. .

NATIONAL. RAILWAYS
OF
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l ZIMBABWE ~

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TRAIN '.
WORKING
REGULATIONS

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,,January 2009

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 NATIONAL RAILWAYS OF ZIMBABWE

TRAIN
WORKING
REGULATIONS

PRIVATE- For the Guidance of the Officers and Employees of the National Railways of
Zimbabwe

Concurrent with the introduction of this updated book, the following book of regulations
and all amendments thereto are cancelled:-

Train Working Regulations (dated 1.01.89)

M.T. KARAKADZAI 'psc' rcds MSC MCIPS

AIR COMMODORE
GENERAL MANAGER

BULAWAYO
DECEMBER2008

, .. .0
 NATIONAL RAILWAYS OF ZIMBABWE

ACKNOWLEDGEMENT 'FORM
I, .
hereby acknowledge having received a copy of the Train Working Regulations Book. I
also acknowledge that it is my duty as an employee of the National Railways of
Zimbabwe, and a condition under which I am employed, to make myself fully conversant
with, and to abide by, the instructions contained therein, and I hereby undertake to do
so.

I agree to return this book to the proper official when called upon to do so, or upon
leaving the service.

Should the book be lost, become valueless due to misuse, or be not returned on my
leaving the service, I hereby authorize the Railways to deduct from my pay at source,
the sum of $20 000 000.00 (Twenty Million Dollars) from monies due to me, to cover cost
__ of replacement.

Signature .

Grade .

Station . Date .

NOTE: The OfficiaL responsibLe for the distribution of the Train Working Regulations
book must see that this acknowLedgement form is compLeted by the empLoyee to
whom the book is issued, and thereafter forward it to the Head of his Branch or
Area.

3
 REGISTER OF AMENDMENTS
Amendments to these Regulations will be. issued by means of slips, which will be
numbered consecutively. Such slips must be inserted in this book in the appropriate
places and their receipt recorded below.

Slip Date Regulation Inspector's Slip Date Regulation Inspector's

No. No. Initials No. No. Initials

4
 CONTENTS

Section Reg. No

A Definitions and General. ......................................... 1-16

B Control and Working of Stations ............................ 17-29

C Shunting ....................................................................... 30-39

D Train Movements, Trainmen's Duties, etc. 40-109

E Signals ................................................................... 110-189

F Working of Trains over Single Lines by means

of Centralised Train Control System ........................ 190-219

G Working of Trains over Double Lines by means

of Controlled and Automatic Colour
Light Signals ............................................................ 220-239

H Working of Trains over Single Lines by means of

the Paper Order System using Facsimile Machines 240-269

- J

K
VOID

VOID
270-299

300-324

L Working of Trains over Single Lines by means of

the Wooden Train Staff ................................................... 325-339

M Working of Track Maintenance Machines .................. 340-349

N Protection of Trains, Accidents, Failures, etc. ..... 350-369

P Permanent Way and Works .......................................... 370-389

./
 1-3 Section A.1

SECTION A

DEFINITIONS AND GENERAL

1. SAFETY.

THE FIRST AND MOST IMPORTANT DUTY OF EVERY MEMBER OF THE STAFF IS TO
PROVIDEFOR THE SAFETY OF THE PUBLIC AND EMPLOYEES. Every endeavour must be
made to avoid irregularities in the running of trains and to prevent accidents and
damage to property.

2. CO-OPERATION BETWEEN TRAINMEN AND STATION STAFF.

In order to obtain safe, efficient and punctual working, close and constant co-
operation must be maintained between all concerned in the working of trains.
Obstructive working on the part of any employee must be immediately reported to his
immediate superior Officer, who must take appropriate action.

3. DEFINITION OF TERMS

For the purpose of these regulations, the following terms have the meanings given below
except where they may be inconsistent with the context of the regulations.

(1) Ballast Train. A train which is not distinguished by a number and is normally run
for the purpose of maintenance of the track. It may stop, or run backward and forward,
in a section as required in the performance of its work. If a ballast train is not
performing any work in section, and is running through the section, it will be known as a
Through Ballast.
(2) Banking Locomotive. An additional locomotive assisting a train from the rear.
(3) Block. (ARplicable only to Integrated Train Control System). A portion of the line
between the shut limit indicator/outermost controlled starting signal at a signal box,
station or siding10 the next block limit indicator or outermost controlled stop signal at .--
the signal box, station or siding in advance
(4) Block Section. (Applicable only to Signalled Territory). A block section
represents that portion of the line between the outermost controlled starting signal at a
signal box, station or siding and the next controlled stop signal at the signal box, station
or siding in advance. A block section may be divided into intermediate block sections by
means of automatic or intermediate block signals.
(5) Booked Crossing. A train crossing laid down in the Working Time Table or a Train
Notice, and indicated by the letter "X" followed by the identification numbers of the
trains to be crossed.
(6) Booked Crossing Place. The station or siding at which a booked crossing is
appointed to be effected.
(7) Booked Train. A train timed and announced definitely to run by Working Time
Table.
(8) C.T.C. Centralised Train Control.
(9) Conditional Train. A train timed in the Working Time Table for convenience, but
requiring announcement by Train Notice before it may be run.
(10) Controlled Line. A running line on which the admission and departure of trains is
governed by fixed signals with interlocked points operated from a signal box or CTC
. panel.

6
 3 Section A.2

(11) Day. The period between sunrise and sunset.

(12) Derail. A device applied to the track at certain specified places which will derail
vehicles in the case of irregular movement.
(13) Double Line. Two parallel main lines, one being used for "Up" trains and the
other for "Down" trains.
(14) Driver. The employee in charge of and responsible for the working of a
locomotive or motor vehicle.
(15) Electrified Section. All sections of railway track provided with Overhead
Catenary Systems equipment for electric traction purposes including non-electrified
tracks and sidings within such section.
(16) Facing and Trailing Points. Points are facing or trailing in accordance with the
direction a train or vehicle moves over them. Points are said to be "Facing Points" when
the blades thereof are facing towards an approaching train and by their operation, such
train can be directly diverted from the line on which it is running to another line. Points
are said to be "Trailing Points" when their blades are pointing in the same direction as a
train or vehicle is moving. f':l-.le Q. I"''l-~c...•••.••.
CI""-l -

(17) Fireman. The employee, where provided, assisting the Driver of a locomotive. )f
(18) Guard. The employee responsible for certain specified duties relating to the
working of a train.
(19) GPS. Global Position System.
(20) Halt. A named place on the line at which certain trains are scheduled to stop,
and where there is no loop line.
(21) ITC. Integrated Train Control.
(22) Light Locomotive. A locomotive without any vehicle or vehicles, other than an
auxiliary water tank, coupled to it.
(23) Loose Shunt. Kicking/running off of a vehicle/s from a shunting movement
propelled by a locomotive.
(24) Main Line. The principal line or lines of a section and the line providing a direct
connection through a station or siding with the main line at either end.
(25) Night. The period between sunset and sunrise.
(26) Official in Charge. The employee in direct control of train arrangements, viz.,
.-.. Station Master/Foreman, CTC Operator and Signalman.
(27) Operator. The employee operating the panel in a CTC office or makes train
arrangements in ITC territory.
(28) Operating Limits. The actual area in which the Ballast Train or Track
Maintenance Machine may operate carrying out ballasting/track maintenance duties.
(29) Out of Course Crossing. A crossing between trains at any other place than that
laid down in the Working Time Table or a Train Notice.
(30) Permissive Working. A system of working which permits a train to follow another
at a given time interval in the same section.
(31) Pilotman. The employee appointed to control pilot working.
(32) Pilot Working. A method of train working controlled by an employee wearing a
red armlet and in possession of a specified form authorising the institution of such
method in place of normal working.
(33) Platelayer-In-Charge will be the Official who will be responsible for Train Working
Regulations for Heavy Duty Tamper
(34) Recognised Stopping Place. A station, siding, halt or water tank.
(35) Running Line. The main line or a loop line, set apart normally for the passage,
reception or departure of trains.
(36) Scotch Block. A device which may be placed across the track to prevent the
escape of vehicles.

7
3 Section A.3

(37) Section. (Applicable to ITC territory). The portion of the line between as
indicated on the movement authority.
(38) Section. (Applicable to other than signaled territory). The portion of the line
between one open station and the next.
(39) Siding. A named place on the line where trains can cross or pass each other and
where an Official in Charge is not appointed.
(40) Signalled Territory. That portion of the line over which the movement of trains
is controlled by fixed signals.
(41) Signalman. The employee on duty in charge of and responsible for the operation
of signals and points, and train working instruments where provided, at a signal box or
station.
(42) Single Line. One main line used for working both "Up" and "Down" trains.
(43) SMS. Short Mail Service.
(44) Special Train. A train, other than a booked or conditional train, which is timed
and announced to run by Train Notice. (Ballast trains and other trains without detailed
timings are excluded from this definition).
(4S) Spur. A line which is connected to the adjoining line at one end only and
terminates at a stop block.
(46) Station. A named place on the line where an Official is on duty for commercial
purposes and/ or to control train arrangements.
(47) Station Master. The senior employee in charge of a station.
(48) Stop Block. A device placed at the dead end of a track to prevent vehicles
running off the line.
(49) Switch. The key, switch or button used to operate signals and points.
(SO) TEl. Train end indicator. A device placed on the last vehicle of a train to indicate
that the train is complete which may include visual, audible or telemetric indicators.
(S1) Telephone. A speaking instrument which includes radio and telephone.
(S2) Train. A locomotive with vehicle or vehicles attached, a light locomotive, a
motor trolley or other motor vehicle.
(S3) Train Notice. A written notice issued by an authorised Official augmenting,
restricting or altering the train service scheduled in the Working Time Table or
announced by previous Train Notice.
(S4) Train Proceeding Authority.
(Single lines, other than signalled territory). On single lines, one of the following
constitutes an authority for a train to proceed over the portion of the line specified,
under the conditions applicable to such authority:-

FBR Order (Station to Station and

Paper Order (by facsimile machine) Crossing).
{
FCROrder (Ballast)
Wooden Train Staff
Wooden Train Staff { Paper Train Staff Ticket.

(Signalled Territory). On single and double lines the "Caution" or "All-right"

indication of a running signal constitutes authority for a train to proceed from that signal
to the next running signal in advance.
(SS) Turn Out. A train is said to be taking a "turn out" when passing over facing
points from one line to another.

8
3-9 Section A.4

(56) Uncontrolled Line. A running line, the points to which are not interlocked with a
fixed signal, and are operated by hand.
(57) "Up" and "Down". Terms used to denote the direction in which trains run, trains
numbered evenly running in the "Up" direction and trains bearing an odd number
running in the "Down" direction.
(58) Vehicle. k Any coach, wagon, van or other conveyance used for transport on the
railway line.
(59) Working Area. The area between a 'station siding and/or Kilometric distance in
which a Ballast Train is authorised to run.
(60) Wrong Line. An "Up" line, or a portion thereof, used as a "Down" line or a
"Down" line, or portion thereof, used as an "Up" line.

4. HEADINGSTO REGULATIONS

A heading to a regulation is not part of that regulation. Headings are given

merely to facilitate reference.

5. OBEDIENCETO REGULATIONS

Every employee must strictly obey all regulations and instructions, and must
immediately report in writing to his immediate superior any infringement thereof, or
any occurrence coming to his notice which may affect the safe and proper working of
the Railways. Where the circumstances necessitate urgent action, the report must be
made verbally and confirmed in writing prior to the employee proceeding or signing
off duty.

Any contravention of these regulations will be dealt with under the provisions of
the Staff Disciplinary Regulations which include dismissal as a penalty therefore.

6. EMPLOYEESTO EXERCISECAREAND REPORTLOSSOF CONSCIOUSNESS

(1) Every employee must at all times exercise care in the performance of his
duties. He must not expose himself unnecessarily to danger and must, as far as
possible, prevent his fellow workers from exposing themselves and others to danger.
(2) Any employee whose duties concern train movement or shunting
operations, and who at any time suffers any sudden loss of consciousness, however
brief in duration it may be, must report the fact in writing to his superior Officer, and
must not take another turn of duty until he has been medically re-examined.

7. EMPLOYEESWALKING ON OR ABOUT THE LINE.

Employees are expressly prohibited from walking upon the line or crossing the
rails (except at a public level crossing) unless they are required to do so in the
execution of thei r duty.

8. SPECIALORDERSTO BE GIVEN IN WRITING

All special orders and instructions connected with the safe working of the line
must, when practicable, be given in writing.

9. UNIFORMTIME

9
 Uniform time must be obtained by all stations daily and clocks must be
regulated accordingly. The method of advice of uniform time will be covered by local
instructions.

10-16 Section
A.S

10. CIRCUMSTANCESNOT PROVIDEDFOR IN REGULATIONS.

When action has to be taken by an employee in circumstances which are not

provided for in the regulations or in instructions, and it is not possible for him to
consult his superior Officer, he must be guided by his own prudence and judgment,
and thereafter make a special report in writing on the occurrence to his superior
Officer.

11 to 16 VOID

10

"/
 17-20 Section B.1

SECTION B

CONTROL AND WORKING OF STATIONS

17. DUTIES OF STATION MASTERS.

The Station Master is responsible for:-
(1) The efficient functioning of the station under his control, the maintenance
of discipline and ensuring that all regulations and instructions are strictly observed.
(2) Giving his personal attention, as far as is practicable, to train movements
and all other operations on which depend the safe and efficient working of trains and
the safety of the public and employees, in preference to less important duties.
(3) The expeditious reception and dispatch of trains and the punctual
performance of any work affecting trains at his station.
(4) Taking immediate action to prevent any irregularity at his station, to have
defects in appliances and equipment remedied and, where necessary, to adopt
protective measures.
(5) Ensuring that every member of his staff connected with the working of
trains, has been issued with and promptly amends the relevant regulation books and
instructions, as and when required.
(6) The security and protection of Railway property and public property in the
Railway's custody at his station.
(7) Seeing that a copy of every written or printed instruction of a permanent
nature is posted in a "Standing Instruction Book", which must always be readily
accessible to the staff. When such instructions are withdrawn, superseded or out of
date, they must be cancelled. Circulars and notices intended for the information and

- guidance of the staff only, must not be posted where they can be seen by the public.

18. ABSENCE OF STATION MASTERS FROM STATIONS

The Station Master must not absent himself from his area of responsibility, during
working hours or when on call without permission except in the case of illness or other
emergency in which case he must make the best possible arrangements for the proper
execution of his duties during his absence.

19. STATION MASTERS WHEN OFF DUTY TO BE CALLED IF NECESSARY.

When an accident or an incident of an unusual nature which is likely to affect the
normal working of trains occurs after the Station Master has gone off duty, he must be
promptly notified of the fact, so that he may assume control and render every possible
assistance.

20. TAKING UP AND HANDING OVER DUTIES.

(1 J At stations not equipped with fixed signals interlocked with points, the
Official in Charge must satisfy himself, by inspection, that all hand points and points
lever locks are in good order, correctly set and locked for the safe admission and
dispatch of trains.

11

l~ ~~__ ~
20.•22 Section B.2

(2) When an employee hands over his duties to another, full information concerning
the running of all trains, especially any which may be overdue, details of any occurrence
of an unusual nature, and all information which is necessary to ensure safe and proper
working, must be communicated to the employee assuming duty .
.
21. PASSINGTRAINS TO BE WATCHED BY STATION STAFF.

Trains, when passing stations, must, where possible, be watched by the Official in
Charge. Should anything wrong in connection with the train be observed by him or be
reported to him, he must arrange for the train to be stopped and the defect remedied.
If he cannot stop the train, he must advise the Official in Charge at the station in
advance and take whatever steps the circumstances demand in the interest of safety. If
necessary, the Driver of the next train entering section must be warned.

22. PROTECTIONOF EMPLOYEESENGAGEDIN PREPARINGOR REPAIRINGVEHICLES.

(1) When it is necessary to take occupation of a line (not permanently reserved
for the purpose) for preparing or repairing vehicles, the employee in charge of the
operation must:-
(a) Obtain permission from the Official in Charge advising full details of the
occupation required. This information must be entered in the Train Register/Train Diary
by the Official in Charge.
(b) Lock tumbler and/or spring lever points with his personal padlock. Where
no locking components are provided points locking clamps must be used.
(c) Exhibit two red flags by day (two lamps displaying red lights at night) on
the special standard provided, across the track at the clearance indicators at both ends.
(d) Place two detonators between the clearance indicators and the points, one
on each rail.
(2) In the case of electrically controlled installations where track circuits are
involved, the procedure to be followed will be included in local instructions covering the
circumstances under which the controlling switches are to be protected by reminder
devices.
(3) Local instructions will be issued concerning the use of special clamps or
other supplementary precautions necessitated by local conditions.
(4) When the preparing and/or repairing is completed, the employee who
imposed the safety precautions must:-
(a) Remove all clamps and unlock all tumbler and/or spring lever points,
leaving the points in the position in which they were locked.
(b) Remove the detonators.
(c) Remove the special standard with flags or lamps.
(d) Advise the Official in Charge, giving confirmation that all safety measures
have been removed. The Official in Charge will record the time of this message against
the entry made in the Train Register/Train Diary in accordance with (1) (a) above.
(5)" Whenever placement or removal of vehicles in or from repair sidings during
working hours becomes necessary, this must be arranged between the Carriage and
Wagon Staff and the Official in Charge or the Yardmaster's representative.

12
22-29 Section B.3

(6) Before a train departs from a station, Carriage and Wagon Examiners
(where provided) must advise the Official in Charge, or other authorized employee, that
the examination has been completed, giving details of any vehicle(s) found unsafe to
travel and labelled "NOT TO GO".
(7) At depots where special carriage cleaning facilities are provided and lines
are set aside solely for this purpose, the employee in charge of the washing and cleaning
must be provided with clamps or locks and will be responsible for setting and locking the
points against these lines while cleaning operations continue.
(8) When working in an electrified section, Carriage and Wagons staff must
comply with the requirements of the General Safety Regulations for Working in
Electrified Sections.

23. SPECIALWORKING.

Where the regulations do not adequately meet the conditions of a particular

station, yard or signal box, special instructions governing the working thereof, must be
issued to all employees concerned, after such instructions have been approved by the
Area Manager.

24. ACTION TO BE TAKEN BY OFFICIAL IN CHARGEDURINGSTORMYWEATHER.

Immediately heavy rains, or the likelihood of heavy rains are apparent in an area,
the Official in Charge at the station where this is noted, must arrange to advise the
Permanent Way Inspector concerned who will issue the necessary details concerning
known areas of potential dangers so that train crews can be warned. If the Permanent
Way Inspector cannot be contacted, the Platelayer concerned must be advised so that
the necessary information can be obtained by the Official in Charge (See regulations 101
and 371).

25-29 Void.

30 Section C.1

13
 SECTIONC

SHUNTING

30 SHUNTING OPERATIONS.

(1) (a) Shunting operations must be conducted with the greatest

vigilance and care at all times.
(b) The speed at which vehfcles may be allowed to come into contact
with other vehicles, must not exceed average walking pace.
Shunting must be controlled either by verbal instructions or by hand
signals which must be given in such a manner as to avoid their being
taken by any Driver other than the one for whom they were
intended.
(c) A Driver must not move his locomotive until he has received verbal
instructions or hand signals, notwithstanding any fixed signal being
at "All-right" or "Clear".
(d) When two or more locomotives or trains are standing near to each
other waiting to be shunted, the employee in charge of the shunting
operations must not give a hand signal to any of the Drivers to move
before he has verbally instructed all Drivers as to which locomotive
or train is to be shunted first.
(e) Drivers must maintain a good look-out and promptly obey hand
signals, but must not pass any fixed signal at "Danger" unless a hand
signal is displayed AT that signal. (See regulation 125 (1) (f) .
(f) The Fireman must also keep a good look-out when not engaged in
other locomotive duties.
(2) Where it is necessary to perform shunting at the same time at both ends of
the yard, or in two yards connected with each other, the shunting crews employed must
collaborate and agree concerning the movements to be made, to ensure safety in
operation. Where a Yard Foreman is employed it will be his duty to ensure that such co-
operation is maintained.
(3) The load to be moved by a shunting locomotive at one time, must not
exceed that which the locomotive can haul or propel without undue strain , having
regard to the gradient and configuration of the line over which the movement is to be
made. Drivers must pay particular attention to this requirement.
(4) Before shunting is commenced, the employee controlling the operation
must ensure that the line is clear as far as is required for the intended movement, that
all the vehicle doors are properly closed or secured, that tarpaulins, ropes and chains
are secured, and that all brakes are released after coupling(s) have been effected.
When shunting outside recognised Shunting Yards, the Driver must be advised of
the intended movements.
(5) Vehicles must not be left standing foul of a converging line.
(6) (a) The employee in charge of a shunting movement must
ensure that all uncontrolled points to be negotiated, are set for the
movement intended.
(b) The shunting staff must ensure, before giving the Driver a hand
signal to move, that any subsidiary signal provided for the intended
movement is in the "Clear" position. If the locomotive

30 Section C.2

14
 or vehicles come to a stand between the signal and the clearance
indicator of an adjoining line and is required to move in the direction
in which the signal reads, the movement must not be made until a
member of the shunting staff has checked to ensure that the signal
displays a "Proceed" aspect. Before moving over the points
controlled by the signal, the Driver must ensure either by
observation or by obtaining an assurance from the shunting staff,
that they are set for the movement intended. When the movement
is not accompanied by shunting staff, the Driver will be responsible
for these duties. .
(7) Vehicles must not be loose shunted unless the employee in charge has
satisfied himself that the hand brakes are operating and that they are attended by a
member of the shunting crew prepared to apply the brakes to prevent:-
(a) their coming into contact with stop blocks;
(b) their coming into violent contact with other vehicles;
(c) their fouling other lines;
(d) their running away when the line is on a falling gradient.

(8) It is strictly prohibited under all circumstances to loose shunt the

undermentioned types of vehicles or to loose shunt other vehicles
against these vehicles.
(a) Passenger trains or passenger vehicles, either occupied or empty;
(b) all tank wagons, whether loaded or empty;
(c) vehicles containing livestock, logs, rails, abnormal loads.
explosives or other dangerous goods;
(d) all refrigerator wagons, whether loaded or empty;
(e) any type of wagon marked "Fragile" or "Shunt with care" on the side
of the vehicle.
(f) Any type of wagon conveying portable containers.
(9) Fly shunting is prohibited under all circumstances

(10) (a) Special care must be taken and the Driver advised, when
shunting passenger vehicles, mechanical refrigerator wagons
- (whether loaded or empty) and vehicles containing livestock,
explosives, petrol and other dangerous traffic or abnormal loads.
Shunting movements with such vehicles must be limited to the
lowest possible number. In the case of shunting movements
involving passenger vehicles, occupied or empty, the vacuum brake
must be coupled throughout.
(b) Tank wagons used for conveyance of petrol or other dangerous
liquids (whether loaded or empty) and other vehicles containing
inflammable traffic, must not be attached next to a locomotive
while shunting.
(11) Vehicles must, when practicable, be attached to, or detached from
passenger trains without the remainder of the train being moved.
After a vehicle or locomotive has been attached to a passenger train, the coupling must
be tested by giving the Driver an "Ease Off" signal before the vacuum pipes are
connected.
(12) (a) Before a shunting movement is made into a dead-end line, the
employee in charge of the operations must ascertain the position of vehicles standing

30' Section C.3

15
on such line and must signal to the Driver so as to prevent the shunting movement
striking the standing vehicles with undue force. Vehicles must not be allowed to come
into contact with stop blocks.
(b) When shunting/coupling up to a vehicle or vehicles on a dead-end
line, sufficient brake power must be applied to the stationary vehicle(s) so that, in the
event of an abortive coupling, the vehicle(s) will not run onto the stop block or sand
drag.

(13) Before moving any vehicle on a line which is used for loading or unloading
traffic, or for repairing vehicles, the employee directing the movements of the shunting
locomotive must verbally warn all employees and other persons who are engaged in, or
about, between or under the vehicles, to stand clear while the shunting is in progress;
the vehicle or vehicles must not be moved until any protection provided has been
removed (on no account must this be done by a member of the shunting staff) and the
employee in charge of the shunting operation has satisfied himself that no injury to any
person or damage to any adjacent road vehicle, loading appliance or equipment, is likely
to result from such movement. (See regulation No.22 regarding the protection of
employees engaged in preparing or repairing vehicles).

(14) Except as provided for in paragraph (10) (a), the Driver and employee in
charge of the shunting operations are jointly responsible for seeing that sufficient brake
power is provided. The employee in charge of the operations must couple up the
vacuum or air brake pipes as directed and thereafter indicate to the Driver that this has
been done. Before uncoupling vehicles, the vacuum or air brake and electrical or other
connections must be separated and properly adjusted. During shunting operations, the
hose couplings of vacuum or air pipes, when not in use, must be placed on the dummies
provided or attached to the chain provided for this purpose.

(15) A line on which a vehicle scale is situated, must not be used for regular
shunting operations. When vehicles are passed over a vehicle scale, the speed must not
exceed average walking pace. Locomotives must not be allowed to pass onto or over
vehicle scales.

(16) The use of the feet to close or open, or place in alignment, automatic
buffers during shunting operations, is strictly prohibited. Employees must not, at any
time, ride on the cowcatcher of a locomotive.

(17) At stations equipped with running signals, shunting must not extend further
outside the outermost points than is necessary and under no circumstances may shunting
be performed outside the advanced starting signal or limit of shunt board.

(18) At stations, sidings and spurs, not equipped with running signals, shunting
must not extend further outside the outermost points than is necessary and under no
circumstances may shunting be performed outside the limit of protection board.

30 Section C.4

19) At halts and water tanks, no backward movement is permitted beyond the
limit of protection board in the rear.

16
 (20) Shunting operations at stations and sidings not equipped with running
signals, must be suspended and the running line cleared fifteen minutes before a train is
due, or is expected to arrive.

(21) At intermediate stations, every assistance must be given by the station

staff in shunting operations.

(22) When vehicles have to be propelled over a level crossing during shunting
operations, the following precautions must be observed;-
(a) The employee in charge of the movement must:-
(i) Bring the shunting movement to a stop with the leading
vehicle approximately 20 metres short of the level crossing.
(ii) Proceed to the level crossing, and exhibit a hand stop signal
(red flag by day and red light at night) to approaching
pedestrians and road vehicles.
(iii) Having ensured that all road traffic has been stopped, permit
the shunting movement to proceed. The driver must, once
the movement has recommenced, sound the locomotive
whistle continuously until the movement has occupied the
level crossing.
(iv) Continue to exhibit the hand signal to road users until the
level crossing is occupied by the train.
(b) The speed of the train must not exceed 10km/h.
(c) Loose shunting of vehicles over a level crossing is STRICTLY
PROHIBITED.
(d) If the road traffic accumulates at a level crossing during prolonged
shunting the operations must be suspended when necessary to
permit the road traffic to clear.

(23) When shunting in an electrified section under Overhead Catenary Systems

equipment, it is strictly prohibited to:-
(a) ride upon the roof of any wagon;

-- (b)

(c)
ride on the steps giving access to the roof of any wagon
including tank wagons and grain elevators;
ride upon the refrigeration equipment of mechanical refrigerator
wagons;
(d) ride above the cab floor level of any locomotive or coal tender;
(e) enter an open wagon by climbing over the side or end of the wagon;
(f) enter into an open wagon and stand on the load.

(24) Nothing in the foregoing paragraphs of this regulation relieves Drivers,

Guards and shunting staff from observing the precautions imposed upon them
elsewhere in these or other regulations.

31-36 Section C.5

31. HAND SHUNTING

17
 Vehicles must not be hand shunted on a gradient where it is possible for them to
escape out of control. No vehicle may be hand shunted over points giving access to a
running line unless the Official in Charge authorizes the movement.

32. LOCOMOTIVES TO MARSHAL TRAINS, ETC.

Drivers must afford, wtth their locomotives, such assistance as may be required in
the marshalling of their trains and/or any other shunting necessary to enable their trains
to be dispatched, and must also place vehicles when so instructed.

33. DETACHING LOCOMOTIVE FROM TRAIN TO PERFORM SHUNTING

When shunting is to be performed the Guard, before detaching the locomotive,

must apply sufficient handbrakes on the portion of the train which will be left standing,
to prevent any of the vehicles running away whilst the locomotive is detached. In the
case of a train unaccompanied by a Guard, the Driver must ensure that this duty is
carried out. The automatic vacuum or air brake must not, under any circumstances, be
relied upon to hold vehicles when the locomotive is detached from a train on a gradient.

34. LOCOMOTIVES NOT TO FOUL RUNNING LINE WITHOUT PERMISSION.

A locomotive may only enter upon, set back from, or cross any running line with
the permission of the employee in charge of the points or signals, after the proper
signals have been exhibited.

35. VEHICLES LEFT AT STATIONS AND INTERMEDIATE SIDINGS.

Where there is a storage or loading line, detached vehicles must be placed on

such line, within the derails (where provided) and/or the scotch blocks, and within
warning notices erected in electrified sections. On completion of shunting, the
employee in charge of the shunting operation must ensure that the hand brakes of all
vehicles to be left standing at the station or siding are fully applied and the derails
(where provided) and/or scotch blocks, locked in position across the line.
Vehicles detached on a dead-end line must not be allowed to come into contact with .....-.-.
stop blocks.

36. SHUNTING TRAINS ON TO A RUNNING LINE

Where trains or vehicles are shunted on to a running line and have to stand there,
the employee controlling the shunting operations must apply sufficient handbrakes on
the vehicles left standing, to prevent their running away. (See regulation 37).

37-39 Section C.6

37. VEHICLES NOT TO BE LEFT ON THE MAIN LINE.

Vehicles must not be left isolated on the main line except as a temporary
measure when necessary during normal shunting operations. In all cases when this is
unavoidable, precautions must be taken to prevent the vehicles from running away by

18
fully applying the handbrakes on all vehicles and making use of the wedges provided in
the van. When circumstances necessitate any vehicle, or vehicles, being left on the
main line within the clearance indicators at a station, the Official in Charge is
responsible for seeing that all necessary protective measures are taken and that no train
is admitted on the main line, until it has been stopped short of the facing points and the
Driver clearly warned of the obstruction.

38-39. VOID

40-41 Section D.1

SECTION D

TRAINMEN'S DUTIES, TRAIN MOVEMENTS, ETC.

40. TRAINMEN TO SIGN ON AND OFF DUTY AND EXAMINE NOTICES.

19
 (1) Every trainman must report for duty at the appointed place and time in
accordance with instructions.
(2) After reporting for duty, every trainman must ascertain from the circulars
furnished him or from notices/instructions available for his information, whether there is
anything requiring his special attention on the line over which his train is to be worked.
(3) Should advice of any exceptional working, such as running of special trains,
cancellation of trains and speed restrictions be received at short notice by the
responsible employee at a station or locomotive depot, particulars of such advice must
be furnished to all trainmen concerned who have reported for duty but have not left the
station or depot, as the case may be. .
(4) On completion of his duty, every trainman must sign off duty at the
appointed place.
(5) At the time of signing off duty:-
(a) A trainman working in a permanent link must ascertain whether
there is any change to his next linked duty. If such information is
not then available, he will subsequently be advised of any change
which may occur.
(b) (i) A trainman working in a rough or spare link must
ascertain the time at which he is required to resume duty. He
will be notified of any subsequent change in the rostered
time.
(tt) Should no information be available at the time of signing off
duty he must, at the expiration of the rest period applicable,
ascertain the time at which he is required to resume duty
unless, by agreement, this information is to be notified to
him.

(6) Enginemen who are not required for their full time upon the line must, if so
required, occupy their time in the running shed or shop, under the Running Shed or Shop
Rules, performing any work which the Foreman may give them to do.
(7) Guards who are not required for their full time upon the line, must assist in
shunting or other duties as directed by the Station Master.

41. ENGINEMEN'SDUTIES -~
(1) Enginemen must be on duty at the appointed time. The Driver must,
before starting, carry out checks as specified and must ensure, as far as he is concerned,
that the locomotive is ready to be attached to the train for which it is intended, ten
minutes before the scheduled time of departure, except where otherwise instructed.
(2) All defects and deficiencies in a locomotive or its equipment observed by a
Driver, must be reported by him at the end of the journey or at the time of crew
change.
(3) Before starting on a journey, enginemen must see that their watches
indicate uniform time and are synchronized with the Guard's watch, when a Guard is
provided.

41-44 Section D.2

(4J A Driver must record in his notebook (Form No. 83:13:3877) times of arrival
and departure from all stations, sidings, halts and other stopping places, the load of the
train and any other information which may require to be reported in respect of each and
every trip (see regulation 63).

42. DRIVER'SEQUIPMENT.

20
 (1) In addition to the books of regulations as issued to him and current Working
Time Table, a Driver must have with him when on duty, the following equipment:-
1 Tin detonators
2 Red flags
1 Points key
1 Telephone box key
1 Note Book (Form No. 83:13:3877)
1 Field dressing
1 Tube CETRIMIDEcream for minor burns
Supply of "Advanced Crossing Orders"
Supply of "Wrong Line Orders"
Supply of violet labels (Form No. 83:31 :5293)
When working over signalled territory, a supply of G.S.F. forms.
Such tools and equipment as may be required.
(2) When working a light locomotive the Driver must have, in addition to the
items detailed in paragraph (1), the following equipment:-
1 Green flag
1 Hand signal lamp
(3) When working a train unaccompanied by a Guard, the Driver must have, in
addition to the items detailed in paragraphs (1) and (2), the following equipment:-
1 Carriage key
Supply of matches
(4) When working a train hauled by an Electric Locomotive, the Driver must
have in addition to the items enumerated above a supply of E.T.5 forms.
(5) Any other equipment as may be required by Special instructions.

43. TRAINMEN TO BE IN POSSESSIONOF A WATCH.

Each member of a train crew must be in possession of a watch while on duty.

44. FIREMAN'S EQUIPMENT.

In addition to his books of Train Working Regulations, General Appendix and

r- current Working Time Table, a Fireman must have with him when of duty:-
1 Hammer (Steam only) 1 Shovel (Steam only)
1 Brush 1 Bucket

45-49 Section D.3

45. SAFETY OF COAL AND LOCOMOTIVE TOOLS.

The Driver must see that the coal on the tender is properly trimmed and that it,
and the tool boxes, equipment boxes, fire-irons and tools carried on the locomotive or
tender are placed so as not to fall off when the locomotive is in motion.

46. ENGINEMEN NOT TO LEAVE LOCOMOTIVE.

21
 Enginemen, when in charge of a locomotive, must not leave it unless it is
absolutely necessary to do so. Should circumstances warrant the cab being vacated,
action must be taken to ensure that:-
(1) In the case of a steam locomotive:-
(a) the locomotive is left with the regulator closed, in mid-gear, with
the hand-brake fully applied, the cylinder cocks open and a full
boiler of water when in steam;
(b) an authorised employee is left in charge of it.
(2) In case of a diesel locomotive, either (a) or (b) hereunder is to apply:-
(a) if the engine is shut down, the handbrake is to be fully applied, the
reverser handle removed and retained or, if necessary, handed to
the nearest responsible official;
(b) alternatively, if the cab is to be vacated for a short period and the
engine is idling, the locomotive straight air brake is to be fully
applied. The train brake must also be applied.

47. FIREMANTO OBEY ORDERSOF DRIVER

A Fireman must promptly obey and be under the direction of the Driver of the
locomotive on which he is employed. In the event of a Driver omitting to instruct a
Fireman to perform what the Fireman considers to be an essential duty in the interest of
safe and efficient working, or which the regulations require him to perform, or should a
Fireman anticipate danger of which the Driver appears not to be aware, the Fireman
must promptly direct the attention of his Driver thereto.

48. DUTIESOF DRIVEROF LIGHT LOCOMOTIVE.

When a light locomotive, unaccompanied by a Guard, proceeds on the running

line, the Driver is responsible for the observance of such regulations as are applicable to
Guards concerning the movements of a train.

49. COUPLINGAND UNCOUPLINGOF LOCOMOTIVES.

The locomotive must be properly coupled to or uncoupled from the load by the
Guard, Fireman or a member of the shunting staff, who must

also connect and disconnect the vacuum brake or air brake hose couplings. When
creating vacuum before the departure of a train, the Driver must closely observe the
rate of movement of the needle on the vacuum gauge in order to judge whether the
vacuum pipes are coupled throughout the entire length of the train, bearing in mind the
number of axles attached.

50-51 Section 0.4

50. DRIVERTO KNOW THE LINE.

A Driver must not drive a locomotive over any portion of the line with which he is
not acquainted unless accompanied by a Locomotive Inspector or Driver familiar with
that portion of the line. The presence of such an employee will not, however, relieve
the Driver of his responsibility as Driver of that locomotive.

22
 51. TRAIN HAULED BY MORE THAN ONE MANNED LOCOMOTIVE AND/OR ASSISTED
FROM THE REAR BY AN ADDITIONAL LOCOMOTIVE.
(1) Working of vacuum brake and observance of signals
(a) Train hauled by more than one manned locomotive. When a train
is hauled by more than one manned locomotive, the Driver of the
leading locomotive is responsible for the working of the vacuum
brake and, assisted by his fireman, is responsible for the observance
of signals. The Driver of the second locomotive must watch for and
act upon signals from the Driver of the leading locomotive. The
Driver of the second locbmotive is, however, not relieved from the
responsibility of ensuring safe working, and should he see any reason
to anticipate danger of which the Driver of the leading locomotive
appears not to be aware, he must, in case of need, apply the
vacuum brake, Special care must be taken in starting and stopping a
train hauled by more than one manned locomotive to prevent
breaking couplings, jerking or bunching the train.

(b) Train assisted from the rear by an additional locomotive. When a

train is assisted from the rear by an additional locomotive, the Driver
of the leading locomotive is responsible for working of the vacuum
brake and, assisted by his Fireman, is responsible for the observance
of signals. The Driver of the assisting locomotive must watch or
listen for and act upon signals from the Driver of the leading
locomotive.

(2) Starting of a train worked by more than one manned locomotive.

When the Driver of the leading locomotive of a train worked by more than one manned
locomotive is ready to start, and has received the "right-away" hand signal, he must call
attention to the Driver/s of the following locomotive/s by sounding one long locomotive
whistle which must be acknowledged from the following locomotives/s, and until these
whistles have been exchanged, none of the locomotives may be moved forward.
(3) Movement, other than starting, of a train worked by more than one
manned locomotive. When any movement of a train worked by more than one manned
-- locomotive is necessary, other than as provided in clause (2), the Drivers must exchange
one short locomotive whistle when a forward movement is required, and two short
locomotive whistles when a backward movement is required.

52-53 Section D.5

52. ENGINEMEN TO KEEP GOOD LOOK-OUT.

(1) A Driver must keep a good look-out all the time his locomotive is in motion
and the Fireman/Guard must also do so when not otherwise necessarily engaged. They
must also frequently look back while travelling to see that the whole of the train is
following safely. A Driver must arrange for his Fireman/Guard to be free to keep a good
lookout when approaching and passing signals, stations, sidings, halts and level crossings.
When a clear view ahead is only obtainable from the Fireman's side of the locomotive,
and the Fireman/Guard is unable to keep a lookout owing to being otherwise necessarily
engaged, the Driver must look out from the Fireman's side.

23
 (2) A Driver must ensure that his Fireman/Guard and/or Coal Trimmer or any
other person permitted to travel on the locomotive, are not exposed outside the cab
when approaching and passing, proceeding through or over any structures such as
bridges, tunnels, signals, mechanical points indicators, power lines, overhead wires,
etc., where the clearance is limited.
(3) The use of the catwalk as a means of crossing from one side of a locomotive
to the other is prohibited whitst the locomotive is in motion.

53. LOCOMOTIVE WHISTLING.

(1) Before a locomotive may be moved, the Driver must sound the locomotive
whistle to give notice of his intention.
(2) The Driver must also sound the locomotive whistle on the following
occasions: - -
(a) When approaching stations, sidings, spurs, halts, bridges, tunnels
and water tanks which are not situated within the limits of a station,
siding, spur or halt.
~
(b) On approaching level crossings, the Driver must sound one long _
whistle when the locomotive or leading vehicle reaches the level
crossing indicator board, or, in the absence of an indicator board,
approximately 400 metres from the level crossing. A second whistle
must be sounded when the locomotive, or leading vehicle reaches a
point approximately 50 metres short of the level crossing, and this
whistle must continue to be sounded until the locomotive or leading
vehicle is actually on the level crossing, or longer if necessary.
(c) In shunting movements over public and road level crossings within
station limits, the Driver when hauling wagons, must sound his
locomotive whistle when the locomotive reaches a point
approximately 50 metres short of the level crossing, and this whistle
must continue to be sounded until the locomotive is actually on the
public road, or longer if necessary.
In cases where vehicles are propelled over a level crossing, the
provisions of regulation 30 (22) (iii) will apply.
(d) When approaching a signal box controlled colour-light running signal ~
at "danger".
(e) When entering stations and other stopping places as a warning in to
the public.

53-54 Section 0.6

(f) On sighting gang boards, Platelayers' banners, or when approaching employees
working on the track, or when other persons are seen to be on or near the track.
(g) When livestock is observed on or near the line.
(h) When approaching a Platelayer's Flagman exhibiting a "danger" hand
signal.
(i) When rounding sharp curves, or passing through cuttings, where the
view is obscured.
(j) In acknowledgement of signals.
(k) When passing portable speed restriction and relay area boards.

24
 .-':N:....:-r-·y·
"

\;
"

(3) The following locomotive whistle code must be used to signal intended
movements or to convey intended information and should be repeated as required:-
Whistle Indication
(a) Two short whistles Locomotive leaving station or traffic
yard for locomotive area.

(b) Three short whistles Locomotive ready to leave locomotive

area for station or traffic yard

OR
Guard or Fireman (as the case may be) to
return from protecting train.

(c) Four short whistles Guard/member of shunting staff

required at locomotive.

(d) Continuous popping on Vacuum brake is faulty.

Whistle

(e) Long, short, long Indicates that the train is

Whistles stopping at an unrecognised
stopping place.

(f) Two short, three long Driver intends dividing the load.
and two short whistles

54. LOCOMOTIVEFIRE CLEANING.

(1) Locomotive fires must be cleaned at the place provided in the authorised
area. Should it be necessary for a Driver to clean or throw out his fire in an
unauthorised place, all ash and fire must be cleared away from the track before
proceeding and the official in Charge advised.
(2) A Driver and Fireman must see that their locomotive does not discharge fire
or ash when crossing a bridge or passing through a tunnel and must prevent the fire of
.".-..their locomotive from being shaken, raked or thrown out whilst the locomotive is in
close proximity to petrol tank wagons, petrol containers petrol installations, explosive
wagons, any other inflammable matter and in track circuited areas.
(3) In electrified sections the handling of fire-irons on steam locomotives, the
filling of steam locomotives water tanks, trimming and spraying of coal under Overhead
Catenary Systems equipment is prohibited.

55-59 Section D.7

55. SMOKE,WATER, ETC. FROM LOCOMOTIVES.

(1) A Driver and Fireman must so arrange their locomotive fire as to avoid any
unnecessary emission of smoke whilst standing at, or passing, stations, or under
Overhead Catenary Systems equipment.
(2) Hot water must not be discharged when crossing a bridge, passing through a
tunnel or when any person, or persons, is in close proximity to the locomotive.

56. USEOF SAND.

25
 Drivers must not use sand in the vicinity of any points and must be sparing in the
use thereof by using only that quantity which is necessary to ensure effective adhesive
power being applied.

57. WATERING AND REFUELING OF LOCOMOTIVES.

(1) Watering of Steam Locomotives.

At watering places, the Driver must ensure that the Fireman and Coal Trimmer do
not expose themselves to danger of injury from any fixed structure while the train is in
motion. After the watering of the locomo"tive has been completed, the Driver must
ensure that the hose or water crane is clear of the running lines and properly secured
where a securing device exists.
In electrified sections the watering of steam locomotives, trimming and spraying of coal
must be undertaken in designated areas ONLY.
(2) Refueling of Diesel Locomotives.
When a Driver is responsible for the refueling of a diesel locomotive and the
refueling operation is completed, he must ensure that the fuel supply pipe or pipes
has/have been disconnected from the locomotive and properly secured before moving
away.

58. PERSONSAUTHORISEDTO RIDE ON LOCOMOTIVES.

No person other than the Driver, Fireman, Coal Trimmer, Pilotman or Guard when
required to do so in the execution of his duties, or members of the shunting staff in the
case of a shunting locomotive, shall be allowed to ride upon any locomotive or tender
unless in possession of a written authority signed by the General Manager or Area
Manager.

59. DRIVERBECOMINGDISABLED.

(1) If a Driver, by accident or other circumstance, is rendered incapable of

performing his duties during a journey, the Guard, where provided, MUST, if the train is
brought to a stand at other than a recognized stopping place and not within the
protection of fixed signals, IMMEDIATELY protect his train in the rear in accordance with
regulation 350(1). A member of the train crew must, as soon as possible, advise the
Official in Charge of the circumstances. This information must be promptly relayed to
the Train Control Office.
(2) If no other Driver is available, the undermentioned procedure must be
followed:-

59-61 Section 0.8

(a) The Fireman, provided he is graded as a qualified Driver, must take

charge of the locomotive and with the assistance of the Guard,
proceed cautiously to the next station in advance in accordance with
the train proceeding authority held, or the next station or siding in
signaled territory and there await further instructions from the Train
Control Office. If, whilst proceeding in this manner, a Platelayer or
other competent railway employee is met, the Fireman must call
upon that employee to assist him, and the Guard must resume his
place in the van, if provided.

26
 (b) If the Fireman is not a qualified Driver but he has had not less than
one year's main line experience, he may follow the procedure laid
down in paragraph (a) but only as far as the NEXT SIDING OR
STATION, as the case may be, IMMEDIATELY IN ADVANCE. On
arrival, the train must be drawn up safely in the station or siding and
must await instructions from the Train Control Office.
(c) If the Fireman has not had a minimum of one year's experience on
main line duties, he must not take charge of the locomotive unless
specifically instructed to do so by the Train Control Office.
(d) If the train is not accompanied by a Guard, the Fireman, provided he
is as a qualified Driver, will take charge of the locomotive and
proceed cautiously to the next station or siding in advance, and
there await further instructions from the Train Control Office. If the
Fireman is not a qualified Driver, he must not take charge of the
locomotive unless specifically instructed to do so by the Train
Control Office.
(e) The Guard must not take charge of the locomotive.

60. CONTROL OF TRAINS.

(1) Trainmen must obey any lawful instructions issued to them by an Official in
Charge.
(2) When a goods or ballast train has come to a stand at a station (other than
in signaled territory), the Guard, after he has satisfied himself that the last vehicle of his
train is within the clearance indicator, must immediately approach the Official in Charge
and ascertain whether his assistance is required.
61. EQUIPMENT OF GUARDS AND VANS.
(1) In addition to the books of regulations as issued to him, current Working
Time Table and notices affecting his train, a Guard must have with him when on duty,
the following equipment:-
1 Equipment box or Haversack

-- §
1 Green flag
1 Red flag
1 Hand-signal lamp
1 Tin detonators
1 Points key
1 Telephone box key
1 Whistle
1 Carriage key

61 Section D9

1 Ticket punch
1 Note Book (Form No. 83:13:7206)
1 Field dressing
3 Vacuum washers
2 Wooden wedges
Official Railway Tariff Book
Guards Excess Fare Ticket Book (Form No. 83:32:6202)
Guards Ticket Abstract Book (Form No. 83:32:6226)
Supply of Sidings Traffic Waybills (Form No. 83:30:1772)
Supply of Wagon Labels "To be loaded" (Form No. 83:31 :5122)

27
 Supply of Wagons Labels "Livestock/Tranships" (Form No. 83:31 :5528)
Supply of Goods Combined Consignment Notes (Form No. 83:32:4993)
Supply of Goods Combined Consignment Notes and Parcels Waybill (Form
No. 83:32:4993)
Supply of Trainmen's Journals (Form No. 83:13:7498)
Supply of Train List/Report (Form No. 83:13:7508)
* Supply of Advanced Crossing Orders (Form No. 83:13:8128)
* Supply of Warning Advices (Form No. 83:13:8438)
Supply of G.S.F. Forms
* Applicable to single lines other than signalled territory
(2) Applicable to all signalled territory
§ Except at depot where 'Personal Issue' hand lamps do not apply.

(2) When a Guard is transferred from one Depot to another he must take with
him all the equipment enumerated in paragraph (1), with the exception of the
undermentioned articles which must be handed back to the responsible official at the
depot from which the Guard is transferred.
Guard's Excess Fare Ticket Book
Guard's Sidings Traffic Waybill Book
Ticket Punch

(3) All vans, when running on the line, must be equipped with:-
1 Tail lamp
2 Side lamps
2 Wedges
For passenger vans only:-
2 Emergency drawbar spring follower plates (front)
2 Emergency drawbar spring follower plates (back)
1 Screw coupling
2 Emergency drawbar hooks complete with nuts
2 Emergency drawbar springs

NOTE: Special emergency containers holding first aid boxes and wrecking tools
are affixed to the underframes of all passenger vans. (See clause 1 (4) of
Section VII of the General Appendix on page 188).

(4) For vanless trains, the last vehicle must have a T.E.1. properly mounted on
the trailing buffer.

61-64 Section 0.10

(5) Guards are responsible for seeing that their vans are properly equipped
before starting and the responsible official must arrange to supply any missing articles.
In the case of trains unaccompanied by a Guard, the duty of ensuring that vans are
properly equipped will devolve upon the appointed member of the depot staff.

62. GUARD'S DUTIES BEFORE STARTING.

(See also General Appendix, Page 118, Clause 5, Section V).
Before starting on a journey, the Guard of a train must:-
(1) Synchronize his time with the official station dock.

28
 (2) Compile a train list or, when provided with a printed train list, he must check it
for accuracy.
(3) Ensure that the vehicles are correctly marshalled.
(4) Observe the security of loads, doors and fastenings and, if necessary, take
appropriate action.
(5) See that the necessary side and tail lamps where provided are correctly affixed to
the last vehicle and that these lamps are lighted at night. Where a T. E.I. is provided guard must
see that it is correctly mounted.
(6) If working a vacuum braked train, check that the vacuum gauge at the rear
indicates at least 400mb; any lower figure being reported to the Driver before the train departs.
(7) When a train commences its journey from a place at which a Carriage and Wagon
Examiner is not available, the Guard is responsible for seeing that all vehicles and vacuum or air
pipes throughout the train are properly coupled and the train is in all respects safe to run.
(8) In the case of a train unaccompanied by a Guard the duties detailed in paragraph
(2) to (7) will be performed as necessary by a member of the station staff, at depot stations.

63. TRAINMEN'S JOURNAL.

(1) The Guard of a train must compile a journal, train list and train report.
These documents must be disposed of in accordance with local instructions. Any unusual
occurrence on the journey must be reported verbally at the time of the occurrence or as
early as possible thereafter, and a separate report in writing must be submitted prior to
proceeding or signing off duty. Reference thereto must also be made on the journal.
(2) In the case of a train unaccompanied by a Guard, depot staff must prepare
a journal and train list on the forms provided and hand one copy to the Driver before the
commencement of the journey. The Driver must complete the journal, sign it, and
before going off duty, had it to the Running Shed Foreman or other authorized official at
the Running Shed. Any unusual occurrence on the journey must be reported verbally at
the time of the occurrence or as early as possible thereafter, and a separate report in
writing must be submitted prior to proceeding or signing off duty. Reference thereto
must also be made on the journal.
(3) In the case of Company Liner trains the compilation of a journal, train list
and train report must be in accordance with Special instructions applicable to the
running of such trains.

-- 64. GUARD TO FURNISH DRIVER WITH PARTICULARS OF LOAD.

(1) Before the commencement of a journey, the Guard must in all cases furnish
the Driver with particulars of the load of the train in tonnes and axles, and draw the
Driver's attention to any travelling cranes, abnormal loads or other special

64-67 Section D.11

traffic or wagons which are attached to the load. He must also advise all known changes
of the load which will occur en route. In the case of a
train unaccompanied by a Guard,
the particulars of the load of the train in tonnes and axles from the starting point will be
furnished by a member of the depot staff.
(2) Before a train leaves the starting station, and throughout the journey, the
Guard must give the Driver and station staff such advance information as he is able to
furnish of the shunting to be performed during the journey.
(3) In the case of Company Liner trains particulars of the load of the train will
be furnished to the Driver in accordance with Special instructions applicable to the
running of such trains.

65. GUARD TO RIDE ON THE LOCOMOTIVE

29
 The Guard must ride on the locomotive except where a van is provided, on trains
such as passenger, engineering ballast, steam hauled and any freight trains conveying
passengers and in cases where especially authorised.
In cases where a van is provided, it must normally be the last vehicle on the train.

66. TRAVELLING IN VANS.

(1) No person, other than a Railway employee on duty, may be permitted to
travel in any van, or in any vehicle in which baggage or parcels traffic is conveyed,
except in special circumstances and on the written authority of an Area Manager.
Persons so authorised, must indemnify the Railways from liability for loss of life or
personal injury, or for any delay, loss or damage to property, by completing an
Indemnity Form No. 83:32:6094 before commencing the journey. 'Such authority is not
required in the case of ordinary passengers accommodated in any portion of such
vehicles designated for the express purpose of conveying passengers.
(2) Notwithstanding the provisions of paragraph (1), a Guard may deny
permission to any person to travel in any portion of a van which is not provided for the
express purpose of conveying passengers if he has good and sufficient reason to consider ~
that the safety of his train, or the safety of the traffic being conveyed in the van, would
be impaired by permitting such person/s to so travel.
(3) In the case of a train unaccompanied by a Guard, regardless of whether the
van provides for the accommodation of ordinary passengers, no passengers may travel on
such trains other than employees on duty and livestock attendants travelling in the
vehicles accommodating the livestock. These later persons must be in possession of
valid tickets and must have completed an Indemnity Form No. 83:32:6094.
(4) Government Inspectors of Explosives travelling in the execution of their
duties are exempt from the provisions of paragraphs (1), (2) and (3).

67. GUARD'S DUTIES DURING JOURNEY

(See also General Appendix, Page 118, Clause 5, Section V)
During the whole of his journey when working a train, a Guard must:-
(1) Give his first attention to the safe working of his train and arrange his
duties to enable him to keep a sharp lookout when approaching a siding or station, so
that, should he see any reason to apprehend danger, he can take such action as may

67-70 Section 0.12

be necessary in the interest of safety.

(2) In accordance with instructions and requirements, attach vehicles at
intermediate points during the journey and see that they are safely marshalled on the
train. All such vehicles must be checked to ensure safe travel and should there be any
doubt, the Driver must be advised. He must ensure that all the hand and vacuum/air
brakes have been released. Vehicles containing loads which appear to be out of gauge
must not be attached to a train unless the Guard and Driver are in possession of an
abnormal load advice.
(3) Detach at the proper destination and shunt into the appointed siding clear
of all running lines and in a position suitable for loading or offloading, all vehicles
labelled to places reached before the train terminates its journey.
(4) Record on the train report details of vehicles attached or detached and
record in his notebook and on his journal, particulars of the running of his train.

68. GUARD'S DUTIES AT END OF JOURNEY.

30
 (See also General Appendix, Page 118, Clause 5, Section V).
On arrival of a train at the end of its journey, the Guard must:-
(1) Hand over all luggage, parcels and other traffic entrusted to him together
with all waybills, loading notes and other documents relating to the traffic conveyed by
his train, to the employee appointed to receive them.
(2) Render such assistance as may be required in the work of transferring the
luggage and other van traffic to the station buildings.
(3) Before going off duty, pay in to the Official appointed to receive it all
monies collected by him during the journey.
(4) Assist in the staging of his tratn removal and remounting of T.E.I. and/or
shunting if required.
(5) Hand completed journal to the Driver.
(6) Dispose of train list and train report in accordance with local instructions.
(7) Fill in the Daily Train Movement Advice.

69. RESPONSIBILITYOF GUARDSFOR PARCELS,ETC.

(1) Guards are responsible for all luggage, parcels, mails and other articles
entrusted to them and for the proper delivery of such traffic at its correct destination,
or at the end of their journey if its destination is beyond that place.
(2) Guards and other employees are forbidden to carry any package or other
article, either for themselves, other railway employees, or the public, unless such
package or article is entered on a properly constituted waybill, loading note, sidings
traffic waybill, or authorised service forwarding order.

70. RESPONSIBILITYOF GUARDSFOR HANDLING LIVESTOCK.

When wagons containing livestock are attached to a train, the Guard, where
provided, must see that the doors are securely fastened and the ventilators opened.
When there is forage or bedding in the wagons, the ventilators and drop shutters at the
leading end must be closed. During the journey he must avoid all unnecessary shunting
of such vehicles, and where shunting is unavoidable, this must be done as carefully as
possible. The Guard must inspect the animals from time to time and if any are found to
--- be in need of such attention as he is unable to afford with the

70-71 Section D.13

assistance that is available to him, he must inform the Official in Charge on arrival at the
first station in advance, and that Official must take such action as may be necessary,
and is possible, to minimise injury to the animals. The occurrence must be recorded on
the train journal, giving the number of the wagon or wagons concerned.

71. RECORDINGOF TRAIN MOVEMENTS,DELAYS, ETC.

(Applicable to non-signalled territory).

(1) A Train Movement Book is provided wherein to record the movement of
trains and the following instructions apply to its use:-
. (a) The movements relating to each section must be kept strictly
separate, arrivals and departures also being kept separate.
(b) Only such information as the printed headings call for must appear in
this book and Officials in Charge must refer to the original office
copies of train messages and train proceeding orders for any further

31
 information. Such documents must be kept continuously accessible
until the trains to which they refer have traversed the section.
(c) The train service must not be entered up in advance. Officials in
Charge must rely entirely upon Working Time Tables and original
Train Notices for information regarding trains running and cancelled.
Train Notices must be kept continuously accessible for reference on
a "Train Motices" file until their expiry.
(d) Entries must be made in ink immediately the circumstances of the
entry occur and must appear strictly in the order in which trains are
dealt with. .
(e) When a station is closed during certain hours, Guards must register
the passing of their trains as required by regulations 260(5) and 291
(5). To enable this to be done the Train Movement Book must be left
accessible to Guards of passing trains in an appointed place to be
advised to trainmen.
(f) Unauthorised persons must not have access to the Train Movement
Book.

(2) A Train Working Diary must be kept, with a space for each day dated and
ruled off for several days ahead, wherein Officials in Charge must record brief details of
Train Notices received (under the date to which they refer), delays to trains,
locomotives losing time, one train passing another by arrangement between the train
crews, accidents, interruption of train movement, telephone communications, etc. No
information concerning train proceeding orders must be inserted in this book; such
information must be obtained from the original documents. Officials in Charge must sign
on and off duty in this book, entering the exact time in each case. If no delays or
unusual occurrences have taken place during a shift, the Official in Charge must remark
"Nothing to record" before signing off.
(3) Traffic Inspectors must regularly examine and initial the above-mentioned
books, also inspect train order documents and Train Notices and satisfy themselves that
the foregoing instructions are properly carried out.
(4) Guards and Drivers are required to examine Train Movement Books, Train
Notices and office copies of train proceeding orders relating to their own and

71-72 Section 0.14

other trains if circumstances appear to necessitate this in the interest of safety. Guards
and Drivers must always take the precaution of examining the Train Movement Book,
unexpired Train Notices and the office copies of train orders for trains still in section
when issued with an order prepared in accordance with regulation 257.

72. STARTINGOF TRAINS.

(1) A train affording an advertised passenger service must not be started

before the time it is announced to depart.

(2) Except as provided for in Clause (7), a Driver must not start his train from
any place without a "right away" signal from the Guard.

(3) From a Station.

32
 (a) For passenger trains, the Official in Charge or other authorised
employee must, after satisfying himself that all is in order for the
train to depart, exhibit to the Guard a white flag by day or a white
light by night, as provided for in regulation 169 (5) (a). On receipt of
this signal, or in the case of a goods train, a verbal "right away"
from the responsible official, the Guard must sound his whistle and
exhibit a "right away" signal to the Driver in the manner described in
regulation 169 (5) (b) or operate the "right away" indicator where
provided.

(b) In the case of stations where a Signalman is in direct control of train

arrangements and/or where the Official in Charge or other
authorised employee is not on duty or available to meet the
requirements of sub-paragraph (a) hereof, it will be the
responsibility of the Conductor (when on duty) and Guard, in all
instances, to ensure that all is in order for the train to depart before
a "right away" signal is exhibited to the Driver.

(4) From other stopping places.

In the case of passenger trains on which a conductor is travelling on duty, the
Guard must obtain a hand signal from the conductor indicating that the detraining
and/ or entraining of passengers and their luggage is complete, and if all other duties
have also been completed, the Guard must then exhibit a "right away" hand signal to
the Engineman on whose side of the train passengers normally detrain/entrain,
depending on the curvature of the line. In the case of passenger trains on which the
Conductor is not on duty, or no Conductor is provided, the Guard must satisfy himself
that all is in order for the train to depart, and thereafter exhibit a "right away" hand
signal to the Engineman on whose side of the train passengers normally detrain/entrain
depending of the curvature of the line. In the case of goods trains, the Guard must
satisfy himself that all is in order for the train to depart and thereafter exhibit a "right
away" hand signal to the Driver. At water tanks the Driver must indicate to the Guard,
by sounding the locomotive whistle, when he is ready to leave.

72-73 Section D.15

(5) Before starting his train after receiving the "right away" signal from the
Guard indicating that the station or siding, etc., duties have been completed, the Driver
must satisfy himself that the line immediately ahead is clear, that the points ahead are
correctly set, and that the running and/or subsidiary signals where provided, are at "all
right", "caution" or "clear", that no crossing or passing remains to be effected, and
that, where applicable, he is in possession of a proper proceeding authority.

(6) When starting from a station, siding or other stopping place, the Driver
must, from time to time, look back from his side of the locomotive, or the opposite side
if necessary, until the complete train has been drawn clear of the last set of points
leading from the main line (or where there are no points, the end of the platform) to see
that it is' following in a safe and proper manner. Where a Fireman is provided, he must
assist in this duty. When the complete train has safely passed the place mentioned
above, the Guard, after looking back to see that no contrary signal is being exhibited at
the stopping place and after having satisfied himself that the vacuum gauge in the van
still indicates the prescribed vacuum, must exhibit a second "right away" hand signal
which must be acknowledged from the locomotive by a short whistle. Should the Guard

33
omit to give the signal, the Driver must call for it by locomotive whistle and, if still not
exhibited, must stop his train to ascertain the cause.

(7) in the case of vanless trains and trains unaccompanied by a Guard, no hand
signals will be given, except for vacuum braked trains at depot stations, where the signal
to start will be displayed by a qualified member of the depot staff.

73. TIME INTERVAL BETWEEN TRAINS.

(Applicable to non-signalled territory}'

(1) (a) Minimum Interval.
Except in Absolute Block working, an interval of at least thirty
minutes during the day and forty-five minutes during the night must be maintained
between all trains, including motor trolleys, running in the same direction.
NOTE: It must be understood that this is a minimum interval, and every endeavour must
be made consistent with punctual working to extend it, especially where passenger
trains are involved.

(b) Foggy weather, Interval working prohibited.

During foggy or misty weather, when visibility is restricted, no train
must be allowed to enter a section to follow another train until advice has been received
that the preceding train has cleared the section.
Maintenance of Interval. Issue of "stop orders".
(a) Officials in Charge are responsible for seeing that trains do not
leave stations within the minimum permissible interval, or such
greater interval as may be necessary to ensure that the minimum
will not be reduced in section owing to the following train being
timed, or likely to run, faster than the preceding train. They must
not complete a train proceeding authority for issue to a

73 Section D.16

following train until the required interval has elapsed. (See

regulations 245 and 275).
(b) An order for a special stoppage or stoppages, must not be given to a
train when another train is to follow in the same section, except
under circumstances of great emergency, but if this should be
necessary, full details of such special stoppages must be given, in
writing, to the Drivers and Guards of all trains following in the same
section. (See regulation 74 (7) ).
(c) When trains are worked by the Paper Order System, this advice must
be attached to the train proceeding order which must be inscribed
"Warning attached". In the case of a train proceeding order passed
by facsimile machine the words "Warning attached" must be
included in the transmission of the order, when applicable.
(3) Guards to issue Warning Advice.
(a) The Guard of a train, other than a ballast rain, crossing two or more
trains (excluding a ballast train) at an intermediate siding, must
stop the second and subsequent trains at the facing points and
advise the Drivers and the Guards thereof by means of a "Warning
Advice" (Form No. 83:13:8438) of the time of the departure of the

34
 last train preceding their train. (See regulations 246 (4) and 276 (2)
(c) ).
(b) In the case of a ballast train being crossed by two or more trains
following each other at short intervals, the Guard of the ballast train
must stop the second and subsequent trains at the facing points and
advise the Drivers and Guards thereof, by means of a "Warning
Advice", the time of the departure of the last train preceding their
train.
(c) In every case the Guard of a train, having crossed in a section
another train which is performing shunting, tranship or other work,
must stop the first subsequent train to be crossed in section, and
issue to the Driver and Guard thereof a "Warning Advice" stating the
time and place the train performing work in the section was crossed.
(d) The "Warning Advice" (Form No. 83:13:8438), a specimen of which
appears at the end of this section, must be made out by carbon
process, one copy each for the Driverls and Guard and a copy to be
retained by the issuer.

(4) Guards to protect in rear when time lost.

Where the conditions mentioned in clause (3) do not obtain and, through
shunting or other cause, a train suffers such delay at a siding that the time interval
between that train and the next following one is likely to be reduced to less than the
minimum laid down in clause (1) (a), the Guard must place two detonators on the main
line outside the points, facing to the following train, at the siding where the delay
occurred, as a warning to the Driver of the following train that the interval has been
reduced. (See regulation 355).

73-75 Section D.17

(5) Fast train following a slower train.

An Official in Charge must hold a slow train at a station for a faster train to pass
it, unless the slow train can be dispatched to either reach the station in advance, or the
siding where a passing is arranged, ahead of the faster train without the time interval
being reduced to less than the minimum.

74. TRAINS RUNNING BEFORETIME AND REGAININGTIME.

(1) Trains affording an advertised passenger service must not run ahead of
their booked time.
(2) Pick-up and tranship trains affording a service advised to the public must
not depart before the time notified, unless specially authorised (see Section 11 clause
12(2) of the General Appendix).
(3) Except as provided for in clauses (5), (6) and (7) and subject to observance
of permissible speeds and precautions, Drivers of late trains must endeavour to regain
time.
(4) Except as provided for in clauses (5), (6) and (7) other trains may run ahead
of their booked time provided that doing so does not dislocated the train service and
cause delay to more important trains. When running ahead of time, enginemen must
keep a particularly careful lookout. (See regulation 52 (1) ).
(Applicable to non-signalled territory).

35
 (5) A train must not regain time, either in running or by not fully observing
booked stops, in a section in which a ballast train has been announced to work, until
after the ballast train has been crossed, or unless the written statement "Ballast Train
clear of section" appears on the train proceeding order (See regulations 259 (11) and 290
(11).
(6) Trainmen of a train whilst following another train at an interval of less than
forty-five minutes during the day, or sixty minutes during the night, must take the full
time allowed at all scheduled stops and the full running time allowed by the point to
point timings. This provision in no way absolves the Guard/Fireman of the preceding
train from protecting his train immediately in such circumstances as required by
regulations.
(7) A train must maintain its scheduled running times and observe all booked
stops when directly following another train which is stopping in section at places not
protected by warning boards. (See regulation 73 (2) ).

75. SPEEDOF TRAINS.

(1) The safe running of rolling stock and personal safety of passengers and train
staff, depend upon trains running within the speeds permitted and trainmen must
comply with these requirements as follows:-
(a) A Driver must regulate the running of his train as accurately as
possible, according to the Working Time Table or Train Notice, so as
to maintain the scheduled timings without running at excessive
speed and to ensure a safe and steady passage around curves and
over points and crossings. A driver is cautioned against exceeding
the speed laid down in the General Appendix or the maximum speed
permitted by any restriction which may be imposed in accordance
with regulations 76, 162 and 172 (See also regulation 74).

75-76 Section D. 18

(b) Should a Guard observe that his train is running at a speed which he
considers faster than is permissible or safe, he must apply the
vacuum brake cautiously and must report the circumstances, stating
the kilometric distances between which the incident occurred.
(2) When, through unavoidable circumstances, it becomes necessary to propel
a train, the speed must not exceed 15km/h in the case of a vanless train with the last
wagon leading or 25km/h in the case of a van or locomotive leading. Special caution
must be exercised by the trainmen, particularly when approaching curves and cuttings,
level crossings and other places where persons may be on or near the line. (See
regulation 100).
(3) When, through unavoidable circumstance, it becomes necessary for a
locomotive (other than a Garratt or Diesel type) to run tender first, the speed must not
exceed 40km/h except that in the case of curves marked for 40km/h and 30km/h, the
speed shall not exceed 30 and 25 km/h respectively. In addition, all engineering
cautions must be rigidly observed.

76. SPEEDRESTRICTIONSAND CAUTION ORDERS.

(1) Where the necessity for trains to travel at a reduced speed continues for a
period longer than normal daytime working hours, portable speed restriction boards
together with 'C' and 'T' boards must be erected in accordance with the provisions of

36
 T.W.R. 166. This procedure must be adopted as soon as the necessity arises and notice
thereof given to the Area Manager and District Civil Engineer indicating the exact
position of the boards, speed imposed and reason why.

(2) When portable speed restrictions boards are erected in accordance with
the above, notification thereof must be posted at the locomotive and re-crewing depots
concerned for the information of Drivers. The Officials in Charge concerned
will also be advised by the Area Manager.

(3) In cases of emergency, Permanent Way Inspectors or Platelayers must act

in accordance with regulation 374. The Official in Charge, receiving notification of the
imposition of a speed restriction must arrange for the drivers of all trains entering the
section from either end to be advised thereof, in writing, until such time as official
advice of the speed restriction has been received from the Area Manager.

(4) When advice of the imposition of a speed restriction is issued to trainmen at

,--....stations, in accordance with clause (3), the Driver must sign the station copy of such
advice as an acknowledgement of receipt. In the case of trains worked on a Paper Order
System the words "Caution attached" must be clearly written at the top of the train
proceeding order issued to trainmen, and in such circumstances, it is not necessary to
obtain the Driver's signature. In the case of trains worked in signalled territory, advice
must be given to the Driver by the Official in Charge passing a message over the
telephone. Such message must be taken down in writing by the Driver. The Driver will
then repeat the message in full to the Official in Charge giving his name, grade, train
number and the place from which he is speaking. The Official in Charge will
acknowledge the repetition, if correct by giving the word "correct' and his name.

76-79 Section D.19

(5) Drivers must strictly observe the reduced speed indicated over the portion
of line affected.

(6) When the necessity for restricting the speed of trains over any portion of
the line has ceased, notification will be made by the Area Manager.

77. TRAINS APPROACHING STATIONS AND SIDINGS NOT EQUIPPED WITH RUNNING
SIGNALS.

(1) Drivers of trains approaching stations, sidings, spurs, halts and watering
places not equipped with running signals, must do so with caution, looking out for hand-
signals. They must be prepared to stop clear of any obstruction between the warning
board and the clearance indicator at the opposite end of the station, siding or spur or, in
the case of a halt or water tank, the normal stopping place.

(2) Before proceeding over the facing and trailing points, the Drier must satisfy
himself that they are correctly set, by observance of the indicators, for the safe passage
of his train. If the points do not appear to be properly set, the train must be stopped
short of the points. If at a station, the Driver must sound the locomotive whistle to draw
the attention of the official in Charge. Should the train be unduly detained at the
points, the Driver must either send the Fireman, where provided, or summon the Guard
to advise the Official in Charge, or if at a siding or spur, the Guard must correctly set

37
and lock the points. If the points cannot be locked, the Guard must set and securely
hold the points until the whole of the train has passed over them. [Refer to regulation
86 (4) ].

(3) When visibility is restricted from any cause within the limits of a station,
siding or other recognised stopping place, Drivers must have their trains sufficiently
under control when approaching such places to enable them to stop clear of any
obstruction within their range of vision.

78. TRAINS APPROACHING STOPPING PLACES.

At the approach to all places where he is required to stop, a Driver must have his train
sufficiently under control to enable him to draw up smoothly to a stand at the required
position.

79. SPEED OF TRAINS OVER FACING AND TRAILING POINTS.

Except as provided for in clause (3) and subject to the maximum permissible speeds laid
down for the various classes of trains, the following speeds must not be exceeded when
passing over facing and/or trailing points connected to the main line:-
(1) Facing Points.
(a) On sections controlled by Colour Light Signals.
(i) when set for the main line: 75 km/h
(ii) when set for the turnout:- 25 km/h
(b) Where fitted with Mechanical Points Indicators.
(i) when set for the main line:- 60 km/h
(ii) when set for the turnout:- 25 km/h

79-80 Section D.20

(c) Where fitted with Points Discs.
(i) when set for the main line:- 25 km/h
(ii) when set for the turnout:- 15 km/h
(2) Trailing Points.
(a) On sections controlled by Colour Light Signals.
(i) when set for the' main line:- The maximum permissible
Speed for the section
(ii) when set for the turnout:- 25 km/h
(b) Where fitted with Mechanical Points Indicators.
(i) when set for the main line:- 60 km/h
(ii) when set for the turnout:- 25 km/h
(c) Where fitted with Points Discs.
(i) when set for the main line:- 40 km/h
(ii) when set for the turnout:- 25 km/h
(3) Where, owing to curvature or other conditions a speed lower than that laid
down in clauses 1 and 2 of this regulation is required to be observed, such speed will be
indicated by a points speed restriction board in accordance with the provisions of
regulation 162 (2).
(4)" The limitations in speed as provided for in clauses (1), (2) and (3) must be
observed until the train complete has passed over the points.

80. ADMITTING TRAINS INTO STATIONS NOT EQUIPPED WITH RUNNING SIGNALS.

38
 (1) Only one train at a time may be admitted to a station not equipped with
running signals. No other train may be admitted, from either direction, until the first
train has come to a stand and all is in order for the safe passage of the second train.
When two opposing trains approach a station at the same time, preference will normally
be given to the train approaching on the steeper adverse gradient.
(2) The hand signal to authorise a train to enter a station which is not
equipped with running signals, as described in regulation 169 (5) (d), must continue to
be exhibited until the locomotive of the train has passed over the main line facing
points.
(3) When it is desired to admit a train to a station which is not equipped with
running signals, and such train is not required to cross, or be passed by another train,
and no other train or vehicle is standing on any running line at that station, the hand-
signal to authorise its entry may be exhibited by the Official in Charge from the
platform, provided he has previously satisfied himself that:-
(a) the line on which the train is to be admitted is clear of all
obstruction up to the clearance indicator of the adjoining line at the
forward end of the station;
(b) all points over which the incoming train will be required to pass have
been correctly set and locked;
(c) all is in order for the safe admission of the train. If the facing points
have not been locked, the Official in Charge must exhibit the above hand signal from the
outermost facing points.
(4) When it is desired to admit a train to a station which is not equipped with
running signals, to cross, or to be passed by another train, or when any running line at
that station is obstructed by another train or vehicle, the hand signal to authorise its
entry MUST BE EXHIBITEDBY THE OFFICIAL IN CHARGEFROMTHE OUTERMOSTFACING
POINTSafter he has satisfied himself that:-

80-81 Section 0.21

(a) the line on which the train is to be admitted is clear up to the

clearance indicator of the adjoining line at the forward end of the station;
(b) all points over which the incoming train will be required to pass have
been correctly set and locked;
(c) all is in order for the safe admission of the train.
(5) When, at a station which is not equipped with running signals, it is
necessary to admit a train on to a line which is obstructed by another train or vehicle
either standing on or standing foul of such running line, the Official in Charge must
exhibit a red flag by day or a red light by night at the facing points until the incoming
train has come to an absolute stop thereat. Upon the train being brought to a stand at
the facing points, the Official in Charge must verbally warn the Driver of the existence
and whereabouts of the obstruction and, after satisfying himself that all points are
correctly set, verbally authorise the admission of the train. The Driver must then
proceed with caution prepared to stop short of the obstruction.
(6) A Driver must not enter a station which is not equipped with running signals
until an "all right" hand signal has been exhibited in accordance with this regulation. If
such signal is not given, or if it is exhibited at any place other than at the outermost
facing points, when it is seen that any running line within the station is obstructed by
another train or vehicle, the Driver must bring his train to a stand short of the facing
points. He must thereafter sound his locomotive whistle at intervals and must not
proceed until he has received the correct signal exhibited at the prescribed place.
Note: At certsin junction stations where entry Irom the Branch line is

39
 over treiling points tile signal to enter tile loop line must be displayed at the
trailingpoints involved at all times.

81. TRAINS TO STAND WITHIN CLEARANCE INDICATORS.

(Applicable to non-signalled territory).
(1) When a train is required to stop at a station not equipped with running
signals, the Driver must bring it to a stand with the locomotive or leading vehicle short
of the clearance indicator of the adjoining line at the forward end of the station.
(2) When a train is required to stop at a station, the Guard must be available
to signal the Driver forward in the event of it appearing that the rear portion of his train
is not likely to stop within the rear end clearance indicator of the line to which his train
is being admitted.
(3) Should the train come to a stand with the rear end fouling adjoining lines,
and it is not possible for the train to draw forward, the Guard must immediately provide
protection to the rear of his train by stopping any converging movement and promptly
informing the Official in Charge of the position.
(4) On being advised that a train has come to a stand with a portion of it
fouling the adjoining line, the Official in Charge must take prompt action to have the
train brought within the clearance indicators at both ends, and in the meantime, must
take all steps necessary to prevent any other train or shunting movement from running
on to that portion of the line which is fouled by the standing train.
(5) After a train has come to a stand within the clearance indicators at a
station, the Guard must not authorise the Driver to move forward or set back until he
has the permission of the Official in Charge.

82-85 Section 0.22

82. TRAINS RUNNING THROUGH STATIONS AND SIDINGS.

(1) Express passenger, passenger, mixed and goods trains scheduled to convey
passengers must stop at all places at which they are booked to stop. Other trains should
run through such places when they have no traffic necessity to stop.
(2) Before running through a station, siding or other recognised stopping place
the Driver must satisfy himself that:-
(a) no crossing or passing is to be effected;
(b) the line immediately ahead is clear;
(c) (i) running and subsidiary signals, where
provided are at "all right", "caution"
or "clear";
AND
(ii) where applicable, he is in possession of a proper proceeding
authority.
(3) When running through a station, siding or other recognised traffic stopping
place, the Driver and Guard must, from time to time, look back from their sides of the
locomotive, or the opposite side if necessary, until the complete train has been drawn
clear of the last set of points leading from the main line (or where there are no points,
the end of the platform) to see that it is following in a safe and proper manner. Where a
Fireman is provided, he must assist in this duty. In case where the Guard is riding in the
van, when the complete train has safely passed the place mentioned, the Guard, after
looking back to see that no contrary signal is being exhibited at the stopping place, must

40
 exhibit a green flag by day, or a green light by night, which must be acknowledged from
the locomotive by a short whistle. Should the Guard, omit to give the signal, the Driver
must call for it by the locomotive whistle and, if still not exhibited, must stop his train
to ascertain the cause.
(4) The Driver of a train signalled to run through a station where a train
proceeding authority is to be picked up, must reduce speed to within 15 km/h.
(5) Trainmen must, where radio communication is available, advise the Official
in Charge at the next open station in advance when their train complete, runs through a
station or siding.

83. TRAINS BOOKEDTO STOP IF REQUIREDTO PICK UP OR SET DOWN PASSENGERS.

Conductors of passenger trains must give Guards information of stoppages to be
made, and warn passengers when nearing their destination. The latter duty will devolve
upon Guards where conductors do not accompany the train. Guards are responsible to
inform Drivers of stoppages required at conditional stopping places. Where practical,
such information must be given in writing to trainmen at terminal! depot and controlling
stations by the Officials-in-charge.

84. NON-SCHEDULEDSTOPS.

If a train is required to make an unscheduled stop at any place, special written

instructions must be issued to the trainmen.

85. TRAINS CROSSINGOR PASSINGWHERETHERE IS NO STAFF ON DUTY.

(Applicable to non-signalled territory).
(1) Crossing of Trains.

85 Section 0.23

(a) Precedence to the Main or Through Line.

When one train has to effect a crossing with one other train at an
intermediate crossing place, the following is the order of
,- precedence to the main or through line:-
(i) Breakdown Trains proceeding to clear the line.
(ii) Express Passenger Trains.
(iii) Passenger Trains.
(iv) Company Liner Trains.
(v) Mixed Trains.
(vi) Breakdown Trains returning to depot.
(vii) Goods Trains.
(viii) Ballast Trains including "Through Ballast Trains".
(ix) Light Locomotives.
(x) Motor Trolleys.
(xi) Trains exchanging orders in terms of regulations 249 (2) and
(3), and 279 (2) and (3) take precedence in accordance with
the orders held.
(xii) "Down" trains over all sections take precedence over opposing
trains of the same class with the exception of the West
Nicholson Branch line, where "Up" trains will take precedence
over opposing trains of the same class between Heany
Junction and West Nicholson.

41
 (b) Method of Working.
(i) Crossing of one train with another at an unattended crossing
place.
When a train is required to effect a crossing with another train at an
unattended crossing place, it must take the line to which it is
entitled in relation to the opposing train.
(ii) Crossing of a train with more than one train at the same crossing
place.
Except as provided for in the following paragraph when a train has to
cross two or more trains at the same crossing place, it must take the
line to which it is entitled in relation to the first opposing train and
must then remain on that line until all the crossings have been
effected. EXAMPLE:A Down goods train "A", has to cross an Up
passenger train "8", and an Up goods train "C". Although Down
trains have preference over trains of the same class, the Down goods
train "A" must take the line to which it is entitled in relation to the
Up passenger train "8" i.e. the loop line, and must remain there
until both the Up passenger and Up goods have passed through on
the main line.
When two trains are booked to cross each other at a crossing place
at which either one or both of the trains also holds a crossing with a
ballast train, the ballast train must always take the loop line and the
other trains the line to which they are entitled when crossing each
other.

85 Section D.24

(c) Procedure.
NOTE: Whenever in this regulation reference is made to the locking of
points, this refers to :-
Tumbler operated points being locked in both positions and points
fitted with Mechanical Points Indicators being locked in the main line
position only.
(i) First train for main line.
When the train arriving first to effect a crossing is that which is
entitled to enter on the main line, the Guard must satisfy himself
that the facing points are correctly set by observance of the
indicators provided before passing over them. On vanless trains the
Guard must alight from the locomotive at the facing points.
Immediately the train has been safely drawn up and brought to a
stand within clearance indicators, the Guard must proceed to the
points ahead of his train, satisfying himself on the way that the
crossing loop line is clear and that any points leading therefrom are
correctly set and locked for the admission of the opposing train. He
must then set and lock the main line points for the crossing loop and
remain thereat to admit the opposing train, on the approach of
which, he must exhibit an 'all right" hand signal. The signal must
continue to be exhibited until the locomotive of the incoming train
has passed over the facing points. After the last vehicle on the
opposing train has passed the clearance indicator and if there is no
other crossing to be effected, the Guard must re-set and lock the
points for the passage of his own train. If there is no other train to

42
 be crossed, the Driver, or Fireman where provided, of the train
which entered on the crossing loop must set and lock the trailing
points for his own train to draw out and the Guard of that train must
re-set and lock these points for the main line after the last vehicle
has drawn clear of them. If the train has to set back out of the
crossing loop, the Guard must attend to all points.
(ii) First train for Crossing Loop.
When the train arriving first to effect a crossing is that which is
required to enter on the crossing loop, the Driver must bring the
train to a stand short of the facing points. The Guard or Fireman
where provided, must set and lock the points for the crossing loop.
Immediately the train has been safely drawn up and brought to a
stand within the clearance indicators, the Guard must re-set and
lock the points for the main line and then proceed ahead of his train
to examine the main line points at the forward end of the crossing
place, satisfying himself that they are correctly set and locked for
the opposing train to enter on the main line. If the main line is
clear, the Guard must, upon the approach of the opposing train,
exhibit an "all right" hand signal. The signal must not be given by
the Guard unless he is actually at the main line points facing to the
approaching train and he must continue to exhibit the signal from
the points until the locomotive has passed over them.

85 Section 0.25

The points must remain locked until the whole of the incoming train
has passed over them and when the last vehicle has passed the
clearance indicator, the Guard must set the points for the passageof
his own train should there be no other crossing to be effected. After
the last vehicle of his train has drawn clear of the main line points,
the Guard must re-set and lock them for the main line.
(iii) Opposing trains arriving together.
In the event of opposing trains arriving at a crossing place together,
they must both come to a stand short of their respective facing pints
and the train which is entitled to take the main line must be the first
to enter. Thereafter, the procedure applicable in clause (i) above
will apply.
(iv) Poor visibility preventing normal procedure.
When a train is approaching a crossing place where visibility is known
to be bad, i.e. the outermost points are obscured one from the
other, and has to effect a crossing there, it must, in the absence of
an "all right" hand signal, be brought to a stop short of the facing
points. If the opposing train has arrived and has drawn up within the
clearance indicators, the trainmen will await a signal to enter in
accordance with clause (t) or (ii). When the opposing train cannot
be seen within the crossing place, the Driver of the train entitled to
enter on the main line, must ensure that the points are correctly set
and thereafter draw his train forward at dead slow speed being
prepared to stop short of any obstruction which may exist. In the
case of the train which is to enter the loop line, the Driver must stop
at the facing points and, if the opposing train cannot be seen within
the crossing place, the Guard or Fireman where provided, must set
and lock the points for the passage of his train. Thereafter the train

43
 may enter the loop at dead slow speed being prepared to stop short
of any obstruction which may exist and the Guard must reset and
lock the points for the main line when his train has drawn clear
within the clearance indicators.
(v) Light Locomotive or Motor Trolley crossing another train.
When a light locomotive is to cross another train at an intermediate
crossing ptace, the Fireman of the light locomotive must, under the
direction of the Driver, also perform the duties of a Guard as
prescribed in this regulation. When a motor trolley is required to
cross another train at an' intermediate crossing place, the Driver of
the motor trolley must perform all duties as prescribed in this
regulation.
(vi) Crossing with one train being too long for the crossing place.
If the train which arrives first at an intermediate crossing place to
effect a crossing, is too long to stand within the clearance
indicators, the Driver must bring it to a stop with the locomotive or
leading vehicle short of the forward clearance indicator. When in
such circumstances the rear end of the first arriving train is standing
foul of the next running line, the Guard must exhibit a red flag by
day, or a red light by night, at the facing points to the

85 Section D.26

opposing train until that train has come to an absolute stop thereat.
Upon the opposing train being brought to a stand at the facing
points, the Guard must then verbally warn the Driver of the
existence and whereabouts of the obstruction and, after satisfying
himself that the points are correctly set, must authorise the
admission of the train. The Driver when so authorised must then
proceed with caution and be prepared to stop short of the
obstruction. When the first train to arrive has drawn clear, the
Guard, or Fireman where provided, of the second train will reset and
lock the points for the departure of this train.
(2) Passing of Trains.
(a) Method of Working.
Passing of one train by one or more trains at the same crossing place.
If a train has to be passed by another train or trains at the same crossing
place, the train to be passed must always take the loop line to enable the
passings to be effected over the main line.
(b) Procedure
(i) One or more trains passing another.
When one or more trains are required to pass another train at an
intermediated crossing place, the train to be passed must enter the
loop line and immediately it has come to a stand within the
clearance indicators, the Guard must set and lock the main line
points in the rear for the passage of the following train and must
remain at the points to admit it.
Upon arrival of the following train, the Guard, after satisfying
himself that the main or through line ahead is clear, must exhibit an
"all right" hand signal and must continue to exhibit such signal until
he locomotive has passed over the points. If no other passings have

44
 to be effected, the Guard of the train which has been passed must
set the points for the departure of his own train.
(ii) Light Locomotive or motor trolley to be passed by another train.
When a light locomotive is to be passed by another train or trains at
an intermediate crossing place, the Fireman of the light locomotive
must, under the direction of the Driver, also perform the duties of a
Guard as: prescribed in this regulation. When a motor trolley is
required to be passed at an intermediate crossing place the Driver of
the motor trolley must perform all duties as prescribed in this
regulation.
(iti) Passing with one train being too long for the crossing place.
If a train which has to be passed at an intermediate crossing place is
too long to stand within the clearance indicators, the Driver must
bring it to a stop with the last vehicle clear within the rear clearance
indicator. When in such circumstances the forward end of the first
arriving train is standing foul of the next running line, the Guard
must exhibit a red flag by day, or red light by night at the facing
points in the rear until the following train has come to an absolute
stop thereat. Upon the incoming train being brought to a stand at
the facing points, the Guard must then verbally warn

85-86 Section D.27

the Driver of the existence and whereabouts of the obstruction and,

after satisfying himself that all points are correctly set, may
authorise the admission of the train. The Driver may then proceed
with caution and be prepared to stop short of the obstruction. When
the train to be passed has set back to allow the second train to
proceed, the Driver, or the Fireman where provided, must set the
points for the departure of his own train.
(3) Simultaneous entry prohibited.
Except as provided for in clause (1) (c) (iv) only one train may enter a crossing
place at a time. Until the first train to be admitted has safely come to a stand in the
crossing place within the clearance indicators, and the Guard thereof has exhibited an
"all right" hand signal from the facing points to the opposing train, the second train
must remain standing short of those points.
(4) Protection to be afforded by Guard.
When a train is held at an intermediate siding waiting to effect a crossing or a
passing and the rear of the train is standing outside the limit of protection board, the
Guard must afford protection in accordance with regulation 350.
(5) Trainmen to ensure opposing or passing train/s complete.
Drivers and Guards of trains effecting crossings or which are to be passed at
intermediate sidings, must, before leaving the crossing place, satisfy themselves that all
trains which have crossed or passed them are complete by seeing the T.E.l.s or tail
lamps thereof. When a train arriving at an intermediate crossing place has left a portion
of its load behind on the main line owing to accident or locomotive defect etc,. it must
not enter the crossing place until the Guards and Drivers of all opposing trains waiting
there have been informed of the circumstances.
NOTE: "All right" hand signal.
Whenever in this regulation the term "all right" hand signal is used, it means a
green flag by day and a green light by night, exhibited in the manner prescribed in
regulation 169 (5) (e) and Guards must not use any other form of hand signal to authorise
the admission of a train to a crossing place. The Driver of a train has to cross or pass

45
another, must treat the absence of, or an imperfectly displayed "all right" hand signal at
the main line facing points, as an absolute "danger" signal. In such circumstances, the
Driver must bring his train to a stand short of the facing points and must not move
forward until a proper "all right" hand signal is exhibited thereat.

86. OPERATIONAND NORMAL POSITIONOF POINTS.

(Applicable to non-stgrralted territory).
(1) Normal Position.
(a) Main Line.
The normal position for 'all points leading from the main line is for
them to be set and locked for the main line, except where otherwise
authorised.
(b) Crossing Loop Line.
The normal position for points leading from a crossing loop is for
them to be set and locked for the crossing loop line. Trainmen using
the crossing loop line must satisfy themselves that the points are in
that position.

86 Section 0.28

(c) Dead End Lines.

Where dead end lines are provided off storage or loading loop lines,
the normal position of the points is for them to be set and locked for
the dead ends.
(2) Operation of Uncontrolled Points.
(a) The employee responsible for operating uncontrolled points must:-
(i) see that all vehicles are clear of the points before such points
are operated;
(ii) satisfy himself that the blade of the points goes properly
home in the desired direction before signaling a movement
over them;
(iii) in the case of facing points, see that they are properly locked
or held in the correct position during the passage of a train,
except where such facing points are of the spring lever type in
which case they must be supervised.
(b) Where a derail, or catch point operated from a ground frame is
provided, the employee operating it for the purpose of a train or
shunting movement, must satisfy himself that the derail is removed
from the rail or, in the case of a catch point, that the blade or
blades are properly closed to enable the movement to be safely
performed. Immediately the movement has been completed, the
derail or catch points must be restored to its normal position, i.e. in
the derailing position.
(c) The Guard of a train standing at a station must not operate the main
line points thereat unless he is instructed to do so by the Official in
Charge.
(3) Observance.

(a) The Driver of a train approaching main line facing points at

intermediate sidings or spurs must, when the points are fitted with:-

46
 (1) Mechanical Points Indicators: Observe the provisions of
regulation 153.
(ii) Points Discs: Observe the provisions of regulation 154.
(b) The Driver of a train, either running through or departing from a
station, intermediate siding or spur, must satisfy himself that all the
points over which he has to pass are correctly set.
(c) At stations where there is no Shunter on duty, the Official in Charge
is responsible for seeing that all points are correctly set for the
admission and departure of trains, and that all points are set and
locked in their normal posttion after use.
(d) At Stations where there is a Shunter on duty, the Shunter will be
responsible for seeing that all points are restored to their normal
position as soon as possible after use.
(e) At intermediate sidings and spurs the responsibility for seeing that
points are left in their normal position after use rests upon:-

86-87 Section D.29

(i) When a crossing or passing is being effected.

The Guard who is required by regulation 85 to reset. Points
for the main line after a train has passed over them, or in the
case of a light locomotive or motor trolley, the Driver.
(ii) When Shunting is being performed.
The Guard of the train which performed the shunting.
(4) Defective Points Locks or Points indicators.
(a) Should any trainman find a points lock or points indicator at an
intermediate siding or spur to be broken, missing or defective, he
must:-
(i) advise particulars to the nearest Platelayer or Permanent Way
Inspector;
(ii) warn the Driver and Guard of trains met before the next
station is reached;
(iii) advise the Official in Charge at the first station reached.
(b) Should the defective lock concerned relate to the main line points, it
must, where possible, be replaced with an effective lock taken from
a scotch block or from less important points. Details must be
recorded in accordance with regulation 63.
(c) Station Masters receiving such reports must immediately advise the
Platelayer or Permanent Way Inspector concerned and advise the
Area Manager. If main line points cannot be locked, Station Masters
must warn the Driver and Guard of all passing trains of the
circumstances.
(d) In the event of a points lock at a station being defective or missing,
the Official in Charge must take immediate action to provide
replacement similar to that directed above.
(5) Damaged or Defective Points.
In the event of any damage to, or defect in points occurring at a station, siding or
spur not equipped with running signals, and the damage or defect is such as may affect
the passage of trains, prompt action must be taken to effectively warn, either verbally
or in writing, the Driver and Guard of every train, or Drivers of shunting locomotives
operating in the vicinity. In addition:-

47
 (a) Two detonators, twenty metres apart, must be placed on the main
line adjacent to the Limit of Protection board at each end of the
station, siding or spur.
(b) If available, a red flag by day, or a red light by night facing in both
directions of the line, must also be prominently displayed alongside
such defective points.
(c) The abovementioned safety measures must be maintained until the
defect has been rectified.

87. ARRANGEMENTOF SPECIALTRAINS•.

(1) Applicable to non -signalled territory.

(a) The official authorised to arrange for the running of a special or conditional
train must announce it by issuing a Train Notice as early as practicable before its
departure, and distribute such notice by train if time permits, or other means of
communication, to Officials in Charge at all stations on that portion of the line over
which the special or conditional train will run, and also to all other officials

87 Section D.30

concerned. When a Train Notice is dispatched by train it must be distributed by the

Guard who must obtain a signature therefore, on the
form provided, from each official to whom the Train Notices are delivered and hand the
completed form to the Official in Charge at the station at which his train terminates.
The Official in Charge at the station at which his train terminates. The Official in
Charge must check the signatures with the list of persons to whom the Train Notice was
to be distributed and, in the event of any discrepancy, he must notify the issuing
official.
(b) Immediately after receiving a Train Notice, Officials in Charge must send by
the quickest means available, an acknowledgement of receipt thereof to the Official in
Charge at the station from which the special or conditional train will commence its
journey.
(c) Each special train must be given a distinctive number.
(d) When a Train Notice is transmitted by telephone, the notice must be
worded as concisely as is consistent with clarity and must include the number of the
Train Notice, the number of the special train, its class and the day and date on which it
will run, the arrival and departure times at all stations with particulars of any crossings
or passings arranged to be effected thereat, and the arrival and departure times at those
sidings where crossings or passings have been arranged to take place, must also be
included.

EXAMPLE
Train Notice No. 602
BULAWAYO- PLUMTREESECTION
The following SPECIALtrain will run from Westgate to Plumtree:
WEDNESDAY,29TH OCTOBER
No. 380 UP GOODS
WESTGATE 0320
x823
UMGANIN 0354 0356

Khami 0410 0418

x825

48
 Etc.

The time at which special trains are due to arrive at sidings other than those
included in the Train Notice can be determined by calculating the point to point running
times for a similar class of train, as shown in the Working Time Table.
(2) Applicable to signalled territory.
(a) The official authorised to arrange for the running of a special or conditional
train must announce it by issuing a Train Notice as early as practicable before its
departure, and distribute such notice by train, if time permits, or other means of
communication, to all C.T.C. Operators and Signalmen and also to all other Officials
concerned. When a Train Notice is dispatched by train it must be distributed by the
Guard who must obtain a signature therefore, on the form provided, from each person to
whom the notices are delivered and hand the completed form to the Official in Charge
at the station at which his train terminates. The Official in Charge must check the
signatures with the list of persons to whom the Train Notice was to be distributed and, in
the event of any discrepancy, he must notify the issuing official.

87-89 Section D.31

(b) Each special train must be given a distinctive number.

(c) Special trains which start from a station or siding in signalled territory must
be given a distinctive number throughout, but the only information required on the Train
Notice issued to the trainmen of the special train is as shown hereunder:-
EXAMPLE
Train Notice No. 541
BULAWAYO- GWERUSECTION
The following special train will run from Insiza to Mpopoma:
THURSDAY,29TH SEPTEMBER
No. 370 Up GOODS .
Depart Insiza 0800
Arrive Mpopoma 1100
.......... Goods load and Goods speed

When the Train Notice is transmitted to the trainmen by telephone, the Guard
must write it down in duplicate, one copy for the Driver and the other for himself. The
Train Notice must be repeated back to the Official in Charge and when acknowledged as
correct, it must be signed by the Guard and the Driver. In the case of a train
unaccompanied by a Guard, the Driver must write down the Train Notice, repeat it back
to the Official in Charge and when acknowledged as correct, the Driver must sign it. A
copy of the Train Notice must be attached to the train journal.

88. ANNOUNCINGOF BALLAST TRAINS.

Ballast trains must be announced by a Train Notice or in the Working Time Table
and the following information must be provided:-
(1) The date on which the ballast train will commence working and its period
of continuance, together with Operating Limits where/when applicable.
(2) The places and/or kilometric distances between which the ballast train is
authorised to work and its working hours, together with operating limits where/when
applicable. (Ballast trains must not work during the hours of darkness, except in cases
of emergency and when such working is authorised by the Area Manager).

49
 (3) In cases where a Ballast Train and a Tamping Machine have been authorised
to work in the same working area, the Operating Limits of each must be reflected on
their respective train notices.
(4) The place or places where it will cross all other trains. (Applicable to
single lines only).
(5) The stabling place of the ballast train which must be a station, or in the
case of signalled territory, a station or siding.
(6) Any other necessary information.

89. ISSUEOF TRAIN NOTICESAND ADVICE·OF TRAINS.

(1) Applicable to non-signalled territory.

(a) Before starting on a journey, the Guard and Driver of every train
must be supplied by the Official in Charge at the starting station, or as may be directed
according to the method of train working in operation, with copies of all Train Notices
which in any way affect their train and an "Advice of Trains" (Form No. 83: 13:7705)
relating to that portion of the line over which the train is to run during

89-91 Section 0.32

the booked or probable duration of its journey. This "Advice of Trains" must contain the
following information:-
(i) Particulars of all opposing trains due to have arrived at the
starting station which have not arrived.
(H) Particulars of additional trains (conditionals, specials, ballast)
which will oppose, or immediately follow or precede the train
concerned.
(Hi) Particulars of trains cancelled, which were booked by Working
Time Table or Train Notice to cross, pass, or be passed by, the
train concerned.
(iv) Particulars of acknowledgements of special and conditional
trains.
(A specimen "Advice of Trains" form is inserted at the end of
this section).
(b) Later advices of alterations or additions to the train service must be
inserted on the "Advice of Trains" form by the Officials in Charge at
intermediate stations, who must supply copies of the relevant Train
Notices to Guards and Drivers.
(2) Applicable to signalled territory.
In signalled territory the provisions of clause (1) will not apply except that
Drivers, and Guards where provided, of special, conditional and ballast trains must be
supplied with copies of the Train Notices announcing the running of their trains.

90. ACKNOWLEDGEMENTOF RECEIPTOF TRAIN NOTICES.

(Applicable to non-signalled territory).
(1) Before commencing their journey, the Guard and Driver of a special or
conditional train must be advised in writing by means of an "Advice of Trains" form (See
regulation 89) that acknowledgements of receipt of the Train Notice announcing the
running of their train have been received from the Officials in Charge at all stations on
the portion of the line concerned and, where applicable, the names of the stations from
which such acknowledgements have not been received.
(2) In the event of a special or conditional train being dispatched without
acknowledgements of receipt of the Train Notice announcing the running of such train

50
 having been received from any station, the Official in Charge at the place from which
the special or conditional train commenced its journey must, immediately these
acknowledgements are received, notify the station in advance of the fact by official
service message. The Official in Charge receiving such official message must insert on
the "Advice of Trains" forms in possession of the trainmen, the names of the stations
which subsequently acknowledged receipt of the Train Notice.

91 RUNNINGOF MOTOR TROLLEYS.

(Other than Power Propelled Maintenance Vehicles).
(1) Motor trolleys must be treated as trains, running times being advised by
means of Train Notices to Officials in Charge on those portions of the line over which the
motor trolleys are required to run [except as provided in clause (2)] and proceeding
authorities must be arranged in accordance with the regulations applicable to trains.
Train Notices announcing the running of motor trolleys must be issued in accordance
with regulation 87, except that the arrival and departure times at intermediate stations
and sidings need only be given when a crossing has to be made thereat or when the
occupants require the motor trolley to make a prolonged
r<

91 Section D.33

stop at a station or at an intermediate point in section. The name of the Driver in

Charge of the motor trolley must be included in the Train Notice announcing its running.
(2) In the event of time not permitting the issue of a Train Notice to announce
a motor trolley which is required to run at short notice, Officials in Charge are
authorised to arrange for the running of such trolley in accordance with the regulations
governing the method of train working in operation without the issue of a Train Notice.
In the case of a Paper Order System, Officials in Charge must arrange in accordance with
regulations 243 and 273 for such motor trolley to proceed from station to station and to
make provision for such trolley to cross, pass or be passed by other trains at an
intermediate siding. A motor trolley running under these circumstances must be shown
in Train Movement Books, Train Proceeding Orders, etc., as a UMT. An unannounced
motor trolley must be considered to be running "out of course". The reason for the out
of course crossing on all messages and train proceeding authorities must be shown as
UMT requirements. Similarly, when a train holding a crossing with an Unannounced
Motor Trolley is advanced for any cause, the reason must be shown as UMT
Requirements.
(3) Officials in Charge must give preference to passenger, mixed and goods
trains when arranging crossings with motor trolleys.
(4) In the event of a motor trolley being stopped at other than a recognised
train stopping place from any cause, it must be protected immediately by the Driver in
accordance with the provisions of regulation 350. When a trolley is making a stop in a
section, the Driver must, before entering such section, advise the Official in Charge of
the duration of the stop and, in the case of sections worked under a Paper Order System,
the Official in Charge must state particulars of the stop on the proceeding orders of any
trains which may follow the motor trolley in the same section. (See regulation 73 (2) ).
(5) When making train arrangements, Officials in Charge may assume that the
point to point running times applicable to mixed trains will be maintained by a motor
trolley, unless otherwise advised in the Train Notices.
(6) Only employees who have been furnished with a written authority to drive
a motor trolley, signed by the Area Manager, may be permitted to be in charge of a
motor trolley. The Area Manager must ensure that the Driver of a motor trolley holds
such a written authority applicable to the method of train working in operation on the
sections over which the motor trolley will run.

51
 (7) The Driver of a motor trolley is responsible for the proper observance of all
train working regulations affecting both Guards and Drivers. In the case of sections
worked under a Paper Order System, proceeding orders must be issued in duplicate to
the Driver of a motor trolley, and he must deliver one copy thereof to the Official in
Charge at the station to which the order authorises the motor trolley to proceed; the
Official in Charge on receiving the copy of the order must send it to the Area Manager.
(8) Passengers, other than authorised employees, must not be carried on motor
trolleys unless specially authorised by the Area Manager. When such authorization is
given, indemnities must be completed and fares raised in terms of the relevant
regulations in the Official Railway Tariff Book'.
(9) All motor trolleys, when on a running line, must be provided with lamps,
flags, detonators, portable telephone, and such other equipment as is necessary for the
Driver to properly discharge the duties required of him by the train working regulations.

92 Section 0.34

92. POWERPROPELLEDMAINTENANCEVEHICLES.
(1) General.
Power propelled maintenance vehicles, hereafter referred to as "the vehicle(s)",
consisting of trolleys and Road/Rail vehicles able to haul one or more trailers used for
the maintenance of electrical and signalling apparatus or for transporting men and/or
materials for the purpose of track and O.CS. equipment maintenance, capable of being
removed from the track at a point in section to permit the passing of trains, may be
operated under the following conditions:-
(a) The Driver of the vehicle must be qualified in Train Working
Regulations as applicable to Motor Trolley Drivers and to the
methods of train working in operation on the sections over which he
is required to work.
(b) The vehicle must not be placed on any running line without the
permission of the Official in Charge in control of the section.
(c) When proceeding during the hours of darkness, the vehicle must be
equipped to conform with regulations 173 and 175 regarding
headlights and tail lights. These lights must be extinguished each
time the vehicle is removed from the running lines.
(d) When not in use, the vehicle must be kept well clear of the track
and secured to prevent unauthorised use.
(e) The Driver of the vehicle is responsible for the proper observance of
all train working regulations affecting both Guards and Drivers and
must have with him his books of Train Working Regulations, General
Appendix, Working Time Table, General Safety Regulations for
Working in Electrified Sections and the following equipment:
* 1 Portable telephone 1 Points key
* 1 Telephone extension rod 1 Telephone box key
1 Green flag 1 Watch
1 Red flag 1 Field dressing
1 Tin detonators Supply of G.S.F. forms
1 Hand signal lamp
and such tools and equipment as he may be required to carry.

* NOTE: A portable radio must replace a Portable Telephone and

extension rod in electrified sections.

52
 (f) The speed of the vehicle must be controlled to permit its being
stopped short of a level crossing or any obstruction which may exist.
(g) Each trailer must be equipped with independent brakes and be in the
charge of a competent employee. Not more than three trailers may
be hauled by anyone vehicle operating under this regulation. The
vehicles must be fitted with a proper coupling device which will
prevent a' breakloose in section.
(2) When working in signalled territory, the following regulations in addition to
the provisions of clause (1) will apply:-
(a) A distinctive number must be prominently displayed on each vehicle
and must be used in all authorities issued for its movement.

92 Section D.35

(b) When it is necessary to proceed from a station or siding to another

station or siding, the Official in Charge may authorise the Driver to do so in accordance
with the signal aspects displayed but subject to the following restrictions:-
(i) Only one signal ahead to show a 'proceed' aspect at one
time.
(ii) The Official in Charge must follow the journey throughout on
the illuminated diagram and should detection be lost, the
signal in advance must be returned to 'danger' and the Driver
must report on the telephone to establish the whereabouts of
the vehicle.
(fii) The Official in Charge must place reminder devices on the
signal switches controlling entry to the section occupied by
the vehicle.
(iv) No two vehicles may enter the same block section unless they
are coupled together with a proper coupling device to prevent
a breakloose and must remain coupled throughout the block
section. The trailing vehicle must be fitted with a tail lamp in
accordance with regulation 175.
:.•••.•... (v) On double lines controlled by automatic signals, a red flag by
day or a lamp showing a red light by night must be exhibited
above the vehicle and no following train may be
permitted to enter the section to follow the vehicle until an
interval of 15 minutes has elapsed. If the vehicle has not
cleared at the station in advance, the Driver of the following
train must be suitably warned in writing.
(c) (i) When the work to be carried out makes it necessary for the
vehicle to be removed from the track in a block section, the
Driver, before entering the block section must contact the
Official in Charge who will issue authority in accordance with
Form GSF 5. The Driver must repeat the contents in full to
the Official in Charge.
(ii) On arrival at the points in the block-section where the vehicle
is to be removed, the driver will arrange accordingly. He will
then contact the Official in Charge by means of his portable
telephone or radio and advise in accordance with the reverse
portion of form GSF5. The Official in Charge must repeat the
contents in full to the Driver. The vehicle must be removed
from the track before the Official in Charge is advised.

53
 (iii) On completion of the maintenance or repair work, the Driver
will contact the Official in Charge and obtain authority on
form GSF 5 to replace the vehicle on the track and after
repeating the contents in full to the Official in Charge, he may
proceed in accordance with the authority obtained. The
vehicle must not be placed on the track until the authority
has been received from the Official in Charge.
(iv) On clearing the block-section and after removing the vehicle
from all controlled lines, the Driver will advise the

92-93 Section 0.36

in accordance with the reverse portion of form GSF 5. The

Official in Charge must repeat the contents in full to the
Driver.
(v) When it is necessary for the vehicle to proceed into a section
controlled by axle counters, the Official in Charge must
strictly observe the provisions of regulations 140 and 210
regarding the use of reminder devices.
(vi) The vehicle must not under any circumstances be allowed to
run over the axle counter but must be lifted over or passed
round it.

93. COMMUNICATION OF MOVEMENT INSTRUCTIONS BY TELEPHONE TO TRAINS

STANDINGAT INTERMEDIATESIDINGS.
(Applicable to non-signalled territory).
When it becomes necessary for a train waiting at an intermediate siding or spur to
be issued by telephone, with orders concerning its movements, the following procedure
must be observed:-
(1) Arrangements must first be made between the Officials in Charge at each
end of the section concerned, and confirmed by the exchange of service messages.
(2) The order must be written out in full and signed by the Official in Charge
who is to communicate it to the trainmen, and it must be repeated as laid down in
regulation 273(6). When hearing is possible, the Official in Charge at the other end of
the section must listen to the communication of the order and to its repetition for
checking purposes. The communication of such orders, and their confirmation, may only
be effected directly between the sending Official in Charge and the trainmen of the
train concerned, and not through a third person.
(3) (a) Both the Guard and Driver (Driver and Fireman, if a light locomotive,
Driver and an occupant if an occupied motor vehicle) must be
present at the telephone to receive the order. One trainman (called
the Receiver) will receive the order and write it down in duplicate (a
copy for each) by carbon process, then repeat it in full to the
sender, giving his name, grade, train number, and the name of the
place from which he is speaking. The sender will acknowledge the
repetition, if correct, by giving the word "correct" and his name,
and will record on his copy the name and grade of the receiver.
(b) The other trainman or occupant of a motor trolley (called the
Confirmer) will then repeat the order in full to the sender giving his
name, grade, train number and the name of the place from which he
is speaking. The sender will acknowledge the confirmation, if
correct, by giving the word "correct" and his name, and will record
on his copy the name and grade of the confirmer.

54
 (c) In the case of a train worked by more than one manned locomotive,
the Driver of the second locomotive must also be present at the
telephone and check the order (which must be prepared in
triplicate) after it has been received by the receiver. Thereafter, he
must listen to the repetition of the order by the confirmer to the
sender.

93-95 Section D.37

(d) The order will then be regarded as complete and, after being signed
by both receiver and confirmer, and timed and dated, must be acted
upon.
(4) Should telephone communication fail before the order is completed as
required by paragraph (3), no action must be taken upon the order and the train must
not proceed.
(5) In communicating and repeating orders by telephone, the names of places
appearing in the text of the order must be spelled out.
(6) The issue of orders by telephone direct to trainmen must be strictly
confined to the circumstances referred to in regulations 250, 251, 280, 281, 310, 357.
Officials in Charge must personally give the orders which should be clearly and concisely
worded, and always state the reason for their issue.

94. LIVESTOCKINJURED OR KILLED ON LINE.

(1) Every precaution must be taken, both by day and night, to prevent injury to
livestock straying on the line. When a Driver observes livestock on, or close to the line,
he must sound the locomotive whistle, reduce speed and be prepared to stop if
necessary. Should livestock be struck, the train must be stopped and the line cleared of
any obstruction.
(2) Information as to livestock killed or injured on line must be given by the
Driver to the Official in Charge and if possible, to the Platelayer, in accordance with
instructions set out in Section V, clause 15, of the General Appendix. The Guard (the
...- Driver in the case of a train unaccompanied by a Guard) must make reference to the
accident on his journal.

95. IRREGULARITIESAND DEFECTSTO BE REPORTED.

(1) Should a trainman or any other employee observe:-

(a) a defect or irregularity in the working of C.T.C. apparatus, any
signals, indicators, or points.
(b) a defect or irregularity in the track, vehicles, fences, telegraph lines
or structures.
(c) a grass fire on or near the track, or burning sleepers, which may
affect the safety of trains, steps must be taken to protect other
trains, as necessary, and verbally report the circumstances forthwith
to the Official in Charge and where practicable, to the Platelayer
and/or Signal Employee. A written report must also be submitted
prior to proceeding or signing off duty.
(d) A defect or irregularity in the Overhead Catenary Systems or
associated equipment (see General Safety Regulations for Working in
Electrified Sections Clause 124)

55
 (2) An Official in Charge on receipt of such a report must arrange for the
Platelayer and/or Signal employee and/or Electrical and/or Power Controller to be
advised, unless the trainmen have already done so, and he must also ensure that all
trains departing into the section concerned are issued with a warning.
(3) All Platelayers and Signal Employees and/or Electrician and/or Power
Controller must advise the Official in Charge of their intended movements at the start of
each working day and any alterations thereto must be promptly advised. This

95-99 Section 0.38

information must be recorded in the train diary or register by the Official receiving such
advice.

96. DEFECTIVEVEHICLES.

(1) Should complaint be made as to the running of a passenger vehicle, or

should a Guard become aware of a defect in the running of any vehicle on a train, he
must immediately direct the attention of the Driver thereto and also report it to the
Official in Charge (as applicable) and record the particulars in his train journal, giving
the number of the vehicle. If a Driver has reason to apprehend danger from a vehicle, or
decides a vehicle is unsafe to travel, it must be detached from the train at the first
opportunity. (See General Appendix, Section 111, Clause 9 and 10)
(2) The Guard is responsible for recording on his train journal such information
as he can obtain respecting any damaged vehicle attached to his train, or damage
caused whilst he was working the train, and any other irregularity. He must decline to
attach any vehicle which, in the opinion of the Driver, is in an unsafe running condition.
(3) In the case of a train unaccompanied by a Guard, the Driver will be
responsible for the duties laid down in clauses (1) and (2) above.

97. REPORTINGOF LOCOMOTIVE DEFECTS.

When, through any defect in a locomotive, a Driver is unable to maintain

scheduled running time, or has to reduce the load of his train, he must give the Official
in Charge a note explaining the defect, and such Official in Charge must immediately ,
transmit this information to the Train Control Office for onward transmission to the
locomotive depot. When locomotive is totally disabled in section, the Official receiving
the message must at once convey by the quickest possible means, full particulars of the
defect to the locomotive depot concerned and to the Train Control Office to ensure that
the correct requirements for effecting repairs are provided.

98. REPORTINGOF ACCIDENTS

(1) Guards, (Drivers in the case of trains unaccompanied by Guards) must

report all derailments, accidents and anything of a special nature occurring to their
trains, to the Official in Charge as soon as possible, and if of a serious nature by
telephonic means. If not of a serious nature, the report may be made upon arrival at
the next open station in advance. The occurrence must also be reported on the
trainmen's journal.
(2) Guards and Enginemen must also submit separate written reports on the
derailment, accident etc., to their immediate superiors prior to proceeding or signing off
duty.

99. PASSINGTRAINS TO BE WATCHED BY TRAIN CREWS.

56
 Trainmen must watch trains passing or crossing and, if anything unusual is
observed, take what action is appropriate under the circumstances.

100-109 Section D.39

100. WHEN TRAINS MAY BE PROPELLED. .

(1) Trains may only be propelled when in section on authority given by the
Train Control Office staff. Such authority must be limited to situations of emergency
such as:-
(a) When a train is required to return to the station or siding in the rear.
(b) When it is necessary to clear a train which has failed to the nearest
station or siding.
(c) When the line is blocked and trains are being worked to and from the
point of obstruction.
(d) When it is necessary for a train to proceed in the wrong direction, on
a wrong line order, in a double line section.
(e) When a train is being worked as a ballast train.
(2) The propelling of trains, or vehicles upon running lines must be restricted
to the shortest possible distance.
(3) When a train is being propelled, the provisions of regulation 75 (2) must be
observed.

101. ACTION TO BE TAKEN IN THE EVENT OF FLOODEDTRACK.

(1) If the Driver of a train observes that the track is flooded he must bring his
train to a stand clear of the affected area and report the circumstances by telephone to
the Official in Charge and if possible, to the nearest Plate layer. Thereafter the Driver
must await the arrival of the Platelayer who will decide if the track is safe for the
»< passage of trains and if so, he will give the necessary authorisation for the train to
proceed.
(2) Should the water on the track subside before the arrival of the Plate layer,
the Driver of the train must examine the track and if there is no apparent damage, he
may proceed if he considers that it is safe to do so. However, in the event of visible
damage such as bad scouring of formation or displacement of ballast from under sleeper
heads, the Driver must wait until the track has been examined by the track staff before
proceeding.
(3) An Official in Charge receiving a report of flooded track in accordance with
the provisions of clause (1), must ascertain from the Driver whether or not the Platelayer
has been informed and if not, he must contact him without delay and advise him of the
circumstances. He must also report the matter to the Train Control Office giving details
of the area of track affected, together with details of the train or trains involved.
(4) A Platelayer receiving a report of flooded track must proceed immediately
to the affected area and upon arrival, he must examine the track and give his decision as
to whether it is safe for the passage of trains. This decision must be conveyed to the
Driver of any train which may be waiting to proceed and must also be reported to the
Official in Charge. (See regulations 24 and 371)
(5) In electrified sections, the instructions laid down in the General Safety
Regulations for Working in Electrified Sections must be strictly complied with.

57
102-109. VOID

N.R.Z. Form No.

83: 13:8438

WARNING ADVICE

To Driver and Guard of train No .

Your preceding train No .

* (a) was crossed by my train at

* (b) left siding

at (time).

Signature Guard Train No.

...........................................................Date Place

NOTE:- (a) applies to a crossing with a train performing shunting; tranship or

other work (including Pay TroJJey) when actual time of departure is not known.

* Delete whichever is not applicable.

58
 FORM No.
83:13:7705

N.R.Z. - ADVICE OF TRAINS

......................................................................................................
Sections
.............................................................Station 20 .

To Guard and Driver of train No .

,,----..
1. OVERDUE TRAINS. - All opposing trains due to have arrived here, have arrived
except the undermentioned:-

2. ADDITIONAL TRAINS RUNNING. The undermentioned additional trains

(Conditionals, Specials, Ballast) are opposing, or immediately preceding or
following, your train:-

............................................. , .

/ 3. TRAINS CANCELLED. - The undermentioned trains booked or announced to cross,

pass or to be passed by, your train are cancelled:-

4. ACKNOWLEDGEMENTSOF SPECIAL and CONDITIONAL TRAINS. - Acknowledgements

of the running of your train have been received from all stations except the
undermentioned: -

....~ Official in Charge

NOTE. - This advice must be accompanied by copies of all train notices which affect the train being
dispatched.

59
 When no information to convey under 1, 2 or 3 write "NIL" Delete 4 when issue is to a booked train. When
issue is to a conditional or special train and all stations have acknowledged, write "All Acknowledgements received"
under 4.

110-112 Section E.1

SECTION E.

SIGNALS.

110. DESCRIPTION OF FIXED SIGNALS

Fixed signals comprise colour-light running signals, subsidiary signals and warning
boards.
(1) Function: The function of fixed colour-light and subsidiary signals is as set
out in these regulations, and they must not be used for any other purpose, except when
such signals are being tested.
(2) Situation: All fixed signals are normally placed on the right hand side of
the line to which they apply (as seen from an approaching train). When clearances are
restricted, signals may either be placed on the left hand side or be ground or gantry
mounted in compliance with the minimum fixed structure gauge.
(3) Coding and Numbering: Each fixed signal, with the exception of warning
boards, will be distinguished by a number, prefixed by code letters, mounted on the
signal.

111. COLOUR-LIGHT RUNNING SIGNALS.

Colour-light running signals are grouped as follows:-

c.r.c.
Signal Box Controlled.
Automatic.
Description: The signals are given by means of colour-lights which are termed ,...-.....
"aspects" and are the same by day as by night. A signal displays one of the following
aspects at one time:-
Aspect. Meaning.
Red. Danger - Stop
Yellow. Caution - Proceed with Caution
Green. All right - Proceed.

Except in the case of the distant or intermediate distant signals, the yellow or
green aspect displayed, automatically changes to red when the leading portion of the
train, after passing the signal, occupies the section of track controlled by that signal.

Function: The function of colour-light running signals, other than distant or

intermediate distant where provided in e.T.e. territory, is to control the movement of
trains and afford protection.

112. CT.C. COLOUR-LIGHT RUNNING SIGNALS.

e. T.e. colour-light running signals comprise distant, home, inner home, crossing
place intermediate, starting, advanced starting, intermediate distant and
intermediate block signals.

60
 (1) Location. The locations of C.T.C. colour-light running signals are as
follows:-

112 Section E.2

(a) On approaching a station or siding.

Distant signal (where provided).
Home Signal. .
Inner Home Signal.
(b) Within a station or siding.
Crossing Place Intermediate signals (where provided).
(c) On leaving a station or siding.
Starting Signal.
Advanced Starting Signal.
(d) In a block section.
Intermediate Distant Signal (where provided)
Intermediate Block Signal (where provided)
(2) Distant Signal.
(a) Description: A distant signal, where provided, is situated at the
approach to the home signal. It displays either a green or yellow
aspect and may be of the single-unit or multiple-unit type. It is
distinguished by either:-
(i) a yellow hexagonal board affixed to the signal post, and
bearing the code of the station or siding ahead painted in
black letters thus:-

or
(ii) a distance board as illustrated situated adjacent thereto:-

GREW
{ YEllOW ---+-

61
112 Section E.3

(b) Function and observance.

A distant signal is provided to give prior warning of the aspect
displayed by the home signal.
(i) Signal displaying a green aspect.
Driver must proceed. Green aspects will normally be
displayed on the home, inner home, starting and advanced
staring signals.

EXCEPTION
At extended crossing places Driver must proceed and expect to find
the home and inner home signals displaying a green aspect, and the
Iirst crossing place intermediate signal displaying either a green or a
yellow aspect.

(H) Signal displaying a yellow aspect.

Driver must proceed with caution and be prepared to stop at
the home signal in advance.
(Hi) Signal showing NO aspect.
Driver must proceed with caution, without stopping, observing
the signals ahead, but he must report the defective signal to
the Operator from the station or siding at which the signal is
situated. (See regulation 123 (1) (1) ).
(3) Home Signal.
(a) Description: A home signal is the first signal reached after passing
the distant signal and/or distance board. The signal displays either a
green, yellow or red aspect and may be of the single-unit or
multiple-unit type with the aspects arranged thus:-

(b) Function and Observance

A home signal is provided to control the approach of a train to the
inner home signal.
(i) Signal displaying a green aspect.
Driver must proceed and expect to find the inner home,
starting and advanced starting signals also displaying a green
aspect.

62
112 Section E.4

EXCEPTION.
At extended crossing places. Driver must proceed and expect to find
the inner home signal displaying a green espcct; and the first crossing
place intermediate signal displaying either a green or a yellow aspect.
(ii) Signal displaying a yellow aspect.
Driver must proceed with caution and be prepared to stop at
the inner home signal.
(iii) Signal displaying a red aspect.
Driver must not pass a signal displaying a red aspect except
when a form GSF1 authority has been issued to the Driver.

(4) Inner Home Signal.

(a) Description.
An inner home signal is situated at the entrance to a station or siding
and may be either of the following two types:-

Type A.
(i) It displays either a green, a yellow or a red aspect together
with a loop line aspect mounted on a bracket fixed to the
main signal post, on the same side as the loop line. It will
display a red aspect in conjunction with the yellow loop line
aspect. See illustration hereunder:-

RED--I----1

RED--4-l

(ii) When there is more than one controlled loop line on the same
side of the main line at a station or siding, a route indicator,
mounted above the yellow loop line aspect, will display, in
conjunction with the yellow loop line aspect, an illuminated

63
 number to indicate to which loop line the train will proceed.
See Illustration hereunder:

112 Section E.5

YELLOW

Type B.
(Hi) It displays either a green, a yellow or a red aspect and
when a train is required to take a turnout, a yellow aspect is
displayed in conjunction with a route indication by means of a
left or right direction arm which exhibits a line of four white
lights above the signal; no route indication is given for
movements along the straight or through line, and in the case
of a train required to take a turnout, there is no indication of
which controlled loop line the train will enter. See
illustration hereunder:

f).tP } WHITE

NOTE: A yellow aspect may be displayed in conjunction with only two or three white lights on
a direction arm being lit, and a train may proceed accordingly.

(b) Function and Observance:

An inner home signal is provided to control the admission of a train
into a station or siding.

(i) Signal displaying a green aspect.

Driver must proceed and expect to find the starting and

advanced starting signals also displaying a green aspect.

64
 EXCEPTION
At extended crossing places. Driver must proceed and expect to find
the first crossing place intermediate signal displaying either a green or a
yellow aspect.

112 Section E.6

NOTE: Simultsneous entry of trains at both ends of an extended crossing place is permitted.
(ii) Signal displaying a yellow aspect.
Driver must proceed with caution being prepared to stop at
the next signal.

NOTE: HiDen a type B signal is provided, the yellow aspect will control movements on the
strsight, or an diverging lines in conjunction with route indicators (direction arms),
(See Note to (a) (iii) above}.

(iii) Signal displaying a red aspect.

Driver must not pass a signal displaying a red aspect except:
when it is displayed in conjunction with a yellow loop line
aspect;
OR
when a form GSF1 authority has been issued to the Driver;

OR
For shunting movements (see regulation 196)
(5) Crossing Place Intermediate Signals.
(a) (i) Description: Crossing place intermediate signals, where
provided, may be either the two aspect type (yellow and red)
or three aspect type (green, yellow and red) and may be
fitted with route indicators. These signals are located within
extended crossing places and are illustrated hereunder;

GREEN o IYELLOW 0
o { YELLOW
RED
o
o l RED 0

(ii) When a crossing place intermediate signal is displaying a

"proceed" aspect, the opposing signals applicable to the same
line will each display a "danger" aspect.
(iii) The signaling tnstattations at places where crossing place
intermediate signals are installed are so arranged that
simultaneous admission of trains at opposite ends of the
crossing place can take place, and crossings can be effected
while both the Up and Down trains are in motion.

(b) Function and Observance.

A crossing place intermediate signal is provided to control the
movement of trains within an extended crossing place.

(i) Signal displaying a green aspect.

65
 Driver must proceed and expect to find the next signal
displaying a green or a yellow aspect.

112 Section E.7

(ti) Signal displaying a yellow aspect.

Driv-er must proceed with caution and be prepared to stop at
the next signal.
(iii) Signal displaying a red aspect.
Driver must not pass a signal showing a red aspect except
when a form GSF1 authority has been issued to the Driver.

(6) Starting Signal.

(a) Description.
A starting signal displays either a green or a red aspect when it is
located on the main line, and a yellow or a red aspect when located
on a loop line. These signals are situated inside the clearance
indicator of running line at the exit from a station or a siding and
may be single-unit or multiple-unit type with the aspects arranged
thus:

o
o

(b) Function and Observance.

A starting signal is provided to authorise the departure of a train
from a station or siding.
(i) Signal displaying a green or a yellow aspect.
Driver must proceed and expect to find the advanced starting
signal displaying a green aspect.
(ii) Signal displaying a red aspect.
Driver must not pass a signal displaying a red aspect except:
when a form GSF1 authority has been issued to the Driver.
OR

for shunting movements (see regulation 196)

(7) Advanced Starting Signal.

(1) Description:
Advanced starting signals are situated at the entrance to a block or
intermediate block section and may be either of the following two
types:-

66
112 Section E.B

(a) Type A
(i) Displays a green or red aspect. It may be of the single unit or
muttiple-unit type with aspects arranged thus:-

GREEN 0
RED --+-,0
{.

(b) Type B
(i) At certain locations where there is limited distance due to
signal sitting requirements, an advanced starting signal is
provided which displays a green, yellow, red aspect. It may
be of the single unit or multiple-unit type with aspects
arranged thus:-

GREEN
"---'----- YELL OW
{ RED---11-0

(2) Function and Observance:

(a) Type A
Authorises the entry of a train into a block or intermediate block
section ahead.

(i) Signal Displaying a Green Aspect:

Driver must proceed. Indicates that the block or intermediate
block section ahead is clear.

(ii) Signal displaying a Red Aspect.

Driver must not pass a Signal displaying a red aspect except
when he is in possessionof a properly issued Form GSF1.

(b) Type B.
Authorises the entry of a train into a block or intermediate block
section ahead and gives prior warning of the aspect displayed by the
next signal ahead.

67
112 Section E.9

(i) Signal Displaying a Green Aspect:

Driver must proceed. Indicates that the next signal ahead
may be expected to be displaying a proceed aspect.

(it) Signal Displaying a Yellow Aspect:

Driver must proceed with caution and be prepared to stop at
the next signal ahead.

(iii) Signal Displaying Red Aspect:

Driver must not pass a Signal displaying a Red aspect except
when he is in possession of a properly issued Form GSF 1.

(8) Intermediate Distant Signal.

(a) Description.
An intermediate distant signal, where provided, displays either a
green or yellow aspect and is situated at the approach to an
intermediate block signal. It is distinguished by a plain yellow
hexagonal board affixed to the signal post thus:-

GREEt.--~
YEllOW 0

(b) Function and Observance.

An intermediate distant signal is provided to give prior warning of
the aspect displayed by the intermediate block signal.
(i) Signal showing a green aspect.
Driver must proceed, the intermediate block signal is also
displaying a green aspect.
(it) Signal showing a yellow aspect.
Driver must proceed with caution and be prepared to stop at
the intermediate block signal ahead.
(iii) Signal showing NO aspect.
Driver must proceed with caution, without stopping, observing
the signal ahead, but he must report the defective signal to
the Operator from the next station or siding.

68
112 Section E.10

(9) Intermediate Block Signal.

(a) Description.
An intermediate block signal, where provided, displays either a
green or a red aspect. The signal is located in a block section to
divide it into intermediate block sections. See illustration
hereunder:

GREEN

{ RED --1-1

Where an intermediate distant signal is not provided a yellow board

bearing the words "INTERMEDIATE SIGNAL AHEAD" in black, is
provided at the approach to an intermediate block signal.

INTERMEDIATE SIGNAL AHEAD

(b) Function and Observance.

An intermediate block signal is provided to authorise entry into the intermediate
block section in advance.
(i) Signal displaying a green aspect.
Driver must proceed. Indicates that the intermediate block section ahead
is clear.
(ii) Signal displaying a red aspect.
Driver must not pass a signal displaying a red aspect except when a form
GSF 1A, which includes a WARNING in terms of TWR 125 (8), has been
issued to the Driver, or, if applicable a form GSF1B.
(iii) After passing an intermediate block signal at "danger" the Driver must
exercise caution and proceed at such speed as will enable him to stop clear
of any obstruction, even though the next running signal in advance may be
showing a proceed aspect.
(10) When a e. T.e. colour-light running signal continues to display a 'danger"
aspect for one minute after a train has stopped thereat, the Driver must
contact the Operator. If the signal continues to display a "danger" aspect
after the Operator has been notified of the detention of a train thereat,
the Driver must, in the absence of other instructions from the Operator,
communicate with him at regular intervals of not longer than five minutes.

69
113 Section E.11

113. SIGNAL BOX CONTROLLED COLOUR-LIGHT RUNNING SIGNALS.

(1) Description.
Signal box controlled colour-light signals may display a green or a yellow or a red
aspect and are installed as shown on the signalling diagrams which are distributed to all
concerned.

(2) Observance.
(a) Signal displaying a green aspect.
Drivers must proceed and be prepared to find the next signal
displaying either a yellow or a green aspect.
(b) Signal displaying a yellow aspect.
Drivers must proceed with caution, being prepared to:
(i) stop at the next running or subsidiary signal in advance;
and/or
(ii) take a turn-out;
and/or
(iii) stop short of the stop block if being admitted to a terminal
running line;
and/or
(iv) stop short of the clearance indicator at the forward end of the
station.
(c) Signal displaying a red aspect.
Drivers must not pass a signal displaying a red aspect except:-
(i) for shunting purposes only, when a position-light shunt signal
situated on the same post is at "clear" in accordance with the
provisions of regulation 119 (4); where a position-light shunt
signal is not provided, the movement must be controlled by a
hand signal displayed at or near the signal;
(ii) when the signal is defective and an "all-right" hand signal is
displayed at that signal, or a form GSF 1 is issued to the Driver
(See regulation 125);
(iii) when a line is obstructed, in which case the Driver must be
verbally advised of the nature and whereabouts of the
obstruction, and the train must be admitted on to the
obstructed line by verbal authority given by an authorised
person. In these circumstances the Driver must not proceed
until he clearly understands the instructions and then only
with CAUTION;
(iv) when pilot working is in operation. (See regulation 354)
(3) (a) The Driver of a train held at a signal box controlled colour-
light running signal displaying a "danger" aspect, must immediately
sound his locomotive whistle on bringing his train to a stand. Should
the signal continue to display a "danger" aspect for one minute after
the train has stopped thereat, the Driver must contact the Signalman
by telephone. When it proves impossible to communicate with the
Signalman by telephone, the Fireman or Guard must proceed to the
signal box, advise the Signalman of the position of his train and
immediately return to his train unless otherwise instructed by the
Signalman.

70
113 Section E.12

(b) When a train is detained at a signal which continues to display a

"danger" aspect after the Signalman has been notified by telephone,
the Driver must, in the absence of other instructions from the
Signalman, communicate with him by means of such telephone at
regular intervals of not longer than five minutes.

(4) Signal boxes switched out.

(a) When a signal, normally controlled from a signal box, displays an
illuminated letter "C" beneath the signal or in the bottom left hand
corner of the one position-light signal thus:-

It indicates that the control of that signal and the relevant points has
been transferred to a CT.C panel. The regulations governing the
observance of CT.C signals and operation of points, as augmented
by local instructions, will apply.
(b) When a signal displays an illuminated letter "A" beneath the signal
thus:-

It indicates that the signal is automatically controlled and the

regulations governing the observance of automatic colour-light
running signals, as augmented by local instructions, will apply. In
addition, the points will be locked for the through line, and when
passing any of these signals at "danger" in accordance with
regulations 114 (2), the Driver must ensure that the points ahead are
correctly set before passing over them.

71
 114 Section E.13

114. AUTOMATIC COLOUR-LIGHT RUNNINGSIGNALS.

(1) Description.
(a) An automatic colour-light running. signal displays either a green, a
yellow or: a red aspect and is clearly marked with the word "Auto"
prefixing the signal number, which is attached below the signal
aspect thus:-

.-
GREEtl

~~
1+--'1J
,c:...::::.:..:=:c:.J
OR
YEllOW
OR
RED
(b) Automatic .-..,-~ _ signals are not controlled from
a signal box and are normally at
"proceed" when the section of line
controlled by the signal is unoccupied.
(c) When an automatic signal is placed at "danger" by the passage of a
train, the signal will remain at 'danger" until the train, complete,
has passed clear of the section of line controlled by such signal,
after which the signal will display a "proceed" aspect.

(2) Observance.
(a) When train stopped at automatic signal at "Danger".
(i) When a Driver finds an automatic signal at "danger", he must
bring his train to a stand at the signal and immediately
contact the signal box/station ahead by means of the
telephone at the signal, or his portable telephone. He must
advise the Official in Charge the number of the signal at which
his train has been stopped.
(ii) If the line ahead controlled by such signal is clear of trains,
the Official in Charge in advance may verbally authorise the
Driver to pass the signal at "danger" and he must record full
details in the Train Register and Faults book.
(iii) After passing an automatic signal at "danger", the Driver must
exercise caution when passing through the section and even
though the next automatic or controlled signal in advance may
be showing a "proceed" aspect, he must nevertheless be
prepared to stop clear of any obstruction until he arrives at
such signal.

(b) Failure of both signal and telephones.

(i) in the event of a failure of both a signal and telephones, a
train stopped by such signal at 'danger" must not proceed
until: -
a green or yellow aspect is displayed by the signal;
OR

114-115 Section E.14

72
 telephone communication is restored and verbal authority is
issued in accordance with paragraph (2) (a) (ii) above;
OR
written authority is received in accordance with paragraph (2)
(b) (ii) below.
(ii) Should the Official in Charge become aware of a train standing
at d signal at "danger" and that communications have failed,
he may dispatch a written instruction to such train, by a
competent employee, authorising the train to pass the signal
at "danger". .
(c) The Driver of a train passing an automatic signal showing a red
aspect must understand that this aspect may be shown as a result of an
obstruction on the line, hence the necessity for proceeding at slow speed
and maintaining a vigilant look out until it is known that all is clear.

115. ROUTE INDICATORS.

(1) A route indicator (either "Window" or Direction Arm" type) may be

provided in conjunction with colour-light running signals authorising movements to
diverging lines and is positioned either above or alongside the signals thus:-
./c;J
e /0/
o 'a~'
e .'

Anilluminated number orletterwillbe Directionarms,suitablyilluminatedby

displayedto indicate
thelinetowhichthe meansof.a line of fourwhitelightsto
trainisto beadmitted. indicatethe routeaheadon a diverging
line. No routeindicationis givenfor
(2) The route indication is illuminatredne~l~n~~rathteor stgRat displays a
"proceed" aspect. When a signal box is switched out and the signalling is automatically
operated, the route indicators will not be displayed.
(3) The display of "Y" indicates entry to an uncontrolled yard and when this
symbol is exhibited, the regulations governing admission to and departure from
uncontrolled lines must be complied with. All other letters or numerals displayed on
route indicators will be defined in special local instructions covering the station
concerned.
NOTE:At certain locations where direction ann indicators are provided, the simultaneous
illumination of both anns indicates entry into an uncontrolled yard.

(4) In the case of "Direction Arm" type route indicators, a yellow aspect may
be displayed in conjunction with only two or three white lights on a direction arm being
lit, and a train may proceed accordingly.

116-118 Section E.15

116. COLOUR-LIGHT REPEAT SIGNALS.

73
 (1) Colour-light repeat signals may be Installed where the view of the main
colour-light signal IS restricted.
(2) A colour-light repeat signal IS not a running signal and merely repeats the
"proceed" aspects of the rnain signal Immediately In advance.
(3) When not repeating a "proceed" aspect a colour-light repeat signal displays
an illuminated white letter "R" on a black background, which indicates that the main
signal ISat "danger".
(4) The indicattons given by a colour-light repeat signal are as follows:-
(a) SIgnal showing illuminated MaIn signal at "danger'.
white letter "R" on blacK Proceed with caution and
background. be prepared to stop.
(b) Signal showing yellow aspect. MaIn signal at "caution".
Proceed with caution.
(c) Signal showing green aspect. Main signal at "all-right".
Proceed.

117. GENERALDESCRIPTONOF SUBSIDIARYSIGNALS.

Subsidtary signals comprise route, one-position-light and two-position-light

signals.

118. ROUTE SIGNALS.

(1) Description.
(a) A route signal consists of a semaphore arm attached to and
extending beyond a white dISCand is either mounted below a colour-
light staring signal, mounted on a post by Itself or there may be
more than one route signal mounted on the same post thus:-

(b) When In the "Clear" posttion the arm IS raised at an angle of 45

degrees.
(c) When In the "Danger" position the arm IS horizontal.
(d) At night, route signals are floodlit.

118 Section E.16

(2) Function.
(a) Route signals are provided to Indicate that the route IS correctly set
for the safe passage of a train when such train is being despatched

74
 into a section worked by means of a Paper Order, Electric Train Staff
or Wooden Train Staff system.
(b) When two route signals are mounted on the same post the upper
signal applies to the running line on the right and the lower signal to
the running line on the left.
(c) The route signal when in the "clear" position detects the points
concerned and the signal is automatically returned to "danger" after
the locomotive or leading vehicle has passed it.
(3) Operation.
A route signal must not be placed at "clear" until:-
(a) the prescribed time interval, as laid down in regulation 73 has
been observed.
(b) the proper train proceeding authority has been issued or is ready
for issue to the trainmen.
(4) Observance.
(a) Route Signal at "Clear".
Proceed in accordance with the train proceeding authority held.
NOTE: At certain stations the signal box may be situated beyond the route
signal, in which case, when the route signal is at "clesr" the train may proceed
to a point opposite the signal box where the train proceeding suthority WJl] be
issued.
(b) Route signal at "Danger".
Indicates an absolute stop signal, and may only be passed:-
(i) when it is defective, provided an "all-right" hand signal is
displayed at such signal
or

when a form GSF 1 has been issued to the Driver (see

regulation 125);
and

subject to the provisions of clause (3) (a) being observed;

(11) when for shunting purposes, a one-position light subsidiary
signal situated on the same post as the route signal, is at
"clear". (See regulation 119);
(i11) when proceeding on to a line to which the route signal does
not apply.

119. ONE-POSITION-liGHT SIGNALS.

(1) Description.
A one-position-light signal is mounted on the same post as, and below, a
colour-light running signal and/or route signal, as illustrated hereunder:

11"8-119
··O>l.tIGER·· "CLEAR"

Section E.17

75
 When the colour-light running signal is gantry-mounted the one-position-light
signal is adjacent to it.
(2) Function.
When the one-position-light signal is placed at "clear" it displays two lights
at an angle of 45 degrees, and indicates that the blades of the power-operated points
relating to that signal are fully home, and authorises the shunting movement to pass the
colour-light running/route signal at "danger" subject to the provisions of clause (4) of
this regulation.
(3) Operation.
(a) A one-position-light signal may be placed at "clear" for shunting
movements only.
(b) The running signal or route signal on the same post/gantry must not
be operated for a shunting movement.
(4) Observance.
(a) A one-positioned-light signal displaying either two white lights or one
yellow and one white light, may be passed, with caution, by a
shunting movement in accordance with the provisions of clauses (b),
(c) and (d) hereunder.
(b) A one-position-light signal at "clear" showing one yellow light and
one white light at an angle of 45 degrees, indicates that the points
ahead are correctly set and authorises a Driver to pass it, without a
hand-signal, for shunting purposes only and proceed with caution as
far as the line is clear, but not beyond the next fixed signal in
advance or the prescribed shunting limits.
(c) A one-position-light signal at "clear", showing two white lights at an
angle of 45 degrees, indicates that the points ahead are correctly set
and provided the appropriate hand-signal has been given, authorises
a Driver to pass it for shunting purposes only, and to move ahead
with caution as far as the line is clear, but not beyond the next fixed
signal in advance or the prescribed shunting limits.
(d) When uncontrolled points are encountered beyond a one-position-
light signal, the movement must be stopped short of such points
unless verbal instruction or the appropriate hand signal is given to
enter the uncontrolled area.
(e) A one-position-light signal may only be passed at "danger' when it is
defective provided an 'all-right" hand signal is displayed at such
signal, after the Handsignalman has satisfied himself that all points
to which the signal applies are in order and correctly set for the
movement intended.

119 Section E.18

(5) (a) At certain locations these signals are provided with the facility to
display:

76
 (i) two white lights at an angle of 45 degrees when the signal is
placed at "clear" for a movement into an uncontrolled area
OR

(ii) one yellow light and one white light vertically when the signal
is placed at "clear" for a movement into a controlled area.
"DANGER" "CLEAR"

RED

OIIEYELLOW
Lt.:;HT

(b) Observance
(i) The observance of such signals displaying aspects described in
clause (5) (a) (i) will be in accordance with clause (4) (a) (c)
(d) and (e).
(ii) The observance of such signals displaying aspects described in
clause (5) (a) (ii) will be as follows:
A one position light at "clear" showing one yellow light and
one white light vertically indicates that the points ahead are
correctly set and authorises a driver to pass it, without a hand
signal, for shunting purposes only and proceed with caution on
a controlled line, as far as the line is clear but not beyond the
next fixed signal in advance, or the prescribed shunting limits.

120. TWO-POSITION-LiGHT SIGNALS.

(1) Description.
A two-position-light signal is mounted on a short post by itself and displays
either two lights at an angle of 45 degrees or two lights horizontally, thus:-

120 Section E.19

(2) Function.
(a) When the two-position-light signal is placed at "clear" it displays
two lights at an angle of 45 degrees and indicates that the blades of
the power-operated points relating to that signal are fully home.

77
 (b) When the tow-position-light signal is placed at "danger" it displays
one red and one white light horizontally.
(3) Operation.
A two-position-light signal may be placed at "clear" for:-
(a) the passage of a train in conjunction with the running signals;
(b) a shunting movement.
(4) Observance.
(a) A Driver may pass a two-position-light signal at "clear" during a
running movement providing he is in possession of a proper proceeding authority and
subject to the observance of any fixed signals in advance.
(b) (i) A Driver may pass a two-position-light signal at "clear"
during a shunting movement in accordance with clauses ii),
(iii) and (iv) hereunder;
(ii) A two-position-light signal at "clear", showing one yellow light
and one white light at an angle of 45 degrees, indicates that
the points ahead are correctly set and authorises a Driver to
pass it, without a hand-signal, for shunting purposes only and
proceed with caution as far as the line is clear, but not
beyond the next fixed signal in advance or the prescribed
shunting limit.
(iii) A two-position-light signal at "clear", showing two white
lights at an angle of 45 degrees, indicates that the points
ahead are correctly set and provided the appropriate hand-
signal has been given, authorises a Driver to pass it for
shunting purposes only, and to move ahead with caution as far
as the line is clear, but not beyond the next fixed signal in
advance or the prescribed shunting limits.
(iv) When uncontrolled points are encountered beyond a two-
position-light signal, the movement must e stopped short of
such points unless verbal instructions or the appropriate hand
signal is given to enter the uncontrolled area.
(c) A two-position-light signal displaying one red an one white light at
"danger" is an absolute stop signal and may only be passed at
"danger" when it is defective, provided an "all-right" hand signal is
given at the position-light signal by the Hand-signalman after he has
satisfied himself that all the points to which the signal applies are in
order and correctly set for the movement intended.
(5) (a) At certain locations these signals are provided with the facility to
display:
(i) one red and one white light horizontally when the signal is
at "danger"
OR
(ii) two white lights at an angle of 45 degrees when the signal
is placed at "clear" for a movement into an uncontrolled area
120-121 Section E.20

OR
(iii) one yellow light and one white light vertically when the signal
is placed at "clear" for a movement into a controlled area.
"OAUGER" "CLEAR"

o OIlE o
o RED
LGHT
@
TWO
WHITE
LKlHTS
o
ONE
WHITE
LGHT
o o @ I-~~EITE
LKlHT

78
 (b) Observance
(i) The observance of such signals displaying aspects described in
clauses (5) (a) (i) and (5) (a) (ii) above will be in accordance
with clause (4) (c) and clause (4) (a), (b) (i) (iii) and (iv)
respectively. .
(ii) The observance of such signals displaying aspects described in
(5) (a) (iii) above will be as follows:
A two position light signals at "clear" showing one yellow light
and one white light vertically indicates that the points ahead
are correctly set and authorises a driver to pass it without a
hand signal, for shunting purposes only and proceed with
caution on a controlled line as far as the line is clear but not
beyond the next fixed signal in advance, or the prescribed
shunting limits.

121. WARNING BOARDS.

(1)
Description.
Warning boards, either white or in concrete self colour, of the designs
illustrated below, are situated on the right-hand side of the line (as seen from an
approaching train) on single line sections, at the approaches to the places mentioned
opposite each illustration:-

Stations and sidings not equipped with running signals,

MARULA spurs and halts.

- - '-- - L-
-

Water tanks not situated at stations, sidings, spurs or

halts

121-123 Section E.22

(2) Function.
The function of a warning board is:-
(a) to indicate to Drivers that they are approaching the place to which
the warning board refers,
and
(b) to afford protection (except in signalled territory) to trains standing
or shunting at stations, sidings, spurs, halts or water tanks.

79
 (3) Observance
(a) When a Driver is approaching a warning board, he must have his train
sufficiently under control at, and after passing that warning board so as to be able to
stop short of any obstruction formed by a train or vehicle inside the area protected by
such warning board (see regulations 77 and 78).
(b) When a train is stopped for any reason at a warning board, or with
any portion of it standing outside the Limit of Protection board, the Guard must
immediately protect the train in the rear in accordance with regulation 350.
(c) When warning boards are provided in signalled territory, the
provisions of sub-clause 3 (a) and (b) will not" apply.

122. TRAINS TO STOP SHORT OF SIGNALS.

When stopping a train at a signal, irrespective of whether the signal is displaying a
"danger" or "proceed" aspect, the Driver must ensure that no part whatsoever of the
locomotive or train is allowed to pass the signal.

123. DANGERSIGNALS.

The following must be observed as "DANGER" signals:-

(1) (a) A red flag or red banner.
(b) A red light.
(c) Any object or light waved violently by anyone on or beside the
railway line, with the evident intention of attracting the attention of
trainmen.
(d) Both arms held above the head.
(e) The explosion of one or more detonators.
(f) The semaphore arm of a Route Signal in the horizontal position.
(g) The display of conflicting signals.
(h) The absence of a hand signal where one should be displayed.
(i) A signal which is imperfectly displayed.
(j) A signal displayed in an irregular manner.
(k) A signal which is not clearly visible.
(l) The absence of an aspect on a signal (except in the case of
Intermediate Distant, Distant or Repeat signals).
(2) Drivers must stop immediately on receiving a "danger" signal.
(3) All signal defects must be reported immediately to the Official in Charge by
telephone, and thereafter the trainmen must act in accordance with the instructions of
the Official in Charge.
Trainmen must record all such incidents on the train journal and submit a special
report (See regulations 63 and 95)

124-125 Section E.23

124. OBEDIENCETO SIGNALS.

(1) All signals must be promptly obeyed. Drivers must keep a sharp lookout at
all times and be prepared to act in conformity with the signals displayed. When two
manned locomotives are employed in working a train the Driver of the leading
locomotive is responsible for the observance of all signals, but the Driver of the second
locomotive must be specially alert when starting from or approaching stations or sidings,

80
 to ensure that signals are obeyed. The strict observance of all signals is the
responsibility of the Driver.
(2) The Guard or Fireman must assist the Driver in watching for fixed signals
when approaching a station or siding equipped with running signals. The Guard or
Fireman must carefully note and call out the indication of all signals applicable to his
train, which the Driver must acknowledge.
(3) A Driver having' observed a signal displaying a "caution", "all-right" or
'clear" indication for his train to proceed, must, before locomotive or leading vehicle
actually passes the signal, see that such indication is still displayed.
(4) When, for any reason, a Driver' of a train is unable to act promptly on an
"all-right", "caution" or "clear" signal, the Official in Charge must be immediately
notified.
(5) The signals displayed by the Platelayer, Signal employee or a member of
their staff must at all times be observed irrespective of any "proceed" aspect which may
be displayed by a fixed signal. However, if the Plate layer or Signal employee etc., is
displaying a "proceed" signal which is contrary to the "danger" aspect displayed on any
fixed signal, the Driver must immediately contact the official in Charge concerned.

125. AUTHORITY TO PASS FIXED SIGNALS AT "DANGER".

When it is necessary to authorise a train or shunting movement to pass a fixed

signal at "danger", the following regulations and procedures must be observed:-

SIGNAL BOX CONTROLLED COLOUR-LIGHT RUNNING SIGNALS AND SUBSIDIARYSIGNALS.

T.W.R. 125 (1).
TRAINS DEPARTING FROM SIGNAL BOX CONTROLLED COLOUR-LIGHT RUNNING SIGNLLED
STATIONSINTO C.T.C. TERRITORY. T.W.R. 125 (2)
C.T.C. CONTROLLEDCOLOUR-LIGHT RUNNING SIGNALS. T.W.R. 125 (3)
TRAIN PROCEEDING FROM A SECTION CONTROLLED BY ONE C.T.C PANEL INTO AN
ADJACENT SECTION CONTROLLED BY ANOTHER C.T.C. PANEL T.W.R. 125 (4).
TRAIN PROCEEDING FROM C.T.C. TERRITORY INTO A SIGNAL BOX CONTROLLED AREA.
T.W.R. 125 (5) .

.-- (1) Signal Box controlled colour-light running signals and subsidiary signals.
(a) When a train is required to pass a signal box controlled colour-light running
signal or route signal at "danger", the Official in Charge must:-
(i) set up the points and signals for the movement intended;
(ii) obtain points detection on the illuminated diagram in the signal
box;
or

125 Section E.24

if points detection is not obtained, he must receive confirmation

from a member of the yard staff or the Driver in the absence of yard
staff, that the points have been checked and are correctly set for
the movement intended;
(itt) then issue a GSF 1 form "Authority to pass a signal at danger" to the
Driver;

81
 (iv) ensure that such points and signal remain thus set until the
movement authorised is completed.
(A specimen of Form GSF 1 (83:13:8325) "Authority to pass signal at
danger" appears at the end of Section F).
(b) Issuing of GSF 1 Form.
When a GSF 1 form is to be issued, it must first be completed and signed by
the Official in Charge and the instructions contained thereon must then be
communicated by telephone to the Driver of the train concerned, the
Official in Charge giving his own name.
The Driver must complete his copy of the GSF 1 form, sign it and repeat it
in full to the Official in Charge, giving his own name. The Official in Charge
will acknowledge the repetition, if correct, by giving the word "correct"
and his name, and will record on his copy the name of the Driver and his
staff number. Should telephonic communication fail before the procedure
is completed, the instructions must not be acted upon and the provisions of
clause (c) hereof must be observed.
NOTE: VJi7Jendetection of the points has been obtained on the Illuminated diagram or
they have been checked in accordance with clause (a) (ii), a statement to this
effect must be included on the GSF 1form and be dictated to the Driver.
(c) Failure of Telephonic Communication.
In the event of failure of both signal and telephone communication, the
Official in charge must either arrange for a Hand-signalman to be provided
in accordance with regulation 145, or he must himself display an 'all-right"
hand signal at the signal after having satisfied himself that the points are
correctly set for the movement intended.
(d) More than one locomotive working a train.
When a train is being worked by more than one manned locomotive, each
Driver must sign the form which the Driver of the leading locomotive must
retain and attach to his train journal.
(e) Simultaneous Entry of Trains Prohibited.
Simultaneous entry of trains to a station is prohibited. When two trains are
to be admitted into a station, the Official in Charge must ensure that the
first train admitted is standing clear within the main or loop line before
issuing a GSF1 form to the second train to enter the station.
(f) Subsidiary Signals.
In the case of all subsidiary signals with the exception of route signals, the
authority to pass such a signal at 'danger" must be given by means of an
"all-right" hand signal displayed by the Signalman or other responsible
employee authorised by him at the signal affected. Such Hand signalman
must first ensure that the points protected by the signal concerned are
correctly set for the movement intended.

125 Section E.25

(2) Trains departing from signal box controlled colour-light running signalled
stations into C.T.C. territory.

(a) When a train is to depart from a station equipped with colour-light

running signals controlled from a signal box, and is to be admitted to
the C.T.C block section ahead, the authority to pass the starting and

82
 advanced starting and/or intermediate block signal at "danger' will
be issued on one GSF 1 form by the Operator, in accordance with
clause (3) (c) hereof and subject to the following:-
(i) Before a GSF 1 form may be issued by the Operator, the
Official in Charge at the station must set the points and
signals and satisfy himself that the points are correctly set for
the movement intended. He must obtain points detection on
the illuminated diagram in the signal box, or, if points
detection is not obtained, he must receive confirmation from
a member of the 'yard staff, or the Driver in the absence of
yard staff, that the points have been checked and are
correctly set for the movement intended.
(ii) The Official in Charge, after satisfying himself that the points
are correctly set, must dictate an assurance to this effect to
the Operator for inclusion on the GSF 1 form, and give his
name. Whilst the Operator is issuing the GSF 1 form to the
Driver, the Official in Charge must listen in and make out a
copy of the GSF1 form for record purposes.
(b) When a signal box is switched out the Operator, before issuing a GSF
1 form must:-
(i) carry out the requirements of paragraph (3) (c) below;
(ii) obtain an assurance from the Driver that the points are
correctly set for the movement intended;
(iii) record on the GSF1 form "Driver confirms points are correctly
set".
(3) C.T.C. Controlled colour-light running signals.
When it is necessary, in C.T.C. territory, to issue a GSF1 form to authorise a train
(or shunting movement where purple light indicators are not provided) to pass a C.T.C.
colour-light running signal at "danger", the Operator must ensure that the points are
correctly set for the movement intended; if necessary a GSF 2 form must be issued for
the setting of the points; thereafter a GSF1 form may be issued subject to the following
regulations and procedures being observed:-
(a) Trains to enter stations and sidings. (Excluding extended Crossing
Places.)
When a train is to be admitted to a station or siding, the admittance
of an opposing train at the same time is prohibited and the Operator
must, before he issues a GSF 1 form, ensure that the signals
governing the entry of an opposing train are at "danger" and that
any opposing train (or shunting movement) already authorised to
enter, has come to a stand within the station or siding.

125 Section E.26

Thereafter:- (i) when a train is to be admitted to the main line,

the Operator may, after ensuring that the above
requirements have been observed, issue one GSF1 form
to the Driver authorising the train to pass either or
both the home and the inner home signals at "danger";
(ii) when a train is to be admitted to a loop line, the
Operator must, after ensuring that the above
requirements have been observed, issue one GSF1 form
to the Driver, at each signal, authorising the train to
pass such signal at "danger".

83
 (b) Trains to enter extended crossing places.
When a train is to be admitted to an extended crossing place, the
admittance of an opposing train at the same time is permitted but
the Operator must, before he issues a GSF 1 form, ensure that the
line ahead is clear to the running signal to which the movement is to
be authorised, that the line ahead has been set up in the direction of
travel for' the train about to receive the authority, by operation of
the relevant signal switches and start buttons, (the switches thus set
must be left in that position) and that reminder devices where
provided are placed in position with a view to preventing conflicting
movements.
Thereafter:- (i) when a train is to be admitted to the main line,
the Operator may, after ensuring that the above
requirements have been observed, issue one GSF1 form
to the Driver authorising the train to pass either or both
the home and inner home signals at 'danger" and one
or more crossing place intermediate signals, at
"danger" up to, but not beyond, the starting signal;
(ii) when a train is to be admitted to the loop line,
the Operator must, after ensuring that the above
requirements have been observed, issue one GSF1 form
to the Driver authorising the train to pass the home
signal at "danger", and another GSF 1 form authorising
the train to pass the inner home and one or more
crossing place intermediate signals at "danger" up to,
but not beyond, the starting signal.
NOTE:Notwithstanding the foregoing, when a train is to take a turnout within an
extended crossing place, the GSF 1Iorm mayauthorise the trsin movement up
to but not beyond the signal controlling the turnout A separate GSF 1Iorm
must be issued for the movement over and beyond the turnout.
(c) Trains to depart from Stations and Sidings.
When a train is to leave a station or a siding and is to be admitted
into a block section or intermediate block section in advance, the
Operator, before he may issue a GSF 1 form to pass a starting and
advanced starting and/or intermediate block signal at "danger",
must ensure that:-

125 Section E.27

(i) the block section or intermediate block section ahead is clear

of trains;
(ii) the block section or intermediate block section concerned has
been set up in the direction of travel for the train about to
receive the authority, by operation of the relative signal
switches and depression of the relative start buttons. The
switches thus set must be left in that position;
(iii) if the train about to receive the authority to enter an
intermediate block section will do so immediately after the
passage of an opposing or preceding train, the special
CAUTION in (vii) below is included on the GSF 1 form ,
together with the words "report at signal No ". To
comply with this instruction the Driver will be required to stop

84
 at the nominated signal even though it may display a proceed
aspect and report on the condition of the intermediate block;
(iv) where feasible, the block section indication panel lights have
not fused;
(v) the panel indications for the opposing starting and advanced
staring signals are rechecked where recheck facilities are
provided:
(vi) reminder devices are placed on the switches of the starting
and advanced starting signals controlling entry to both ends of
the section; .
(vii) The following special CAUTION is included on the GSF 1 form
issued to the Driver when there is any doubt as to the
condition of the track ahead.
"WARNING"
Proceed cautiously and be prepared to stop clear of any
obstruction
between signal at .
and signal at .
(viii) After issuing the GSF 1 form authority to the Driver, the
Operator must ensure that the reminder devices placed on
the panel are not removed until the complete train has
entered the station or siding in advance or has cleared the
section concerned. (See regulation 210).
(d) When the starting and advanced starting signals have been preset for a
train and the C.T.C. apparatus affecting the control of the signals has
failed, the Operator MUST NOT, under any circumstances, authorise an
opposing train to enter that block section until the train for which the
starting and advanced starting signals were pre-set has traversed the block
section and has arrived at the station or siding in advance to cross the
opposing train.
(e) Simultaneous Entry of Trains Prohibited.
Except as provided for in the note to regulation 112 (4) (b) (i),
simultaneous entry of trains to a station or siding is prohibited. When two
trains are to be admitted into a station or siding, the Operator must ensure
that the first train admitted is standing clear within the main or

125 Section E.2S

loop line before issuing a GSF 1 form to the second train to enter the
station.
(f) Simultaneous failure of signals and telephones.
In the event of a simultaneous failure of a signal and all telephones at a
station or siding, a train stopped by such signal at "danger" must not
proceed until:-
(i) a green or yellow aspect is displayed by the signal;
or
(ii) telephonic communication is restored and an authority to proceed is
issued by the Operator, in accordance with clause 3 (a), (b) and (c);
or
(iii) it is piloted by the Signal employee authorised in accordance with
the provisions of regulation 205.
(4) Train proceeding from a section controlled by one C.T.C. panel into an
adjacent section controlled by another C.T.C. panel.

85
 In the event of failure of a starting and advanced starting and/or intermediate
block signals at a station or siding, where trains depart from a section controlled
by one CT.C panel into an adjacent section controlled by another CT.C panel,
the following procedure must be adopted:-
(a) The Operator controlling the section from which the train is about to
depart must:-
(i) ask the Operator controlling the section in advance if he is
prepared to accept the train
(ii) when the train is accepted, set the points (where applicable)
for the intended movement and obtain confirmation from the
Driver that the points are correctly set;
(tit) dictate, to the Operator in advance, a statement to this
effect which must be included on the GSF1 form issued.
(b) The Operator controlling the section in advance MUST:-
(i) ensure that the block section or intermediate block section
ahead is clear of trains;
(ii) include on the GSF 1 form an assurance that the points are
correctly set, as dictated by the Operator in the rear;
(iii) issue the GSF 1 form to the Driver to pass the starting and
advanced starting and/or intermediate block signals at
"danger' .
(c) Whilst this authority is being transmitted to the Driver, the Operator
controlling the section from which the train is to depart MUSTlisten
in and prepare a copy of the GSF 1 form; thereafter he must furnish
his name which must be inserted on the GSF 1 form held by the
Driver and the Operator controlling the section in advance.
(5) Train proceeding from C.T.C. territory into a signal-box controlled area.
When for any reason the Operator is unable to obtain a release on the
starting and advanced starting signals to allow a train to proceed towards a signal box
controlled station, he must first obtain verbal agreement from the Official in Charge

125-126 Section E.29

at the station and may then issue a GSF 1 form to the trainmen in accordance with the
provisions of paragraph (3) (c).
(6) Trains to be standing at signal concerned when form issued.
A G,SF1 form must not be issued to trainmen until the train concerned has been brought
to a stand at the signal to which the form will apply, or at the first signal to which the
form will apply when one form for more than one signal is permissible.
(7) Block section showing occupied.
(i) In the event of a block section showing occupied, it is mandatory
that a GSF1B form be issued to the first train entering the block
from either end.
(ii) If after the arrival of a train at a station or siding, the block
section in the rear still shows occupied, subsequent trains from
either end can proceed on a GSF1A form provided the last
preceding/ opposing train to enter the block section has confirmed
its completeness and that the block section is clear.
NOTE: Drivers when passing any signals at "denger" in accordance with these regulations must ensure
thet all points involved are correctly set for the movement intended.
(8) Intermediate Block Signal at "Danger"
(a) If the Driver of a train reports from an intermediate block signal that
the signal is at "danger" and the preceding train is at the next

86
 station/siding in advance of the intermediate block section the
Operator must obtain an assurance from the Driver, or Guard of the
preceding train that the train is complete before issuing a GSF 1
form in the prescribed manner. But, if the preceding train has left
the next station/siding in advance the Operator must issue a GSF 1
form inclusive of the warning contained in paragraph (3) (c) (vii)
above, and add the words "report at (starting) signal No..... ". To
comply with this instruction the Driver will be required to stop and
report on the condition of the intermediate block section.
NOTE: The instruction to the Driver must beincluded 011 every GSF 1form issued until the signal
/fwlt has been cleared.
(b) Having issued the GSF 1 form the Operator will then ensure the
starting signal at the next station/siding in advance must be kept at
"danger" until he has been contacted by the Driver. On receipt of
an assurance from the Driver that the Intermediate block section in
the rear is clear of any obstruction and that his train is complete,
the Operator will so endorse the relative GSF1 form.
(c) An assurance that his train is complete must be given from the first
starting signal in advance to the Operator by every Driver authorised to pass an
intermediate block signal at "danger' and the relative GSF 1 form must be endorsed
accordingly. This procedure must be observed until the signal fault has been cleared.

126. ADMISSIONTO UNCONTROLLEDLINES.

When one running or subsidiary signal governs the entrance to more than one
uncontrolled line, it may only be placed at "caution" or "clear" after the Official in
Charge has satisfied himself by obtaining an assurance from an authorised employee or,
in the absence of an authorised employee, by inspection, that the line to which the train
is to be admitted is clear for its safe reception, and that the relative points have been
correctly set for the movement intended and are locked or supervised.

127-129 Section E.30

~ 127. DEPARTUREFROM UNCONTROLLEDLINES.

(1) When one running or subsidiary signal governs departure from more than
one uncontrolled line, the following procedures will apply:-
(a) The signal may only be operated for the departure of a train after
the Official in Charge has satisfied himself by obtaining assurance
from an authorised employee or, in the absence of an authorised
employee, by inspection, that the line/s from which the train will
depart is/are clear for its safe departure and the relative points
have been correctly set.
(b) When there is more than one train on such uncontrolled lines, a
Driver may only draw forward past the clearance indicator towards
that signal after it has been placed at "all right", "caution", or
"clear", as the case may be, and he has received verbal instructions
from the employee in charge of the movement.

(2) When a train has completely left a C.T.C. controlled line, it must not re-
enter a controlled area until permission has been obtained from the Operator by
telephone.

87
128. PRECAUTIONS TO BE TAKEN BY DRIVERSOF FOLLOWING TRAINS.

Should it be necessary for two trains to move in the same direction on the same
line in a station or siding, the Driver of the train following must keep his train at such a
distance behind the leading train so as not to collide with it. If a signal is placed at "all
right", "caution" or "clear" for the leading train, the Driver of the train following must
not pass such signal until he has seen it returned to "danger" and again placed at "all
right", "caution" or "clear". Should an "all right" hand signal be displayed for the first
train, the Driver of the following train must not act upon that hand-signal until it has
been withdrawn and again displayed, and he is satisfied that is intended for his train.

129. FIXED SIGNALS IN COURSE OF INSTALLATION OR ALTERATIONS.

(1) A fixed signal in course of installation or one which is not in use owing to
alterations, must not display a light and must not be acted upon. It will be distinguished
by having a cross affixed to the front of the signal thus:-

129-133 Section E.31

(a) In the case of colour-light signals, the signal will either have the
cross affixed, or be covered over or turned away from the track so '--...
that no light can be shown.
(b) Route signals not in use will not be fitted with arms.
(2) New signals must not be brought into use, nor any alteration made in the
position or use of any existing signal, without the authority of the Principal Engineer
(Signals) and Chief Traffic Manager.

WORKING OF POINTS AND SIGNALS

(OTHER THAN IN C.T.C. TERRITORY).

130. EMPLOYEESAUTHORISED TO OPERATE SIGNALS AND POINTS APPARATUS ETC.

The Official in Charge who has actually taken over duty is the only employee
authorised to operate points, signals or interlocking apparatus, for train/shunting
movements, or for any other reason.

131 . SIGNAL BOXES TO BE KEPT STRICTLY PRIVATE.

88
 SIGNAL BOXESTO BE KEPT STRICTLY PRIVATE. Admittance may be allowed only to
employees whose duties require their presence therein, and such duties must be carried
out with minimum interference to the duties of the Official in Charge.

132. OFFICIAL IN CHARGE TO OBSERVE PANEL INDICATIONS.

(1) Signals.
When operating a signal switch, the Official in Charge must check the signal
indication on the illuminated panel provided in the signal box, to ascertain whether the
signal has responded correctly. .
(2) Points.
When operating points from a signal box, the Official in Charge must ensure that
the points indication on the illuminated panel corresponds with the position of the
switch, and the switch must not be moved until the whole train has passed over the
points concerned.

133. SIGNALS TO BE AT "DANGER" DURING TEMPORARY ABSENCE OF OFFICIAL IN

CHARGE.

When it is necessary for an Official in Charge to leave his signal box temporarily
for any purpose, except to deliver a proceeding authority to a train, he must place all
signals at "danger". He must also inform the Official in Charge at each side and/or the
Operator, as the case may be, of the probable duration of his absence. All such cases
must be recorded in the Train Register /Diary at each of the signal boxes concerned, and
where applicable in the Operator's Diary.

134-139 Section E.32

134. SIGNALS TO BE AT "DANGER" WHEN LINE OBSTRUCTED.

In the case of an obstruction on any line, the Signalman/Official in Charge must

place and/ or keep the necessary fixed signals at "danger" using every means available to
»<> remind him that the signals must be kept at "danger".

135. SIGNALS TO BE AT "DANGER" IN THE EVENT OF ACCIDENT.

In the event of an accident or other unforeseen circumstance occurring which is

likely to affect the safe passage of trains, all signals at "danger" in, and giving access to
the affected area must be kept in that position, and any such signals at "caution", "all
right" or "clear" must be immediately returned to "danger".

136. REPLACING SIGNAL BEFORE TRAIN OR SHUNTING MOVEMENT IS MADE.

After a signal has been placed at "all right", "caution" or "clear", and if it is
necessary (before such signal is acted upon) to replace it to "danger", the Official in
Charge must obtain an assurance from the Driver concerned that he is aware of the
signal having been replaced to "danger" before he allows any train or shunting
movement on the line to which the signal applies.

137. VOID.

138. WORKING OF DERAILS AND CATCH POINTS NOT CONNECTED TO A SIGNAL BOX.

89
'..,.

Where a derail, or catch point operated by a ground frame is provided, the

employee operating it for the purpose of a train or shunting movement must satisfy
himself that the derail is removed from the rail or, in the case of a catch point, that the
blade or blades are properly closed, to enable the movement to be safely performed. As
soon as the movement has been completed, the derail or catch point must be restored to
its normal position, i.e. in the derailing position.

139. POINTS RELEASES (ELECTRIC).

At certain stations equipped with colour-light running signals, electric releases are
provided to interlock ground frames controlling manually or electrically operated points
with these signals.
(1) The equipment takes the form of a release lever in the control panel at the
station or signal box, which when operated:-
(a) frees the electric lock fitted to a ground frame lever which manually
operates points; OR
(b) frees the electric interlocking at a ground frame to allow points to
be electrically operated from a control key in a suitably locked box.
(2) Once the points are operated, the release cannot be taken away until the
points so released are restored to their normal position.
(3) Electric releases may be used between adjoining signal boxes where the
entry and exit to a length of single line is jointly controlled. The releases allow for the
line to be used for trains running in either direction through interlocking of signals.

139-141 Section E.33

NOTE: In all cases enumerated in the above regulation, local instructions are issued to the staff
deculing the method of working applicable.

140. USE OF REMINDER DEVICES.

(1) In order to remind himself that certain signal or points switches must not
be operated, the Official in Charge must make prompt use of the reminder devices
provided for that purpose.
(2) The following are a few instances when a reminder device should be used:-
(a) When a train or locomotive is detained on a running line.
(b) When vehicles are placed on any running line.
(c) During permanent way operations.
(d) When requested by a Signal employee for the purpose of effecting
repairs or adjustments.
(e) When a dead-end line is occupied.
(f) During pilot working.
(g) When trains are waiting to cross.
(h) When a line is occupied for the purpose of repairing or examining
vehicles.
(i) When there is any obstruction on the line.

141. TRAIN REGISTER.

(1) The Official in Charge must enter in ink, legibly, accurately and without
delay, the times of sending and receiving bell-code signals or telephone messages
concerning the movements of trains, in the columns provided for the purpose in the

90
 Train Register. He must also record therein the train numbers and arrival and departure
times. Should he have to correct any entry, the alteration must be made above or below
such entry through which a light line must be drawn. On assuming duty and before going
off duty, he must sign immediately below the last entry and record the time. A line
must be ruled across the page between each turn of duty. When occupation of a line in
the station is taken in emergency or is previously arranged, the Official in Charge must
enter the time and details of the occupation in the Train Register, which must be signed
by the employee taking occupation and the Official in Charge.
When the occupation is completed the Official in Charge must enter the time and
record in the Train Register that the line is safe. This must be countersigned by both the
employee to whom the occupation was granted and the Official in charge. (see
regulations 142, 144 (2) and 146 (2) and (5) regarding the recording in the Train Register
of particulars of defective signalling, points or other apparatus).
(2) Signal Box Faults Book.
The Official in Charge must log all faults affecting signals and communications
controlled from his signal box throughout each turn of duty in the Signal Box Fault Book
~ provided for this purpose, giving the information required therein, and he must append
his signature in the space provided opposite the entries made. The Signal employee
attending the fault reported by the Official in Charge must record the relevant
information required against each fault and sign where required opposite the entries
made by him.

142-143 Section E.34

DEFECTIVE SIGNALS, POINTS GEAR AND

OTHER INTERLOCKING APPARATUS.
(OTHER THAN IN C.T.C. TERRITORY).

142. SAFE WORKING TO BE ARRANGED.

Should any signal, points or other apparatus become defective, the Official in
Charge must immediately make arrangements for the safety of trains, and must enter
details of the occurrence in the Signal Box Faults Book, making reference thereto in the
Train Register or Train Working Diary, as applicable.

143. PRECAUTIONS TO BE TAKEN WHEN SIGNALS AND/OR POINTS ARE DEFECTIVE.

(1) Defective Signals.

(a) Controlled Colour-light Signals and Route Signals.
When a controlled colour-light signal or a route signal has become
defective, it must be placed and kept at "danger", except as
provided for in clause (d), and the provisions of regulation 125 must
be observed.
(b) Automatic Colour-Light Signals.
(i) When a Driver observes that an automatic colour-light signal is
not working properly and telephonic communication has
failed, he must report the circumstances to the Official in
Charge immediately on arrival at the signal box/station in
advance. The Official in Charge must promptly notify the
Signal employee and the Official in Charge at the signal
box/station at the other end of the section concerned.
(ii) During the period an automatic colour-light signal is
defective, the Official in Charge, before despatching a train

91
 into the section to which the automatic signal applies, must
inform the Driver, in writing, that such signal is defective.
(iii) A Driver receiving advice in writing that an automatic colour-
light signal is defective, must comply with the provisions of
regulation 114 (2).
(c) Subsidiary Signal.
When a subsidiary signal, with the exception of a route signal has
become defective, it must be placed and kept at "danger" and a
Handsignalman provided in accordance with regulation 145.
(d) Interlocking to be used:
When any fixed signal is out of order, but the interlocking is in
order, the Official in Charge must take advantage of such
interlocking or detection by operating the switch applicable to such
signal.
(2) Defective Points.
(a) Relative Signals to be kept at "Danger".
When the apparatus controlling facing or trailing points has become
defective, the running or subsidiary signals governing such points
must be placed and kept at "danger". Handsignalmen

143-145 Section E.35

must be provided in accordance with regulation 145 and these

arrangements must remain in force until the defective equipment
has been restored to proper working order.
(b) Electric Points machine Emergency Crank Handle.
At signal boxes/stations with power-operated points, an emergency
crank handle is kept in a sealed box. Should it be necessary, in
order to avoid serious delays to trains, to alter he position of any
electrically operated points which have failed, the Official in Charge
must select a suitable employee to operate such points by means of
the emergency crank handle. The use of the emergency crank
handle is covered by local instructions. When a compound set of
points is being operated by the emergency crank handle, the
employee performing this duty must always ensure that both ends
are correctly set for the movement intended.

(3) Defective Level Crossing Barriers.

When a level crossing barrier, either worked from a signal box or automatically
operated, becomes defective or requires repairs, Hand signalmen must be provided to
protect road traffic using the level crossing. The Train Control Office and Signal
employee concerned must be immediately advised.

144. ACTION TO BE TAKEN IN THE EVENT OF FAULTS

(1) Under no circumstances may an Official in Charge or other unauthorised

person attempt to rectify a fault in an electrical installation by interfering with any
electrical circuit.
(2) When signals or points do not correctly respond to the operation of the
switch, the Official in Charge must immediately report the matter to the Signal
employee in charge of the section by the quickest possible means and record the fact in
the Train Register or Train Working Diary and Signal Box Fault Book.

92
 145. PROVISIONOF HANDSIGNALMEN.
(1) When it is necessary for Handsignalmen to be provided, the Station Master
must select one or more employees to act as Hand signalmen. He must equip them with
lamps, flags, clamps, and detonators and they must act solely under the instructions of
the Official in Charge who must ensure that the Hand signalmen understand what they
have to do. Should the Station Master not have sufficient employees available from his
own staff to act as Handsignalmen, he must call on the Permanent Way Inspector or
Plate layer for the employees required.

(2) Handsignalmen to Remain Where Posted.

A Handsignalman must remain near the signal at which he is posted and when
signalling a train past a fixed signal, he must stand next to such signal in order that his
hand signal may not be taken by the Driver of a train on any other line.

(3) Handsignalmen to be Instructed for Each Train.

A Handsignalman must receive instructions from the Official in Charge for each
r> train that has to be hand signalled. If the Official in Charge requires a train to proceed
without stopping at the fixed signal, he must instruct the Handsignalman to display an
"all right" hand signal to the Driver. Should it be necessary for the

145-146 Section E.36

Handsignalman to stop a train, he must continue to display a "danger" hand signal to the
Driver until the train has been brought to a stand.

(4) Points to be Correctly Set.

(a) If a train is required to pass over points, the Handsignalman must
ensure that they are correctly set and secured for the line on which
the train is to travel before he exhibits an "all right" hand signal.
(b) When two or more sets of points are defective and it is necessary for
the Handsignalman to have one or more employees to assist him,
such employees may operate the points when a movement has to be
made over them. The Handsignalman, before giving an "all right"
hand signal for a movement over these points must satisfy himself
that they are correctly set. The Handsignalman must not permit the
defective points to be disturbed until the movement is complete.
(c) When it is necessary to pass a train over points which are defective,
the Official in Charge must obtain an assurance from the
Handsignalman that the points are in their proper position and
secured by clamp or spike.

146. PROCEDURETO BE FOLLOWED BY SIGNAL EMPLOYEE.

(1) Line to be Safeguarded.

Before commencing repairs to defective points or signals, the Signal Employee
must consult the Official in Charge, who must make the necessary arrangements for the
safe movement of trains while the work is in progress. No interference with apparatus
by other than the authorised Signal employees must be allowed.
(2) Particulars of Repairs to be Recorded.
Before repairs to points gear, signals or other interlocking apparatus are
undertaken by a Signal employee, full particulars of the work to be done, together with
the time of commencement, must be recorded in the Signal Box Faults Book, which must

93
be signed by the Signal employee and the Official in Charge and reference thereto made
in the Train Register or Train Working Diary, as applicable.
(3) Handsignalmen to be provided when necessary.
Before commencing work on defective points or signal gear, the Signal employee
must satisfy himself that the Handsignalmen, where provided, are at their posts.
(4) Signals and points not to be operated without permission
While work is in progress, no signals or points in the affected area must be
operated by the Official in Charge without the permission of the Signal employee.
(5) Completion of Repair Work.
When repairs to points gear, signals' or other interlocking apparatus have been
completed, the Signal employee must inform the Official in Charge, who must operate
the switches and if the equipment responds correctly, the time of completion of the
work must be recorded in the Signal Box Faults Book, which must be signed by the Signal
employee and the Official in Charge. Reference thereto must also be made in the Train
Registration or Train Working Diary, as applicable.

147-152 Section E.37

147. EXAMINATION AND MAINTENANCE OF POINTS AND SIGNALS.

Signals employees are responsible for keeping signal and telecommunication works
and equipment in good order, and for carrying out the duties detailed in the Hand Book
issued to them by the Principal Engineer (Signals).

148. EXAMINATION AND TESTING OF POINTS, SIGNALS, AND ELECTRIC CABLES AFTER
DERAILMENT OR ACCIDENT

The Signal employee must make an immediate examination of all points, signals
and electric cables that may be in any way affected as the result of a derailment or in
the course of rerailing operations, etc., and must acquaint the Signalman with the result
of his examination. He must also immediately make a note of the position (i.e.
energized, de-energized normal or reverse, etc.) of relays controlling apparatus which ~
might have been involved in the incident. If possible, he must arrange for an
independent witness to confirm the position of such relays. This will not relieve the
Official in Charge from the duty of making the necessary tests and examination of points
and signals, and satisfying himself that all is in order for the safe passage of trains.
A written report must be specially submitted to the Signal employee's immediate
superior on his findings, and the Signalman must also specially report, both verbally and
in writing, any unusual circumstances to his immediate superior.

FIXED INDICATORS

149. GENERAL
Fixed indicators comprise route indicators, right-away indicators, purple light
points indicators, mechanical points indicators, points discs, clearance indicators, derail
indicators, distance boards, level crossing indicator boards, limit of protection boards,
limit of shunt boards, stop and await signal boards, permanent speed restriction boards,
lock bar indicators and axle clearance indicator boards.

94
 150. ROUTE INDICATORS.
Route indicators are provided in conjunction with colour-light signals in
accordance with the provisions of regulation 115.

151. RIGHT-AWAY INDICATORS.

At certain stations, right-away indicators are provided below or alongside starting
signals, and in some cases, below or alongside repeat signals. The control and operation
of these indicators are covered by local instructions as applicable.

152. PURPLE LIGHT POINTS INDICATORS .

Purple light points indicators are provided for shunting at stations and sidings in
C.T.C territory. (See regulation 196).

153-154 Section E.38

153. MECHANICAL POINTS INDICATORS.

(1) Description and Purpose.

(a) A mechanical points indicator is fitted to main line points at certain
stations, sidings and spurs where running signals are not provided.
The indicator is worked by the movement of the points blades and its
purpose is to show the setting of the points to which it is fitted, and
does not constitute any proceeding authority.
(b) A mechanical points indicator is equipped on both sides with two
arms painted yellow, one above the other, and displayed against a
black background. The indicationsgiven are as follows:-

"DANGER"· POINTS POINTS POINTS

NOT CORRECTLY SET CORRECTLY SET CORRECTLY SET
FOR EITHER LINE FOR MAIN LINE FOR TURNOUTS

(c) Points fitted with mechanical points indicators may be provided with
a lock bar which operates in conjunction with the points lever, and
prevents operation of the points during the passage of a train over
them.
(2) Danger.
When both arms of a mechanical points indicator are in a horizontal position, a
Driver must stop his train short of the points (lock bar, where provided) and must not
proceed until he has satisfied himself that the points are in a safe condition for the
passage of the train. These circumstances must be reported to the Official in Charge on
arrival at the next station. An Official in Charge receiving such a report must
immediately advise the Signal employee concerned and take steps to warn all trains
proceeding through the section of the defect.

95
154. POINTS DISCS.
(1) Description.
(a) (i) Points discs are provided at all points taking off the main
line at stations, sidings and spurs, except where these points
are operated from a C.T.C. control panel, a signal box or are
fitted with mechanical points indicators.
(ii) At certain stations, points discs may be provided at points not
taking off the main line, to suit special local conditions, and
these will be covered by local instructions.

(b) A points disc is painted white on both sides and is attached to a

metal bar which can only be locked when perpendicular. When
locked in this normal position, the disc is displayed at right angles to
the track above the points tumbler, thus:-

154-156 Section E.39

FRONT SIDE

and indicates that the points are correctly set for the through line.
(2) When a points disc is not in the perpendicular position as illustrated above,
the Driver of an approaching train must stop short of the points unless an "all right"
handsignal is being displayed at the points. In the absence of such signal he must, after
stopping, satisfy himself that all is in order for the safe passage of the train before
proceeding.

155. CLEARANCEINDICATORS.

A clearance indicator is a short length of rail or other approved material, painted

white and laid horizontally between two converging lines at all stations, sidings and
spurs, to indicate the place nearest to the points at which a locomotive or vehicle may
stand on the line without fouling a locomotive or vehicle passing along the other
converging line. Where considered necessary, the position of the clearance indicator
may be marked by a short extension piece laid horizontally on the opposite side of the
line concerned.

156. DERAIL INDICATORS.

(1") Description.
A derail indicator is a circular board mounted
on a short post alongside the track on one
or both sides of a derail, according to
circumstances. The indicator board is painted
white and bears the word "Derail" in red letters, thus:-

96
 (2) Purpose.
A derail indicator is provided to warn trainmen of the presence of a derail, or
catch points, except where the derail or catch points are protected by a signal. No train
or vehicle may proceed past such indicator board until the person in charge of the
movement intended has satisfied himself that the derail has been removed from the
track or the catch points are correctly set.

157. DISTANCEBOARDS.
(1) Description. .
(a) A distance board is a white or
concrete self-coloured board
I I
DElE
marked with a yellow cross, with
the name of the place to which I I
it refers painted on the cross in
black letters, thus:-
158-161

(b) A distance board is situated at the approaches to stations and sidings

equipped with colour light running signals on single line sections
only. It is provided at most stations and sidings not equipped with
distant signals and it may also be provided in conjunction with a
distant signal (see regulation 112 (2). (See also regulation 112 (7) (2)
(b).
(c) Distance boards are situated on the right-hand side of the line (as
seen from an approaching train) at the approach to:-
(i) the home signal in C.T.C. Territory;
(ii) the outermost colour-light stop signal (signal box signalled
stations).
(2) Purpose.
The purpose of a distance board is to indicate to a Driver that he is approaching
the first "Stop" signal at a station or siding and he must be prepared to stop his train at
that signal. No protection in the rear is afforded to a train by a distance board.

158. LEVEL CROSSINGINDICATOR BOARDS.

(1) A level crossing indicator board, painted white and of the design illustrated
below, is normally situated on the right hand side of the line, (as seen from an
approaching train) and on running lines, where circumstances permit, at the approaches
to a level crossing.
(2) The existence of flashlight signals to road traffic at a level crossing is
indicated by a large letter "F" in black on the level crossing indicator board. See
illustrations hereunder:

(3) A level crossing indicator board is provided to indicate to a Driver that the
is approaching a level crossing.

97
159. LIMIT OF PROTECTION BOARDS. (Applicable to non signalled territory).
(1) A limit of protection board, designed as
illustrated opposite and bearing the
words "Limit of Protection" in red
LIMIT
letters on a white background, is
OF
provided on singte line sections at
PROTECTION
each end of every station, siding,
spur and halt, not equipped with
running signals, and at each side of
every water tank, which is not situated
within the precincts of a station, siding,
spur or halt.

161-162 Section E.41

(2) A limit of protection board is situated within the warning board at stations,
sidings, spurs, halts and water tanks or columns.
(3) Limit of protection boards are placed at right angles to the track, facing an
approaching train, and are on the same side of the line as the warning boards.
(4) The purpose of a limit of protection board is:-
(a) to mark the beginning of the area to which the warning board affords
rear end protection;
AND
(b) to mark the point beyond which shunting on the main line is
prohibited.

160. LIMIT OF SHUNT BOARDS.

LIMIT
(1) A limit of shunt board, bearing the words OF
SHUNT
"Limit of Shunt" in red letters on a white background
as illustrated opposite, is provided for the purpose of
marking the point beyond which shunting is prohibited.
(2) Limit of shunt boards are situated:-
(a) on double line sections where necessary, their position being
covered by local instructions;
(b) on single line sections (other than in C.T.C. territory) at stations
equipped with colour-light running signals, inside the outermost stop
signal as seen from an approaching train.
(3) Limit of shunt boards are placed on the right hand side of the line (as seen
from a train departing from the station or siding) and facing towards the station or
siding.

161. STOP AND AWAIT HAND SIGNAL BOARDS.

Stop and await hand signal boards are provided at certain specified points to
control the movement of trains and shunting movements.

(1) Location.
In each instance the location and purpose of these boards will be specified in local
instructions.
(2) Observance.

98
 The Driver of the train or shunting movement must not allow any portion of the
train or movement to pass this board until an "all right" hand signal is received or he has
been verbally instructed to do so.

162. PERMANENTSPEEDRESTICTIONBOARDS.
(1) Curve speed Restriction Boards.
A curve speed restriction board is situated on the right-hand side of the line at the
approach to the curve to which it applies. The maximum permissible speed of a train on
the curve is shown by black figures on a yellow background or yellow figures on a black
background. The board, which is of a specific size, is mounted on a short post or sleeper,
thus:

162-165 Section E.42

50

In cases where the maximum permissible speed for certain trains differs, two sets
of figures are provided, the upper figures applying to trains authorised to travel at a
maximum speed of 75km/h or over, and the lower to all other trains.

(2) Facing Points Speed Restriction Boards.

A facing points speed restriction board is situated at the first "Stop" signal or
warning board where, owing to the curvature or other unusual conditions, the maximum
permissible speed over the facing points ahead is lower than that laid down in regulation
79 (1). The maximum permissible speed over these facing points is shown in white
r- figures on a red board, thus:-

40 40
20

When only one figure is shown, this indicates the speed to be observed over the
through line; when two sets of figures are shown, the upper indicates the speed to be
observed over the through line and the lower figure that to be observed over the
turnout.

(3) Other Permanent Speed Restriction Boards.

Permanent speed restriction boards, which may be of varied sizes, show in black
letters on a yellow background or yellow letters on a black background, the maximum
permissible speed over particular portions of the line.

99
163. LOCK BAR INDICATORS.
LB
(1) A lock bar indicator is a square board painted yellow
and bearing the letters "L. B." in black, thus:-
Where provided, it indicates the position of the outer
end of a lock bar fitted to points equipped with a mechanical points
indicator, and is situated alongside the line on the same side as the
lock bar to which it refers.
(2) Trainmen must not attempt to operate the points when a
train or vehicle occupies any portion of the track between the "L. B." board and the
points.

165-166 Section E.43

164. AXLE CLEARANCE INDICATOR BOARDS.

An axle clearance indicator board is a circular board mounted

on a short post bearing black figures on a white background, to
indicate the number of axles which can be accommodated between
the board and the trailing points in the rear. These indicator boards
are provided at certain crossing places where, owing to curvature,
a Driver is unable to see a hand signal indicating that his train is
clear of the points. These indicators are placed alongside the line
at appropriate intervals between the points and the warning board
or distance board, and are situated on the right hand side to out-going
trains.
PORTABLE INDICATORS

165. GANG BOARDS

(1) A gang board, as illustrated, is painted Blac;k ObIon:

yellow with a strip of yellow reflective Yellow Bad~wul
material affixed thereto and a black
Reflective Yellow
painted plate is fixed centrally at the
top. When the speed of trains has to
be reduced a yellow speed-plate s,peed Plate where
showing, in black numerals, the Ap,pIicable
maximum permissible speed over the
affected portion of track, is affixed
centrally below the black painted plate.
The purpose of the gang board is to
indicate to Drivers that workmen are on or
near the track and:
(a) when displayed without a speed plate, the
normal speeds over the track have not been
reduced or that workmen are on or near
track but the normal train speeds over the track
have not been reduced or,
(b) that a speed restriction in accordance with the speed plate shown
has been imposed on the track ahead.

100
 (2) Gang boards are used by Platelayers only during normal daytime working
hours and must always be placed on the right hand side of the track as seen by Drivers of
approaching trains and for the purpose of this regulation double line sections are to be
regarded as being subject to bi-directional train movements. The gang boards must be
positioned so that they are clearly visible at a distance of 500 metres, or further
according to the configuration of the line, from each end of the affected portion of
track, except when full protection, in accordance with T.W.R. 373 (2), is imposed when
they must be placed 500metres, or further according to the configuration of the track,
outside the red banners. The reverse side of gang boards as seen by Drivers on their left
will demarcate the limit of the affected area.

(3) Gang boards are used when workmen are on or near the track and the
following must be strictly observed:-

166 Section E.44

(a) When visibility is restricted and approaching trains cannot be clearly

seen, a gang board is exhibited without a speed plate to indicate
that the line ahead is safe for normal speed. The Driver must sound
the locomotive warning device continuously from the gang board
until the workmen are passed.
(See T.W.R. 53 and 372 (2) (b).)
(b) When the Platelayer considers that the condition of the track is
unsafe for the passage of trains at normal speed he must exhibit
gang boards with speed plates showing the maximum permissible
speed and Drivers must reduce their speed accordingly over the
affected portion of track.
(c) When full protection is required, in accordance with T.W.R. 373 (2),
gang boards with 10km/h speed plates must be exhibited 500 metres
outside the red banners, or further according to the configuration of
the track, and Drivers must be prepared to stop if required.
(d) The Driver must sound the locomotive warning device continuously
from the gang board with or without a speed plate until the
workmen are passed.
NOTE: Gang boards must not be used to protect self propelled track maintenance
machines. (See T. w.R. 340 (6).

(4) When noisy equipment is being used on or near the track, full protection
must be afforded at all times.

166 . PORTABLESPEEDRESTRICTIONBOARDS.

(1) A portable speed restriction board bears numerals indicating the maximum
permissible speed to be observed, in black letters on a yellow background, thus:-

101
 CAUTION

Reflective Lamp -+ I: ~
Yellow stri,) Braket

During the night, when not painted with reflective material, a yellow light is displayed
on the board.

(2) These boards are used when it is necessary to introduce a speed restriction
for a period longer than normal daytime working hours. (See T.W.R. 76). ~

(3) A portable speed restriction board must be placed:-

166-167 Section E.45

(a) On single line sections, on the right hand side of the line in both
direction, not less than 500 metres, or further according to the
configuration of the track, for the points from which the caution is
to be observed and in such a position as to be clearly seen by Drivers
of approaching trains.
(b) On double line sections, on the right hand side of the line affected,
not less than 500 metres from the point from which the caution is to
be observed and in such a position as to be clearly seen by Drivers of
approaching trains.

(4) (a) The points at which the speed restriction commences and terminates
must be indicated by boards painted yellow bearing the letters "C" and "T"
in black, thus:-

(b) Both "C" and "T" boards must be painted in reflective material to
enable them to be clearly seen by night as well as by day.
(c) A "C" board must be situated:-
(i) On single line sections on the right hand side of the line in
both directions at the point where the restricted speed is to
take effect.
(ii) On double line sections on the right hand side of the line at
the point where the restricted speed is to take effect.
(d) The "T" board must be situated:-
(i) On single line sections on the left hand side of the line in both
directions at the point where the restricted speed is no longer
required.

102
 (ii) On double line sections on the right hand side of the line at
the point where the restricted speed is no longer required.
(e) "C" and "T" boards must not be used in conjunction with relay area
boards, but must be used in conjunction with any portable speed restriction boards used
in accordance with regulation 167 (4) (a).

167. RELAYINGAREA BOARDS.

(1) (a) A relaying area board is a fishtailed board mounted in the horizontal
position on a pedestal, thus: - .

Yellow background
Yellow lights with black figures

~bS;: OR

Reflective yellow strill

167-168 Section E.46

Theseboardsare used to demarcate an area within which relaying operations are in progressand
the speedto be observed when entering such an area, e.g. 40km/h, is shownin the centre of the
board.
(b) These boards may be painted in reflective material enabling them to be
clearly seen by day or by night, or where reflective material is not used, two yellow lights must
be displayed on the board during the night.
(2) These boards must be placed:-
(a) On single line sections, on the right hand side of the line, in both
directions, and in such a position as to be clearly seen by Drivers of
approaching trains.
b) On double line sections, on the right hand side of the line affected and in
such a position as to be clearly seen by Drivers of approachingtrains.
(3) The termination of such relaying area must be indicated:-
(a) On a single line section by the reverse side of the relaying area board
which is painted white or displays a reflective yellow cross on a grey
background, erected to mark the commencement of the relaying area for
trains approachingfrom the opposite direction.
(b) On double line sections by a relaying area board displaying a broad
diagonal stripe, or displaying a reflective yellow cross on a grey
background, thus:-

and placed on the right hand side of the line affected in such a
position as to be clearly seen by Drivers of approaching trains.

103
 (4) (a) Further reductions in speed which are necessary over actual
sections under repair inside the relaying area, will be shown by the
portable speed restriction boards described in regulation 166.
(b) When portable speed restriction boards are used in conjunction with
relaying area boards, they must be places as follows:-
(i) On single line sections, on the right hand side of the line in
both directions, not less than 500 metres from the points from
which the caution is to be observed and in such a position as
to be clearly seen by Drivers of approaching trains.
(ii) On double line sections, on the right hand side of the line
affected, not less than 500 metres from the point from which
the caution is to be observed and in such a position as to be
clearly seen by Drivers of approaching trains.
(c) the termination of the further speed restriction must be indicated by
the ItT" board erected in accordance with regulation 166 (4) (e).

168. VOID.

169 Section E.47

169. HAND SIGNALS.

(1) Hand signals must be given by means of coloured flags or by the arms and
hands, during the day, and with lamps at night. They must be given in such a manner as
will enable them to be clearly seen and readily understood. Except as otherwise
provided for in the regulations, a hand signal lamp or flag when used as a signal must
always be held in the hand.

(2) "Danger" or "Stop" signal.

By day: A red flag or if a red flag is not available
both arms held above the shoulders thus:-
By Night: A red light.

(3) ItAI! Right" signal.

By Day: A green flag, or if a green flag is not available,
one arm held above the head at an arm held above the
head at an angle of 45 degrees thus:-
By Night: A green light held steadily.

(4) Hand signals for Shunting Movements

(a) Move away from person signalling.
By Day: One arm held above the head at
at an angle of 45 degrees thus:-
By Night: White light waved slowly up
and down by full sweep of the arm.

(b) Move towards person signaling.

By Day: One or both arms waved
from side across the body thus:-
By Night: White light waved slowly
across the body.

104
 (c) Move slowly away from person signalling,
or "Ease Off" signal.
By Day: One arm pointed forward,
moved in a circular manner away from
the body thus:-
By Night: Whttettght jerked quickly and
slightly up and down by the action of the wrist.

(d) Move slowly towards person sighalling .,

.•..•.
and / or "Coupling" signal. ,
\

By Day: Both arms moved from the

horizontal position to above the head and
the hands brought together in a clapping
motion thus:-
By Night: Green light waved quickly from
side to side by the action of the wrist.

169 Section E.49

(e) "Kicking off" signal.

By Day: One arm bent in vertical position
with hand closed, moved rapidly from side to side thus:-
By Night: White light given circular movements in
front of the body.

(f) "Destroy vacuum" signal.

By Day: One arm bent, with hand closed,
moved up and down thus:-
By Night: Red light jerked up and down by the action
of the wrist.

(5) Hand signals for train movements.

(a) Passenger Train may depart from station. Hand signal
to Guard.
By Day: A white flag held at arm's length thus:-
By Night: A white light held steadily above the head.

(b) Right-away hand signal.

By Day: A green flag held at arm's length above the
head and waved slowly up and down thus:-
By Night: A green light held at arm's length above
the head and waved slowly up and down.

(c) Guard's right-away hand signal.

(Indicates to Driver that the train is complete
and has passed over the last set of points safely).
By Day: Green fag exhibited from the
van and waved slowly up and down.
By Night: Green light exhibited from

105
 the van and waved slowly up and down.

(d) Train may enter station or siding.

By Day: A green flag held steadily and exhibited
from the place required by the regulations.
By Night: A green light held steadily and exhibited
from place required by the regulations.

(6) Hand signal for brake test.

The signal "release brakes" is given by moving one arm up
and down in an arch from horizontal position to the head thus:-
By Night: A red light in the same manner as during the day

170-172 Section E.50

DETONATOR SIGNALS.

170. USE OF DETONATOR SIGNALS

(1) Detonators must be used only to indicate danger as and when required by
regulations.
(2) An employee whose duties may require him to use detonators for signalling
purposes, must have sufficient on hand for immediate use and, when not in use, these
must be securely locked up to prevent misuse. Detonators must be carefully handled
and kept dry.
(3) When it is necessary to use detonators on curves, they must be placed on
the lower rail.
(4) Detonators used in addition to hand signals, must be placed outside the
area protected by the hand signals.

171. OBSERVANCE OF DETONATOR SIGNALS.

(1) Immediately upon the explosion of one or more detonators, a Driver must
stop his train.
(2) After stopping, if a hand signal is displayed, the Driver must act in
accordance therewith. If no hand signal is displayed, the Driver, provided he sees the
line ahead is clear, may proceed cautiously until he received a further signal..
(3) When a detonator is exploded near, and before reaching a fixed signal, the
Driver must regard the fixed signal as being at "danger" and he must act accordingly.

172. DESCRIPTION OF PLATELAYER'S SIGNALS.

(1) Platelayers' signals comprise:-

(a) Red and green flags, and red banners for use by day. On double line
sections the banners will display black on the reverse side.
(b) Lamps which may display a red, yellow or green light for use by
night.
(c) Detonators.

106
 (2) A red flag or red light, either held in the hand or a red banner placed
alongside or across the line, or the explosion of one or more detonators, is an absolute
"stop" signal.
(3) A yellow light held in hand is a "caution" signal. Upon sighting a
Platelayer's caution signal, Drivers must take immediate action to reduce speed until
signalled to proceed at normal speed.
(4) A green flag ora green light held in the hand and properly displayed is an
"all-right" signal and is used to acknowledge a whistle of an approaching train and to
indicate to the Driver that the train may proceed at normal speed which or at the
maximum speed may be imposed in accordance with TWR 373 (2) (a) (iii).

r> 173-176 Section E.51

TRAIN LIGHTS.

173. HEADLIGHTS.
(1) The leading end of every locomotive, motor trolley or other motor vehicle
on a running line, must carry a headlamp which must be lighted between sunset and
sunrise and during foggy weather, and show a white light forward.

(2) At night a locomotive employed exclusively in shunting operations must

carry, on the front, a light showing a white light forward and on the bunker or tender
end, a white light to the rear. In addition, at both ends a lamp must be carried showing
a red light to each side.
(3) At night, the Driver must dim locomotive headlights:-
(a) When picking up a proceeding authority (after checking that the
route is correctly set).
(b) When standing at facing points until the signal to proceed is
received.
(c) When standing in clear at a crossing place, until the crossing has
been effected.
(d) When entering a Goods Yard (at the discretion of Driver).
(e) When propelling a train.

174. SIDELAMPS.

Every train must carryon the last vehicle two side lamps which must be alight
during the period sunset to sunrise and during foggy weather, showing white lights
forward and red lights to the rear. This does not apply to vanless trains and Company
Liner trains nor to light locomotives and motor trolleys.

175. TRAIN TAIL LAMPS.

Except in the case of Company Liner trains every train must have a tail lamp
properly cleaned and trimmed attached to the last vehicle by day as well as by night.
The tail lamp must be alight between sunset and sunrise and during foggy weather, and

107
show a red light to the rear. Except in the case of Company Liner trains the presence of
this tail lamp, by day and by night, will furnish evidence to intermediate station staff,
Platelayers and others that the train is complete and that no portion has become
detached. The tail lamp must be attached to the locomotive when it is propelling a
train.

176. LOCOMOTIVETAIL LAMPS.

(1) A light locomotive, when on a running line, must carry a tail lamp in the
rear, both by day and by night, except when a portable water tank is coupled to and
hauled by the light locomotive, in which case the tail lamp must be carried on the rear
of the portable tank. When two or more light locomotives are coupled together on a
running line, the rear locomotive only must carry a tail lamp.
(2) A locomotive assisting a train in the rear must carry a tail lamp.

177-189 Section E.53

177. LIGHTING OF SIDEAND TAIL LAMPS.

(1) Side and tail lamps must be lighted before the departure of a train which
commences its journey after sunset. If the train has commenced its journey during
daylight, the lamps must be lighted by the Guard or Driver in the case of a light
locomotive or a train unaccompanied by a Guard, before sunset. The Guard must
frequently examine the side and tail lamps on his train during the journey to see that
they are burning properly and giving a clear light. In the case of a train unaccompanied
by a Guard, the Driver must ensure that the side lamps are working throughout the
journey.
(2) The Guard must see that detachable side and tail lamps are removed from
any other than the last vehicle on the train. In the case of a train unaccompanied by a
Guard, the Driver must ensure that this is done.

178. LEVEL CROSSINGFLASHLIGHT ROADWARNING SIGNALS.

(1) Certain Level Crossings are provided with red aspect flashing light signals to
warn road users of an approaching train and some crossings are also provided with
electrically operated road barriers which are lowered and raised in conjunction with the
lights. These devices are indicated to the train crews by the letter "F" on the Level
Crossing Indicator Board.
(2) When working trains over level crossings, whether fitted or not with these
devices shunting staff and train crews, must always fully comply with the safety
requirements contained in TWR 30 (22), 52 (1) and 53 (2) (b) and (c).
(3) Should an employee notice any defect in these devices a report should be
made at the first opportunity.

179-189. VOID.

108
190-193 Section F.1

SECTION F.

WORKING OF TRAINS OVER SINGLE LINES BY MEANS OF THE CENTRALISED TRAIN

CONTROL SYSTEM.

190. DESCRIPTION OF C.T.C. SYSTEM.

(1) Centralised Train Control is a system of electrically interlocked colour-light
signals and power-operated points, which provides for remote control of train
movements over a section of the Railway.
(2) The control panel is fitted with switches which enable the Operator to
operate all points and signals under his control. Indicators are provided to give the
Operator a visual display of the position of trains and the setting of points and signals
under his control.
EXCEPTION:
Intermediate block signals are not directly controlled from, and do not
display indications on, the control panel.
(3) The signals are automatically illuminated by day and night on occupation of
the appropriate track circuit by a train or vehicle, and are automatically extinguished
when the relevant track circuit ceases to be occupied.
(4) The system provides for absolute block working, viz. only one train may
occupy anyone block section at anyone time.
(5) Telephones providing direct communication with the Operator are normally
installed adjacent to all home signals, all main line points, in station offices, at
electrically released ground frames and intermediate block signals at stations and sidings
in Electrified Sections telephones are provided at the main line facing points only.
(6) A graphical record of train movements is made on a train graph recorder
connected to the control panel.

191. CONTROL OF PANEL AND PRIVACY OF CONTROL OFFICE.

(1) The Operator must not leave the control office at any time during his tour
of duty without first handing over to another fully qualified Operator.

109
 (2) The Operator must not, under any circumstances, permit an unauthorised
person to operate any control switch or button.
(3) The control office must at all times be kept strictly private and admittance
will be allowed only to employees whose duties require their presence therein.

192. SIGNALSCONTROLLED FROM SIGNAL BOX.

At certain stations, the home and inner home signals are controlled and operated
by the Signalman at that station, and trainmen must contact the Signalman in the
circumstances provided for in regulations 113 and 125.

193. SHUNTING AT STATIONS AND SIDINGS.

(1) Before any shunting is commenced, the permission of the Operator must
first be obtained. The anticipated time required must be advised to the Operator

193-194 Section F.2

who will decide when shunting may commence and the time to be allowed. This time
must not be exceeded without the Operator's permission.

(2) The Operator must be notified immediately the time allowed has elapsed
and/or the shunting is completed.
(3) In the event of failure of all means of communication with the Operator, no
shunting is permitted.
(4) At a station or siding not provided with shunt legs, shunting is permitted on
the main line up to, but not beyond, the advanced starting signal.
(5) Storage loop points are padlocked and must be unlocked and operated by
the trainmen. After use, storage loop points must be left properly set and locked for the
crossing loop.
(6) In the case of a train unaccompanied by a Guard, when it becomes
necessary to perform essential shunting at a station or siding, e.g. detachment of a
defective vehicle, the Driver, with the assistance of the Fireman, must carry out the
necessary shunting operations.
(7) In electrified sections, when shunting at certain stations and sidings where
special provision is made for local isolation of the Overhead Catenary Systems
equipment, the procedures for energizing and de-energising at such locations as set out
in Clause 116 of the General Safety Regulations for Working in Electrified Sections must
be strictly complied with.
NOTE:As much advance notice as possible must be given by trainmen to the Operator of sll
known shunting requirements.

194. LOCAL CONTROL OF POWER-OPERATEDAND ELECTRICALLY LOCKED HANO-

OPERATEDPOINTS.
(1) (a) Switchstands are provided at a station or siding to be used for the
local operation of power-operated points during shunting operations.

110
 White Release
Points Li ht
Padlock

Ponts Control
Switch

(b) The Switchstands are mounted on posts as shown above, and are
normally situated adjacent to the points to be controlled.
(c) Before local operation of the points can be undertaken, permission
must first be obtained from the Operator. On permission being
granted, the Guard must operate the switch to correspond with the
movement intended i.e. normal or reverse. It must be clearly
understood that the points are locked by a track circuit and
therefore each shunting movement must draw clear of

194-196 Section F.3

the relative purple light indicator (see regulation 196) before the
points can be operated.
(d) On completion of the shunting operation, the Guard must ensure
that the train is clear inside the starting signal, return the points to
the normal position and thereafter turn the control switch to the
central or "C" position, close and re-lock the switchstand door and
inform the Operator that the shunting is complete.
(e) In the event of the failure of the points apparatus whilst under local
control, the provisions of regulation 197 will apply.
(2) (a) Electrically locked ground frames, where provided at a station or
siding, are used to operate points leading from a controlled line to
an un-controlled line.
(b) Before a ground frame can be operated, permission must first be
obtained from the Operator. On permission being granted, the
Guard must operate the release box switch from the "C" or central
position to the "R" or release position. The Guard can then operate
the points for the movement intended. [See regulation 30 (6) ].
(c) On completion of shunting, the Guard MUST leave the ground frame
points in the normal position, return the release switch to the "C" or
central position, close and lock the release box door and advise the
Operator.
(d) In the case of a train unaccompanied by a Guard, the Driver, with
the assistance of the Fireman, must carry out the duties prescribed
for the Guard.

195. VOID

196. PURPLELIGHT POINTS INDICATORS.

111
 (1) Purple light points indicators are provided for shunting operations at a
station or siding and are fixed below the running signals or are individually ground-
mounted, thus.-

Purple
Purple

(2) These indicators are used when control of the power-operated points has
been transferred by the Operator to the local control of a Guard in charge of shunting
operations, or when shunting is confined to the loop line provided with a shunt leg or
legs.

196-198 Section FA

(3) The display of a purple light indicates that the power operated points
blades are fully home and does not constitute an authority to move until the appropriate
hand-signal has been displayed.
(4) When a purple light fixed below a running signal is displayed, the red
aspect immediately above it will be extinguished. A purple light individually mounted is
provided to indicate the points setting when a shunting movement is to re-enter the
controlled line from the shunt leg and in this case, the purple light is not displayed until
the train is within approximately 30 metres of it.
(5) In the event of failure of any or all purple light indications during shunting
operations, the Guard in charge of the shunting must immediately inform the Operator
of such failure and obtain authority on form GSF7 to complete the shunting operations.
Form GSF 7 together with the appropriate hand-signal authorises movement past the
starting and/or inner home signal irrespective of whether the main aspect of the starting
and/or inner home signal remains extinguished or displays a red light.
(6) In the case of train unaccompanied by a Guard, the Driver, with the
assistance of the Fireman, must carry out the duties prescribed for the Guard.

197. FAILURE OF POWER-OPERATEDPOINTS.

(1) In the event of failure of the points apparatus, immediate contact must be
established between the Guard or Driver and the Operator.
(2) (a) The Operator, provided he is satisfied as to the safety of the
intended movement, may authorise the trainmen, by the issue of
form GSF 2 (the Driver in the case of a light locomotive or a train
unaccompanied by a Guard), to manually operate the points
apparatus which has failed.
(b) If the points which have failed are of the compounded type, the
Operator may authorise the trainmen, by the issue of one form GSF
2, to manually operate both A and b ends of such points.

112
 NOTE: The method of manual operation ofthese points is as described in Clause 21,
Section 111 of the General Appendix.
(3) A separate authority must be obtained from the Operator each time a
set of points is unlocked. Drivers must strictly obey all signal aspects displayed.
(4) Each train crew must operate the points as required for their own train. No
member of the crew of one train may operate the points for the admission or departure
of another train, or reset the' points after the departure of another train from a loop.
(5) When points are being operated by hand, it must be clearly understood that
they are not locked by a track circuit. Trainmen must ensure that the points (both A and
B ends where applicable) are, and remain correctly set for the movement intended.

198. ISSUEOF G.S.F. FORMS

(1) The following procedure must be observed when G.S.F. forms are issued:-
(a) Before transmission, the form must be prepared and checked in
the following manner:-

198 SECTIONF.S

(i) The Operator must prepare the form in ink.

(ii) After having done this, he must then check the form with the
panel indications, information recorded by the automatic
traingraph, the manuscript traingraph, the diary and any other
means that may be indicated by the circumstances. After he
has satisfied himself that the instruction set forth in the form
is safe in every respect and does not conflict with forms
already displayed on the panel the Operator must sign the
form.
(iit) Before a form G.S.F. 1 is issued, the Operator must fully
operate the relative signal and points switches for the
movement intended. The setting of points switches must not
be altered during the movement of a train over the points
concerned.
(iv) The Operator must then transmit the instruction to the
employee concerned by telephone.
(b) G.S.F. Forms 1, 2, 3 and 7.
(i) The Driver and the Guard (Driver and Fireman, if a light
locomotive, or a train unaccompanied by a Guard) must be
present at the telephone to receive the instruction. One
trainman (called the Receiver) must complete the form in
duplicate (a copy each) by carbon process, sign it and then
repeat it in full to the Operator, giving his GSFform number,
name, his staff number, grade, train number and the name of
the place or kilometric distance from which he is speaking.
The Operator will acknowledge the repetition, if correct, by
giving the work "correct" and his name, and will record on his
copy the name and grade of the receiver.
(ii) The other trainman (called the Confirmer) will sign the form
and then repeat the instruction in full to the Operator, giving
his GSFform number, his name and staff number, grade, train
number and the name of the place or kilometric distance from
which he is speaking. The Operator will acknowledge the

113
 confirmation, if correct, by giving the word "correct" and his
name, and will record on his copy the name and grade of the
confirmer.
(Iti) In the case of a train worked by more than one manned
locomotive, the Driver of the second locomotive must be
given sight of the completed form.
(iv) In 'the case of a motor trolley or other motor vehicle, the
Driver, after receiving the instruction by telephone and
completing the form, must sign it, record his staff number and
then repeat it in full to the Operator who will acknowledge it
in accordance with clause (b) (i).
(v) In the case of a track maintenance machine, the Platelayer in
Charge, after receiving the instruction by telephone and
completing the form, must sign it, record his staff number

198- 200 Section F.6

and then repeat it in full to the Operator who will acknowledge it in

accordance with clause (b) (i).
(c) G.S.F. Forms 4, 5, and 6.
The employee concerned must be present at the telephone to
receive the instruction. The employee concerned must complete the
form, sign it, and record his staff number and then repeat it in full
to the Operator giving his name, grade and the name of the place or
kilometric distance from which he is speaking. The Operator will
acknowledge the confirmation, if correct, by giving the word
"correct" and his name, and will record on his copy the name and
grade of the employee concerned.
(2) Should communication fail before the form is completed as required by
clauses (1) (b) and (c) the instruction must not be acted upon.
(3) In communicating and repeating instructions by telephone, the names of
the places appearing in the text of the form must be spelt out.
(4) The issue of forms in accordance with this regulation must be strictly
confined to cases where the Operator is able to communicate direct with the employee
concerned. The communication of such instructions by the Operator and/or transmission
of the confirmation of receipt through a third person, is forbidden.
(5) The issue of such instruction must be strictly confined to the circumstances
of emergency referred to in regulations 92, 125, 196, 197, 205 and as provided for in
regulations 202 and 203. The Operator must personally transmit these instructions,
which must be clearly worded.
(6) Trainmen's copies of all forms issued under this regulation must be
attached to their train journal.
(7) After GSF forms have been issued in accordance with the regulations, the
Operator must display the original form directly above the section of the panel
controlling the portion of the line affected, and the form must remain in that position
until theinstructtons contained therein have been carried out.
(8) Specimens of all the relevant GSF forms are inserted at the end of this
section.

199. TELEPHONESAT STATIONSAND SIDINGS.

114
 (1) The use of telephones must be restricted to conversations to or from the
Operator on matters concerning train working or functioning of e.T.e. apparatus.
(2) Where provided at a station or siding, a siren will be sounded when it is
necessary for trainmen, a Signal employee, Plate layer or any other employee to
communicate with the Operator, and must be acted upon immediately.
(3) After using a e.T.e. telephone it is essential that the person concerned
ensures that the telephone box door is properly closed and held secure by the spring
loaded catch. At places where e.T.e. telephone boxes are fitted with locks, the
telephone box door must be closed and locked after use.

200. FAILURE OF TELEPHONES.

In the event of failure of a telephone at a station or siding, the trainman or

station official who wishes to communicate with the Operator, must try all other

200-201 Section F.7

means of communication. The failure of telephones at stations and sidings must be

reported to the Operator by radio or if no radio available from the first station or siding
at which the train is required to stop and from which communication is possible.

201. RECORDINGAND ADVICE OF TRAIN MOVEMENTS.

(1) Officials in Charge of open stations situated at the end of e. T.e. territory
from where trains continue their journey under a different method of train working,
must keep a Train Movement Book or Train Register, as applicable, in which must be
recorded the arrival and departure times of trains in both directions.
(2) When e. T.e. territory commences at other than a depot station, the
Official in Charge at each station from the depot station (inclusive) to the station at
which the trains enter e.T.e. territory, must advise the Operator by telephone, the
arrival and departure of all trains running towards e.T.e. territory. Any delay that
r- occurs or is expected to occur to such trains at these stations, or at intermediate
sidings, must also be advised to the Operator to enable him to make the best crossing
arrangements.
(3) The Operator must advise the expected time of arrival of each train to the
Operator in control of the adjoining panels and/or to the Official in Charge at the station
at which the train will leave e. T.e. territory, and such advice must be given in ample
time to enable the best train arrangements to be made.
(4) The Operator must graph the movements of all trains as shown by the panel
indications and automatic traingraph recorder. He must ensure that the train
identification numbers are entered on the automatic traingraph.
(5) A Diary must be kept by Operators and the following information must be
recorded therein:-
(a) Brief details of Train Notices received (under the date to which they
refer), accidents, delays to trains or locomotives losing time.
(b) Details of faults in signals, points, telephones, e.T.e. panel, or other
e.T.e. apparatus and to whom reported. (See regulation 211).
(c) Details of unusual features in connection with shunting authorised,
such as the shunting operation not being completed within the
agreed time, or failure to notify the Operator when the shunting has
been completed.

115
 (d) Details of authorisatton issued on forms GSF Nos. 1, 2, 3, 4, 5, 6, 7,
and 8 or other special authorities granted must be entered as soon as
possible after use.
(e) Details of any unusual occurrence not covered by the foregoing.
(f) The proposed movement of Platelayers and Signal employees, as
given at the start of each working day. Any alteration thereto, must
be promptly recorded.
(g) Any other information required by the Area Manager.
(6) Operators must sign on and off in the diary, entering the exact time in each
case. If there is nothing to record, as above, during an Operator's shift he must enter in
the diary "nothing to record" before signing off duty.

202-205 Section F.B

202. BALLAST OR OTHER TRAINS WORKING IN A BLOCK SECTION.

(1) The movement of ballast trains into or out of any block section is at all
times governed by the signal aspects displayed.
(2) Before a train may enter a block section in which it is intended to perform
work, authority must be obtained from the Operator by telephone, and he must be
advised of the time required in the block section additional to the normal running time.
(3) The Operator's authority for a train to work in a block section must be
communicated to the Guard and recorded by him on form GSF 3. Such form must
stipulate which station or siding the train must clear the block section.
(4) Every effort must be made by trainmen to clear the block section by the
time stipulated in the Operator's authority. The time allowed a train in a block section
may be extended at the Operator's discretion, and such extension must be recorded on
the same form as that upon which the authority to work in a block section was written.
(5) A separate authority (form GSF 3) must be obtained from the Operator each
time a ballast train enters a block section in which it is intended to perform work.

203. TRAINS STOPPING IN A BLOCK SECTION.

(1) Before a train may enter a block section in which it is intended to stop,
permission must be obtained from the Operator by telephone, and he must be advised of
the time required in the block section in addition to the normal running time.
(2) If, in the opinion of the Operator, the circumstances require the issue of a
form GSF 3, the provisions of regulation 202 will apply.

204. VOID.

205. CLEARANCE OF FAULTS DURING SIMULTANEOUS FAILURE OF SIGNALS AND

COMMUNICATIONS.

When it is necessary for a Signal employee to travel through one or more block
sections by means of a maintenance vehicle in order to effect the clearance of faults
during a simultaneous failure of signals and communications, the procedure will be as
follows:-
(1) (a) The Operator, having assessed the position of each train in the

116
 area affected by the failure, and having contacted the most suitably
situated Signal employee who is available, will issue authority
in accordance with form GSF 6 for the Signal employee to
proceed through the necessary block sections within the
affected area passing all signals at "danger". Advice of any
preceding or opposing train occupying any of the block
sections concerned will be contained on the form GSF 6
authority. The Signal employee will repeat the contents of
the form GSF6 in full to the Operator .
.

205 Section F.9

The Operator must conform to regulation 210, by using all means

available to prevent irregular entry into the area affected.
(b) Before his vehicle enters any block section within the affected area,
the Signal employee must first ascertain the condition of such block
section by:-
(i) In the case of a track circuited block section, checking the
direction relay and block T.P.R. at the entrance to the block
section.
(ii) In the case of an axle counter block section, by checking the
direction relay and counter motor at the entrance to the block
section.
(c) If, on checking the direction relay and block T.P.R., the Signal
employee finds that the block section is set for an opposing train
movement, he must carry out the provisions of clause (4). If,
however, it is established that the block section is not set for an
opposing train movement, the vehicle may proceed up to the point
of entry into the next block section.
(2) Where the passage of the vehicle is obstructed by a train standing at a
------signal outside a station or siding, the Signal employee will, after first showing his form
GSF6 authority to the Driver of such train, pilot the train clear into the station or siding,
thus enabling his vehicle to pass. The train so piloted must then remain clear within the
station or siding until such time as signals or communications are restored and further
instructions can be received from the Operator.
(3) Except under the provisions of clause (4), the vehicle must not enter a
block section which has been advised to the Signal employee by the Operator as being
occupied by an opposing train, until such train has been brought clear of the block
section in accordance with clause (2). The Signal employee must exercise the necessary
caution when his vehicle is proceeding through a block section occupied by a preceding
train.
(4) If, at the time of issue of the GSF 6 authority, the Operator is unable to
determine which one of a number of block sections is occupied by a particular opposing
train as a result of his having pre-set signals in advance for that train, all the block
sections concerned must be considered occupied.
The Signal employee must not proceed into any such block section until the train
has arrived at the home signal of the station or siding at which the Signal employee is
waiting, or the Signal employee has waited for a period of thirty minutes after the
calculated time of arrival of the train at the station or siding at which the Signal
employee is standing. If the train has not arrived, the Signal employee may proceed into

117
the block section with caution being prepared to stop short of any obstruction. The
calculated time of the arrival as referred to above must be shown on the GSF form 6
authority issued to the Signal employee by the Operator. The Operator will calculate
this arrival time having regard to the position of the train at the time the fault occurred,
the signals pre-selected at that time and the normal running time of the train.
(5) Except to allow for the passage of a train, the vehicle must on no account
be removed from the track tn any of the block sections within the area affected by the
failure until communication with the Operator has first been restored.

205-207 Section F.10

(6) When communication with the Operator has been restored, the Signal employee
will, after consultation with the Operator, advise in accordance with the reverse side of ..-.....
form GSF 6. Any further movement of the vehicle will then be carried out under the
provisions of regulations 92 or 198 whichever is applicable.
(7) Under no circumstances must signals or points in the affected area be
operated by the Operator until the provisions of clause 6 above have been carried out.

206. PERMANENTWAY WORK.

(1) Before commencing any work on the track which is likely to affect the
running of trains or the operation of e.T.e. apparatus, Platelayers must obtain the
permission of the Operator by telephone and inform him of the expected duration of the
work. They must observe the instructions in regard to the time limit, as communicated
by the Operator on GSFform 4.
(2) The Plate layer and Operator must collaborate to advise the Signal
employee of the proposed work as early as possible.
(3) In the event of the work not being completed by the time stipulated, the
Platelayer must again telephone the Operator and obtain an extension of time, which
must be recorded in the space provided on the original GSFform 4.
(4) The completion of permanent way work performed under the conditions
mentioned in clauses (1) (2) and (3) must be notified immediately to the Operator, who
must write the time of completion on the face of the GSFform 4.
(5) A Platelayer who intends to change a rail in a track-circuited section must
give the Operator 24 hours notice whenever possible, and the Operator will then advise
the Signal employee, who must arrange to be present when the work is being carried
out. In cases of emergency, e.g. broken rail, the Plate layer must act in accordance with
clause (1).

207. SIGNAL EMPLOYEESWORKING ON C.T.C. APPARATUSAND SIGNALS.

(1) No person, other than an authorised member of the Signal Engineer's staff,
may adjust or alter, or attempt to adjust or alter, or otherwise interfere with any e. T.e.
apparatus.
(2) Before any Signal employee may undertake work on any points, signals,
track circuits or other e. T.e. apparatus, he must notify the Operator by telephone of the
nature of the work to be performed and the estimated time of completion. If the work
to be undertaken is in any way likely to affect the operation of e. T.e. or to delay trains,
the Signal employee must observe the Operator's instruction in regard to the time limit

118
 as conveyed to him on GSF form 4. Should the work not be completed within the time
stipulated, the Signal employee must obtain an extension of the time limit from the
Operator before continuing with the work.
(3) The completion of work performed under the conditions mentioned in
Clause (2) must be notified immediately to the operator who must write the time of
completion on the face of the GSF form 4.

208-210 Section F.11

208. ARRANGING CROSSINGAND PASSING OF TRAINS.

(1) The Operator must arrange the crossing and/or passing of trains to the best
advantage. He is not bound by the crossings and/or the passings shown in the Working
Time Table or Train Notices, and may alter these at his discretion.
(2) The Operator may, at his discretion, admit a train to effect a crossing
and/ or passing on either the main line or loop line/s at a station or siding, and he may
determine which train is to enter the station or siding first. Trains conveying passengers
should, however, be admitted to the main line, except in special circumstances.
(3) Maintenance vehicles, when proceeding to clear a fault which will cause
delays to trains, must be given priority over all trains.

209. OPERATION OF C.T.e. PANEL SIGNAL SWITCHES.

(1) When, for any reason, it becomes necessary for the Operator to cancel a
proceed authority on a starting and/or advanced starting signal for a train after such
train has passed the home signal at a station or siding, the Operator must personally
obtain from the Driver an assurance that he is aware of the signal/s having been
replaced to "Danger", BEFORE THE PANEL SWITCHES CONTROLLING THE STARTING
r--- AND/OR ADVANCED STARTING SIGNALS AT THE OPPOSITE END OF THE BLOCK SECTION
CONCERNEDMAY BE OPERATED TO DISPLAY A PROCEEDAUTHORITY FOR AN OPPOSING
TRAIN.
(2) Starting and/or advanced starting signals, must not be pre-set for a
following train while the block section ahead is occupied by a motor trolley or other
motor vehicle.
(3) When home, inner home and, where provided, crossing place intermediate
signals have been cleared to show a 'green' aspect for a train to enter the main line and
the train concerned is on the approach track circuit, such aspect must not be altered to
'yellow' or 'red' except in an emergency, in which case the signals must not again be
cleared to display a 'green' aspect until the train has been brought to a stand and the
Driver advised of the reasons therefor.

NOTE: Refer to regulation 198 (1) (a) (iii) for operation olpanel SWItches in connection WIth
. the issue ol"CSFlorm 1.
Refer to regulation 92 (/J) for operation of panel switches in connection WIth tlie
movement oiPower Propelled Maintenance Vehicles.

210. USE OF PANEL REMINDER DEVICES.

119
 When, for any reason, signals or points are not to be operated, the Operator must
make use of all devices available to remind himself of this requirement.

NOTE: It is most important that this regulation be strictly adhered to as non-observance may
result in serious injury to employees.

211-213 Section F. 12

211. REPORTING OF FAULTS.

Faults or irregularities in signals, points, telephones, e. T.e. panel or other e. T.e.

apparatus must be immediately reported to the Signal employee concerned and should
such faults or irregularities result, or be likely to result, in delays to trains, the Train
Control Office must be advised accordingly. The Operator must record all such faults or
irregularities in his diary and these must be processed without delay. In addition the
Operator must report any unusual occurrence on a e.T.e. section on form No. 83:28:1724
which must be distributed as directed thereon.

212. PROCEDURE IN THE EVENT OF ACCIDENTS.

(a) In the event of a suspected signal irregularity or infringement, no points or signals

must be operated for the affected area unless this is necessary for safety reason. The
Operator must immediately advise the Signal employee concerned and the Train Control
Office of the irregularity and carefully record, in the presence of a witness, the time,
panel indications and, where possible, the position of the switches concerned.

All reminder devices available must be used by the Operator until the need
thereof 110 longer exists.
(b) When the track is obstructed due to an accident or any cause other than
that specified in paragraph (a), the Operator must immediately record the
time and position of switches controlling entry into the station, siding, or
block section concerned. In electrified sections, the Operator must contact
the Power Controller and request that the power be switched OFF. He
must then advise the Train Control Office of he incident and arrange for the
position of the switches to be checked as soon as possible by a responsible
official. Until this check has been carried out, no switch movements may
be made except when essential to avoid an accident. After confirmation
has been received that the Signal employee has complied with the
provisions of regulation 213, the relative switches must be returned to
normal and the "start" buttons depressed.
(c) The Operator must record all details of such occurrences in the diary,
promptly advise the Train Control Office and other officials as may be
directed by local instructions.

213. DUTIES OF SIGNAL EMPLOYEES IN THE EVENT OF ACCIDENTS.

120
 A signal employee called out to an accident must make an immediate examination
of all points, signals and electric cables, that may be in any way affected as a result of a
derailment or accident or in the course of re-railing operations, etc., and must acquaint
the Operator with the result of his examination. Thereafter he must act in accordance
with the instructions contained in the Hand Book issued by the Principal Engineer
(Signals) and report to the Operator as necessary.

214-215 Section F. 13

214. PILOT WORKING.

(1) In the event of a simultaneous failure of CT.C signals and communications

~
being likely to continue for a prolonged period, the Area Manager may authorise the
suspension of CT. C and the introduction of Pilot Working in order to clear the section
of trains, and run trains through that section, prior to the introduction of an alternative
method of trains working.
(2) The Area Manager will specify the places between which Pilot Working will
operate and nominate a Pilotman to assume control of all train arrangements.
(3) On receipt of this authority the Station Master concerned will issue a
Pilotman's permit to the employee nominated to act as Pilotman.
(4) On the issue of a Pilotman's permit, the Pilotman named therein will
assume complete control of all train movements between the places defined on the
permit.
(5) The Pilotman must retain the Pilotman's permit during the whole period of
its validity and he must wear a red armlet on his left arm. He is authorised to utilize any
transport available to him in the course of his duties.
(6) The Pilotman will issue such movement orders as he may decide either
verbally or by means of a written Pilotman's ticket on a specially designed form. When
verbal orders are issued for the movement of a train, the Pilotman must present his
r-- permit to the trainmen for perusal and their attention must be directed to the
instructions that appear on the bottom of the permit.
When verbal orders are issued for the movement of a train, the Pilotman must
travel on the locomotive of such train during the whole of its journey over the affected
section.
(7) The method of determining the necessity for the suspension of CT.C and
the introduction of Pilot Working together with detailed instructions and the procedure
to be adopted for the implementation of Pilot Working will be contained in special
instructions to be issued by the Area Manager. The necessary Pilotman's Permit and
Ticket Forms will also be issued by the Area Manager and suitable stocks must be held by
the stations concerned.

215. ALTERNATIVE METHOD OF WORKING IN CTC TERRITORY IN THE EVENT OF

TOTAL FAILURE OF CTC AND TELECOMMUNICATIONS

The alternative method of working will be either paper order or wooden train staff and
the following have to be adhered to, subject to authorisation from the respective Area
Manager.

THE AnENTION OF TRAINMENIS SPECIALLYDIRECTEDTO THE INSTRUCTIONSBELOW:

121
(a) Disregard all Cf'C Signals, except Distance Boards which must be treated as
Warning Boards as defined in Train Working Regulation No. 121.
(b) Where applicable Limit of Shunt Boards must be treated as Limit of Protection
Boards as defined in Train Working Regulation No. 159.
(c) When a train is stopped at any stopping place other than a recognised stopping
place, the provision of Regulation No. 350 must be observed.

215-219 Section F.14

(d) Drivers must ensure that all points are correctly set for the movement intended
and Guards must ensure that all points are returned to normal position after effecting
the required movement.
(e) Advanced starting signals must be treated as LIMIT OF PROTECTION BOARDS.
(f) It is to be expected that when Cf'C Failure occurs that some points will be in the
reverse position and therefore Trainmen are required in such cases to transfer these to
"HAND OPERATION" position and on completion of the intended movement these must
be left set and locked for the Main Line. Under these circumstances it will not be
possible for the "MOTOR" lever to be restored to its normal position.
(g) The maximum speed of train entering Stations and Sidings during the period eTe is
inoperative is 25km/h when entering a main line and 15km/h when taking a turnout from
the mainline.

216-219. VOID.

122
 No. 8091

N.R.Z. G.S.F. 1 Form no.

83:13:8325

AUTHORITY TO PASS SIGNAL AT "DANGER"

From Operator ISignalman (station)

To the Driver of Train/ Maintenance Vehicle No .

at (station or siding)

A FOR USE IN THE EVENT OF FAILURE OF A SIGNAL

After ensuring that all points are correctly set for the movement intended, you are
hereby authorised to pass Signal/s No. Is .
at "Danger" and proceed:- ("Delete whichever inapplicable).

*1. On the main line to Signal No I the clearance indicator at

the forward end of the station.

*2. Into No controlled line to Signal No .

*3. Into the uncontrolled yard.

*4. In accordance with the Train Proceeding Authority in your possession.

REMARKS:.................................•................................................................................................
r-- ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••

.......................................................................Operator ISignalman
.................................................................................................
Driver
................................................................................................
Guard

Date Time .

123
r

No.8091

N.R.Z. G.S.F. 1

AUTHORITY TO· PASS SIGNAL AT "DANGER"

From Opera tor / Signalman : (sta tion)

To the Driver of Train/Maintenance Vehicle No .

at .

B FOR USE IN THE EVENT OF BLOCK DOWN OR OBSTRUCTION ON THE

TRACK DUE TO ENGINE FAILURE, OR OTHER CAUSE

after ensuring that all points are correctly set for the movement intended, you
are hereby authorised to pass Signal No at "Danger" and
proceed cautiously to for the
purpose of ................................................................................•.................................................

and be prepared to stop clear of any obstruction.

*You must clear the Block section at .

(Station or Siding)

NOTE: If on clearing the block-section the home and/or inner home signal/s is/are at "Danger" an
authority to pass them must be obtained from the Operator/ Signalman.

REMARKS:

....................................................................................... Operator /Signalman

..................................................................................................................Driver

........................................................................................................ Guard

Date Time .
* For use in the event of a train being authorised to enter an obstructed block-section.

124
N.R.Z. Form No.
83:13:8363

G.S.·F. 2

AUTHORITY TO MANUALLY
OPERATE POWER POINTS

From: Operator /Signalman Station

To guard and driver of Train/Maintenance Vehicle No .

at Station or Siding.

You are hereby authorised to manually operate running line points

No which have failed.

Remarks:

...............................................................................................................Operator / Signalman

.................................................................................................................Receiving Trainman

...............................................................................................................Confirming Trainman

Date : Time .

125
 Form No.
83:13:8393

N.R.Z.
G.S.F.3
.
AUTHORITY FOR A BALLAST OR OTHER TRAIN TO WORK
IN A BLOCK-SECTION

From Operator /Signalman ; Station

To Guard and Driver of Train No at .

(Station or Siding)

after having received the correct Signals, you are hereby authorised to work in the

*................................................•.....•.•.••..••..•...••......•.............••....••.......................... Block-Section

and you must clear the Block-Section at .

(Station or Siding) by (Time)

...............................................................................................................Operator/ Signalman

....................................................................................................•.............Receiving Trainman

...............................................................................................................Confirming Trainman

Date Time .

EXTENSION OF TIME LIMIT

The time limit for your train to work in the * .

.....................................................................................Block-Section is hereby extended to

........................................................................(Time)

...............................................................................................................Operator/ Signalman

.................................................................................................................Receiving Trainman

................: Confirming Trainman

Date Time .
* Here insert the names of the Station/Siding at each end of the Block-Section
concerned.

126
 N.R.Z.
Form No.
83:13:8424

G.S.F.4
AUTHORITY TO UNDERTAKE WORK ON THE TRACK OR ON APPARATUS WHICH MIGHT
DELAY TRAINS OR AFFECT THE OPERATION OF SIGNALS

From Operator /Signalman (Station)

To Platelayer /Signal employee .

(name)
at (station/ siding/kilometres)

You are hereby authorised to perform work at/on .

(kilometres or signal No.) in* .

block-section between (tim e) and (time)

REMARKS

........................................................................... Operator/ Signalman

.......................................................................... Platelayer /Signal

employee
Date............................................................ Time .
* Here insert the names of the Station/Siding at each end of the Block-Section
concerned.

EXTENSION OF TIME LIMIT

The time limit for completion of the work you were authorised to perform at/on

...........................................................................
is hereby extended to .
(time)

........................................................................ Operator / Signalman

.............................................................................. Platelayer /Signal

employee

Date............................................................. Time .

127
N.R.Z Form No.
83:13:8735

G.S.F. 5

AUTHORITY R:EQUIREDWHEN MAINTENANCE VEHICLE TO BE

REMOVED FROM THE TRACK IN A BLOCK-SECTION

From Operator /Signalman (Station)

To Maintenance Vehicle Driver (name)

on maintenance vehicle

* 1.

NOTE: Report by telephone to the Operafbr /Signalman immediately you have

removed your vehicle from the track and, where applicable, extinguished
the vehicle lights .

.............................................................Operator /Signalman

.............................................................Maintenance Vehicle Driver

Date Time .
-Delete whichever inapplicable.

128
From Maintenance Vehicle Driver {name)

at (station/ siding/kilometres).

To Operator : : (station)

Vehicle No Has been removed from and is clear of the

.
controlled line at (station)
Siding/kilometres) and will not be replaced on a controlled line until a further
authority has been obtained from the Operator/Signalman.

The lights on the vehicle have been extinguished .

......................................................................... Operator /Signalman

..............................................................................................
Maintenance Vehicle Driver

Date Time .

129
 N.R.Z Form No.
83:13:8735

G.S.F. 6

AUTHORITY TO PLACE A MAINTENANCE VEHICLE ON THE TRACK FOR THE PURPOSE

OF FAULT INVESTIGATION DURING SIMULTANEOUS FAILURE OF SIGNALS AND
COMMUNICATIONS

From Operator/Signalman (station)

To signal employee (name)
at. (station/siding).
All signals and communications have failed between .
(station/siding) and (station/siding) this is your
authority to place vehicle No on the track at
............................................................................(statiof:]/siding) and proceed cautiously to
.......................................................................•••.••••.•(statm. /siding) for the purpose of fault
investigation, passing all signals w it: may be a 'Sanger" en route.
Any train which is held at a sig al at "Dang 11' en route, thus obstructing the passage
of your vehicle must be piloteCl clear into he relative station or siding by you and you
must thereafter instruct t e Driver of uch train to remain clear within the station or
siding until further instructions can be received from the Operator/Signalman.
ADVICE OF TRAINS
The following opposing train are at present occupying the block-sections shown:-
Train No. block-section
Train No. block-section
Train No. . In block-section
Train No. ..............................•...................In block-section

The following preceding trains ar at present occupying the block-sections shown:-

Train No. block-section
Train No. block-section
block-section
Train No. . tI1 ••••••••••••••••••••••••••••••••••••••••••••••• block-section

(NOTE: Where there are no opposing or preceding trains to be shown, the

relative section of this advice must be endorsed "NIL') .

......................................................................................................
Operator /Signalman

.......................................................................................................
Signal employee

Date . Time .

From Signal employee (station)

..........................................................................................
(station / siding/ kilometres).
130
To Operator (station)

Communications between and .

having now been restored, I will no longer proceed and work under the provisions of
Form G.S.F. 6 authority.

My vehicle No .

* (a) has been removed from and is clear of the track at

......................................................................(kilometres).

* (b) is standing clear on the loop/main line in

..............................................................(station/siding) .

.......................................................................... Operator /Signalman

..............................................................................................
Maintenance Vehicle Driver

Date Time .
* Delete whichever inapplicable.

131
N.R.Z.
Form No.
83:13:8837

G.S.F.7

AUTHORITY TO SHUNT DURING FAILURE OF PURPLE

LIGHT INDICATIONS

From Operator /Signalman (station)

To Guard and Driver of Train No .

at (station/ siding).

The purple light indications having failed a release has been given, as reported
by you, you are hereby authorised, after ensuring that all points are correctly set for
each and every movement, to shunt at-the UP/DOWN end of

.......................................................................•....................................................
(station/siding)

.........................................................................•.......................................
Operator / Signalman

....................................................................................................................
Receiving Trainman

...............................................................................................................Confirming Trainman

Date Time .

132
220-221 Section G.1

SECTION G.

WORKING OF TRAINS OVER DOUBLE LINES BY MEANS OF CONTROLLED AND

AUTOMATIC COLOUR LIGHT SIGNALS.

220. SYSTEM OF CONTROL.

(1) The signals provided on a double line section are colour-light signals,
either controlled or Automatic. Their indications are as previously described and
their operation and observance are governed by the relevant regulations.

(2) Double lines are controlled by colour-light signal aspects only,

augmented by block bells. The sole purpose of the block bells is to describe the type
of trains in section between adjoining signal boxes.

221. METHOD OF DESPATCHING TRAINS.

(1) Messages are exchanged between adjacent signal boxes or between a

signal box and C.T. C. room by means of bell codes sent by operating the block bell.

(2) A Signalman having a train to dispatch will adopt the following

procedure: -

(a) Call the attention of the Signalman in advance until

acknowledged.

(b) Send "Will you accept" bell code to Signalman in advance who, if
prepared to accept train, must repeat the "Will you accept"
code.

(c) If the train is accepted, the despatching Signalman may then

place his signals at "proceed" for the train to depart.

(d) On departure of the train, the despatching Signalman must sent

the "Train entering section" bell code to the Signalman in
advance, who must acknowledge such code by repeating it.

(e) When the train has arrived at the signal box in advance, the
Signalman there must sent the "Train arrived" bell code to the
Signalman in the rear, who must acknowledge such code by
repeating it.

"This completes the operation.

(3) If a train for which "Will you accept" code has been obtained is likely to
be detained for any cause, the "Will you accept" code previously sent for that train
must be cancelled.

133
222 Section G.2

222. BELL CODES.

The following bell codes will be used in connection with the running of trains
on double line sections:-

See
reg. Beats
225 on
Paragraph Terms Bell Acknowledgement
Attention 1 Repeat.
(1) Will you accept:-
Breakdown train proceeding
to accident or light loco-
motive going to assist a
train. 4-4
Express passenger train 4
Ordinary passenger train or
breakdown train returning
from work. 3-1
Branch passenger train. 1-3
Mixed train. 5
Branch mixed train. 1-2
Company liner train. 4-2-4
If prepared to
Through goods or through accept train, re-
peat. If not pre-
ballast train. 3 pared to accept
Branch through goods or train, 1 beat.
through ballast train 1-4
Light locomotive, coupled
light locomotives, locomo-
tive and van, locomotive and
caboose or motor trolley. 2-3
Branch light locomotive,
coupled light locomotives,
locomotive and van, loco-
motive and caboose or
motor trolley. 1-2-3
Goods, ballast train or
Track maintenance machine
stopping in section. 1-2-2

134
222-223 Section G.3

See
reg. Beats
225 on
Clause Terms' Bell Acknowledgement
(2) Train entering section. 2 Repeat
(3) Locomotive in rear of train. 2-2 Repeat
(4) & (6)
Train arrived or obstruction removed. 2-1 Repeat
(5) Train unusual time in section. 6-2 Repeat
(6) Obstruction danger. 6 Repeat
(7) Cancelling "Will you accept" or
"Train entering section" code. 3-5 Repeat
(8) Blocking back. 3-3 Repeat
(9) Repeat code last sent 4-3 Repeat code last
sent.
(10) Amend. 5-3 Repeat

(11) Stop and examine train. 7 Repeat

(12) Train passed without tail

lamp (to box in advance) 9 Repeat

(12) Train passed without tail

lamp (to box in rear) 4-5 Repeat
(13) Train or vehicles running
away on wrong line. 2-5-5 Repeat

(14) Train or vehicles running

away on right line. 4-5-5 Repeat

(15) Opening of signalbox. 5-5-5 Repeat

(15) Closing of signalbox. 7-5-5 Repeat

(16) Testing bells. 16 4-4-4-4

223. USE OF BLOCK BELLS.

(1) The block bells and telephones must be used exclusively in accordance
with these regulations.

(2) All movements on the block bell tapper key must be made slowly and
distinctly. The pauses in the bell codes must be clearly marked.

(3) The "Attention" code (1 beat) must be given when it is desired to speak
on the telephone.

135
224-225 Section G.4

224. ACKNOWLEDGEMENTOF CODEMESSAGES.

(1) All messages must be acknowledged according to the bell code and must
not be considered as understood until correctly acknowledged.
(2) If permission for a train to approach is not given when the "Will you
accept" code is sent, that code must be repeated at short intervals until it is
correctly acknowledged.

225. DESCRIPTIONOF BELL CODES.

(1) Permission for a train to approach.

(a) If the Signalman in advance is prepared to accept the train
offered, he will repeat the bell code.
(b) If the Signalman in advance is not prepared to give permission for ~
the train to approach his signal box, the code must be replied to
with one beat only.

(2) Train entering section. The "Train entering section" code (2 beats)
must be exchanged immediately on departure of a train from the
despatching signal box.

(3) Locomotive in rear of train. After the "Train entering section" code
has been exchanged for a train which has a locomotive attached in the
rear, the "Locomotive in rear of train" code (2-2) must be sent and
acknowledged, and the "Train arrived" code must not be given until the
Signalman in advance has satisfied himself that the locomotive in the
rear has arrived.

(4) Train arrived. The "Train arrived" code must not be given to the signal
box in the rear until:-
(a) the train complete, with the last vehicle exhibiting tail lamp has
passed the signal box,
or
(b) where the train has arrived but the Signalman is unable to see the
tail lamp, he has ascertained from the Guard (or Driver in the
case of a light locomotive, train not accompanied by a Guard or
motor trolley) whether the train is complete,
or
(c) where the train has arrived and has been shunted clear on to
another line without passing the signal box, the Signalman has
ascertained from the Guard (or Driver in the case of a light
locomotive, train not accompanied by a Guard or motor trolley)
whether the train is complete.

(5) Train unusual time in section. Should an unusual time elapse between
the receipt of the "Train entering section" code and the train coming into sight or
hearing, the Signalman must sent the "Train unusual time in section" code to the
signal box in the rear and must stop the first train proceeding in the opposite
direction, inform the Driver of the circumstances, and instruct him to proceed with
caution.

136
225 Section G.5

(6) Obstruction Danger.

(a) Should it be necessary, owing to an obstruction, to prevent the
approach of a train from the signal box in the rear, the
"Obstruction danger" code must be sent immediately to that
signal box, and the Signalman there must immediately exhibit
danger signals and/or take other steps to prevent a train entering
the section until he has received the "Obstruction removed" code
(2-1), and until a fresh "Will you accept" code has been sent and
acknowledged.
(b) If necessary the Signalman must send the "Obstruction danger"
code in both directions and take steps to stop trains running on
any lines parallel to that which may be obstructed.
(c) The Signalman sending the "Obstruction danger" code must keep
his signals at "Danger".
(d) Should the Signalman receiving the "Obstruction danger" code
stop a train for which "Will you accept" has been obtained, he
must give the "Cancelling" code (3-5).
(e) Should the Signalman receiving he "Obstruction danger" code not
be able to stop the train for which "Will you accept" has been
obtained, he must, instead of acknowledging the "Obstruction
danger" code, at once send the "Vehicles running away on right
line" code (4-5-5). The Signalman receiving that code must
immediately endeavour to stop the train, afterwards
acknowledging the code.
(f) When the running line or lines are again clear, the "Obstruction
removed" code must be exchanged.

(7) Cancelling. The "Cancelling" code must not be used unless the "Will
you accept" code has been accepted or the "Train entering section" code has been
acknowledged by the station ahead.

(8) Blocking back.

(a) If it should be necessary to occupy the line outside an innermost
colour-light signal, the "Blocking back" code (3-3) must be sent to
the Signalman in the rear. The latter must, before acknowledging
it, satisfy himself that he can safely allow the line to be occupied,
and without undue delay to any train requiring to proceed
towards the signal box from which the "Blocking back" code was
received. When the movement has been completed and the
obstruction removed, the "Obstruction removed" code (2-1) must
then be exchanged with the signal box in the rear.
(b) Should the Signalman receiving the "Blocking back" code not be in
a position to accept it, he must not acknowledge the code. Until
the code has been acknowledged the line outside the innermost
colour-light signal must not be occupied.

(9) Repeat code. The "Repeat" code (4-3) must be sent when an indistinct
code has been received and, in acknowledgement, the code last sent must be
repeated.

137
225 Section G.6

(10) Amend code. Should a Signalman send a wrong "Will you accept" code,
he must send the "Amend" code (5-3) which must be acknowledged. The correct
"Will you accept" code must then be sent.

(11) Stop and examine train.

(a) The "Stop and examine train" code (7 beats) must be sent to the
Signalman of the station in advance when anything unusual is
noticed on a train passing a station or signal box. The Signalman
receiving this code must immediately place all signals to
"Danger", have the train examined on its arrival and deal with it
as occasion may demand. He must not allow any train to proceed
in the opposite direction until he has ascertained that such train
can proceed with safety. The Signalman sending the "Stop and
examine train" code must also advise the Signalman at the station
in the rear who must take steps to prevent a following train
leaving the station in the rear until assurance has been received
that the line is safe for the passage of such following train.
(b) The sender of the "Stop and examine train" code must inform the
Signalman on each side of the reason for sending the code
message.
(c) Should any of the Signalmen concerned have reason to believe
that the line has been damaged or obstructed, they must not
allow a train into the section affected until the line has been
examined and they are satisfied that it is safe for the passage of
the train.

(12) Train passed without tail lamp.

(a) Should a Signalman be unable to determine that a passing train is
complete with tail lamp, he must sent the "Train passed without
tail lamp" code (4-5) to the signal box in rear, instead of the
"Train arrived" code. He must also send the "Train passed
without tail lamp" code (9) to the signal box in advance. The first
train going in the opposite direction i.e. towards the station in
the rear, must be stopped, the Driver informed of the
circumstances and instructed to proceed with caution.
(b) The Signalman in advance must stop the train and ascertain if it is
complete. If the train is complete, the "Train arrived" code (2-1)
must be sent to the signal box from which the "Train passed
without tail lamp" code was received, and the Signalman thereat
must, in turn, send the "Train arrived" code to the signal box in
the rear.
(c) If a train should pass a signal box with a side or tail lamp not
lighted when it should be, and the Signalman can see the side or
tail lamps, he must give the "Train arrived" code to the
Signalman in the rear and the "Train passed without tail lamp'
code to the Signalman in advance, advising the latter that the
lamp is not missing but the light is out. The Signalman in advance
must stop the train and make suitable arrangements with the
train crew for the lamp to be lit.

138
225 Section G.7

NOTE: The provisions of paragrapb 12 of this regulation do not apply to Company

Coal Liner trains as such trains are run without a tsil lamp ettechcd to the
last vehicle.

(13) Vehicles running away on wrong line.

(a) Should a train or vehicles run away on the "wrong" line, the
Signalman must at once place all signals to "Danger", and send
the "Vehicles running away on wrong line" code (2-5-5) to the
signal box towards which the train or vehicles are running. He
must not allow a train to proceed on the "right" line in the same
direction as the runaway vehicles until it has been ascertained
that the line is not obstructed.
(b) The Signalman receiving the "Vehicles running away on wrong
line" code must stop any train coming from or going towards the
signal box from which the code was received , and take prompt
action to stop the runaway vehicles or divert them into a siding or
on to the "right" line.
(c) Should the vehicles be diverted on to a "right" line, he must send
the "Vehicles running away on right line", code (4-5-5) to the
signal box towards which the vehicles are running.

(14) Vehicles running away on right line.

(a) Should a train or vehicles run away on the "right" line or enter
the section without authority, the Signalman must at once send
the "Vehicles running away on right line" code (4-5-5) to the
signal box in advance and stop any train coming or going in the
same direction.
(b) The Signalman receiving the "Vehicles running away on right line"
code, must, before acknowledging it, stop any train proceeding in
the opposite direction. He must also clear the line on which the
runaway vehicles are approaching and endeavour to stop or divert
them. If unable to do so, he must promptly give the code to the
next signal box in advance. Should any train be stopped, it must
not be allowed to proceed until it has been ascertained that the
line is not obstructed.

(15) Closing and opening of signal boxes.

(a) Certain signal boxes can be closed as required during the 24
hours. Details of the hours of closing will be as advised by the
Area Manager concerned.
(b) The procedure to be followed in connection with the closing and
opening of a signal box will be as laid down in local instructions.
(c) During the period a signal box is closed all signals normally
operated therefrom will be automatically controlled and the
provisions of regulation 113 (4) will apply.

(16) Testing block bells. The "Testing bell" code (16 beats) must be used to
ascertain whether the bells are in order, and only when a train has not been
signalled. The Signalman receiving it must answer by giving 4-4-4-4 beats.

139
226-228 Section G.8

226. FAILURE OF BLOCK BELLS AND TELEPHONES.

(1) When the block bells fail but the telephones are in working order, train
working must be maintained by means of the telephone.
(2) If telephone 'Communication cannot be obtained, the Driver of the first
train must be instructed to advise the Signalman in advance of the failure.

227. WORKING OF TRAINS DURING FAILURE OF COLOUR-LIGHT SIGNAL GOVERNING

ENTRY TO A DOUBLE LINE SECTION.

(1) In the event of failure of a colour-light signal governing entry to a double

line section, the Signalman, after first exchanging the necessary bell code with the
Signalman at the next signal box/station ahead and being assured that the section is
clear to the next signal in advance, may authorise a train to pass such signal at
"Danger" in accordance with the provisions of regulation 125.
(2) Should the train be held at any of the signals in the section ahead, the
provisions of regulation 114 (2) in the case of automatic signals, or regulation 113 (3)
in the case of controlled signals, must be observed.

228. WORKING OF TRAINS DURING SIMULTANEOUS FAILURE OF COLOUR-LIGHT

SIGNAL GOVERNING ENTRY INTO BLOCK SECTION, BLOCK BELLS AND
TELEPHONES.

In the event of simultaneous failure of a colour-light signal governing entry into

a block section, block bells and telephones between the signal boxes/stations at each
end of a section, the procedure is as follows:-

(1) Section worked under controlled colour-light signalling. Where the

section ahead is worked under controlled colour-light signalling, no train may be
authorised to pass a colour-light signal governing entry into a block section at
"Danger" until such time as communication is restored and the Signalman in advance
can give an assurance that the line is clear to his signal box and agrees to accept the
train. When this has been done, the provisions of regulation 227 will apply.
(2) Section worked under automatic colour-light signalling. Where the
section ahead is worked under automatic colour-light signalling:-
(a) A train may be authorised to pass a colour-light signal governing
entry to a block section at "Danger" in accordance with
regulation 125 (1) provided:-
(i) the section up to the first automatic signal in advance is
shown to be clear on the illuminated diagram in the signal
box,
or
(ii) that when the section up to the first automatic signal in
advance is showing occupied on the illuminated diagram in
the signal box, the despatching Signalman has been assured
that the section is clear to the first automatic signal in
advance and a written instruction is handed to the Driver
to proceed with extreme caution up to the first automatic
signal in advance, being prepared to stop short of any
obstruction.

140
228-229 Section G.9

(b) Should the train be held at any of the signals in the section ahead,
the provisions of regulation 114 (2) in the case of automatic
signals, or regulation 113 in the case of the controlled colour-light
signals situated at the approach to the signal box/station in
advance, must be observed.

229. BALLAST TRAIN WORKING.

(1) Announcing of ballast traihs. Ballast trains requmng to work on a
double line section, whether under automatic or controlled colour-light signalling,
must be announced by a Train Notice in terms of regulation 88.

(2) Procedure for Signalman.

(a) When a ballast train has to work in section, the despatching
Signalman must send the relative "Will you accept" bell code (1-
2-2) to the Signalman in advance, who, if prepared to accept the
ballast train, will repeat this code.
(b) The Signalman despatching a ballast train to work in section must
place a reminder device on the switch of the colour-light signal
controlling entry to the block section, until the "Train arrived"
bell code has been received.

(3) Working on controlled colour-light signalled sections.

(a) Protection of ballast train. When a ballast train is at work on
sections worked under controlled colour-light signalling it will not
be necessary to protect the train, but the provisions of paragraph
(2) (b) must be strictly observed.

(b) Direction of Working. When ballast working is undertaken

between trains, the ballast train must be worked in the "right"
direction only. ("Blocking back" is not permissible in the case of
ballast trains working in section).

(c) Occupation of one of the double lines by ballast train in

emergency.
(i) When, as a result of an accident, or in case of emergency,
it becomes necessary for a ballast train to work on either
an "Up" or a "Down" line for a lengthy period, occupation
of the line required must be arranged between the Area
Manager and District Civil Engineer.
(ii) For the purpose of working trains on the unobstructed line,
pilot working must be introduced in accordance with
regulation 354.
(iii) After pilot working has been introduced and the crossovers
at either end of the section have been protected by
Handsignalmen, the ballast train must be given a written
authority to enter the section. If working on the "right"
line, this authority must be on the form provided to pass
the signal/s governing entry to the block section at
"Danger" .

141
229-239 Section G.10

(iv) If proceeding to work on the "wrong" line, this must be

authorised by means of a separate written authority given
to the trainmen by the Signalman. The Signalman, after
'satisfying himself that points are correctly set for the
ballast train to enter the section, must give the Driver an
"All-right" handsignal from the signal box and the ballast
train must be' handsignalled over the crossover by the
Handsignalman appointed to protect it.
(v) Once having entered the obstructed line, the ballast train
may work uninterruptedly in either direction but must not
proceed beyond the Handsignalman protecting the
crossover roads, without the permission of the Signalman.

(4) Working on automatic colour-light signalled sections.

(a) Protection of ballast train. A ballast train at work in an
automatic colour-light signalled section must be protected in the
rear. (See regulation 350).
(b) Direction of working. A ballast train must on no account set back
in the wrong direction except when in possession of a "Wrong line
order" issued by the Signalman under the provisions of regulation
351 (5).
(c) Occupation of one of the double lines by ballast train in
emergency. On sections worked under automatic colour-light
signalling, the provisions of clause (3) (c) will apply.

230-239. VOID.

142
 Form No.
83:13:8708

N.R.Z. G.S.F.9
COLOUR-LIGHT SIGNALLING SYSTEM
(For use on double line sections)

WRONG LINE ORDER

Authority for a train to travel on "wrong" line in case of accident or other emergency.

To the Driver of train No. _

You are hereby authorised to return with your train on the "wrong" line to this signal
box/Station.

Official in Charge

at Signal box/Station

Date Time issued _

Noted by Driver of train No.

Signature

Noted by Driver of train No.

Signature

Noted by Driver of train No.

Signature

A supply of these forms must be kept in each Signal box/Station or e. T.e. control
room where colour-light signals are in use on Double Line sections and by the Driver of
each train working over such sections.

143
240-242 Section H.1

SECTION H.

WORKING OF TRAINS OVER SINGLE LINES BY MEANS OF THE PAPER ORDER SYSTEM
. USING FACSIMILE MACHINES.

240. TRAIN PROCEEDING ORDERS.

(1) Except where otherwise provided for in these regulations, no train may
leave any station unless the Guard and Driver hold a written authority, in one of the
following forms, which is valid for the section into which the train is required to
proceed. All movements of trains must be strictly in accordance with such orders,
and Guards and Drivers are equally responsible for compliance with the provisions of
the proceeding orders issued to them.
Two train proceeding orders are provided as follows:-
F.B.R. Order (Crossing and Station to Station) Colour Pink
F.e. R. Order (Ballast) or White
(2) The proceeding authority given by these orders is in the form of a
transmitted order from the next open station in advance, but no proceeding order is
valid until it is completed and signed by the Official in Charge at the station at which
the order is issued to the trainmen. Specimens of these train proceeding orders are
inserted at the end of this section.

241. TRAIN MESSAGES.

(1) Two train messages, normally communicated by telephone, are provided

as follows:-
FB Message (Crossing and Station to Station)
FC Message (Ballast)
(2) These messages form the applications for the corresponding train
proceeding orders. Officials in Charge are forbidden to transmit a train proceeding
order except in reply to a train message, or to issue to trainmen any train proceeding
order which has not been obtained by facsimile machine from the Official in Charge at
the other end of the section concerned, except as provided for in regulations 256 and
257.
Specimens of these train messages are inserted at the end of this section .
.
242. PREPARATION OF TRAIN PROCEEDING ORDERS.

(1) When there is a Station Master and a Station Foreman on duty at the
same time, the necessary train messages will normally be communicated and the train
proceeding orders prepared, signed and transmitted by the Station Foreman. The
Official in Charge who signs the train proceeding order is responsible for complying
with these regulations.
(2) FBR Order must only be issued when the train has to proceed to the next
station. The number of crossings to be effected at intermediate sidings must be
inserted on the order, in words, in the place provided, to enable the trainmen to
check for any omissions. If no crossings have to be effected, the word "NIL" must be
shown in the appropriate space.

144
242-243 Section H.2

(3) FCR Order must only be issued when the train has to perform work
within the sectig[) as provided for in regulations 88 and 259. The number of crossings
to be effected alJDtermediate siding must be inserted on this order, in words, in the
place provided, to enable the trainmen to check for any omissions. When no crossings
are to be effected, the word "NIL" must be inserted.
(4) Train proceeding orders must be made out strictly in accordance with
the arrangements made with the next station by means of train messages. The train
proceeding authority must in all cases be transmitted by facsimile machines, except
as provided for in regulations 256 and 257.
(5) All train proceeding orders must be received in triplicate by carbon
process, one copy for the station, the others for the Guard and Driver, (Exception:
See regulations 247 and 252).
(6) No alteration or erasure is allowed in the written portion of train
proceeding orders. Guards and Drivers must not accept orders bearing such
amendments.
(7) The date stamped at the head of the train proceeding orders must show
the date on which the authority was sent by facsimile machine, or in the event of
failure of the facsimile machine, the date on which the authority was received by
telephone, or in the event of a complete failure of facsimile machine and telephone,
the date on which the order was prepared: The date stamped at the foot of the order
must be the date on which the order is actually issued to the trainmen. When the last
arrival and last departure advices to be filled in by the issuing station refer to an
earlier date than the date of issue, the actual date of arrival or departure must be
shown alongside them.

243. ARRANGING AUTHORITY TO ISSUETRAIN PROCEEDING ORDERS.

(1) The Official in Charge of a station having a train to dispatch must, after
having ascertained the position of trains, advise the Official in Charge at the station
in advance of his intentions and both Officials will then exchange all relevant
information which may affect the proposed passage of the train.
(2) Only one copy of the appropriate train message will be compiled by the
Official having the train to dispatch whilst simultaneously the other Official will
compile the train order for transmission. During the compilation of these documents
agreement must be reached which must include the following:-
(a) (i) the last departure to the next station;
(ii) the last arrival from the next station (or the number of the
train which must arrive before departure of the train for
which application is being made);
(tii) the whereabouts of any train which may have entered the
section but is not running through to the next station;
(iv) the reason for any "out of course" crossing which is
proposed or for the omission of any "booked" crossing,
including crossings with conditional trains;
(v) any other information which is necessary to provide for a
safe and expeditious passage of the train.
(b) The names of places appearing in the text of the message must be
spelled out.

145
243 Section H.3

(3) (a) The authorising Official will carefully compare the proposals with
the information in his possession concerning the position of trains and
provided he is satisfied that the arrangements proposed will provide for
the safe and expeditious passage of the train, he will write out the
appropriate order, date stamp it at the top and sign in full in the space
marked "Operator". Thereafter he will transmit it to the Official having
the train to despatch.

(b) The despatching official must, immediately upon recetvmg the

order, cross check the information thereon with the message and
also compare the crossing arrangements with all available
relevant opposing train/s orders before finally completing the
order with the following details:-
(i) the actual time the last preceding train left;
(ii) the actual time the last opposite train arrived;
(iii) time of issue;
(iv) signature and rank of Official in Charge;
(v) date stamp the bottom of the order.

(c) When a ballast train (including a through ballast train) or an

unannounced motor trolley is the last train to depart to the next
station, the time of departure of the last ordinary train must be
shown in addition.

(d) When a ballast train (including a through ballast train) or an

unannounced motor trolley is the last train to arrive from the next
station, the time of arrival of the last ordinary train must be
shown in addition.
NOTE: A train which is not proceeding through the section to the next
station or which has not come through the section Irom the next station,
must not be shown as the "Last preceding train" or the "Lest opposite
'tmm".

(4) Officials in Charge when exchanging the train messages required by

these regulations, must do so as nearly to the time the trains are due as is consistent
with the avoidance of delay and the requirements of each case.

(5) The following abbreviations may be used in preparing train messages and
train proceeding orders.-

(a) The station telegraphic codes may be used and it is not necessary
to add "S.M." e.g. instead of writing "S.M. Plumtree to S.M.
Marula" "PL T to MR" is sufficient. In all other cases the names of
stations and sidings must be written in full.
(b) Trains may be described as follows:-
"105" for "No.1 05 down".
"Ballast" for "Ballast Train".
"Through Ballast" for "Through Ballast Train".

(c) "ARRL" may be used for "ARRIVAL" and

"DEP for DEPARTURE".

146
 243-244 Section H.4

(d) The following abbreviations must be used on aLLparts of the train

message and train orders.
U.M.T. for UNANNOUNCEDMOTOR TROLLEY
T.B.T for THROUGH BALLAST TRAIN
(e) No other abbreviations are allowed to be used in train messages
and train proceeding orders, except that when completing the order in
accordance with clause (3), the abbrevtations SM, RSM, SF, RSF, may be used
for Station Master, Relief Station Master, Station Foreman and Relief Station
Foreman respectively, to indicate the rank of the Official in Charge.

(6) Place names appearing in the body of train messages and proceeding
orders must be printed in capital letters.

(7) In the event of failure of the facsimile machine prior to the order being
received, the order must be passed by telephone in accordance with regulation 256.

(8) When it becomes necessary for any reason to alter train proceeding
arrangements, whether complete or incomplete, the change must be effected by the
exchange of "FE and FER Cancellation Messages" and by beginning afresh. Before
fresh arrangements are made, aLLcopies of train messages and train proceeding orders
relating to the previous arrangements must be collected and the word "CANCELLED"
boldly written across the face of the documents and initialed by the Official in
Charge, as a safeguard against misuse. The cancellation must be confirmed in the
fresh train messages and train proce ing orders in the following forms.
A

Train Message:
"My (FB or FC) No .
and your (FBR or FCR) No .
canceLLed"
Train Proceeding Order:
"your (FB or FC) No .
and my (FBR or FCR) No .
canceLLed"

Specimens of "Cancellation Messages" (FE and FER) are inserted at the end of
this section.

244. INCOMING TRAINS NOT HAVING ARRIVED.

(1) When an incoming train has not arrived at the time when the train
messages and train proceeding orders are being exchanged for an opposing train, the
words "Last ArrivaL " on the train message and "Last
arrival. correct" on the train proceeding order must be deleted. The train
message must then read:-
. "LAST DEPARTURE .
AFTER ARRIVAL OF AT (STATION)"
etc., and the train proceeding order must then read:-
"LAST DEPARTURE Correct at. .
AFTER ARRIVAL OF AT (STATION)"
etc.

147
 244-246 Section H.5

Space is provided on the train message and train proceeding order to enable
this to be done.
Exception: Messages and orders must not be exchanged in terms of clause (1) until any
incoming train which was not-arranged to traverse the section, has ectuslly srrived.
(2) It is strictly prohibited for train orders to be handed to trainmen until
the last opposing train, complete, is actually within the clearance indicators.

245. TRAINS FOLLOWING IN THE SAME DIRECTION.

Irrespective of any signal which may be displayed, the Driver and Guard are
equally responsible for not leaving a station until the proper interval has elapsed
since the departure of the preceding train as recorded on their train proceeding order
(See regulation 73).

246. CROSSINGOF TRAINS.

(1) Officials in Charge at stations are the only persons authorised to alter
the crossing places of trains laid down in the current Working Time Table or Train
Notices.
(2) Suitable crossing places to be arranged.
(a) Crossings at the most suitable crossing places for all opposing
trains which will be in the section at the same time as a train to
which a proceeding order is being issued, must be provided for by
the Officials in Charge at both ends of the section concerned.
Complete agreement between the two stations must be reached,
and the same crossings must be shown in the train message and
the train proceeding order. Separate train arrangements must be
made for every train entering the section.
(b) It must be understood that once a crossing has been arranged in
connection with the authority for one of the trains to enter the
'section, the opposing train must hold an authority to cross that
train at the same crossing place.
(c) For the application of this clause to cases in which trains have
exchanged orders, see regulation 249 (7).

(3) Crossing, together with passing, not to be arranged at the same

siding:
Officials in Charge must not arrange for a crossing to take place at a siding at
which either of the trains effecting the crossing are also involved in a passing at that
siding.

(4) Crossing between more than two trains at one siding.

When arrangements are made for a train (excluding a ballast train) to cross two
or more trains (excluding a ballast train) at the same siding, a statement "Stop at the
facing' points of siding" must appear on the orders of the
second and subsequent trains. (See regulation 73 (3) ).

(5) Out of Course Crossing.

(a) When a train is arranged to run beyond its booked crossing place
without effecting the crossing owing to late or before time

148
246 Section H.6

running, its period of late or before time running and the period
of late or before time running of the opposing train, must be
shown in hours and minutes on the train message and also on the
train proceeding order in the space provided. Such a train must
be considered as running "out of course" until the deferred
crossing has been effected. Information of the late or before
time running must be inserted on every order issued to a train
while it is running "out of course".
(b) When a train is arranged to run beyond its booked crossing place
without effecting the crossing owing to the cancellation of the
train it is booked to cross, information stating that the opposing
train is "cancelled" must be inserted on the train message and
also on the train proceeding order in the space provided. This
information must be inserted only on the train message and train
proceeding order applicable to the section in which the crossing is
booked to take place.
(c) When a train is arranged to run beyond its booked crossing place
without effecting the crossing owing to the train it is booked to
cross being a "Conditional train" which is not running, information
stating that the opposing train is not running must be inserted on
the train message and also on the train proceeding order in the
space provided. This information must be inserted only on the
train message and the train proceeding order applicable to the
section in which the crossing is booked to take place.
(d) When a train is running through a section in which a Ballast train
is announced to work, and an out-of-course crossing with the
Ballast train has been arranged, the reason for such an out-of-
course crossing may, if it is appropriate, be shown as "Ballast
requirements" in the space provided on the messages and also on
the train proceeding order.
(e) Guards and Drivers must refuse to accept a train proceeding
authority which does not conform with the requirements
prescribed for out-of-course crossing arrangements set out in
paragraphs (a) to (d) above.

(6) Crossings at stations not shown on proceeding orders.

Only crossings at intermediate crossing places are to be shown on the train
proceeding orders, but Guards and Drivers of trains booked to cross trains at stations
must satisfy themselves that such crossings are duly effected at the proper stations or
provided for elsewhere before proceeding.
NOTE: Guards and Drivers WIll render themselves liable to dismissal [or proceeding
beyond a booked crossing place without crossing: Unless their order is suitably
inscribed in the manner Isid down in clause (5) or except as provided for in
regulations 9~ 250, 251and 357.

149
247-248 Section H.7

247. ASSISTING LOCOMOTIVES PROCEEDING TO THE NEXT OPEN STATION.

When there is a manned assisting locomotive on a train proceeding to the next

open station, train proceeding orders must be issued in triplicate, each Driver and the
Guard receiving a copy. '
Where a train is worked by more than one manned locomotive, Officials in
Charge must advise the station ahead.

248. BANKING LOCOMOTIVES NOT PROCEEDING TO THE NEXT OPEN STATION.

(1) When a banking locomotive does not proceed with the train to an open
station, the following addition must be made to the message and order to be
exchanged for the train assisted:-
Train Message:

"B an kilng l ocomo tttve lS aSS1S

istimg N 0••••••••.......•..••...•.•..••.•..•.•................................•

train to kilometres and returning to this station".

Train Proceeding Order:

"Banking locomotive assisting No .

train to kilometres and returning to your station

noted" .

(2) The Official in Charge at the station from which the banking locomotive
will proceed must issue a manuscript order to the Driver thereof authorising him to
return to that station, and such Official in Charge must not issue a proceeding order
for any other locomotive or train to enter the section from that station until after the
return of the bankihg locomotive and the return to him of the manuscript order held
by the Driver of the banking locomotive.

The manuscript order to be issued to the banking locomotive must read as

follows:-

............................................................
Station
........................................................ 20 .
To Driver of locomotive No banking train
No .

You are hereby authorised to proceed to .

kilometres banking train No Line

will be kept clear until you return to this station.

Official in Charge

150
 248-249 Section H.8

(3) The Driver of the banking locomotive must, immediately upon his return
to the station, deliver the order held by him to the Official in Charge, who must file
such order for reference ..

249. ONE TRAIN PASSINGANOTHER.

(1) When the passing of a train' is booked or is arranged between Officials
in Charge, to be effected at an intermediate siding.
(a) When a train is booked to pass another train at an intermediate
siding, or when the Official in Charge of a station decides to
arrange this owing to trains not maintaining scheduled running
times, such passing must be clearly shown in the train messages
and proceeding orders exchanged for each train, e.g. -
"No MUST BE PASSEDBY No AT SIDING"
"No MUST PASSNo AT SIDING"
Note: Such passing must not be arranged If a crossing is also to take place at the siding
[See regulation 246 (3) }.

(b) In the event of the preceding train losing time in section and the
following train overtaking it at an intermediate siding short of the
passing place shown in the proceeding orders, the passing may be
effected at such siding short of the arranged passing place
without the exchange of orders between the trainmen, provided
that no crossing has to be made by either train between that
siding and the original passing place shown in the orders. In these
circumstances, the Guard and Driver of each train must write on
the face of the proceeding order held by the Guard and Driver
respectively of the other train:-

-- "No

ldi
sicmg , t ead
Ins 0f at
train passed No

SIidimg "
train at .

This statement must be signed by the trainmen.

(2) When, owing to a train losing time in section, the trainmen decide to
allow a following train to pass it at an intermediate siding.
When a train is losing time or is partially disabled and the trainmen decide to
allow a following train to pass it at an intermediate siding, the proceeding orders of
the two trains must be exchanged, but before doing so, the Guards and Drivers
thereof must write on the face of ~r orders "Handed to Guard (or Driver) of
N0 .••......•••...•..••.•....••.•.••.••..•••.••.••.
train' at SIldtnz"
mg ,an d sIgn
st
these statements. The Guard and Driver of a train which passes another in these
circumstances, must show their "Advice of trains' form to the Guard and Driver of the
train to be passed and advise them details of any special or conditional trains which
may be following at short interval. In addition, if telephone communication can be
established, the Guard of the train which has been passed must advise the station in
advance of the passing.

151
249 Section H.9

(3) When, owing to a train losing time, or being disabled, an Official in

Charge decides to arrange for a following train to pass it at a station.
(a) (i) When a train is losing time or is partially disabled, and it is
decided by an Official in Charge to hold such tr:ain at his
station to allow a following train to pass it, crossings at
intermediate sidings having been previously arranged and
the opposing train or trains having entered the section
concerned, the proceeding orders of the train to be passed
must be inscribed as provided for in clause (2) by the
Official in Charge and handed to the trainmen of the train
effecting the passing.
(ii) The proceeding orders of the next train to enter the
section under the provisions of this regulation must show
the train number as being that of the preceding train and
they must be similarly inscribed by the Official in Charge.
Every care must be exercised by the Official in Charge at
both stations to ensure that the crossing places correspond
in every respect with the opposing train or trains.
(iii) The Official in Charge must act similarly in the case of a
completely disabled train brought to a station, except that
all orders must be withheld from it.
(b) When the passing of one train by another is effected at a station
under the circumstances provided for herein, the Official in
Charge thereat must immediately advise the Official in Charge at
the other end of the section concerned of the occurrence.

(4) Trains exchanging orders to retain original numbers.

Trains exchanging proceeding orders under the provisions of these regulations
must retain their original numbers.

(5) Rule of Road applicable to trains which exchange proceeding orders.

Trains exchanging proceeding orders under the provisions of these
regulations must, when effecting crossings at intermediate sidings, enter the crossing
place on the line applicable to the class of train appearing on the order held [see
regulation 85 (1) ], e.g. a passenger train having passed, and exchanged orders with a
goods train, must when effecting a crossing at an intermediate siding while
proceeding on the orders of the goods train, enter the crossing place on the line to
which a goods train is entitled, and the goods train must observe the line priority
accorded to a passenger train while proceeding on the orders of the passenger train
which passed it.

(6) Exchange of proceeding orders between trains worked by a different

number of locomotives.
When the exchange of proceeding orders is effected under the provisions
of these regulations between a train worked by two manned locomotives and a train
worked by one locomotive, the Driver of the latter train must obtain and retain the
proceeding orders held by both Drivers of the other train. The Driver of the leading
locomotive of the double-headed train must retain the proceeding order received
from the other train after showing it to' the Driver of the second locomotive, who
must sign it.

152
 249-250 Section H.1 0

(7) The diagram below illustrates the procedure to be followed when

train proceeding orders are exchanged.
A STATION

(b) Siding

(c) Siding

(d) Siding

E STATION

539 31
(a) No. 36 holds a train proceeding order to cross No. 31 at siding (b).
(b) No. 31 is seriously delayed and it is decided to hold it at station
"A" and allow No. 539 to precede it. Station "A" must inform
station "E" of this decision.
(c) As No. 36 is in section, No. 539 must be despatched on the orders
of No. 31 which must provide for a crossing with No. 36 at siding
(b) and No. 54 at siding (d).
(d) The arrangements for No. 54 must provide for a crossing with No.
31 at siding (d) and No. 539 at siding (c).
(e) No. 539 must be recorded in the Train Movement Book at station
"E" as No. 539, although it has come through section on the
orders for No. 31. The train message and the train proceeding
orders for No. 6 must show No. 539 as the "last arrival" and
provide for a crossing with No. 539 at siding (d), with the
following statement:- No. 31 on orders of No. 539".
(f) The train proceeding orders for No. 539 must be inscribed with
the following statement:- "No. 539 on orders of No.31".

250. TRAIN WAITING AT AN INTERMEDIATE SIDING TO CROSSA DELAYED TRAIN.

(1) When a train has arrived at an intermediate siding to cross another train
and such opposing train has not entered the section, the waiting train may be
advanced as provided hereunder.

(a) If the waiting train holds a "FBR" order it may be advanced to

make the crossing with the delayed train at another siding in
section or at the next station, but it must not be advanced
beyond any place at which another crossing is to be effected.
(b) If the waiting train holds a "FCR" order it may be advanced only
to a station. In no circumstances may a train holding a "FCR"
order have a crossing changed from one siding to another.
(2) The above arrangements are subject entirely to mutual agreement
between the officials at both ends of the section, expressed by the exchange of "FO
and FORAdvanced Crossing Message/Order".

153
250-251 Section H.11

(3) The "Advanced Crossing Order" may be communicated by the Official in

Charge at the station in advance to the waiting train, as provided for in regulation 93,
and must be acted upon by the trainmen.
(4) Where communication is not available with the waiting train, a
responsible employee may convey to the trainmen thereof, the order specified in
clause (3) or, if a rail motor vehicle or locomotive be available, it may be run to
effect the crossing and return following the waiting train provided the line is clear of
opposing trains up to the siding where the waiting train is standing. In these
circumstances, proper arrangements must be made with the station at the other end
of the section for such running.
(5) An "Advanced Crossing Order" issued in accordance with this regulation
only alters the crossing mentioned therein. All other provisions of the original
proceeding order remain unaltered.
(6) Specimens of "Advanced Crossing Messages/Order" are inserted at the
end of this section.
(7) When a train holding a crossing with an Unannounced Motor Trolley is
advanced for any cause the reason must be shown as "UMT Requirements".

251. TRAIN WAITING AT AN INTERMEDIATE SIDING TO CROSSA TRAIN WHICH HAS

BEEN CANCELLED.
(1) When a train has been issued with, and proceeds into section on an
order which provides for it to cross another train at an intermediate siding, and such
opposing train is subsequently cancelled, the Official in Charge at the station in
advance must obtain the agreement of the Official in Charge at the other end of the
section for the train to proceed beyond the arranged crossing place without effecting
the crossing with the cancelled train.
(2) (a) The Official in Charge at the station in advance must then write
out a manuscript "Cancelled Crossing Order" in the following
form:-
From Station Master .
To Guard and Driver of No train
.at .
The crossing of your train with No .
at.. Is hereby cancelled owing to No .
being cancelled between and
...................................by Train Notice No a copy of
which has been transmitted to you.
* Your crossing/s with
No at .
and
No at .
remain/s unaltered.
Proceed accordingly .
.................................................Official in Charge Rank

Signature of Guard .
Signature of Driver .
Date Time sent .
* This portion for inclusion only in the even of the train concerned holding
an order to etlec: subsequent crossings.

154
 251-253 Section H.12

(b) A copy of the Train Notice cancelling the train which was to have
been crossed must then be transmitted by telephone to the
trainmen of the waiting train. Thereafter the "Cancelled Crossing
Order" may be communicated by the Official in Charge at the
statiorr in advance to the waiting train, as provided for in
regulation 93, and must be acted upon by the trainmen.
(3) Where communication is not available with the waiting train, a
responsible employee may convey the order specified in clause (2) to the waiting train
or, if the line is clear of other opposing trains and a rail motor vehicle or locomotive
is available, such motor vehicle or locomotive may run to effect the crossing and
return following the waiting train, formal arrangements being made with the station
at the other end of the section for such working.
(4) A "Cancelled Crossing Order" issued in accordance with this regulation,
only cancels the crossing mentioned therein. ALLother provisions of the original
proceeding order remain unaltered.

252. ISSUEOF TRAIN PROCEEDINGORDERTO TRAINMEN.

Train proceeding orders, when properly filled in and signed by the issuing
Official in Charge, must be handed by the Station Official to the trainmen (one
copy to the Guard and another to each Driver). At depot stations the Station
Official may hand aLLcopies to the Guard whose duty it will be to hand the
Driver his copy. It is not necessary for receipts to be obtained for these orders,
but every Guard and Driver must see that he is in possession of a proper order
before starting his train from a station.

253. GUARDSAND DRIVERSTO CHECKTRAIN PROCEEDINGORDERS.

(1) Guards and Drivers must carefully check the proceeding orders issued to
them with the Working Time Table and Train Notices and satisfy themselves
that aLLcrossings are properly provided for. They must refuse to accept an
order authorising them to proceed beyond a booked crossing place without
effecting such crossing, unless their proceeding order includes a satisfactory
explanation of the alteration in crossing. This explanation should state
"No hours/minutes late" or "No hours/minutes
late" before time" (e.g. 2 hours 40 minutes to be shown as 02h40 late, and 40
late to be shown as 00h40late, or before time as the case may be) or
"No cancelled" or "No not running". In the
case of late or before time running, a similar explanation must be given on
every order until the crossing has been effected. Trainmen must refuse to
proceed to cross a train other than a booked train (except a motor trolley
running in accordance with the provisions of regulation 91 (2) for which they
have not received a proper Train Notice, and they must also refuse to proceed
on an order which shows an opposing train as being cancelled unless they are in
possession of a proper Train Notice cancelling such train. Drivers and Guards
.are authorised to examine the messages exchanged respecting the running of
their train if they have any reason to doubt the correctness of the order issued
to them, and aLLofficials in charge must provide these messages if called upon
to do so. ALL irregularities in the train proceeding order discovered or
suspected by trainmen, must at once be brought to the notice of

155
253-257 Section H. 13

the Official in Charge and satisfactorily cleared up before the train proceeds.
At stations where trains do not stop, the Driver and Guard must examine their
proceeding orders and be satisfied as to their correctness before exchanging
the second "Right-away" signal.
(2) Guards and Drivers must examine the last arrival and departure
advices and satisfy themselves, by reference to the Working Time Table and
Train Notices, that they are in order. If they do not agree with the last arrival
and departure given in the Working Time Table and Train Notices, the trainmen
must obtain a satisfactory explanation of the alteration before proceeding.
They must also satisfy themselves that the train shown as the last arrival has
actually arrived before acting on the order.

254. DISPOSAL OF ORDERS BY GUARDS AND DRIVERS.

At the end of the journey, Guards and Drivers must attach all train orders to
their journals.

255. FILING OF TRAIN MESSAGESAND TRAIN PROCEEDING ORDERSAT STATIONS.

At all stations, train proceeding orders, transmitted or issued, must be

attached to the corresponding train messages, and be kept continuously accessible
until the trains to which they refer have traversed the section, thereafter being
separately filed. Station Ma_~tersE.reJe.sponsi~le for e~s~ring that this filing is always
systematically done. ..

256. EXCHANGING TRAIN MESSAGESAND ORDERS BY TELEPHONE.

-r>t<:.
(1) Inr-event of complete failure of the facsimile machine, the telephone
must be used for transmission of messages and orders. In these circumstances the
words "FAX failed, messages exchanged by telephone" must be written on the face of
the orders. .
(2) When train proceeding orders are to be communicated by telephone
they must first be written out on the proper forms in the same manner as when they
are exchanged by facsimile machine. All such orders must be acknowledged by
repeating them back to the Official in Charge at the sending station. In the case of
"out of course" crossings being arranged by this means, a reliable witness must be
present to listen to the orders being received, and such witness must sign the
completed orders to certify that they have been correctly written as communicated.
The names of places appearing in the text of messages and orders must be spelled
out.
(3) Orders issued under the provisions of this regulation must show
"Repeated to (Station in advance) and
acknowledged correct" and this statement must be initialled separately.

257 .. PROCEDUREWHEN BOTH FACSIMILE MACHINES AND TELEPHONES FAIL.

(1) In the event of failure of both facsimile machine and telephone, the crossing
places laid down in the Working Time Table Train Notices and Ballast Train Notices
must be strictly observed, and the usual proceeding orders may be issued in

156
257-258 Section H. 14

accordance with the provisions made in the following clauses of this regulation,
provided that the words "FAX AND TELEPHONES FAILED" are written in bold letters
on the face of the orders by the Official in Charge.
(2) Booked trains, as defined in regulation 3, may proceed when running
strictly in accordance with the crossings shown in the current Working Time Table,
Train Notices and Ballast Train Notices. 1\10train running "out of course" owing to its
not having crossed all trains booked to be crossed, must be allowed to proceed on a
"FAX AND TELEPHONES FAILED" order unless such crossings have been definitely
arranged prior to the facsimile machines and telephones having failed (see clause 5).
(3) Special trains, conditional trains and ballast trains must be treated as
booked trains for the purpose of this regulation, provided the station despatching
them has received official advice that the station in advance has received the- notices
announcing the running of such trains and acknowledged them. Guards of these trains
will be advised as early as possible which stations have acknowledged the notice
announcing he running of their trains. Except as provided in this clause, special,
condittona "ballast trains must not be despatched. without special instructions from
the A~ Ma"nager.
(4) It must be distinctly understood that the permission given in this
regulation to dispatch certain trains during the period of failure of the facsimile
machine and telephones is always subject to the line being clear, or to all possible
opposing trains being provided with crossings which they will observe under these
regulations to the best of the knowledge of the Official despatching the train. If any
reasonable doubt exists the train must be detained.
(5) In the event of the failure of facsimile machine and telephones after the
proceeding arrangements have been completed for one train, but before the
proceeding arrangements are fully completed for opposing trains which are also
concerned, the crossings agreed too in the comp.leted,
'~f:!_:i!..'7_ <'fA
arrangements
''1' N" 7~
rnu t ~be ob erved
.:'!TV~",-r 6>'&' II>1'A-j<~,,"
~ "-<toll.·
in issuing proceeding orders to theAt~es erore the proceeding arrangements in
progress are fully completed for any particular train, such unfinished arrangements
must be treated as null and void.
(6) Should the facsimile machine and telephones fail before completion of
intended alterations to or cancellation of previously completed proceeding or crossing
arrangements, the original or previous arrangements must stand good and be acted
upon.
(7) The facsimile machine and telephones must be considered to have failed
when direct communication between the two stations forming the section is not
available. Train proceeding orders in such cases must not be transmitted by facsimile
machine or telephone through any other station.

258. ADVISING DEPARTURE AND ARRIVAL OF TRAINS.

The actual time of departure of all trains must be advised to the Official in
Charge at the next open station in advance immediately after their dispatch, and the
arrival of all trains must be advised to the Official in Charge at the next open station
in the 'rear as early as possible.

157
259 Section H.15

259. WORKING OF BALLAST TRAINS.

(1) A ballast train must work on a FCRorder (Ballast) when it has to perform
ballasting or other work in the section. Its movements must be strictly confined to
the limits set out in the Train Notice announcing it.
(a) The movement of the Ballast Train within its own Working Area
but outside of its Operating Limits must be confined to travel to
and from its stabling point.
(b) The actual ballast work must be confined to the Operating Limits
of the Ballast Train, which must be within its Working Area.
(c) Before a Ballast Train wishing to move outside its Operating Limits
can proceed, the Trai~J.!l~pe£tQ[/Guard must communicate with
the Official-in-Charge at the Station in adVance to advise his
intentions.
(d) The above sub-paragraphs will apply only in sections where a
Tamping Machine has been authorised to work in the same area as
a Ballast Train.
(2) A ballast train must be issued with a fresh proceeding order each time it
enters a section. Trainmen must be careful to note the section to which a ballast
order applies by observing the name of the station from which the order was
transmitted.
(3) Crossings required to be effected at intermediate sidings, and the
station at which the ballast train will clear section, must be clearly shown in the
places provided on the ballast order. The reason for any "out of course" crossings
must also be given. "Out of course" crossings must not be arranged for ballast trains
unless at the time of arrangement the ballast train is actually clear of section and
under the control of an Official in Charge.
(4) A ballast train working on a FCRorder (Ballast) is required to:-
(a) Clear the main line in effecting crossings at intermediate
sidings:
(i) Five minutes in advance of the booked or expected arrival
time of an opposing train.
(ii) Thirty minutes by day and forty five minutes by night in
advance of the booked or expected arrival time of a
following train (see regulation 88 (2).
(b) Clear section at stations.
(i) Fifteen minutes in advance of the booked or expected
departure time of an opposing train.
(ii) Thirty minutes by day or forty five minutes at night in
advance of the booked or expected arrival time of a
following train. (See regulation 88 (2).

NOTE:All trains must be assumed to be running at their booked time unless advice ollate
or before Dine running has been included in the Ballast order. This late/before Dine
running must be embodied in the train messages exchanged and the Oflicials-in-Charge
. must thereeller regulate the dispatch of the late or before Dine train to ensure that it does
not enter the section before the Dine staled.

158
259 Section H.16

(5) (a) In the event of a ballast train being unable to maintain fully the
prescribed interval in advance of a following train, the Guard of
the ballast train must protect it in accordance with regulation
355. The Driver and Guard of a ballast train are responsible for
keeping clear of all other trains within the limits provided above.
They must, at all times, see that their "Advice of trains" form is
kept fully up to date ..
(b) In the event of a ballast train becoming disabled in section owing
to locomotive failure or other cause, it must be immediately
protected in accordance with regulation 350.
(6) (a) Prior to proceeding to a station or siding where a crossing has to
be effected, the Guard must, where practicable, establish
communication with the Officials in Charge at both ends of the
section to ascertain the position of trains.
(b) If the train which the ballast is required to cross at an
intermediate siding, or which it must clear section for at a
station, has subsequently failed or has been seriously delayed, the
Official in Charge despatching such delayed train may, subject to
the agreement of the Official in Charge at the other end of the
section concerned, arrange for the ballast train to work in the
section for a further period by communicating a message to the
trainmen, in accordance with regulation 93, in the
following form:-
From Station Master .'.: .
To Guard and Driver of ballast train at .
"No train is now hours or minutes
late" .
Your working time in section may be extended accordingly".
Date Time Sent .

(c) - This message must be recorded, in ink, in the train diary at the
issuing station, and an entry made therein that confirmation of
receipt of the message has been obtained from the trainmen of
the ballast train. The Official in Charge must regulate the
dispatch of the delayed train in accordance with the authority
communicated to the ballast train.

(7) Under the Paper Order System, two ballast trains may be authorised to
work in the same section, but not over the same portion of the section. The Train
Notice must provide for a clear gap of at least 1,5 kilo metres in the section between
the operating limits of the respective trains unless the trains are separated by a break
or obstruction in the section, when they may be authorised to work up to either end
of the break or obstruction. When two ballast trains are authorised to work in a
section, the Train Notices must give them distinguishing numbers and they must be
designated by these numbers in all train messages and train proceeding orders, e.g.
"Ballast Train No.1" or "Ballast Train No.2"
(8) When it is desired to run a ballast train through from the despatching
station to the next station in advance without performing any work in section, train
proceeding order F.B.R. and the corresponding train message, must be used. It must

159
259-260 Section H.17

be described as a "Through BaLLast" in aLLtrain messages and train proceeding orders

applying to its own running and to the running of aLL other trains affected. The
running of the "Through BaLLast" must still be confined to the limits and working hours
set out in the Train Notice, but in every other respect it must be treated exactly as an
ordinary through goods train, except that its order of priority as a baLLasttrain, to the
use of the main line when effecting crossings at intermediate sidings will not be
changed. (See regulation 85 (1)). Thrdugh baLLast trains must observe the point to
point running times applicable to goods trains.
(9) (a)~Train messages and train proceeding orders for aLLtrains which
have to run over a section on which a baLLast ain is announced to
work must embody one of the foLLowing refer;;cet4....-:" to the ballast
train:-
(i) A crossing with the baLLasttrain at an intermediate siding.
(ii) The station at which the baLLasttrain will clear the section.
(iii) A statement to the effect that the baLLast train is clear of
the section. In this case, the baLLast train must not be
again aLLowed to enter the section except to foLLow the
train holding such an order.
(b) Drivers and Guards receiving a train proceeding order with such a
reference to a baLLast train, must not proceed until they are in
possession of a copy of the BaLLastTrain Notice.
(10) A F.B.R. order must be issued to every train which has to cross a baLLast
train at an intermediate siding and the crossing must be plainly shown thereon.
(11) Trains running over a section in which a BaLLasttrain is working must not
make up time in the section until after the BaLLasttrain has been crossed e.g. a train
which is 20minutes late or before time when entering a section in which a BaLLast
train is working must continue to adhere to its stated late or before time running until
it is clear of the BaLLast train. If further time is lost, the train must run
correspondingly later until clear of the BaLLasttrain. Trains running over a section in
which a BaLLast train is working must stop for the fuLL booked time at aLL booked
stopping places. '
(12) Pick-up trains, breakdown trains and other trains which do not run
through a section from one station to the next, must operate on F.C.R. orders
(Ballast) under the regulations applicable to the working of baLLasttrains.

260. STATIONS CLOSED DURING CERTAIN HOURS.

(1) (a) Before going off duty, the Official in Charge at a station which is
about to be closed during certain hours, must satisfy himself that
the outermost facing points are set and locked for the main line
and that all other points within the limits of the station are left in
their normal position in accordance with regulation 86, and must
confirm that this has been done, by service message, to the Officials in
Charge at the next open stations on either side. The service message
must also include the identification number of the last train in each
direction for which arrangements were made at the station about to be
closed, with the time such trains left or arrived, as the case may be,
and all other information which it may be necessary for the Officials in
Charge on each side to know to enable them to properly carry on train
working. In the event of the facsimile machine and telephone failing
before this advice is sent, the station must remain open and be treated
as an open station until communication is restored. If any train holding
an order only to the station about to be closed has still to arrive
160
260 Section H.18

thereat, the Official in Charge must remain on duty until it has

arrived, and must make arrangements for it to proceed.
(b) After completion of the above arrangement, the Drivers and
Guards of all trains entering the section concerned must be
advised of the closure of the station by a statement to this effect
on their proceeding orders .
.
(2) When coming on duty again, and before making any arrangements for
the working of trains, the Official in Charge at a station which has been closed during
certain hours must ascertain from the adjacent stations on both sides by service
message, the numbers of the last trains, the time they left or arrived, and what trains
are still due. The adjacent stations in sending this advice must include for the
information of the Official in Charge at the closed station, everything else which it
may be necessary for him to know in order that he may properly resume the control
of train working. This must be done before any arrangements are made in connection
with the working of trains. In the event of both facsimile machine and telephones
being out of order when the Official in Charge resumes duty at the closed station, he
must not issue any orders whatsoever to trains, and the station must remain closed
and be treated as a closed station until communication has been restored.
(3) The Official in Charge at an intermediate station which is' closed during
certain hours, after giving up charge, must not interfere with the arrangements made
by the Officials in Charge at stations on either side for the working of trains, except in
the event of an accident or irregularity in the working of trains coming to his
knowledge, in which case he must immediately communicate with the stations on
either side, giving full information to the Officials in Charge of those stations to
enable them to decide as to the best course to pursue, but he must make no
alteration in the arrangements for working or crossing of trains, unless he has the
authority of the Officials at both adjacent stations to do so, and not then, unless the
regulations relative to the crossing of trains are first carried out.
(4) In any train crossing arrangements made in the abovementioned
circumstances, it must be so arranged that the proceeding orders shall, as far as
possible, authorise the train to proceed only to the open station, but if owing to loss
of time in running, or other cause, a train arrives at a station where the Official in
Charge is then on duty and the train holds a proceeding order to a station beyond, the
Official in Charge at the former station must indicate on the order held by the
trainmen his confirmation thereof and his knowledge of the arrangement.
Note: "Open" means: "The Iirst point in advance which is due to be an open station when
the trsin, on its booked running, should srrive there".

(5) (a) At all stations which are closed during certain hours, a Train
Movement Book must be kept in a position accessible to the
Guards of trains passing during the time the station is closed. All
trains passing through such stations during the time they are
closed, holding through proceeding orders, must stop thereat, and
Guards must record the time of arrival and departure in the Train
Movement Book. These arrival and departure times must be
shown on any subsequent train proceeding orders and train
messages, issued by that station, for the purpose of complying
with regulation 243 (2) and (3).

161
260-269 Section H. 19

(b) Passenger trains not required to stop at a closed station for any
other purpose are exempt from the provisions of this clause, but
the time of passage through the closed station must be
communicated on arrival at the next open station, and the
Official in Charge thereat must advise the closed station
accordingly, immediately it is re-opened.
(6) During the period a station is closed it must be treated as an
intermediate siding when crossings are arranged to be effected thereat. (See
regulation 85.)
(7) The service messages required by clauses (1) and (2) must be filed for
reference with the train messages and train proceeding orders.

261-324. VOID

Section I VOID

Section J VOID

Section K VOID

162
 Form No.
83:13:8091

N.R.Z. F.B. MESSAGE

DATE STAMP

Time Sent .

Operator : .

F.B. No .

From

Last Departure .
Last Arrival .

May Proceed To .
Making* Crossings
With At .
With At .
With At .
With At .
With At .
With At .

..................................................................................................... Official in Charge

* Insert the Number of Crossings in Words. If no Crossings insert 'Nil'.

163
 Form No.
83:13:8235

N.R.Z. Ballast Message

DATE STAMP

Time sent or received .

Prefix C No. Code

I From To

Last Departure .
Last Arrival. .

May Ballast Train proceed and work to Train Notice No .

making * crossings
With At .
With At .
With At .
With At. .
With At .
With At .

Clearing Section at Station

...........: Official in Charge

• Insert the Number of Crossings in Words

164
 Form No.
83:13:8019

N.R.Z. F.B.R. ORDER

DATE STAMP

Time Sent ..............................•....................................................................

Operator .

F.B.R. No .

From

F.B Last Departure Correct at. .

Last Arrival. Correct

No May Proceed

.............................................................................To .

Making * crossings
With At .
With At .
With At .
With At .
r> With At .
With At .

To be filled in by Issuing Station.

Date stamp

Last opposite Train No arrived here at .

D Time .
.......................................Official in Charge
• Insert the Number of Crossingsin Words. If no Crossingsinsert 'Nil'
Rank

Form No.

165
 83:13:8198

N.R.Z. BALLAST ORDER

DATE STAMP
Time Sent .

Operator : .

F.C.R. No .

__ F_ro_m I_T_o _

F.C Last Departure Correct at .

Last Arrival Correct

Ballast Train may Proceed and Work to Train Notice

No .

Making * crossings
With At .
With At .
With At .
With At .
With At .
With At .
Clearing Section at Station

To be filled in by Issuing Station.

Date stamp

Last opposite Train No arrived here at .

o Time .
.......................................Official in Charge
• Insert the Number of Crossings in Words. If no Crossings insert 'Nil'
Rank

166
 ) ')

Form No. 83:13:8144

N.R.Z. ADVANCED.CROSSING QUESTION

TIME OPERATOR F.D. NO . Date Stamp

I FROM I TO I

My* MAY CROSSING BETWEEN No AND No .

AT BE ALTERED TO .

OWING TO..............................................................................................•......................................................................................................

*Reference to Original Order

Form No. 83:13:8289

167
N.R.Z. CANCELLATION QUESTION

TIME OPERATOR F.E. NO . Date Stamp

I FROM I TO I

PLEASE CANCEL MY* yOUR* ORDER NO.......................................•......

FROM TO .

OWING TO .

*Reference to Original Message and Order

Form No. 83:13:8296

168
)
 ) ')

N.R.Z. CANCELLATION REPLY

TIME OPERATOR F.E.R. NO.......................................................... Date Stamp

I FROM I TO I

YOUR* MY* ORDER FOR No .

ARE HEREBY CANCELLED OWING TO .

*Reference to Original Order

169
270-288 Section L.1

SECTION J.

WORKING OF TRAINS OVER SINGLE LINES BY MEANS OF THE INTERGRATED TRAIN

CONTROL SYSTEM (lTC) .

271 CHARACTERISTICS AND SCOPE OF THE ITC METHOD OF TRAINS WORKING.

1. Absolute working, that is, one "train in a section at any given time.
2. Operator issues Train Movement authorities by means of
radio/telephones/SMS communications.
3. The demarcation and protection of train movement by means of fixed
indicators.

272. INFRASTRUCTURE FOR TRAINS WORKING IN ITC TERRITORY.

Distance Boards and certain signals will serve as fixed indicators in the ITC ~
system as detailed below:
i. The Approach Board
In CTC working, this is called the Distant Signal or is a Distance Board
with the latter case bearing the name of the Station/Siding to which it
refers.
Purpose: To warn the Driver of a train that he is approaching the
Station/Siding which bears its name and that he should bring his train under
sufficient control in order to;
(a) Be able to stop short of any obstruction between the
Block Limit Indicators at either end of the Station/siding! J,p '-I!l.

(b) Approach and check at not more than 15km/hr the position of
the facing/trailing
/
points at the entrance/exit of the Station or
siding,
ii. The BLOCK Limit Indicator
Sited at the entrance to the Station/Siding/ (Home Signal in CTC ~
Territory).
Purpose: To afford protection to trains/vehicles that are shunting/ standing
in the Statton/Sidtng/
To demarcate the furthest point in a Block to which a train can proceed
when effecting a crossing with an opposing train or passing a train
ahead.
This is the point up to which the Operator can issue a movement
Authority for a following train after the preceding one has cleared into
the Station/Siding and no other opposing movement has been
authorized.
iii. Shunt Limit Indicators
The former advanced starting signals that are on either end of the
Station/Siding / in CTC Territory hence are inside the Block Limit
Indicators (Ht>me Signals under CTC). .
. Purpose: To indicate the furthest point to which a shunting movement can
be allowed on the mainline at a Station/Siding.

273. COMMUNICATION EQUIPMENT IN ITC TERRITORY

1. Radio for communication between the Operator and train crews.
it. Telephones, cell phones or satellite phones in the event of radio
communications failure.
170
 Hi. SMSthrough the PSunits in the locomotives in the event of failure
of both i and ii above.

274. FAILURE OF COMMUNICATIONEQUIPMENTIN ITC TERRITORY

Should all communication systems fail, Pilot Working must be introduced in
accordance with TWR 214.
----=--
275. FEATURESOF THE TRAIN MOVEMENTORDER
Train movement authorization shall be by means of a written order which has
the following features .
(i) The Authority Number, Train Number and location and date.
(H) The authorized movement path.
(iii) Date, time and the number and details of the preceding train (last
departure) from the station/siding and the location at which the last
communication was established with that preceding train.
(iv) The first opposing train number that has entered section, date and
details of its movement including the terminal point of its Movement
Authority.
(v) Instructions on the occupation of either the mainline or loop line at an
appointed station/siding when crossing, passing and shunting.
(vi) Confirmation at the bottom of the form for correctness and acceptance
of the Train Order by both the Operator and the train crew.

276. ISSUEOF TRAIN MOVEMENTAUTHORITY (TRAIN ORDER)

When the Operator intends to dispatch a train, he must:
i. Check the computer train diagram, train raph, authority register and
previously issued train orders to ensure that the path ahead is clear of
any obstruction.
ii. Plot a broken (dotted) line on the train graph to indicate the proposed
movement authority based on the running times.
iii. When the limit of the authority is at a crossing place, indicate with the
letter "M" for mainline or "L" for crossing loop, the line to be used
by the train at that crossing place.
iv. Once the Operator is satisfied that it is safe to authorize the train to
proceed, he must enter the details of the proposed movement into the
computer and print order. Should the computer have failed, the order
must be completed manually. The order must then be checked for
correctness by comparing it with;
(a) Train graph
(b) Authority register
(c) Previously issued orders and if satisfied, he must then read the
contents in full and in the correct order indicating tot.he train
Driver/Guard/Observer which lines are to be deleted and authorizing
him/her to proceed to a point indicated on the train order.
vi. n Issue one order at a time to the Driver/Guard/Observer as close as
JI possible to the departure time of the train.
vii. The employee taking down the authority details must enter the
information and instructions on the train authority and in turn repeat it
in full and in the correct sequence to the Operator giving his name, staff
number and grade. The Operator must check the repeated information
for correctness thereof and if satisfied, acknowledge "correct" giving
time, date and his name and sign the printed copy.

171
 The copy of the train order must be kept in a visible place on the
Operator's desk until it has been executed to its full extent or has been
cancelled. Thereafter it must be filled with all other documents.
NOTE: An authority, whether issued manually or computer printed is
NOT valid unless the CORRECTtime, date and Operator's name is
shown on it.
Viii. Should communication fail before the completion of the train order, the
order must be CANCELLED by both the Operator and the train crew
~ member by endorsing the word CANCELLEDacross the authority and the
I reason for cancellation mustbe stated. ,
ix. Trainmen can only take train order authority while the train is
stationary.

277. THE TRAIN CREWS

It is incumbent upon train crews to ensure that:
i. The authority issued does not allow for movement of their train to
proceed beyond the last point at which communication took place
between the Operator and the preceding train as indicated on their
authority.
ii. The authority does not allow the movement to proceed beyond the
point at which the first opposing train in section has been allowed to
proceed to as indicated on their authority.
iii. In the event of the crew noting any anomaly (ies) when checking
the Order issued, will advise the Operator who will have the
I Forms cancelled and not destroyed and then issue fresh orders.
\i NOTE: Incorrect proceeding authorities must not be acted upon.
iv. The cancelled orders for train crews must be attached to the
journal and submitted to the Official In Charge on signing off duty
to filing with other documents as per extant procedures.
v. As additional safety measures, train crews must whilst enroute
advise the Operator by radio of their locati,9f1on the following;
(a) Arrival at the Block Limit Indicator i-sillJthority terminates
thereat. -=
(b) Arrival at forward end clearance indicator of the
station/siding if authority terminates thereat.
(c ) Running through the siding/station on clearing into the Block in
advance after passing the exit shunting limit indicator with their
train complete.
vi. Confirm departure and completeness of their train after passing
the shunt limit indicator.

278 LIMIT OF TRAIN ORDER

(1) The limit of a train order authority is to:
(a) A block limit indicator or first stop signal when entering signal box
controlled territory.
(b) Enter station or siding
(c) A kilometer peg in the case of a loco failure or any other
obstructions.
(2) A train order authority can be issued to cover a single block or
multiple blocks.
iii. In the event of there being no first opposing train that has entered
section, details of the next intended opposing train must be
entered in the remarks column.

172
279. ABSOLUTE WORKING
i. This means that a train order authority may not be issued to a
following train until the preceding one complete has arrived at the
nominated place, or has cleared the point as indicated on the
authority.
Exception: see partial authority release (vide clause 280)
H. This is the cleared portion in the rear of the preceding train to
which the train crew has confirmed to have traversed through
with their train complete prior to arriving at their authorized
destination point.'His becomes a partially released section to
which a following train may be allowed to enter (Partial Authority
Release).
(a) All partial authority releases must be recorded in the
appropriate space on the authoritPfl...€
form
~I....t" by both the
Operator and trainman concerned. The train may not re-
enter the released portion. ~
281. VALIDITY OF A TRAIN ORDER
A train order must be regarded as valid and can only be acted upon once
it has been repeated by the trainmen concerned and confirmed as
CORRECTby the Operator who must then furnish the time, date and his name.

282. CANCELLATION, WITHDRAWAL AND SURRENDEROF A TRAIN ORDER

i. When a train order which is being executed has to be cancelled,
withdrawn or surrendered for any reason whatsoever, the
Operator must advise the driver of his intention and instruct
him/her to stop the train.
ii. The Operator must compile a fresh train order cancelling the
remaining portion of the relevant entry on the train graph and
transmit it to the trainmen as per clause 8.1.5. Reasonsfor
cancellation must be entered in the Remarks Column.
Hi. The trainmen must then act as per clause 276 (vii) hereof.
283. CROSSING/PASSINGOF TRAINS ;>
i. The Operator will determine which line a train must take at a
crossing place. The rule of the road as defined in TWR 85 does not
apply.
ii. When a train is required to effect a crossing/passing with another
at a crossing place, it must occupy the line as indicated on the
authority and remain thereat. On arrival of the opposing/following
train, it must not enter the crossing place until admitted by a
member of the train crew of the train already at the crossing place
in accordance with TWR 85 (1) (c) (i), and 85 (1) (C ) (ii), TWR 169
clause 5 (d) and 85 (2) (b) (i)
284 TRAINS PERFORMINGWORK IN SECTIONOR BALLAST TRAINS
i. Depending on the nature of the work, a train required to perform
work enroute, must proceed as follows;
a) With a train order authority issued to the ~rain driver
showing the place and time where the ballast/train must
.clear as indicated on its authority. Once the authority has
been executed in full, the order must be endorsed
"Complete" .
b) On arrival at the working area, the Plate layer In Charge
must inform the Operator that he has arrived at the place of
work and his authority will have been executed to the full.

173
 (c ) To commence work, the Platelayer In Charge must be
issued with a fresh authority which has a time limit and in
all cases must endeavour to work within the time limit.
(d) All trains entering a section in which a tamping machine has
been authorized to work, must be warned to be on the look
out for employees working on or near the line. This
information must be included in the REMARKSCOLUMN.

(e) Everytime a tamping machine has to commence its

operations, a new authority has to' be issued to the
Platelayer In Charge.
(f) Protection must be afforded in accordance with TWR 340.

287 WHEN TRAIN~ HAS TO BE DIVIDED

1. The provisions of TWR 351 (3) must be observed.
ii. If the authority terminates at the block limit indicator or in the
station/siding where the front portion has to be detached, then a fresh
authority must be obtained from the Operator to clear the rear portion.
288. WHEN TRAIN IS UNABLE TO PROCEED
1. The provisions of TWR 351 (4) (a) will apply.
i1. Should the driver require the assistance of another locomotive,
protection must be afforded in the direction from which
assistance is coming from in accordance with TWR 350.
iii. The assisting locomotive/train must be issued with a train order
authority to proceed to assist the disabled

) 1

e. !.,..

174
325-326 Section L.1

SECTION L.

WORKING OF TRAINS OVER SINGLE LINES BY MEANS OF THE WOODEN TRAIN STAFF.

325. DESCRIPTION OF APPARATUS.

(1) The apparatus for working trains by means of the Wooden Train Staff
system consists of a wooden box at each of the section, fitted with a bracket for
holding a Wooden Train Staff, and containing a supply of Paper Train Staff Tickets.
(2) The box, staff and tickets have a distinctive colour for the section of the
line to which they apply. Each staff is engraved or distinctively marked with the
names of the places between which it applies e.g. Bannockburn-Zvishavane
(3) Permanently fitted to one end of the staff is the key for the box.

175
 (4) The tickets have serial numbers and the names of the places between
which they are operative printed thereon. A specimen of a "Paper Train Staff Ticket"
appears at the end of this section.

326. METHOD OF WORKING: PERMISSIVEWORKING

(1) (a) The current supply of Paper Train Staff Tickets must be kept in
the proper ticket box. Before issuing a Wooden Train Staff for the departure of a
train, the Official in Charge must satisfy himself that the Paper Train Staff Ticket box
is securely locked.
(b) When two or more trains, travelling in the same direction are required
to traverse a Wooden Train Staff section before an opposing train is required to enter
the same section, a Paper Train Staff Ticket must be issued to the Driver of each
train, except the Driver of the last train, who must be issued with the Wooden Train
Staff.
(c) When a Paper Train Staff Ticket is issued to a Driver he must, at the
same time, be shown the Wooden Train Staff for the section over which he is about to
proceed. A Driver to whom a Paper Train Staff Ticket is issued, must not proceed
until he has seen the relevant Wooden Train Staff immediately before leaving.
(d) In addition to the Wooden Train Staff or Paper Train Staff Ticket handed
to the Driver, the Official in Charge must issue, to both Guard and Driver an advice,
on Form No. 83: 13:7888, advising the type of authority issued to the Driver and
particulars of trains immediately preceding and following their train is section. The
Official in Charge and the trainmen are equally responsible for seeing that the proper
interval to a preceding train is maintained (see regulations 73). A specimen of an
"Advice of Train Proceeding Authority" (Form 83: 13:7888) appears at the end of this
section.
(e) The Wooden Train Staff or a Paper Train Staff Ticket, together with an
"Advice of Train Proceeding Authority", must be handed by the Official in Charge
direct to the Driver, except at a depot station where the proceeding authority and
advice may be handed to the Guard for delivery to the Driver. When the train is to
proceed on a Paper Train Staff Ticket, the provisions of clause (c) must be observed
and at a depot station, the Guard will be responsible for the return of the Wooden
Train Staff to the Official in Charge.

326 Section L.2

(f) Certain sections have a station situated only at one end at the other end
an unattended siding where the Staff and Ticket Box and a Train Movement Book are
kept in an office or cupboard, secured by a points lock. At such places, the Guard of
a train must communicate by telephone with the Official in Charge at the other end
of the- section and thereafter issue to the Driver the Wooden Train Staff or a Paper
Train Staff Ticket, as the case may be, in accordance with the instructions of the
Official in Charge.
When a Paper Train Staff Ticket is issued to the Driver, and after observing the
provisions of clause (c), the Guard must ensure that the Wooden Train Staff and the
Paper Train Staff Ticket Book are replaced and locked in the office or cupboard
provided. If a preceding train has not yet cleared the section at the station in
176
advance, the Official in Charge must inform the Guard, and the latter must advise the
Driver, in writing, of the time of departure from the unattended siding of the last
preceding train. The Guard and Driver are equally responsible for seeing that the
proper interval to a preceding train is maintained. (See regulation 73).
(g) The Guards of all trains must record their arrival and departure times in
the Train Movement Book at the unattended siding.
(2) METHOD OF WORKING: ABSOLUTEWORKING.
(a) On certain sections, only one train is permitted to be in the
section at any time . -On these sections only "Absolute Working" is
permitted and only the following items of equipment are
provided:
(i) A wooden train staff distinctively marked with the place
names between which it is operative.
(ii) Train Movement Book/s
(b) To operate over such section, the Driver must be in possessionof
the Wooden Train Staff.
(c) When not in use, the Wooden Train Staff must be placed in its
designated place, provided at either end of the section.
(d) Where there is no Official in Charge, the Guard is responsible for
completing the Train Movement Book, ensuring that the Wooden
Train Staff is in its designated place, or issuing it to the Driver. In
the event of a light locomotive, the Driver or Fireman where
provided, or the Driver of a Motor Trolley must carry out these
duties.
(e) Where a section is worked by means of a paper order system and
it is necessary to run trains over the section after the stations
have been closed in accordance with Train Working Regulation
260, the trains running subsequent to the closure of the
stations must be worked by the "Absolute" Wooden Train Staff
system, this having been specially authorised by the Chief Traffic
Manager and the following procedure will applyr-
(f) On closing the stations, the Officials-in-Charge must:-
(i) ensure that all trains have cleared the section.
(ii) suspend paper order working and introduce "Absolute"
Wooden Train Staff working by the use of service 'messages;
(iii) provide a duplicate copy of the service message as in (ii) to
the crew of the first train to enter the section.

326-330 Section L.3

(g) Once the stations have been closed, the Guard will be responsible
for:-
(i) issuing the Wooden Train Staff and in the event of being
the first train into the section, the service message
referred to in (f) (ii) to the Driver.
(h) On opening the stations in accordance with Train Working
Regulation 260, the Officials in Charge must:-
(i) ensure that the Wooden Train Staff is secured in its
prescribed place at one end of the section and that the
section is clear.

177
 (ii) suspend "absolute" Wooden Train Staff working and
introduce Paper Order Working by the use of service
messages, message to include that the Wooden Staff is
secured at Station.
(iti) provide a duplicate copy of the service message as in (ii) to
the crew of the first train to enter the section.

327. BALLAST AND OTHER TRAINS PERFORMING WORK IN SECTION.

Ballast trains which are to perform work in section and all other trains which
are required to make a special stop or stoppages in section, must proceed on the
Wooden Train Staff and not on a Paper Train Staff Ticket.

328. WOODEN TRAIN STAFF DAMAGED.

Should a Wooden Train Staff be damaged so that it cannot be used for
unlocking the Paper Train Staff Ticket boxes, advice must be forwarded to the Area
Manager and the staff securely locked up. Until the damaged staff is replaced, no
train must be allowed to travel over the section affected except in accordance with a
Paper Order system of working.

329. WOODEN TRAIN STAFF LOST.

In the event of a Wooden Train Staff being lost, the working must be conducted
in accordance with a Paper Order system, but not before every possible inquiry and
search has been made for the missing staff, and when these have failed to disclose its
whereabouts, telegraphic advice must be sent to the Area Manager, who will arrange
to have the staff replaced so that the ordinary working may be resumed.
Before Wooden Train Staff working is resumed, messages must be exchanged between
Officials in Charge of the stations at both ends of the section concerned, agreeing to
this. Under no circumstances may the working of trains be performed by means of
the Wooden Train Staff system and a Paper Order system simultaneously.

330. WORKING DURING LOCOMOTIVE FAILURE.

In the event of a train having become disabled due to locomotive failure or
other cause, the provisions of regulations 357 will apply. If, however, the Wooden
Train Staff should be brought or sent by the Guard to one end of the section and it is
desired to send assistance from the station at the other end of the section, the

330-339 Section L.4

Official in Charge holding the Wooden Train Staff may, after securely locking up the
staff, authortse such assisting train to be sent into section.

331. FAILURE OF TELEPHONES AT UNATTENDED SIDING.

(1) In the event of a Guard at an unattended siding unable to communicate

with the station in advance owing to failure of telephones, or other cause, the
presence or absence of the Wooden Train Staff and scrutiny of the records in the
178
Paper Train Staff Ticket and Train Movement Books, will indicate whether or not
another train is in section. If the Wooden Train Staff is at the unattended siding, the
Guard must deliver it to the Driver as authority for his train to proceed, unless he is
aware that the next train to enter section is a following train, in which case a Paper
Train Staff Ticket must be issued to the Driver of his train and the Wooden Train Staff
left for the following train. In all cases of a Wooden Train Staff or Paper Train Staff
Ticket being issued underthese circumstances, the Guard must advise the Driver in
writing of the time of departure of the last preceding train, as recorded in the Train
Movement Book. The Guard and Driver are equally responsible for seeing that the
proper interval to a preceding train is mafntained. (See regulation 73).
(2) Under no circumstances may a train proceed from an unattended siding
unless the Wooden Train Staff is present thereat.

332. DISPOSAL OF WOODEN TRAIN STAFF OR PAPER TRAIN STAFF TICKET ON

ARRIVAL OF A TRAIN.

(1) On arrival of a train at a station, the Driver must hand the Wooden Train
Staff or Paper Train Staff Ticket, as the case may be, to the Official in Charge who,
after satisfying himself that the train is complete, must place the staff on the bracket
of the staff box or file the ticket in numerical order. If, no arrival at a depot station,
the Driver is unable to hand the staff or ticket direct to the Official in Charge, the
Guard must obtain same from the Driver and hand it to the Official in Charge.
(2) Where one end of the section is at an unattended siding, on the arrival
of a train thereat, the Guard must withdraw the staff or ticket from the Driver and, in
the case of the staff, place it on the bracket of the staff box. If the train travelled on
a Paper Train Staff Ticket, this must be attached to the train journal.

333-339. VOID.

Form No,

N.R.Z

PAPER TICKET

179
 BANNOCKBURN and ZVISHAVANE

To the Driver of DOWN

You are authorised, after seeing -the Wooden Train Staff for this section, to
proceed to ZVISHAVANE, and the Train Staff will follow.

Signature of Official in Charge at Bannockburn Station.

Date 20 .

Time .

(SEE OVER)

REVERSE OF PAPER TICKET

N.B.- This Ticket is only to be used for the Section for which it is appointed, and must
be given up by the Driver, immediately on arrival, to the Official in Charge of the
Station to which he is authorised to proceed.

Form No.
83:13:7888

N.R.Z.
DATE STAMP
Advice of Train
Proceeding Authority
180
For use in conjunction wfth WOODEN TRAIN STAFF and PAPER TRAIN STAFF TICKET
methods of train working.

To Guard and Driver of Train No .

The proceeding authority handed to the Driver is .

Last preceding Train No left here at .

Particulars of trains following your train in Section .

.....................................................................Official-in-Charge Rank

Time .

340 Section M.1

SECTION M.

REGULATIONS FOR THE WORKING OF TRACK MAINTENANCE MACHINES.

340. GENERAL REGULATIONS APPLICABLE TO ALL SYSTEMSOF TRAIN WORKING.
(1) Various type of track maintenance machines are in use viz. Power
Tamping, Ballast Consolidator, Ballast Distributor, etc. All are self propelled and are
capable of being offtracked in section. They may only be placed on the track in the
following circumstances:-

181
 (a) When proceeding under the provisions of regulations 91 as a
motor trolley under the control of a Platelayer in Charge in the
circumstances described in the Note to paragraph (2) ).
(b) When performing work on the train in a specified working area
provided with sufficient off tracks, and where proper protection
(see paragraph 6) has been afforded by a Platelayer in Charge,
who is in possession of the necessary authority from the
appropriate Official in Charge to place the machine on the track.
(c) When proceeding to or from a specified working area under the
control of a Platelayer in Charge who is in possession of the
necessary authority from the appropriate Official in Charge.
More than one machine may perform work in the specified working area
under the control of one Platelayer in Charge in accordance with sub-
paragraph (b), provided there are sufficient offtracks for the number of
machines working. Whether operating singly or in combination they will
be referred to as a "machine" for the purpose of these regulations, but
will not be permitted on the track in accordance with sub-paragraphs (a)
and (c) hereof unless securely coupled together.
(2) The machine may operate only under the following conditions:-
(a) The machine must be accompanied by a Platelayer in Charge, who
will be responsible for the observance of all signals, regulations
and instructions affecting the movement, off-tracking and
stabling of the machine. (See Note below for exception).
(b) An identification number must be prominently displayed on each
individual machine and this number must be quoted in all
authorities issued in respect of the movement of the machine on
rail.
(c) Notification of the kilometric distances between which the
machine will work and the place or kilometric distance at which
the machine will clear section, must be given by the Inspector to
the Official in Charge at each end of the section concerned before
commencement of operations. This information must be given at
the start of each working day and as often as necessary thereafter
during the day. This information must be accurately recorded in
the relevant diary by the Officials concerned.
(d) The machine must not operate during the hours of darkness,
except when such working is authorised by the Area Manager.
Under these circumstances, the machine must be equipped to
conform with the requirements of regulations 173 and 175 in
respect of headlights and tail lamps. These lights must be
extinguished each time the machine is removed from running
lines.

340 Section M.2

(e) The Platelayer in Charge must have with him his books of Train
Working Regulations, General Appendix, Working Time Table and
the following equipment:-
3 Green Flags 1 Points Key
4 Red flags 1 Telephone box key
1 Tin Detonators 1 Watch
3 Hand signal lamps 1 Field dressing
Supply of G.S.F. forms 4 Portable telephones
182
 2 Red banners 1 Tail lamp
4 lamps capable of 4 suitable standards for rigidly
showing red light securing the red lamps at a
4 Portable Radios (for use height of 2 metres above track
in electrified sections level.
(f) When not in use, the machine must be kept clear of all running
lines and secured to prevent unauthorised use. Whenever
possible it should be off-tracked in order to avoid any obstruction
of the line.
(3) Train Notice to be issued.
A train notice containing the following information must be issued in respect of
the working of the machine.
(a) The name of the Platelayer in charge accompanying the machine.
(b) The date on which the machine will commence work and its
period of continuance.
(c) The section in which the machine will work.
(d) The places and/or kilometric distances between which the
machine is authorised to work and its working hours together with
the Operating Limits where/when applicable.
(4) Ballast train and machine in the same section, or two machines in the
same section.
(a) A ballast train and a machine, or not more than two machines,
may be permitted to work in one section, BUT NOT IN THE SAME
PORTION OF THE SECTION. The train notice must provide for a
clear gap of at least 1,5 kilometres between the operating limits
of the respective ballast train/machines, unless they are
separated by a break or obstruction in the section when they may
be authorised to work up to either side of the break or
obstruction. The protective measures set out in paragraph (6)
must be observed in these circumstances. When this arrangement
does not meet the requirements of the Civil Engineering Branch,
the Engineer in Charge may apply to the Area Manager for total
occupation of the line. (See paragraph 15).
(b) The four portable telephones in the possession of the Platelayer in
Charge are for communication purposes between the Plate layer in
Charge and the Officials in Charge, and between the Platelayer in
Charge and the Flagmen affording protection. Before
commencing work each day, these telephones must be tested.
Notwithstanding that communication facilities by portable
telephone will be normally available between the Flagmen and

340 Section M.3

the Officials in Charge, it is imperative that the Flagmen act only

on the direct instructions of the Platelayer in Charge
circumstances and at all times, in the performance of their
duties.
(c) The Platelayer in charge must maintain constant contact with the
Officials in Charge and must determine the position of trains in
sufficient time for the machine to be removed from the track and

183
 avoid delays to trains. He must also maintain close liaison with
the aforementioned Officials and with the Engineering employee
in charge of the machine, in order to achieve maximum work
performance by the machine, coupled with the minimum adverse
effect on train running and punctuality.
(d) The Officials in Charge must furnish the Platelayer in Charge
necessary information in respect of the train position, including
particulars of special and conditional trains and power propelled
maintenance vehicles, and timely advice of approaching trains
must be given to errable the machine to be removed from the
track to permit the passage of trains without delay.
(e) All instructions received by means of portable telephones must be
repeated by the persons concerned, who must clearly identify
themselves to each other.
(6) Protection of machine
The Platelayer in Charge must ensure that during on-tracking and off-
tracking operations, and whilst the machine is working on track, protection is
arranged as follows:-
(a) Reliable Flagmen, each equipped with a portable telephone, a red
banner and two lamps showing red light by night, and an
adequate supply of detonators, must be instructed to take up
positions not less than 1,5km outside both extremities of the
working area. The Flagmen must display red banners at the
distance mentioned, or such further distance as the gradient or
configuration of the line renders necessary, and must place three
detonators, twenty metres apart, on the line outside the banner.
At night two red lights must be continuously displayed at the
banners, on either side of the track, two metres above rail level
and as close to the track as possible, in a position that will be
clearly visible to the Driver of a train travelling towards the
machine. The Flagmen must replace all detonators which are
exploded. This protection must only be removed on instructions
given by the Platelayer. The Platelayer in charge must make
frequent checks to ensure that the required protection is being
properly afforded by the Flagmen.
(b) A special portable board bearing the words "CAUTION- TRACK
MAINTENANCE MACHINE IN OPERATION - WHISTLE" in red
reflective letters on a white background, must be positioned not
less than 500metres in advance of the red banners and facing
towards approaching trains, i.e. at least 2km from both
extremities of the working area.

340 Section MA

(c) On double lines, protection as described in paragraph (a) and (b)

must be given only on the line on which the machine is working,
and only on the side facing towards approaching trains.
(7) (a) Stabling of Machine.
When the authority issued requires the machine to be off-tracked
and stabled, the Platelayer in Charge, after having satisfied
himself that the machine is clear of all lines, must so advise the
Officials in Charge. Once the machine has been stabled, it may
184
 only be placed on the line in accordance with the provisions of
paragraph (2) hereof. When the machine is stabled at a station or
siding and it is not possible to off-track the machine, all points
giving direct access to the line for stabling purposes, must be
locked to prevent entry, and the machine must be protected by
red banners and detonators by day, or red lights and detonators
by night. A suitable entry in the Train Working Diary must be
made at the time by the Official in Charge to record where the
machine is stabled.
(b) When working in Electrified Sections, the Plate layer in Charge
attached to the Track Maintenance Machine must ensure that
when the machine is off-tracked, no part will be less than 3m
from the Overhead Catenary System equipment.

(8) Machine to work in Section.

(a) When authority has been obtained from the Officials in Charge for
the machine to be placed on the track within its working area for
the purpose of performing work, the Platelayer in Charge must
immediately arrange for protection to be afforded in accordance
with the provisions of paragraph (6) hereof. Thereafter work may
be performed in accordance with the Train Notice and authority
issued; such authority will remain in force for the duration of the
day of issue only and will apply only to the particular portion of
the line specified.
(b) On receipt of advice from the Officials in Charge regarding the
whereabouts of an approaching train, the Platelayer in Charge
must arrange for the machine to be off-tracked at the nearest off-
tracking site in sufficient time to permit the passage of the train
without delay. After ensuring the machine is clear of the track
the Plate layer in Charge must instruct the Flagmen to remove the
protection provided and exhibit a green flag or green light to the
train.
(c) After the passage of a train the Platelayer in charge may, after
having protected the machine in terms of paragraph (6) and
having advised the Officials in Charge of his intention to continue
work, arrange for the machine to be replaced on the track and for
work to continue.
(d) On completion of work each day, the Platelayer in Charge must
arrange for the machine to be stabled in accordance with paragraph (7). Thereafter
he must advise the Officials in Charge by telephone accordingly.

340 Section M.5

NOTE:In cases where a machine cannot be off-tracked in a block section on
signalled territory, or when oti-trscking in a block section would be inconvenient,
and the machine has to clear section at a station or siding [or the passage ala train,
it may return to its working site on the verbal authority of the OfEcial in Charge,
once an assurance has been given by the Plate/ayer thst the necessary protection has
been provided. Vli71erethis necessitates following a train into the same block
section, the verbal authority must include the necessary passing of signals at

185
 "dsngcr", and the requirement that the Platelayer in Charge must ensure that alJ
points are correctly set for the intended movement.
(9) Machine to work at a station or siding.
(a) When it is necessary for a machine to perform work at a station or
siding the following procedure must be observed:-
(i) .The Platelayer in Charge must first obtain permission from
the Official/s in Charge to place the machine on the track.
(ii) The Official/s in Charge must take the necessary action to
provide the required occupation of the track, and the
Platelayer in Charge must arrange for the machine to be
protected by red banners and/or red lights together with
detonators within the clearance indicators of the line on
which the machine will work.
On signalled territory, reminder devices must be placed by the Official in
Charge over the points switches controlling access to the line on which the machine is
required to work.
NOTE:Irrespective of where the machine is working within the clearance ~
indicators at a stuion or siding; the notice boards described in
paragraph (6) (b) must be positioned either side not less than
500melIes from red banner/lights, and when such work is extended outside
the clearance indicators, full protection must be afforded in accordance
with the provisions of paragraph (6).
(b) On completion of work each day, the machine must be stabled in
accordance with paragraph (7). The Plate layer in Charge must contact the Official/s
in Charge and advise him/them accordingly. Once the machine has been stabled it
must not be replaced on the track until authority has been received from the
Official/s in Charge.
(10) Liaison.
As much advance information as possible of future working intentions must be
given by the Platelayer in Charge to all concerned, in the interests of good co-
operation and planning.
(11) Failure of all communications.
In the event of failure of all communications between the Plate layer in Charge
and the Officials in Charge the following procedure will apply:-
(a) If the machine is working on the track it may remain thereon until
the approach of a train, at which time it must be off-tracked
clear of all running lines, and the Platelayer in Charge must
instruct the Flagmen concerned to remove the protection
provided in terms paragraph (6), once of-tracked, the machine
must not be replaced on the track until communications are
restored.

340 Section M.6

(b) If the machine is stabled clear of running lines, it must not be
placed on such running lines until communications have been
restored.
(12) Failure of Machine.
(a) Should the machine fail and be unable to continue with the work
for the day, the Platelayer in Charge must immediately arrange

186
 for it to be off-tracked clear of all running lines, and so advise the
Officials in Charge. Thereafter he must arrange for the protective
measures afforded in accordance with the provisions of paragraph
(6) to be removed; should it not be possible to off-track the
machine in these circumstances and the machine is stabled on a
line other than a running line, the machine must be protected in
accordance with paragraph (7).
(b) If the failed machine can be moved on rail, a train or heavy motor
trolley may be utilized to clear the section. For this purpose all
machines have been equipped with rigid tow bars and front and
rear hitches. The speed of any movement of a failed machine in
these circumstances must not exceed 25km/h.
(c) When working in Electrified sections, should any repairs be
necessary involving climbing onto the top of the machine, it must be taken to the
nearest station or siding where there is a non-electrified area. If this is not possible
arrangements must be made for the power to be switched off in accordance with the
provision of the General Safety Regulations for Working in Electrified sections Clauses
63 to 75.
(13) Level Crossings.
The Platelayer in Charge must ensure that the machine approaches all level
crossings with caution and stops short of the level crossing if required. Special
attention must be given to the observance of these requirements where good visibility
of the road approaches either side of the level crossing cannot be obtained.
(14) Haulage of Trailers.
(a) Not more than three trailers may be attached to the machine.
When trailers are attached to the machine an approved type of
coupling must be used and a red flag by day or a lamp showing a
red light to the rear by night must be attached to the rearmost
trailer.
(b) The conveyance of personnel on trailers is forbidden except in
special circumstances and under the authority of the Principal
Engineer (Tracks).
(15) Total occupation by Civil Engineering Branch.
(a) When total occupation of the line is required by the Civil
Engineering Branch in terms of paragraph (4) of this regulation,
the following conditions must be observed:-
(i) Authority is granted by the Area Manager.
(Ii) A special train notice relating to the occupation is issued.
(iii) Total occupation of the section is handed over to the
responsible Civil Engineer or his representative.
(b) The special train notice must include particulars of:-

340-341 Section M.7

(i) The section to be handed over to the Civil Engineering

Branch.
(ii) The date of the occupation and the times between which it
is granted.
(iit) The stations or sidings from which the ballast trains will
enter, and at which they will clear section, and the
187
 stations/sidings or kilometric distances from which the
machines will enter and at which they will clear section.
(c) Prior to occupation being taken on other than signalled territory,
the Official in Charge at the stations at either end of the section
must ensure that the section is clear of trains and this must be
confirmed by the exchange of service messages. A machine may
clear section at a station/siding or at an intermediate off-track
site.
(d) The Civil Engineering Branch will be solely responsible for the
control and movement of the ballast trains/machines during the
period of occupation.
(e) Before a ballast train or machine is allowed to enter a section
which has been handed over for occupation, authority to dispatch
such train or machine must be obtained from the member of the
Civil Engineering Branch concerned.
(f) On completion of the occupation, and after the ballast
trains/machines are clear of section, the member of the Civil
Engineering Branch concerned must advise by service message to
the Officials in Charge that the section is safe and open for the
normal passage of trains. A machine may clear section at a
station/siding at an intermediate off-track site.
(g) On other than signalled territory, before normal train working is
resumed, the advice received from the member of the Civil
Engineering Branch must be confirmed between the Officials in
Charge at either end of the section by the exchanged of service
messages.
(h) On double line section, occupation of one of the lines will
necessitate single line working in accordance with the provisions
of regulation No. 354.
(i) In the event of failure of all communications before the appointed
time of commencement of occupation, such occupation must be
regarded as null and void.
(j) (i) Where there is a complete failure of communications after
the occupation has commenced, such occupation will
remain in force for the period specified.
(it) Normal train working may not be resumed until
communications are restored.

341. SIGNALLED TERRITORY, SINGLE LINES.

In addition to the provisions of regulation 340, the following will apply when
the machine is working on signalled territory, single lines.

341 Section M.B

·(1) Block section in which intermediate block signals are installed.

A block section in which intermediate block signals are installed must be
treated as one complete absolute block section.
(2) Despatch of Machine.
(a) When it is necessary for the machine to proceed from a station or
siding to another station or siding, the movement will be in
188
 accordance with the signal aspects displayed, and subject to prior
authority having been obtained by the Platelayer in Charge from
the Operator. The provisions of regulation 91 will apply.
(b) When it is necessary at the commencement of the working day,
for the machine to proceed from a section or siding to an
intermediate point in a block section for the purpose of off-
tracking or performing work, or when it is necessary at the
commencement of the working day for a machine which is stabled
within its working area, to be placed on the track for the purpose
of commencing work,' the movement will be in accordance with
the signal aspect displayed, where applicable, and will be subject
to:-
(i) the block section being clear of train and
(ii) the prior issue by the Operator of form GSF 8 to the
Platelayer in Charge. (A specimen of form GSF8 is inserted
at the end of this section).
(c) When it is necessary for the machine to proceed from an
intermediate point in a block section to another intermediate
point in the same block section outside the machine's working
area, or from an intermediate point in the block section to a
station or siding situated outside the machine's working area, the
Operator will authorise the Platelayer in Charge to do so by the
issue of form GSF 8. The movement will be in accordance with
the signal aspects displayed, where applicable.
(3) Despatch of Trains.
(a) If the machine is working in a block section the Operator, after
having advised the Platelayer in Charge of his intention to dispatch a train into the
block section must authorise the train to enter the block section concerned ONLY
after he has received an assurance from the Platelayer in Charge that the machine is
clear of the track.
(b) in the event of any failure of communications between the
Operator and the Platelayer in Charge, the Operator will authorise the train to enter
the section on which the machine is working on form GSF1 (B).
(4) Failure of Machine.
When the machine has to be cleared from the section in accordance with
regulation 340 (12) (b), regulation 352 will apply.
(5) Axle Counter Sections.
Local instructions governing special working on block sections fitted with "Axle
Counters" will be issued by the Area Manager.

341-342 Section M.9

(6) Occupation of Block Section by the Civil Engineering Branch.

(a) Immediately total occupation of a block section has been taken in
accordance with regulation 340 (15), the Operator must place all
signal switches controlling entry to the block section concerned to

189
 the "normal" position and place reminder devices on the switches
concerned.
(b) When a ballast train or machine is to be admitted into a block
section, form GSF 1 (6) must be issued to the Driver of the ballast
train or the Platelayer in Charge accompanying the machine, as
the case may be, irrespective of whether the section shows
"clear" or "occupied", ON NO ACCOUNT MUST THE SIGNAL
CONTROLLING ENTRY TO THE BLOCK SECTION BE OPERATED.
When form GSF1 (6) is issued to the Driver or Inspector it must
indicate the position 'of any other machine/s which may be in the
block section.
(c) If, after advice of the completion of occupation in accordance
with the provisions of regulation 340 (15), the block section still shows "occupied",
the Operator may authorise the passage of trains through the section by the issue of
Form GSF1 (6)" the Drivers of such trains must be warned to proceed with caution.

342. SINGLE LINES, NON-SIGNALLEDTERRITORY.

In addition to the provisions of regulation 340, the following will apply when
the machine is working on single line controlled by either the Paper Order Systems or
Wooden Train Staff System.
(1) Despatch of Machine.
(a) Before the machine departs from an open station to work in
section, or when it is required to move from one point to another
to work in the same section, or from a point in section to an open
station, suitable arrangements must be made by the exchange of
service messages between the Officials in Charge who must issue
movement instructions to the Platelayer in Charge, provided that
the section is clear of trains, or the Driver and Guard of any train
in section are in possession of "Maintenance Machine Warning"
form No. 83: 13:8884, advising the proposed movements of the
machine. (A specimen form No. 83: 13:8884 is inserted at the end
of this section.
,-,
(b) After arrangements have been made by the Officials in Charge in
accordance with clause (1) (a), normal arrangements for the
dispatch of trains over the section may not be resumed until
advice is received from the Platelayer in Charge that the machine
has arrived at its place of work and has been protected in
accordance with regulation 340 (6), or that it has arrived at the
open station as the case may be.
(c) When it is necessary for the machine to travel from one open
station to another open station without performing any work in
section, it must proceed as a "Motor trolley" in accordance with
the provisions of regulation 91..

342-343 Section M. 10

(2) Despatch of Trains.

(a) All trains proceeding into a section in which a machine is
operating must be stopped at the station controlling admittance
to the section, and the Official in Charge must issue to the Driver
190
 and Guard concerned, a "Maintenance Machine Warning" which
must indicate the kilometric distances between which the
machine is working.
(b) Should a machine/s not be working in a section announced in the
Train Notice (T.W.R. 340 (3) refers), a Track Maintenance Machine
Warning Form Number 83: 13:8884 must be issued to all trains,
indicating that the machine is not working.
(3) Failure of Machine.
When the machine has to be cleared from the section in accordance with
regulation 340 (12) (b), regulation 357 will apply.
(4) Occupation of Section by Civil Engineering Branch.
(a) When occupation of a section has been granted in accordance
with regulation 340 (15), the Driver and Guard or Platelayer in
Charge must be given a manuscript order to enter section and
work under the control of the Civil Engineering Brach. The
manuscript order must bear reference to the relevant train
notice, a copy of which must be given to the trainmen, and must
contain details of the whereabouts of any machine/s in the
section. UNDER NO CIRCUMSTANCES MUST A TRAIN
PROCEEDINGAUTHORITY AS DEFINED IN REGULATION 3 BE ISSUED.
(b) in the event of the failure of all communications, regulation 340
(15) (j) and (k) will apply.

343. DOUBLE LINE WORKING.

In addition to the provisions of regulation 340, the following will apply when
the machine is working on double lines.
(1) Despatch of Machine.
(a) When it is necessary at the commencement of the working day for
the machine to proceed from a station to an intermediated point
in section for the purpose of performing work, the Signalman must
send the "Will you Accept" Bell Code (1-2-2) to the Signalman in
advance who, if prepared to accept, will repeat the code.
(b) The machine will then proceed in accordance with the signal
aspects displayed.
(c) The machine must be worked in the "Right" direction only.
(d) (i) Where off-tracking sites are provided between each
automatic signal, the machine will off-track at the site
between the signals where it is working. After passing a
signal it must not, under any circumstances, proceed back
into the block section beyond that signal.
(ii) Where off-tracking sites are not provided between each
automatic signal, the Platelayer in Charge must obtain
special authority from the Signalman in the rear when it is

343-349 Section M.11

necessary to proceed beyond an automatic signal in movements

to and from the off-tracking site.

191
 (e) The Platelayer in Charge must keep in constant contact by
telephone with the Signalman in order to obtain advice of the
running of trains, in sufficient time to allow the machine to clear
the line to avoid delays to trains.
(2) Despatch of Trains.
All trains proceeding into a block section in which a machine is operating, must
be stopped at the controUing signal box and the Signalman must issue to the Driver
concerned a "Maintenance Machine Warning" which must indicate the kilometric
distances between which he machine is working.
(3) Failure of Machine. .
When the machine has to be cleared from the block section in accordance with
regulation 340 (12) (b), regulation 351 will apply.
(4) Occupation by Civil Engineering Branch.
(a) Immediately occupation of one of the double lines has been
granted in accordance with regulation 340 (15), the Signalman
must place all signal switches controlling entry to the block
section concerned to the "normal" position and place reminder
devices on the switches concerned.
(b) When a ballast train or machine is to be admitted into the block
section concerned, a manuscript order must be issued to the
Driver of the ballast train or the Platelayer in Charge
accompanying the machine as the case may be, irrespective of
whether the block section shows "clear" or "occupied"; ON NO
ACCOUNT MUST THE SIGNAL CONTROLLING ENTRY TO THE
BLOCK SECTION BE OPERATED. The manuscript order issued to
the Driver or Platelayer in Charge must indicate the whereabouts
of any machine/s in the block section.
NOTE: Through trains will be worked on the remaining line under the provisions of
regulation 354.

344-349. VOID.

Form No.
83:13:8799

N.R.Z. G.S.F. 8
192
 AUTHORITY TO PLACE OR HAVE A TRACK MAINTENANCE
MACHINE ON THE TRACK

From Operator /Signalman (Station)

To Platelayer in charge (Name)

At *(Station/Siding/kilometres).

You are hereby authorised to place or have TraCK aintenance

*1. Proceed to ......................................•..•..•••....••

"(Statjofi/Siding/kilometres) for the
purpose of stabling/maintenance work and repprt by telephone to
Operator /Signalman or arrival thereat.

*2.

REMARKS:

.........................................................Operator /Signalman

..........................................................Platelayer in Charge
of Machine

Date Time .
* Delete whichever inapplicable.

From Plate layer in Charge (name)

193
At * (Station/Siding/Kilometres)

To Operator /Signalman (Station)

Track Maintenance Machine No has been removed from

and is clear of the controtled line at .

(*Station/Siding/kilometres) and will not be replaced on a controlled line until a
further authority is obtained from the Operator/Signalman.

The lights on the machine have been extinguished .

......................... Operator /Signalman

..........................................................Platelayer in Charge
of Machine

Date Time .
* Delete whichever inapplicable.

Form No.

83:13:8799

194
N.R.Z.
Date Stamp

WARNING
TRACK MAINTENANCE
MACHINE IN SECTION

To Trainmen of Train No .

Proceeding Through *Section .

The following Track Maintenance Machine/s are working between the distances
mentioned: -

No between ~ km km

No between km km

No between km km

No between km km

No between km km

No between km km

No between km km

Be prepared to stop at the Red Banner protecting the above Working Area/s and wait
thereat until the Red Banner has been removed and a Green Flag has been displayed.

(Official in Charge)

Time Hrs

*Insert names of Stations at both ends of Section concerned.

350 SECTION N.1

SECTION N
195
PROTECTIONOF TRAINS, ACCIDENTS, FAILURES

350. PROTECTIONOF TRAINS.

The attention of all staff connected with the operation of trains is especially
drawn to this important aspect of Train Working.
(1) How Rear End Protection is to be given.
(a) When a train has to be protected in the rear, the Guard must
immediately go back not less than one kilometre or such further
distance as the gradient or configuration of the line renders
necessary, plainly exhibiting a "danger" hand signal to stop any
following train. He must place two detonators upon the line,
twenty metres apart, not less than one kilometre from the last
vehicle and return to his train. If the guard observes or hears the
following train approaching close to the point where he has
~
afforded protection he must remain in that position displaying the
"danger" hand signal until the following train has been brought to
a stand and he must then explain the circumstances to the Driver
before returning to his own train. If recalled before reaching the
prescribed distance, the Guard must place two detonators on the
line and then return to his train, unless this will not afford
sufficient protection from a closely following train, in which case
he must continue to go back the prescribed distance.
(b) Should the Guard be recalled before he has walked the full length
of his train, he must still proceed to the back of his train and
place two detonators upon the line, twenty metres apart behind
the last vehicle before rejoining his train unless this will not
afford sufficient protection from a closely following train, in
which case he must continue to go back the prescribed distance.
(c) Should a Guard arrive at the facing points of an open station
before reaching the prescribed distance, he must place two
detonators, twenty metres apart, immediately outside such points .----,.
and advise the Official in Charge of the position. Thereafter, he
must act in accordance with instructions from the Official in
Charge.
(d) If the prescribed distance which the Guard has to go back
terminates in a tunnel, he must proceed through the tunnel and
place the detonators just beyond the entrance.
(e) Should the stoppage or delay occur to a light locomotive, or a
motor trolley, the Driver, or the Fireman where provided, or the
motor trolley Driver, must carry out the duties prescribed in
clauses (a), (b) and (c) above.
(2) How Front End Protection is to be given.
(a) Front end protection must be given by the Driver, or Fireman
where provided, placing two detonators on the line, twenty
metres apart, not less than one kilometre in front of the train or
such further distance as the gradient or configuration of the line
renders necessary.

350 SECTIONN.2

196
 (b) Should the Driver or Fireman arrive at the facing points of an open
station before reaching the prescribed distance, he must place
two detonators, twenty metres apart, immediately outside such
points and advise the Official in Charge of the position.
Thereafter he must act in accordance with instructions from the
Official in Charge.
(c) If the prescribed distance which the Driver or Fireman has to go
forward terminates in a tunnel, he must proceed through the
tunnel and place two detonators just beyond the entrance.
(d) Should assistance be' required by a light locomotive or motor
trolley the Driver or the Fireman where provided, or the motor
trolley Driver must, after having protected in the rear, proceed
ahead and carry out the duties required in paragraphs (a), (b) and
(c) above.
(3) Single Lines (Non-signalled territory).
The Protection of trains on lines controlled by means of:-
Paper Order Systems,
The Wooden Train Staff System (only when the Driver holds a Paper
Train Staff Ticket).
must be performed in accordance with paragraphs (1) and (2) above under the
following circumstances:-
(a) When Rear End Protection is to be given.
Rear end protection must be afforded when a train comes to a
stand on a running line, after the last vehicle has passed:-
(i) the clearance indicator at the forward end of a station or
siding or the clearance indicator at a spur.
(ii) the name board at a halt;
(iii) the water column at a watering tank which is not situated
within the precincts of a station, siding, spur or halt, and
before the last vehicle has passed within the area
protected by the first running signal or limit of protection
board at the next recognised stopping place in advance.
(b) When Front End Protection is to be given.
Should a train be stopped on a running line by an accident, failure, obstruction
or other exceptional cause and assistance has been requested from the station or
siding in advance, it must be protected in front as well as in the rear irrespective of
whether protection is afforded by fixed signals.
(c) Protection when Parallel Lines are Obstructed.
If the stoppage of a train is due to an accident, obstruction, or other
exceptional cause on one or more parallel single running lines, protection must be
given to all obstructed lines by the Driver, or the Fireman where provided, placing
two detonators, twenty metres apart, at the required distance in front and the Guard
doing the same in the rear. A "danger" hand signal must be displayed whilst
proceeding to the required distance in the front and in the rear to warn any
approaching trains of the obstruction.
In the case of a light locomotive or motor trolley causing such obstruction, the
Driver must ensure that protection is provided both in the front and the rear and may
call upon a competent employee to assist. When such assistance is arranged, the
employee selected must be provided with the necessary flag or lamp and detonators.

350 SECTIONN.3

(d) Protection of Ballast Trains.

197
 (i) Paper Order Section: Before starting a ballast train which
is required to work under Paper Order Systems, the
Permanent Way Official in charge of ballast operations
must if necessary, appoint one or more competent
employees to assist the Guard in protecting the train. The
Guard must satisfy himself that such assistants understand
. the duties to be undertaken and that they are equipped
with lamps, flags and detonators. If a ballast train is
stopped outside an area protected by fixed signals, such
train must be protected in both directions in the prescribed
manner.
(ii) Wooden Train Staff Section: as a ballast train which is
required to perform work in section may only proceed on
the Wooden Train Staff, it will not be necessary for it to be
protected.

NOTE:A ballast train proceeding through a section without working therein, will be treated as an ~
ordinary goods train and should it be stopped for any reason, protection must be afforded in accordance
with clauses (1), (2), (3) (a) and (b) hereof

(4) Signalled Territory (Applicable to single lines only)

(a) Protection, both in the rear and in the front, is provided by the
signals in the rear and front respectively, thus no additional
protection is required except in accordance with the provisions of
clause (4) (b).
NOTE: l1i7len a train is entering a section controlled by Signal Box Colour
Light Signals Irom a section where permissive working is suthorised, rear
end protection is afforded only when the train complete has passed tile
outermost approach signal. Similarly' front end protection is afforded until
such Dine as the locomotive or leading vehicle passes the outermost signal
or tile clearance indicator at the forward end of section when leaving an area
controlled by Signal Box Colour Light Signals.

(b) Protection to be given in the event of Accident, Failure or

other Exceptional Cause.
Should a train be stopped on a running line by an accident, failure, obstruction
or other exceptional cause, protection need only be afforded in the direction from
which assistance is being sent, by placing two detonators on the line, twenty metres
apart, not less than one kilo metre from the locomotive or last vehicle as the case may
be. Should the Guard, Driver or Fireman arrive at an advanced starting or starting
signal before reaching the prescribed distance, he must place two detonators on the
line, twenty metres apart, immediately outside such signal and advise the Official in
Charge of the position. Thereafter, he must act in accordance with instructions from
that official.
In electrified sections the Driver or Guard must contact the Power Controller direct or
through the C.T.C. Operator and request that the power be switched "OFF". (See
General Safety Regulations for Working in Electrified sections Clauses 23, 24, 25 and
29)" .

350 SECTIONN.4

(c) Protection when parallel lines are obstructed.

198
 The provisions of clause (3) (c) of this regulation apply. If the train is
not accompanied by a Guard, the Fireman must protect in the rear.
(d) Protection of Ballast Trains.
A ballast train performing work in any block section is protected as
provided in clause (4) (a) [See clause (4) (b) for additional protection required.]
(5) Wooden Train Staff Systems.
(a) Front and Rear end Protection.
On single line sections controlled by Wooden Train Staff (when
the Driver holds the Wooden Train Staff) systems, protection is afforded both in the
front and in the rear by the issue of the appropriate tokens to the Driver of a train to
proceed through the section to which the authority applies. When such a token has
been issued, no other train may be permitted to enter the section.
(See clause (5) (b) below for additional protection required).

(b) Front and Rear End Protection to be given in the event of an

Accident or other Exceptional Cause.
Should a train be stopped on a running line by an accident, failure,
obstruction or other exceptional cause, it must be protected as follows:-
(i) If the Driver holds a Wooden Train Staff, protection need only be
afforded from the direction from which assistance is being sent
irrespective of whether protection is afforded by fixed signals.
(ii) If the Driver holds any proceeding authority other than that
specified in sub-clause (i) above, the provisions of clause (3) will
apply.

(6) Double Line Working.

Except as provided for in clauses (a) and (b) below, the protection of trains on
sections of Double Lines is provided by fixed signals.

(a) Front and Rear End Protection to be given in event of Accident

or other Exceptional Causes.
Should a train be involved in an accident causing one or more parallel
lines to be obstructed, the Driver must immediately detach his locomotive (if it is
able to run forward) and proceed ahead to a point not less than 1 kilometre from the
obstruction, where he will stop and place two detonators, twenty metres apart, on
the parallel running line or lines affected.
The Driver must then proceed to the next telephone or signal box ahead and
advise the Official in Charge of the position, using every available means on his way
to stop any train that may be approaching on a line which is affected.
Should it not be possible for the Driver to proceed with his locomotive
immediately in the direction of the station/signal box in advance, he must go forward
the prescribed distance and place two detonators, twenty metres apart, on the
affected lines and then proceed as quickly as possible to the telephone or signal box
in advance displaying a "danger" hand signal to warn any approaching trains of the
obstruction.
The Guard must protect his train and the obstructed lines in the rear, by
proceeding the prescribed distance, displaying a "danger" hand signal and placing two
detonators, twenty metres apart, on each of the lines affected.

350-351 SECTIONN.5

199
 When both a Guard and Fireman are provided, the latter will carry out
protection duties as instructed by the Driver.
When a train is unaccompanied by a Guard, the Fireman will be responsible for
carrying out the duties prescribed for the Guard.

(b) Protection of Ballast Trains.

(i) ·When a ballast train is required to work in sections
operated under Controlled Colour Light Signals, it will not
be necessary to protect the train but the provisions of
regulation 229' (2) (b) must be strictly observed by the
Official in Charge.

(ii) When a ballast train is required to work in sections

operated under Automatic Colour Light Signals, it must be
protected in the rear in accordance with clause (1) above,
but the employee affording protection need only go back as
far as the first "stop" signal in the rear. He must remain at
that point until recalled by the Driver.

351. RUNNING LINE OBSTRUCTEDTHROUGH LOCOMOTIVE FAILURE, ACCIDENT OR

OTHER CAUSE.
(Applicable to signalled territory only).
1. Trains setting back.
(a) When a train on a running line is stopped through any clause, it
must not be set back except as provided for in clauses (2) and (5).
(b) On Double line sections, when trains are moving in the wrong
direction, flashlights and boom protection, where provided at level crossings, must be
considered as non-operative. The Guard or Fireman must, when such level crossings
are encountered, protect the movement of the train over the level crossings unless
flagmen have been provided for this purpose.
(2) Accidental Parting.
(a) When a train accidentally parts in section, the Guard must
immediately apply the hand-brakes on a sufficient number of
vehicles to ensure that the rear portion does not move. He must
then proceed ahead of the rear portion of his load to assist in the
control of the return of the front portion. Should the
circumstances warrant it, two detonators must be placed on the
rail, twenty metres apart, to warn the Driver of the position of
the rear portion of the load.
(b) In the case of a vanless train or train unaccompanied by a Guard,
the Driver must immediately send his Guard/Fireman back to
apply the hand-brakes on a sufficient number of vehicles to
ensure that the rear portion does not move and when
returning he must, if necessary, place two detonators on the
rail, twenty metres apart, to warn the Driver of the position of
the rear portion of the load.
(c) The front portion of the train, when returning, must be set back
slowly and cautiously on to the rear portion. The Driver must
exercise special care, being prepared to stop short of the rear

351 SECTIONN.6

200
 portion or any vehicle which may have become detached
therefrom, or in accordance with any hand signal being displayed.
After the train has been coupled up all hand-brakes must be
released.
(d) The Driver must thereafter place violet labels (Form No.
83:31 :5293) on both vehicles between which the breakloose took
place ..
(3) When a train has to be divided.
(a) Should a Driver decide to divide his train he must inform the
Guard of his decision 'or sound the locomotive whistle to inform
the Guard if he is riding in the van. The Guard, or if the train is
not accompanied by a Guard, the Fireman, must apply sufficient
hand-brakes to ensure that the portion to be detached will not
move. When practicable, the Official in Charge must be
immediately advised by telephone.
(b) The Guard, where provided, or the Fireman, will then uncouple
the load in accordance with the Driver's instructions and
accompany the front portion to the station or siding in advance.
(c) Before proceeding with the front portion, it must be drawn
forward a short distance to ensure that the vehicles to be left are
not following or being taken forward.
(d) Having drawn away not less than 500metres, the Driver must
arrange for two detonators to be placed on the rail, twenty
metres apart, as a warning to him on his return, of the position of
the vehicles left standing.
(e) The Driver must bring the front portion of the train to a stand at
the first running signal in advance and personally advise the
Official in Charge that he has left his load or portion thereof in
section, and any other related circumstances.
(f) After having taken the front portion of the train into the station
or siding, the locomotive must not re-enter the block section to
clear the rear portion until the Driver has obtained the Official in
Charge's authority to pass the relative signal/signals at "danger"
in accordance with regulation 125. The Driver must exercise the
greatest care in returning to the rear portion of his load and he
must be prepared for any emergency especially at night, so that
he may stop clear of the vehicles left standing. He must be
prepared to act upon any signals displayed by the Guard or
Fireman.
(4) When a train unable to proceed.
(a) Should a train be unable to proceed, a written message must be
prepared giving the train number, the locomotive number, exact
location of the train and the reason for the stoppage. This
message must be signed by the Driver together with his staff
number and then immediately transmitted by a member of the
train crew to the Official in Charge stating the date and time.
The Official in Charge must write down the message and repeat it
back to the trainman to ensure correctness. Receipt of the
message, together with the name of the sender, must be recorded
in the diary and the message must be attached to the train
journal.

351 SECTIONN.7

201
 (b) Should the Driver require the assistance of another locomotive,
this information must be included in the message, together with
an assurance that the train will not be moved until the arrival of
such assistance. Upon receipt of such message, the Official in
Charge must take such steps as may be necessary to ensure that
safety of all trains and then advise the trainmen of the disabled
train from which direction assistance will be given.
(c) The trainman must thereupon provide protection in the direction
from which assistance is being afforded in accordance with
regulation 350. .
(d) On double line sections should it be necessary to obtain the
assistance of the breakdown train and that train has to use the
lines not obstructed, the movement must be controlled by pilot
working. (See regulation 354).
(e) Should the Driver wish to cancel the request for assistance after
the message has been received and recorded, he must contact the
Official in Charge by telephone and explain the circumstances.
Provided the Official in Charge has taken steps to ensure the
safety of all trains, he may authorise the movement of the
locomotive or train by passing a message in the following terms:-
From Official in Charge (Station)
To the Trainmen of Train No .
Locomotive No at ki lometres
Your request for assistance is cancelled and you are hereby
authorised to proceed, clearing the block-section
at 5tation
Time date .
Name/Signature of Official in Charge .
Name/Signature of Driver .
Name/Signature of Guard/Fireman .
The document must be signed by both the Driver and Guard or Fireman
together with their staff numbers before the train proceeds and must be attached to
the train journal.
(5) Trains returning on wrong line to signal box/station in rear.
(Applicable to Double line sections only)
(a) When direct communication can be established.
(i) If, in the event of an accident or other emergency, a train
is stopped between stations and it is necessary for the
train, or portion of the train, to return on the wrong line to
the signal box or station in the rear, the trainmen must
communicate by telephone with the Official in Charge at
the signal box/station in the rear.
(ii) If no other train has entered the section from the rear, the
Official in Charge may issue a GSF Form 9 (form No.
83:13:8708) "Wrong Line Order' authorising the train to
return to his station. A specimen of a GSFform 9 appears
at the end of section G.
(iii) If other trains have entered the section, no action other
than sending the necessary block-bell codes, must be taken
by the Official in Charge until all trains in section have

351 SECTIONN.B

202
 communicated with him and have been made aware of the
position.
(iv) A GSF form 9 may then be issued to each train in turn,
commencing with the train which was last to enter the
section. These orders must be delivered to the Official in
Charge on arrival at the signal box/station in the rear.
(v) Drivers must not move their trains in the wrong direction
until they have received such GSFform 9.
(vi) When moving in the "wrong direction", flashlights at
protected lever crossings will give inadequate warning.
The train must be stopped short of such level crossing and
a member of the train crew must post himself at the
crossing in order to stop road traffic if necessary, whilst he
signals the train slowly onto the crossing. As soon as the
leading vehicle moves onto the crossing, the lights should
commence flashing and should continue to do so until the
whole train is well clear of the crossing.
(b) When unable to establish direct communication.
(i) If, under the conditions described in clause (5) (a) (t), it is
not possible to establish direct communication, the Guard
or Fireman must go back to the signal box/station in the
rear and obtain authority from the Official in Charge on a
GSF form 9 for the train, or portion of the train, to run in
the wrong direction. The Driver must not move his train in
the wrong direction until he has received such written
permission.
(ii) If, on proceeding back for a GSF form 9 the Guard or
Fireman meets a following train, he must stop that train
and inform the Driver of the cause of the stoppage of the
preceding train. He must thereafter continue to go back
and stop the Driver of each succeeding train which he may
meet on the journey and report the circumstances. The
Driver of each train thus stopped must not move his train
until the "Wrong Line Order" has been read and
countersigned by him in accordance with clause (iii).
(iii) If it becomes necessary for two or more trains to return on
the wrong line to a signal box or station, one GSF form 9
will be sufficient for all the trains affected. In such cases,
the GSFform 9 must be filled in and delivered to the Driver
of the last train to travel in the wrong direction and must
be shown to and countersigned by the Driver of each train
required to return on the wrong line together with their
staff numbers.
(iv) After countersigning the GSF form 9, the Driver of the last
train to enter the section may set back slowly to the signal
box/station from which the GSFform 9 was issued.

351-352 SECTIONN.9

203
 (v) The Driver of each train after countersigning the GSFform
9 must work his train to the signal box/station in the rear.
The Driver of the last train to return on the wrong line,
after countersigning the GSF form 9, must retain that
document until he arrives at the signal box/station in the
rear at which points the order must be delivered to the
'official in Charge.
(iv) When moving in the wrong direction, the Driver of each
train must proceed cautiously. When following another
train he must follow at such distance as will enable him to
avoid colliding with that train.

352. METHOD OF WORKING DURINGOBSTRUCTIONOF THE LINE.

(Applicable to signalled territory single lines only).

(1) (a) When the track is obstructed in CT.C territory and the passage
of trains is interrupted, the Operator, after observing the provisions of regulation 212
if applicable, must place the panel switches controlling the staring and advanced
starting signals at each end of the block section affected to the normal position and
depress the relative buttons. Reminder devices must be used.
(b) When the track is obstructed on other than CT.C territory and
the passage of trains is interrupted by an accident, the Official in
Charge must place the panel switches controlling the starting and
advanced starting (where provided) signals at each end of the
block section affected to the normal position. Reminder devices
must be used.
(2) The reminder devices must remain in use until the obstruction has been
cleared and any trains which were authorised to enter the affected block section have
cleared that block section.
(3) The Official in Charge must record details of all such occurrences in the
diary, including time of receipt and from whom the information was received.
(4) When any breakdown or other train is required to enter the block section
in which the obstruction exists, the authority of the Official in Charge in such cases
must include: - '
(a) the kilometric distance to which the breakdown or other train
may proceed; such train must not, under any circumstances proceed beyond the point
stated unless further authority to do so is obtained from the Official in Charge.
(b) the name of the station or siding at which the train must clear the
block section.
(5) The authority of the Official in Charge as above, must be recorded by
the trainmen on a GSFform 1 B.
(6) The Official in Charge may authorise breakdown or other trains to enter
an obstructed block section from each end, provided that:-
(a) there is a positive obstruction of, or break in the track which will
form an effective barrier between the trains operating from each end of the block
section,
(b) the working limits of the two trains are restricted to their
respective sides of the track obstruction or break.

352-354 SECTIONN.10
204
 (7) Before authorising a breakdown or other train to pass a fixed signal at
"danger", the Official in Charge must satisfy himself that the block section up to the
place of obstruction is clear of other trains and that the authority does not conflict
with any authority already granted.

353. VOID.

354. PILOT WORKING. (Applicable to double line sections only).

(1) Introduction of Pilot Working.

(a) When it is necessary to work trains in both directions over one
line only of a double line section during repairs or due to
obstruction. Pilot Working will be introduced on the authority of
the Area Manager. The authority will be given to the Station
Master at each end of the section concerned and will specify the
names of the places between which Pilot Working will operated
and the name of the Pilotman selected. After the receipt of the
authority from the Area Manager, the stations concerned must
exchange messages in accordance with Form No. 83:13:8510 (GSF
10). When possible, a competent employee at the station in
advance will be selected and, if this is done, the Pilotman must
proceed with the necessary forms along the line to the opposite
end of the section by the quickest means. If a train is proceeding
immediately in the right direction, the Pilotman may travel by
that train for the purpose of delivering the Pilot Working Forms
(GSF11).
(b) Should a competent employee not be available at the section in
advance of the obstruction, the Pilotman will be selected to work
from the station in the rear, and he must proceed with the
necessary GSF 11 forms along the line to the other end of the
section.
(c) If the Pilotman is appointed at the station in advance of the
obstruction, and he has left the station with the necessary GSF11
forms, trains from that end may not enter the block section to be
controlled by Pilot Working until he has returned in the course of
his duties as Pilotman.
(d) If, however the Pilotman is appointed at the station in rear of the
obstruction, trains may be despatched on the "right" line from
the other end, while the Pilotman is proceeding through the block
section. Such trains, however, must be stopped and the Drivers
warned. After arrival of the Pilotman at the station in advance,
Pilot Working may be commenced from that end as soon as the
provisions of paragraph (e) have been complied with.
(e) It must be clearly understood that as soon as the Pilotman has
arrived at the opposite end of the section and has satisfied
himself that all the GSF11 forms originally held by him have been
delivered to and signed by the staff concerned, Pilot Working may
be commenced and continued in strict accordance with these
regulations.

354 SECTIONN.11
205
 (f) Under no circumstances may a train or trolley be allowed to run
on the "wrong" line until the GSF11 forms have been delivered to
and signatures obtained thereon from all concerned.
(g) During pilot Working, flashlights and booms provided for the
protection of level crossings must be treated as "non-operative".
Trainmen must exercise particular care when approaching and
passing over level crossings. As soon as possible after the
introduction of Pilot Working, the Signal employee must
disconnect the flashlights and booms and Flagmen must be
appointed to control road traffic.
(2) Forms to be signed and distributed.
(a) At least twelve Pilot Working GSF 11 forms must be available at
every station and signal box on a double line section where there
is a cross-over road, for the purpose of introducing Pilot Working
when necessary.
(b) When Pilot Working has to be introduced, the Station Master must
make out and sign the required number of Pilot Working forms
GSF 11 i.e. one copy for his own use, one copy for the Official in
charge, one copy to be retained by the Pilotman, one copy for the
Official in Charge at each intermediate signal box or station and
one copy for the Official in Charge at the station or signal box
terminating the section of line controlled by Pilot Working.
(c) Every form made out must also be signed by the Pilotman who will
retain the one addressed to himself. One form must be handed
over to the Official in Charge in the presence of the Station
Master and the Pilotman. The Pilotman, after signing all the
forms and leaving two copies at the station at which he is
appointed, must retain one for himself. He must thereafter
proceed through the block section delivering a copy of the form at
each intermediate signal box on the way. Before leaving an
intermediate signal box he must see that the Official in Charge
signs the copy of the form left thereat and must obtain the
'signature of the Official in Charge on his own form.
(d) The Pilotman must verbally advise Platelayers and others working
on the line of the introduction of Pilot Working.
(e) On arrival at the other end of the block section concerned, a copy
of the completed form must be delivered by the Pilotman to the
official in Charge. That employee must sign the copy of the form
given to him and also the form held by the Pilotman.
(f) The Official in charge at each end of the block section concerned
must satisfy himself that the employees under his control
understand the duties which they have to perform under Pilot
Working.
(g) When a Station Master himself acts as Pilotman, he must give a
copy of the completed form to the employee left in charge of the
station.
'(3) Pilotman to wear armlet and to despatch trains.
(a) The Pilotman must wear a red armlet above the elbow on his left
arm. If this armlet is not immediately available the Pilotman
must wear a red flag in the position indicated until the proper
armlet is obtained.

354 SECTIONN.12
206
 (b) When a train, not followed by another train, has to enter and
proceed through a section controlled by Pilot Working, it must be
accompanied by the Pilotman, who must ride on the locomotive.
(c) When two or more trains have to proceed in the same direction
through the section controlled by Pilot working, the Pilotman
must pflot each train clear of the entrance controlled by him and,
before leaving the train, issue a Pilotman's Ticket (GSF12) to the
Driver of each train except the last. The Pilotman must ride on
the locomotive of the last train throughout the entire section.
(d) The Pilotman must make his presence known to the Official in
Charge when passing any signal box.

(4) Cross-over roads to be protected.

The Official in Charge at each end of the block section concerned must appoint
a Hand signalman to take up a position not less than 500 metres from the respective
cross-over roads. The Handsignalman must place two detonators, twenty metres
apart, on the obstructed line. When the obstruction is less than 500 metres from the
cross-over road, the detonators must be placed on the rail as far as possible from the
cross-over road. (See diagram hereunder).

Signal Box "A" Detonators at "X"

_~_-----=I--I' 6~m_mmm_m __
5°-------!om. "':_J~50o-m. ', __

-/x x/-=
-
Signal Box "B"

(5) Working of controlled signals.

All controlled running signals within the section controlled by Pilot Working,
r> and all signals controlling entry to such section, must be kept at "danger".
(6) Passing running signals at "Danger".
(a) Drivers, when entering from either end, and working over a
section of line controlled by Pilot Working, may pass controlled
running signals at "danger" on the authority of the Pilotman.
(b) Intermediate automatic signals must be regarded as non-existent
during the period that Pilot Working is in force.
(c) Officials in Charge at both ends of a section controlled by Pilot
Working must keep the innermost signals applicable to trains
approaching that section from adjacent unobstructed sections at
"danger". The innermost signal may only be placed at "caution"
after the train has been stopped and the Driver advised of
conditions prevailing in the section ahead.

(7) Driver to be informed.

Before entering the section of the line controlled by Pilot Working, the Driver
of each train must be informed by the Pilotman where such section of the line begins
and where it ends.

354 SECTIONN.13
207
 (B) Signalling cross-over road movements.
All train and shunting movements made through the cross-over road leading to
the normal running road from either end of the section controlled by Pilot Working,
must be controlled by Handsignalmen under the direction of the Official in Charge.
(9) Interval between trains.
When two or more trains have to proceed in the same direction, the Pilotman
must comply with the provisions of clause (3). Unless it has been ascertained that the
preceding train has cleared the section of the line controlled by Pilot Working, the
interval between trains must not be less than fifteen minutes during the day and
thirty minutes during the night except that no train may follow a train which is
unaccompanied by a Guard until the section is clear.
(10) Security of Points.
Should any points which are trailing for normal running, exist between the
cross-overs at either end of the unobstructed line and therefore become facing to
trains running in the other direction over the section controlled by Pilot Working, they
must be secured to ensure the safe passage of trains.
(11) Both lines obstructed.
When both lines of a double line section are obstructed and trains have to be
worked on both sides of the obstruction for the transfer of passengers or any other
purpose, Pilotmen must be appointed to work between the obstruction and the
nearest cross-over road on each side. A competent employee must be appointed at
each side of the obstruction to afford the necessary protection with detonators and
hand signals.
(12) When one line has been cleared.
As soon as one line is clear, both Pilotmen must proceed to the nearest signal
box when both authorities must be withdrawn and cancelled and a completely new
authority made out for one Pilotman only to control the working over the
unobstructed line, of all "Up" and "Down" trains in accordance with the relevant
clauses of this regulation.
(13) Change of Pilotman.
In the event of an employee taking over the duties of the Pilotman before the
obstruction has been removed, new pilot working (GSF 11) forms must be made out
and the original forms withdrawn and cancelled. The new Pilotman must not
commence his duties until the relieved Pilotman has given up duty and handed over
his pilotman's armlet to his relief.
(14) Change of Official in Charge.
Should an Official in Charge be relieved by another while Pilot Working is in
force, the signature of the relieving Official in Charge must be obtained by the
Pilotman on his form at the first opportunity.
(15) When normal working may be resumed.
(a) When a block-section which has been obstructed has been cleared and
Pilot Working can be discontinued, the pilot working (GSF 11) forms must be
withdrawn by the Pilotman. For this purpose, the Pilotman must travel over the
single line section with the last train. On arrival at the other end of the section he
must hand over all the forms collected, including his own, to the Official in Charge,
and give an assurance that the line which was obstructed is again safe for the passage
of tratns. On receiving this assurance, the Officials in Charge at both ends of the
section controlled by Pilot Working, must exchange messages by means of Form No.
B3: 13:B626 (GSF 13) and as soon as a clear understanding has been arrived at, the
pilot working resumed. The cancelled forms must thereafter be sent to the Area
Trains Office.

354-356 SECTIONN.14
208
 (b) The Signal employee must be advised as soon as normal working is
resumed so that he may re-connect the flashlight and/or boom installations.
NOTE:Specimens of alJForms are inserted at the end of this section.

355. PROTECTIONOF TRAINS LOSINGTIME.

(Applicable to single lines, non-signalled territory).

When a train, including a ballast train, is closely followed by another train and
owing to defective locomotive or other cause is unable to maintain sufficient speed to
avoid the following train overtaking it, the Guard must alight from his train and warn
the following train by placing two detonators on the line, twenty metres apart.
Should he be unable to join his own train, he must ride on the locomotive of the
following train until his own train is overtaken.

356. Accidental parting, dividing or partial failure of a train.

(Applicable to single lines, non-signalled territory).

(1) Accidental parting.

(a) (1) When a train accidentally parts in section, the Guard must
immediately apply the hand brakes on a sufficient number
of vehicles to ensure that the rear portion of his train
will not move. He must also remove the vacuum pipe
from the dummy at the back of the train or, in the case of
an air braked train disconnect the hose coupling of the
radio operated warning device, and must immediately
protect his train by placing two detonators on the track,
twenty metres apart, at a distance not less than one
kilometre from the last vehicle of his train and remain
thereat, clearly displaying a 'danger" hand signal, until
recalled by the Driver sounding the prescribed whistle.
He must leave the detonators on the track when returning
to his train.
(ii) Should the Guard be recalled by the Driver before he
reaches the prescribed distance he must still proceed to
the full distance in the rear and place the detonators on
the track as required in paragraph (a) (i)above.
(iit) If, when the recall whistles are heard, a following train is
within ear-shot or is visible, the Guard must remain at the
prescribed distance until such train has been stopped and
the Driver advised of the circumstances.
(iv) On returning to his train, the Guard must assist the Driver
to couple up, release the hand brakes and replace the
vacuum pipe on the dummy at the back of the train or
coupling of the radio operated warning device.
(b) (i) When the train comes to a stand due to accidentally
parting, the Driver must apply the train brake fully and
must satisfy himself that no vehicle on the train has
derailed. He must place two detonators on the track at a
suitable distance in front of the rear portion as a guide to
him when returning with the front portion.

356 SECTIONN.15
209
(ii) Thereafter, the Driver must sound the locomotive whistle to
recall the Guard and commence setting back cautiously. The
train must be brought to a stand when the detonators
are exploded and remain there until the Guard returns to
effect the coupling.
(iii) . If the explosion of the detonators is not heard when the
front portion is setting back, the movement must be
stopped immediately contact is made with the rear portion
and no further movement must be made until the Guard
returns to complete the coupling.
(iv) The Driver must thereafter place violet labels (Form no.
83:31 :5293) on both vehicles between which the breakloose
took place.
(2) When train has to be divided.
(a) When the Driver decides to divide the load, he must advise the
Guard verbally or by sounding the appropriate locomotive whistle.
(b) (i) The Guard, on being advised or on hearing the whistle,
must immediately apply the hand brakes on a sufficient
number of vehicles to ensure that the rear portion does not
move and must then protect his train by placing two
detonators on the track, twenty metres apart, not less than
one kilometre from the last vehicle on his train. He must
then remain thereat, clearly displaying a 'danger" hand
signal. When recalled by the Driver he must leave the two
detonators on the track when returning to his train.
(ii) If, when the recall whistles are heard, a following train is
within ear-shot or is visible, the Guard must remain at the
prescribed distance until such train has been stopped and
the Driver advised of the circumstances.
(c) (i) The Driver must fully apply the train brake and then, after
having uncoupled, he must draw the front portion forward
for a suitable distance and place two detonators on the
track, twenty metres apart, as a warning when returning
for the second portion.
(ii) When returning for the second portion, the Driver must
exercise the greatest caution and be prepared for any emergency such as the portion
of his train that was left standing, having moved.
(iii) On approaching the second portion, the Driver must
frequently sound the prescribed whistle to recall the Guard and must await his return
to couple up.
(d) Before entering a station or siding with the front portion of the
train, the Driver must stop short of the outermost facing points, and notwithstanding
any signal he may receive, he must not pass over those points until the Official in
Charge at a station or the Drivers and Guards of all opposing trains at a siding have
been informed of the position. If a divided train holds a crossing with an opposing
train at that siding, the Driver must not return for the second portion until the
opposing train has arrived and the Driver and Guard have been informed of the
position.

356-357 SECTIONN.16

210
 (e) After a train has been divided and the locomotive has proceeded
ahead with the front portion, the rear portion must not, under any circumstances, be
moved by any following train. The rear portion must remain stationary until its
locomotive has returned and coupled up.

(3) Partial failure.

How assistante should be given by following train.
When a train comes to a stand and requires assistance from a following
train, it must be immediately protected in the rear. The following train having been
stopped, must be drawn up slowly under the direction of the Guard of the train to be
assisted, and must come to a stand clear of his van. The assisting train must then be
protected in the rear, after which, the trainmen of both trains must come to a clear
understanding as to the action to be taken. The Driver of the following train, after
satisfying himself that his train has been properly protected, must detach his
locomotive, move forward cautiously and assist by pushing the partially disabled train
to the top of the grade or such other place as may have been agreed upon and
thereafter return to his own train. If however, it is decided that the load of the
assisting locomotive will permit, assistance may be given without detachment of the
load of the second train.

357. LOCOMOTIVEFAILURE. (Applicable to single lines, non-signalled territory).

(1) Rear end protection to be given.

Immediately a train comes to a stand it must be protected in the rear in
accordance with regulation 350 (1).
(2) Guard and Driver to confer. The Guard and Driver must then confer
and come to a clear understanding as to what they consider is the quickest method of
clearing the section.
(3) Communication to be established.
(a) Communication must be established as quickly as possible with
the Official in Charge at the station in advance. The Driver must
write out and sign a message giving particulars of the locomotive
defect and the kilometric distance at which the train is standing.
The message must be written out in full commencing:-
From Driver. (Name) of Train No.
...........................................
to Station Master at .
............................................................
(Station).

The Official in Charge receiving the message will write it down in

full and repeat it to the sender who must, if the repeated
message agrees in every respect with the original, confirm it by
giving the word "correct'. Names of places mentioned in the
message must be spelled out when sending and repeating it.
(b) Under no circumstances whatever (even though the cause of the
failure be remedied) may a train for which assistance has been
asked, or sent, be moved until such assistance has arrived. The
withdrawal by the Guard of the Driver's train proceeding authority of a
train which has failed in section, and for which assistance has been
asked, cancels the proceeding authority of such train from the place
where the withdrawal occurred, and thereafter the authority must not,
under any circumstances, be acted upon.

357 SECTIONN.17
211
 (4) Consultation between station officials.
(a) The Officials in Charge at both ends of the section must then
confer and decide on the most expeditious method of clearing the
failed train from the section. Should it be necessary, the Guard
of the failed train must be instructed to withdraw the Driver's

proceeding authority. When agreement on the action to be taken has

been reached, the Official in Charge at the station in advance will
then write out a message clearly stating what action will be taken
and read it to the trainmen in accordance with regulation 93.
(b) Thereafter, the Officials in Charge will make formal arrangements
for the necessary assistance to be sent to the failed train. When
the instructions are issued by telephone to the assisting
locomotive, the Guard or Driver of the failed train should listen
in, where possible, to the issue of the instructions and give his
name as a witness.
(c) If assistance is to be sent from the front end of the failed train,
the Driver must arrange for the train to be given front end
protection in accordance with regulation 350 (2) immediately the
message described in clause (4) (a) is received.
(5) When impossible to establish telephone communication.
When it is impossible to establish telephone communication with the stations,
the Guard and Driver, after protection has been afforded in the rear, must decide on
one of the following procedures to clear the section:-
(a) When "failed" train is followed by another train. If the "failed"
train can be safely propelled to the next siding or station in
advance, the following train, on arrival at the place where the
"failed" train is standing, may be coupled up, or if necessary, the
locomotive of the following train may be detached and utilized to
propel the "failed" train to the next crossing place (station or
siding) in advance. The Guard of the following train must
immediately protect his train in the rear, and if the locomotive
thereof is detached, the Driver must also afford front end
protection in accordance with regulation 350 (2).
(b) If no train following, but proceeding authority held to cross. If
no following train is expected but the "failed" train holds a
proceeding authority to cross a train or trains at an intermediate
siding in advance, the message referred to in clause (3) together
with the train proceeding authority and, in the case of sections
worked on the Paper Order System, the Guard's proceeding
order also, must be taken by the Guard, or Fireman where
provided, to the Driver of the first opposing train at the siding
in question. When going forward, the Guard or Fireman must
protect the train in the front by placing two detonators on the
line, twenty metres apart, not less than one kilometre in front
of the locomotive. The receipt of the messages, and the
"failed" train's proceeding authority, will constitute an authority
for the Driver of the first opposing train to uncouple and proceed
beyond his crossing place into section to the scene of the failure
and return with the "failed' train to the nearest siding.

357-358 SECTION N.18

212
 (c) If train at siding in rear of "failed" train holds crossing order.
If a train at the siding in rear of the "failed" train holds a crossing
order to cross a train at that siding, and therefore has not
followed the "failed' train into section, and the quickest method
of clearing the section would be by utilising the locomotive of
that train, the following procedure may be adopted. The Guard
must take the proceeding authority of his "failed" train, together
with a copy of the messagereferred to in clause (3), to the siding
.
in the rear. The receipt of the proceeding authority of the "failed"
train and a perusal of the messagewill constitute authority for the
locomotive of the train standing in the siding in rear to enter the
section and return to that siding with the "failed" train.
(d) Proceeding authority of "fatted" train to be taken by assisting
train. In the circumstances detailed in paragraphs (a), (b) or (c),
the proceeding authority of the "failed" train must be withdrawn
and taken by the Guard of the assisting train to the first station in
advance and handed over to the Official in Charge.
(6) When telephone communication impossible and no opposing or
following trains available for assistance. If it is impossible to establish
communication either by portable or nearest fixed telephone, and no following or
opposing trains are available for assistance as detailed in clause (5) (a), (b) or (c), the
Guard must, after his train has been protected in front and rear, proceed as quickly
as possible to the station in the rear or in advance, whichever is most expeditious,
taking with him the proceeding authority withdrawn from the Driver. In such cases
the Driver must under no circumstances make any movement of the "failed" train
even though the defect be remedied. Where a Fireman is provided, he must be
utilized to assist in these duties as necessary.
(7) Action by station receiving request for assistance. Provided the line is
otherwise clear for him to do so, the receipt of a request from the trainmen of the
"failed" train in accordance with this regulation will constitute authority for the
Official in Charge concerned to make arrangements with the station at the other end
,,--, of the section for Hie despatch of such assistance. The Station Master must be called
if off duty, in accordance with regulation 19.
(8) Train failing at intermediate siding. Should a locomotive become a
total failure when at a siding, all proceeding authorities must be withdrawn from the
"failed" train by the Guard of the first opposing or following train, and handed over
to the Official in Charge at the first open station.

358. TRAIN UNABLE TO PROCEED OWING TO ACCIDENT, DERAILMENT OR

WASHAWAY. (Applicable to single lines, non-signalled territory).
(1) Train to be protected.
When assistance is required for a train which has met with an accident in
section, or is unable to proceed on its journey due to derailment or washaway, it
must be immediately protected in the rear.
(2) Communication to be established.
"The Driver must decide which course to adopt in sending for assistance and is
responsible for seeing that one of the following methods is adopted:-
(a) The Driver must contact the nearest station by means of his
portable or the nearest fixed telephone, and advise details of the
occurrence.

358-359 SECTIONN.19
213
 (b) Should it not be possible to establish telephonic communication
with the station in rear or advance, the locomotive may be
detached from the train and run forward to the station in advance
if this course is possible and provided this does not exceed the
proceeding authority held by the Driver. If it is not possible to do
so, then the Guard must withdraw the Driver's proceeding
authority and take it to the nearest station, or send it with the
Fireman, if provided, by the quickest means and give full
information as to the nature of the accident.

(3) Train not to be moved.

Under no circumstances (even though the cause of the stoppage by
removed), must a train for which assistance has been asked, or sent, be moved until
such assistance has arrived. The withdrawal by the Guard of the Driver's proceeding
authority of a train for which assistance has been asked, cancels the proceeding ~
authority of such train from the place where the withdrawal occurred, and thereafter
the authority must not, under any circumstances, be acted upon.
(4) Action to be taken by station.
The Official in Charge who receives a message from a train in such
circumstances, must immediately take such steps as may be necessary to secure the
safety of other trains and to send the assistance required. The Station Master must
be called if off duty, in accordance with regulation 19.
(5) Trains moving in wrong direction.
When a train on a running line is stopped through any cause, it must not be set
back unless specially authorised by the Official in Charge at the station in the rear or
in accordance with the provisions of regulations 356 and 357.
When moving in the wrong direction the Driver must do so with the utmost
caution, frequently sounding the locomotive whistle.

359. METHOD OF WORKING DURING OBSTRUCTIONOF LINE.

(Applicable to single lines, non-signalled territory).

(1) Nature of proceeding authority to be issued.

When the passage of trains through a section is prevented by a derailment,
washaway, or other obstruction of the line, and a breakdown or other train is required
to be sent into the obstructed section, a proceeding authority as is prescribed for a
ballast train must be issued to such train. In addition, the Guard and Driver must be
issued with:-
(a) a copy of the Train Notice announcing the movements of the
breakdown or ballast train, together with such documents as are
required by regulation 89;
and
(b) a written statement giving details of the obstruction including the
exact location thereof;
and
(c) written instructions as to any special stoppage, or other
requirements to be observed.
A copy of the statement and instructions issued must be retained at the
station, and the signature of the Guard and Driver obtained thereon. The
Official who is supervising operations at the scene of the obstruction must, as
359 SECTIONN.20

214
 quickly as possible, inform the Official in Charge at each end of the section of
the exact point beyond which trains must not proceed.
(2) Despatch of ordinary trains into obstructed section.
Ordinary trains must not be sent into an obstructed section unless there is a
reasonable prospect of their proceeding through the section without excessive delay.
Agreement to the despatch of such ordinary trains must be obtained, whenever
possible, from the Official who is responsible for clearing the line.
(3) Opening Temporary station.
When the line in a section which is worked under one of the Paper Order
Systems is likely to be obstructed for a' prolonged period, the Area Manager may
authorise the opening of a Temporary station at, or near, the scene of the obstruction
and, in that event, the following conditions will apply to the opening of, and control
of train working from, such Temporary station:-
(a) The Station Master at the station from which the Temporary
Station Master will proceed must sent a service message to the
Official in Charge at the other end of the section, in the following
form:-
I propose to send (grade)
............................................................
(name) by .
(state train number, or other means by which he will proceed)
to (kilometres or siding)
and to authorise him to open a Temporary station thereat, in
accordance with regulations 359, owing to the line being
obstructed at .
by .
Trains now in section hold orders as follows:-
(here give particulars of all trains in section, and of proceeding
orders held by them).
Do you agree?
If the Official in Charge receiving such message agrees with the proposal after
comparing the information given therein with the train proceeding orders and
messages in his possession and with his Train Movement Book, he must reply by
service message in the following form.
your 1 agree to the opening of
a Temporary station at .
by (name). I also agree that the following
trains are now in section holding orders as stated:-

(Here give particulars of all trains then in section and of the proceeding
orders held by them, such information to agree with that given in the
proposal)
After the exchange of such messages, all train arrangements from either end of
the section must be made only with the Station Master at the Temporary station.
(b) After arrangements for the opening of a Temporary station have
been thus completed, "Facsimile and Telephone failed"
regulations 257/288 will not apply in any respect to the

section concerned, and the suspension of the provisions of these

regulations will continue until such time as the authority to open
the Temporary station has been withdrawn and cancelled, and
normal working has been resumed, in accordance with clause (f).

359 SECTIONN.21

215
 (c)In the event of the Temporary Station Master being unable to
establish communication, he must assume sole control of the train
movements over the whole of the section up to the first open
station on each side of the obstruction, and within that section he
must issue such orders to trains as he may decide.
(d) Equipment for, and authority to open Temporary station.
The Station Master who dispatches the Official to open and assume control at
such Temporary station, is responsible for supplying him with a Train Movement Book,
blank train proceeding messages and orders, and such other books, stationery and
equipment as may be necessary for him to efficiently discharge his duties, and must
also furnish him with written authority to act as Temporary Station Master at the
place stated, in the following form:-
To (name and grade)
This is your authority to open and take charge, in accordance with
regulation 359, of a Temporary station at.. .
(kilometres or siding) owing to the line being
Obstructed at by .
Agreement to this arrangement has been obtained from the Official in Charge
at (name of station at other end of
section). Particulars of all trains at present in section between .
and and the proceeding orders held by them, are
given below. No further trains will be sent into section and no further orders will be
given to trains already in the section, without your authority.
(Here give particulars of all trains the in section, the time they
entered the section, and what proceeding orders were issued to
them) .
..................................................
Date Time
..........................................................
Station Master
(e) (i) On arrival at the place where he has been authorised to
open a Temporary station, the Temporary Station Master
must proceed to establish communication by means of
facsimile machine and/or telephone, and
immediately this has been done, he must inform the next
station on each side, by service message, of his arrival. He
must also announce the opening of the Temporary station
to the Guards and Drivers of all trains standing thereat, and
to all others as they arrive, and must withdraw their
proceeding orders unless he is in a position to allow them
to remain in force, in which case he must countersign
them. His presence will not relieve trainmen from the
necessity of protecting their trains in accordance with
regulations, but he must satisfy himself that this is properly
done.
(ii) After the Temporary station has been opened, all
arrangements for the movement of trains must be made
between that station and the station on either side, in
accordance with regulations. When a crossing is to be
effected in section, the message in respect of the train
which will proceed towards the Temporary station must be
exchanged first regardless of the sequence in which it is
expected the respective trains will enter the section.

359 SECTIONN.22
216
 (Itt) In the event of failure of the facsimile and telephones
after the Temporary station has been opened,
notwithstanding the provisions of paragraph (b), the
Temporary Station Master is authorised to issue such
written proceeding orders to trains as he may decide
without the consent of the Official in Charge at the other
end of the section concerned, provided such orders are not
in conflict with any authority which may have been
previously given to other trains.

(f) Removal of line obstruction and closing Temporary station.

On removal of the line obstruction, the Temporary Station Master
must make arrangements for all trains to clear the section and
must satisfy himself that any points at the Temporary station are
left in the normal position and, where necessary, locked in
accordance with regulation 86. He must cancel his authority to
open the Temporary station by writing the word "cancelled" in
bold letters across the face of the authority. This cancellation
must be timed and signed and the authority filed together with
the copies of the train proceeding orders issued at the Temporary
station.
He must send a service message to the stations on either side in
which he must confirm that the points are correctly set and that
his authority to open the Temporary station has been cancelled.
He must also include the identification number of the last train in
each direction for which arrangements have been made, with the
times such trains left or arrived, as the case may be, and
particulars of the orders held by any trains that are still in
section. Any other information which may be necessary for the
Official in Charge on either side to properly resume normal train
working must also be included in the service message. In the
event of communications failing before this service message is
sent, the station must remain open and the Temporary Station
master will assume sole control of the train movements in
accordance with paragraph (c) until communications are restored
and the service messagesare sent.
(g) Receipt of the above service messages by the Officials in Charge
at the stations on either side of the Temporary station will be
their authority to resume normal working.
(4) Station Masters to be called.
All arrangements for the opening of a Temporary station, also the issue of the
authority to the Temporary Station Master in accordance with this regulation, must be
made by the Station Master personally, and he must be called for this purpose if off
duty. In circumstances where a Station Master is not available, the Official in Charge
will be responsible for carrying out these duties.

360. "DAMAGE TO PERMANENT WAY.

(1) If a member of a train crew considers that an unsafe condition exists in

the permanent way for the normal passage of trains, the train must be brought to a
stop.

359-361 SECTION N.23

217
 (2) In all such cases and those of derailment or of any accident which might
affect the track, whether or not damage to the permanent way is apparent, the
following procedure must be adopted by the train crew before proceeding:-
(a) If on signalled territory or if Driver is in possession of a Wooden
Staff.
(i) . The Driver must immediately advise the Official in Charge
and if possible the Platelayer of the circumstances.
(ii) The Driver must advise the Guard of the circumstances.
(iii) The Guard must protect the affected area by placing two
detonators on the line twenty metres apart, not less than
1,5 kilometres on each side of it.

(iv) If the train is unaccompanied by a Guard, the Driver will be

responsible for providing the protection.
(b) In all other circumstances.
(i) Immediately the train stops, the Guard must protect it in
accordance with regulation 350.
(ii) The Driver must immediately advise the Guard of the
reason for the stoppage and the Guard must go back and
extend the protection in the rear as required in clause (2)
(a) (iii) above and remain near the detonators, clearly
displaying a "danger" hand signal to any approaching train.
He will remain there until he is either recalled by his Driver
or until the following train has been stopped and the Driver
advised of the circumstances. Similar protection must be
afforded ahead of the affected area after the train has
proceeded forward.
(iii) The Driver must immediately establish communication with
the Official in Charge at the station in the rear or advance,
advise him of the circumstances and thereafter act in
accordance with his instructions concerning recalling the
Guard from protecting, calling the Platelayer etc.
(iv) The Driver must stop and clearly warn the Driver and Guard
of every train which may be crossed before reaching the
next station.
(3) In the event of any trains exploding the detonators before the track has
been repaired, the train crews of such trains must renew the detonators.
(4) The Official in Charge, on receiving such a report must take all steps
necessary to ensure the safety of trains and must communicate with the Permanent
Way Staff concerned and report the circumstances to the Train Control Office.

361. TRAINS ON FIRE.

(1) Should any portion of a train be on fire, the train must be stopped as
quickly as possible and, if it is not then within the protection of fixed signals or the
Driver is not in possession of a Wooden Train Staff, the Guard must immediately
protect the train in the rear in accordance with regulation 350.
(2) The train staff must make every effort to promptly extinguish the fire by
any means available, but if this is not possible and there is a siding, water tank or
column nearby, the Driver, in consultation with the Guard where practicable, should
consider the advisability of running the burning vehicle or vehicles thereto.

218
361-369 SECTIONN.24

(3) If neither of these measures is practicable, the burning vehicles must be

uncoupled and separated from the other vehicles by 50 metres on either side.
(4) In Electrified sections if the Trainmen consider that the extent of the
fire is such that it is likely to affect Cables or other electrical equipment they must
immediately contact the Power Controller direct or through the Official in Charge and
request that the power be switched "OFF" (See General Safety Regulations for
Working in Electrified Sections Clauses 23; 24, 25 and 29).
(5) Special attention must be afforded to the safety of passengers and
livestock.
(6) The cause of the fire should be established, whenever possible, and
details recorded in terms of regulation 63.

362-369 VOID.

219
 Form No.
83:13:8510

N.R.Z. G.S.F 10

INTRODUCTION OF PILOT WORKING MESSAGE

(For use o~ double lines)

(QUESTION)

Prefix P. No _

__ Fr_o_m I_T_O _

I am introducing pilot working between _

and in terms of regulation 354.

Time Official in Charge Date

(REPLY)

Prefix PR No. _

I--_F_ro_m I_T_O ~

I note introduction of pilot working between _

and in terms of regulation 354.

Time Official in Charge Date

220
 Form No.
83:13:8598

N.R.Z. G.S.F 12

PILOTMAN'S TICKET
(For use on double lines)

To the Driver of train No. _

You are authorised to proceed

From _

To _

Pilot following.

Station _

Date _

Time ------------------------------

Preceding train in same direction left at _

Signature of Pilotman

221
 Form No.
83:13:8626

N.R.Z. G.S.F 13

REINTRODUCTION OF NORMAL WORKING MESSAGE

(For use on double lines)

(QUESTION)

Prefix K No. _

From To

___________ last arrival from your station

___________ last departure for your station.

The line having been restored to order, and the section

between and being

clear of all trains, I propose to reintroduce normal working.

Time Official in Charge Date

(REPLY)

Prefix KRNo. _

From To

__________ last departure for your station correct

___________ last arrival from your station correct

The section between and _

being clear of all trains, I agree to reintroduction of normal working.

Time Official in Charge Date

370-372 Section P.1

222
 SECTION P.

PERMANENT WAY AND WORKS.

370. EXAMINATION OF LENGTHS.

Every Platelayer must periodically examine his length of line and any works
thereon and should any defect be discovered which would jeopardize the safe passage
of trains, he must take immediate and effective action for the protection of trains,
also advise the Official in Charge of the' defect and thereafter effect the necessary
repairs as quickly as possible.

371. EXAMINATION OF TRACK DURING STORMY WEATHER.

(1) Permanent Way Inspectors, Platelayers and other employees concerned

must be particularly watchful during wet weather and when floods may be expected.
During such time they must inspect every part of the line likely to be affected by
storm water and, if possible, also note, before the passage of any train, the action of
the water on culverts and bridges. Should the wet weather continue, Platelayers
must arrange for their lengths to be patrolled by day and by night and for watchmen
to be stationed at those places where damage may be expected. These precautions
must be continued until there is no longer any risk.
(2) Should a Platelayer suspect any danger to the track or works, he must
exhibit the proper signals for the protection of trains and communicate immediately
with his Permanent Way Inspector and the Official in Charge. Every endeavour must
be made to repair, as quickly as possible, any damage that may have occurred.
(3) See regulations 24 and 101 for action to be taken in the event of flooded
track.

372. PROTECTION OF EMPLOYEES WORKING ON OR NEAR THE TRACK.

(1) Permanent Way Staff to be prepared for special trains. As special or

conditional trains may have to be run without previous notice, the permanent way
staff must at all times be prepared for the running of such trains.
(2) Protection to be provided.
(a) When working in station yards and sidings the employee in charge
must select an employee or more if necessary, to act as Flagman. Such Flagman must
be provided with flags or hand lamps and detonators. He must be posted at a suitable
place with instructions to warn the gang, or other employees working on or near the
track, when trains are approaching from either or both directions.
(b) When working on or near the track at points other than those
detailed in clause (a) above and from where approaching trains cannot be clearly
seen, gang boards must be erected on the right-hand side of the line as seen by
approaching trains at a distance of 500 metres or further if the Driver's visibility is
restricted, from both ends of the portion of the line affected (see regulation T.W.R.
165).
(3) Employees to keep clear of trains. When trains are approaching,
employees working on the track must stand clear. When there are more lines than
one, employees must stand clear of all lines and they must not recross lines until
satisfied that trains are not approaching. When employees find themselves between
two tracks at a place where trains are about to pass or cross each other, they must lie
down.

372-373 Section P.2

223
 (4) Unfavourable Weather. If, owing to fog or other bad weather
conditions, employees working on the track are unable to get sufficient warning of
approaching trains, the work must be stopped. If the safe working of trains depends
upon the continuance of such work, action must be taken in accordance with
regulation 373 (2).
(5) Working in Tunnels. On the approach of a train, employees working in
a tunnel should enter one of the recesses provided therein, but if there is no time to
do so, they must lie down as close as possible to the face of the wall.
(6) Working in Electrified Sections. The instructions set out in the General
Safety Regulations for Working in Electrified Sections and the Chief Civil Engineer's
Safety and Operation Instructions for Electrified sections must be complied with.

373. PROTECTION OF TRACK BY PLATELAYERS

(1) (a) The distances as laid down in this regulation for the placing of
banners and detonators are the minimum distances required and must be increased
where the gradient or configuration of the line renders this necessary. It should be
understood that all signals must be clearly visible to the Driver as he approaches so
that he can take appropriate action according to the signal displayed.
(b) When it is necessary for the Platelayer to perform work on the
track which will render the track unsafe for the passage of trains, he must first
arrange with the Official in Charge in control of that section for the necessary
occupational period(s) to carry out the work.
(c) Irrespective of the aspect displayed by fixed signals, the
Platelayer must afford the necessary protection as laid down.
(d) The signals displayed by the Platelayer must at all times be
observed irrespective of any 'proceed' aspect which may be displayed by a fixed
signal. However, if a Plate layer is displaying a 'proceed' signal which is contrary to
the 'danger' aspect displayed on any fixed signal, the Driver must immediately
contact the Official in Charge concerned. (See regulations 124 and 172).
(2) (a) When it is necessary to stop trains in section because of an
instruction or any other cause which would render the line unsafe
.for the passage of trains, full protection must be afforded as
follows:-
(i) Red banners must be displayed not less than 1,5
kilometres, or such further distance as the gradient or
configuration of the line renders necessary, from each side
of the affected area. They must be clearly displayed on
the right hand side of the line as seen from approaching
trains.
(ii) Three detonators must be placed on the line, 20 metres
apart, with the first detonator being at least 100 metres
outside the red banner. The Platelayer is responsible for
the replacing of all detonators exploded.
(iii) When full protection is provided to the track, gang boards
with 10km/h speed plates must be exhibited 500 metres
outside the red banners, or further according to the
configuration of the track, in accordance with T.W.R 165
(3) (c)

373-374 Section P.3

224
 (b) At night, red lights must be continuously displayed at the red
banners.
(c) Should the outermost facing points of an open station be reached
within the prescribed distance, the red banners must be erected and the detonators
placed on the line immediately outside the points on the affected line and the Official
in Charge must be notified" of the circumstances.
(d) Should the prescribed distance fall within a siding, full protection,
as laid down in clause (2) (a) above, must be afforded beyond the outermost points at
the forward end of the siding and the 'Official in Charge must be notified of the
circumstances.
(e) When any part of a line in a station, siding or yard is unsafe for
the passage of trains, red banners must be erected across the affected line at the
clearance indicator at each end. The Platelayer must then arrange with the Official
in Charge for the points to be set against the affected line and he must spike or clamp
them in that position.
(f) On double line sections when a line is unsafe for the passage of
trains, full protection must be afforded as laid down in clause (2) (a) but only against
trains approaching on the affected line. At the other end of the affected area, a gang
board must be placed, at a distance not less than 500 metres, on the left hand side of
approaching trains and with its reverse side visible to the Drivers, This gang board will
demarcate the limit of the affected area.
(g) The above protection must be continued until the line is safe for
the passage of trains.
(3) When a section of the line is unsafe for the passage of trains at normal
speeds, for a period longer than normal daytime working hours, the Platelayer must
display "Portable Speed Restriction Boards" indicating the permissible speed. These
boards must be placed on each side of the affected area in accordance with the
provisions of T.W.R. 166.
(4) In the event of it not being possible within normal working hours to
restore any uncontrolled line for the safe passage of trains, the Platelayer must
personally ensure that the points are securely spiked against the affected line, that
the red banners are removed and the Official in Charge in control of the section is
r- advised of the circumstances.

374. TEMPORARYSPEEDRESTRICTIONS.

(1) When it is necessary for trains to travel at reduced speed for a period
longer than normal daytime working hours, portable speed restriction boards must be
erected by the Platelayer. (See T.W.R. 76 and 166)
(2) In cases of emergency, Permanent Way Inspectors or Platelayers may
erect the necessary boards without prior advice to the District Civil Engineer, but in
these circumstances the Official in Charge must be advised immediately giving the
kilometric distances at which the boards have been erected.
(3) When the imposition of a speed restriction can be anticipated, full
particulars thereof, including the kilometric distances at which the speed restriction
boards are to be erected, must be sent to the District Civil Engineer one week
beforehand to enable arrangements to be made for trainmen to be advised.
(4) Immediately the necessity for a speed restriction no longer exists, the
speed restriction boards must be removed and all concerned advised.

225
374-380 Section P.4

(5) In order to minimize delay to trains, the length of line under speed
restriction must be kept as short as possible, consistent with safety.

375. TRAINS FOLLOWING TOO CLOSELY. (Applicable to non-signalled territory).

If a train approaches within fifteen minutes by day, and thirty minutes by

night, of a previous train, the Platelayer must endeavour to stop the train and inform
the Driver of the proximity of the previous train. If sufficient time is available to
place detonators on the line or exhibit a red flag or red light, every endeavour must
be made to attract the Driver's attention by use of one of the 'danger" signals
described in regulation 123.

376. DISREGARD OF PLATELAYER'S SIGNALS TO BE REPORTED.

A Platelayer must report to the Permanent Way Inspector every case coming to
his notice in which a hand signal or other Platelayer's signal is disregarded by a
Driver.

377. ACCIDENTS TO BE REPORTED.

Train accidents, irregularities in working, and serious defects likely to interfere

with the safe working of the line, must be promptly reported by the Platelayer to the
Official in Charge and to the Permanent Way Inspector. In case of train accident, a
Platelayer must carry out the instructions laid down in Section VI of the General
Appendix.

378. OBSTRUCTIONS PLACES ON THE LINE TO BE PROMPTLY REPORTED.

Every employee must exercise the utmost watchfulness with a view to the
prevention of obstructions being placed on the line, and to the detection of anyone
who may place an obstruction on the line or interfere maliciously with points, signals,
structures or appliances. Any such case must be reported to the Official in Charge ~
and the Permanent Way Inspector. Where possible, the nearest Police Official must
also be advised.

379. ARTICLES FOUND ON LINE.

(1) All coupling equipment or other material belonging to rolling stock which
is found on the line, must be conveyed or despatched to the nearest station by the
Platelayer. The employee receiving such material must forward same to the nearest
Locomotive Depot with written information as to where it was found.
(2) All luggage, goods or other articles found on the line must be taken or
despatched by the Platelayer to the nearest Station Master together with a report
containing the best information that can be obtained regarding the train from which it
fell and stating where it was found.

380. NEW WORKS OR MAJOR ALTERATIONS.

Before any work which includes the breaking of the line, or any interference
with the safe working of the line, in connection with the installation or removal of

226
 380-382 Section P.S

signals, new sidings or spurs, the repair of bridges etc., is undertaken, arrangements
regarding the working of trains must, wherever possible, be made beforehand
between Officers of the Operating and appropriate Engineering functions. Trains
must not enter a new siding, spur or a new section of the line, without instructions
from the Area Manager arrd a responsible representative of the Civil Branch must be
present.

381. ENGINEER'SBALLAST TRAIN.

The movement of a ballast train will be under the control of the Guard, who,
together with the Driver, will be subject to all the regulations governing the working
of trains. Except as provided in the foregoing, the work to be performed by such
ballast train will be under the direction of the Permanent Way Inspector, Ballast Train
Overseer or Plate layer detailed to such work.

r>. 382. USE OF PUSH AND PUMP TROLLEYS.

(1) Push trolleys and pump trolleys capable of being removed from the line
will operate on signalled and non-signalled territory under the following provisions:-
(a) they must be placed on a running line and used only by an
employee certified as competent to use such trolleys.
(b) when used in signalled territory they must be insulated in such a
manner that they do not affect track circuits.
(c) when not in use they must be placed clear of the line and
padlocked.
(d) they must not be attached to, or propelled by, a train.
(e) they must be kept in good order by the employees in charge of
them who must test the hand brakes and satisfy themselves that
they are effective before commencing a journey.
(f) they must not be used at night or in foggy weather except in case
of train accidents or other unusual circumstances affecting the
r=: 'safe passage of trains.
(g) they must not be used for pleasure, nor may unauthorised persons
be allowed to ride upon them.
(h) on double lines they may only be run in the direction in which
trains run.
(i) when approaching level crossings the employee in charge of a
push or pump trolley must do so with caution and must give way
to any road traffic on the level crossing or its near approaches,
but should it be found necessary flagmen may be used to stop
road traffic.
(j) when two or more push and/or pump trolleys are required to
travel together, the following will apply:-
(i) the employee certified as competent to use such trolleys,
must take charge of the leading trolley and he will
nominate other employees to take charge of each of the
remaining trolleys. Sufficient distance must be maintained
between the trolleys to avoid any risk of collision with the
trolley ahead.
(it) they must be afforded protection as a group.

227
382 Section P.6

(Iii) the coupling together of trolleys is undesirable and must

only be resorted to when absolutely necessary, in which
case not more than two trolleys may be coupled together,
and they must be fitted with a proper coupling device,
·which will prevent a breakloose in section. The employee
in charge must travel on the leading trolley and nominate
another employee (normally the leading Gang worker) to
take charge of 'the other trolley.

(k) (i) before placing a push trolley or a pump trolley on a running

line the employee in charge of the trolley must obtain from
the Official in Charge information regarding the train
service and the actual running thereof.
(ii) Officials in Charge must provide all the relevant
information when requested to do so.
(l) The employee in charge of a trolley must satisfy himself as far as
possible that the line ahead is clear for the movement of the trolley and that all
points over which the trolley has to pass are correctly set.
(m) push and pump trolleys placed on the line must be afforded
protection as follows:-
(i) On single lines a trolley must be protected in both
directions, except as provided for in sub-paragraph (m) (v) hereof, by a flagman,
equipped with detonators, exhibiting a 'danger' hand signal at a distance of not less
than one kilometre from the trolley or such further distance as the gradient or
configuration of the line renders necessary. A red flag must also be exhibited above
the trolley.
(ii) on double lines, except as provided for in sub-paragraph
(m) (v) hereof, a trolley must be protected in the rear by a flagman, equipped with
detonators, exhibiting a 'danger' hand signal at a distance of not less than one
kilometre from the trolley or such further distance as the gradient or configuration of
the line renders necessary. A red flag must also be exhibited above the trolley. If bi-
directional working is in force the trolley must be protected both in the front and in
the rear in accordance with the terms of sub-paragraph (m) (i) hereof.
(iii) the employee in charge of a push trolley or a pump trolley
must not permit it to travel at a speed which will prevent the flagman protecting it
from maintaining the prescribed distance from the trolley.
(iv) a flagman protecting a trolley must, on the approach of a
train, place two detonators on the rail, and continue to display a 'danger' hand signal
until the trolley has been removed from the line or the train has stopped.
(v) when a push trolley or a pump trolley is being used for
inspection purposes and is transporting men only, protection by flagmen as laid down
in sub-paragraph (m) (i) and (ii) hereof need not be provided. However, a red flag
must be displayed above the trolley and the employee in charge of the trolley must
also ensure by the use of sidings and portable telephones that he is constantly aware
of the movements of all trains in section, and he must fully comply with provisions
contained in regulation 383 (3) (k).
(n) the employee in charge of a trolley is responsible for seeing that
it is protected in accordance with sub-paragraph (m) hereof and that it is removed
clear of the line in time for each train to pass.

382 Section P.7

228
 (0) After a train has been stopped due to the display of a 'danger'
hand signal or the explosion of detonators, and if the trolley is not in sight, the Driver
may proceed with caution, keeping a sharp lookout and sounding his locomotive
whistle at frequent intervals until the trolley is sighted, and be prepared to stop well
clear of the trolley if it has not been removed from the line.

383. USEOF PERMANENTWAY INSPECTORS'MOTORISEDINSPECTIONTROLLEYS.

(1) A Permanent Way Inspector's motorised inspection trolley, capable of

being removed from the line, must be identified by the display of boards bearing the
words "P. W.I' s INSPECTIONTROLLEY".
(2) It will operate on signalled territory under the provisions of regulation
92.
(3) It will operate on non-signalled territory under the following provisions:-
(a) it may be placed on a running line and used only by an employee
certified as competent to use such trolleys.
(b) when not in use, it must be placed clear of the line and
padlocked.
(c) it must not be attached to, or propelled by, a train.
(d) it must not be used at night or foggy weather except in the case
of train accidents or other unusual circumstances affecting the safe passage of trains.
(e) when operating at night or in foggy weather the vehicle must be
equipped to conform with regulations 173 and 175 regarding headlights and taillights.
These lights must be extinguished each time the vehicle is removed from a running
line.
(f) it must not be used for pleasure nor may any unauthorised
persons be allowed to ride upon it.
(g) when approaching level crossings the employee operating the
trolley must do so with extreme caution and must be prepared to stop and give way to
any road traffic on the level crossing or its near approaches.
(h) it must be kept in good order by the employee in charge and he
must test the brakes and satisfy himself that they are effective before commencing a
~ journey. .
(i) it is not permitted to haul or propel pump trolleys, push trolleys
or trailers.
(j) it must not be coupled to another Permanent Way Inspector's
motorised inspection trolley except in the case of absolute necessity. When this
necessity arises not more than two trolleys may be coupled together, and an
employee certified as competent to use such trolleys must travel on each trolley, and
the trolleys must be fitted with a proper coupling device which will prevent a
breakloose in section.
(k) Before placing the trolley on the line the Permanent Way
Inspector, or the Senior occupant certified to use such trolley must obtain up to date
information of the train service in the section concerned, not more than five minutes
before he expects to depart, in the following manner:-
(i) When starting from or passing through an open train
working station, the PWI/Senior occupant will give details
of his intended movements as near to his departure as
possible, to the Official in Charge, who will then contact

383 Section P.8

229

~~----------------------------------------~------------------------------------
 the Official in charge at the next open train working station
in advance and together they must prepare form
"PWI/DTPI", the initiator using carbon process. The
PWI/Senior occupant and both stations must retain their
copies of the form in a prominent position.
(ii) 'When starting from a siding or kilometre peg, the
PWI/Senior occupant must contact the Official in Charge
either at the open station in the rear or in advance,
whichever is more expedient, of the section over which
he intends to travel. The Official in Charge contacted
must then communicate with the official at the
opposite end of the section and together they will prepare
form "PWI/DTPI" in every respect after which the contents
will be transmitted by the Official in Charge at the station
in advance to the PWI/Senior occupant who must
simultaneously compile his form in duplicate and
acknowledge receipt by repeating the information to both
officials.
N.B. should the departure time be delayed in excess of five
minutes the PWI/Senior occupant must obtain fresh
information before placing the trolley on the line.
(iii) The station copy of the PWI/DTPI must be retained and
used for recording the time and points from which the
PWI/Senior occupant reports his presence as required by
sub-clause (v). Thereafter, the form must be filed for
checking purposes, with the P.W.I.'s copies when handed
in.
The P.W.l.s copies will be distributed as follows:-
t" copy: To official in charge at the end of each train
working section for filing with the station copy.
2nd copy: Forwarded weekly to the District Civil Engineer.
(iv) If any stop of ten minutes or more is made between sidings
he must satisfy himself by means of the portable telephone
, before continuing his journey, that it will be safe to
proceed to the next siding.
(v) The PWI/Senior occupant must contact either or both
officials in charge concerned, whichever is more expedient,
from all intermediate sidings during the passage of the
trolley through a section in order to obtain the latest
information on the running of trains, recording such
information together with times and names of sidings from
which contact was made, on his copies of the PWI/DTPI
form.
(vi) He is responsible for seeing that the trolley is clear of the
line in good time to permit the safe passage of all trains
affected.
(l) The Permanent Way Inspector or senior occupant certified as
competent to use such trolley is responsible for satisfying himself,
as far as practicable that the line ahead is clear for the movement

383-389 Section P.9

230
 intended and that all points over which the trolley has to pass are
correctly set.
(m) Official in Charge must furnish the Permanent Way Inspector or
senior occupant certified as competent to use such trolley with all
relevant information on the train position as often as requested,
and details of the information given must be recorded on the
P.W.I./D.T.P.1. form.
(n) The Driver of a train must keep a sharp lookout for any Permanent
Way Inspector's motorised inspection trolley, and on sighting such
a trolley, he must sound the locomotive whistle and satisfy
himself, as far as possible, that the trolley is clear of the line for
the safe passage of his train.

384-389. VOID

INDEX
231
 Axle clearance indicator board, description,
Situation and purpose of 164

A Reg. No B

Abbreviations in train messagesand proceeding Ballast Train:-

Orders . 243, 273 Announcing of 88, 229
Abnormal loads, shunting movements 30 Definition of 3
Abnormal occupation of ('T.(' block section 125 For permanent way requirements 381
Absence of signal where one normally displayed 123 Protection of when standing on main line 350
Absence of Signalman, signals to be placed at "Danger" 133 Track maintenance machines and Working 340
Absenceof Station Master 18 Of under:-
Absolute Staff Working, Electric Train Staff System Automatic Colour-light signalled sections 229
Accident to, or failure of train 357, 358, 351, 352, 354 Centralised Train Control System 202
Accident, signals to be placed at "Danger" in event of 135 Double line System 229
Accidents: - Facsimile System 259
Damageto permanent way by 360 Telegraph Order System 290
Duties of Signal employee in event of 213 Wooden Train Staff System 327
Indemnification for passengerstravelling Ballast working, trains not to run before time or
In van of goods train 66 Regain time 74, 259, 290
Procedure of ('T.(' Operators in event of 212 Banked trains, staring of 51
Protection of trains in event of 350 Banking locomotive, definition of 3
Reporting of 98, 377 Banking locomotive, not proceeding to next station 248,~
Station Master to be called 19 Banners (red), use of 1
To livestock on line 98 Bell codes 222, Li5
Accidental parting of train on main line is section 351, 356 Bell signals, Electric Train Staff System 301
Acknowledgement of:- Block bells, use of 223
Bell codes, double line working 222 Block section, definition of 3
Bell signals, Electric Train Staff System 301, 320 Block section, on ('T.(' territory, doubtful
Code messages 224 Condition of 125
Receipt of train notices 90 Boards:-
Action to be taken in event of flooded track 101 Axle clearance Indicator 164
Admission of train:- Caution 165
To obstructed line at places not equipped Commencement and Termination 166
With running signals 80, 85 Distance 157
To sidings when crossing or passing 85, 208 Facing points speed restriction 162
To stations 80, 81, 82, 208 Gang 168
To uncontrolled lines 126 Intermediate Signal ahead 112
Advanced crossing of train 250, 280, 310 Level Crossing Indicator 158
Advanced starting signals, description, location and Limit of Protection 159
Observanceof 112 Limit of shunt 160
Advice of nature of proceeding authority Lock Bar Indicator 163
Handed to Driver, Electric Train Staff and Permanent Speed restriction 162
Wooden Train Staff Systems 321, 326 Portable caution (Track maintenance
Advice of Trains, issue to Trainmen 89,90 Machines) ~o
All right:· Portable speed restriction ()

Colour light Running Signal at 111 Relaying area 167

Drivers to re-check indication before passing Stop and await hand signal 161
signal 124 Warning 121
Alteration or erasure in train proceeding orders Book-Train Movement 71
not allowed 242,272 Booked crossing, definition of 3
Alteration to existing signals not to be made without Booked crossing place, definition of 3
authority 129 Booked Train, definition of 3
Alteration to train arrangements 243, 273 Breakdown trains, working of in obstructed section 351,352
Announcing of running of:-
Ballast trains 88, 229 C
Motor trolleys 91
Special and conditional trains 87 Cancellation of trains 40
Arrival and departure of trains, advice of 258, 289 Cancelled crossing of trains 251, 281
Articles found on line 379 Care, employees to exercise 6
Ashesdropped from locomotive 54 Carriage washing lines, protection of employees in 22
Aspects-Colour-light Running signals, description on 111 Catch points, working of 138
Assistancefor trains disabled in section 351, 356, 357, 358 Caution:-
Assisting manned loccmcttve.- Colour-light Running signal at 112,113
Proceeding to next station, orders for 247,277 drivers to re-check indicators before passing
Not proceeding to next station, orders for 248,278 signal at 124
Authority to.- Caution boards 165, 373
Issuetrain proceeding orders, arranging of 243, 273 Caution boards (track maintenance machines) 340
Passfixed signals at "Danger" 125 Caution orders 76, 125
Automatic Colour-light signals 114 Caution (Speed restriction) boards:-
Automatic Colour-light signals, working of Permanent 162
Ballast trains 229 Portable 76166, 374
232

______________________________________________ ~---- __------ ------------------------JI

Centralised Train Control system:- Signal Guard when ready to depart from sidings 72
Accidents on 212,213 Warn passengers when nearing destination 83
Arranging Crossing and Passing of trains 208 Consciousness, loss of by employees 6
Ballast or other trains working in block section 202 Consolidator-Ballast 340
Clearance of faults during simultaneous failure Controlled line, definition of 3
of signals and communications 205 Controlof:-
Control of Panel 191 Trains 60
Control office, privacy of 191 Unattended siding under Electric Train
Description of 190 Staff System 313
Duties of Signal employees in event of accident 213 Co-operation between trainmen and Station Staff 2
Failure of power operated points 197 Coupling of locomotives 49
Failure of telephones 200 Crossings: -
Faults, reporting of 211 Advanced Order 250, 280, 310
Issue of forms 198 Cancelled Order 251, 281
Local control of points 194 Tablet working, Electric Train Staff System 306, 307
Operation of panel switches 209 Crossing of trains:-
Permanent Way Work 206 Out of course 246, 276
Pilot Working 214 Provision to be made in train proceeding orders for 246, 276
Privacy of control office 191 Crossing or passing of trains 85, 208, 246, 249, 276, 279
Procedure in event of accident 212 Crossing Place Intermediated Colour-light signal:-
Purple light points indicators 196 Description, function and observance of 112
Recording and advice of train movements 201 C.T.C. - Signal box switched out to 113
Reporting of faults 211 Curve Speed Restriction board, description and
,~ Shunting at stations and sidings 193 Situation of 162
Signal employee working on apparatus and
Signals 207
Signals controlled from signal box 192 D
Switches, operation of 209 Damage to:-
Switchstands for local control of points 194 Electric Train Staff 317
Telephones at stations and sidings 199 Permanent way by accident 360
Track maintenance machines 341 Wooden Train Staff 328
Trains stopping in block section 203 Danger:-
Use of panel reminder devices 210 Authority to pass Fixed signals at 125
Use of sires 199 Defective signals to be kept at 143
Circumstances not provided for in regulations 10 Detonator signals 123, 170, 171
Cleaning of locomotive fire 54 Hand-signals protecting Platelayers trolley 382
Clearance Indicators:- Indications of: Colour-light Running signals 111,112,113
Description, situation and purpose of 155 Mechanical Points Indicator at 153
Trains to stand between 81, 85 Running signal at Driver to remind Operator of 112
Clocks, uniform time 9 Signals:-
Closing of stations during certain hours 260, 291, 311 List of 123
Coaches, shunting of 30 Imperfectly or irregularly displayed, or not
Coal of locomotive tender to be properly stacked 45 clearly visible, to be treated as at 123
Coding and numbering of fixed signals 110 Permanent way, how and when to be
Colo -light signals:- Displayed 373
Advanced starting 112 Signals to be placed at:-
Aspects 111 During absence of Signalman 133
Automatic 114 In event of accident 135
C.T.C. 112 When line is obstructed 134
Crossing Place Intermediate 112 When points or interlocking apparatus
Displaying illuminated 'C' 113 is defective 143
Distant 112 Danger, employees not to expose themselves to 6
Home 112 Dating of train proceeding orders 242,272
Inner Home 112 Day, definition of 3
Intermediate block 112 Defects and irregularities in signals, indicators, points
Intermediate Distant 112 and track to be reported 95
Repeat 116 Defective: -
Signal Box controlled 113 Colour-light Running signals 112, 113
Signal Box controlled and transferred to Points gear, precautions to be taken 86, 142, 143, 146
C.T.C. 113 Signals, action to be taken by Signalman to rectify
Situation of 110 ~u~ 1M
Starting 112 Signals or points, Hand Signalmen to be provided 145
Communication of movement instructions by Signals precautions to be taken 142, 143, 146
Telephone to trains standing at intermediate Signals, to be kept at "Danger" 143
Siding 93, 198 Vehicles, action to be taken by trainmen 96
Conditional and Special trains:- Definition of terms 3
Permanent way staff be prepared for running of 372 Delayed train, protective of 73, 355
Conditional trains:- Departure and arrival of trains, advice of 258, 289
Definition of 3 Derail:-
Running of 87 Definition of 3
Conductor to:- Working of 138
Advise Guard of train stoppages for passengers 83 Derail Indicator, description, situation and
233
 purpose of 156 Run through station or sidings without "Right-away" hand
Derailment: - signal from Guard 82
Damageto permanent way by 360 Start train from station or siding without "Right-away"
Method of working trains during obstruction hand signal from Guard 72
of line by 352, 354, 359 Drivers of :-
Detonator signals:- Ballast trains to keep clear of other trains 259, 290
Handling, issue and use of 170 Banked or double-headed train to exchange signals
Observanceof 123, 171 before starting 51
Devices, Reminder, use of 140, 210 Defective locomotive, to advise Official in Charge when
Diary, Operator's 201 unable to maintain scheduled timer or necessaryto
Diary, Train Working 71 reduce load 97
Direction Arms-See Route Indicators Following train not to act on proceed signal displayed
Disabled train in section, assistance for for preceding train 128
and protection of 350, 351, 357, 358 Power-propelled maintenance vehicles to hold certificate
Disc:- of competency 92
Points, description, provision and observance of 154 Driver's procedure before starting train 72
Distance Board, description, situation and Driver's spare time 40
observance of 157 Drivers to:-
Distant Signal, description and observance of 112 Approach stations and sidings carefully 77,78
Distributor- Ballast 340 Assist when required in marshalling train or placing
Dividing, or accidental parting, of trains on main line 351, 356 wagons 32
Double-headed trains, proceeding authorities Be advised particulars of train load 64
to Drivers 247, 277, 309 Be prepared to stop short of any obstruction between
Double lines: Working of trains by Controlled and Warning board and the clearance indicator at opposite enc'
Automatic Signals:- of station or siding, etc II
Acknowledgement of code messages 224 Be supplied with advice of nature of proceeding
Ballast train working 229 authority issued, Electric Train Staff and
Bell codes 222 Wooden Train Staff Systems 304, 321, 326
Description of Bell codes 225 Be supplied with Advice of Trains, copies of
Failure of block bells and telephones 226 train notices, etc 89, 251, 253, 281, 283
Method of despatching trains 221 Check signal indication before passing signal 124
Systemof Control 220 Check train proceeding authority 253, 283, 309
Useof Block bells 223 Examine notices 40
Working of trains during failure of signals 227 Examine Train Movement Book, etc., at stations if
Working of trains during simultaneous failure of signals, Necessary 71
Block bells and telephones 228 Have proceeding authority before starting train
Doubtful condition of C.T. C. block section 125 and observe its provisions 240, 270, 300
Down (and Up), definition of 3 Keep good lookout
Drivers:- Know the line
Action on being stopped by Platelayer's Flagman 382 Maintain minimum interval to preceding
Action to be taken in event of flooded track 101 train 73, 245, 275, 304, 326
And Fireman to repeat signal indications 124 Obey signals 124
And Guard to exchange second "Right-away" Protect detached portion of load when train
after departure from a station or Divided in section 351, 356
intermediate siding, etc. 72,82 Protect trains on parallel running lines in event of
Definition of 3 obstruction 3~
Disablement of 59 Reduce speed when picking up proceeding authority
Disposalof Electric Train Staff and Wooden When train running through station 82
Train Staff by 308, 332 Regaintime lost, under specified conditions 74
Disposalof train proceeding orders by 254, 284 Regulate speed of trains on entering stations and
Duties of 41,48 Sidings 78
Equipment of 42 Report accidents 98
Exchangeof proceeding authority 29, 379, 307 Report defects and deficiencies in locomotive or
Motor trolley, duties of 91 its equipment 41, 97
Drivers not to:- Report defects or irregularities noted in signals, points
Enter station or siding before advising Official in and track 95
Chargeor trainmen, when portion of load left Satisfy themselves that all points are correctly set for
on main line in section 351, 356 departure of train from intermediate station or
Enter station or siding not equipped with running signals siding 86
Without receiving "All-right" hand signal 80,85 Satisfy themselves that locomotive is in proper
Exceedmaximum permissible speed 75, 76 Working order and full equipped 41
Foul running line without permission 34 See coal on tender properly trimmed and locomotive
Leave locomotive 46 tools secured 45
Over-run signals at "Danger", points, station Seevehicles secured before dividing train on main
Platforms etc. 77,78 line 351, 356
Runat faster than scheduled time Seetrains crossed at intermediate sidings
when following another train at short interval 74 are complete 85
Run before time or regain time in section when directly Sign on and off duty, and ascertain when next
following a train which is stopping in section at a place required for duty 40
notprotected by Fixed signals 74 Stop train on exploding detonators 123, 171
Run before time or regain time in section where ballast Synchronize watch with Guard's 41
Train is announced to work 74, 259, 290 Drivers, when to sound locomotive whistle 51, 53
234

\. I
 Duties handing and taking over 20 Equipment of:-
Duties:- Drivers 42
of Firemen 41,47,52 Firemen 44
of Locomotive Drivers 41,48, 52 Guards 61
of Guards 62,67,68 Drivers of maintenance vehicles 92
of Motor Trollery Drivers 91 Vans 61
of Station Masters 17 Erasures or alterations in train proceeding orders
not allowed 242,272
Examination and maintenance of:-
E Permanent Way 370
Signals 147
Examination and testing of points and signal wires
Electric points release 139 after accident 148
Electric Train Staff System:- Exchange of proceeding authorities
Absolute Staff Working 300, 303 between trains 249, 279, 307
Ballast train working 314 Exchanging train messages and orders
Change-over to Telegraph Order System during by telephone 256, 287
failure or interruption of 316 Explosive wagons, shunting of 30
Code of bell signals 301
Control of unattended siding 313
Crossing Tablet working 306, 307 F
Damage to, or loss of, Staff or Crossing Tablet 317
Delivery of Staff to Driver 309
D"""'--"')tion of apparatus 300, 306 Facing points, definition of 3
Des.; rption of bell code signals 302 Facsimile Order System:-
Disposal of staff on arrival of train 308 Abbreviations in train messages and proceeding orders 243
Distinctive carrier provided for each type of Advanced crossings 250
staff and tablet 300, 307 Advising departure and arrival of trains 258
Driver to ensure proper Staff received before Alterations or erasures in train proceeding
entering section 309 orders not allowed 242
Drivers to exchange Crossing Tablet at intermediate Altering of train proceeding arrangements 243
crossing place 307 Arranging authority to issue train proceeding
Failure or interruption of working 305,310, 316 orders 243
Guard to protect train stopped at unrecognized Assisting locomotive proceeding to next open station 247
stopping place when travelling on ticket portion Ballast train working 259
of Permissive Staff 304 Banking locomotive not proceeding to next open
Interruption of Permissive working due to locomotive station 248
Failure 305 Breakdown and other trains not proceeding to next
Locomotive in rear of train 302 station, proceeding orders for 259
Official in charge and Driver equally responsible for Cancelled crossing 251
maintaining proper interval between trains during Crossing of trains 246
Permissive working 304 Dating of train proceeding orders 242
Permissive staff working 300, 304 Description of train messages 241
Re-opening of station 312 Description of train proceeding orders 240
Rept..ition and acknowledgement of bell signals 320 Disposal of train proceeding orders by trainmen 254
St.s closed during certain hours 311 Errors in train messages or proceeding orders 242
Testing indicators and bells 302,315 Exchange of train messages and proceeding orders
Track maintenance machines 342 by telephone 256
Trainman to be provided with advice of nature of Failure of both facsimile machine and telephone,
proceeding authority issued, etc. 304, 321 Procedure during 257
Train worked by more than one locomotive 302, 309 Filing of train messages and train proceeding orders
Train waiting at an intermediate siding to cross train at stations 255
which has been delayed 310 Incoming train not having arrived 244
Transference of staffs 302, 316, 318 Issue of train proceeding orders to trainmen 252
Use of instruments and bells 319 Last arrival and departure advice 243
Employees:- One train passing another 249
Authorised to operate signals 130 Out of course working 246
Engaged in examining and repairing vehicles, Preparation of train proceeding orders 242
protection of 22 Stations closed during certain hours 260
Loss of consciousness of 6 Track maintenance machines 342
Permanent way, to keep clear of trains 372 Trainmen to check proceeding orders 253
Safety of 1 Trains exchanging orders 249
To be warned before shunting in goods shed, etc Trains following in same direction 245
lines . 30 Train waiting at an intermediate siding to cross
To exercise care 6 a train which has been cancelled 251
Walking on or about line 7 Train waiting at an intermediate siding to cross
Working on or near track, protection of 372 a train which has been seriously delayed 250
Enginemen: - Transmission of train messages and orders 241, 242
Duties of 41 Failure of:-
Must synchronize watches with Guard's 41 Block bless and telephones, Double line working 226
To keep good lookout 52 Departure signals, block bells, telephones,
Entry, simultaneous, of train prohibited 85, 125 double lines working of trains during 228
235

\~--------------------------------------~----------------------------------~/
 Departure signals, double line, working of Not to convey parcels, etc, not waybilled 69
trains during 117 Responsibility for traffic conveyed in van 69
Distant Signal 111 Spare time 40
Electric Train Staff working or interruption When crossing or passing trains at intermediate
thereof 305, 310, 316 Sidings 85
Facsimile machines and telephones, Guard to:-
procedure during 157 Assist Fireman if Driver disabled 59
Locomotive 357 Assist Official in Charge if required check that train is
Power operated points, CT.C territory 197 standing within clearance indicators 81,85
Purple light points Indicators 196 Check train proceeding orders 153183
Signals and communications in CT.C territory Examine notices 40
Clearance of Faults 105 Examine Train Movement Book, etc., at stations 71
Telegraph and telephones, procedure during 188 • Furnish Driver with particulars of train load 64
Track maintenance machines 340, 341, 341, 343 Give advance information on shunting requirements 64
Failure, partial, protection of trains 356 Give "Right-away" hand signals to Driver 71,81
Fast train following slower train 73 Have train proceeding authority and observe its
Faults, clearing of, in CT.C territory 105 Provisions 140,170
Faults in signal gear, action to be taken by Hold facing points during passage of train 77
Signalman 144 Inspect livestock during journey 70
Faults reporting of 144,111 Issue warning advice 73
Filing of train messages and orders at stations 155, 185 Keep good lookout 67
Fire, locomotive, cleaning of 54 Look out for passengers wishing to join train
Fire, train on 361 at sidings, etc.
Firernan.- Maintain minimum interval to preceding
Definition of 3 train 73, 145, 175, 304, 316, 331
Duties of 41 Prepare train journal and train list/report 63
Equipment of 44 Protect in rear when time lost 73, 355
Not to leave locomotive 46 Protect trains 85, 350
Spare time 40 Record passing times of trains at closed stations 160, 191
Firemen tot- Report all accidents to trains 98
Be in possession of a watch 43 Report defects and irregularities in signals, points
Examine notices 40 and track 95
Keep good lookout 30, 51, 74 Ride in van 65
Obey Driver's orders 47 See that trains crossed at intermediate sidings
See coal on tender properly trimmed and are complete 85
Locomotive tools secured 45 Sign on and off duty and ascertain when next
Sign on and off duty and ascertain when next required 40
required for duty 40 Synchronize his watch with station clock 61
Take charge of locomotive when Driver disabled 59
Watch for signals and repeat indications to Driver 114
Fixed Indicators - Types of 149 H
Fixed Signals - See Signals
Flagman to protect:- Halt, definition of 3
Employees working on line 371 Halts:-
Push and Pump trolleys 381 Trains approaching
Flashlight road warnings at level crossings 178 Warning boards at
Flooded track: action to be action in event of:- Hand shunting 31
By Driver 101 Hand signals 169
By Official in Charge 101 Hand Signalman to be provided when points
By Plate layer 101 or signals defective 145
Fly shunting prohibited 30 handing over and taking up duty 10
headlights, locomotive and motor vehicle 173
G Home Colour-light signal:-
Description of 111
Gang Boards 168 Location of 111
Goods:- Observance of 111
Found on line 379
Sheds and loading lines, shunting of 30
Gradient, shunting on 33
Grass fires, to be reported 95 Imperfectly or irregularly displayed signals 113
Ground frames, electrically locked in CT.C territory 194 Indemnity from passengers travelling in van 66
G.S.F. forms, issue of 198 Indications, panel observance of by Signalman 131
Guard: Indicator: -
Action when train running at excessive speed 75 Fixed, types of 149
Definition of 3 Purple light 151, 196
Disposal of train proceeding orders by 154, 184
Duties:- Right-away 151
At end of journey 68 Route 111, 115, 150
Before starting journey 61 Inner Home Colour-light Signal:-
During journey 67 Description of 111
Equipment of 61 Location of 111
Livestock, responsibility for 70 Observation of 111

236

--------------------------------------------------------~~'
Inspectors to examine Train Movement Books, etc 71 More than one manned, working train 51
Installation of signals 129 Not to foul running line without permission 34
Instructions: - Persons authorised to ride on 58
Movement, communication of, to trains standing Refuelling of 57
at intermediate siding 93, 198 Running tender first 75
Special, to be given in writing 8 Tail lamps 176
Intermediate Block Colour-light signal:- Uncoupling of 49
Description of 112 Watering of steam 57
Location of 112 Whistling 51, 53
Observation of 112 Loose shunting 30
Intermediated Signal ahead board 112
Interval between trains 73 M
Irregularities and defects in signals, points, track
etc., to be reported by trainmen 95 Machines, track maintenance - See "Track
Issue of G.S>F. forms 198 Maintenance machines"
Issue of train notices 89 Mainline, definition of 3
Issue of train proceeding orders to trainmen 252, 282 Maintenance of:-
Platelayers' lengths 370
J Points and Signals 147
Maintenance Vehicle, use of 92
Journal-trainmen's and Train list/report 63,68 Marshalling of:-
Trains, Drivers to assist with locomotive 32
L Mechanical Points Indicator, description and
.r> Purpose of 153
Lamf-_'- Messages, code acknowledgement of 224
Locomotive and motor trolley head 173 Messages -Train, (see Facsimile and
Locomotive tail 176 Telegraph Order Systems
Train side 174 Motor Trolley:-
Train tail 175 Treated as train 91
Level Crossing board, description, situation and Driver's duties 91
purpose of 158 Headlights 173
Level Crossings:- Running of 91
Approach by Track Maintenance Machines 340 Movement Book, Train 71
Enginemen to keep good lookout on approaching 52 Movement instructions, communication of
Flashlight road warnings 178 By telephone to train standing at intermediate
Locomotive whistling when approaching 53 Siding 93198
Propelling vehicles over during shunting operations 30
Light Locomotive:-
Definition of 3 N
Driver responsible for performance of duties
Normally undertaken by Guard 48 New signals not to be brought into use
Lighting of Side and Tail lamps 177 without authority 129
Limit of Protection board, description and situation of 159 Night, definition of 3
Limit of shunt board 160 Normal position of points 86
r
Lin
Ar ; found along 379
Notices, train - see "Train Notices"
Numbering and coding of Fixed signals 110
Employees walking on or about line 7
Examination of, during stormy weather 371
Examination of Platelayer's lengths 370
New works, or major alterations to 380 o
Obstruction, method of working during 351, 352, 354, 359
Obstruction placed on 378 Obedience to regulations 5
List, train, train Report and trainmen's Journal 63,68 ...Obedience to signals 124
Livestock: - Observance of:-
Conveyance and marshalling of 70 Advanced Starting signals 112
Injured and killed on line 94 Automatic Colour-light signals 114
Wagons, shunting of 30 Colour-light signals in C.T. C. territory 112
Load of trains, Guards to give particulars to Driver 64 Colour-light signals in Signal Box controlled territory 113
Local control of points on C.T. C. territory 194 Crossing Place Intermediate signals 112
Lock Bar Indicators 163 Detonator signals 171
Lock-Points, broken or missing 86 Distant singles 112
Locomotive: - Home Colour-light signal 112
Assisting manned, proceeding to next station 242, 277 Inner Home Colour-light signal 112
Banking . 3,248, 278 Intermediate Block Signal 112
Coupling of 49 Intermediate, Distant signal 112
Defects to be reported 97 Panel indications in Signal Box 132
Emission of smoke, ashes, etc. from 55 Position light signals 119,120
Failure of, in section 351, 357 Route signal 118
Fires, cleaning of 54 Staring signal 112
Headlights 173 Warning board 121
Hot water discharged from 55 Obstruction of line, method of working during 351, 352, 354, 359
Light, definition of 3 Obstructions placed on line 378

237
Occupation of line by Civil engineering Branch 340341, 342, 343 Petrol tank wagons, shunting of 30
Official in Charge:- Pick-up and Tranship trains, not to start before
Action to be taken during stormy weather by 24 advertised time of departure 74
Action to be taken in event of flooded track by 101 Pilotman, definition of 3
Definition of 3 Pilot Working:-
To check position of points before taking duty 20 Definition of 3
To control interval between trains 73 Introduction of 214, 354
To give "Right-away" for departure of trains 72 Piloting by Signal employee in CT.C territory 205
To see line is clear and points correctly set before Platelayers: -
authorising admission of train to station 80 Action to be taken in event of flooded track 371
To watch passing trains 21 Action to reduce speed of trains when necessary 374
One-position light signal 119 Duties of 370
Operation of:- Examination of length 370
CT.C panel signal switches 209 Precautions to observe during stormy weather 371
Points and restoring to normal position 86 Protection of track by 373
Signals, employees authorised 130 Signals 172, 372, 373
Position-light signals 119,120 Use and protection of trolleys 382
Route signals 118 Trolleys, insulation of in CT.C. territory 382
Operator:- Platelayer tor-
Definition of 3 Assist Fireman of train if Driver disabled 59
Diary to be kept by 201 Be advised of derailment or accident to train 360
Not to leave control panel unattended 191 Be prepared for running of special or
Procedure in event of accidents 212 conditional trains 37
Recording of train movements by 201 Exhibit signals to protect trains during track
Orders:- repairs 3, j./
Special to be given in writing 8 Protect employees working on line 372
Train proceeding - (see "Facsimile and Telegraph Replace exploded detonators 373
Order Systems) Report accidents 377
Out of course:- Report disregard of hand signal or speed restriction 376
Crossing, definition of 3 Safeguard articles found on line 379
Trains running 246, 257, 276, 288 Stop and warn train following another too closely 375
Watch out for and report obstructions 378
Points, facing and trailing, definition of 3
P Points and Signals:-
Examination and maintenance of 147
Panel:- Examination and testing of after accident 148
Control of 191 Points:-
G.S.F. forms to be displayed 198 Catch, working of 138
Indications, Signalman to observe 132 Drivers to be prepared to stop short of facing 86
Operation of signal switches 209 Drivers to see that they are correctly set for 86
Reminder devices 210 departure of train
Parallel running lines, protection of trains in event Electrically locked hand-operated, control of in
of obstruction 350 C.T.C. territory 194
Passengers travelling in vans of Goods trains 66 Employees authorised to operate 130
Passenger trains:- Hand-operated, operation of ,A94
Not to start, or run, ahead of booked time 72,74 Local control of in C.T.C. territory Official in
Shunting of 30 Charge to check position of 20
Passenger vehicles, shunting of 30 Operation and normal position of 86
Passing, and crossing, of trains 85, 208, 246, 249, 276, 279 Power-operated, failure of in C.T.C. territory 197
Passing trains to be watched 21, 99 Protection to be afforded to trains when points
Patrolling of line 370, 371 defective 86
Permanent Speed Restriction board 162 Releases (Electric) 139
Permanent Way:- Shunter to see properly set 30
Accidents to be reported 377 Speed over facing and trailing 75, 79
Articles found on 379 Speed restriction board, description and situation of 162
Ballast train arrangements 381 Uncontrolled, operation of 86
Damage to by accident, protection to be afforded 360, 373 Points Disc, description, provision and
Employees to keep clear of trains 372 observance of 154
Employees walking on or about 7 Points Indicator-Mechanical, (see "Mechanical
Examination of lengths 370 Points Indicator")
Examination of track during stormy weather 371 Points, Lock Bar Indicator, description, situation
New works or major alterations 380 and purpose of 163
Obstructions placed on, to be reported 378 Points or signals defective:-
Protection of employees working on 372 Hand-Signalman to be provided 145
Protection of trains while track being repaired 373 Precautions to be taken 86, 142, 143
Signals 172, 372, 373 Points releases 139
Staff to be prepared for running of special or Portable caution boards - Track maintenance
conditional trains 372 machines 340
Temporary speed restriction 374 Portable speed restriction board, description and
Use, and protection of push and pump trolleys 382 purpose of 166
Work in CT.C territory 206 Position-light signal:-
Permanent way Inspectors' inspection trolley 383 Description of 119,120
238

I
 Observanceof 119,120 Reminder devices, use of 140,210
Operation of 119, 120 Re-opening of closed station 260,291,312
Power-propelled Maintenance vehicles 92 Repairs to:-
Precautions to be observed by Driver of following Defective signals, points gear, etc. 146
train on same line at station or siding 128 Permanent way 373
Precautions to be taken when points gear Permanent way, protection of trains during 373
defective 86, 142, 143 Vehicles, protection of employees engaged in 22
Precautions to be taken when signals defective 142, 143 Repeat signals 116
Precedence of trains to main line when crossing or Replacing signal before train or shunting
passingat intermediate siding 85 Movement is made 136
Procedure in event of accidents on C.T.C. 212 Report, train and train list 63,68
Proceeding authority:- Reporting of accidents 98
Definition of 3 Reporting of locomotive defects 97
Trainmen to check 253, 283, 309 Restricted speed of trains 75, 76, 79, 82, 374
Proceeding orders: See "facsimile and Telegraph Right-away Indicators 151
Order Systems" Route Indicators 112,115,150
Propelled train:- Route Signals, Description, Operation and
Dimming of locomotive headlight 173 observance of 118
Speedof 75 Rule of road, order of precedence of trains to
When permitted 100 main line when crossing or passing a sidings 85
Propelling vehicles over level crossing during shunting 30 Running lines:-
Protection: - definition of 3
Afforded by Fixed signals 350 Obstructed through locomotive failure,
F.,..,r- -nd and rear end, how and when to be given 350 accident or other cause 351, 357, 358
Pa.y,cel running line, obstruction of 350 Running signals- (see "Signals)
When light locomotive obstructing two or more lines 350
Protection of:-
Ballast train 350 s
Disabled train is section 351, 357, 358
Employeesengaged in examining and preparing Safety of public and employees 1
Vehicles 22 Sand, use of by Drivers 56
Employeesworking in carriage washing lines 22 Scotch block, definition of 3
Employeesworking on line 372 Scotch blocks, use of 35
Preceding train when delayed at intermediate siding Section, definition of 3
and interval reduced below minimum permissible 73 Shunting locomotives, head and side lights 173
Track maintenance machines 340 Shunting operations:-
Trains accidentally parted in section 351, 356 Advanced information of by Guard 64
Trains assisting another 356 Collaboration between shunting crews 30
Trains by Platelayers during stormy weather 371 Control and speed of 30
Train brought to a stand on a running line 350 Detaching locomotive from train to perform 33
Trains divided in section 351, 356 Enginemen to keep good lookout for signals 30
Train losing time 73, 355 Fly shunting prohibited 30
Train unable to maintain sufficient speed to avoid Hand shunting 31
following train overtaking it 355 Locomotive load to be controlled 30
Tr~Nhen locomotive fails in section . 357 Loose shunting 30
T' .hen locomotive partially fails in section 356 Marshalling trains by train locomotive 32
Tram when running in wrong direction 358 On C.T.C. permission of operator required 193
Trains, while track undergoing repairs 373 On gradient, restrictions 33
Vehicles standing on main line at stations 37 Precautions to be observed 30
Protection to be afforded:- Propelling vehicles over level crossing 30
In case of damage to permanent way 360 Protection of train or vehicles when shunted
To trains, when points defective 86 on to running line to stand there 36
Public, safety of 1 Shunter to see that line is clear 30
PumpTrolley - (see trolleys) Shunter to see that points are correctly set 30
Purple light points indicators 152, 196 Shunting into dead-end line 30
PushTrolleys - (see trolleys) Shunting into goods shed or loading line 30
P.W.I.'s Inspection Trolleys - (see Trolleys) Shunting livestock, explosives, petrol etc. wagons 30
Shunting passenger trains 30
Shunting repair siding
Shunting to be suspended and running lines cleared
R before arrival of train 22
Shunting weighbridge line 30
Recognisedstopping place, definition of 3 Station staff to assist with shunting at intermediate
Recording of train movements 71, 201 siding 30
Refueling of locomotives 57 Train locomotive to place wagon for loading or
Register, train 141 unloading 32
Regulations-Train Working:- Use of vacuum brake during shunting 30
Circumstances not provided for in 10 Vehicles left on running lines 36
Headingsnot part of 4 Vehicles not to be left on main line 37
Obedience to 5 Vehicles not to be left foul of converging line 30
Relaying-area board, description and purpose of 167 Vehicles not to come into contact with stop blocks 30
Releases-Signaland points 139 Side lamps on trains 174
239
 Siding:-
Crossingor passingof trains at 85
Clearance of faults during failure of
Coding and numbering of Fixed
205
110
..
Defective points at 86 Colour-light repeat 116
Definition of 3 Colour-light running signals:-
Goodsshed, employees to be warned before shunting 30 Advanced starting 112
New, trains not to enter without authority 380 Aspects 111
Normal position of points at 86 Automatic 114
Repairsto track at intermediate siding 373 Crossingplace intermediate 112
Speedof trains entering 79 Distant 112
Starting of trains from 72 Home 112
Trains approaching 77, 78, 86 In CT.C territory 112
Trains running through 82 Inner home 112
Trains shunting at on CT.C territory 193 Intermediate Block 112
Unattended, control of, under Electric Train Staff Intermediate distant 112
System 313 Signal box controlled 113, 192
Vehicles left in to be secured 35 Starting 112
Warning boards at 121 Danger, list of 123
Signal Box:- Defective, to be kept at "Danger" 143
Controlled colour-light signals 113 Description of Fixed 110
Faults book 141 Detonator 170, 171
Switched out to CT.C Operation 113 Display of "Proceed" indication for one train
To be kept private 131 not to be acted upon by Driver of following
Train Register 141 train
Signalled Territory, definition of 3 Employees authorised to operate ~
Signalman:- Examination and maintenance of - 141
Action to be taken to rectify signal faults 144 Examination and testing of after accident 213
Action when signal defective but interlocking in order 143 Function of Fixed 110
Definition of 3 Hand Signals 169
Examination and testing of points and signals after Imperfectly or irregularly displayed conflicting, or
Accident 148 Absence of normal signal to be treated as at Danger 123
Only employee authorised to operate signals 130 Imperfectly or irregularly displayed to be reported 123
Precautions to be taken during failure of points gear 142, 143 In course of installation or alterations . 129
Precautions to be taken during failure of signals 142; 143 List, and purpose, of Running and Subsidiary 110
Procedure to authorise movement past Fixed New or altered not to be brought into use
signalsat "Danger" 125 Without authority 129
Replacingsignal before train or shunting Not clearly visible 123
movement is made 136 Not in use 129
Signalmanto:- Obedience to 124
Instruct Hand-Signalman 145, 354 Observance of:-
Keepdefective signals at "Danger" 143 Advanced staring 112
Kept running signals within section controlled by Pilot Automatic Colour-light running 114
Working at "Danger" 354 Colour-light running in CT.C territory 112
Keepsignals at "Danger" when points gear defective 143 Colour-light running in Signal box controlled
Observedpanel indications 132 Territory 113
Obtain assurancethat line is clear 126 Crossingplace intermediate ~
Place.signalsat "Danger" before absenting Distant
himself from signal box 133 Home Colour-light 1 2
Place signalsat "Danger" when line is obstructed 134 Inner home Colour-light 112
Recordparticulars in train register 141, 142 Intermediate Block 112
Usereminder devices 140 Intermediate distant 112
Signalman-Hand Position light 119,120
See"hand-Signalman" Route 118
Signal Employee:- Starting 112
Completion of repair work, procedure on 146 Operation of:-
Duties of 147,213 Position light 119, 120
Examination and maintenance of points and signals 148 Route 118
Examination and testing of points and signals, etc. Protection afforded by 350
After accident 148, 213 Platelayers , 172, 372, 373
Switches not to be moved without permission 146 Replacing signal before train or shunting
Line to be safeguarded before commencing repairs 146 movement made 136
Procedure to be followed by 146 Situation of fixed 110
To consult Official in charge before commencing Subsidiary:-
Repairs 146 Description 117
To record particulars of rapist in train register 146 Position light 119,120
To see Handsignalmanat post before commencing Route 118
Work on points or signal gear 146 Switched not to be operated, use of reminder
Working on CT.C apparatus and signals 207 devices 140,210
Signals:- Switches, operation of on CT.C 209
"All-right" hand-signal exhibited for one train To be placed at "Danger"
not to be acted upon by Driver of following train 128 DI,Jr.ing
absence of Signalman 133
Alteration to 129 In event of accident 135
At "Danger" authority to pass 125, 354 When line obstructed 134
r 240

,', '.,
 Trains to stop short of 122
Simultaneous entry of trains prohibited 85, 125
Single lines, working of trains seer- T
Centralised Train Control System
Electric Train Staff System Tail lamps 175, 176, 177
Facsimile Order System Taking up and handing over duty 20
Telegraph oiaet System Tamping machines- See "track maintenance machine"
Wooden Train Staff System Tanks, water, Warning boards at 121
Sirens, use of in signalled territory 199 Telegraph and telephones failure procedure
Slow tra'n followed by fast train 73 during 71,288,331,359
Slow tra.n, or train performing work in section, not to Telegraph Order System:-
Precede fast, or through train in same section 73 Abbreviations in train messages and proceeding orders 273
Smoke, emission from locomotives 55 Advanced crossings 280
Special and conditional trains, announcement of 87 Advising departure and arrival of trains 289
Special orders and instructions to be given in writing 8 Alterations or erasures in train proceeding orders not
Special trains, definition of 3 Allowed' 272
Special working 23 Altering of trains proceeding arrangements 273
Speed of:- Arranging authority to issue train proceeding orders 273
Locomotives running tender first 75 Assisting locomotive proceeding to next telegraph station 277
Propelled trains 30, 75 Ballast train working 290
Shunting movements 30 Banking locomotive not proceeding to next telegraph
Trains 75, 79 Station 278
Trains, restriction of 30, 75, 76, 79, 82, 172,374 Breakdown and other trains not proceeding to next station,
striction Board: - 'See Boards" Proceeding orders for 290
(':J). _iction-Platelayer's signals 172, 374 Cancelled crossing 281
Spur, definition of 3 Crossing of trains 276
Warning boards at 121 Dating of train proceeding orders 272
Staring of trains 51, 72 Description of train messages 271
Station:- Description of train proceeding orders 270
Closed during certain hours 260, 291, 311 Disposal of train proceeding orders by trainmen 284
Defective points 86 Errors in train messages or proceeding orders 272, 273, 286
Definition of 3 Exchange of train messages and proceeding
Normal position of points 86 orders by telephone 287
Re-opening after temporary closure 260, 291, 311 Failure of both telegraph and telephone,
Simultaneous entry of trains prohibited 125 procedure during 288
Speed of trains 79,82 Filing of train messages and proceeding
Staff and trainmen to co-operate 2 orders at stations 285
Staff to assist in shunting of trains at intermediate Incoming train not having arrived 274
Stations 30 Issue of train proceeding orders to trainmen 282
Staff to watch passing trains 31 Last arrival and departure advice 273, 289
Staring of trains from 72 One train passing another 279
Temporary, opening and control of during obstruction Out of course working 276
of line 359 Preparation of train proceeding orders 272
Trains, admittance to 80,81,82 Repetition of train proceeding orders 273
Tra; c:~. " oaching 77,78 Stations closed during certain hours 291
,, ,Iling through 83 Track maintenance machines 342
rra I~;shunting at on C.T.C. territory 193 Trainmen to check proceeding orders 283
Warllmg boards at 121 Trains exchanging orders 279
W',Jrkingand control of 17 Trains following in same section 275
St.:·,lionMaster:- Train waiting at an intermediate siding to cross a
Absence from station 18 Train which has been cancelled 281
,,:tlon concerning accidents 19 Train waiting at intermediate siding to cross a train
efinitton of 3 which has been seriously delayed 280
I.uties of 17 Transmission of train messages and orders 286
Io see that uncontrolled points are kept in Telephones at stations and sidings on C.T. C", use of 199
Working order 86 Telephone, definition of 3
'l-hen off duty to be called if necessary 19 Telephones, exchanging train message by 256, 286
StOJ and await hand-signal board 161 Telephones, failure of 125,200,226257288
Sto, by train if required 83 Temporary telegraph station opening and
Stop, non-scheduled by train 84 control of during obstruction of line 359
Stot block:- Terms, definition of 3
De inition of 3 Testing of indicators and bells:-
Velicles not to come into contact with 30 Double line working 27.5
Storny weather-action·to be taken by Official in Electric train staff system 315
Charge during 24 Testing of points and signals after accident 148, 213
Storny weather, examination of permanent way Time, uniform 9
during 371 Tools, security of 45
Subsiciary signals: - See "Signals" Traffic Inspectors-duties of 71
Switcr , definition of 3 Track maintenance machines:-
Switch. signal, operation of C.T.C. 209 Ballast train and 340
Switchstands for local control of power operated C.T.C. working 341
Points in C.T.C. territory. 194 Caution boards, portable 340

241

--~~~,~--~------------------~?~-------------------------------------------------~-~~----~~~-------
'/ Communication method 340 Interval between 73
o
Failure of 340, 341, 342, 343 Losing time, protection of 73, 35~
Failure of communications • 340 Marshalling of 32
General regulations applicable to 34Q Movements, recording and advice of 11 201
Haulage of trailers by , 340 Non-scheduled stops 84
Level crossing-approach to by Notices:-
()ccupation total, Civil Engineering Branch 340, 341, 342343 Acknowledgment of receipt 90
'Platelayer, special, accompanying 340 Definition of 3
Protection of 340 In respect of track maintenance machines 34Q
Series of 340 Issue of • 89
Stabling of 340 On fire '" 361
Trailers, haulage by 340 One train, passing another 5, 249, 279
Train Notice to be issued 340 Passenger, not to start or run ahead of booked time 72
Trains Inspector to accompany 340 Passing to be watched 21, 99
Working area to be advised 340 Proceeding authority, definition of 3
Working at station or siding 340 Proceeding from CT.C territory into Signal-box
Working in section 340 Controlled area 17.5
Working on signalled territory 341 Proceeding fro section controlled by one CT.C 'panel
Working on single lines other than signalled territory 342 Into an adjacent section controlled by another
Track. protection of by Plate layers 373 CT.C panel' 1'1<'
LJ
Track, repairs to 372, 373 Propelling of 30, 100
Trailers haulage by Track maintenance machines 340 Protection of: - See "Protection"
Trailing points, definition ot 3 Regaining lost time 4
Trainrnen.- Register book
~ Journals and train list/report '63,68 Report and train list
t Spare time 40 Rule of road when crossing or passing at
To check proceeding order 253, 283 intermediate siding 85
To co-operate with station staff 2 Running through Stations and sidings 82
To exa.rune notices 40 Simultaneous entry prohibited 35, 125
To $ign on and off duty 40 Special and conditlcnat, arrangement of 87
To watch trains passing or crossing 99 Special definition of 3
Train Movement Book and Diary 71 'Speed of 75
T rainlTrains:- Starting of 72
Acciocntat parting of 351, 356 Stop, non-scheduled by 84
Admission to uncontrolled lines 126 Stopping in C.T. C. block section 203
Admittance to occupied line at stations and To stand within clearance indicators 81, 85
Sidings 80;85,113 To stop short of signals 122
/\dvice of 89,201,258,289 Unable to proceed owing to Accident, etc 358
Approaching stations and sidings 77,78.86 Worked by more than one manned locomotive 51
Ballast, announcing of 88 Working during obstruction of iine 352, 354, 359
Ball,ast, protection of when standing on main line 350 Train proceeding Orders- See Facsimile and
Ballast, working on double lines »: 229 Telegraph Order Systems
Ballast, working on CT.C .•• 202 Train working diary 71
Ballast working under:- Trains Inspector:-
Electric Tram Staff-System 314 Equipment of when accompanying Track
Facsimile Order System 259 Maintenance machine
Telegraph order System 290 To accompany track maintenance macnine
Woodl~'''1Train Staff System: 327 Travelling in van
i Banl.ing of 51, 248, 278 Travelling on locomotive
/D;ooked to stop If required 83 Trolleys>
r: Breakdown, working of 352, 359 Maintenance, power-propelled
Communication of movement instructions to, at Motor, running of 91
Intermediate sidings by telephone 93 Permanent way, Inspector's lnspection '382, ]83
Conditional: - Push and pump, use and protection of 382
/Announcing running of 87 Trucks, - See "Wagons"
;' ~efinition of 3· Tunnels, working in 3n
Control of 60 Turn out, definition of 'j

( - Crossing or passing 85, 208, 249, 279 Two-position light signals 120
-Definition of 3
Departing from Signal-box controlled to
C T.C territory 125 • U
Departure from uncontrolled lines 127
Disabled in section assistance for and Uncontrolled line, definition of 3
protection of 350, 351,. 356, 357 Uncontrolled line, admission to 126i
Dividing of on Main line 351, 356 Uncontrolled line, departure from 121
Double heading ot 73 Uncoupling of locomotives ti')
EXChanging orders 249, 279 Uniform time 9
Fdjl.urt~of, or G'.~cident to 351, 357 Up (and Down), definition of 3
Fast, following slower train 73 Use of reminder devices 140,210
Following in same section 245, 275 Use of sand Sf
Headlights 173
List and train report 63,68
242
~I