington is authorised tokeep possession of a token until he returns from Piddington and the Driver of an Army Departmentlocomotive from Piddington is authorised to keep possession of a token until he returns to Piddington.Should the section be obstructed by accident or disabled train or should a token be lost ordamaged or token instrument fail the Signalman at Bridge Street crossing must be advised.When it is necessary to institute Working by Pilotman the person arranging such working mustact in accordance with the following instructions:—(a) A competent person must be appointed as Pilotman who must wear on his left arm an armletwith the word "Pilotman" shown thereon in white letters on a red background. If this armlet isnot immediately available, the Pilotman must wear a red flag until the proper armlet is obtainable.(b) Working by Pilotman may be commenced from either end of the section. If at the time of damageto the token/failure of instruments a token is out of the instrument or one can be withdrawn atthe end of the section where the Pilotman is appointed, the Pilotman must first take possessionof such token. The Pilotman must keep the token in his possession until it is required to be takenaway by the S. & T. Technician or until the token apparatus is again in working order.(c) The Pilotman must accompany every train passing over the single line. If he is in possession of atoken he must show it to the Driver of each train.(d) When ordinary working can be resumed, working by Pilotman may be withdrawn from eitherend of the section.Brackmills Level Crossing. On arrival at the crossing the plunger must be pressed to lower thebarriers. The white light above the "Stop" board will flash when the barriers are in the lowered position.The train must then be drawn over the crossing and be brought to a stand when the whole of the trainhas cleared the crossing. The Guard must not give the signal for the train to be restarted until he hasobserved that the barriers have returned to the raised position.If the white light above the "Stop" board fails to flash, the train may proceed over the crossingwith extreme caution provided that it has first been established that the barriers are all in the loweredposition.If one or more of the barriers fail to move to the lowered position after the plunger has been pressedthe Trainmen must operate the emergency switch to the manual position. The cover on the valves in thebarrier pedestal must then be unlocked, and the valves turned to the fully open position and the barrierslowered by hand. When the barriers are lowered in this way the left-hand barrier(s) facing to oncomingroad traffic must always be lowered first. If none of the barriers has lowered automatically, the firstbarrier to be lowered by hand must be allowed to fall about 10-15° from the fully raised position toenable the red road traffic lights to commence to flash, and held in that position until there is no dangerto road traffic in allowing it to fall to the lowered position. The other barriers must then be loweredimmediately.If, when the first barrier is displaced from the raised position, the red road traffic lights do notcommence to flash on both sides of the crossing, the barrier must be returned to the raised positionand the train must not pass over the crossing. If, however, some considerable time is likely to elapsebefore an S. & T. Techician can be obtained, arrangements may be made for Handsignalmen toattend, to stop road traffic and the barriers may then be lowered for the train to pass over the crossing.During the hours of darkness and during fog or falling snow, no attempt must be made to stop roadtraffic and the train must not pass over the crossing until the failure is rectified.When the train has been drawn over the crossing the barriers must be restored to the raisedposition by hand, the valves being turned to the fully closed position. The emergency switch must thenbe restored to the normal position.If the barriers fail to rise automatically after a train has passed over the crossing, the emergencyraise plunger must be pressed. Should the operation of this plunger still fail to raise the barriers, thebarrier pedestal valves must be turned to the fully closed position and the barriers raised by hand asdescribed above.Any failure of the apparatus must be reported to the Signalman at Bridge Street Crossing boxby the first available means.

271Between Piddington and Northampton No. 1—continuedWorking between the notice boards on the Far Cotton Siding and C.M.D. Sidings at HardingstoneLevel Crossing and the notice board at Hardingstone ground frame. Movements in this area are underthe control of the Signiaman at Bridge Street Crossing, or the Person in charge at Far Cotton Yardif he is on duty.A movement from the Brackmills direction must not pass the End of Brackmills Token Sectionboard until the permission of the Signalman at Bridge Street Crossing has been obtained. The Personin charge of a movement proceeding towards Brackmills must, during the time the Person in chargeat Far Cotton Yard is not on duty, advise the Signalman at Bridge Street Crossing, when the movementhas passed clear of the Commencement of Brackmills Token Section board.When a movement from the Bridge Street Crossing direction on the Far Cotton siding or fromthe C.M.D. arrive at the notice board at Hardingstone Level Crossing, the Person in charge of themol)ement must ascertain if the Person in charge at Far Cotton Yard is on duty. If the Person in chargeat Far Cotton Yard is on duty he will authorize the movement to pass the notice board, if howeverhe is not on duty, the Person in charge of the movement must obtain the permission of the Signalmanat Bridge Street Crossing, before passing the notice board. When a movement from the Hardingstonearea to the C.M.D. has entered the C.M.D. and passed clear of the notice board at the exit from thesidings the Person in charge of the movement must, if the Person in charge at Far Cotton Yard isnot on duty, advise the Signalman at Bridge Street Crossing accordingly.Hardingstone ground frame is released by an Annetts key which, when not in use, is kept by theSignalman at Bridge Street Crossing. The Person in charge of a train which requires to work at theground frame must obtain the key from the Signalman at Bridge Street Crossing beforehand and returnit to him after use.Working of Far Cotton Siding between Bridge Street Crossing and the notice board at HardingstoneLevel Crossing. Movements on the Far Cotton Siding are under the control of the Signalman at BridgeStreet Crossing.,Central Materials Depot. Trains must not exceed a speed of 5 m.p.h. when passing over theweighbridge.,Working between Bridge Street Level Crossing and Northampton No. 1. The instructions forworking single lines by the Tokenless Block System contained in the General Appendix apply with theexception of Instruction 1.Airflow Streamlines Ltd. Level Crossing. The Guard or Shunter in charge of a movement whichrequires to propel from the single line or down siding 1 at Bridge Street Junction ground frame to theshunt neck prior to its proceeding into the Prefab Depot must not authorize the movement to proceedtowards the shunt neck until he has been to Airflow Streamlines Ltd. Level Crossing, situated 250 yardson the Blisworth side of the ground frame and instructed the Crossing Keeper to close the gates to roadtraffic and not to open them again until the Guard or Shunter gives permission to do so.,When the movement has propelled to the shunt neck and then been drawn into the Prefab DepotcleAr of the level crossing, the Guard or Shunter must give the Crossing Keeper permission for thegat s to be opened for road traffic.CRICK TUNNELWarning Device for Staff Working in the Tunnel. Audible warning devices are provided in thetun el to give warning of the approach of trains.The equipment is operated by a switch located on a post near to each tunnel mouth and will emita s ngle short note every seven seconds when operational. The approach of a train will cause this toch nge to a continuous interrupted note.The equipment must be switched off when work in the tunnel is completed.Drivers must continue to sound the warning horn in accordance with Section H, Clause 3.7 ofthe Rule Book at all times.BETWEEN BASFORD HALL JUNCTION AND CREWE SORTING SIDINGS NORTHWithdrawal of Guards from Terminating Freight Trains—Rule Book, Section H, Clause 4.16.After obtaining the permission of the Person in charge of Basford Hall Sidings, Guards of terminatingfreight trains are authorised to leave their trains without being relieved by a Guard or Shunter on thefollowing lines:—(a) Down fast Independent between signal BI-1.30 and Crewe Sorting Sidings North.(b) Down slow Independent between signal BG.29 and Crewe Sorting Sidings North.(c) Up slow goods between Crewe Sorting Sidings North and Crewe Sorting Sidings Middle Up.The Person in charge must advise the Signalman in rear of what is about to be done.During fog or falling snow the Guard of a terminating freight train on the up slow goods mustprotect his train in accordance with the first paragraphs of Clause A2 of the Instructions Relating toLines Worked on the Permissive Block System in the General Appendix before leaving his train. If aGuard has left his train before fog or falling snow conditions apply, the Signalman at Crewe SortingSidings North must verbally advise the Driver of a following train of the circumstances before allowingsuch train to enter the occupied section.

272SILVERDALEThe Leading Railman at Silverdale is the Person in charge of the token and staff working.Rapid Loading Bunker. All movements through the bunker will be under the control of theBunker Operator who will authorise each movement.Trains requiring to be loaded at the bunker will be brought to a stand at the "Stop, AwaitInstructions" board on the Madeley side of the bunker.The train must be propelled through the bunker, at a speed not exceeding 2 m.p.h., for the purposeof weighing each vehicle.When the vehicles have been weighed, the train must return through the bunker, at a speed notexceeding m.p.h., to be loaded.MADELEY CHORD REVERSING SIDINGSWhen a train from Silverdale arrives in the reversing sidings the Guard must immediately advisethe Signalman at Madeley if the train has arrived complete with tail lamp attached.The Signalman at Madeley will not allow the Driver or Secondman to place the token in theauxiliary instrument until the Guard has advised the Signalman that the train has arrived completewith tail lamp attached.CREWE SORTING SIDINGS SOUTHThe Signalman at Crewe Sorting Sidings South box is exempt from exhibiting a green hand signalas laid down in Instruction B (c) of the Instructions relating to Lines Worked On the Permissive BlockSystem contained in the General Appendix.CREWE SORTING SIDINGS NORTHExamination of trains on down slow independent line. The loud-sounding bell fixed on the bank30 yards North of overhead structure LL/ 157/106 at the back of the goods warehouse roads betweenBasford Hall ht. and Crewe Sorting Sidings North boxes will ring to warn staff examining vehicleson the down slow independent line during the time Basford Hall Jn. down fast independent startingsignal is in the clear position but this will not relieve the men from responsibility for keeping a goodlook-out themselves.Tail Lamps on Terminating Freight Trains. Guards of freight trains terminating at Nos. I or 2arrival roads or the loop at Basford Hall must not remove the tail lamps.BETWEEN CREWE SORTING SIDINGS SOUTH AND CREWE SOUTH,NORTH STAFFORD JUNCTIONThe instructions for working single lines by the Tokenless Block System contained in the GeneralAppendix will apply with the exception of Instruction I. The section of line is track circuited and theclearing of the section signal will be the Driver's authority to proceed on to the single line. Except asshown in Instructions 3, 4, 5, 6 and 7, Drivers must not proceed unless the section signal has beencleared. In connection with Instruction 7, if the section signal cannot be cleared but all track circuitsin respect of the line are indicating correctly, the Driver will be instructed by the Signalman to pass thesignal at Danger.When working by Pilotman is in operation, if the Pilotman personally orders a train to proceedfrom Sorting Sidings South to Crewe South, North Stafford Junction, but does not travel on it, hemust instruct the Driver to stop at the Up North Stafford starting signal for Crewe South Junction box(CS.I5) and when the train arrives at that signal the Guard must advise the Signalman at Crewe SouthJunction whether the train is complete with tail lamp attached. If the Pilotman accompanies the train,he must advise the Signalman at Crewe South Junction whether the train has arrived at the Up NorthStafford starting signal complete with tail lamp attached.MARYLEBONE TO CLAYDON/AYNHO JUNCTIONAND BRANCHESMARYLEBONEWorking of Trains in Platform Lines. The line for 55 yards from the Buffer stops of each platformline is not track circuited, and Drivers receiving a green aspect to enter the station must be preparedto find vehicles standing on this portion of each platform line.Diesel Depot Siding. A movement must not be made on to the diesel depot siding from the tunnelsiding at the North end without permission from the Signalman at Marylebone box.All movements from St. John's Wood siding, fuelling road or the washer siding, must be broughtto a stand before the fouling point with the diesel depot siding, and Drivers must not proceed to thetunnel siding until they have ascertained that a conflicting movement is not taking place from the dieseldepot siding.Diesel Depot Shed. A train must not proceed out of the shed until a handsignal has been receivedfrom the Person in charge of the yard and the appropriate white light fixed on the door pillar to theleft of the line concerned is illuminated. If there is a failure of the white light concerned, the train mustnot proceed until the Driver has received a verbal instruction to do so from the Person in charge.

273BETWEEN AYLESBURY SOUTH AND CLAYDON L. & N.E. JUNCTIONGrendon Underwood Ground Frame and Intermediate Token Instrument. When it is necessary fora train to be shunted clear of the single line, the ground frame operator must insert the section tokenin the token lock on the facing point lock lever and operate the points for the train to enter the siding.After the train, with tail lamp attached, has been shunted inside clear of the single line and the leversof the ground frame have been restored to normal, the ground frame operator must withdraw thesection token from the lock on the facing point lock lever and place it in the key-way of the intermediateinstrument, turn it in a clockwise direction and then slide it along into the instrument key channel.The ground frame operator must then advise the Signalman at Aylesbury South box that the wholeof the train complete with tail lamp attached has been shunted clear of the single line.When it is necessary for a train to leave the siding, the ground frame operator must advise theSignalman at Aylesbury South box that the train is ready to leave the siding and state the descriptionand ,destination of the train. The ground frame operator must not place the token in the key-way ofthe intermediate token instrument until permission is received from the Signalman at Aylesbury Southbox, for the train to leave the sidings. When this permission is received, the ground frame operatormust slide the token into the key-way of the intermediate token instrument, turn it in an anti-clockwisedirection and when the indicator shows "Free" continue to turn and withdraw the token. The groundframe operator must then insert the token in the facing point lock and operate the points for the trainto leave the sidings. After the levers of the ground frame have been restored to normal, the groundframe operator must withdraw the token and hand it to the Driver. If instructed to do so by theSignalman at Aylesbury South box the ground frame operator must, when handing the token to theDriver, advise him that the train has been accepted in accordance with the Warning Arrangement.AMERSHAMTail Lamp Plunger on Up Platform. All up trains must stop at Amersham Station and the Guard,or Driver's Assistant in the case of a light locomotive must, provided the train is complete with taillamp press the tail lamp plunger situated on the up platform.WORKING OF TRAINS BETWEEN COAL CONCENTRATION DEPOT ANDAYLESBURY NORTH YARDShould telephone communication not be available between the "Stop and Await Instructions"Board and the North Yard, the Guard or Shunter in charge of the movement must proceed on footto the North Yard and obtain the necessary instructions from the Person in charge.WEST RUISLIPExchange of traffic from B.R. to L.T. Before a movement is made from the down spur to theconnecting line, the Person in charge of the movement must obtain the permission of the Signalmanat West Ruislip (LT.) box by means of the telephone situated under Ickenham Road bridge (BR.briçlge 12, L.T. bridge R55). On receipt of such permission the movement may be propelled as far asthe notice board lettered "Stop and Telephone L.T. Signalman. B.R. locomotive not to pass this point".When the vehicles have been secured and the locomotive has returned on to the down spur the Personin Icha bean completed.rgExchange of traffic from L.T. to B.R. Before a locomotive proceeds from the down spur to theconnecting line, the Person in charge of the movement must obtain the permission of the Signalmane at iVest Ruislip (LT.) box by means of the telephone situated under Ickenham Road bridge.oBETWEEN WEST RUISLIP AND HIGH WYCOMBE SOUTHftRule Book, Section S. Hand trolleys placed on the following sections of line must be protectedin accordance with the provisions of Rule Book, Section S, clause 3.1:—h the down main line between the starting signal and the I.B. home signal (WR.32) for West Ruislip,e the up main line between the starting signal and I.B. home signal (HW.12) for High Wycombem South,oduring the time Gerrards Cross box is open, the down main line between the starting signal andI.B. home signal (GC.34) for Gerrards Cross.v The movement of trolleys in the wrong direction within the limits of the above locations isepromhibWhen Gerrards Cross box is closed, the provisions of clause 3.2.1 must be applied for theeitepro(GC.34)nd.tec for Gerrards Cross.t tioHIGH WYCOMBEmnUp trains. When a train comes to a stand on the up main line clear of the connection to the upuop ssenger loop the Guard or Driver's Assistant in the case of a light locomotive, must immediately advisesfth Signalman whether or not the train has arrived complete with tail lamp attached.t hPRINCES RISBOROUGHa Terminating down passenger trains. When terminating down passenger trains or a passenger traindnfor Aylesbury comes to a stand on the platform loop clear of the connection with the main lines, thevdGuard must immediately advise the Signalman whether or not the train has arrived completed withittail lamp attached.sre o

274ARDLEYSouthern Electricity Board—Neutral Wire. A neutral earth wire belonging to the SouthernElectricity Board is located in a cupboard marked LOCX II & 12 C.H.T.F. opposite Ardley groundframe. If this earth wire is damaged in any way, the Southern Electricity Board, 37 George Street,Oxford, must be advised immediately.CHINNOR BRANCHThe Chinnor Branch is under the control of the Signalman at Princes Risborough box.The key which releases the ground frames at Chinnor must be obtained by the Guard or Shunterfrom the Signalman at Princes Risborough box. The Guard or Shunter is responsible for ensuringthat the levers of the ground frames are restored to the normal position when work is completed.Loose shunting or the gravitation of vehicles into the sidings at Chinnor is prohibited and locomotivesmust not pass over the wagon weighbridge near the loop hand points.THAME BRANCHThe Thame Branch is under the control of the Signalman at Princes Risborough box.Should it be necessary for a second train to run to Thame during the time a train is at Thame,the Signalman at Princes Risborough box must be given an assurance that the train already at Thamewill not make a movement towards Princes Risborough past the ground frame at Thame.When a train arrives at the stop board at Thame the Guard must obtain instructions from theDepot Supervisor.The key which releases the ground frame at Thame must be obtained by the Guard from theSignalman at Princes Risborough box. The Guard is responsible for ensuring that the levers of theground frame are restored to the normal position when work is completed.Before a train leaves Thame the Driver must obtain the permission of the Signalman at PrincesRisborough box. Should the telephone fail and Post Office facilities not be available, the Driver mayproceed without the permission of the Signalman at Princes Risborough box and in such circumstancesthe Driver must proceed cautiously being prepared to stop short of Bledlow Level Crossing and hemust not proceed over the crossing until he is satisfied it is safe to do so.The propelling of Engineers trains is prohibited on the Thame branch even when the line is inthe Absolute Possession of the Engineer.RUGBY TO STAFFORD (VIA BIRMINGHAM)AND BRANCHESCOVENTRYPlatforming of Trains. Drivers of locomotive hauled passenger trains conveying 12 coaches mustbring their trains to a stand on platform 1 (up slow line) or 3 (down fast line) with the front of thelocomotive adjacent to the "12 car stop" sign.BIRMINGHAM INTERNATIONAL STATIONMotorail Services. The provisions of Instruction 16A, clause (1) (ii) of the Working Instructionsfor A.C. Lines, BR.29987, apply to Motorail Services dealt with in platform No. 1.The Motorail services must be dealt with as follows:—(a) Down Train: Upon arrival of the empty Motorail carflats from Coventry, in platform No. 1,the Birmingham International Shunter must detach the locomotive to enable it to run-roundthe carflats, then attach and position them for loading.The shunting movement from platform No. 1 to platform No. 2 for the purpose of attachingthe carflats to the Motorail service must be accompanied by the Coventry trip Guard to theup or down main and then to the rear of the train.The Birmingham International Shunter must position himself at the South End of platformNo. 2, and is responsible for conducting the movement to the rear of the Motorail train andattaching.(b) Up Train: Upon arrival of the Up Motorail train in platform No. 1, the Birmingham carflatson the rear of the service must be detached by the Birmingham International Shunter, whomust, after departure of the train, attach the Coventry trip locomotive at the South end ofthe carflats to enable them to be drawn forward and positioned for off-loading to take place.(c) Provision of Tail Lamp: The tail lamp arriving with the carflats from Coventry must bereturned on the Light Diesel to Coventry. The Light Diesel from Coventry must convey atail lamp for the return of the empty carflats.ADDERLEY PARKThe two sets of hand points between the down sidings and the "down and up" through sidingsmust normally be clipped and padlocked for movements on the "down and up" through siding. TheGuard must obtain the key from the Person in charge at Exchange Sidings Shunting Frame.The Guard of a train requiring to do work in Adderley Park down sidings must, upon theinstruction of the Person in charge at Exchange Sidings Shunting Frame, clip and padlock the pointsfor the "down and up" through siding when his train has been shunted in clear and return the key tothe Person in charge at Exchange Sidings Shunting Frame, at the earliest opportunity.

275BIRMINGHAM NEW STREETWorking in New Street Station. After a train has come to a stand at any portion of a platformit must not again be moved until proper warning has been given to passengers, who may be gettingin or out or near the train.Drivers having brought their trains to a stand at any portion of the platforms must receive asignal from the Person in charge before moving again.Shunting of empty multiple units. Movements proceeding from the station which require to returninto the station must be propelled to the rear of the fixed signal relative to the forward movement intothe station or siding to ensure that the Driver is at the leading end on return. The provisions ofInstruction No. 78 of the Working Instructions for A.C. Electrified lines applicable to electric multipleunits and Instruction No. 8 of the General Appendix Instructions applicable to diesel multiple unitsmust be complied with.Changing of tail lamps on reversing trains. Guards taking over trains which reverse at New Streetmust transfer the tail lamp to the rear of the vehicles which will be last on departure.SOHO NORTH JUNCTIONDown Sidings. Vehicles left in these sidings must be clear of the through siding, and the pointsmust be left set for that line after work has finished.ALBIONGulf Oil Company's Sidings. The instructions contained in the Working Manual for Rail Staff,Part 3 (Pink Pages), clause E2/17 apply with the following modifications:—1. There is no locomotive stop board.2. Movements into and out of these sidings must not exceed 5 m.p.h. and will be under the controlof the Guard.3. The Guard of a train requiring to enter the sidings must de-train in the vicinity of the former levelcrossing and obtain permission to berth his train from the Signalman at Birmingham New Streetbox, using the telephone just inside the siding gates. The Signalman will say on which siding thetrain is to be berthed and how many vehicles, if any, are already on that siding.4. The Driver of an arriving train must, prior to setting back, bring his train to a stand at the 35S.L.U. marker board if the train consists of up to 35 ULU., or at the 50 S.L.U. marker board ifthe train consists of more than 355. After the Guard has checked that the hand points are correctly set and the line is clear to theprivate siding entrance, he must inform the Signalman at Birmingham New Street box accordingly.The Signalman will then clear signal NS.361 and this will be indicated by means of a light at theplunger cabinet in the sidings.The Guard may then operate the "set back" button to illuminate the set-back indicators, aseries of white lights facing the Wolverhampton direction, which are the Driver's authority toset-back along the up Stour line without having received a hand signal from the Guard. The Drivermust remain at the Birmingham end of the locomotive during the setting-back movement.The set-back indicators will be extinguished progressively by the passage of the train into theOil Sidings. The Driver may continue to propel the train as long as at least one indicator remainsilluminated.If the Guard requires to stop the movement at any time, he may do so by pressing the "stop"button which will extinguish all the white lights. When the Guard is ready for the movementto re-commence he may again operate the "set-back" button which will illuminate as many ofthe lights as the position of the train requires.The light at the plunger cabinet will remain illuminated as long as Signal NS.361 is in theclear position. When signal NS.361 is replaced to Danger the light will be extinguished, but the"set-back" button may continue to be used to proceed with the setting-back movement. The lasttwo indicators may be used for shunting movements after the train has cleared the up and downStour lines and in such circumstances the indicators must only be used for movements towardsthe Oil Sidings.The Guard must extinguish the last two indicators when the locomotive is near enough forthe Driver to be able to work to the Guard's hand signals.After the locomotive has passed the last indicator the Driver must look back for the Guard'shand signal and if none is received stop his train.6. Before the train enters the sidings, Trainmen must:—(i) Place all lamps, including Bardic hand lamps, in the Driver's cab of the locomotive orthe brakevan.(ii) Deposit matches, cigarette lighters, etc., in the receptacle provided.7. After the train has been berthed, the barrier wagons and brakevan, if provided, must be drawnclear.8. If the locomotive, after being detached, does not immediately depart light or with a train of emptytank wagons, it must stand immediately inside the Depot gates.

276Albion—continued9. The Driver of a train requiring to proceed onto the up Stour line must not move his train out ofthe sidings until the "off" indicator associated with signal NS. 362 is illuminated and the Guard'ssignal to start has been given. The illumination of the "off" indicator does not relieve the Driverof the responsibility to observe the aspect of signal NS. 362 before proceeding onto the upStour line.10. The tail lamp, and side lamps where applicable, must not be replaced or re-lit until the train isclear of the sidings.WATERY LANEWest Midlands Gas Board's Sidings. The instructions contained in the Working Manual for RailStaff, Part 3 (Pink Pages), clause E2/17 apply with the following modifications:—1. Movements into and out of these sidings must not exceed 5 m.p.h. and will be under the controlof the Guard.2. Before the train enters the sidings, Trainmen must:—(i) Place all lamps, including Bardic hand lamps, in the Driver's cab of the locomotive orthe brakevan.(ii) Deposit matches, cigarette lighters, etc., in the receptacle provided. -3. The Guard must meet the Senior Offloader, W.M.G.B. at the siding gates and if necessary obtainfrom him a special "safe" hand lamp. The lamp must be returned to him when work in the sidingsis completed.4. A clear understanding must be reached with the Person in charge of the Shunting Frame as tothe siding in which the train is to be berthed and the Guard must set all necessary hand pointsfor the road concerned.5. The train must be berthed in such a position that the first and last tank wagons are within themarkers provided. A reach of at least 57 feet is required and reach wagons suitable for air brakedor vacuum braked trains are stabled on the spur line. These vehicles must not be removed fromthe sidings.6. The Guard will be responsible for ensuring that the barrier wagons and brake van (if provided) aredrawn froward clear of the insulated rail section (as indicated by boards A and B) after the tankshave been berthed. Barrier wagons arriving with trains must be returned with the empty tanks.7. When the locomotive of a terminating train is single manned, the Guard, before accompanyingthe locomotive during the running round movement, must inform the Person in charge at theShunting Frame that the train will be left unattended during the movement.8. If a train for which a Certificate of Readiness has been issued by the W.M.G.B. is for any reasonunable to depart, the tank wagons must be left positioned within the markers.9. The tail lamp, and side lights where applicable, must not be replaced or re-lit until the train is againclear of the sidings.SPRING VALE SIDINGSA movement must not be made from No. 1 or No. 2 Tarmac Sidings to the "down and up"through siding, neither must a movement be allowed to foul the facing connection from the up main lineto the "down and up" through siding, nor vehicles be left foul of this connection, without permissionof the Person in charge of the shunting frame.WOLVERHAMPTONPlatforming of down passenger trains. Drivers of locomotive hauled down passenger trainsexceeding 11 vehicles booked to call or terminate at Wolverhampton High Level Station must bringtheir trains to a stand one locomotive length ahead of the signal controlling the exit from the platformprovided the signal is displaying a proceed aspect.B.O.C. Sidings, Wolverhampton New Depot. A rail movement must not be made on the B.O.C.sidings whilst the red lights situated on the gantry over discharge roads 1 and 2 are flashing. Shouldthe Shunter or Driver observe the red lights commence to flash whilst a rail movement is being made,the movement must be immediately brought to a stand. If a rail movement passes the lineside detectorwhilst the red lights are flashing the Klaxon horns will sound.FOUR ASHESMidland Tar Distillers Sidings. Before any brake van enters the sidings its fire must be extinguished.LITTLETON COLLIERYB.R. movements from the main line will normally proceed via the through siding. If this is notpossible, the Signalman may authorise movements onto or through Outwards siding 1 or 2.The Signalman will inform the Guard which Inwards siding the train is to enter or whether tocome to a stand on the through siding clear of connections at both ends and await further instructions.

277Littleton Colliery—continuedBefore a train enters an Inwards siding, the Guard must ensure that the points are set for anunoccupied line. The Driver of the train which is propelled onto an Inwards siding must bring his trainto a stand with the rear vehicle immediately past the board lettered "45 SIX".Inwards traffic for Rowntrees Private Siding must be detached by the B.R. locomotive onto oneof the Inwards sidings, as instructed by the Signalman, and will be subsequently positioned in the Privatesiding by the N.C.B. locomotive. Outwards traffic will be placed in the B.R. sidings by the N.C.B.locomotive.GOSFORD GREEN BRANCHMethod of Working. The down and up goods lines between Three Spires Junction box and GosfordGreen are under the control of the Signalman at Three Spires Junction box and Absolute Blockconditions apply.On arrival of an up train at Gosford Green, the Guard must advise the Signalman at Three SpiresJunction box when the train with tail lamp attached is inside the "Stop and carry out instructions"board situated opposite the goods office.Before a down train requiring to leave Gosford Green is allowed to pass the "Stop and obtainpermission to proceed" board situated opposite the Freightliner Terminal office, the permission of theSignalman at Three Spires Junction box must be obtained by means of the telephone in the Shunter'scabin.All movements working on these lines must be drawn by a locomotive and carry a tail lamp onthei rear vehicle. A brake van must always be the rear vehicle on Class 7 to 9 trains inclusive.Working at Bell Green. Trains must not be allowed to shunt inside for other trains to pass.The trailing points in the down goods line are normally clipped and padlocked for throughmuvements along the down goods line and the key kept in Three Spires Junction box. The Guard ofa train requiring to call at Bell Green must collect the key from the Signalman at Three Spires Junctionbmc before departure and sign for its receipt in the Train Register.When work has been completed at Bell Green the Guard must set the points for through movementsahing at Three the Spires down goods Junction line box and upon clip and return relock and the an padlock. entry of The the fact key must made be in handed the Train to the Register. Signalman1Working at Morris Sidings. Trains must not be allowed to shunt inside for other trains to pass.The trailing points in the up goods line are clipped and padlocked and the key kept in Three SpiresJunction signal box. The Guard of a train requiring to call at these sidings must collect the key fromthe Signalman at Three Spires Junction, before departure and sign for its receipt in the Train Register.When work has been completed at the sidings the Guard must set the points for through movementsal ng the up goods line, clip and relock the padlock. The key must be handed to the Signalman atT ree Spires Junction upon return and an entry of the fact made in the Train Register.Protection of trains stopped by accident etc. Trains stopped by accident, failure, obstruction oro er exceptional cause must be protected in accordance with the provisions of Rule Book, Section M.Failure of Communications. Should there be no communication between the Signalman at ThreeS ires Junction and Gosford Green, a train must not be allowed to proceed on the up goods line fromT ree Spires Junction until the time usually taken by the preceding train to clear the section plus anal owance for a train having been stopped and having to run at reduced speed. Should the Guard of adown train waiting to depart from Gosford Green be unable to contact the Signalman at Three SpiresJUnction he may authorise the train to depart after the time usually taken by the preceding train haselapsed and he has advised the Driver of the failure and instructed him to travel at caution stoppingat Bell Green, if necessary.At Gosford Green. A train must not pass the "Stop" board situated on the up goods line andex ter or leave the sidings until the Guard has ensured that the sidings are clear and that it is safe to do so.When the Person in charge of the Freightliner Terminal is on duty, a movement must not be madeinto the terminal until the permission of the Person in charge has been obtained. When the Person incharge at the Freightliner Terminal is not on duty, the Guard, before authorising the Driver to make amovement into the terminal, must ensure that it is safe to do so.Propelling movements of Carflat, Bocar and/or Freightliner vehicles, loaded or empty, must notb made in either direction through the crossover connecting the yard shunting neck with the downg ods line. Such movements must be made via the up goods line.Departing trains must be formed on the down goods line and incoming trains split on the upgods line.PERRY BARRBanking—Up Soho Line. The train locomotive must draw the train to signal NS.283 and waitthere until the assisting locomotive comes to the rear, from either Perry Barr South Junction or PerryBarr North Junction.I Trains for the Stour line via Soho North Junction may be assisted in rear as far as signal NS.323.The assisting locomotive must not pass this signal and the Driver must communicate with the Signalmanat Birmingham New Street box and act on his instructions.South Junction—S.P.D. Ltd. Sidings. If it is necessary to leave vehicles on the up branch line whilstserving the siding, the Guard or Shunter must pin down sufficient brakes to prevent the vehicles movinga'ter the locomotive is detached.

278BESCOTDown Reception Sidings. The Guard of a freight train terminating in the down reception sidingsmust apply sufficient hand brakes on the Newton Junction end of the train to ensure that it will notmove when the locomotive is detached and the automatic brake leaks off. The Person in charge atthe Down Hump Shunters' cabin must be advised when this has been done.Down Storage Sidings. The permission of the Signalman at Bescot Down Tower must be obtainedfor all movements into and out of the Storage Sidings.Dowty Retarder Units. Dowty retarder units are installed throughout each siding in the maindown yard. To prevent damage to these units, vehicles and locomotives must not pass over them at aspeed exceeding 6 m.p.h., in either direction, and trains departing from the sidings must not, therefore,exceed 6 m.p.h. until the whole of the train has passed clear of the last retarder unit.Illuminated notice boards lettered "Dowty Retarders 70 Standard Wagons Clearance" are situatedon the down Bushbury, up Wednesbury and down Walsall lines, 520 yards after passing the lastretarder and trains leaving the North end of the sidings must not exceed 6 m.p.h. until the locomotivehas reached this board.Attaching to the rear of train standing on up Bescot goods line. Propelled movements from thedown sidings to the up Bescot goods line for the purpose of attaching to the rear of a standing trainmust not exceed 10 S.L.U.VAUXHALLA bell is provided on the wall of the Shunters cabin to warn staff working in the Carriage Sidingsthat a train is approaching on the up fast line.BETWEEN SOHO EAST JUNCTION AND PERRY BARR SOUTH/NORTH JUNCTIONTrains Applying Wagon Brakes. Drivers intending to stop at the gradient board at Soho EastJunction for wagon brakes to be applied, must advise the Signalman at Birmingham New Street boxaccordingly, by stopping at signals NS.316 or NS.317, before proceeding to the gradient board.SOHO POOL WHARF BRANCHThe Regulations for One Train Working on Single lines apply, with the following modifications:—The train staff is attached to an Annett's key, which when not in use, is locked in a releaseinstrument adjacent to signal NS.285 at Soho Road. Drivers must contact the Signalman at BirminghamNew Street box to obtain the staff, and again on the return journey after the staff has been replacedin the release instrument.BETWEEN ASTON STATION AND LICHFIELD CITYExcept for Engineer's trains, only Class I to 6 trains, light locomotives and locomotives withnot more than two brake vans are permitted to run on the down and up main lines between AstonStation and Lichfield City. Engineer's trains which are not fully fitted working over the down main linebetween Aston Station and 7 imp. must have a locomotive at the Aston end of the train.ASTONWindsor Street Goods Yard. The Driver of a train, which is to be propelled from the departureline to the down Grand Junction line to enable it to depart in the up direction, must bring his locomotiveto a stand immediately in rear of signal NS.61. The movement must not leave the departure line untilsignal NS.63 displays a green aspect.WALSALLYard Shunting Frame. Drivers of trains arriving at the Stop board on the through siding, must notpass it towards the Yard Shunting Frame unless instructed to do so by the Chargeman or Shunter onthe ground.When ground staff are not on duty, the Shunter or Guard in charge of the movement (theDriver's Assistant in the case of a light locomotive) must go on foot to the Yard Shunting Frame to obtaininstructions.NORTON JUNCTIONEffluent Disposal Ltd. Siding. This siding is located at the far end of the up through siding. A redflag during daylight and a red light during darkness or fog or falling snow must be placed betweenthe rails 100 feet from the point where the last vehicle is positioned for discharge.Ryders Hayes Level Crossing. If it is necessary for a train to pass at Danger the down main homeor up main starting signal tor Norton Junction No. I box in the circumstances of Rule Book SectionE, clause 8.2.2, the Driver must approach Ryders Hayes level crossing cautiously and not proceedover the crossing until he is satisfied it is safe to do so.

279LICHFIELD CITYThe Guard of a train from the Trent Valley Junction direction, or Drivers Assistant in the caseof a light locomotive, must immediately inform the signalman at Lichfield City box whether or not thetrain has arrived in the up main or up platform line complete with tail lamp attached.BETWEEN LICHFIELD T.V. JUNCTION AND LICHFIELD T.V."Down and up" branch line. If the section signal cannot be cleared but all track circuits in respectof the line are indicating correctly, the Driver will be instructed by the Signalman to pass the signalat Danger. If, however, there is a failure of any other signalling equipment, working by Pilotman willbe introduced in accordance with Instruction 7 of "Single lines worked by the Tokenless Block System—Instructions to Trainmen" contained in the General Appendix.WEDNESBURYOcker Hill Power Station. The instructions contained in the Working Manual for Rail Staff, Part 3,(Pink Pages), clause E2/17 apply in the Oil Sidings, with the following modifications:—1. B.R. locomotives are authorised to work over all parts of the Oil Sidings, so there is no locomotivestop board, and trains must normally be drawn into the Discharge Sidings.2. Where the instructions refer to permission to pass the locomotive stop board, this must be takenas meaning permission to enter the Private Siding gate.3. After the vehicles have been positioned as required by the Depot Supervisor, the locomotive mustbe detached and proceed outside the Private Siding gate, via the Run-Round Siding.4. If it is necessary to stable a train at Ocker Hill, the tail lamp, if battery type, must be taken onthe locomotive, to Wednesbury signalbox and handed to the Signalman by the Guard.5. Oil tail lamps must be removed before the train enters the terminal, but battery type tail lampsmay be removed after the train has been positioned in the oil sidings.6. Oil tail lamps must be re-attached outside the terminal, but battery tail lamps may be re-attachedinside the terminal, provided the Certificate of Readiness has been received.BLOXWICHWorking into Thomas' or Imperial Smelting Corporation Private Sidings. All shunting movementsinto Thomas' siding or the Imperial Smelting Corporation siding must, if possible, be set back withinthe appropriate "Stop" board concerned.If this is not possible, the Driver must not move towards the level crossing without first obtainingthe Signalman's authority.SiHEDNESFORDGuards of trains which require to stop at Bloxwich to pin down wagon brakes must advise thenalman at Hednesford box.MID-CANNOCK COLLIERYM.G.R. Trains. The N.C.B. Person in charge will normally inform the Guard or Shunter whetherth siding is clear, and the points set as far as signal 2 on the M.G.R. line. If this information is notreceived the Guard or Shunter must check the siding and points himself, after which the train maybe allowed to proceed.During the taring and loading of M.G.R. trains, the locomotive must be at the Hednesford end,and the speed through the bunker in each direction must not exceed 3 m.p.h.Drivers must work to the indication of the merry-go-round signals, and if a stop indication isdisplayed, the Driver must immediately bring his train to a stand, irrespective of the distance it maybe from the signal.Other than M.G.R. Trains. The N.C.B. Person in charge will normally inform the Guard orShunter whether the siding is clear and the points set as far as the stop board on Siding 4. If thisinformation is not received the Guard or Shunter must check the siding and points himself, after whichthe train may be allowed to proceed as far as the stop board.The permission of the N.C.B. Person in charge must be obtained before passing the stop board.Before commencing to remove loaded vehicles, the Guard or Shunter must liaise with the N.C.B.Person in charge to ensure that gravitation into the Fulls sidings has ceased.bLkes fully pinned down.Thef i

280BRERETON SIDINGSLea Hall Colliery Sidings—Inwards Trains for Rapid Loading Bunker. Inwards trains must bepropelled into the Bunker Road. A train arriving with locomotive leading must first be run round inthe B.R. Sidings.The Shunter or Guard may allow the train to propel towards the Bunker Road and the Drivermust bring the locomotive to a stand opposite the Shunter's Cabin, while awaiting the merry-go-roundsignals to be switched on, providing that no conflicting movement is being made in the N.C.B. Sidings.The Shunter or Guard must ring the N.C.B. Fulls Weighbridge (ext. 30) from the telephone in thehut near to the Shunter's Cabin and request permission for the train to enter the Bunker Road.If there is no reply from the Fulls Weighbridge, or the telephone is out of order, the Shunter orGuard must proceed on foot to the Fulls Weighbridge and obtain permission for the train to enter theBunker Road.When the merry-go-round signals are switched on and cleared, the train may propel into the BunkerRoad, and must stop when the locomotive reaches the board attached to the first inwards signal post,to allow the Driver to set the slow speed control at 2 m.p.h., i.e. the speed required for weighing theempty wagons.During the propelling movement the Driver must be positioned at the leading end of the locomotivein the direction of travel.Departing Trains from Rapid Loading Bunker. After the vehicles have been weighed, the locomotivemust stop at the stop board, underneath the Bunker and the train must return through theBunker at a speed of m.p.h., to be loaded.When loading has been completed, the train must stop at the N.C.B. position light departure signal,irrespective of the aspect displayed.The Guard will obtain the weight ticket from the N.C.B. Control Room Operator, and advise theDriver of the load.The Shunter or Guard must check that no conflicting movement is being made into or out of theN.C.B. Sidings, then he may authorise the Driver to proceed to the B.R. exit signal, provided that theN.C.B. departure signal has been cleared.Other Colliery Sidings. If a train arrives for one of the other N.C.B. Sidings, i.e. Nos. 2-8 orReception Road, when the B.R. Shunter is not on duty, the Guard is responsible for instructing theDriver to pass the "Stop and Await Instructions" board, after ensuring that a siding is clear for thestabling of the train concerned and that no conflicting movement is being made or about to be made.Guards or Shunters making movements into these sidings must leave the points set for the BunkerRoad, and the points at the Shunter's Cabin for a departing train.There is no access at the B.R. end of N.C.B. Siding No. I, i.e. the one next to the Bunker Road.The points are clipped and padlocked towards the Bunker Road and must only be unlocked inemergency. The key to the padlock must be kept by the B.R. Shunter.Rugeley C.E.G.B. Power Station. The Power Station Controller is in charge of all movementsmade within the power station sidings.Telephones, giving communication with the Power Station Control Room are located at variousplaces throughout the sidings. If a telephone fails the Guard must proceed to the Control Room, butif another telephone is available en route to the Control Room, this may be used provided the PowerStation Controller is advised of the circumstances.Trains must not be propelled into the Power Station Sidings during the time of a failure of thetelephones and track circuits between Brereton Sidings box and the Power Station Control Room.During such time, the Driver and Guard of a train for the sidings, will be informed of the circumstancesbefore entering the sidings and must work to the instructions given them by the Signalmanat Brereton Sidings box. The permission of the Signalman at Brereton Sidings box must be obtainedby the Guard before the train leaves the sidings during the time of such failure.Before drawing through the discharge hoppers, the Guard must apply the brake on the last vehicleto pass through the hoppers. This is to keep all couplings throughout the train in tension duringunloading and weighing. The speed of coal trains on "A" Stream and of all trains and light locomotiveson "B" Stream, through the unloading hopper and over the weighbridges, must be restricted to + m.p.h.The speed of oil trains and light locomotives on "A" Stream through the unloading hopper and overthe weighbridges must be restricted to 10 m.p.h.When a train is in the run-round siding ready to proceed over the discharge hoppers the Guardmust advise the Power Station Controller.Should the instruction Notice Board at signal S8A or S8B fail to illuminate when the appropriatesignal clears, the Driver must telephone the Power Station Controller and advise him of the failureand thereafter work in accordance with his instructions.The position light ground signals situated alongside and applying to the discharge lines are providedwith an additional red aspect above them. This aspect is not normally illuminated but should it becomeilluminated the Driver must immediately bring his train to a stand irrespective of the distance it isfrom such signal. The train must not be moved again until the red aspect is extinguished and the Driverhas received a further signal to move.If, after a train has been brought to a stand at a signal along the discharge line, and the reversingsignal is then illuminated, the Driver must set back bringing the train to a stand immediately thereversing signals are extinguished.

281Brereton Sidings—continuedThe instruction contained in the Working Manual for Rail Staff, Part 3 (Pink Pages), clauseE2/I7 apply on the oil siding, with the following modifications:—1. Brake vans will not be conveyed on oil trains into Rugeley.2. Trains must not be propelled on to the oil siding.3. The tail lamp must be removed after the train has been positioned in the oil siding.4. The locomotive(s) must be detached and stand off 20 feet clear of the vehicles.5. The tail lamp may be re-attached to the train whilst it is still standing in the oil siding, providedthe Certificate of Readiness has been received.6. Departing trains must be drawn from the oil siding and if running round is necessary, this mustbe done on the main line side of the hopper.BETWEEN HEATH TOWN SIDINGS AND WEDNESHELDThe train staff for the single line, when not in use, is locked in a release instrument near the Stopboard, released from Wolverhampton box. Drivers must telephone the Signalman at Wolverhamptonbox to obtain the staff, and again on the return journey after the staff has been replaced in the releaseinstrument.WEDNESFIELDFrom the "End of Section" board at the Wednesfield end of the single line to the "Stop andAwait Instructions" board on the Wolverhampton side of Bridge No. 105, the speed of the train mustnot exceed 5 m.p.h., and it must be brought to a stand with the leading brake van opposite this stopboard.Before instructing the Driver to propel the train to the discharging gantries, the Guard mustobtain an assurance from the firm's Person in charge of shunting operations that the siding on whichthe train is required to travel is not occupied, that the gantry hoisting equipment is lifted clear and thatthe propelling may commence.When the Guard is satisfied that it is safe to proceed he must hand-signal the Driver to recommencepropelling. The speed must not exceed 5 m.p.h. and the train must be stopped with the leading loadedvehicle under the overhead gantry structure. The brake van handbrake must then be fully appliedand the Driver hand-signalled to "ease-up" against the brake van. The Guard must then apply thehandbrakes on all vehicles to hold them securely on the falling gradient, and ensure that the firm'sshunters have placed all the instanter couplings in the long position before the locomotive is detached.Gravitation shunting will be performed by the firm's shunters and the train re-assembled coupledand brake pipes connected by them on the Willenhall side of the discharge gantries.On returning for the empty vehicles, the locomotive must be crossed to the unoccupied sidingand on arrival at the "Stop and Await Instructions" board the Guard must obtain the permission ofthe Person in charge to proceed to the rear of the empty train.Before signalling the Driver to commence propelling, the Guard must be satisfied that the trainis correctly formed and that the automatic brake is operative throughout the train.BETWEEN HEATH TOWN SIDINGS AND WOLVERHAMPTON P.C.D.AWolverhampton p P.C.D. must only be made in clear weather, must have a brake van leading with thecontinuous brake connected up and in use, and must not exceed 25 SLU.ropel HEYFORD TO BIRMINGHAM AND BRANCHESleBANBURYd Banbury South—Relief of Locomen. When Locomen on the down main line have been relieved,the incoming m Driver must advise the Signalman that relief has been effected and the train is readyto depart. ovMiddle Road between Banbury North and South boxes. Before an up train or locomotive is allowedto leave the yard via this siding, the Person in charge must obtain the permission of the Signalman atBanbury e South box for authority to instruct the Driver to pass the stop board.mDown Relief Line Ground Frame. When it is necessary to make a movement between the downrelief eline and the sidings, the ground frame operator must contact the Signalman at Banbury Southbox and n come to a clear understanding regarding the movements to be made and request him torelease the ground frame Annett's key. The Signalman will advise the ground frame operator whenthe key t has been released. The ground frame operator must then turn the key in the key release instrumentoat the ground frame from the No. 1 to No. 2 position. When the indicator shows "Free", thekey thust n be turned to the No. 3 position and the plunger held in whilst the key is withdrawn. The keymust then be inserted in the Annett's lock to release the ground frame.the

282Banbury—continuedWhen the movements have been completed and the train is clear of the points ready to depart orhas been shunted into the sidings clear of the down relief line, the key must be withdrawn from theAnnett's lock and replaced in the key release instrument, turned clockwise to the No. 1 position andafter the ground frame operator has pressed the plunger, the Signalman must be advised accordingly.The ground frame operator must not rejoin the train or allow it to proceed until the Signalman hasinformed him that the key has been locked in the key release instrument.If the ground frame operator observes any irregularity on the running lines or should a runningline be fouled, he must immediately advise the Signalman and also take whatever protective action isrequired.Horse Box Sidings (North End). Not more than four coaches may be propelled into this siding.GREAVES' SIDINGSA wheel stop normally across the down siding is provided on the signal box side of the connectionfrom the down main line. The key to the padlock on the wheel stop is kept in the signal box.The Person in charge of shunting movements must obtain the key from the Signalman and removethe wheel stop to enable the movements to be made.When the movements have been completed and the wheel stop replaced across the siding theSignalman must be advised accordingly and the key returned to him.Before a movement is made into Associated Portland Cement Co's sidings the Person in chargeof the movement must come to a clear understanding with the firm's representative as to what movementsrequire to be made.LEAMINGTON SPAShunting on Down Side at North end. Before shunting commences from the bay or dock sidings,the Shunter must have a clear understanding with the Signalman.A Passenger Shunter requiring to shunt along the bank siding in addition to communicating withthe Signalman must have a clear understanding with the Person in charge.The train may shunt from the North end of the bank siding up to the signal applying along thebank siding towards the down bay, but if it is necessary to go beyond that point towards the gas,dock or adjacent sidings, the Person in charge must communicate with the Signalman, and go forwardand see that all is clear, and if passenger shunting is in operation have a clear understanding with thePassenger Shunter as to the work to be done.Down main home 1 and up main intermediate block home signal. Should a train be detained atthe down main home 1 or up main intermediate block home signal and the telephone at that signalhas failed, the Driver must endeavour to speak to the Signalman by means of the telephone providedat Fosse Road Emergency ground frame. If this telephone also has failed, after satisfying himselfthat the ground frame points are in the proper position for his train, the Driver may proceed inaccordance with the provisions of Rule Book, Section K, clause 3.3.1.TYSELEYDetention of Trains at signal SY.442. Drivers of through trains which are stopped at this signalmust advise the Signalman at Saltley box if they require assistance to overcome the sharp risinggradient when starting away. A locomotive will assist the train as far as signal SY.442, but will notbe coupled to the train.Carriage Sidings. Before a movement is allowed to enter the sidings from the South end theSignalman at Saltley box must obtain permission from the Person in charge at the carriage sidingswho must give an assurance that the line for which the points are set is clear sufficiently to accommodatethe movement.The Signalman will not clear the signal for a propelled movement to leave the carriage sidingsuntil the Person in charge has advised him that he is ready for the movement to be made.Whenever it becomes necessary for the Shunter to leave the North end of the Carriage Sidings,he must set the hand points for a clear road and inform the Signalman and Depot Supervisor for whichroad the points have been set. The Depot Supervisor must then ensure that no trains foul that roadat the South end. The Shunter must advise the signalman and Depot Supervisor on his return.When vehicles have to be placed on any of the Operating Department lines at Tyseley CarriageSidings or into either of the Running and Maintenance lines, they must always be placed where requiredby a locomotive.Oil and Cripple Sidings. All movements to and from these sidings must only be made via thetrailing connection from the down through siding.The points in the down through siding of the connection to the oil and cripple sidings must benormally kept clipped and padlocked for movements on the down through siding. The points of thisconnection in the oil and cripple sidings must be kept clipped and padlocked for movements from theoil and cripple sidings to the down through siding.When it is necessary for a movement to be made to the oil and cripple sidings the Guard orShunter must obtain the key to the padlock from the Signalman at Tyseley No. 1 box. Upon completionof work the points of the connection from the down through siding to the oil and cripple sidings mustbe clipped and padlocked in the normal position and the key returned to the Signalman at TyseleyNo. 1 box.

283ROITWICH SPA TO WALSALL AND BRANCHESKIDDERMINSTERDetention of Trains at Kidderminster Junction Down Main Inner Home signal. Guards of trainsbrought to a stand at this signal must indicate to the Signalman by hand signal that the train hasarrived complete with tail lamp. The Guard must continue to exhibit the hand signal until it is acknowledgedby the Signalman who will, at night or during fog or falling snow, exhibit a white light heldsteadily.Use of Guard's Telephone. Immediately an up train booked to call at the station arrives, the Guardmust advise the Signalman at Kidderminster Junction box whether or not the train has arrived completewith tail lamp attached.STOURBRIDGE JUNCTIONRule Book, Section J, Clause 3.13.2. When a movement is made to the down goods line or downsiding the Guard or Shunter must not indicate to the Signalman that the movement is clear until thelast vehicle has passed beyond the single arm signal applying to set back movements.Attaching of an assisting locomotive to trains on the down main line, Rule Book, Section H,Clauses 3.20.2 and 3.20.3. When the assisting locomotive has been coupled to the rear of the train andthe continuous brake continuity test (when necessary) has been carried out, the Driver's Assistant of theassisting locomotive must press the plunger situated near to the double-sided indicator situated 350yards1"RS" to be displayed in the indicator at Stourbridge Jn. down main home 3 signal, provided this hasbeen cleared. Should Stourbridge Jn. down main home 3 signal be at Danger the letters "RS" will beon displayed immediately this signal is cleared.t When the letters "RS" are displayed in the indicator on Stourbridge Jn. down main home 3 signalthe h Diver's Assistant/Driver of the train locomotive must press the plunger at this signal. After an intervalof 30 seconds, which is to enable the Driver's Assistant/Driver to return to his locomotive, the letter "R"e will be displayed in the indicator at Stourbridge Jn. down main home 3 signal and in the double-sidedsindicator situated 350 yards on the station side of this signal. The "R" indicators indicate that thetrain may proceed without the exchange of two "crows" on the locomotive horns.at iROUND OAK SOUTHo teel Works Level Crossing. The Steel Works locomotive will give two blasts on the horn whenn it requires to cross the B.R. lines.s B.R. locomotives approaching the level crossing must sound the horn to warn employees whoimay be crossing the line.d Vehicles standing in the B.R. sidings, must be kept well clear of the crossing, and secured bybrakes or sprags.eWhen it is necessary to foul the Crossing, the Shunter must obtain permission from the Signalmanin o the Round Oak South box and when the work is completed he must inform the Signalman that allvehicles f are clear of the Steel Works line.S After the Signalman has given the Shunter permission to use the crossing, he must not allow aRoundtOak Steel Works movement to foul the Crossing, until the Shunter has given him an assurancethat the crossing is again clear.o etention of trains at up main home 3 signal. Guards of trains brought to a stand at this signalmust u immediately advise the Signalman, by means of the telephone provided, whether or not the trainhas r arrived complete with tail lamp attached.bridDUDLEY FREIGHTLINER TERMINALThese instructions are additional to the Working Manual, Part 5.Freightliner Terminal. The Person in charge of the Terminal will be responsible for the operationof g all hand points in the down siding 1 and the North end connection between Nos. 2 and 3 Depotroad, e and for ensuring that the former are normally set for movements along down siding 1.J The maximum speed of trains in the terminal must not exceed 10 m.p.h. During the hours ofdark ess and in fog or falling snow, speed must not exceed 5 m.p.h.nArriving Trains. Freightliner trains arriving from the Walsall direction must stop to set down theGuard . at the set-back signal situated at the trailing crossover immediately on the Round Oak side ofthe d overbridge. Before the train continues into the tunnel, the Guard must ascertain from the Signalman,by o telephone, to which siding the train is required to run and the position of any vehicles in this sidingand !then advise the Driver accordingly.wA plunger at the signal controlling setting-back movements from the up main line to the Terminalcan n be operated to illuminate a double-sided "set-back" indicator situated 40 yards on the Terminalside m of the permanent marker light in the tunnel. The Guard must operate the plunger when the groundshunting a signal has been cleared and the route indication "L" is displayed. The Guard must then crossthe running lines, walk 50 yards forwards to the tunnel and relay any hand signals displayed by theTerminal i Supervisor, to the Driver.nho

284Dudley Freightliner Terminal—continuedAfter the train has come to a stand at the permanent marker light, the Driver must move to thecab at the other end of the locomotive. Upon receiving the "set-back" indication, the Driver must propelhis train into the Terminal at a speed not exceeding 5 m.p.h. keeping a sharp lookout for handsignalsfrom the Guard. When the locomotive reaches the Stop Board, the Driver must await furtherinstructions from the Person in charge before setting his train back clear into the Terminal.Departing Trains. Authority to depart will be given verbally, or by handsignal by the Personin charge.WEDNESBURY TOWNDarlaston Branch. A movement must not be made in either direction past Stop board No. 1without permission of the Shunter in charge at Patent Shaft Sidings.Freight vehicles may be propelled without brakevan from Wednesbury ground frame to Stopboard No. 1, subject to the conditions set out in the preamble to Table F 1.Freight vehicles without a brakevan in rear may be worked between Wednesbury ground frameand the end of the branch, subject to the conditions set out in the preamble to Table HI.STOURPORT-ON-SEVERN C.E.G.B. SIDINGSTrains between the single line and the C.E.G.B. siding must have a brakevan at the front andrear and be accompanied by a Guard and a Shunter, one man riding in each van. Head, side and taillamps must be exhibited, lit during the hours of darkness and during fog or falling snow.The speed of trains over the power station line must not exceed 10 m.p.h. during clear weatherand 4 m.p.h. during fog or falling snow.The Central Electricity Generating Board's locomotive must not proceed beyond the fouling pointat the Stourport end of the loop between the Worcester Road and Hartlebury Road bridges in thedirection of Stourport unless specifically instructed to do so by the B.R. Shunter.The normal method of working will be as under:—Trains to the Siding. Each train from the single line to the sidings must be drawn. It must stopat the incline stopboard near the entrance to the power station line, to pin down brakes, and again atMill Road Bridge to release the brakes.The Shunter must ride in the front van to pin down and pick up brakes.The train must again stop on the Stourport side of Hartlebury Road Bridge, and the B.R. locomotivemust not proceed beyond this point until permission is received from the C.E.G.B. Shunter.Trains from the Siding. Trains not exceeding 50 empty wagons may be drawn to Stourport.Only one brake van is necessary, marshalled at the extreme rear, in which the Guard must ride.The train must be brought to a stand clear of the entrance to the Stourport down loop siding,and the Driver must not proceed until he has received a handsignal from the Shunter.FOLEY PARKInterchange between B.R. Line and Severn Valley Railway Line. A sleeper block is locked acrossthe line at the end of the Foley Park branch and marks the boundary between B.R. and the SevernValley Railway. The key to the sleeper block is kept in Kidderminster .1n. box. The Signalman willmake an entry in his train register each time the key is taken from and returned to the box and theseentries must be countersigned by the B.R. Person in charge of the movement.Two sets of trap points, controlled from a ground frame, are provided 80 yards on the SevernValley Railway side of the sleeper block. One set is facing to movements from Kidderminster and thelever operating them is released by an Annett's key attached to the Severn Valley Railway train staff.The other set is facing to movements from Bewdley and the lever operating them is released by anAnnett's key attached to the B.R. train staff.STOURBRIDGE TOWN BRANCHThe train staff for the Stourbridge Junction—Stourbridge Town section may be retained by theDriver after returning from Stourbridge Town provided he is working the next train to StourbridgeTown.BETWEEN SMETHWICK JUNCTION AND STOURBRIDGE JUNCTIONWhen it is necessary to introduce single line working over the down or up line between StourbridgeJunction and Rowley Regis, or a box beyond, all class 7, 8 and 9 trains must be assisted in rear.LANGLEY GREENBritish Industrial Plastics Ltd. Sidings. Movements to and from B.I.P. Sidings must only be madeunder the control of the Shunter in charge who must work in conjunction with the firm's representative.When a movement requires to enter the sidings, the Shunter must obtain the key to the groundlever padlock from the Signalman at Langley Green box before contacting No. 2 Gateway of B.I.P.Ltd. and arranging for the gates to be opened.

285Langley Green—continuedWhen the key has been taken from the box movements to and from the East end of the upMarshalling Yard must be made only with the permission of the Shunter in charge.After the train has been berthed and the locomotive released, the Shunter must ensure that thefirm's representative has closed and locked the gates before securing the points in the normal positionand returning the key to the signalbox.Albion Bottle Co. Ltd. Siding. Only four wheeled vehicles must enter the sidings, and care mustbe exercised when attaching and detaching vehicles.Messrs. Albright & Wilson's Siding. Vehicles for the siding must not be loose shunted.Working of Oldbury Branch Sidings. The One Train Working Regulations apply beyond the"Commencement of Staff Section" board. A Shunter will normally accompany every movement onthe Oldbury Branch and he is authorised to receive and deliver the Train staff.Although the line beyond the "Commencement of Staff Section" board is a siding a tail lampmust be carried on the rear vehicle of the train at all times.ROWLEY REGISUp through Freight Trains. Up through freight trains assisted in rear which have vehicles to detachat Rowley Regis must stop with the assisting locomotive adjacent to the box. The Driver of theassisting locomotive must work to the instructions of the Signalman. Traffic on such trains must beput off at the East End.Shell Mex & B.P. Ltd. New Sidings Down Side. The Shunter must advise the firm what a trainis approaching and arrange for the sidings entrance gate and the gas barrier to be opened.Movements to and from the siding must not exceed 5 m.p.h. and must be under the control ofthe Shunter who must work in conjunction with the firm's representative. The Guard must relay handsignals between the Shunter and Driver as required.Trainmen must place all matches, cigarette lighters, etc., in the receptacle provided at the entrancegate.BETWEEN HANDSWORTH AND SMETHWICK JUNCTIONMethod of Working. The down and up goods lines are worked in accordance with the One TrainWorking Regulations with the exception that down trains to Smethwick .1n. must travel over the downgoodl line and up trains to Handsworth must travel over the up goods line.Cement Marketing Company's Sidings. The Guard/Shunter must between 07 00 and 18 00 obtainthe permission of the C.M.C. Intake Foreman before authorising a movement into the sidings. At anyother time the Guard/Shunter must ensure that C.M.C. staff are not at work at the unloading hopperhous before authorising a movement into the sidings.Coopers Metal Sidings. The Guard/Shunter must ascertain that the lever operated wheel stop,situatbd within the siding gates, is in the open position before authorising a movement into the sidings.Birmingham Corporation Water Main Over Halford Lane Bridge. If a burst occurs in this watermain which is likely to affect railway property the Signalman at Smethwick .1n. box must be advisedaccordingly.BETWEEN SWAN VILLAGE AND WEDNESBURY CENTRALMethod of working. The Swan Village goods line between the Commencement/End of Staff sectionboards at Wednesbury Central and Swan Village is worked in accordance with the "One TrainWorking" regulations.ihe Train Staff is located at Wednesbury Central Steel Terminal and no movement must enterupon the Swan Village goods line until the Driver has obtained it from the Person in charge atWednesbury Central Steel Terminal. The Train Staff must be handed back to that person on return.An entry must be made in a book, supplied for the purpose, each time the Train Staff is issued andagait when it is returned.he "End of Staff Section" board at Wednesbury Central must not be passed by a down trainwith cut the authority of the Person in charge at Wednesbury Central Steel Terminal.Swan Village Coal Concentration Depot. The hand points in the three way connection inside theCoal Concentration depot are clipped and padlocked for the neck and the key to the padlock isattached to the Train Staff. The points must be unlocked for movements to the Coal Concentrationdepcn and when shunting has been completed the Guard or Shunter must reset the hand pointstowards the neck and secure them with the clip and padlock.WEDNESBURY CENTRAL STEEL TERMINALArnott Young and Norton Metals. The Driver of movements returning from Messrs. Arnott Youngand slorton Metals' private sidings must not pass the "Stop" board at 137m. 30ch. without firstobta fling the authority of the Person in charge at Wednesbury Central Steel Terminal to do so.

286Wednesbury Central Steel Terminal—continuedPatent Shaft Steel Works, Monway Sidings. The Person in charge at Wednesbury Central SteelTerminal must advise the Person in charge at Patent Shaft Steel Works when a loaded train hasarrived and he must obtain his permission for a train to enter No. 1 discharge road (if an oil train)or No. 3 road (if a merchandise train).The speed of movements into, within and out of Monway Sidings must not exceed 5 m.p.h.Trains conveying loaded tanks must be positioned on No. 1 discharge road in accordance withthe instructions of the Person in charge of Patent Shaft Steel Works and the locomotive must not bedetached until the vehicles have been properly secured. After unloading has been completed, thelocomotive must not be attached and the right away signal to the Driver given until the Certificateof Readiness has been received and the instructions as shown in the Working Manual for Rail Staff,Part 3 (Pink Pages) clause E2/17 observed.The Guard must obtain the permission of the Person in charge at Wednesbury Central SteelTerminal before authorising the Driver to pass the "Stop and Await Instructions" board at the endof the Monway/Up Refuge Sidings.The points leading from the Up Refuge to the Up Goods line will be clipped and padlocked formovements into the neck when B.R. Staff are not on duty.Patent Shaft Steel Works staff are authorised to stable wagons on the Up Refuge siding, but notahead of the "Stop and Await Instructions" board.Scrap Dock Siding. When returning from this siding a Driver must not pass the "Stop" boarduntil he has received the authority of the Person in charge at the Wednesbury Central Steel Terminalto do so.BETWEEN WEDNESBURY CENTRAL STEEL TERMINAL ANDWOLVERHAMPTON STEEL TERMINALMethod of working. The down goods arrival line and the up goods departure line are workedunder the Absolute Block signalling conditions, under the authority of the Person in charge atWednesbury Central Steel Terminal and Wolverhampton Steel Terminal, as under:—Down goods arrival line. One train only must be allowed to be in the section at any one timebetween Wednesbury Central Steel Terminal and the "Stop" board located on this line at the entranceto Woverhampton Steel Terminal. A Driver must not proceed until he has received the authority ofthe Person in charge at Wednesbury Central Steel Terminal to do so.Authority must not be given for the ground frame at Stow Heath to be released or the hand workedcrossing, between Stow Heath ground frame and Wolverhampton Steel Terminal to be used if a trainhas been allowed to leave Wednesbury; nor must a train be allowed to leave Wednesbury if authorityhas been given to use the Stow Heath ground frame or the intermediate crossover.Up goods departure line. One train only must be allowed to be in the section at any one time betweenWolverhampton Steel Terminal and the "Stop" board at Wednesbury Central Steel Terminal, near to137m. 1 Och. A Driver must not proceed until he has received the authority of the Person in chargeat Wolverhampton Steel Terminal to so do.Stow Heath Ground Frame. Shunting movements to Stow Heath Sidings and Esso private sidingmust travel from Wolverhampton Steel Terminal via the up goods departure line and when shuntingis completed must return through the Stow Heath ground frame and the down arrival line.The ground frame is secured by padlock and the key kept by the Person in charge atWolverhampton Steel Terminal, which key must be obtained by the Guard or Shunter on each occasionthe ground frame is required to be used.Before the crossing from down goods arrival to up goods departure is operated, the Guard orShunter must replace the stop signal to the Danger position which must remain in that position untilthe shunting has been completed and the train is on the down goods arrival line and is ready to depart.The ground frame must be relocked by padlock and the key returned to the Person in charge atWolverhampton Steel Terminal.Stow Heath—Refuge Siding, adjacent to down goods arrival line. The hand points for this sidingare clipped and padlocked for movements along the down goods arrival line and the key held by thePerson in charge at Wolverhampton Steel Terminal. When it is required for this siding to be used,the Guard or Shunter must obtain the key from the Person in charge at Wolverhampton Steel Terminaland return it after use. Before the points are unclipped, the Stop signal at the ground frame must beplaced at Danger where it must remain until the shunting has been completed, the points set for throughmovements along the down goods arrival line and clipped and relocked.Crossover between the down goods arrival line and the up goods departure line at 140m. 60ch. If thedown goods arrival line is clear to the "Stop" board at Wolverhampton Steel Terminal this crossovermust not be used unless the stop signal worked from Stow Heath ground frame has been replacedto the Danger position.Protection of Trains stopped by Accident etc. Trains stopped by accident, failure, obstruction orother exceptional cause, must be protected in accordance with the provisions of the Rule Book,Section "M", except that Trainmen must contact the Person in charge at Wednesbury Central SteelTerminal or Wolverhampton Steel Terminal instead of the Signalman, as referred to in the rule.

287Between Wednesbury Central Steel Terminal and Wolverhampton Steel Terminal—continuedFailure of Communications. Should there be no communication between the Persons in chargeat Wednesbury Central Steel Terminal and Wolverhampton Steel Terminal, trains may be allowed toproceed providing the usual time has elapsed for the preceding train to clear the section plus anallowance for the train having to run at reduced speed. When trains are sent under the "Time interval"arrangement, the Driver and Guard of each train must be advised accordingly and instructed to proceedcautiously.BROMLEYA train requiring to work at the sidings, the Driver of which is in possession of the "One trainworking" staff for the Pensett branch line, must only return to Kingswinford Junction South box viathe single line.PENSNETTMessrs. Lunt Comley Pitts Sidings. Trains arriving on the single line from Kingswinford JunctionSouth may proceed to L.C.P. Sidings via Nos. 1, 2 or 3 B.R. Siding and trains returning from L.C.P.Sidings may similarly proceed via any of these sidings.All arriving trains or locomotives must stop at the "Stop and Await Instructions" board and theGuard or Shunter must ascertain that it is safe for the train to proceed as far as the L.C.P. Siding gates.The Guard or Shunter must then liaise with the L.C.P. Shunter.The L.C.P. Siding gates are normally open from 09 00 to 17 00 Monday to Friday only, but trainsarriving after 17 00 may be stabled by B.R. Staff by prior arrangement with L.C.P. providing that theGuard or Shunter first ascertains that the gates are open and a siding is available for the train.Locomotives are prohibited from working over the hopper plant. Sufficient additional vehiclesmust be attached between the locomotive and the vehicles to be detached or attached at the siding toobviate the necessity for the locomotive to go over the hopper plant.DERBY TO BLACKWELL AND BRANCHESDERBYDerby C. & W. Works. Coaching stock vehicles when propelled on to the inwards line must havethe automatic brake connected up and in use, the Guard or Shunter complying with the instructionscontained in the second paragraph of the preamble to Table Fl of this book.hould, however, the propelling movement consist of a variety of coaching stock vehicles whichprecludes the use of the automatic brake, a sufficient number of staff must be in attendance to relayhandsignal(s) from the Guard or Shunter, who must ride in the leading vehicle, to the Driver.St. Andrew's Depot. Shunting movements from the depot must normally be made towardsSt. Andrew's Siding 2. The Signalman at Derby box must be advised the description and destinationof trains requiring signal DY.432 to be cleared.A down direction movement must not be made beyond the notice boards leading from St. Andrew'sSiding 1 or 2 towards the L. & N.W. Jn. direction until the permission of Signalman at Derby boxhas been obtained, by telephone.SINFIN BRANCH•i'he instructions for working single lines by the Tokenless Block System conta:ned in the GeneralAppefidix will apply with the exception of Instruction 1. The section of line is fully track circuited andthe clearing of the section signal will be the Drivers authority to proceed on to the single line. Exceptas shown in Instructions 3, 4, 5, 6 and 7, Drivers must not proceed unless the section signal has beencleared.In connection with Instruction 7, if there is a failure of the signals applying to the single branchline but all track circuits are working correctly and show clear, a Pilotman will not be appointed andDrivers may pass the signal concerned at Danger on instructions from the Signalman at Derby box.Sinfin Nos. 1, 2 and 3 ground frames. Trains must not be shunted into the intermediate sidingsat Sinfin Nos. 1, 2 and 3 ground frames for other trains to pass.infin Central Station. A "Train ready to start" plunger is provided on Sinfin Central platformand Guards must press the plunger when the train is ready to start.

288SUNNY HILLA train must not proceed in the wrong direction from Sunny Hill East frame to signal DY.375until the permission of the Signalman at Derby box has been obtained by telephone. He must beadvised the description and destination of the train.BURTON-ON-TRENTA maximum of three vehicles may be propelled on the up main line from signal DY.141 (LeicesterIn.) for the purpose of attaching them to the rear of a train standing in the up main platform line atBurton-on-Trent station. After attaching the vehicle(s), the locomotive may return towards signalDY.148.Trains booked to call. Up trains conveying more than 10 coaches booked to call at the stationmust be brought to a stand with the rear, 10 coaches of the train in the platform.Down and up trains conveying Post Office vehicles must be brought to a stand with the Post Officevehicles in the platform.Propelling movements from the West Yard Siding to Burton Fuel and Inspection Point. Drivers ofpropelled movements from the Burton West Yard Sidings to Burton Fuel and Inspection Point via theup goods line must come to a stand short of the connection leading from the up goods line to the Fueland Inspection Point for the Guard to ascertain that the line is clear before completing the movement.Shobnall Siding—Wellington Street Level Crossing. Drivers of a propelled movement travellingtowards the crossing from the Leicester Junction direction must bring their locomotive to a standadjacent to the miniature yellow-arm repeat signal situated 230 yards on the approach side of thecrossing. A further movement towards the crossing must not be made until the miniature yellow-armrepeat signal has been cleared for the movement.A brake van, in which a Guard must ride, must be the leading vehicle on all propelled movementsand a sufficient number of wagon brakes to control the movement must be applied. A propelled movement,excluding locomotive and brakevan, must not exceed 22 S.L.U.All drawn movements towards Leicester Junction must have a brake van, in which a Guard mustride, as the rearmost vehicle on the train.To operate the signals at the crossing, the Guard or Shunter must carry out the followingprocedure:—(1) Press plunger in cupboard adjacent to signal concerned.(2) When the two white lights in the cupboard are illuminated, to indicate that all road lights areat Red, unlock the appropriate ground frame and clear the stop signal concerned.(3) When the movement is clear of the crossing, the Stop signals must be replaced to Dangerand the Annetts key withdrawn from the ground frame.Should either of the white lights in the cupboard fail to illuminate, the Guard or Shunter in chargeof the movement may work in accordance with the normal instructions for operation as above butmust, in addition, immediately report the failure to the Area Manager by means of the telephoneprovided.In the event of both white lights failing to illuminate, the Guard or Shunter in charge of themovement must immediately advise the Area Manager of the circumstances, by means of the telephoneprovided, and, when the movement to be made over the crossing is a propelled movement from theLeicester Junction direction, the train must not proceed over the crossing until either the failure hasbeen rectified or a sufficient number of handsignalmen to protect the crossing have been provided.In the case of a movement, other than a propelled movement, the Guard or Shunter in charge musttake action to stop any road traffic concerned, advise the Driver of the train of the circumstances,instruct him to proceed cautiously over the crossing and be prepared to stop short of any obstruction.LEICESTER JUNCTIONDriver's Relief. Drivers of down trains requiring relief must bring their trains to a stand at the"B" relief cabin, to ensure that the train is clear of the junction.BRANSTON SIDINGSWhen the "OFF" indicator, working in connection with the shunting signal (DY.99) applyingfrom the shunting neck to the up or down through siding, is exhibited, the Driver may commence theset back movement without receiving a hand signal from the Guard or Shunter, but he must proceedcautiously keeping a sharp lookout and be prepared to act on a hand signal when the Guard orShunter comes into view.The permission of the Signalman at Derby box must be obtained by the telephone situated at theBranston Sidings ground frame before a movement is made past the "Stop & Telephone" board towardsBirmingham Curve Junction on the down Birmingham Curve through sidings.When detained at the position light signal on the down Birmingham Curve through siding atBranston Sidings, Trainmen must make use of the telephone situated at the Branston Sidings groundframe.

289KINGSBURYWarwickshire Fuel Oil Co., Private Sidings. The instructions contained in the Working Manualfor Rail Staff, Part 3 (Pink Pages), clause E2/17 apply with the following modifications:—I. All movements to and from the sidings must not exceed 5 m.p.h.2. Before a train enters the sidings, Trainmen must:(i) Place all lamps, including Bardic hand lamps, in the Drivers cab of the locomotive or thebrakevan.60 Deposit matches, cigarette lighters, etc., in the receptacle provided.3. When necessary a special "safe" hand lamp must be obtained from the B.R. Person in charge atKingsbury. It must be returned to him when work in the sidings is completed.4. When the berthing of a train has been completed the locomotive must, unless instructions aregiven to the contrary, return to Kingsbury Shunting Frame.5. The tail lamps, side lamps where applicable, must not be replaced or re-lit until the train has drawnclear of the sidings.Setting back from down main line. Guards of movements requiring to set back from the downmain line to the lie-by, colliery sidings or branch line, must, when the shunting signal controlling themovement is cleared, operate the plunger situated near the shunting signal which will illuminate thestencil "Off" indicator. When the "Off" indicator is illuminated, the Driver may commence the settingback movement without receiving a hand signal from the Guard or Shunter but he must proceedcautiously keeping a sharp lookout and be prepared to act on a handsignal when the Guard or Shuntercomes into view.CASTLE BROMWICHMessrs. T. W. Ward's Ketton Cement Private Siding. When the siding is being serviced at nightthe guard must switch on the lights before commencing work. The switch is located on the first stanchion.Trains are normally marshalled from their starting point to allow the leading portion to bepositioned on No. 2 siding and the remainder on No. I sidings but the following features must beborne in mind when setting the train.I. Presflo wagons must have the discharge valves on the inside i.e. facing the adjacent siding.2. wagons which have the labels overprinted "SR" (sulphate resistant) in blue or red letters mustbe positioned on No. 1 siding at the ground frame end.3. The privately owned 50-tonne wagons may be positioned on either siding as convenient.4. The leading vehicle on each siding must be level with the "Leading Vehicle Stop Here" noticebbard.Guards of departing trains must telephone details of the train loading to Saltley Area FreightCentre, and during the night switch off the lights, before departure.BROMFORD BRIDGEsso Co.'s Sidings. The speed of movements into and out of these sidings and shunting movementswithin the sidings must not exceed 5 m.p.h.WASHWOOD HEATHWest Midlands Gas Board Sidings. The instructions contained in the Working Manual for RailStaff, Part 3 (Pink Pages), clause E2/ 17 apply with the following modifications:—1. All movements into and out of the sidings must be under the control of the B.R. Shunter and mustnot exceed 5 m.p.h.2. Before a train enters the sidings, Trainmen must:—.1 brakevan.(ii)i)Deposit matches, cigarette lighters etc. in the receptacle provided adjacent to the gate.3. When P necessary a special "safe" handlamp must be obtained from the up side shunters cabin.It l must be replaced when work in the sidings has been completed.4. The a B.R. Shunter must work in conjunction with the W.M.G.B. staff while berthing or drawingOutctank wagons at the discharge point.5. The tail lamp, and side lamps where applicable, must not be replaced or re-lit until the train hasdrawn e clear of the sidings.Washwood a Heath Sidings No. 2 Shunting Frame. The down through siding and the portion ofthe "up l and down" through siding under the control of this Shunting Frame may be regarded as withinthe "StationlLimits" of this shunting frame.Washwood Heath Sidings No. 1 Shunting Frame. The "up and down" Lawley Street throughsiding lmay be regarded as within the "Station Limits" of this shunting frame.Dug-Out a Sidings. The Guard or Shunter must obtain the permission of the Person in charge atWashwood m Heath Up Yard before allowing a movement to proceed from the Dug-Out-Sidings towardsNo. 5 ppoints frame.Before s a movement from No. 5 points frame enters the Dug-Out-Sidings, it must be brought toa staid clear of the connection from the up goods line worked from Up Sidings ground frame andthe Guard , or Shunter must ensure that a conflicting movement is not being made.inc

290LAWLEY STREET FREIGHTLINER TERMINALIncoming Trains. The Person in charge will advise the Shunter, who must set the handpoints, ofthe road on which the incoming train is to be berthed.A train arriving in the down direction will draw onto the inland customs road for running-roundpurposes before being propelled into the Freightliner Depot. The Guard will be responsible for alloperations in connection with the running-round movement. When drawing onto the up goods lineor "up and down" Lawley Street through siding prior to propelling into the Freightliner Depot, theDriver of a train of up to 45 S.L.U. must bring his train to a stand at the board lettered "45 wagons"and the Driver of a train of up to 60 S.L.U., at the board lettered "60 wagons".When a train is ready to be propelled into the Freightliner Depot, the Guard/Shunter must afterthe appropriate signal 5Y454, SY462, SY464 or SY466 has been cleared, operate the plunger at thesignal concerned to illuminate the associated "OFF" indicator. This will be authority for the Driver tocommence the setting back movement without receiving a hand signal from the Guard or Shunter,but he must proceed cautiously keeping a sharp lookout and be prepared to act on a hand signal whenthe Guard or Shunter comes into view.The Guard/Shunter will control the setting-back movement until berthing has been completed.When the train is brought to a stand in its final berthing position the Shunter must apply the handbrakeson the three vehicles, in the case of 15 vehicle trains, four vehicles on 20 vehicle trains, nearest to thelocomotive before the locomotive is detached.If the setting-back movement does not stand clear inside signal SY.207, the authority of theSignalman at Saltley box must be obtained before the train is drawn forward.Departing Trains. The Person in charge of the Freightliner Depot will be responsible for callingthe locomotive back on its train.On arrival with the locomotive, the Guard must report to the Person in charge of the terminalwho, when ready, will advise him that the air brakes of the train have been fully applied by the staticequipment. After the locomotive has been coupled to the train by the Shunter, the Guard must, withoutdelay, check and take off all handbrakes on the train and carry out the air brake continuity test. Whenthis has been done he must advise the Person in charge or the terminal accordingly.Before departure the Guard must receive from the Person in charge at the terminal a certificateto the effect that the containers on the train have been secured properly and that an oil tail lamp,filled, trimmed and lit as necessary, or an electric tail lamp sufficiently charged, is in position at therear of the train. Final authority to depart will be given verbally, or by handsignal, by the Person incharge.Trains requiring to depart in the down direction will be drawn to the up reception road, WashwoodHeath, where running round will be carried out under the control of the Person in charge at WashwoodHeath.CASTLE DONINGTONA white light is provided on the "Stop and Await Instructions" boards applicable from thefollowing lines:—C.E.G.B. arrival.C.E.G.B. departure.Engine run round.Arrival.Departure.Drivers of trains must not proceed over Back Lane Crossing unless the white light is displayedon the board concerned.WORTHINGTON BRANCHThe Train staff when not in use is locked in a release instrument located adjacent to the singleline near the "Commencement of Single Line" notice board.It is important that the small end of the staff is the one inserted into the instrument atWorthington Junction.The Guard must contact the Signalman at Derby box on the return journey after the staff hasbeen replaced in the release instrument.If there is any failure of the apparatus the person operating the instrument must act in accordancewith the Signalman's instructions.FINDERN LEVEL CROSSINGIf signal DY.298, down Stoke line, has failed, the Driver must, before passing it at Danger inaccordance with Rule Book, Section K, clause 3.3.1, operate the plunger provided at the signal to lowerthe barriers at Findern level crossing. The train must not proceed until the Driver is satisfied that thebarriers at Findern level crossing are lowered and the crossing is clear and, in addition, the Drivermust approach the Willington level crossing cautiously and not proceed over this crossing until he issatisfied it is safe to do so.

291UTTO XETERUp Sidings Ground Frame. Trains must not set back over the up main line, from the ground frametowards Pinfold Crossing box.CRESSWELLThe hand points leading from the branch siding to the park sidings are secured by clip formovements along the branch siding.After completion of work at the park sidings, Guards must ensure that these hand points areset and clipped for movements along the branch siding.If the Signalman at Cresswell box has authorised a conflicting movement to or from the parksidings, Guards of trains which have come to a stand at the "Termination of Single Line" boardwill be informed accordingly by their Driver and must go forward to check that the hand pointsleading to the park sidings are correctly set and secured for movements along the branch siding, themovement is in the park sidings and that such siding is sufficiently clear to enable the train to drawforward clear of the hand points.CHEADLEOn completion of shunting operations, the Guard, or Shunter in charge, must ensure that thepoints of the connection from the single line to the former platform line are clipped and padlockedfor movements from the single line to the former platform line.KNIGHTON SOUTH JUNCTIONDown Branch Starting Signal. Drivers of trains brought to a stand at the down branch startingsignal (at Saffron Lane) must immediately advise the Signalman at Knighton South Junction by thetelephone situated at Saffron Lane frame.Up Single Line Home 2 Signal. Guards of trains or Drivers Assistants of light locomotivesdetained at the single line up home 2 signal must advise the Signalman at Knighton South Junctionbox, by the telephone situated 275 yards before reaching the up single line home 2 signal, when theirtrains have arrived at the home 2 signal complete with tail lamp attached.Train for Saffron Lane C.E.G.B. Sidings. Trains conveying 100 ton tanks must not bepropelled from Knighton South Junction to Saffron Lane Sidings. The locomotive must run round viaWigston North Junction and draw the train to the C.E.G.B. Sidings.SAFFRON LANEC.E.G.B. Sidings. The signal applying from the Electricity Works is operated by SaffronLane ground frame. The normal position of this signal is clear, and Guards of trains requiring to enterthe C.E.G.B. sidings, must, after satisfying themselves that no conflicting movements are being made,place the signal to Danger and ensure by observation that the arm returns to that position. Aftercompletion of work in the sidings, the Guard must place the signal to the Clear position when the trainhas been drawn on to the single line clear of the connection leading to the sidings.Leicester C.E.G.B. ground frame. The normal position of the scotch blocks is across the exitsfrom the reception roads, at the Braunstone Gate end and they must be secured in this position whenshunting operations are complete.Braunstone Gate Chord Line. The permission of the Signalman at Knighton South Junctionbox must be obtained by telephone, before any train or shunting movement is made onto the Chordline. The Signalman must also be advised when any train or shunting movement is withdrawn.On each occasion when a movement had passed clear of, or has been withdrawn from, the Chordline at the Braunstone Gate Goods yard end, the Person in charge of the movement must advise theSign an at Knighton South Junction box by telephone.DESFORD COLLIERY SIDINGShen a down train composed of 30 or more HAA vehicles is ready to leave the sidings the Signalmanat Desford Colliery Sidings box must be advised accordingly by the Shunter or by the Guard ifthe Shunter is not on duty.BAG WORTHAttaching by Up Freight Trains. When an up freight train has to attach vehicles from the frontand/or back sidings, sufficient wagon brakes must be pinned down to necessitate the Driver applyingpower to draw the train on to the up goods line.The Guard must accompany the vehicles from the siding to the running line and applyaddit4mal brakes as necessary to ensure the train being kept under control.When the Driver feels sufficient brakes have been applied, he must give two short blasts on thehorn to indicate he is satisfied that sufficient brake power is available to control the train and to stop itclear f the connection in the up goods line.

292Bagworth—continuedThe Guard must then rejoin his brake and gravitate it on to the train. After the brake has beenattached to the train and the wagon brakes lifted, the Guard must exhibit a green hand signal to theDriver to indicate that the train can leave, which the Driver must acknowledge on the horn. Thetrain must not start until these signals have been exchanged.BARDON HILLCliffe Hill Sidings. The exhibition of a white aspect by the two colour light signals provided forthe purpose of correctly positioning vehicles for loading indicates that the train may proceed forwardslowly. When the vehicles are correctly positioned a red aspect will be exhibited by the signals. Thisprocedure continues until the whole train is loaded.These signals are for loading purposes only and the guard will be responsible for authorising theDriver to leave the siding.Shunting at Bardon Hill Ground Frame. A loud sounding bell, situated at the exit from thesidings is provided to assist with the running of through trains. This bell will be operated by theSignalman at Bardon Hill box when it is necessary to clear the main lines for through trains andthe Person in charge of the shunting movement, must arrange for shunting on the main lines to ceaseimmediately.Switch Scotch Blocks are provided on Nos. 4, 5 and 7 sidings and the normal position ispadlocked across the sidings. After shunting operations have been completed the scotch blocks mustbe secured in the normal position. The key to the padlocks is kept in Bardon Hill signal box.COALVILLEA set back indicator, not normally illuminated, is provided on the notice board lettered 33 MGR onthe down goods No. 2 line between Coalville Crossing and Mantle Lane boxes. When it is necessary fora train to set back into the neck, provided the signal applying to the neck has been cleared, the Guard orShunter in charge of the train must press the plunger which will cause the set back indicator to beilluminated. The indicator will be extinguished by releasing the Plunger. Set back movements must onlybe made during the time the indicator is illuminated and must stop immediately it is extinguished.BETWEEN COALFIELDS FARM GROUND FRAME AND COALVILLE JUNCTIONThe instructions for working single lines by the Tokenless Block System shown in the GeneralAppendix will apply with the exception of Instruction I. The section of line is fully track circuited and theclearing of the signals for the single line will be the Driver's authority to proceed on to the "down and up"goods branch line. Except as shown in Instructions 3, 4, 5, 6 and 7, and the following paragraph, Driversmust not proceed unless the signal concerned has been cleared.In connection with Instruction 7, if there is a failure of the signals applying to the "down and up"goods branch line but all the track circuits are working correctly and show clear, a Pilotman will not beappointed and Drivers may pass the signal concerned at Danger on instructions from the Signalman atCoalville Crossing box.COALFIELDS FARM BRANCHCripple Siding—Except when movements require to be made to and from the cripple siding, thepoints in the running line leading to and from the cripple siding must be set and padlocked along therunning line. The key to the padlock is kept at Coalfields Farm ground frame.Rapid Loading Bunker—Inwards trains composed of MGR vehicles must be drawn into the bunkerloading line at a speed not exceeding 3 m.p.h. on clearance of the position light ground shunting signalconcerned.The train must then be propelled through the bunker for loading purposes, each 6 wagon groupbeing loaded in turn.MANTLE LANEUse of Guard's Telephone. Telephones are provided 400 yards and 300 yards before reaching the upgoods starting signal and the Guard of an up train, or Driver's Assistant in the case of a light locomotive,must inform the Signalman at Mantle Lane box immediately the train complete with tail lamp has arrivedat the starting signal.A telephone is provided at the locomotive holding siding and must be used to advise the Signalmanwhen a locomotive is ready to leave and what train it is to work.MOIRA WEST JUNCTIONThe Driver's Assistant on each train which requires to proceed from the up sidings to Donisthorpeor Measham via the ground frame connection must obtain the train staff from the Signalman at MoiraWest Junction box. In the event of the locomotive being single manned, this duty must be undertakenby the Guard.

293Moira West Junction—continuedLoading Bunker—All movements through the Bunker will be under the control of the Bunkeroperator who will authorise each movement.Trains will be drawn through the Bunker, at a speed not exceeding 3 m.p.h., for the purpose ofweighing each vehicle. Drivers must draw their train to the "35 MGR" board before detaching thelocomotive to run-round.Trains will be drawn back through the Bunker, at a speed not exceeding 3 m.p.h. to be loaded.MEASHAMThe signal applying from the Colliery siding is operated by a lever at the foot of the post. The normalposition of this signal is clear and Guards of trains requiring to enter the Colliery Sidings must, aftersatisfying themselves that no conflicting movements are being made, place the signal to Danger. Aftercompletion of work the Guard must place the signal to the Clear position.The swivel scotch block on the Measham side of the "commencement/end of single line" boardsmust be kept padlocked across the railway except when it is necessary for it to be moved for the passageof a train •DONISTHORPEduards of trains requiring to enter Exchange Sidings from either end must ensure that no conflictingmovement is being made by the N.C.B., obtain the permission of the N.C.B. Person in charge atDonisthorpe Colliery weighbridge and press the plunger located adjacent to No. 2 ground frame whichwill lock the colliery trap points in the run off position.The N.C.B. Person in charge must be advised when work is completed and the outward train isclear of the Exchange Sidings.SWADLINCOTEExcept in an emergency, only one locomotive or two or more coupled together, is permitted to be inthe sidings or on the single line between Swadlincote ground frame and Cadley Hill at any one time.Trains must be drawn in each direction over the single line and if not fully fitted must have a brakevan in, rear.KINGSBURY BRANCHBaddesley Colliery. The catch points, trailing in the down direction, in the Baddesley Colliery branch linenear bridge No. 29 are locked for the throw off position and released by a key attached to the Train StaffMovements from and to the Kingsbury branch must come to a stand before reaching these catchpoints to enable the Guard or Travelling Shunter to close them for the passage of the train. As soon as thetrain has passed clear of the catch points the Guard or Travelling Shunter must lock them for the throwoff poSition.Dwill obtain u the permission of the B.R. Guard before he allows an N.C.B. locomotive to make anymoveMent into the sidings. This permission must only be given after a complete understanding has beenrreachett between the Guard and the N.C.B. Shunter as to the movements requiring to be made.inBirch Coppice Hall End Sidings: N.C.B. Telephone Local Instructions. A telephone is providedat Hall g End Ground Frame to allow communication between B.R. Trainmen and the N.C.B. LocalWeighbridge t Office or Colliery Control, when the Weighbridge is closed.1. AhB.R. Train or Locomotive must not enter the Birch Coppice Branch or N.C.B. Sidings until theGuard/Shunter has obtained permission from N.C.B. staff.2. T14 e Guard/Shunter must advise the N.C.B. staff when a departing train or Locomotive is clear of thesidings t and the Ground Frame has been replaced to normal.3. In ithe event of a communications failure, no movement as in (1) above is permitted until theGuard/Shunter m has personally ascertained that no N.C.B. Locomotive is moving and working in theSidings.BircheCoppice Colliery. Vehicles for the colliery must be drawn into No. 1 siding alongside theBirch a coppice Colliery branch by a B.R. locomotive, which must return to the Kingsbury end of thesiding Bi over the Birch Coppice Colliery branch..R.NARBOROUGHl nderby Branch. The Driver of a train from the Enderby Branch must telephone the Signalman atNarb orough Station box for permission to pass the "Stop and Await Instructions" board.co

294DAW MILL COLLIERY SIDINGSTrainmen entering these sidings must contact the Colliery Sidings Weighbridge Office for permissionto pass the double-sided Stop Board and when leaving obtain the permission from the Signalmanat Saltley box. Guards of departing trains must inform Birmingham Control of the loading of theirtrains. Drivers of departing trains of up to 30 wagons must bring their trains to a stand at the boardlettered "30 wagons" and Drivers of trains of up to 45 wagons, at the board lettered "45 wagons".COLESHILLWest Midland Gas Board Sidings. The instructions contained in the Working Manual for Rail StaffPart 3 (Pink Pages), clause E2/17 apply with the following modifications:—BR. Trainmen working these sidings must comply with the instructions given them by theW.M.G.B. Person in charge. B.R. movements must not enter these sidings unless W.M.G.B. Person incharge is in attendance. After work in the Siding has been completed, the hand points must be set towardsthe Down Refuge Siding.Trains will normally arrive on No. 4 reception siding and on arrival the Trainmen must ensureth at :—(i) all naked lights, i.e. tail and side lamps are extinguished and removed.(ii) matches, cigarette lighters, etc., are deposited in the receptacle provided, and the Guard mustobtain from the W.M.G.B. Person in charge a special "safe" hand-lamp which must be usedwhilst working in the fuel discharge area.The B.R. locomotive must run round the train via No. 2 reception siding. The brake van, if provided,must then be detached and placed on one of Nos. 5 to 9 reception sidings but the barrier wagons must beleft attached to the train. The Driver must then change cabs.The B.R. Guard will be responsible for all uncoupling and coupling of the train.The berthing of tank wagons in the discharge sidings must be carried out under the supervision ofthe W.M.G.B. staff on the ground, who will pass the necessary instructions by radio telephone to theW.M.G.B. staff travelling in the cab of the locomotive. The Driver must work to the verbal instructionsgiven him on the locomotive.The train must be propelled from the reception sidings to the discharge siding over the weighbridgeat a speed not exceeding 2 m.p.h. Before this movement commences, the Guard must proceed to thefront weighbridge where the W.M.G.B. Person in charge will advise him when the movement may becommenced.A train must not depart from the discharge sidings until the W.M.G.B. Person in charge has handeda certificate of readiness to the Guard. This certificate does not, however, relieve the Guard of carryingout the provisions of Rule Book, Section H, Clauses 4.3 and 6.3.The Guard of a departing train must advise the Divisional Control of the train loading details, bytelephone.Distillers Co. Ltd. Private Siding. Access to this siding is via the handworked points in the trailingconnection from the down slow line to the down siding.When the Firms' staff are engaged upon any work in connection with wagons in the private siding,a red flag will be exhibited at the entrance to the siding near to shunting signal SY.508. During this time,the Guard in charge of a movement requiring to enter the private siding must obtain permission from theFirm's staff. If the Firm's staff are not available, the Guard must dial Extension 35 on the telephonesituated on the outside wall of the Weighing Machine building to obtain permission.If a red flag is not exhibited, the Guard must carry out the provisions of Rule Book, Section J,clauses 3.3 and 3.10.B.R. locomotives must not pass over the weighbridge.FIVE WAYSDepending on the length of any train brought to a stand at signal NS. 453 (immediately in advanceof up platform), the Guard should be prepared to reposition himself to facilitate exchange of handsignalswith the Driver in accordance with the Rule Book, Section H, clause 5.7.2.HALESOWEN JUNCTIONLongbridge Sidings. Movements of carflats in these sidings must be restricted to 5 m.p.h.COLWICH TO MACCLESFIELD AND BRANCHESHEM HEATHLoading Bunker—All movements through the bunker are under the control of the Bunker Operatorwho will authorise each movement.Trains must be drawn through the bunker at a speed not exceeding 3 m.p.h. for the purpose ofweighing each vehicle. When the train has been drawn through the bunker, the Driver or Guard must,before the locomotive is detached, confirm by means of the telephone situated at the most northerlyconnection of the bunker line that the weighing has been successfully completed.

295Hem Heath—continuedWhen the vehicles have been successfully weighed and the locomotive has run round, the train mustbe drawn through the bunker at a speed not exceeding m.p.h. to be loaded.Movements during the time the B.R. Person in charge is not on duty. When it is necessary for amovement to be made past a "Stop and Await Instructions" board during the time the B.R. Person incharge, is not on duty, the Guard will be responsible for authorising the movement and has been ensuredthat the points are set for the required movement.STOKE-ON-TRENTWithdrawal of Guards from Terminating Freight Trains—Rule Book, Section H, clause 4.16.Guards are authorised to leave terminating freight trains without being relieved by a Guard or Shunterat the following , locations:—Down goods, signal SE.96.Up goods, signal SE.87.Up goods, Signal SE.39.During fog or falling snow the Guard must protect his train in accordance with Clause A2 ofthe Instructions relating to Lines worked on Permissive Block System in the General Appendix, beforeleaving his train.If the Guard has left his train before fog or falling snow conditions apply, the Signalman mustverbally advise the Driver of a following train of the circumstances before allowing such train to enterthe occupied section.Stoke Yard—North End. Before a propelled movement is authorised from the Goods Terminal toStoke Yard North End arrangements must be made by the Person in charge at the Goods Terminal withthe Person in charge at Stoke North Yard.GRANGE JUNCTIONWithdrawal of Guards from Down Terminating Freight Trains—Rule Book, Section H, clause 4.16.During clear weather only, Guards are authorised to leave terminating freight trains at signal GE.2 Iwithout being relieved by a Guard or Shunter.LONGPORTV.and Await ol Instructions" board, the Guard must contact the colliery weigh office to ascertain whichempty wagon siding is clear and having obtained authority to proceed must set the points for the sidingconcerned st and instruct the Driver to draw forward to the next "Stop and Await Instructions" board.When athe train has been drawn into the siding clear of the up arrival line the Signalman at LongportJunctiOn box must be advised.ntA loudosounding bell, on the side of Longport Junction box warns staff that a train or locomotive isapproaching on the down main line.nCo BETWEEN LEEK BROOK JUNCTION AND CALDON QUARRYl ethod of working. A Train Staff and a metal ticket, coloured red, are provided and the Signalmanat Leek l Brook Junction and the Shunter at Caldon Quarry are the only persons authorised to receive ordeliver i the Train Staff or ticket. Public telephones are provided at Leek Brook Junction Box (Leek 4770)and in Ca'don Quarry Weighbridge Office (Waterhouses 225).eThe Train Staff, or the ticket indicating that the Train Staff will follow on a second train, must becarried r by the Driver of each train. A train must not leave either end with the ticket unless the Driverhas seen y the Staff at that end of the line, except as detailed under sub-heading Disabled Train.A . movement must not be made outside the "Stop and Await Instructions" board at Caldon Quarryunless the Train Staff is at that end.WTrainshto Caldon Quarry. The Shunter at Caldon Quarry must advise the Signalman at Leek BrookJunction, by telephone, when the train has arrived complete with tail lamp at Caldon Quarry clear of the"Stop eand Await Instructions" board.Trains n from Caldon Quarry. When a train is ready to depart, the Shunter must obtain permissionfrom the a Signalman at Leek Brook Junction. If the Signalman informs the Shunter that the line is clearonly t the home signal at Leek Brook Junction. the Shunter must advise the Driver accordingly. Whenthere tr e two trains at Caldon Quarry, the Driver of the first train to depart must be satisfied that theShunt rir or the Driver of the other train is in possession of the Train Staff.Daor breakdown iivan train entering the section to give assistance, the Guard must take the Train Staffto the end at which assistance can be obtained, inform the Signalman at Leek Brook Junction of thecircumstances snand assure him that he has the Train Staff. The Guard must hand the Train Staff to theDriver apof the assisting train and conduct him to the disabled train.brloe

296Between Leek Brook Junction and Ca!don Quarry—continuedIf a train carrying the ticket becomes disabled, the Guard must, except as shown herein, returnwith the ticket to the point from which the train departed and act as shown in the preceding paragraph.If, however, the train is proceeding to Leek Brook Junction and it is more expedient to obtain assistancefrom that point, the Guard, after obtaining an assurance from the Driver that the train will not be moveduntil he has returned with the ticket, proceed with the ticket to Leek Brook Junction box to allow theassisting train to come from there. In this case, it will not be necessary for the Driver of the assisting trainto be in possession of the Train Staff.The Driver of the disabled train must not allow it to be moved until the Guard has returnedand the assisting train has arrived with the Train Staff or ticket.When the services of a Drivers Assistant are not available, the Guard must protect the train inaccordance with Rule Book, Section M, when going for assistance, but before doing so must protect thetrain in the opposite direction by placing on the rail 3 detonators 20 yards apart, at least 300 yardsfrom the train.Train Staff Lost. If the Train Staff is lost, the Person in charge at Leek Brook Junction will arrangefor a Pilotman to be appointed to accompany each train until the Train Staff is found or a replacementprovided. The Pilotman must take possession of the ticket.LEEK BROOK JUNCTIONGuards' telephones are provided alongside the down main line, 380 yards and 180 yards on theMilton side of Leek Brook Junction box and when a train with tail lamp attached comes to a stand clearof the connection with the single line, the Guard, or Driver's Assistant in the case of a light locomotive, mustimmediately advise the Signalman of this by the most convenient telephone. To avoid delay in advisingthe Signalman, the Driver of a light locomotive or short train may bring it to a stand opposite the firsttelephone and after the Signalman has been advised draw down towards the starting signal.BETWEEN LEEK BROOK JUNCTION AND OAKAMOORBoltons Sidings Level Crossing. Trains may pass the "Stop and Proceed" notice boards when it hasbeen ascertained that the crossing is not in use and the gates are closed across the roadway.OAKAMOORBritish Industrial Sand Company's Sidings. Guards must arrange with the firm's staff responsiblefor internal rail movements for such movements to be stopped whilst the B.R. train is entering andworking in the sidings.WOLVERHAMPTON TO CHESTER AND BRANCHESM ADELEY JUNCTIONAn indicator, not normally illuminated, is provided 460 yards in rear of the up loop to up main home3 signal. When the shunting signal applying from the up loop to the down siding is cleared for amovement to be propelled to the down siding, the Guard must press the plunger which will cause theindicator to display the letters 'XR', indicating to the Driver that the signal has been cleared and themovement may proceed.OAKENGATESWarning Bell—Down Trains. A bell is fixed on a telegraph post on the down side at the Wellingtonend of the platform to give warning of the approach of down trains.WELLINGTONWorking of down sidings. Drivers of down trains requiring to work at these sidings must changeends before commencing the setting back movements into the sidings.ABBEY FOREGATEMain Shropshire Siding. A signal worked by a lever situated on the ground between No. I up mainline and the main Shropshire siding is provided for the purpose of protecting shunting operations onsidings 1, 2 and 3.When a train from the Severn Bridge Junction direction requiring to work at siding I, 2 or 3 is at astand on the main Shropshire siding ready to set back the Guard or Shunter in charge must place theprotecting signal to Danger.When a train from the Abbey Foregate direction requires to work at siding I, 2 or 3 the Guard orShunter in charge must, before the train departs from Abbey Foregate, place the protecting signal toDanger and set the points in the main Shropshire siding for siding I, 2 or 3.

297Abbey Foregate—continuedIf it is necessary for the train to set back inside siding 1, 2 or 3 clear of the main Shropshire siding,the Guard or Shunter in charge must, after ensuring that the train is inside clear of the main Shropshiresiding and the points have been re-set for that siding, clear the protecting signal and then advise theSignalman at Abbey Foregate box accordingly.When a train which has been set back inside siding 1, 2 or 3 clear of the main Shropshire siding isready to leave, the Guard or Shunter in charge must obtain the permission of the Signalman atAbbey Foregate box. When permission has been obtained the Guard or Shunter in charge mustimmediately place the protecting signal to Danger and until this has been done the main Shropshiresiding must not be fouled.When a train which has been working at siding 1, 2 or 3 is on the main Shropshire siding ready todepart in the Abbey Foregate direction the protecting signal must be cleared by the Guard or Shunter incharge.Before a train is propelled from Abbey Foregate up sidings to Severn Bridge Junction over the mainShropshire siding the Guard or Shunter in charge must obtain the permission of the Signalman atSevern Bridge Junction. In addition if the propelling movement is to be made from siding 1, 2 or 3 theprotectingBETWEEN SEVERN BRIDGE JUNCTION AND CREWE JUNCTIONs ig n 'Up and down" platform line—If the section signal cannot be cleared but all track circuits inrespect of the line are indicating correctly, the Driver will be instructed by the Signalman to pass theasignallat Danger. If, however, there is a failure of any other signalling equipment, working by Pilotmanmwill be introduced in accordance with Instruction 7 of "Single Lines Worked by the Tokenless BlockuSystem—Instructions to Trainmen" contained in the General Appendix.stbWHITTINGTONe Shell Mex & B. P. Depot. When it is necessary to make a movement between the down main linecand the sidings, the Person in charge must contact the Signalman and come to a clear understandinglregarding the movements to be made and request him to release the ground frame Annett's key. TheSignalman will advise the Person in charge when the key has been released. The Person in charge mustethen turn the key in the key release instrument at the ground frame from No. 1 to No. 2 position. When theaindicator shows "Free" the key must be turned to No. 3 position and withdrawn. The key must then berinserted in the Annett's lock to release the ground frame.e When the movements have been completed, and the train is clear of the points ready to depart ordhas been shunted into the sidings clear of the main line, the key must be withdrawn from the Annett'slock and replaced in the key release instrument, turned clockwise to No. 1 position and the Signalmanwadvised accordingly. The Person in charge, must when requested, press the plunger at the ground frameto h e able the Signalman to restore the key control instrument in the box to the normal position. ThePers e n in charge must not rejoin the train or allow it to proceed until the Signalman has informed himthat n the key control instrument has been restored to normal.p The speed of movements in the sidings must not exceed 5 m.p.h. and will be under the control oftheeguard assisted by a Railman.rmCHIRKis Operation of Klaxon Horn at Cadbury Bros. Siding Ground Frame. Drivers of trains conveying inexcess s of 30 h a v i n g work to do at Cadbury Bros. ground frame must bring their trains to astandiat the up distant signal for Weston Rhyn. Trains conveying up to 30 S.L.U. must come to astand at Chirk Station footbridge.oThe Guard must then obtain the release for the ground frame, set the points for the siding andwhenhe is ready for the train to set back, press the plunger in the telephone cabinet to operate theKla4on f horn, which will be the authority for the Driver to set back into the siding.ortBERSHAM SIDINGSheDrivers and Guards must see that the gates to the colliery sidings are open before commencing toshunt and the Signalman must see that they are closed when work is completed.mThe Colliery Yardman will meet trains at the gate, and the Guards must not commence to detachuntil o they receive his permission.v Locomotives working in the colliery sidings must not pass the end of the screens at the Ruabonend. e The sidings are on a curve and vehicles should not be pushed against the stop block.m Vehicles must be propelled above the screens with great care when passing over the curve, orthrough e the crossing.n Guards of trains detaching or attaching in the neighbourhood of the screens, and where sighting isbad owing to curves, must shunt under the direction of the N.C.B. staff.tis

298Bersham Sidings—continuedWhen a train sets back into the sidings from the up main line and the locomotive has to standinside clear of the points, the Guard must ensure that colliery shunting is suspended while the locomotiveis standing foul of the colliery sidings.Vehicles placed in No. 4 empties siding (furthest from the running line) must be kept sufficientlyclear of the points for the N.C.B. locomotive to pass freely to and from the empty storage sidings.Vehicles which cannot be accommodated within the converging point of the adjoining sidingleading to the screens must be placed on one of the outwards roads.Brake vans must be placed on No. 2 siding.WREXHAM NORTHUp Refuge Siding. When vehicles are stabled in the up refuge siding at Wrexham North a spacemust be left between the vehicles opposite the fog hut for the up main home signal.Transfer Siding (No. 2) and Down Siding Spur. Wheel stops worked by ground levers are fixed atthe exit ends of these sidings. The ground levers are padlocked, the keys being retained in WrexhamNorth signal box.When traffic is to be detached or attached in either of these sidings the Guard or Driver's Assistantmust obtain the key from the signalman in Wrexham North signal box.When work has been completed the Guard or Driver's Assistant, in addition to returning the key tothe Signalman, must assure him that the wheel stops have been locked in the correct position across therail.Stop and Await Instructions boards are provided on the sidings and no train or light locomotivemovements must take place until the Guard or Driver's Assistant has obtained the authority of thesignalman at Wrexham North.BETWEEN BUSHBURY JUNCTION AND OXLEYWorking of the down and up through sidings. The Signalman at Wolverhampton box or the Signalmanat Oxley box will advise the Driver or Guard whenever the Cannock Road Shunter is not on duty.(i) When the Shunter is on duty. Drivers must not pass the "Stop" boards at Cannock Roaduntil authorised to do so by the Shunter.If a train is stopped at the signal controlling the exit from the down through siding at either BushburyJunction or Oxley, the Driver must immediately contact the Signalman concerned for instructions.(ii) When the Shunter is not on duty. Except in an emergency, only one train is permitted to bebetween Bushbury Junction and Oxley at any one time.Drivers must not pass the "Stop" boards at Cannock Road until authorised to do so by the Guard.The Guard must not authorise the Driver to pass the "Stop" board until the Guard has checked that thepoints are correctly set for the safety of the train.All fully-fitted trains will be brought to a stand at the signal controlling the exit from the downthrough siding at Bushbury Junction. The Driver or Guard must immediately contact the Signalman atWolverhampton box and advise him whether or not the train is complete with tail lamp attached.Trains which are not fully-fitted will be brought to a stand at signal WN.24 at Bushbury Junctionor routed into the down through siding at Bushbury Junction. The Driver or Guard must immediatelycontact the Signalman at Wolverhampton box and advise him whether or not the train is completewith tail lamp attached.If a train is stopped at the signal controlling the exit from the down through siding at Oxley, theDriver must immediately contact the Signalman at Oxley box for instructions.IRONBRIDGE C.E.G.B. POWER STATIONSections M and N of the Rule Book must be carried out so far as they can be applied, but SingleLine Working forms will not be used on the down and up goods lines between Lightmoor Junction andthe Power Station.Whilst a train is inside the Power Station all movements are made under the authority of theC.E.G.B. Controller, who is contacted by means of any of the signal post telephones.If a telephone fails, the Guard must go to the Control Room to inform the C.E.G.B.Controller, but if another telephone is passed en route this may be used, provided the C.E.G.B. Controlleris made fully aware of the position.If a train is detained at either signal S.1 or S.9, the Driver must telephone the C.E.G.B. Controllerand advise him that his train is at the signal. The Driver must repeat the calls at intervals of not morethan 5 minutes.During fog or falling snow, if a train is brought to a stand at signal S.1 when there is a telephonefailure between Lightmoor Junction and the Power Station, the Guard must immediately go back 100yards and protect his train by placing one detonator on the rail.When a train is standing at signal S.9, if the C.E.G.B. Controller informs the Driver that the signalcannot be cleared, the train must remain at the signal until the Driver is instructed to pass it by the B.R.Supervisor at the Power Station.

299fronbridge C.E.G.B. Power Station—continuedCoal Trains. If a double-headed train is worked to the sidings, it must stop at Signal S.1 and theDriver of the leading locomotive must advise the C.E.G.B. Controller accordingly. The Driver will begiven instructions as to the disposal of the locomotive and he must advise the C.E.G.B. Controllerafter completion of each disposal movement.All trains must be brought to a stand at signal S.4 or S.6 and the Guard must advise the C.E.G.B.Controller whether or not the train has arrived complete with tail lamp attached.Before a train draws through the unloading hopper the handbrake of the last vehicle must be appliedby the Guard to keep the couplings in tension during unloading and weighing and when the Guard hasapplied the handbrake he must advise the C.E.G.B. Controller accordingly. The speed of all movements,including light locomotives, through the unloading hopper and weighbridges, must not exceed m.p.h.Light locomotives may only run through the unloading hopper when authorised by the C.E.G.B.Controller and then only when the Guard has obtained an assurance that the hopper has been switchedout of use.Alternate marker signals are provided with an additional red aspect above them, not normallyilluminated. If an emergency stop indication is displayed at a marker signal, the Driver must immediatelystop his train irrespective of the distance it is from the signal. He must not move again until theemergency stop indication is extinguished and the marker signal clears.After unloading, the Driver must stop his train when it has passed clear of the automatic weighbridgeat the Lightmoor Junction end of Departure line 1 or 2. The Guard must then examine the trainand report any defective vehicle to the Wagon Examiner.After the Guard has examined the train, the hand brake on the last vehicle must be released andthe train drawn to signal S.8 or S.11. If the train arrived double-headed, it must be stopped short ofsignal S.8 or S.11 and the second locomotive attached to the front. The Guard must advise the C.E.G.13.Controller that either (a) the train is in order ready to depart, or (b) there is a defective vehicle on thetrain which must be detached.Oil Trains. The instructions contained in the Working Manual for Rail Staff, Part 3 (pink pages).clause E2/17 apply together with the following modifications:—1. Brake vans will not be conveyed on oil trains to Ironbridge.2. Arriving oil trains will run onto Reception line 1 and they must stop at the "oil trains stop" noticeboard. The Guard must then advise the C.T..G.B. Controller whether or not the train has arrivedcomplete with tail lamp attached.3. When signal S.14 is cleared, the Guard must operate the associated plunger to illuminate the "off"indicator.4. The train must be propelled into the oil siding and the locomotive(s) must stop at the "BR. locomotivesstop, train in position" notice board.5. The locomotive(s) must be detached and stand off at signal S.15.6. The Depot Supervisor will advise the Trainmen if the locomotive(s) are required to run round thetrain. This may require to be done before discharge is complete in which case the locomotive(s) muststand off at the "Stop and Await Instructions" notice board at the Lightmoor end of the siding.7. The tail lamp may be re-attached to the train while it is still on the oil siding providing the Certificateof Readiness has been received.HORSEHAY & DAWLEY BRANCH1When a train for Horsehay & Dawley arrives at Lightmoor Junction the Guard must obtainthe key The normal position of the level crossing gates at Dawley Parva and Doseley is across the railway;tthe o key to the padlocks is attached to the "One Train Working" staff for the Lightmoor Jn.—Horsehay& Dawley section.t Ihoperate A the level crossing gates en route. After the train has passed over each level crossing, the Drivere must obtain an assurance from the Shunter that the level crossing gates have again been padlocked acrossSpthe railway.hA train returning from Horsehay & Dawley will be brought to a stand at the home signal ataLightmoor u Junction, and after the Signalman has closed the catch points in the up branch line anddsecured n them with a clip, it may draw on to the up branch line to stand between the crossover and thelconnection between the up and down branch lines for the locomotive to run round the train. The locomotivet must not be detached until the Guard has secured the train by means of the handbrake in theobrake e van at the Ironbridge end and by pinning down sufficient brakes on adjacent vehicles.c r When the locomotive has run round the train and is again attached, the Guard must go to thek brakemvan at the Ironbridge end of the train, and whilst the train is being propelled outside the up goodsoline home signal see that the brakes are kept applied.uBefore the train departs from Lightmoor Junction the Guard must give an assurance to the Signalmansthat the points at Horsehay & Dawley have been clipped and padlocked for the single line, andntreturn t the key.h te r

300BETWEEN WELLINGTON AND GRANVILLE COLLIERY SIDINGSWorking of Single Line. The single line between Wellington and the "End of Single Line" noticeboard at Granville Colliery Sidings is worked in accordance with the Electric Token Block System with"No Signalman" type key token instruments located at Hadley, Donnington and Granville CollierySidings.The intermediate token instruments at the locations along the line, are to be regarded as "TokenStations" for purposes of the instructions shown in the General Appendix, except as provided herein.Single Lines worked by Electric Token—Instructions to Trainmen—Clause 6Should assistance be obtained from a siding where an intermediate token instrument is located,the Driver or Driver's Assistant must not place the token in the instrument but advise the Signalmanat Wellington box of the circumstances and assure him of the whereabouts of the token.Clause 7Should it be necessary to dispose of the front portion of a disabled train at a siding situated at alocation where there is an intermediate token instrument, the token must not be placed in theintermediate instrument unless it is necessary for another locomotive to remove the rear portionand the Signalman at Wellington box has been advised of the circumstances.Clause 10The Pilotman must accompany every train on the single line.Wellington. The token instrument situated on the down platform is for the use of Trainmen of a trainwhich is to depart from, or terminate in, the bay platform only.Hadley. The Guard or Shunter must be satisfied that before authorising a movement into Messrs.Sankeys Sidings, a conflicting movement is not being made in the private sidings and that it is safe tomake the movement. Vehicles must not be left on the sidings outside the gates to the private sidings unlessattached to a locomotive.SUTTON BRIDGE JUNCTIONSutton Bridge Junction Ground Frame. When work at the ground frame has been completed thehand points in the down goods loop must be set for through movements on this line and the signalapplying to movements on the down goods loop must be left in the clear position.BETWEEN SUTTON BRIDGE JUNCTION AND BORTH/PWLLHELIGuards who regularly work over this section of line must carry a key to the lineside motor trolleyinstrument boxes, in order that they or the Driver can use the telephone in an emergency.NEWTOWNDown trains. When a down train comes to a stand clear within the down loop, the Guard mustimmediately advise the Signalman whether or not the train has arrived complete with tail lamp attached.Shunting. Movements must not be made from the down line to the up line or from the sidings to theup line unless there is a suitable brake vehicle at the leading end and a competent person attending to it.When placing vehicles on the new road siding, the locomotive must not be detached until the vehiclesare at rest and sufficient brakes applied to prevent collision with the stop block or other wagons standingin the siding.CAERSWSNon-stopping trains required to pass over the loop must be brought to a stand to exchange tokens.CEMMES ROADCrossing of trains. When an up passenger train of greater length than two locomotives and eightcoaches is required to stop for crossing purposes the catch points at the Machynlleth end of the up loopmust be secured by clip and padlock. The Signalman must personally supervise the working.An up freight train of more than 32 S.L.U. must not draw to the up loop starting signal to awaitthe arrival of a down train.MACHYNLLETHTelephone at Up Home Signal. When an up train is stopped at the up home signal, unless the signalis cleared immediately, the Driver must contact the Signalman.Station Yard Working. During fog or falling snow, when it is necessary for a train to enter the upplatform, whilst it is occupied, the Person in charge must appoint a competent person, who knows wherethe train in the up platform is standing, to conduct the train from the up home signal. The person whois to conduct the train must inform the Signalman when he arrives at the up home signal by means of thetelephone at that signal.Up trains. When an up train comes to a stand clear within the up loop, the Person in charge ofthe up platform must immediately advise the Signalman whether or not the train has arrived completewith tail lamp attached.

301Machynlleth—continuedRock Siding, Aberystwyth Siding and Tank Road. Movements which proceed to the tank roadmust stand on the stop block side of the notice board and the Person in charge of the movement mustimmediately advise the Signalman, by telephone.During the time the Machynlleth box is closed the Maintenance Department will have complete possessionof Rock Siding and Aberystwyth Siding to enable shunting and stabling movements to take place.For this purpose the signal applying from the rock siding will be left in the clear position and the instructionson the notice boards will not apply during the time Machynlleth box is closed.Coupling of DMU trains in down platform—An empty DMU from the Aberystwyth Siding maybe allowed to enter the down platform when it is already occupied by a loaded DMU to enable them to becoupled together in accordance with Instruction 3.4 of the Instructions for Working of Diesel MultipleUnit Trains contained in the General Appendix.DOVEY JUNCTIONNon-stopping trains requiring to pass over the Barmouth loop must be brought to a stand toexchange tokens.'Up Barmouth Line Home Signal. When a train is stopped at the up branch home signal unless it iscleared immediately, the Driver must contact the Signalman.1ABERYSTWYTHPoints from No. I Platform Line to Middle Road. An electric bell in the signal box is operatedfrom a point near the ticket barrier on No. 1 platform. Drivers requiring the Signalman to reverse thepoints from No. 1 platform line to the middle road or vice-versa must give one long ring.Shunting of Nos. I and 2 Coal Sidings. The hand points leading to the old coal siding must benormally set for that siding and secured by clip and padlock, the key being kept in the signal box.Before shunting commences on Nos. 1 and 2 coal sidings, the Shunter must, when the goodswarehouse is open, notify the Person in charge of the Warehouse, who must prevent cartage vehiclescrossing or fouling the sidings until shunting has been completed.BARMOUTHSwing Bridge. When the Permanent Way Supervisor or Track Chargeman requires to open thebridge he must request the Person in charge at Barmouth for absolute occupation of the section and therelease of the bridge keys. The Person in charge must then confer with the Signalman at Towyn and,if the request can be agreed, the time at which the occupation must cease must be made clear to thePermanent Way Supervisor or Track Chargeman. The Person in charge must then instruct the Signalmanto release the bridge keys.The two bridge keys will be handed to the Permanent Way Supervisor or Track Chargeman. Thebridge ground frames may then be unlocked and the bridge opened. The bridge keys will remain lockedin the ground frames until the bridge is closed and the levers replaced to normal, when the bridge keyswill be withdrawn.After the work has been completed, and the Permanent Way Supervisor or Track Chargeman issatisfied that the line is safe for the passage of trains, he must return to Barmouth South box with thetwo bridge keys and hand them to the Signalman.The Signal Department Technician must be present throughout the occupation to disconnect andreconnect the telephone cables.Coupling of DMU trains in up platform—An empty DMU, which is positioned between thelevel crossing and the up main starting signal, may be allowed to set back in the up platform when it isalready occupied by a loaded DMU to enable them to be coupled together in accordance with Instruction3.4 of the Instructions for Working of Diesel Multiple Unit Trains contained in the General Appendix.PENRHYNDEUDRAETHWhen a train with tail lamp attached has passed clear of the single line and the levers of the groundfrathe have been restored to normal, the token must be placed in the intermediate instrument and theSignalman from whom the token was obtained, advised accordingly.When a train which has been shut inside the sidings is ready to leave, the Signalman at Harlech boxin the case of a train requiring to proceed in the Pwllheli direction, or the Signalman at Portmadoc boxin the case of a train requiring to proceed in the Dovey Junction direction, must be advised accordingly.PORTMADOCWorking of class 7, 8 and 9 trains over the Wern Gradient. Guards of down trains must applythe and brake when passing the Wern main road underbridge to keep the couplings tight and keep thehand brake on as far as CoedIlyn Culvert at the bottom of the incline.After passing Wern main road underbridge the Guard and Driver's Assistant must exchange handsignals to confirm that the train is complete and under control and the Driver must satisfy himself thatthe Driver's Assistant has done so.

302BETWEEN PORTMADOC AND PWLLHELIThe Driver of a train which does not require to be shunted clear of the single line at Pwitheli mustreturn from Pwilheli without the token being passed through an instrument at that point. Before a trainreturns to Portmadoc without passing the token through an instrument the permission of the Signalmanat Portmadoc box must be obtained. If, however, it is not possible to communicate with the Signalmanat Portmadoc box, the train may be allowed to return from Pwllheli after the Driver has been advised ofthe circumstances and instructed to approach the home signal for Portmadoc box cautiously.When a train which has been shunted clear of the single line at PwIlheli requires to occupy thesingle line the person requesting the release of a token must advise the Signalman at Portmadoc whatmovement requires to take place. Should such movement require to proceed to the platform at Pwllhelifor station duties prior to departure to Portmadoc the token must not be passed through the instrumentat Pwilheli West ground frame, but the train must be dealt with as shown in the first paragraph aboveof these instructions.Movements may be made between PwIlheli Station, Pwilheli West ground frame, and Pwllheli Eastground frame without the permission of the Signalman at Portmadoc box being obtained provided theDriver of such movements is in possession of the token.The Signalman at Portmadoc box will, when giving permission for a train to depart from Pwllhelito Portmadoc instruct the person obtaining such permission, if the train has been accepted in accordancewith the Warning Arrangement, to inform the Driver verbally before the train departs that the train hasbeen accepted in accordance with the Warning Arrangement.When a train which requires to proceed over PwIlheli Goods level crossing on the single line isready to depart from PwIlheli Station or PwItheli West ground frame, the plunger situated on PwIlheliStation platform must be pressed once in order to advise the Crossing Keeper at Pwilheli Goodslevel crossing of the impending departure of a train.If a down DMU train becomes defective in the Section between Portmadoc and Pwilheli, the Driveris authorised to return to Portmadoc provided he drives from the leading end and approaches the uphome signal for Portmadoc box cautiously. Where possible the Signalman at Portmadoc box must beadvised of the circumstances from Maes and Merllyn level crossing.The Person in charge at PwIlheli, or the Guard of the train concerned, is responsible for theoperation of PwIlheli West ground frame and token instrument and the plunger to Pwilheli Goods levelcrossing. The Guard or Driver's Assistant in the case of a light locomotive, is responsible for theoperation of PwIlheli East ground frame, and token instrument.ABERERCHShould a down train remain at the station for more than 3 minutes, the white light indicating thatthe road lights are flashing will be extinguished. It will then be necessary for the train to proceed underthe provisions of the instructions contained in Pages 246/7 relating to open level crossings, Clause (I) (a),paragraph 3. Under these circumstances it will not be necessary to carry out the last sentence of thatparagraph.VALE OF RHEIDOL LINEDuring the periods when a passenger service is in operation the following instructions apply:—Method of Working. A Train Staff and two metal tickets, coloured red, are provided. The Signalmanor the Supervisor at Aberystwyth and the Person in charge at Devil's Bridge are the only personsauthorised to receive or deliver the Train Staff and Tickets.A public telephone is provided in Devil's Bridge Booking Office and in the former platelayers cabinon Aberffrwd platform, keys to these buildings being attached to both the train staff and metal tickets.(The telephone number of Aberystwyth box is Aberystwyth 26610The Train Staff, or a ticket indicating that the staff will follow on a subsequent train, must be carriedby the Driver of each train. A train must not leave either end with a ticket unless the Driver has seen thestaff at that end of the line, except as detailed under sub-heading Disabled Train.Trains to Devil's Bridge. The Guard must advise the Signalman at Aberystwyth, by telephone,when his train complete with tail lamp is ready to depart from Aberffrwd. The train must not continueits journey to Devil's Bridge until authorised by the Signalman. If, however, the telephone at Aberffrwdhas failed a train which is conveying a ticket may continue its journey without the Signalman's authorityprovided the Trainmen are satisfied the other ticket is at Aberystwyth. A train which is conveying thestaff may continue its journey in these circumstances provided the Trainmen are satisfied that both ticketsare at Aberystwyth.The Guard must advise the Signalman at Aberystwyth when his train has arrived at Devil'sBridge complete with tail lamp. In addition, the Guard of a train which has conveyed a ticket mustadvise the Signalman that shunting has been completed and the points have been set for an unoccupiedline. The points must not then be moved until the following train has arrived at Devil's Bridge.Trains from Devil's Bridge. When a train is ready to depart, the Guard must obtain permission fromthe Signalman at Aberystwyth to proceed to Aberffrwd. When there is more than one train at Devil'sBridge, the Guard of other than the last train to depart must be satisfied that the Person in charge at Devil'sBridge is in possession of the staff. The last train from Devil's Bridge each day must depart from the uploop thus enabling the ground frame levers to be padlocked in the frame, by means of the key attached tothe staff, before the train departs.The Guard must advise the Signalman at Aberystwyth when his train complete with tail lamp isready to depart from Aberffrwd. The train must not continue its journey to Aberystwyth until authorised

303Vale of Rheidol Line—continuedby the Signalman. If the Signalman informs the Guard that the line is clear only to the home signal atAberystwyth, the Guard must advise the Driver accordingly. If, however, communications at Aberffrwdhave failed the train may continue its journey provided there was not a preceding train from Devil'sBridge.Disabled Train. If a train carrying the staff becomes disabled, necessitating a second train orlocomotive giving assistance, the Driver's Assistant must take the staff to the point at which assistancecan be obtained, inform the Signalman at Aberystwyth of the circumstances and assure him that he hasthe staff. The Driver's Assistant must hand the staff to the Driver of the assisting train or locomotive andconduct him to the disabled train. The Driver of the disabled train must not allow it to be moved untilthe assisting train or locomotive has arrived with the staff.If a train carrying a ticket becomes disabled, the Driver's Assistant must, except as shown herein,return with the ticket to the point from which the train departed and act as shown in the preceedingparagraph. If, however, the train is proceeding to Aberystwyth and it is more expedient to obtainassistance from that point, the Driver's Assistant must, after obtaining an assurance from the Driver thatthe train will not be moved until he has returned with the ticket, proceed with the ticket to Aberystwythto allow the assisting train or locomotive to come from there. In this case, it will not be necessary forthe Driver of the assisting train to be in possession of the staff.The disabled train must be protected in every case in accordance with the Rules applicable to trainsstopped by accident, failure, obstruction or other exceptional causes, the Driver's Assistant doing thison his way for assistance and the Guard in the opposite direction.When the services of a Guard are not available, the Driver's Assistant must protect the train inaccordance with Rule Book, Section M, when going for assistance, but before doing so must protectthe train in the opposite direction by placing on the rail 3 detonators 20 yards apart, at least 300 yardsfrom the train.When the services of a Driver's Assistant are not available the Guard must carry out the dutieslaid down for the Driver's Assistant.Two locomotives must not run coupled together and when it is necessary to assist a failed trainfrom the front, a coach must be placed between the assisting and failed locomotives. In these circumstancesthe propelling of a coach from Aberystwyth or Devil's Bridge to the failed train is authorisedsubject to the conditions detailed in the preamble of Table Fl. If it is necessary for a locomotive andcoach to proceed from Devil's Bridge in order te assist a disabled train, the Guard of the train which thelocomotive hauled from Aberystwyth must act as Guard on the assisting locomotive and coach andtake charge of any shunting operations necessary at Devil's Bridge.If a train comes to a stand owing to the inability of the locomotive to work the train, the train mayonly be divided if an assisting locomotive or assisting locomotive and coach, as the case may be, isunavailable. When a train is divided in such circumstances, in addition to Clause 6 of the GeneralRegulations for the Working of the Vacuum Brake being carried out, the vehicles which are detachedmust also be secured by scotches which are carried in each brake van.Train Staff Lost. If the staff is lost, the Person in charge at Aberystwyth will arrange for a Pilotmanto be appointed to accompany each train until the staff is found or a replacement provided.The Pilotman must take possession of both tickets.Coupling and uncoupling of vehicles. No attempt must be made to couple or uncouple vehiclesunless they are stationary, and if they are standing on a curve the work must be carried out from theoutide of the curve.Locomotives passing one another at Devil's Bridge. The clearance between the down and up loops islit•ried and a Driver proceeding into either loop must satisfy himself that there is sufficient clearanceif the other loop is occupied.Locomotives taking water. Locomotives must take water at Aberffrwd or Devil's Bridge on theup journey and after taking water the Driver must ensure that the water column equipment is left clear ofthe line and it is properly secured.Working of locomotives. Drivers must ensure that coal, fire irons and tools are so placed on thelocq,motive that they will not fall off when the locomotive is in motion. Drivers must also ensure thatthe e is no unnecessary emission of smoke and steam from the locomotive.WHITCHURCHWhen an up train is divided between Wrenbury and Whitchurch because the locomotive is unableto take the whole train forward, or if a train breaks loose between these points, and the locomotivehas to return from Whitchurch for the rear portion, it must not run to Wrenbury on the down line topropel the rear portion to Whitchurch but it must set back from Whitchurch on the up line to the rearportion of the train.WRENBURYMarley Green level crossing—"On call" barriers. The permission of the Signalman at Wrenburybox must be obtained before a movement in the wrong direction is allowed to pass over the crossing.An Engineer's train which has passed over the crossing is prohibited from returning to the boxin rear in accordance with Rule Book, Section Q, clause 2.5.An Engineer's train which has passed over the crossing must not be set back in accordance withRule Book, Section Q, clause 2.5 if it would approach nearer than + mile to the crossing.

304Wrenbury—continuedA trolley must not pass over the crossing without the permission of the Signalman.Prior arrangements must be made for a Crossing Keeper to be in attendance if a train is required tostop in section (in accordance with Block Regulation 8).NANTWICH"Train Ready to Start" plungers are provided on the up platform and Guards of up passengertrains booked to call must press one of the plungers when the train is ready to depart.BETWEEN GRESTY LANE No. 2 AND GRESTY LANE No. 1Withdrawal of Guards from Terminating Freight Trains on the Down Through Siding—Rule Book,Section H, Clause 4.16. After obtaining the permission of the Person in charge of Gresty LaneSidings and informing the Signalman at Gresty Lane No. I of what is about to be done, Guards ofterminating freight trains on the down Through Siding between Gresty Lane No. 2 and Gresty Lane No. Iare authorised to leave their trains without being relieved by a Guard or Shunter.During fog or falling snow the Guard must protect his train in accordance with the first paragraphof Regulation 7 of the Regulations for Working Trains over Goods lines not worked on any Block Systemin the General Appendix before leaving his train.If a Guard has left his train before fog or falling snow conditions apply, the Signalman at GrestyLane No. 2 must verbally advise the Driver of a following train of the circumstances before allowingsuch train to enter the occupied section.GOBOWEN SOUTHWhen trains are brought to a stand on the main line or siding at Gobowen, the Guard shouldrelease the brake with care so that the full weight of the train will not fall sharply upon the locomotive.CROES NEWYDDEast box. All freight trains from the Brymbo line must stop before fouling the South Fork.West box. When it is necessary to remove vehicles standing on the down siding beyond the handworkedconnection leading to wagon repairs siding a locomotive must be used. Vehicles standing onthe Wrexham side of the box may be gravitated into the yard.Machine sidings. When a train from Brymbo which is to run to the machine sidings, without abrake van, is approaching the up goods home 2 signal, the Signalman at Croes Newydd West box willadvise the Shunter or Person in charge. The brake van must be detached at the up goods home 2 signaland when this signal is cleared the Guard must gravitate the brake van as directed by the Signalman atCroes Newydd West box.If the vehicles are run in to the machine sidings without the locomotive care must be exercised inbraking them. The rails must be sanded if necessary. When gravitating vehicles in to the sidings,the Guard or Shunter must always pin brakes down on the rear vehicles as well as on the front. Thebrakes nearest the front of the train must be released first and other brakes along the train regulated untilthe vehicles move slowly. Sufficient brakes must remain pinned down to stop the vehicles if necessary.Trains proceeding down the machine sidings must stop before reaching the connection from machinesiding 2 to machine siding I and locomotives must not exceed 4 m.p.h.After making a movement from machine siding 2 to machine siding I, the Shunter must set thehand-points for the straight road and see that the hand-points at the Brymbo end are properly set forthe siding upon which a train is to enter.When a locomotive is shunting in the machine sidings or any vehicles are being gravitated, a trainmust not be allowed to enter these sidings at the Brymbo end until the locomotive has returned to the upsidings, or gravitation of vehicles has ceased.The Shunter must advise the Signalman when the locomotive is clear beyond the signals applying tomovements from the up sidings and all movements have ceased. When the signal is cleared for a trainor locomotive to proceed towards the machine sidings, the Shunter or Person in charge must not moveany vehicles in the sidings until such train or locomotive has completed its work or has been shunted clearof the machine sidings and the Signalman has been informed.The Guard or Shunter must always carry a shunting horn to warn persons on the line.Locomotives must not pass over the weighbridge in machine siding 2.BETWEEN BRYMBO MIDDLE AND TY CERRIG SIDINGSTrains to Ty Cerrig Sidings—The key to the padlocks on the crossover situated immediatelyahead of the "Stop and Await Instructions" board is kept in Brymbo Middle box. The shunter must, afterobtaining the key, precede trains for Ty Cerrig Sidings and on arrival at the ground frame near thenew Office Block, advise the Security Officer that a B.R. train requires to pass. When the SecurityOfficer has lowered the road barriers the Shunter must place the signals to and from the blast furnace toDanger, operate the warning Klaxon for the slag lagoon and clear the signals for the B.R. train. Theshunter must then advise the Signalman at Brymbo Middle Crossing box that the train may depart.

305Between Brymbo Middle and Ty Cerrig Sidings—continuedTrains must be propelled to Ty Cerrig Sidings and the Guard must blow his whistle whenapproaching all level crossings whilst passing the Steel Works and also to warn anyone near the train.When the train has passed over the crossings, the Shunter must place the signals for the B.R. lineto Danger, clear the signals to and from the blast furnace and then proceed to Ty Cerrig Sidings.Working at Ty Cerrig Sidings—When a train arrives at the "Stop and Await Instructions" board,the Shunter must, if the Steel Works locomotive is not approaching from the blast furnace or BrymboMiddle direction place the necessary signals to Danger. He must then unlock and place the crossoversituated immediately ahead of the "Stop and Await Instructions" board in the required position andsatisfy himself that no conflicting movement is being made within the sidings before authorising theDriver to pass the "Stop and Await Instructions" board. When the train has passed the "Stop and AwaitInstructions" board, the Shunter must cancel the warning Klaxon from the slag lagoon.Trains from Ty Cerrig Sidings—The Shunter must authorise the Driver to proceed only as far asthe signal protecting the level crossing near the new Office Block. When the train has left the sidings andpassed clear of the "Stop and Await Instructions" board, the Shunter must secure the crossoverimmediately ahead of the "Stop and Await Instructions" board for movement to the GKN line, clearthe signals for the Steel Works locomotive and then proceed to the Steel Works Crossing. On arrivalat the crossing, he must advise the Security Officer that a B.R. train requires to pass. When theSecurity Officer has lowered the road barriers, the Shunter must advise the Signalman at Brymbo MiddleCrossing box that the train is approaching and then clear the signals for the train to proceed. When thetrain has passed clear of the crossings, the Shunter must place the signals for the B.R. line to Danger andclear the signals to and from the blast furnace. The Shunter must then return the key to the padlocks onthe crossover situated immediately ahead of the "Stop and Await Intructions" board to Brymbo Middlebox.The Driver must sound the locomotive horn whilst passing the Steel Works, when approaching alllevel crossings and also to warn anyone near the train.A train with 15 vehicles or less may be gravitated from the Ty Cerrig Branch to the down line atBrymbo Middle provided a brake van is the leading vehicle. The Guard must ride in the leading brakevan and the Shunter must be in attendance to pin down brakes on the rear vehicles of the train.BETWEEN WREXHAM EXCHANGE AND WREXHAM CENTRALThe Driver of a train which does not require to be shunted clear of the single line at WrexhamCentral must return from Wrexham Central without the token being passed through the instrument.Before a train returns to Wrexham Exchange without passing the token through the instrument thepermission of the Signalman at Wrexham Exchange box must be obtained by telephone. If, however, it isnot possible to communicate with the Signalman at Wrexham Exchange box, the train may be allowed toreturn from Wrexham Central after the Driver has been advised of the circumstances and instructed toapproach the home 1 signal for Wrexham Exchange cautiously.PENYFFORDDShunting in Exchange Sidings. Before going into the sidings Drivers must give two blasts on theh rn, and Guards and shunters must satisfy themselves that the lines are clear before commencing toshunt.Tunnel Portland Cement Company's Sidings. Not more than 12 vehicles with a brake van may be lefton the running line whilst shunting at the siding.Trains from Mold to Penyffordd must not pass the "Termination of Single Line" board atPenyffordd until the Driver is instructed to do so by the Shunter at Penyffordd.BETWEEN PENYFFORDD AND MOLDOn arrival at the crossing concerned the plunger must be pressed to lower the barriers. The whitelight adjacent to the plunger will flash when the barriers are in the lowered position. The train mustthen be drawn over the crossing and brought to a stand when the whole of the train has cleared thecrossing. The Guard must not give the signal for the train to be restarted until he has observed that thebarriers have returned to the raised position.If the white light fails to flash, the train may proceed over the crossing with extreme cautionp ovided that it has first been established that the barriers are all in the lowered position.If one or more of the barriers fails to move to the lowered position after the plunger has beenp essed, the Trainmen must obtain the disengaging bar from the locked emergency cupboard, the key towhich is attached to the Penyffordd — Mold train staff. The bar must be used to disengage the clutch inthe pedestal of each barrier which has failed, allowing the barrier(s) to fall. When the barriers are loweredin this way, the left hand barrier(s) facing to oncoming road traffic must always be loweredfirst. If none of the barriers has lowered automatically, the first barrier to be lowered by hand must beallowed to fall about 10' — 15' from the fully raised position to enable the red road traffic lights tocOmmence to flash and held in that position until there is no danger to road traffic in allowing it to fallto the lowered position. The other barriers must then be lowered immediately. If, when the first barrier tobe lowered by hand is held about 10' — 15' from the fully raised position, a red flashing road traffic lightnot exhibited on both sides of the crossing, the barrier must be returned to the raised position. Thebarriers must remain in the raised position and the train must not pass over the crossing until the failurehas been rectified.

306Between Penyffordd and Mold—continuedWhen the train has drawn over the crossing the barriers must be restored to the raised position byhand and held in that position until the clutch for each barrier concerned is re-engaged. The disengagingbar must be relocked in the emergency cupboard.If the barriers fail to rise automatically after a train has passed over the crossing, the Guard mustobtain the train staff from the Driver, open the emergency cupboard and operate the button inside toraise the barriers. Should the operation of this button still fail to raise barriers, the disengaging bar mustbe used and the barriers raised by hand as described above.Any failure of the apparatus must immediately be reported to the Signalman at Penyffordd box.CREWE TO HOLYHEAD AND BRANCHESCREWE ELECTRIC TRACTION DEPOTTrains Conveying B.R. Staff to and from the Electric Traction Depot. Trains requiring to enter theE.T.D. platform line (No. 1 siding) via the Crewe North Junction connection must not proceed beyondthe "Stop and Await Instructions" board on the ingoing road on the depot until permission has beenobtained from the E.T.D. shunter. The shunter must ensure that the appropriate siding points areproperly set and secured and that the level crossing barriers have been lowered.When trains require to leave the E.T.D. via the East End (Crewe North Junction), the E.T.D.Shunter, after ensuring that the facing hand points have been properly set and secured, must advise theSignalman at Crewe North Junction box that the train is ready to depart. The speed of trains within theE.T.D. must not exceed 10 m.p.h.The E.T.D. Shunter, when making arrangements for the arrival and departure of trains, will beresponsible for instructing the Drivers of any locomotives in the E.T.D. sidings not to move towards thefouling point.No. 4 Siding. 1500 volt D.C. Overhead Line Equipment. No. 4 Siding is fitted with overheadline equipment extending from a point level with the West end of the Electrification Stores building tothe siding buffer stop. The equipment is energised at 1500 volts D.C. and must be regarded as being"ALIVE" at all times.The siding is used for testing electric locomotives of the 1500 volt D.C. type after repair. Whenthey have been shunted into the siding and the shunting locomotive has been removed it will be theresponsibility of the E.T.D. Shunter to secure the hand points to prevent vehicles being shunted into thesiding. Whilst the locomotives are being tested vehicles must not be allowed to stand upon the shortlength of insulated track at the entrance to the siding, indicated by the warning board.In an emergency the electricity supply to the overhead line equipment can be switched offimmediately by operating either of the two emergency push buttons on the wall of the Stores building.The person using the emergency push buttons must report immediately to Crewe Electrical ControlRoom stating:—(a) his name, grade and department.(b) the nature of the emergency.A telephone for this purpose is located near overhead structure No. D.C. 1.CHESTER"Up and down" platform between Chester No. 2 and No. 3A box. If the section signal cannot becleared but all track circuits in respect of the line are indicating correctly, the Driver will be instructedby the Signalman to pass the signal at Danger. If, however, there is a failure of any other signallingequipment on this line, working by Pilotman will be introduced in accordance with Instruction 7 of"Single Lines Worked by the Tokenless Block System—Instructions to Trainmen" contained in theGeneral Appendix.Nos. 3, 3A, 4 and 6 boxes—Instruction B (c) of Lines Worked on Permissive Block System. Whena train is to be permitted to enter the section to proceed to the home signal of the box in advance suchtrain will not be brought to a stand at the following signals:—down main or down platform home for Chester No. 3,up main home for Chester No. 3A,down main to Birkenhead or down platform to Birkenhead home for Chester No. 4,up main home for Chester No. 4,up main or down Wrexham home for Chester No. 6,nor will a green hand signal be exhibited and Drivers must be prepared accordingly.Drivers of locomotives detached from trains reversing at Chester on the "down and up" platformline must not move in the same direction as the train has been withdrawn until instructed to do so bythe Person in charge.All trains for beyond Chester from the Crewe, Manchester and Liverpool lines requiring relief muststop at the passenger station or middle yard.Up freight trains terminating. Guards of these trains must not leave their trains at Chester untilthey are taken over by Shunters unless they are on No. 1 siding.

307MOLD JUNCTIONThe Dee Oil Company's Crossing is situated 328 yards on the Chester side of Mold Junctionbox, and if the down fast or down slow line signals are at Danger, Drivers must stop their trains clear ofthe crossing.The up main and up goods line emergency colour light signals, adjacent to Hawarden Aerodromerunway, are not normally illuminated, but if the line is obstructed or damaged by aircraft these stopand distant signals, which are operated from Mold Junction box will be illuminated, displaying Dangerand Caution aspects respectively.Drivers must then bring their trains to a stand at the emergency stop signal and advise the Signalmanat Mold Junction box by the telephone at the signal. It will not be necessary to carry out Rule Book,Section K, but the Guard must protect the train in accordance with Rule Book, Section M, Clause 3.4.Drivers must not proceed until the signal lights have been extinguished and the permission of thesignalman has been obtained by telephone.If the line has to be examined to ascertain if the permanent way is obstructed or damaged, andno other competent person is quickly available, the Signalman may request the Driver of a train stoppedat the signal to instruct his Assistant to examine the line on foot and report to the Signalman by telephone.'If the signals fail, Drivers of up trains will be advised by the Signalman at the next box open in rear, andinstructed to approach them at Caution, prepared to stop if a hand signal is given.The telephones at the emergency signals should, whenever practicable, be tested by the Patrolmanwhen examining his length, and the result recorded by the Signalman in his Train Register. If the Patrolmanfinds a telephone out of order he must advise the Signalman as soon as possible.CONNAH'S QUAYDentith's Siding. When work is completed at Dentith's Siding ground frame and the train is readyto leave, the Guard must inform the Signalman at Rockcliffe Hall box how many vehicles have beenattached and detached.PRESTATYNUse of Guard's Telephone. When a train comes to a stand in the down fast platform or in thedoWn slow platform, the Guard, or Driver's Assistant in the case of a light locomotive, must immediatelyadvise the Signalman by means of the tail lamp telephone on the platform concerned whether or not thetrain is complete with tail lamp attached.RHYL No. 2The down side shunting neck is only to be used for head shunt purposes. No vehicle, locomotives oron-track machines may be stabled on it.LLYSFAENRaynes' Sidings—Down trains for these sidings must stop with the brake van clear of the connetion of the sidings. Up trains may leave not more than 60 S.L.U. with brake van in rear on the up mainlinCOLWYN BAYUse of Guard's Telephones. When a train comes to a stand in the down main platform or the downplatform loop, the Guard, or Driver's Assistant in the case of a light locomotive, must immediately advisethe Signalman by means of the telephone on the down platform whether or not the train is complete withtap lamp attached.Goods yard. Not more than 20 S.L.U. may be attached to the locomotive for shunting purposes,w en proceeding from the yard sidings up the incline.Guards must not do any detaching or shunting from the incline to the goods yard, unless a Shunteris present, and both men must apply the brakes on the vehicles as necessary in case of emergency.LLANDUDNO JUNCTIONUse of Guard's Telephone. When a down train comes to a stand clear within the down main orp and down" platform, the Guard, or Driver's Assistant in the case of a light locomotive, mustinmediately advise the Signalman, whether or not the train has arrived complete with tail lamp attached.Coupling of DMU trains, either of which are loaded. A DMU train may be allowed to enter the upsl w platform line when it is already occupied by a DMU train to enable them to be coupled together.Duri Working of Diesel Multiple-Unit Mechanical Trains contained in the General Appendix will bestationed at the platform end to meet the second train and conduct it to the point where it must come to ang stanfd. Movement from Carriage Sidings. Drivers must advise the Signalman, using the telephone at theoe it from the carriage sidings, when they are ready to depart and state their destination.gor

308BANGORUse of Guard's Telephone. When a train comes to a stand in the down platform loop or on themain line, the Guard, or Driver's Assistant in the case of a light locomotive must immediately advise theSignalman by means of the telephone on the down platform whether or not the train has arrived completewith tail lamp attached.'Off indicators in Belmont Tunnel. When the 'Off' indicators, working in conjunction with the setback signal situated outside the down main line 75 yards on the Holyhead side of the box, are illuminated,the Driver may commence the set back movement without receiving a hand signal from the Guard orShunter but he must proceed cautiously keeping a sharp lookout and be prepared to act on a hand signalwhen the Guard or Shunter comes into view.The Guard or Shunter must advise the Signalman at Bangor box immediately all is right forthe movement to commence.Rule Book, Section S. Hand Trolleys placed on a running line between signal BR.9 (down mainhome 3) and I mile ahead of signal BR.!! (down main starting) and between signal BR.60 (up main homeI) and signal BR. 57 (up main home 4) must be protected in accordance with the provisions of RuleBook, Section S. clause 3.1. The movement of trolleys in the wrong direction within the limits of the abovelocations is prohibited.Failure of signals protecting the single line over the Britannia Bridge. If there is a failure of anyequipment preventing signal BR.10 (down main home 4) or signal BR.58 (up main home 3) for Bangorfrom being cleared, a Pilotman will be appointed who will, under the authority of the Signalman,personally instruct the Driver of each train to pass onto the single line. The Pilotman will either rideon the locomotive or will remain to follow on a later train.VALLEYThe down and up line emergency colour light signals adjacent to Valley Aerodrome runways willnot normally be illuminated, but if the line is obstructed or damaged by aircraft these stop and distantsignals, which are operated from the Aerodrome Control Tower, will be illuminated, displaying Dangerand Caution aspects respectively.Drivers must then bring their trains to a stand at the emergency stop signal and advise the Signalmanat Valley Box by the telephone at the signal. It will not be necessary to carry out Rule BookSection K, but the Guard must protect the train in accordance with Rule Book, Section M, clause 3.4.Drivers must not proceed until the signal lights have been extinguished and the permission of theSignalman has been obtained by telephone.If the line has to be examined to ascertain if the permanent way is obstructed or damaged, and noother competent person is quickly available, the Signalman may request the Driver of a train stopped atthe signal to instruct his Assistant to examine the line on foot and report to the Signalman by telephone.If the signals fail, Drivers of trains will be advised by the Signalman at the next box open in rearand instructed to approach them at Caution, prepared to stop if a hand signal is given.The telephones at the emergency signals should, whenever practicable, be tested by the Patrolmanwhen examining his length, and the result recorded by the Signalman in his Train Register. If the Patrolmanfinds a telephone out of order he must advise the nearest Signalman as soon as possible.HOLYHEADSpecial Marker Light. A marker light on a portable post is provided for use on platform No. I only.Whenever a train or vehicles occupy the platform and it is intended to allow a further train intothe platform, the Supervisor in charge must arrange for the marker light to be positioned on the platformopposite the tail lamp of the first train or vehicles in a position where it can easily be seen by the Driver ofthe second train.Drivers entering a platform under "call on" conditions must keep a sharp lookout for the markerlight as well as the tail lamp on the vehicles ahead.Cattle Dock Siding. When a train with tail lamp attached has arrived in the sidings clear of thepoints leading to the down main line, the Guard or Shunter must so advise the Signalman at Holyheadbox by means of the telephone provided at the entrance to the sidings.Warehouse Road. The One Train Working Regulations apply beyond the "Stop, obtain staff"board. The lines beyond the "Stop, obtain staff" board are sidings, but a tail lamp must be carried onthe rear vehicle at all times.HOLYHEAD FREIGHTLINER TERMINALThe movement of trains into and out of the Terminal is the responsibility of the Shipping DivisionTerminal Controller who will liaise by telephone with the B.R. Shunter at the terminal ground frame.Berthing Inward Trains. Freightliner trains will arrive on the "down and up" goods line. Trainswill normally be brought to a stand at the two-arm shunting signal (No. 21) at the entrance to the terminal andthe locomotive will run round via No. 4 platform. In certain circumstances trains conveying up to15 vehicles may be brought to a stand at the first shunting signal (No. 29) on the station side of the boxand the run round movement must be carried out from that point. The locomotive must not be uncoupleduntil the Guard or Shunter has applied sufficient handbrakes to hold the train. Only when this has beendone must the Driver's Assistant, or Guard if a Driver's Assistant is not provided uncouple thelocomotive.

309Holyhead Freightliner Terminal—continuedWhen the run round movement is completed and the locomotive is re-coupled the driver and Guardmust carry out a "Brake Continuity Test" after which the Guard and Shunter must release the handbrakes.When the Terminal is ready to receive the train the appropriate shunting signals will be clearedwhich will cause an 'OFF' indicator situated adjacent to the "down and up" goods line to be illuminated.An indication '5', '10' or '15' will be displayed, showing the number of vehicles that can be accommodatedin the siding which has been set for the train.The capacity of Siding No. 1 is 20 vehicles. Sidings 2, 3 and 4 hold 15 vehicles only.The 'OFF' indication is the Driver's authority to commence propelling at a speed not exceeding5 m.p.h. When entering the siding the Driver must work to the handsignals of the terminal staff whichwill be given when the locomotive is clear of overbridge No. 232. The Driver must drive from theleading cab of the locomotive and care must be taken to avoid coming into contact with vehiclesstanding in the siding.When the train has been brought to a stand in its final berthing position and the Driver hasfully applied the air brake, the Guard must take the train documents to the Terminal Office.When it is necessary to divide the different sets for berthing in separate sidings, this will be done bythe terminal staff under the instruction of the Terminal Operations Supervisor. On completion thelocomotive will be detached and the Driver instructed not to proceed over the level crossing untilverbally instructed by the B.R. Shunter.Departure of Freightliner Trains. The Guard must report to the Terminal Office to collect thetrain' documents.The locomotive will be attached to the train by the Terminal Attendant and the automatic brakemust be released, the train being held by the independent air brake. The Guard, in conjunction with theDriver, must carry out the air brake continuity test and check and release all handbrakes.Before departure the Guard must receive from the Terminal Operations Supervisor a certificate tothe effect that the containers on the train have been secured properly and that an oil tail lamp, filled,trimmed and lit as necessary, or an electric tail lamp sufficiently charged, is in position at the rear of thetrain. Final authority to depart will be given verbally, or by handsignal, by the Terminal OperationsSupervisor.Before examination or other work is commenced underneath any vehicle marshalled in a freightliner,train on which crane loading or unloading movements are taking place, the Controller, Cranemanand Supervisor must be advised and a man with a red handsignal must stand alongside the wagonon which work is being carried out and keep a good lookout for the protection of the workmen.Speed of Trains in the Terminal. Rail movements within the area of the Terminal must not exceed10 m.p.h. except for propelled movements. All movements during fog or falling snow must not exceed5 m.p.h.Warehouse Road. All train movements must come to a stand at the "Stop and Await Instructions"board. When the Terminal Operations Supervisor has made satisfactory arrangements regarding theworking of the Transporter Crane, he will authorise the Driver to pass the "Stop and Await Instructions"board.BETWEEN LLANRWST AND BLAENAU FFESTINIOGThe person operating the staff instrument at Blaenau Ffestiniog must normally communicate withthe Signalman at Llanrwst box by bell, using the codes exhibited at the staff instrument. Should thebell fail or any unusual incident occur he must communicate by telephone.1The Driver of a train which does not require to be shunted clear of the Llanrwst — BlaenauFfestiniog single line at Blaenau Ffestiniog must return from that point without the staff beingpassed through the instrument. Before a train returns to Llanrwst without passing the staff through theinstrument the permission of the Signalman at Llanrwst box must be obtained. If, however, owing to afailure of the bell and telephone it is not possible to communicate with the Signalman at Llanwrst boxthe train may be allowed to return from Blaenau Ffestiniog after the Driver has been advised of thecir umstances and instructed to approach the home signal for Llanrwst box cautiously., If a down DMU train becomes defective in the section between Llanrwst and Blaenau Ffestinlog theDriver is authorised to return to Llanrwst provided he drives from the leading end and approachesthe up home signal for Llanrwst cautiously. Where possible the Signalman at Llanrwst box must beadvised by telephone from Pont-y-Pant or Betws-y-Coed.BETWEEN BLAENAU FFESTINIOG AND TRAWSFYNYDD C.E.G.B. SIDINGFronlas Occupation Crossing. Trains from Blaenau Ffestiniog must stop at the stop board, 50yards from the gates and the Guard must ascertain the crossing is not in use and the gates are closedbefore the train passes over the crossing.

310AMLWCHOctel Sidings. Traffic for the Octel Company must be drawn to the entrance of the Company'sworks.On arrival at the entrance to the works, the brakes on the train must be secured and the locomotivemoved into the engine spur, until the Company's locomotive has drawn the traffic into the works.From the "Stop & Proceed" board at the Amlwch end of the single line to the entrance of theCompany's works there are three level crossings which are operated by Octel Company's employees.Drivers must not pass over these level crossings until authorised by the Person in charge to do so.When entering and working in these sidings care must be taken to avoid confliction with the OctelCompany's private locomotive.ST. PANCRAS TO CHESTERFIELD (VIA DERBY)AND BRANCHESST. PANCRASNoise of Locomotives. To minimise noise in the station the following instructions apply:—(1) Locomotives working in with loaded trains. Unless instructions to the contrary are issuedby the Person in charge, locomotives working loaded trains into the station must be detachedas soon as the train has stopped, after which the engine must be shut down.(2) Locomotives working in with E.C.S. trains (During steam heating period). Locomotivesworking E.C.S. into the station will remain coupled to the train for steam heating and theengine may be allowed to run for this purpose. The Driver will be advised by the Station Staffwhen steam heating may cease and the locomotive is to be uncoupled from the train. Theengine must then be shut down as soon as possible if time permits.(3) Locomotives working in with E.C.S. trains (Outside steam heating period). Locomotivesworking E.C.S. into the station must be detached as soon as the train has stopped, after whichthe engine must be shut down.If a locomotive develops a fault which prevents the engine being shut down the Drivermust advise the Person in charge of the platform immediatelyupon arrival so that arrangementsmay be made to shunt the locomotive if necessary.The engines of locomotives must not be restarted until:—(a) required to follow an outward loaded train—one minute before the booked departuretime of the train, unless otherwise instructed by the Station Staff.(b) required to follow an outward E.C.S. train—when the Driver is advised by the Personin charge of the platform that the E.C.S. is almost ready and will be "rung out" in oneminute.Working of Light Locomotives from No. 5 Platform Line. Referring to Rule Book, Section H,clause 3.6.4, locomotives which have worked trains into No. 5 platform line may follow the departingtrain only as far as the position light shunting signal applying along No. 5 platform or to siding 8.Light Locomotives working into the Station. Drivers of light locomotives detained at the up fasthome 2 and up slow home signals must immediately telephone the Signalman, giving particulars of theirnext working.Cambridge Street Fuelling Depot. When a locomotive is ready to leave the fuelling depot theDriver's Assistant must inform the Signalman at St. Pancras Box what train it is booked to work, usingthe telephone near the outlet signals.ENGINE SHED JUNCTIONA train for Moorgate Sidings No. 1 or 2 must not be allowed to proceed towards those sidingsuntil the Person in charge has obtained the key for the scotch blocks from Engine Shed Junction box.BETWEEN FINCHLEY ROAD AND SILKSTREAM JUNCTIONSide lights on freight trains. Freight trains (Classes 7 to 9) travelling over the down and up locallines between Finchley Road and Silkstream Junction must exhibit side lights in accordance withRule Book, Section H, clause 7.4.1. (b).

i311CRICKLEWOOD"Arrival and departure" road between Cricklewood Junction and north end of TractionMaintenance Depot. Two Stop and Telephone boards are provided at the north end of the "arrival anddeparture" road, facing a movement arriving from Cricklewood Junction, as follows:—(i) immediately before reaching the facing points to the slip road,(ii) approximately 30 yards beyond the facing points to the slip road (this board is double-sided).The Driver of each movement from Cricklewood Junction must use the telephone at the first Stopand Telephone board to obtain instructions from the Traction Arranger and the telephone at the secondStop and Telephone board to advise the Signalman at Cricklewood Junction box when the movementis clear of the "arrival and departure" road.A movement requiring to proceed from the north end of the Traction Maintenance Depot toCricklewood Junction must not pass the double sided Stop and Telephone board described above untilthe Driver has obtained permission from the signalman at Cricklewood Junction box.Side lights on freight trains. Freight trains on the down reception line from Cricklewood Junctionto Cricklewood Recess Sidings ground frame must exhibit side lights in accordance with Rule Book,Section H. clause 7.4.1. (b) until the train has been drawn clear at Cricklewood Recess Sidings.Carriage Cleaning Plant. Drivers of trains entering the carriage sidings on either Nos. 1 or 2Arrival line must stop at the "Stop and Await Instructions" board at the converging point of these twolines, until authorised to proceed by the Shunting staff.Trains entering the sidings on the arrival lines will pass through the Pre-Spray Unit, about 20 yardsbefore reaching the "Stop and Await Instructions" board, and great care must be taken by Trainmenwhen working past this equipment.When trains are authorised to proceed past the "Stop and Await Instructions" board from thearrival lines, the Pre-Spray Unit will operate. Drivers must ensure that all cab windows are closed.' As the solution sprayed from this unit is harmful if taken internally, Staff should avoid touchingthe exterior of vehicles which have been sprayed until they have passed through the carriage washingmachine.IDrivers of trains authorised to proceed from Nos. 1 and 2 arrival lines towards the CarriageWashing Machines must be prepared to act as follows:—Locomotive Hauled Trains. Locomotives will pass through the Washing Machine when themachine is in operation. A trip switch will start the machine before the locomotive enters and Driversmust ensure that all cab windows and doors are closed. The Shunting staff will give the signal to theDriver to draw the train slowly through.Diesel Multiple Unit Trains. D. M.U. trains must be brought to a stand before entering the WashingMachine. After permission has been given by the Shunting staff for a train to pass the "Stop and AwaitInstructions" board (in advance of the washing plant), the Driver must move the train slowly through.If a train is stopped whilst passing through the Washing Machine, by a sudden loss of brake power,indicating that a disc has been turned, the Driver must not move forward until he has received a handsignal from the Shunting staff.Before a Driver commences to draw a train through the Pre-Spray Unit or the Washing Machine,or to restart the train after it has been stopped whilst passing through the machines, he must sound thehorn to indicate to the Shunting staff that the train is about to move forward.' The speed of trains passing through the Pre-Spray Unit and the Washing Machine must notexceed 3 m.p.h. and while a train is passing through this equipment, the Driver must be prepared toreceive a hand signal from the Shunting staff if the train is required to stop.Propelling—When unfitted vehicles are to be propelled from Cricklewood Junction box to the rearof the set-back signal on the up goods line at Cricklewood South Junction, a Guard's brake van must bethe leading vehicle in which the Guard or Shunter must ride.Staff Sleeper Crossings. Drivers of trains must sound the horn when approaching the staff sleepercrossing between the running lines arid sidings near Brent Junction Box.Working into Cricklewood Recess Sidings from down goods line or South Sidings. The clearing ofthe signal worked from Brent Junction No. 2 box for a train to set back from the down goods line orSouth sidings into Cricklewood Recess Sidings indicates that the line is clear into the sidings. After theDriver receives the Guard's hand signal to set back, no further hand signals will be received until thetrafn is under the control of the Recess Sidings staff. Drivers must keep a sharp lookout for emergencysignals at all times.I Refuse Transfer Station—Arrivals. Empty trains will run to No. 1 or No. 2 "up & down" goodsline, run-round and draw on to the reception siding. The Guard must then obtain permission of thePerson in charge of the refuse transfer station to commence shunting operations and ascertain from himwhich vehicles are to be placed in each siding.Before shunting operations commence, the Guard must advise the Driver which vehicles are tobe placed in each of the two sidings and if either siding is already occupied, by how many vehicles.Notice boards are provided adjacent to the sidings in the refuse transfer station indicating thenumber of vehicles which can be accommodated between the respective boards and the refuse stationbuffer stops.Departures. Upon completion of loading operations the train engine will run-round, draw to1\lot. 1 or No. 2 "up & down" goods line, then run-round ready to depart.Propelling. Propelled movements from the up goods line, signals 122/121/115, at Cricklewood

312HENDONFailure of signals protecting the "up & down" Chord line. If there is a failure of any equipmentpr venting the down goods to down fast (via the Chord line) home signal or the up fast to up goods (viatlIe Chord line) home signal from being cleared, a Pilotman will be appointed who will, under thea thority of the Signalman, personally instruct the Driver of each train to pass onto the single line.The Pilotman will either ride on the locomotive or will remain to follow on a later train.NAPS BURYUp slow intermediate block home signal. Should a train be detained at the up slow intermediateblock home signal and the telephone at that signal has failed, the Driver (or Driver's Assistant, where provided)must endeavour to speak to the Signalman by means of the telephone provided at Redland RoadstoneSiding ground frame. If this telephone also has failed, after satisfying himself that the ground frame pointsare in proper position for his train, the Driver must act in accordance with the provisions of Rule Book,Section K, clause 3.3.1.Redland Roadstone Aggregate Circle. All train movements will be made under the authority ofthe Redland Roadstone Controller.When the merry-go-round signals are switched on and cleared the train must proceed into theHopper in accordance with the aspect displayed.During discharging operations Drivers must work to the merry-go-round signals. If a "StopImmediately" signal is displayed the Driver must immediately bring his train to a stand, irrespective ofthe distance the train may be from the signal. Merry-go-round signals must not be passed when in the"Stop Immediately" position unless authorised to do so by the Redland Roadstone Controller.When the discharging operation has been completed the train must continue to proceed to the "StopBoard" in preparation to proceed to the rear of the train.The locomotive must then be uncoupled and proceed to the rear of the train ready for departurecontinuing to obey the merry-go-round signals.LUTON"Up & Down" platform loop. If the section signal cannot be cleared but all track circuits inrespect of the loop are indicating correctly, the Driver will be instructed by the signalman to pass thesignal at Danger. If, however, there is a failure of any other signalling equipment, Working by Pilotmanwill be introduced in accordance with Instruction 7 of "Single Lines Worked by the Tokenless BlockSystem—Instructions to Trainmen" contained in the General Appendix.LEAGRAVEDetention of trains at up starting signals. When a train comes to a stand at the up fast or up slowstarting signal owing to the signal concerned being at Danger, the Guard must immediately advise theSignalman by means of the tail lamp telephone on the platform concerned whether or not the train iscomplete with tail lamp attached.Warning of Trains. Drivers of trains on the up slow line accepted under the Warningarrangements will not be verbally instructed as to the state of the line ahead, but will be stopped at thestarting signal, and a green handsignal, held steadily, will be exhibited by the Signalman when the train ispassing the box, and this handsignal must be acknowledged on the locomotive horn.HARLINGTONSundon-British Portland Cement Manufacturers. All outwards traffic will be placed by thefirm in the two sidings South of the works, and traffic for the works must be placed by B.R. locomotiveson either of these two sidings as required. Shunting must not be performed at the works to place vehiclesin position for loading or unloading, or to sort vehicles that are ready to be despatched.Locomotives may be set back from the up slow line as far as the second set of safety points to attachany vehicles standing there to be attached, but must not pass this point.A brakevan must be left with brake applied on the up slow line on the Harlington side ofthe points leading from the Cement Sidings before any vehicles are drawn out of the sidings. Thevehicles must be set back and coupled to the brakevan before any further backward movement is made.Trains must not be shunted at these sidings to allow other trains to pass.BEDFORDKing's Place Concrete Depot—Concrete Batching Plant No. 3 Siding. Red lights, normally out,are affixed to the plant and on either side of the Ampthill Road overbridge.These lights are controlled by the Plant Operator and will be illuminated when the work of servicinga rail vehicle is in progress.No movements of rail vehicles must be permitted on No. 3 siding during the time that the redlights are illuminated.

313Bedford—continued"Up and down" slow line between Kempston Road in. and Bedford North in. If the section cannotbe cleared but all track circuits in respect of the line are indicating correctly, the Driver may be instructedby the Signalman to pass the signal at Danger. If, however, there is a failure of any other signallingequipment, working by Pilotman will be introduced in accordance with Instruction 7 of "Single Linesworked by the Tokenless Block System—Instructions to Trainmen" contained in the General Appendix.Detention of trains at "up and down" slow up home 2 or up slow home 2 signal for BedfordNorth Jn. When a train comes to a stand at either of these signals owing to the signal being atDanger, the Guard must immediately advise the Signalman by means of one of the telephones providedwhether or not the train has arrived complete with tail lamp attached. In these circumstances after thesignal clears, the Driver must not move his train until he has received the appropriate hand signal fromthe Guard to intimate that he has rejoined the train.WELLINGBOROUGH JUNCTIONWorking of Down Sidings. Permission must be obtained from the Signalman at WellingboroughJunction box before any movement is made from the down yard towards the Stop board in the singlegoods line.Morris Motors Siding. Permission must be obtained from the Person in charge of the No. 1 RailWeighbridge before a movement is made from the up goods line into the sidings.FINEDON ROADBefore a movement is put on the inward loco. road for outward departure, permission must beobtained from the Signalman at Finedon Road box.Setting back movements from the down goods line to down or up siding. Rule Book, Section J,clause 4.1 is exempt for these movements.The Guard or Shunter must advise the Signalman at Finedon Road box immediately all is rightfor the movement to commence.Setting back movements from the up goods line to up sidings. The illumination of the "OFF"indicator working in conjunction with the signal applying to set back movements from the up goods lineto the up sidings will be the Driver's authority to commence the setting back movement and theprovisions of Rule Book, Section J, clause 4.1 are exempt. The setting back movement must be madeat walking pace and the Driver must be prepared to act on a hand signal from the Guard or Shunterwhen he comes into view.When the locomotive of the train is standing ahead of the down goods home signal for NeilsonsSidings box, the Driver must not commence the set back movement until he has received the handsignalreferred to in the Rule Book, Section J, clause 4.4.1.The movement must be made cautiously and the Driver must obey any handsignal given by theGuard or Shunter after the movement has commenced.Withdrawal of Traincrew and Detaching of Locomotive from Freight Train on Down Goodsline—Rule Book, Section H, clause 4.16. During clear weather only, Guards of Freight Trains(including those which have a Driver's Assistant) changing locomotives at the down goods home signal,are authorised to leave their train without being relieved by a Guard or Shunter.NEILSONS SIDINGSWagon Repair's Siding. Permission must be obtained from the Depot Foreman before a movementis made from the down main line into the sidings.KETTERINGtse of Guard's Telephones. If a train is brought to a stand at the up fast or slow line innerhome signals, the Guard must immediately advise the Signalman whether or not the train iscomplete with tail lamp attached, using the telephones at the Leicester end of the fast and slow lineplatfolms.Train on down fast line requiring fresh Locomotive. A train on the down fast line requiring a freshlocomotive in emergency must stop at the inner home signal and not proceed int(' the platform.MARKET HARBOROUGHTrains Booked to call. Trains conveying more than 7 coaches to call at the station must be broughtto a stand with the rear 7 coaches of the train in the platform, provided the necessary signals havebeen cleared.Up sidings ground frame. Referring to the instructions for working ground frames on pages 256/7the following bell code is additional to those shown to be used if there is a failure of the telephone:—110 Signal box.May train set back towards signal box 2 - 3 - 3The setting back movement must not be commenced until the code has been acknowledged.

314LEICESTERStation Platforms. After a train has come to a stand on any portion of a platform it must not againbe moved until proper warning has been given to passengers who may be getting in or out or be near tothe train.The Driver of a passenger train or shunting movement which has come to a stand at any portion ofthe platforms must receive authority from the Person in charge of the platform before againmoving his train.North Box. Movements from the Breakdown van siding or locomotive sidings via the emergencyconnection to the up siding line, or from the up siding line to these sidings must not commence untilthe permission of the Signalman has been obtained. When the movement is complete the Person in chargemust inform the Signalman.The handpoints in the down siding line, adjacent to the down passenger line, must be kept normallyset for the Furniture Dock siding.Permissive Block System. The Signalman at London Road Jn. and Leicester North boxes areexempt from exhibiting a green hand signal as laid down in instruction B (c) of the Instructions relatingto Permissive Working contained in the General Appendix.Drivers of trains stopped or brought nearly to a stand at the down main starting signal for LondonRoad in. or the up main starting signal for Leicester North must be prepared accordingly.BETWEEN HUMBERSTONE ROAD JUNCTION AND LEICESTER NORTHWithdrawal of Guards from Terminating Freight Trains on the Up Goods line—Rule Book, SectionH, clause 4.16. After obtaining the permission of the Person in charge of Leicester Up Sidingsand informing the Signalman at the box in rear of what is about to be done, Guards of terminatingfreight trains on the up goods line between Humberstone Road Junction and Leicester North areauthorised to leave their train without being relieved by a Guard or Shunter.During fog or falling snow, the Guard must protect his train in accordance with the first paragraphof Clause A2 of the Instructions Relating to Lines worked on the Permissive Block System or Regulation 7of the Regulations for Working Trains over Goods lines not worked on any Block System in theGeneral Appendix before leaving his train.HUMBERSTONE ROADUp terminating freight trains. When it is necessary for the rear portion of a terminating freighttrain on the up goods line to be removed from that line at Humberstone Road Junction box and forthe train locomotive to go forward with the front portion of the train to Bell Lane the provisions ofRule Book, Section H, Sub-Section 10, must be applied to such movements. A tail lamp must not becarried on the front portion of the train. The Guard must, before leaving Humberstone Road with thefront portion, take such steps as will enable him to be in a position to assure the Signalman at Bell Lanebox that the front portion has arrived at that box complete.SILEBYRedland Roadstone Sidings. When on duty the Redland Roadstone staff will be responsible for allmovements within the sidings.When Redland Roadstone staff are not on duty the Signalman at Sileby box will advise Trainmenaccordingly and the Trainmen will then be responsible for all movements within the sidings.Should any crippled vehicles be detached during the time Redland Roadstone staff are not on duty,Trainmen must advise the Signalman at Sileby box of their location.The permision of the Signalman at Sileby box must be obtained for all wrong direction movementsalong the Reception line.LOUGHBOROUGHDown Sidings. A Shunter is normally on duty from 07 30 to 15 30 Monday to Friday. During theperiod the Shunter is not on duty, the Guard of a train requiring to enter the sidings must proceed to thesidings and ensure that the hand points are correctly set and the siding concerned is clear for the train toenter. The Guard must advise the Signalman at Loughborough box when this has been done.The illumination of the appropriate "Off" indicator associated with the shunting signal concerned onthe down main or down goods line will be the authority for the Driver of a train requiring to set backinto the sidings to commence the movement without waiting for the signal to start from the Guard orShunter, but the Driver must proceed cautiously, keeping a sharp lookout and be prepared to act on ahandsignal when the Guard or Shunter comes into view.

315RATCLIFFE POWER STATIONWhilst a train is inside the Power Station all movements are made under the authority of theC.E.G.B. Controller.Should it not be possible to communicate with the C.E.G.B. Controller by telephone whennecessary, the Guard must proceed to the Control Room to advise the Controller of the circumstances.Signals must not be passed at Danger unless verbal authority is received from the C.E.G.B.Pilotman who will wear a red armlet and will accompany the movement.If the red aspect of a marker signal is exhibited or if no light is exhibited in a "creep" signal, theDriver must immediately bring his train to a stand.Coal Circle. Except as shown below, the maximum permissible speed of trains on the Coal Circle is5 m.p.h.Trains (and light locomotives) must not exceed a speed of + m.p.h. when passing over the weighbridgeon each side of the hopper.All locomotive cab doors must be closed when travelling between the weighbridges on either sideof the hopper.The Guard of a train to discharge on the Coal Circle, must station himself ahead of the locomotivebetween the two tracks at the exit of the hopper house in such a position that will enable him to watch theoperation of the discharge equipment, should the discharge equipment operate prematurely, or anythingoccur during the discharge operation likely to cause a derailment, the Guard must immediately signal theDriver to stop, by pressing one of the two emergency stop plungers located centrally between the twotracks at the exit of the hopper house.A train conveying 26.5 or 32.5 tonnes capacity vehicles must proceed through the unloadinghopper at 4 m.p.h. until unloading is complete.A train conveying 24.5 tonne capacity vehicles must proceed at 4- m.p.h. to the first marker signalbeyond the hopper and come to a stand. If positioned correctly for unloading, the "creep" signals willexhibit a STOP aspect. When the unloading of the first 6 vehicles is completed, the "creep" signals willagain exhibit a "proceed" aspect and the train must proceed at + m.p.h. to the next marker signal where itmust come to a stand. This procedure must be repeated until the unloading of the whole train iscompleted.All departing trains must be brought to a stand at signal C2 and if a "Cripples" Indication is givenat signal A7 or B7 the Guard must obtain details by telephoning the Control Room.After detaching vehicle(s) in the cripple siding, the train must be remarshalled complete on theapproach side of signal C2.DuAll trains must stop at signal D I or El as the case may be and when a "proceed" aspect isexhibited, s proceed through the dust bunker in accordance with the instructions under the heading"Coal Circle" for a train conveying 24.5 tonnes capacity vehicles, except that in this case loading takesplace t instead of unloading.CIfor einergency ifpurposes, A C.E.G.B. representative who will be identified by a red armband, will verballyrequestrdthe Guard or Chargeman to instruct the Driver to draw the complete train clear of the levelcross ng.cuAll departing trains must be brought to a stand at signal D8 or E8 and the Guard must examinethe train. lrAfter eidetaching vehicles in the cripple siding, the train must be remarshalled complete on theapprOach. nside of signal D8 or E8.TheTgrelieving of incoming trains must be carried out at signal F I.Whenhlit is necessary to stable a train on either dust line, it must be positioned as directed by theC.E.G.B. Controller.e oundj mathe Authority of signals S5 and S6. Such movements must come to a stand at the "Stop andAwait he adInstructions" board from which they will be conducted by a C.E.G.B. representative.m oDischarge of Oil on Dust Circle between signals E4 and E7. The following instructions are to bexivappli e d instead of those shown in the Working Manual, Part 3 (Pink Pages,) Section E2/ I 7.I. When inthe train arrives on 'E' Line the B.R. Chargeman must request the Coal Plant Control Roomm eOperator mgto set the inlet points (No. 4) for 'D' line and must then secure them in that position withn t Eclip uoand padlock.o2. The m p B.R. Chargeman must remove the tail lamp before discharge commences.f 3. When pethe C.E.G.B. Terminal Supervisor advises the B.R. Chargeman that the train is correctlyl Oeri oair brake, and the Guard, after checking that all buffers are decompressed, must apply the handbrake on the three vehicles at each end of the train before the locomotive is uncoupled.g4. sf mtthe locomotive is to remain at Ratcliffe it must be drawn forward and brought to a stand ath it signal E8, where it must remain until discharge has been completed.it 5. f i the locomotive is leaving the Power Station it must be drawn clear of 'E' line to signal TT.416.sol6. When o the locomotive is at a stand at signal E8 or drawn clear of 'E' line the B.R. Chargeman mustrequest sno nthe Coal Plant Control Room Operator to set No. 5 points for movements to and from 'D'line isand then secure them in that position with a clip and padlock.c ebto dlhm ,e

316Ratcliffe Power Station—continued7. The B.R. Chargeman must advise the C.E.G.B. Terminal Supervisor when instructions 1 to 6 havebeen carried out and the latter must provide a red flag, red disc or red light at each end of thestabled train before discharge commences.8. When discharge is completed and the red flags, discs or lights have been removed the C.E.G.B.Terminal Supervisor will sign the "Certificate of Readiness" in duplicate. Both copies must becountersigned by B.R. Chargeman who must retain the original and forward it to the Area Manager,Toton.9. When he has received the "Certificate of Readiness" the B.R. Chargeman must remove the pointclips from the entrance and exit points to 'E' line, advising the Coal Plant Control Room Operatorwhen this has been done, and replace the tail lamp.la If the locomotive is standing at Signal E8 the B.R. Chargeman must obtain the permission of theCoal Plant Control Room Operator for it to back on to the train before instructing the Driver toset back.11. If the locomotives comes from elsewhere the final paragraph of the dust circle instructions must beobserved.12. After attaching the locomotive the Guard must carry out the 'Brake Continuity Test', check andrelease all hand brakes and check the tail lamp before advising the B.R. Chargeman that the trainis ready for departure.13. The B.R. Chargeman must advise the Coal Plant Control Room Operator when the train is readyfor departure.LONG EATON STATIONDown trains booked to call at the station must come to a stand with the driving cab no furtherthen the platform ramp at the Derby end of the station. The drawing up of trains for station dutiesbeyond the ramp at the Derby end of the station is prohibited.DRAYCOTTThe illumination of the 'Off' indicator will be the Driver's authority to commence a movementthrough the crossover or into the Hoveringham Gravel Co's sidings, without waiting for the Guard'ssignal to start, but the Driver must proceed cautiously, keeping a sharp lookout and be prepared to acton a handsignal when the Guard comes into view.The marker board on the cess side of the up main line is provided to indicate to the Driver of atrain which has proceeded through the crossover that his train is clear of the crossover points.SPONDONBritish Celanese Sidings. Trains not exceeding 15 S.L.U. may be propelled into British Celanesesidings, provided they are preceded on foot by a Guard to warn anyone in the vicinity of the sidings.Trains exceeding 15 S.L.U. must be drawn in by a locomotive.Guards of trains which are drawn into the sidings must uncouple the locomotive and stand onthe level crossing at the East end of the sidings to stop road traffic before handsignalling the locomotivefrom one side to another.DERBYDerby Station. After a train has come to a stand in any portion of a platform it must not again bemoved until proper warning has been given to passengers who may be getting in or out or be near thetrain.The Driver of a train or shunting movement other than a freight train which has come to a stand inany portion of a platform must receive authority from the Person in charge of the platform before againmoving.Trains departing from Carriage Works at London Road Junction. The Signalman at Derby boxmust be advised by the telephone located at signal DY.437, the description and destination of the train.Research Siding. Movements within the Railway Technical Centre Sidings must only be made onthe authority of the Person in charge of the sidings.Pilot Siding line. The provisions of Rule Book, Section K, clause 3.2.1, must be carried outimmediately a train is brought to a stand at signal DY.427.Etches Park. Propelled movements from Etches Park on to the "up & down" connecting line orpilot siding prior to proceeding south, are prohibited.ST. MARY'S GOODS YARDPropelling Movements. The Guard of a train requiring to travel via Derby Station must obtainthe verbal permission of the Person in charge before authorising his train to be propelled out of St.Mary's Yard.

317AVENUE SIDINGSWhen a movement requires to proceed from the shunt neck to the sidings past the "Stop andAwait Instructions" board or from the down goods line, the Guard. or Driver's Assistant in the case of alight locomotive, must obtain the permission of the Person in charge of the sidings by use of the telephoneprovided.CLAY CROSS NORTH JUNCTIONWhen signal TT.19, applying to movements from the down main line to down Derby goods lineor cripple siding exhibits a proceed aspect, the Driver may commence the setting back movement withoutwaiting for a signal to start from the Guard. Whilst setting back the Driver must keep a sharp lookoutand be prepared to act on a handsignal from the Guard when he comes into view.WHITWORTH'S SIDINGS BRANCHWhen not in use, the hand points for Whitworth's Sidings must be padlocked for the single goods line.CORBY NORTHWhen the shunting signal outside the down main line, 350 yards on the Manton side of the two-armshunting signal applying to movements to the up siding or up main line, is cleared the Driver maycommence the setting back movement without waiting for a signal to start from the Guard. Whilstsetting back the Driver must keep a sharp lookout and be prepared to act on a handsignal from theGuard when he comes into view.LLOYD'S SIDINGS NORTHWhen the shunting signal outside the down main line, 350 yards on the Manton side of the two-armshunting signal applying to movements to the up sidings or up main line, is cleared the Driver maycommence the setting back movement without waiting for a signal to start from the Guard. Whilstsetting back the Driver must keep a sharp lookout and be prepared to act on a handsignal from theGuard when he comes into view.OAKHAMStation. Up trains booked to call at the station must come to a stand with the driving cab no furtherthen the platform ramp at the Manton Junction end of the station. The drawing up of trains for stationduties beyond the ramp at the Manton Junction end of the station, is prohibited.Cmetery Sidings. The normal position of the scotch block in the Cemetery Sidings is across thesiding and it must be secured in this position when shunting operations are complete.ASH WELLD wn lie-by siding ground frames. Referring to the instructions for working ground frames onpages /56/7, the following bell code is additional to those shown to be used if there is a failure of thetelephoH:— To Signal box.May train on down main line set back towards the box 2 - 3 - 3The movement must not be commenced until the code has been acknowledged.BROOME LANE LEVEL CROSSINGWhen it is necessary for Syston South Junction up I.B. home signal to be passed at Danger inaccordance with Rule Book, Section K, clause 3.3.1, Drivers must proceed cautiously towards thelevel crossing, prepared to stop short and not pass over it until satisfied that it is safe to do so.HOLWELL BRANCHV hicles must not be stabled in the shunting neck at the north end of the branch.

318RUDDINGTON BRANCHThe Ruddington Branch is under the control of the Signalman at Loughborough box. The clearingof the signal is the Driver's authority to proceed onto the single line. If the signal cannot be cleared owingto failure, the Signalman will verbally instruct the Driver to proceed onto the single line.As soon as a down train comes to a stand at the "Stop, Telephone Signalman," board, theDriver's Assistant of a light locomotive or the Guard of a train must immediately advise the Signalman atLoughborough box whether or not the train is complete with tail lamp attached, by means of thetelephone at the up direction home signal.As soon as a train returning from East Leake or beyond, arrives at the up direction home signal,the Driver's Assistant of a light locomotive or the Guard of a train must immediately advise the Signalmanat Loughborough box whether or not the train is complete with tail lamp attached. The signal willnot be cleared until the Signalman has been advised that the train has arrived complete with tail lampattached.Disabled Train. If a train becomes disabled and assistance is required, the Driver or Driver'sAssistant if the locomotive is double-manned, after ensuring that the train cannot be moved, must advisethe Signalman at Loughborough box by the first available means. The disabled train must be protected bythree detonators. 20 yards apart, being placed on the line not less than 300 yards from the train, bythe Driver or Driver's Assistant if the locomotive is double-manned, on his way for assistance. The Driver orDriver's Assistant if the locomotive is double-manned, must conduct the assisting train to the disabledtrain.The assisting train must run at a reduced speed and great caution must be observed by all concerned.The Guard of the disabled train will be responsible for the safe and proper working of the lineuntil it is again clear.Key to padlocks. The key to various padlocks on the hand-points and swivel scotch-blocks betweenEast Leake and Ruddington must be obtained from the Train Crew Supervisor at Leicester prior tothe train's departure. On completion of work, the key must be returned to the Train Crew Supervisor.East Leake. On completion of work, the Guard must padlock the points for movements along thesingle line and padlock the swivel scotch-block across the entrance to the sidings.Hotchley Hill. On completion of work, the Guard must padlock the points for movements alongthe single line, and the points in siding I must be padlocked for movements to the dead end.Ruddington. On completion of work, the Guard must padlock the swivel scotch block across theentrance to the sidings.DENBY BRANCHThe Train Staff when not in use is locked in a release instrument locatedLevel Crossing.Drivers must telephone the Signalman at Derby box on the return journeyreplaced in the release instrument.If there is any failure of the apparatus, the person operating the instrumentwith the Signalman's instructions.WIRKSWORTH BRANCHat Little Eaton Stationafter the staff has beenmust act in accordanceWirksworth Up Siding. A train from Wirksworth Up Siding must not be brought to a stand, toenable the Guard to normalise the ground frame points, until it has passed clear of Gorsey Bank levelcrossing.Wirksworth Incline. When vehicles for despatch from Derbyshire Stone Co's outward sidings havebeen attached to the train, the Guard or Shunter must attach a tail lamp to the last vehicle to indicateto the firm's employees that the train is complete. After sunset or during fog or falling snow this tail lampmust be lighted.The handbrakes on one side of all the vehicles must be pinned down before the signal to start isgiven. The speed descending the incline must not exceed 5 m.p.h., and the Shunter mustwalk alongside the train to Wirksworth Station and be prepared to apply further hand-brakes ifnecessary.Before departure, the Driver of a train standing in the Exchange Sidings at Wirksworth Inclinemust hand the staff to the Guard or Shunter to permit the ground frame to be released, the trap pointsclosed and the signal cleared to allow the train to leave the Exchange Sidings.The clearing of the signal at the ground frame is the authority for the train to proceed from theExchange sidings to Wirksworth yard, without the train staff and, unless otherwise instructed, theDriver must not depart from the sidings until the Shunter has returned from the ground frame toaccompany the train down the incline.Before operating the ground frame, the shunter must first ensure that no conflicting movement isbeing or is about to be made. After clearing the signal for a train to depart from the Exchange sidings,a conflicting movement must not be authorised until the train has passed clear of the Wirksworth Inclineline.When Derbyshire Stone Co's Staff place vehicles in the outwards sidings, a sprag is secured inthe wheel of the leading vehicle at the lower end and a further sprag in the third or fourth vehicle.If vehicles are left in the siding after a train is despatched to Wirksworth Station, the Guard orShunter must place a sprag securely in the wheel of the first and third vehicles at the lower end.

319MATLOCK BRANCHMethod of Working. If it is not necessary for a train to be shunted clear of the single line atMatlock, the Driver must return from Matlock without passing the token through the instrument atMatlock.The Guard of a passenger train detained at Matlock beyond the booked time of departure mustimmediately advise the Signalman at Derby box. The Signalman must, under these circumstances, beadvised when the train is ready to depart.TitENT JUNCTION TO NEWARK AND BRANCHESTRENTTrent Yard Frame. A train must not proceed in the wrong direction from Trent Yard frame tosignal TT.221 on the down goods loop until the permission of the Signalman at Trent box has beenobtained. He must be advised the description and destination of the train or if it is a shunting movement.BEESTONMessrs. Boots' Private Sidings. Trainmen working over the connection between the up sidingand Messrs. Boots' Sidings must keep a sharp lookout and be prepared to stop at the public levelcrossing if the gates are across the line.Beeston No. 3 Ground Frame. When the "OFF" indicator, working in conjunction with subsidiarysignal TI.328, exhibits an "OFF" indication, the Driver may commence the set back movementwithout receiving a hand signal from the Guard or Shunter, but he must proceed cautiously keeping asharp lookout and be prepared to act on a hand signal when the Guard or Shunter comes into view.A movement to the freightliner depot sidings must be brought to a stand with the locomotive at the boardlettered "10 FIN." from which point the movement will be handsignalled into the depot.Soluth End Sidings. Vehicles must not be stabled on Nos. 1 and 2 run-rounds.BEESTON FREIGHTLINER TERMINALMaximum speed of trains in the terminal must not exceed 10 m.p.h. During the hours of darkness, orin fog or falling snow, speed must not exceed 5 m.p.h./vehicleis detaChed. 1 trains, four vehicles on 20 vehicle trains, nearest to the locomotive before the locomotive4arrival ,Dtbparting and act Trains. on his instructions.The Guard must report to the Person in charge of the terminal immediately on, The Guard, or Driver's Assistant where provided, must couple the locomotive to the train and theautomaiic r brake must be fully released, the train being held by the independent air brake. The Guardin conjUnctioniwith the Driver must carry out the air brake continuity test and release all handbrakes.Before departure the Guard must receive from the Person in charge at the Terminal a certificate tothe effectvthat the containers on the train have been properly secured and that an oil tail lamp, filled,trimmed i and lit as necessary, or an electric tail lamp sufficiently charged, is in position at the rear of thetrain. ninal authority to depart will be given verbally, or by handsignal, by the Person in charge.gTLENTON SOUTH JUNCTIONrClifton a Colliery Ground Frame. A propelling movement must not be made from the sidings to theup goods line until the permission of the Signalman at Trent box has been obtained.Aitrain must not proceed in the wrong direction from Clifton Colliery ground frame to signalTT.32 non the up goods line until the permission of the Signalman at Trent box has been obtained.He mu s t be advised the description and destination of the train..TNOTTINGHAMhA er a train has come to a stand in any portion of a platform it must not again be moved untilproper e warning has been given to passengers who may be getting in or out or be near the train.The G Driver of a train or shunting movement, other than a freight train, which has come to a standin any uportion of a platform must receive authority from the Person in charge of the platform beforeagain moving.ard

320Nottingham—continuedAir Braked Passenger trains, Changing Locomotives or Locomotives Running Round Train. Airbrake regulations 3.5.1 and 4.3.2 are modified:—3.5.1. Immediately on arrival at Nottingham Station, the Guard must advise the Platform Supervisor,using the form provided:(a) The automatic air brake is in use; the Driver must be specially advised when all or anyportion of the train is operating single-pipe.(b) Weight of the train.(c) Total number of vehicles.(d) Number of vehicles on which the brake is isolated and whether the train speed is to belimited to 10 m.p.h. below the maximum permitted line speed (see Clause 3.5.2).He must then proceed immediately to the rear of the train to carry out the brake continuitytest.The Platform Supervisor must give this information to the Driver who must not start untilhe has received it.4.3.2. When he is ready for the brake continuity test to be carried out the Driver must inform thePlatform Supervisor who must then signal the Guard using the hand signal described inthe Rule Book, Section D, clauses I and 5 (1). This signal is the Guard's authority to carryout the provisions of Clause 4.3.3.On completion of his part in the brake continuity test, the Guard must board the rearof the train and give the signal to start therefrom.Nottingham Carriage & Holding Sidings. Drivers of movements from these sidings onto the upmain line must in addition to having a proceed aspect at signal TT.257 or TT.261, have received verbalauthority from the Person in charge of the siding before proceeding.CARLTONA "Train Ready to Start" plunger is provided on the down platform and Guards of passengertrains ready to depart must press this plunger. Stoke Lane level crossing barriers will not be lowered norwill the down main starting signal be cleared until this plunger has been operated.HUCKNALL COLLIERY SIDINGSHucknall Byron Station ground frame. Referring to the instructions for workingon pages 256/7. the following bell code is additional to those shown to be used if there istelephone:To Signal boxMay train set back towards signal boxThe setting back movement must not be commenced until the code has beenand the necessary signal has been cleared.ground framesa failure of the2-3-3acknowledgedLoading Bunker. All movements through the bunker will be under the control of the BunkerOperator who will authorise each movement.Trains will be drawn through the bunker, at a speed not exceeding 3 m.p.h., for the purpose ofweighing each vehicle.When the vehicles have been weighed, the train must be propelled through the bunker, at a speednot exceeding +, m.p.h. to be loaded.LINBY COLLIERY SIDINGSWhen a movement requires to enter the sidings, the Guard or Shunter in charge must obtain thekey to the padlock on the scotch block across the exit from the sidings, from Linby Colliery Sidings box.The normal position of the scotch block at the exit from the sidings and the derailers at the exit ofeach siding is across the line concerned and they must be replaced to and secured in this position whenshunting operations are completed. The key to the padlock must be returned to Linby Colliery Sidingsbox.BETWEEN LINBY AND ANNESLEY COLLIERY SIDINGSMethod of Working. The down and up goods line between Linby Box and Annesley Collierysidings are controlled by the Signalman at Linby box and worked under the Absolute Block signallingconditions, as follows:—Down goods line. An "End of Section, Stop and Await Instructions" board is positioned atAnnesley Colliery Sidings, 940 yards after passing the down distant signal.Up goods line. A "Stop—Telephone Signalman for permission to proceed" board is positionedat:—(i) Annesley Colliery Sidings—in the up goods line, 350 yards south of the points leadingfrom Newstead Colliery empty wagon sidings.(ii) Newstead Ground Frame—Adjacent to the points leading from the loaded wagonsidings to the up goods line.A telephone to Linby box is provided at each up line board.An up train must not depart from Annesley Colliery Sidings or Newstead Colliery Empty Wagonsidings on the up goods line until the Driver has obtained the authority to proceed from the Signalman atLinby box.

321Between Linby and Annesley Colliery Sidings—continuedWhen a train is required to work at Newstead Ground Frame, the Guard (or Driver's Assistant)must advise the Signalman at Linby box when his train with tail lamp attached, has been shunted intothe sidings clear of the up goods line and the ground frame points have been secured for throughmovements on the up goods line.When a train is required to depart from the Newstead Ground Frame, the Driver must obtainthe permission of the Signalman at Linby box and the movements must not be allowed to depart orfoul the up goods line until this has been obtained.Failure of telephone—Up Goods Line. Should the Driver of an up train be unable to communicatewith the Signalman at Linby box by the telephone at the "Stop" board on the up goods line at AnnesleyColliery Sidings, he must not proceed until the time usually taken by a train to pass Linby Box haselapsed plus an additional allowance for having been stopped at Newstead Colliery Crossing andNewstead Ground Frame and for running at reduced speed.When a Driver is proceeding under these conditions he must stop short of the Newstead CollieryCrossingand ensure that the gates have been placed across the roadway, also he must stop short of theconnection from the sidings at the Newstead Ground Frame and ensure that no conflicting movement isbeing made, before proceeding cautiously towards Linby.If the telephone between Newstead Ground Frame and Linby box has failed, the Guard of an uptrain requiring to depart from the sidings at the ground frame towards Linby must, before operating thepoints for it to depart, proceed back towards Annesley Colliery Sidings and attempt to contact theSignalman at Linby box by the telephone, located at either Newstead Colliery Crossing or AnnesleyColliery Sidings. If the Guard is unable to communicate with the Signalman at Linby box, he mustarrange for 3 detonators 20 yards apart to be placed on the rail of the up goods line 100 yards on theLinby side of Newstead Colliery level crossing. On arrival at Linby box the Signalman must be advisedof the circumstances.ANNESLEYA propelled movement must not be made into the empty wagon sidings unless a green light isexhibited by the signal at the entrance to these sidings. If during such a movement the Driver is unableto see the green light he must immediately stop the movement.During periods of bad visibility, the Driver must, if he is unable to see the green light, work to signalsfrom the B.R. Shunter until the green light comes into view.Should the signal fail so that a green light cannot be exhibited, the Driver must be so advised bythe B.PjLINCOLN STREET CROSSING.S h uBasford Chemical Works Level Crossing. Drivers of trains proceeding from Babbington Collieryto LincOln Street Crossing must approach Basford Chemical Works occupation level crossing, which isn t esituated 100 yards on the Lincoln Street Crossing box side of Basford Junction Sidings ground frame,r cautiouly, prepared to stop short of the crossing and must not proceed over it until satisfied that it isasafe to do so.nBABBINGTON COLLIERYdt Lhdeparting h i air-braked train until the brake continuity test has been satisfactorily carried out.e admCALVERTON COLLIERYedo WB fore a train for Calverton Colliery leaves Bestwood Park Junction, the Guard or Shunter invcharge a must obtain permission to enter the Colliery sidings from the N.C.B. Weighbridgeman. Whenesuch gp rmission has been given, the Guard or Shunter in charge may authorise the Driver to proceed,passing the notice board lettered "End of Staff Section".m oeShould communication fail, a train may leave Bestwood Park Junction but must not pass thenoticenboard lettered "End of Staff Section" until the Guard or Shunter in charge has satisfied himselfthat n no S conflicting movement will be made within the Colliery sidings and has given the Driver thenecess t i ry authority to proceed.w dB fore permission is given for a movement to be made from the arrival line towards the emptysidings i i the Guard or Shunter must place the tall siding signal controlling movements from the N.C.B.prepar l ntion plant siding to Danger and be satisfied that a conflicting movement is not being made.lWhen loading has commenced and the Driver is propelling his train through the loading bunkergthe Guard must so position himself that he can indicate to the Driver to stop when he arrives at thenoticeb shoard lettered "Locomotives must not pass this point until authorised to do so by the BunkerOperator e . after loading" situated inside the loading bunker.c To hRECTORY JUNCTIONn11ele Book, Section S. Hand trolleys placed on the up main line between the up main starting signaland t thd p up main intermediate block home signal must be protected in accordance with the provisions ofRule r B a ok, Section S, clause 3.1. The movement of trolleys in the wrong direction on this section oflineois prohibited.rl kl i

1322COTGR AVE COLLIERYThe Driver or Guard of a class 7, 8, 9 or 0 train must, on arrival at Cotgrave Colliery, advise theSignalman at Rectory Junction box when the locomotive has run round its train via the departure lineand the movement is complete, or in the case of a light locomotive or train proceeding direct to thesidings, when the train is on the arrival line clear of the connection from the departure line to thesingle line.Drivers of trains must advise the Signalman at Rectory Junction box, when their train is standingon the departure line at Cotgrave Colliery, awaiting to depart, the description and destination of the train,by means of the telephone adjacent to signal R.L82.When loading has commenced and the Driver is propelling his train through the loading bunker,the Guard must so position himself that he can indicate to the Driver to stop when he arrives at theNotice Board situated inside the loading bunker and lettered "Locomotives must not pass this pointuntil authorised to do so by the Bunker Operator after loading".COLWICK ESTATES BRANCHTraffic is worked between the Exchange Sidings and the various depots over this Single line byB.R. locomotives.Before a train or locomotive is allowed to pass the "End of Staff Section" board from the Estatessingle line to the Exchange sidings, the Shunter must first ensure that no conflicting movement isbeing made or is about to be made over the down main line/Exchange sidings connecting line. Inaddition the Shunter must inform the Driver of any locomotive working in the Exchange Sidings whatis about to be done and instruct him not to move until given permission. A train or locomotive maywork over the down main line/Exchange Sidings connecting line during the time another train orlocomotive is in the Exchange Sidings or on the Estates single line.If a train or locomotive requires to proceed from the down main line into the Exchange Sidingswhile one is already working in these sidings the movement must be made in the presence of theShunter who must have a clear understanding with the Trainmen working in the Exchange Sidings.In the absence of the Shunter, Guards must satisfy themselves that the gate into the ExchangeSidings is open and the points in the Exchange Sidings are properly set before authorising themovement to enter the sidings from the down main line.When vehicles are propelled from the Exchange Sidings to Esso Sidings, the Shunter must precedethe movement on foot to ensure the safety of passage over the intervening level crossing.British Sugar Corporation Sidings. The points leading from the British Sugar Corporation'sSidings to the Co'wick Estates Branch are clipped and padlocked, the key being kept in the B.R.office and during week-ends at the British Sugar Corporation's weighbridge hut. Before entering thesidings the Shunter must obtain the key to release the points and when work is completed must lock thepoints and return the key.GEDLING COLLIERYThe single line between the arrival sidings and the colliery empty wagon sidings is controlledby two Annett's keys, which are kept by the B.R. Shunter when not in use.One key unlocks the one-lever ground frame controlling the points and signal from the collieryloaded sidings to the single line, and the other unlocks the one-lever ground frame controlling thesignal which authorises propelling to the empty wagon sidings.The normal position of the points is from the loaded sidings to the single line to permit N.C.B.movements when the line is not occupied by B.R. trains.Numbered stop boards alongside the single line between the arrival sidings and the points fromthe loaded sidings indicate to Drivers of B.R. empty trains the position at which trains consisting of45, 50 or 55 S.L.U. must stop to clear the inlet points. Drivers must not pass the 55 S.L.U. board untilthe points leading from the loaded sidings have been placed in the correct position by the Guard orShunter.After entering the B.R. arrival lines the locomotive must run round its train in readiness topropel the vehicles to the empty wagon sidings.The Guard or Shunter must walk forward to the empty wagon sidings on the left hand side of therunning line and on his way reverse the points and signal from the loaded sidings to allow the B.R.train to pass. He must not allow the N.C.B. locomotive to proceed towards these points after they havebeen reversed for the single line. When he reaches the empty wagon sidings, provided the line is clear,he must clear the signal to authorise the Driver to commence propelling.When the train reaches the empty wagon sidings the signal authorising the movement must bereplaced to Danger and, when work on the single line is completed, the two Annett's keys must bereturned to the B.R. Shunter.When attaching a train from the loaded sidings for which A.W.B. Regulations will apply andit is necessary to attach off more than one siding, Trainmen must ensure that proper control ismaintained when drawing out and setting back to attach. A.W.B. must be applied when drawing outfinally before gravitating the brake van on to the rear.

323TRENT TO CLAY CROSS AND BRANCHESLONG EATON TOWN GOODSThe ground signal reading from the Goods Yard to the Down Reception No. I line will not belit at night and Drivers. Guards and Shunters must pay particular attention to ensure that this signalis off before movements are made past it during the hours of darkness.TOTONTrains without a brake van between the down and up yards must not exceed 40 S.L.U.Down Arrival line at Toton East Junction. Trains of more than 60 S.L.U. and all trains during fogor falling snow must have the locomotive at the leading end when proceeding onto the down arrivalline.Working of trains without a Brakevan in rear. Trains from the up sidings to the down sidings viaToton East Junction without a brakevan in rear will not be placed on the East or West arrival lineuntil the Person in charge at Toton East Junction has obtained the Down Hump Supervisor'spermission. The arrival line must be clear throughout.The Down Hump Supervisor must personally supervise the movement to be made and beforegiving permission for it to commence must advise all staff working on the Down Hump.When the train is clear of running lines and the adjoining reception line at Toton East Junction,it must stop and not move towards the Down Hump until a proceed aspect is exhibited on thehumping signals and the two-aspect colour light signals.Humping at Up Sidings. Position light humping signals are provided, with lunar-white lightscapable of displaying the following aspects:Horizontal Stop 0 0 0Inclined Hump slow0 00 or 00 0Vertical Hump Normal000Except as shown below, these signals will apply only to Drivers of locomotives actually humping:—Drivers drawing vehicles back over the hump on to the run-round road, No. 6, for reshunting,must observe the humping signals applicable to that line and come to a stand when thesignals display "Stop", which will indicate that the last vehicle has passed over the hump.Drivers drawing vehicles back over the hump on to arrival lines I to 5 and 7 to II for anypurpose must likewise come to a stand when the humping signals applicable to the line on towhich they are proceeding display "Stop".The position light units along the arrival lines are fitted with lunar white "wing" lights on theupper left and right-hand sides. When the "wing" light on the left-hand side of the signal is illuminated,it indicates that the humping aspect displayed applies to the line on the left-hand side of the signal asobserved looking towards the hump, and similarly, when the one on the right-hand side is illuminated,it applies to the line on the right hand side.The first two rows of these humping signals from the Sandiacre end of the arrival lines aredouble-sided. The last row at the hump end are single sided only. (The latter carry bracket armswith two-aspect colour light signals which apply only to Drivers working incoming trains). Positionlight humping signals between the last row on the arrival lines and the hump do not carry "wing"lights but are displayed in sequence with those applying to the line off which a train is being humped.Humping at Down Sidings. Position light humping signals are provided with lunar-white lightscapable of displaying the following aspects:—Horizontal S t o p . . . 0 0 0Incline to 45 degreesVerticalHump slow...Hump normal1ooExcept as shown below, these signals will apply only to Drivers of locomotives actually humpingand hump shunting may be carried out when the signals indicate "hump slow" or "hump normal"irrespective of the aspect exhibited at the two-aspect colour light running signals.Drivers drawing vehicles on to the East or West arrival lines from the low level reception linespreparatory to humping, or from the down sorting sidings back over the hump for re-shunting, mustlook bask at the humping signals applicable to that arrival line, and come to a stand when the signaldisplay "Stop", which will indicate that the last vehicle is clear of the scissors crossing on the Trentside of the hump.DtJivers making movements other than humping trains must obey the aspects of the two-aspectcolour light signals.

324Toton—continuedStapleford & Sandiacre. The Guard of a down train for Toton Up Sidings must advise the Personin charge at Stapleford & Sandiacre shunting frame, by the telephone situated adjacent to the setback signal, immediately his train has drawn along the down high level goods line clear of the downhigh level goods/up goods (North) crossover at Stapleford & Sandiacre.When the "OFF" indicator, working in connection with the shunting signal applying for movementsfrom the down high level goods line to the arrival sidings, old bank or up high level goods line,is exhibited. the Driver may commence the set back movement without receiving a hand signal fromthe Guard or Shunter, but, he must proceed cautiously keeping a sharp lookout and be preparedto act on a hand signal when the Guard or Shunter comes into view.The illumination of the "OFF" indicator on the Clay Cross side of overbridge No. 9 will be theDriver's authority to commence a movement from the down goods line to the Meadow Arrival line,Engineer's Ballast Sidings or Toton North Yard without waiting for the signal to start from the Guardor Shunter, but the Driver must proceed cautiously, keeping a sharp lookout and be prepared to acton a handsignal when the Guard or Shunter comes into view.North Yard. Trains exceeding 12 SLU which require to set back down goods line to North Yard,siding or engine line must first draw forward and come to a stand with the last vehicle at a pointopposite Stapleford and Sandiacre Shunting Frame.Sandiacre Engineer's Ballast Sidings. The guard of a movement requiring to set back down goodsline to Sandiacre Engineer's Ballast Sidings must first ensure that hand points have been correctly set asappropriate and that the movement may be made with safety and then advise the Person in chargeat Stapleford & Sandiacre shunting frame accordingly.When a movement is ready to leave the sidings, the guard must advise the Person in charge atStapleford & Sandiacre shunting frame, by telephone, giving its description.Withdrawal of Traincrew and detaching of locomotive from freight trains on down goods line—Rule Book, Section H, clause 4.16. Guards of freight trains (including those which have a DriversAssistant) changing locomotives at signal TT.183, are authorised to leave their train without beingrelieved by a Guard or Shunter.Level Crossings at North and South Ends of Depot. Before a locomotive(s) is moved over eitherof the above level crossings it must be brought to a stand clear of the crossing, where a member of thecrew must alight and position himself at the crossing to ensure that no conflicting road or rail movementis taking place, before authorising his locomotive(s) to proceed.STANTON GATEDown Sidings. Movements from the down sidings (South end) onto the reception line mustonly be made on the authority of the Signalman at Stanton Gate Shunting Frame.Up Sidings. The Person in charge of the movement requiring to enter the sidings must proceed to thesidings, arrange for any conflicting movements to be stopped and set the line for the siding concernedwhich must be clear throughout. He must then advise the Signalman at Stanton Gate Shunting Frame.Old Works Sidings off indicator. The illumination of an "off" indicator, working in conjunction withthe signal applying to movements from the Old Works Sidings will be the Driver's authority tocommence the setting back movement to the down sidings and the provisions of Rule Book, Section J,clause 4.1 are exempt. The setting back movement must be made at walking pace and the Driver must beprepared to act on a hand signal from the Guard or Shunter when he comes into view.If, owing to the length of the train, the "off' indicator is not visible to the Driver, he must notcommence the setting back movement until he receives an appropriate hand signal.BENNERLEY SIDINGSBefore authorising a train to enter the arrival line, the Guard must obtain an assurance, bytelephone, from the N.C.B. Shunter, who is normally on duty from 07 30 to 17 00, that a conflictingmovement will not be made on the arrival line and that the line is clear throughout.During the time the N.C.B. Shunter is not on duty or should the Guard be unable to contactthe N.C.B. Shunter, the Guard, before authorising a train to enter the arrival line must stop anyconflicting movement.LANGLEY MILLLangley Mill Sidings. A Shunter is normally on duty from 06 00 to 22 00 Monday to Fridayinclusive.During the period the Shunter is not on duty, Guards of trains requiring to enter the sidingsmust proceed to the sidings, stop any conflicting movements and advise the Signalman at Trent boxwhen this has been done.PYE BRIDGE JUNCTIONRiddings ground frame. Before making a movement into the sidings, the Person in charge mustadvise the N.C.B. Weighbridge Office, and ensure that a conflicting movement is not being made by thecolliery locomotive.

325ALFRETON & MANSFIELD PARKWAYTrains booked to call. Trains conveying more than 10 coaches booked to call at the station mustbe brought to a stand with the rear 10 coaches of the train in the platform.STANTON OLD WORKS SIDINGS AND WEST HALLAM COLLIERY BRANCHESStanton Old Works Sidings. The Shunter or Guard must obtain permission from the StantonStaveley Company's Crossing Keeper on each occasion it is necessary to foul or cross over Lows Lanelevel crossing at the Stanton Old Works end of the branch.The firm provide a Crossing Keeper at Sevenoaks Crossing from 06 00 Monday to 14 00Saturday, and outside these times Drivers must stop clear of the crossing and not proceed until handsignalledforward by the Guard or Shunter, who must stop traffic on the road until the train has passed.When a train or locomotive is proceeding from Stanton Old Works Sidings towards Stanton GateShunting frame and it is stopped at the home signal leading from the single line, the Driver mustimmediately contact the Signalman by the telephone provided.Nutbrook Level Crossing. The Driver of a train returning to Stanton Gate must proceed cautiouslytowards Nutbrook Crossing prepared to stop short of it and not proceed over the crossing untilauthority is received from a Crossing Keeper or a member of Messrs. Stanton & Staveley Co's staff,or the Driver has satisfied himself that it is safe to do so.West Hallam Colliery Sidings. Except when movements require to be made to and from WestHallam Colliery empty and loaded sidings, the points in the single line on the Stanton side of theempty sidings must be set and padlocked along the single line and the two-way spring points,immediately on the Stanton side of the points worked from the one lever ground frame, must bepadlocked in the dead end to single line position.Before permitting a movement to or from the colliery empty sidings, the Guard or Shunter mustwarn N.C.B. Staff working in or near vehicles on the empty wagon line.West Hallam Opencast Sidings. Before authorising a movement to be made from the single lineinto the exchange sidings, the Guard must obtain an assurance from the Weighbridgeman, bytelephone, that conflicting movement will not be made by the N.C.B. locomotive.The Weighbridge Office is manned from 07 30 to 17 00 each day, Monday to Friday and when theWeighbridgeman is not on duty, or should the telephone fail, the Guard must, before authorising amovement into the exchange sidings, stop any conflicting movement which is about to be made.SHERWOOD COLLIERY SIDINGS SOUTHWhen a movement on the colliery running line from Sherwood Colliery Sidings South has passedclear of that line at the North end, the Person in charge must advise the Signalman at SherwoodColliery Sidings South box, by telephone.BENTINCK COLLIERYBentinck Colliery Ground Frame. When a train for Bentinck Colliery arrives at the groundframe the Guard must, before operating the ground frame, obtain the permission of the BunkerOperator. When the train has entered the colliery sidings the Guard must restore the ground frame trappoints to the throw off position and proceed to the loading bunker on foot. On arrival at the loadingbunker the Guard must advise the Bunker Operator accordingly.When a train from Bentinck Colliery is on the Pinxton side of Bentinck Colliery ground frame the Guardmust, lafter placing the ground frame trap points in the throw-off position, advise the Bunker Operatoraccordingly.Lioading Bunker. All movements through the bunker are under the control of the Bunker Operatorwho authorise each movement.'irains will be drawn through the bunker, at a speed not exceeding 3 m.p.h., for the purpose ofweighing each vehicle.When the vehicles have been weighed, the train must be propelled through the bunker, at a speednot exceeding + m.p.h. to be loaded.MANSFIELD COLLIERY JUNCTIONVehicles must not be allowed to stand upon the main line unless a locomotive is attached, andthe rear portion of trains from Rufford having to attach or detach must be placed in one of the sidings.NEW HUCKNALL COLLIERY BRANCHordbridge Lane Level Crossing. Before a down train is allowed to leave Blackwell East Junction,the Shunter must proceed on foot to the crossing, secure the gates across the roadway and advise theSignalman at Blackwell East Junction box, by telephone, immediately this has been done.The Driver must stop on the New Hucknall side of the crossing to enable the Shunter to join thetrain after he has secured the gates across the railway.

326New Hueknall Colliery Branch—continuedThe Shunter must travel on the locomotive of up trains and first obtain the permission of theSignalman at Blackwell East Junction box for the train to proceed before securing the gates across theroadway for the passage of the train. The Driver must then stop on the Blackwell side of the crosing toallow him to rejoin the train after he has secured the gates across the railway.New Hueknall Colliery. The train Staff for the Colliery single line between New Hucknall Collieryground frame and New Hucknall Colliery empty wagon sidings will normally be kept by the Signalmanat Blackwell East Junction box, but to enable the Colliery locomotive to make movements over theColliery single line, this train staff may be left with the Colliery Shunter following the departure of thefirst return trip to Blackwell East Junction each day.Immediately a train has come to a stand at the stop signals applying from the single line fromBlackwell or from the tip, the Guard must ascertain that the points in the Colliery single line arecorrectly set for the intended movement and that vehicles are not foul of the Colliery single line.A movement must not be made past either of these signals until this has been done.Drivers of trains proceeding on the Colliery single line towards the empty wagon sidings must stop atthe marker board situated 60 S.L.U. before reaching the notice board at the empty wagon sidings end ofthe Colliery line, and not proceed until three vertical white lights, which are situated on the left handside of the line approximately 150 yards ahead of the marker board, are exhibited. The three verticalwhite lights will indicate to Drivers that the line and connections beyond the notice board to the emptywagon sidings are clear. When it is necessary for a train to draw back towards the 60 S.L.U. markerboard the three vertical white lights will change to three diagonal white lights right to left.A switch at the Colliery Empty Weigh Office operates this signal which applies only to B.R.movements, the switch must be operated by Guards, after they have ascertained that the line and sidingconnection beyond the notice board at the empty wagon sidings end of the Colliery single line are clear.The key to the switch is kept in the Empty Weigh Office and Guards working to the empty wagonsidings must obtain the key from the Colliery Shunter and return it to him after use.Drivers must run at slow speed over the Colliery single line and the line to the empty wagonsidings and sound their horn frequently.Locomotives, vans and highly loaded vehicles will not pass under the bridge near the centre ofthe empty wagon sidings, and all such vehicles must be taken to the Colliery marshalled next to thelocomotive.BETWEEN TIBSHELF EAST JUNCTION AND BLACKWELL EAST JUNCTIONIf there is a complete failure of communication, Working by Pilotman will be introduced inaccordance with Instruction 7 of "Single Lines Worked by the Tokenless Block System—Instructions toTrainmen" contained in the General Appendix.BETWEEN TIBSHELF EAST JUNCTION AND BUTCHER WOOD COLLIERY SIDINGS FRAMESutton Colliery Junction. The spring points leading to the Sutton Colliery branch must be keptpadlocked for the Sutton Colliery branch except when required to be unlocked to allow a train topass between the single line and the dead end roads adjacent to the Sutton Colliery branch. The key forthe padlock is attached to the train staff.Trains from Sutton Colliery sidings to Stoneyford Lane must have at least half the brakespinned down on the vehicles furthest from the locomotive.Drivers must keep a good look-out and sound the horn when approaching the level crossingnear Sutton Colliery from either direction.Silverhill colliery. Before commencing a movement from the loaded wagon sidings towardsTeversall, sufficient brakes must be applied to control the movement on the falling gradient.BLACKWELL EAST JUNCTIONThe illumination of the "OFF" indicator working in conjunction with the signal applying tomovements from the "Up & down" North Curve goods line to Tibshelf top sidings will be theDriver's authority to commence the setting back movements and the provisions of Rule Book, SectionJ, clause 4.1 are exempt. The setting back movement must be made at walking pace and the Driver mustbe prepared to act on a handsignal from the Guard or Shunter when the latter comes into view.