Railroad Stories

Transmission of verbal or telephone messages between Enginemen, Signalmen, Shunters, etc.

The special attention of Enginemen (including Motormen), Signalmen, Guards, Shunters, and others is drawn to the importance of coming to a clear understanding with one another when exchanging verbal or telephone messages on any matter affecting the working of the traffic.

Accidents have occurred in consequence of a message given hurriedly, or indistinctly, being misunderstood and which could have been avoided had due care been exercised; in this connection mention may be made, as examples, of some common causes of mishap, viz.
The omission on the part of Signalmen to bring trains to a stand when giving a verbal caution to Enginemen;
Misunderstanding between Shunters and Signalmen as to the movement of points;
Misunderstanding between Shunters and Enginemen as to next movement to be made;
Misunderstanding between Drivers and Firemen as to signals (in some instances the words "Red light" have been taken as "all right").

It is earnestly hoped that the staff entrusted with the duty of conveying verbal messages will profit by this warning and thereby contribute to the safe working of the railroad.

Failure of vehicle to operate track circuit. Should any vehicle, other than an Engineer's department trolley, fail to operate a track circuit the Lineman must be promptly advised, when an examination of the vehicle will be made as soon as possible, and, with the exception shown below, the vehicle or vehicles must be stopped from traffic until the Lineman's examination has been completed.

Should the vehicle or vehicles be loaded and undue delay to the contents would result, or in the case of an empty vehicle which is required for traffic before the Lineman is likely to arrive, advice must be Bent to the destination or exchange station requesting that an examination be made there. In the event of a vehicle, which has failed to operate a track circuit, being despatched from a station or depot before an examination is made by the Lineman, the rails and tyres should be examined and their condition noted, particularly as regards rust, etc.

A detailed report must, in every case of failure of a vehicle to operate a track circuit, be sent to the Divisional Superintendent, both from the station at which the failure occurred and the destination or exchange station at which an examination of the vehicle is made.

Diversion of trains to avoid delays owing to speed restrictions for engineering works. On portions of the system where two or more parallel lines (e.g., up local and up through) exist, Signalmen may, on occasions when a temporary speed restriction is in force on one of such lines in connection with engineering works, divert trains to the other unrestricted parallel line if by so doing the traffic working would be facilitated.
Use of sand where track circuits are provided. Cases have occurred in areas where colour light, automatic or intermediate section signals controlled by track circuits are in use, of false " track clear " indications having been given in a signal box, owing to sand being deposited on the rails. In such cases, the sand forms a skin on the rail which results in the track circuit being inoperative and the whole of the protection, both to fouling movements and to trains following one another, is thereby lost. It is, therefore, of importance that Drivers should avoid the use of sand wherever possible in track circuited areas and when passing over points, except in cases of emergency.
Where it is essential that sand should be used, Drivers should use the minimum possible quantity as it is the EXCESSIVE use of sand which is mainly responsible for danger failures of track circuiting. If Drivers have any reason to suspect that the amount of sand which has been dropped in a track circuited area is considerable, the facts and the exact locality should be reported as soon as possible to the nearest station or signal box.
The foregoing instructions must also be carried out by Guards of goods trains, the brake vans of which are fitted with sanding apparatus.
Electric fouling bars and safety bars. The depression of these bars indicates to the Signalman the position of the train or engine and locks the signals applicable to the line affected. Drivers are required to bring their train or engine to a stand on the bars where provided.
Drivers must draw their trains well up to signals, in order to clear fouling bars in the rear at places where these appliances exist.
In consequence of the space between the wheels of bogie carriages being longer than has been provided for in some of the fouling and safety bars, every care must be exercised by Signalmen, Shunters and others, to see that safety is secured when bogie carriages are standing at a fouling point.
Shunting of engines on running lines. In cases where there are two or more engines standing next each other on the same line and waiting to proceed to the same destination they must always be coupled together providing the practice is permissible with the class of engines concerned.
When two or more engines for different directions are waiting on a line for a signal to be lowered, Enginemen must clearly understand that when the signal is lowered, it only applies to the first engine (or engines coupled together), and that the Driver of the next engine must not start his engine until the signal has been placed to danger and taken off again, or another signal lowered, as may be necessary.
Engines taking water at intermediate stations. Drivers are reminded that time which has been lost in running may sometimes be regained if, when taking water, they merely take sufficient to ensure good running to the next place where water can be obtained, instead of occupying the full time allowed at a station in order to fill up their water tanks.
Engines shunting into tunnels. Enginemen shunting into tunnels are warned to avoid noise caused by blowing off steam in the tunnel and to be alert, after stopping, for any signal which may be given. They are also warned against leaving the footplate during such operations, and must take their instructions from the Shunter accompanying them where shunting gongs or other appliances are not provided.
Enginemen not to throw out hot clinkers, or discharge water on woodwork of bridges, etc. When passing over bridges with planked floors, Enginemen must not throw hot clinkers from their engines upon the planking, as there is a danger of the wood taking fire in consequence.
Drivers must avoid discharging water when running over or standing on overbridges which are decked or through which the water would be liable to fall, neither must they allow steam or water to issue from the injectors or cylinder cocks at or when passing a Fogsignalman's position, or places where permanent way men or Shunters are engaged.
Drivers must also take care not to throw ashes, clinkers, etc., upon signal wires or point rods. Clinkers must not be left on the foot-plate in front of the engine when it is running, as they are likely to fall off and injure men working on the line.

Hand points in yards. Points fitted with reversible two-way spring levers may be run through trailing at speeds of not more than five miles per hour only.
Points fitted with weighted reversible levers such as "Snell's" or "Turk's head," etc., must not be run through in a trailing direction. They must be placed over before any shunting operation is made through them in this direction.

Shunting fromfone line to another or to or from a siding.—When shunting from one line to another, or from a running line to a siding, or vice versa, the Signalman must not move the points through which the train requires to pass, or has passed, until he has received from the Guard or Shunter in charge of the movement a hand signal or the requisite code on the shunting bell, where such is provided, or in the case of a movement unaccompanied by a Guard or Shunter, the recognised engine whistle, as an indication that the train is clear of such points.

Where a forward movement has to be made previous to shunting back into another road and, owing to an accumulation of crossings, the shunting signal for the latter movement is situate at a distance from the points to which it applies, the train must always be run sufficiently far forward to permit of the rear vehicle passing the signal intended for the backward movement about to be made.

Shunting and detaching vehicles at stations. No stock of any description must be marshalled on a running line if other means are available.
Goods trains having to shunt off or take on wagons at a station where the siding accommodation will admit of the work being done in the sidings or goods yards clear of the running lines, must be shunted immediately on arrival.

Before commencing shunting operations Guards and Shunters must have a clear understanding with the Signalman as to what is about to be done, and care must be exercised in the shunting of vehicles in order to avoid damage to stock or contents.

When vehicles are being propelled on running lines at stations, the Guard or Shunter, must, when a suitable vehicle is available, ride upon the leading vehicle, or put himself in such a position that he can plainly signal to the Driver, and also warn anyone working upon or crossing the line.
Care must be exercised when shunting in sidings next to running lines, and wagons must not be detached until they have been brought to a stand when a passenger train is approaching, or passing, on the running line next to the siding. Signalmen must, when practicable, assist Guards and shunting staff in carrying out this instruction by intimating to them when passenger trains are approaching.

In carrying out Rule 112, Guards and Shunters must satisfy themselves that their warning is understood and acted upon. Care must also be taken that horses are attended by those in charge of them before any wagons are moved against others already standing in goods yards or sidings.
When a vehicle has to be detached from a train on a gradient, or when there is a strong wind blowing that would cause it to run away, the hand brake must be pinned down before uncoupling. If there is no hand brake on the vehicle, and it is not possible to attach a brake van, at least two pairs of wheels must be scotched. Sprags must not be used for scotching vehicles, as they are likely to roll away clear of the rails and allow the vehicle or vehicles to run away. Each station must keep on hand at least six wooden carriage scotches for the purpose. When the vehicles have been detached, arrangements must be made by the Station Master to keep proper control of them until they can be moved from the running line to a siding.

Vehicles placed in sidings, platform bays, etc., must be secured by the hand brake being fully applied. If not fitted with the hand brake, the vehicles must be coupled to others so fitted, and where this cannot be done a scotch must be made use of. Care must also be taken to release the hand brake or remove the scotch before the vehicles are moved again.

All vehicles standing in sidings must be secured to prevent their being moved by the violence of the wind during rough weather.
P.L. bogie vans.—To ensure that the outside hand brake of a P.L. bogie van is fully screwed off, these vehicles are being fitted with tell-tale valves which will operate through the hand brake on the vacuum brake. The action of this valve is such that it will be impracticable for a Driver to create more than 12" or 13" of vacuum should the hand brake on a P.L. bogie van formed in the train be on. If, therefore, a Driver has difficulty in creating the requisite amount of vacuum on a train in which a P.L. bogie van is formed, steps should be at once taken to see that the hand brake of this vehicle has been fully released.

Invalid passengers conveyed in bath chairs in brake vans:

Invalids are not allowed to travel in bath chairs or other conveyances in brake vans without permission being obtained from the Commercial Assistant to the Traffic Manager, or the Divisional Superintendent, and the proper indemnity note signed by each passenger (whether invalid or attendant) so travelling. In cases where this privilege is granted, care must be taken to see that the conveyance, as well as any chair provided for the nurse or attendant, is' safely secured in the van.

Doors of carriages, horse boxes, carriage tracks, goods wagons, etc—When detached coaches are standing at station platforms next to trains which are being loaded, care must be taken to see that the doors of such coaches are locked, so that there is no possibility of passengers entering them by mistake for the coaches of the train which is about to start.
In closing a carriage door after a passenger has entered or alighted from a train care should be taken to see that such passenger is either seated in the compartment or is in such a position as not to be likely to be injured through the closing of the door. In the event of a passenger being injured in this way, the matter must be at once reported so that some particulars may be available for dealing with it. The staff must not allow boys or other unauthorised persons to interfere with carriage doors, but must close the latter themselves.

Special precautions must be taken at all times to ensure that the doors of vehicles marshalled in trains, or when standing in a siding or on a running line adjacent to another running line, are so secured as to prevent them coming in contact with a passing train, wall of a tunnel, etc.
The doors of all wagons running in goods trains must be closed and securely fastened by all the door pins provided for the purpose, whether such wagons are loaded or empty.
Locking of carriage doors.—Unless otherwise ordered, doors of all passenger carriages must be unlocked throughout the journey on both sides.

Exception may be made in the following cases:

"Where requested by persons in charge of parties of children, or of prisoners, or of insane persons, or of other passengers whom it may be desirable to keep separate ; in certain specified trains, as instructed by Headquarters, for the purpose of ensuring seats for first-class ticket-holders ; to isolate compartments with damaged equipment, etc. ; to prevent the use of compartments in coaches where trains are too long for the platforms at certain stations ; to reserve compartments at the starting point for passengers joining at intermediate stations.

In all cases where the doors of compartments are locked while occupied as shown above, they must be unlocked on both sides when vacated.
Smoking in non-smoking compartments.—Any person reported by a passenger, or seen to be smoking in a non-smoking compartment, must be politely informed that this is a contravention of one of the Company's Bye-laws (No. 17 in the Public Time Table); and the passenger must be requested to desist from smoking or to change into a smoking compartment. Failing compliance, the name and address of the offending passenger must be obtained and the circumstances reported to the Divisional Superintendent.
Scholars travelling by morning and afternoon business trains must, as far as possible, be directed and kept to non-smoking compartments.
Hours of duty of Signalmen, Guards and Enginemen and men acting in any of these capacities.—It is important that Signalmen, Guards, Drivers, Firemen and other members of the staff acting in any of these capacities should, as far as possible, be prevented from being on duty for a period exceeding 12 hours. Therefore, such men must apply for relief as soon as it appears that they are likely to be on duty for more than 12 hours. They should not wait until their rostered duty has been exceeded before applying for relief.
Trainmen, in making application for relief, must use form 191 F., copies of which can be obtained by Enginemen from any Locomotive depot and by Guards from any station to which men in this grade are attached. The top portion of the form should, whenever possible, be handed to the person in charge of the station or depot at which the request for relief is made, but, if necessary, the form may be handed to some other member of the staff for conveyance to the proper quarter. On the bottom half of the form a receipt for the application is to be obtained and this the Engineman or Guard must hand in at his home station when he signs off duty. The Station Master or person in charge of the station or depot at which the request for relief is lodged must take immediate steps to endeavour to procure relief.
If, in the case of a Guard, it cannot be arranged locally, the request must be passed on at once to the man's home station, to another station en route, or to the Guards' Control Office, according as may be expedient in the circumstances.
When an Engineman requires relief and the request for it is lodged at a place where there is no Locomotive depot, a message must be immediately sent to the nearest Locomotive depot.
If relief is required for a Signalman, the Station Master or Yard Master must endeavour to provide it locally by a re-arrangement of duties. If this is not practicable, or if it involves overtime, an advice must be sent immediately to the Divisional Office, stating what the situation is.
If the hours of duty of a Guard or Engineman, from start to finish, have exceeded 12, he must, upon arrival at his home station, make a full report of the circumstances, stating the trains worked, the extent and cause of any late running that may have occurred with the last train worked by him, and what steps he took to obtain relief. If, at the finish of his duty, he has travelled home " spare," the time at which he was released from the last train worked by him must also be stated. In cases concerning Signalmen or Guards, the Station Master or Yard Master must at once fill in Form 191 D. in duplicate, sending one copy to the Superintendent of Operation and one to the Divisional Superintendent.
Observation of trains by station staff.—Station staff must, whenever practicable, notice each train as it passes. If they observe anything unusual (such as signals of alarm by a passenger, goods falling off, a vehicle on fire, hot axle box or other mishap, or a train without a tail lamp, or with the tail light out when it should be burning, or a train divided) they must at once telephone particulars to the next station or signal box. If the circumstances require it, they must arrange for any train on the opposite or parallel line to be stopped.

The Station Master or Signalman receiving the telephone message must deal with the emergency as may be found necessary in accordance with the relevant Rules and Regulations.
Should there be any reason to believe that the permanent way has been damaged or fouled, trains must not be allowed to proceed until the line has been examined and found to be safe for the passage of trains.

Signal not shown or imperfectly exhibited:

When an indicator underneath a stop signal fails to function properly, i.e., the stop signal is in the Clear position but the indicator is not shown, or is imperfectly exhibited, the signal must be treated as a Danger signal and the instuctions contained in Eule 82 complied with.
Electric train working.—It is necessary that, whenever practicable, Motormen should, after starting from a station, look back, in order to receive any signal that may be exhibited by the Guard or station staff.

In consequence of the rapid acceleration of electric trains when leaving a station, it is necessary that Guards should be near their vans when giving the signal to start, so that they may experience no difficulty in joining the trains.

Misuse of electrical equipment on trains:

It has been found that the two-way lighting switches provided in the Guards' compartments of electric trains have been damaged owing to misuse. Guards and all other members of the staff concerned are hereby instructed that the switches in question must only be used for the purpose for which they are provided, viz., the switching on and off of the train lamps.

Coupling of electric trains:

When two-coach trailer sets are coupled to three-coach motor units, the coupling on the trailer set must be used, except in case of emergency when there is no alternative but to use the coupling on the motor coach.
Attachment of vehicles fitted with Instanter couplings to passenger trains: G.W. and L.M.S. companies' vehicles fitted with the Instanter type of three-link coupling must not be attached to passenger trains by means of such couplings. Whenever such a vehicle is worked on a passenger train, a screw coupling must be used for the purpose of attachment and in the event of more than one such vehicle requiring to be attached, screw couplings must also be used between such vehicles in each case.

Advice to Driver and Guard of irregularity:

The Driver and Guard must be promptly advised of any irregularity which may occur in the working of a train, such as a signal being passed in the Danger position without authority. The advice must, whenever practicable, be given at the time of the occur­rence, but if this is not possible an intimation must be sent to the next stopping place, or other steps taken according to circumstances, to ensure that the trainmen are acquainted with the irregularity.