NOTES.-ANY ADDITIONS TO, OR ALTERATIONS IN, THESE REGULATIONS DIFFERING FROM THE AGREED RAILWAY CLEARING HOUSE STANDARD ARE SHEWN IN THIS SPECIAL TYPE.
THE ORDINARY " CALL ATTENTION " SIGNAL (1 BEAT) MUST PRECEDE ALL SIGNALS EXCEPT THOSE MARKED THUS*. (SEE REGULATION 1.)

Absolute Block System.-The object of absolute block signalling is to prevent more than one train being in a block section between two signal boxes on the same line at the same time.*
The signalling of trains on the absolute block system does not in any way dispense with the use of fixed or hard signals or detonators, whenever and wherever such signals or detonators may be requisite to protect obstructions on the line.
Normal position of fixed signals during the time the signal boxes are open.-Except where instructions are issued to the contrary the normal indications of fixed signals must be as under: -
Stop signals-DANGER
Distant signals-CAUTION

and, except as otherwise provided in these regulations, care must be taken to ascertain that the line is clear, and that the block and other regulations have been complied with before any signal is lowered for a train to pass.
Normal position of block indicators.-When the block instruments are not in use the line must be considered blocked, the indicators having three positions BEING " VERTICAL " OR " NEUTRAL," and those having two positions showing " Train on line " or other authorised normal position.
Use of block instruments, bells, and gongs.--These must be used exclusively for the purposes shown in the block regulations, and must not, under any circumstances, be used for conversing. They must only be used by the Signalman or other person specially appointed for the duty.
The movements on the block instruments must be made carefully, and the beats on the bells or gongs must be made slowly and distinctly, the pauses between the sets of beats being clearly marked.
REGULATIONS.
1.-Call Attention,-EXCEPT WHERE INSTRUCTIONS ARE ISSUED TO THE CONTRARY, THE ORDINARY " CALL ATTENTION-" SIGNAL (I BEAT) MUST ALWAYS BE GIVEN BEFORE ANY OTHER SIGNAL, AND MUST BE ACKNOWLEDGED IMMEDIATELY ON RECEIPT. IT MUST ALWAYS PRECEDE THE " IS LINE CLEAR 1 " SIGNAL, NO MATTER HOW OFTEN THE LATTER HAS TO BE REPEATED.
Emergency " Call Attention " Bell Signal.-BEFORE SENDING ANY EMERGENCY BELL SIGNAL A SIGNALMAN MUST ATTRACT THE ATTENTION OF THE SIGNALMAN WITH WHOM HE WISHES TO COMMUNICATE BY SENDING A NUMBER OF BEATS ON THE BLOCK BELL IN RAPID SUCCESSION, EXCEPT AS PROVIDED FOR IN REG. 12 (f). THIS EMERGENCY " CALL ATTENTION " SIGNAL MUST BE ANSWERED IMMEDIATELY BY ONE BEAT ON THE BELL, WHEN THE PROPER EMERGENCY BELL SIGNAL MUST BE GIVEN AND ACKNOW LEDGED.
THE EMERGENCY " CALL ATTENTION " SIGNAL MAY CONSIST OF ANY REASONABLE NUMBER OF BEATS SO LONG AS THEY ARE GIVEN RAPIDLY, THE OBJECT BEING TO AROUSE IMMEDIATELY THE ATTENTION OF THE SIGNALMAN TO WHOM IT BECOMES NECESSARY TO SEND ANY OF THE FOLLOWING EMERGENCY BELL SIGNALS
" OBSTRUCTION DANGER " .. .. .. .. 6 BEATS CONSECUTIVELY.
" STOP AND EXAMINE TRAIN " .. .. .. 7 „
" TRAIN PASSED WITHOUT TAIL LAMP " .. .. 9 BEATS CONSECUTIVELY TO
BOX IN ADVANCE.
4 PAUSE 5 TO Box IN REAR.
" TRAIN DIVIDED " .. . 5 PAUSE 5.
" TRAIN OR VEHICLES RUNNING AWAY ON WRONG LINE " 2 PAUSE 5 PAUSE 5.
"TRAIN OR VEHICLES RUNNING AWAY ON RIGHT LINE" 4 PAUSE 5 PAUSE 5.
"Tram an unusually long time in Section "-6 pause 2.
(B.R.1.-3/37. R.C.H. Min. 6365.)

6

DOUBLE LINES-BLOCK REGULATIONS-Continued.
2.-Repetition and acknowledgment of Signals' .-Except where instructions are issued to the contrary, As IN REGULATIONS 4A, 5, 8, 9, 10 AND 12 (f), all signals must be acknowledged by repeating them, and no signal must be considered as understood until it has been correctly repeated to the signal box from which it was received. When the " Is Line Clear ? " signal is not acknowledged, it must be given again at short intervals.
3.-Mode of Signalling by Block Telegraph.-A, B and C represent three consecutive Signal Boxes,
and the process of signalling a train is as follows:
(a) Prior to the despatch of a train from " A," the signalman there, provided he has received the " Train out of Section " signal for the previous train, and the block indicator is in its normal position, must call the attention of " B," and, having obtained it, must give the proper " Is Line Clear ? " signal. If the Line be clear at " B " the signalman there must acknowledge the signal and place the Block Indicator to the " Line Clear " position.
The signalman at " A " may then, if the Line be clear, lower his signals for the train to leave
A"
On the train leaving " A " the Signalman there must send the " Train entering Section " signal to " B," and the signalman at " B " must acknowledge the signal and place the Block Indicator to the " Train on Line " position.
" B " must then, provided he has received the " Train out of Section " signal for the previous train, and the block indicator is in its normal position, call the attention of " C " and, having obtained it, must give the proper " Is Line Clear ? " signal to " C." On receiving permission from " C " for the train to approach, " B " may lower his signals for the train to proceed to " C " and as soon as the train has arrived at, or passed " B," or been shunted clear of the main line at " B." the Signalman there must give the " Train out of Section " signal to " A," and place the block indicator to the normal, or " Line Blocked " position.
(b) Where the sections are short, the " Is Line Clear ? " signal must, provided the "Train out of Section " signal has been received for the previous train and the block indicator is in its normal position, be sent forward, where necessary to avoid delay to the train, as soon as the " Is Line Clear ? " signal has been acknowledged and before the " Train entering Section " signal has been received.
IN SOME OF SUCH CASES THE BELL SIGNAL "TRAIN APPROACHING " MUST BE GIVEN IN ACCORDANCE WITH THE SPECIAL INSTRUCTIONS ISSUED TO THE SIGNALMEN CONCERNED.
(c) Except where instructions are issued to the contrary, where intermediate block signals controlled from the signal box in rear are provided the Signalman at that box, on receiving the " Train entering Section " signal for a train requiring to pass such signals, must, provided he has received the " Train out of Section _, signal for the previous train, the block indicator is in its normal position, and there is no train between his box and the intermediate block home signal, send the " Is Line Clear ? " signal forward and if that signal is acknowledged he may lower his signals in the ordinary way for the train to proceed.
Should the " Train out of Section " signal not have been received for the previous train or should the " Is Line Clear '? " signal not be accepted, the Signalman must, provided the preceding train has passed the requisite clearing point beyond the intermediate block home signal, permit the train to proceed to the intermediate block home signal. Such signal must not, however, be lowered until the " Is Line Clear ? " signal has been accepted for the train.
Except where instructions are issued to the contrary the " Train entering Section " signal must not be forwarded until the train has passed the intermediate block home signal.
Except where instructions are issued to the contrary, no train must, during fog or falling snow, be permitted to pass the starting (or advanced starting) signal and proceed towards the intermediate block home signal until the " Is LINE CLEAR? " SIGNAL HAS BEEN ACCEPTED FOR
THE TRAIN.
4.-Line Clear or giving Permission for a Train to approach.-(a) Except where instructions are issued to the contrary, the line must not be considered clear, nor must a train be allowed to approach from the signal box in rear, in accordance with Regulation 3, i.e. UNWARNED, until the preceding train has passed at least a quarter of a mile beyond the home signal, nor until all the necessary points within this distance have been placed in their proper position, subject to the provisions of Clauses (c) and (f), for the safety of the approaching train, and the line is clear for at least a quarter of a mile ahead of the home signal.
Where an additional home signal is provided at least a quarter of a mile in rear of the inner home signal the " Is Line Clear ? " signal may be accepted when the line is clear to the inner home signal. This permission will not apply during fog or falling snow unless Fog-signalmen are on duty at the distant signal and, at the outermost home signal.
(b) Where the home signal of the box in advance is less than a quarter of a mile ahead of the outermost home signal of the box in rear, the Signalman at. the latter box must not give permission for a train to approach from the signal box next in rear IN ACCORDANCE WITH REGULATION 3 (I.E. UNWARNED) until the " Train out of Section " signal has been received from the signal box in advance.
Should the block apparatus have failed between two signal boxes where the home signal of the box in advance is less than a quarter of a mile ahead of the outermost home signal of the box in rear, no train must be accepted by the Signalman at the latter box until it has been ascertained that the line is clear to the home signal of the signal box in advance. If this cannot be done the train must, provided the line is clear as far as can be seen and all points necessary for the safety of the approaching, train have been placed in their proper position, be accepted under Regulation 5, the Signalman to whom the " Section Clear but Station or Junction Blocked " signal is sent being previously advised of the circumstances.
(c) After permission has been given for a train to approach in accordance with this Regulation (4), no obstruction of the line on which such train requires to run must be allowed within a distance of

7
DOUBLE LINES-BLOCK REGULATIONS-Continued.
a quarter of a mile ahead of the home signal or other prescribed clearing point, NEITHER MUST ANY
POINTS TO THE REAR OF THE AUTHORISED CLEARING POINT BE ALTERED EXCEPT AT THOSE PLACES WHERE SPECIAL INSTRUCTIONS TO THE CONTRARY, AUTHORISED BY THE SUPERINTENDENT OF THE LINE, ARE
IN FORCE, until the train has been brought to a stand at the home signal; or has passed into the section in advance, or the " Cancelling " signal has been received.
(d) If the line be not clear, or if from any other cause the Signalman be not in a position to give permission for the train to approach UNWARNED when the signalman in rear forwards the " Is Line Clear ? " signal, that signal must not be acknowledged until the Signalman to whom the signal has been sent is prepared to receive the train, when he must give permission for it to approach in accordance with the prescribed regulations.

SIGNAL BOXES WERE FOG-SIGNALMAN ARE NOT EMPLOYED and SIGNAL BOXES WHERE FOG-SIGNALMEN ARE EMPLOYED BUT HAVE NOT ARRIVED AT THEIR POSTS

(e) 1. Where fog-signalmen are not on duty, unless special instructions are issued to the contrary, during fog or falling snow, the “IS LINE CLEAR ?” signal must not be accepted from the box in the rear unless the line is clear to the clearing point and the “TRAINS OUT OF SECTION” signal has been received from the box in advance, and the points are set for the line on which the train is to run and the signalman (or some other man appointed for the purpose) has put down two detonators on the line in front of the signal box”.

2. ,If, however, the distance from the signal box to the home signal of the box in advance is less than three-quarters of. a mile, the " IS LINE CLEAR ? " Signal must not be accepted from the signal box in the rear unless the line is clear to the clearing point and "LINE CLEAR " has been received from the box in advance, and the points are set for the line on which the train is to run,
3. At stations where there are two or more signal boxes, special instructions will be laid down by the Divisional Superintendent or District Traffic Manager for working. between the various boxes, and specifying the boxes at which detonators must be put down before " IS LINE CLEAR ? " is accepted.

4. SIGNAL BOXES CONTROLLING COLOUR LIGHT INTERMEDIATE BLOCK SIGNALS

Fogsignalmen will not be provided at Colour Light Intermediate Block Signals. The last paragraph of clause c of Block Regulation 3 will not apply and trains may be permitted to approach the Intermediate Block Signals as in clear weather.

Prior to the arrival of the Fogsignalman at the Signalbox controlling the Colour Light Signals a train may be accepted under Block Regulation 4 when the preceding train has passed beyond the overlap track circuit of the Intermediate Block Home Signal.

At Junctions, except as shewn in the second paragraph of Clause (a) and where otherwise provided. the approach of trains which-an cross or foul each other is regulated as shewn below :

(i) When permission has been given by " B" for a train to approach from " C," no train must be allowed to leave " D " until that from " C " has been brought to a stand at the junction home signal or has passed a point a quarter of a mile in advance of the junction home signal applicable to a train coming from " D," or until the " Train out of Section " signal for the previous train has been received from the next signal box ahead if the home signal for that box is within that distance ; nor in such a case must a train be allowed to leave " A " for " D " unless the junction facing points at " B " are set for " C " and the line towards " C " is clear for a distance of a quarter of a mile beyond the junction home signal. or until the " Train out of Section " signal for the previous train has been received from the next signal box ahead if-the home signal for that box is within that distance.
(ii) When permission has been given by " B" for a train to approach from "D," no train must be allowed to leave " C " until that from " D " has been brought to a stand at the junction home signal, or has passed a point a quarter of a mile in advance of the junction home signal applicable to a train coming from "C," or until the "Train out of Section" signal for the previous train has been received from the next signal box ahead if the home signal for that box is within that distance.
(iii) When permission has been given by " B" for a train to approach from " A " for " D," no train must be allowed to leave " C " until that from " A " has been. brought to a stand at the junction home signal or has passed clear of the junction or the junction facing points have been set for " C " and the line towards " C " is clear in accordance with clause (a) or (b) of this Regulation.


8

DOUBLE LINES-BLOCK REGULATIONS-Continued.
(iv) When, a train at " B" has, been sent to the starting signal for the direction of " C " or " D " and the rear of the train is well clear of the junction, permission for a following train to approach may be given by the Signalman to the signal box in rear if the points are set for the following train to pass on to another line, and that line is clear in accordance with clause (a) or (b) of this Regulation.
(g) After a " Wrong Line " order has been issued in accordance with Rule 184 permission must not be given for a train to approach from the signal box in rear or on any converging line, unless the train returning in the wrong direction can be diverted to another unoccupied line or into a siding, and the line can be kept clear for the train approaching in the proper direction in accordance with the conditions under which such train is to be accepted ; nor must the line over which the wrong direction movement has been authorised be occupied or fouled by any other movement.
A " Wrong Line " order must not be issued in accordance with Rule I84 after permission has been given for a train to occupy the line, or approach from the signal box in rear or on any converging line, unless the train to return in the wrong direction can be diverted to another unoccupied line or into a siding, and the line can be kept clear for the train approaching in the proper direction in accordance with the conditions under which such train was accepted.
4A. REGULATIONS FOR THE GUIDANCE OF SIGNALMEN AT PLACES ON DOUBLE LINES WHERE THE DISTANT SIGNAL IS FIXED UPON THE HOME, STARTING OR ADVANCED STARTING SIGNAL POST OF THE SIGNAL BOX IN THE REAR, WHERE SUCH DISTANT SIGNAL IS A LESS DISTANCE FROM THE HOME SIGNAL THAN
600 YARDS ON A RISING GRADIENT STEEPER THAN I IN 200.
800 YARDS ON A RISING GRADIENT NOT STEEPER THAN 1 IN 200, OR WHERE THE LINE IS LEVEL.
1,000 YARDS ON A FALLING GRADIENT.
IN SUCH CASES THE SIGNALMAN AT BOX " B " SHEWN IN THE DIAGRAM BELOW, WHOSE DISTANT
SIGNAL IS NOT OUT THE FULL STANDARD DISTANCE, ACCORDING TO THE GRADIENT, MUST ARRANGE FOR THE DISTANT SIGNAL FOR Box " A " TO BE KEPT AT " CAUTION " ALSO, IF THE TRAIN WHICH THE SIGNALMAN AT BOX " B " IS DEALING WITH IS REQUIRED TO STOP AT " B " BOX SIGNALS.
THE SIGNALLING MUST BE DONE IN THE FOLLOWING MANNER:
Line Clear.
(a) THE SIGNALMAN AT " B " MUST NOT RETURN " LINE CLEAR" TO " A " UNTIL HE HAS RECEIVED EITHER " LINE CLEAR " OR " LINE CLEAR TO CLEARING POINT ONLY " FROM THE BOX IN ADVANCE OF `0 B." IF HE HAS RECEIVED EITHER OF THESE SIGNALS, AND THE LINE IS CLEAR TO HIS CLEARING POINT, HE MAY GIVE " LINE CLEAR" TO "A."
Line Clear to Clearing Point only.
(b) IF " B " RECEIVES THE " WARNING " SIGNAL, OR IF HE HAS RECEIVED
"TRAIN OUT OF SECTION " FOR THE LAST TRAIN GONE FORWARD, OR IF THE LINE IS CLEAR TO HIS STANDARD CLEARING POINT, HE MAY RETURN THE SIGNAL " LINE CLEAR TO CLEARING POINT ONLY " TO " A "-SIX BEATS 2-2-2. AFTER " A " HAS ACKNOWLEDGED THE BELL SIGNAL, " B " MUST PLACE THE BLOCK INDICATOR TO " LINE CLEAR."
(C) WHENEVER A SIGNALMAN RECEIVES THE " LINE CLEAR TO CLEARING POINT ONLY " SIGNAL HE MUST KEEP HIS STOP SIGNALS AT " DANGER " UNTIL THE APPROACHING TRAIN HAS PASSED WITHIN THE DISTANT SIGNAL, WHEN HE MUST LOWER HIS HOME AND STARTING SIGNALS FOR THE TRAIN TO PROCEED INTO THE ONWARD SECTION.
(d) WHEN THE SIGNALMAN AT " B " HAS CONTROL OF THE DISTANT SIGNAL FOR " A " OR THAT OF THE NEXT BOX OR BOXES IN REAR, AND THE DISTANT SIGNAL SO CONTROLLED BY " B " IS THE STANDARD DISTANCE FROM " B's " HOME SIGNAL, TRAINS MAY BE ACCEPTED BY " B " IN ACCORDANCE WITH REGULATION 4
section wear, out station or junction Blocked.
(e) WHEN THE SIGNALMAN AT " B " GIVES THE " SECTION CLEAR, BUT STATION OR JUNCTION BLOCKED" SIGNAL AT THOSE PLACES WHERE SUCH SIGNAL IS AUTHORISED, THE SIGNALMAN AT " A " 11 MUST KEEP HIS STOP SIGNALS AT " DANGER " AND WARN THE APPROACHING TRAIN AS REQUIRED BY REGULATION 5.
NOTE.-IN THE DIAGRAM Box " A " IS NOT A SUFFICIENT DISTANCE FROM Box " B " TO ADMIT OF " B's " DISTANT SIGNAL BEING OUT THE REQUIRED DISTANCE, AND THEREFORE THE SIGNAL IS A LOWER ARM ON Box " A's " HOME SIGNAL POST. !
Proper Working of Lower Distant Arms.
(f) WHERE LOWER DISTANT ARMS CANNOT BE SEEN FROM THE BOXES FROM WHICH THEY ARE WORKED, THE SIGNALMEN IN THE BOXES IN THE BEAR MUST KEEP A CLOSE WATCH UPON THEM, AND I IF THEY DO NOT ACT PROPERLY THE SIGNALMEN IN REAR MUST IMMEDIATELY COMMUNICATE WITH THE SIGNALMEN IN ADVANCE, SO THAT IF THE WIRES REQUIRE ADJUSTING, THE LATTER MAY DO IT AT ONCE, AND IN THE EVENT OF LAMPS GOING OUT THE SIGNALMEN IN THE REAR BOXES MUST SEE THAT THEY ARE RE-LIGHTED OR REPLACED, AND, IN FACT, ATTEND TO THEM IN ALL RESPECTS AS IF THEY WERE THEIR OWN SIGNALS.
NOTE.-THE INSTRUCTIONS SHEWN IN CLAUSE (e) OF REGULATION 5 MUST BE APPLIED TO THE SPECIAL SIGNAL 2-2-2 AS WELL AS TO THE " SECTION CLEAR, BUT STATION OR JUNCTION BLOCKED " SIGNAL 3-5-5. 6
CLAUSE 21 OF THE INSTRUCTIONS FOR SIGNALLING TRAINS DURING FOG OR FALLING SNOW MUST BE OBSERVED.
(g) DEFECTIVE DISTANCE SIGNAL
Should the Distant Signal for Box “B” be defective so that it cannot be put to “clear” the Signalman at “B” must return the “Line Clear to Clearing Point Only” signal to Box A for all trains.

9
DOUBLE LINES-BLOCK REGULATIONS-Continued.
5. Section Clear but Station or Junction Blocked. (Warning Arrangement.) (3-5-5).
This Signal must only be used as provided in Regulations 4, 8, 9 and 14, Rule 200, and where it is
specially authorised by the SUPERINTENDENT OF THE LINE AND RECORDED IN THE SPECIAL BLOCK INSTRUCTIONS EXHIBITED IN THE SIGNAL BOXES; AND SIGNALMEN AT BOXES USING IT MUST, WHENEVER PRACTICABLE, HAVE THE OBSTRUCTION REMOVED BEFORE THE ENGINEMEN OF THE WARNED TRAIN WILL SIGHT THE DISTANT SIGNAL UNLESS SPECIAL INSTRUCTIONS ARE GIVEN TO THE CONTRARY. THIS SIGNAL MUST NEVER BE USED DURING FOG OR FALLING SNOW EXCEPT FOR THE ACCEPTANCE OF A TROLLEY IN ACCORDANCE WITH REGULATION 9.
(a) When the line is clear to the home signal only, the " Is Line Clear ? " signal must not be acknowledged in accordance with Regulation 3, but the " Section Clear but Station or Junction Blocked" signal must be given, and when this signal has been acknowledged the block indicator must be placed to the " Line Clear " position. The Signalman receiving this BELL signal must, if a stop signal is provided in advance of the box and the train has not already passed the home signal, bring it quite or nearly to a stand at that signal before lowering it, and, unless a fixed warning signal is provided, must, as the train is approaching the box, exhibit to the Driver a green hand signal, held steadily, which the Driver should acknowledge by giving a short whistle as an indication that he understands that the section is clear to the next home signal but that the station or junction ahead is blocked. The necessary fixed signals may then be lowered for the train to proceed and the " Train entering Section " signal given.
If the Driver does not acknowledge the hand signal, the signal controlling the entrance to the section ahead must not be lowered until the train has been brought to a stand at it.
If there is not a stop signal in advance of the box the Signalman must, unless a fixed warning signal is provided, stop the train in accordance with Rule 40, and verbally instruct the Driver that the section is clear to the next home signal but that the station or junction ahead is blocked, after which a green hand signal, held steadily, must be exhibited to the Driver.
WHEN, HOWEVER, THE SIGNALMAN ON LOWERING HIS HOME SIGNAL SEES OR FINDS THAT THE SIGNALMAN IN ADVANCE HAS LOWERED HIS DISTANT SIGNAL. OR TAKEN OFF THE SLOT, HE MUST NOT STOP THE TRAIN AT HIS BOX, BUT ALLOW IT TO PROCEED WITHOUT WARNING THE DRIVER OR EXHIBITING A CAUTION HAND SIGNAL.
(b) If the train is assisted by an engine in rear or two trains are coupled together, a green hand signal, held steadily, must be exhibited to the Driver of each engine.
Where e a warning signal is provided the green hand signal must not be exhibited, but the warning
= - be lowered until the train has been brought quite, or nearly, to a stand at it.
s Exept where special instructions are issued to the contrary, when a train has passed the Signal box before it has been accepted and is brought to a stand owing to the signal controlling the entrance to the section ahead being at Danger, the Driver will understand that the lowering of such signal is an indication that the section is clear to the next home signal but that the station or junction ahead L blocked. When a train is drawing forward from the signal box to the signal controlling the entrance to the section ahead and the "Section Clear but Station or Junction Blocked" signal is received, the signal must not be lowered until the train has been brought to a stand.
DURING FOG OR FALLING SNOW A TRAIN MUST NOT BE DRAWN TOWARDS THE SIGNAL CONTROLLING THE ENTRANCE TO THE SECTION AHEAD TO AWAIT ACCEPTANCE FROM THE SIGNAL BOX IN ADVANCE, EXCEPT WHEN A FOGSIGNALMAN IS ON DUTY AT THE SIGNAL, UNLESS THE SIGNALMAN IS ABLE TO SATISFY HIMSELF THAT THE SIGAL IS AT DANGER, AND THE LINE TO THE REAR OF SUCH SIGNAL IS TRACK CIRCUITED OR A TRAIN STANDING AT THE SIGNAL WILL BE WITHIN HIS VIEW.

(e) When some time is likely to elapse before the train for which the " Is Line Clear ? " signal has been sent will be ready to enter the section, the " Section Clear but Station or Junction Blocked " signal must not be acknowledged, but when the train is ready to enter the section, and before it is allowed to do so, the " Is Line Clear ? " signal must be sent again in order to give the Signalman in advance an opportunity of accepting the train under Regulation 4, if the circumstances are so altered as to admit of this being done.
(f) AT TERMINAL STATIONS WHERE SPECIAL AUTHORITY IS GIVEN FOR TRAINS TO BE ACCEPTED IN ACCORDANCE WITH THE " WARNING ARRANGEMENT " (REGULATION 5), WHILE VEHICLES ARE STANDING AGAINST THE BUFFER STOPS, THE HOME SIGNAL MUST BE KEPT AT DANGER IN SUCH CIRCUMSTANCES
THE INCOMING TRAIN HAS BEEN STOPPED AT IT, AFTER WHICH IT (OR THE a CALLING. ON " ARM WHERE PROVIDED) MAY BE LOWERED.
(g) Where intermediate block signals controlled from the signal box in rear are provided, should the Is Line Clear ? " signal be acknowledged by the Signalman at the box in advance in accordance with this Regulation 5, the intermediate block home signal must be maintained at Danger and the Signalman, after he has been informed by the Driver or Fireman that the train is at a stand at that signal, must instruct the Driver that the section is clear to the next home signal but that the station or junction ahead is blocked, after which the signal may be lowered.
If, after the Driver or Fireman has communicated with the Signalman the train is accepted under Regulation 5, the signal may be lowered, and the lowering of such signal will indicate to the Driver that the train may proceed in accordance with clause (d) of this Regulation, but if the telephone has failed and the Signalman is unable to satisfy himself that the train is at a stand at the signal it must not be lowered and the Driver will act in accordance with clause (e) of the General Instructions in regard to Intermediate Block Signals. (See page 23.)
6. Engine Assisting in Rear of Train. (2-2).-After the " Train entering Section " signal has been given, and the block indicator has been placed to the " Train on Line " position for a train that is assisted by an engine in the rear, the " Engine Assisting in rear of Train " signal must be given to the signal box in advance to indicate that an engine is assisting the train in the rear. A note of the signal must at once be made in the train register books.

10
DOUBLE LINES-BLOCK REGULATIONS-Continued.
WHEN THERE IS MORE THAN ONE ASSISTING ENGINE AT THE REAR OF A TRAIN, A MESSAGE MUST B] SENT ON THE SPEAKING INSTRUMENT TO THE SIGNALMAN AT THE BOX IN ADVANCE IMMEDIATELY FOLLOWING THE " ENGINE ASSISTING IN REAR OF TRAIN " SIGNAL, STATING THE NUMBER OF ENGINES AT 7111 REAR OF THE TRAIN.
The " Train out of Section " signal must not be given until the assisting engine or engines have arrived.
AN ENGINE MUST NEVER ASSIST A PASSENGER TRAIN AT THE REAR EXCEPT WHERE AUTHORISED BY THE SUPERINTENDENT OF THE LINE AN-D THE CHIEF MECHANICAL ENGINEER.
NOTE.-This Regulation applies only at places where the use of Assisting Engines is authorised.
7. Engines Coupled Together. (2-3).-EXCEPT WHERE AUTHORITY IS GIVEN BY THE .SUPERIN
TENDONS OF THE LINE TO THE CONTRARY, IN ORDER THAT NO MISUNDERSTANDING MAT ARISE P SIGNALLING WHEN TWO OR MORE LIGHT ENGINES ARE RUN COUPLED TOGETHER, A MESSAGE YT E SENT ON THE SPEAKING INSTRUMENT IN ALL SUCH CASES TO THE SIGNALMAN AT THE BOX IN AD", C IMMEDIATELY FOLLOWING THE " TRAIN ENTERING SECTION " SIGNAL, STATING THE NUMBER OF ENGINE WHICH ARE GOING FORWARD COUPLED TOGETHER.
8. Freight, Ballast or Officers' Special Train requiring to stop in section (2-2-3).-(a) Whey
a ballast train has to stop in a section for permanent-way purposes, the Signalman must give the pre. scribed " Is Line Clear ? " signal and the Signalman in advance must, if the line be clear to the home signal, or outermost home signal where more than one is provided, give permission for the train to approach his box in accordance with Regulation 5. When a ballast train, which has been signalled as a through ballast train, requires to stop in the section for permanent-way purposes, and comes t, a stand at a signal box to enable the Guard to inform the Signalman that his train is going to stop in the section in advance (see Ride 175), the Signalman must give the " Cancelling " signal, and whey the signal has been acknowledged he must signal the train as a ballast train requiring to stop in the section.
(b) A BALLAST TRAIN REQUIRING TO STOP IN THE SECTION MAY SOMETIMES PRESENT ITSELF AT A SIGNAL BOX BEFORE " TRAIN OUT OF SECTION " IS RECEIVED FROM THE BOX IN ADVANCE (ON SECTION,' INTO WHICH ANY OTHER DESCRIPTION OF TRAIN IS NOT AUTHORISED TO PROCEED" WARNED"). lie SUCK A CASE THE SIGNALMAN MUST INFORM THE SIGNALMAN IN ADVANCE OF THE FACT BY MEANS OF THE SPEAKING INSTRUMENT. THE SIGNALMAN IN ADVANCE MUST THEN GIVE "TRAIN OUT OF SECTION'' IF THE LINE IS CLEAR TO THE HOME SIGNAL, AND PLACE THE BLOCK INSTRUMENT TO THE NORMAL POSITION THE SIGNALMAN AT WHOSE BOX THE BALLAST TRAIN IS STANDING MUST THEN SEND THE PROPER BELT SIGNAL (a.-2--), AND THE SIGNALMAN IN ADVANCE MUST ACCEPT THE TRAIN IN ACCORDANCE WITS THE " WARNING ARRANGEMENT " (REGULATION 5).
(c) A freight train calling at an intermediate siding in section and an inspection train requiring to stop in section must be dealt with in ACCORDANCE WITH CLAUSES (a) AND (b). The Signalman in rear must inform the Signalman in advance on the speaking instrument the description of the train.
(d) DURING FOG OR FALLING SNOW A FREIGHT TRAIN CALLING AT AN INTERMEDIATE SIDING MAY BE ACCEPTED UNDER THE " WARNING ARRANGEMENT " (REGULATION 5), BUT IMMEDIATELY THE TRAIN HAS BEEN ACCEPTED, THE SIGNALMAN AT THE BOX IN ADVANCE, OR SOME OTHER COMPETENT PERSON MUST PLACE ONE DETONATOR ON THE APPORACH SIDE OF THE HOME SIGNAL ON THE LINE APPLICABLE TO THE APPROACHING TRAIN. WHEN THE FOG-SIGNALMEN ARE ON DUTY THE SERVICES OF THE GROUND FOGSIGNALMAN MUST BE UTILISED FOR THIS PURPOSE. THE DETONATORS MUST NOT BE REMOVED UNTIL THE SIGNALMAN IS IN A POSITION TO LOWER THE HOME SIGNAL.
9. Trolley going into or Through Tunnels. (2-1-2).-(a) When it is necessary for a trolley to go
into or through any of the tunnels specially enumerated in the appendices to the service time table as coming within the application of this Regulation, it must be signalled on the block instrument in accordance with the prescribed " Is Line Clear ? " signal. The Signalman in advance must, if the line be clear to the home signal, or outermost home signal where more than one is provided, give per mission for the trolley to approach his box in accordance with "THE WARNING ARRANGEMENT' (REGULATION 5). No train must be allowed to enter the section on the same line until the " Train on of Section " signal has been received to indicate that the trolley has passed the next signal box, o been taken off the rails.
THE TROLLEY MAY SOMETIMES BE READY TO GO BEFORE " TRAIN OUT OF SECTION " IS RECEIVE FROM THE BOX IN ADVANCE ON SECTIONS INTO WHICH TRAINS ARE NOT ORDINARILY AUTHORISED T PROCEED " WARNED." IN SUCH A CASE THE SIGNALMAN MUST INFORM THE SIGNALMAN IN ADVANCE OF THE FACT BY MEANS OF THE SPEAKING INSTRUMENT. THE SIGNALMAN IN ADVANCE MUST THEN GIN " TRAIN OUT OF SECTION " IF THE LINE IS CLEAR TO THE HOME SIGNAL, AND PLACE THE BLOCK INSTRUMENT TO THE NORMAL POSITION. THE SIGNALMAN AT WHOSE BOX THE TROLLEY IS STANDING MUST THEN SEND THE PROPER BELL SIGNAL (2-1--2), AND THE SIGNALMAN AT THE BOX IN ADVANCE MUST ACCEPT THE TROLLEY UNDER THE " WARNING ARRANGEMENT " IN ACCORDANCE WITH REGULATION 5.
(b) Should the trolley, after passing into or through the tunnel, be removed from the rails before reaching the next Signal box, the Gander or map in charge must go forward and inform the Signalman that the trolley is clear of the line and the Signalman must then send the " Train out of Section signal.
If, however, time would be saved, the Gander or man in charge must return to the signal box rear and inform the Signalman that the trolley is clear of the line ; the Signalman must then send t Cancelling " signal.
TROLLEYS PASSING THROUGH ALL OTHER TUNNELS MUST BE PROTECTED SOLELY BY THE PERMANENTWAY MEN'S OWN SIGNALS.

11
DOUBLE LINES-BLOCK REGULATIONS-Continued.
(c) TROLLIES PROPELLED BY SUCH MEANS AS ENABLE A FAST SPEED TO BE ATTAINED MUST BE SIGNALLED IN ACCORDANCE WITH THIS REGULATION WHETHER THERE BE A TUNNEL IN THE SECTION' OR NOT. EXCEPT WHERE INSTRUCTIONS EXIST TO THE CONTRARY, SUCH TROLLIES MUST NOT BE PUT ON THE RAILS EXCEPT AT A SIGNAL BOX, AND MUST ALWAYS BE RUN THROUGH THE WHOLE BLOCK SECTION.
10. Train out of Section. (2-1).-(a) Trains must not be considered out of section, and the Train out of Section " signal must not be given to the signal box in the rear (UNLESS AUTHORITY IS
GIVEN TO THE CONTRARY, OR UNLESS AUTHORITY IS GIVEN TO SEND THE " WARNING " SIGNAL TO THE
SIGNALMAN IN THE REAR), until the last vehicle of the train, with tail lamp attached, has PROCEEDED AT
LEAST A QUARTER OF A MILE BEYOND THE OUTERMOST HOME SIGNAL, OR HAS BEEN SHUNTED CLEAR OF THE MAIN LINE, OR WHERE THE TRAIN HAS BEEN BROUGHT TO A STAND IN ADVANCE OF A JUNCTION AND THE FACING POINTS HAVE BEEN SET FOR ANOTHER LINE, AND THAT LINE IS CLEAR FOR AT LEAST A QUARTER OF A MILE BEYOND THE HOME SIGNAL. IF THERE IS A SLIP PORTION, OR AN ASSISTING ENGINE, OR HORSE BOX OR OTHER VEHICLE WHICH HAS BEEN DETACHED AT THE STATION, IT ALSO MUST HAVE PROCEEDED A QUARTER OF A MILE BEYOND THE OUTERMOST HOME SIGNAL OR HAVE BEEN SHUNTED CLEAR OF THE RUNNING LINE BEFORE THE " TRAIN OUT OF SECTION " SIGNAL IS GIVEN.
AT SIGNAL BOXES AT WHICH THE " WARNING " SIGNAL IS AUTHORISED TO BE SENT TO THE SIGNALMAN IN THE REAR, OR WHERE AUTHORITY HAS BEEN GIVEN, AS REFERRED TO IN THE PRECEDING PARAGRAPH, TRAINS MUST BE CONSIDERED OUT OF SECTION, AND THE " TRAIN OUT OF SECTION " SIGNAL MUST BE GIVEN TO THE SIGNAL BOX IN THE REAR WHEN THE SIGNALMAN HAS SATISFIED HIMSELF THAT THE LAST VEHICLE OF THE TRAIN WITH TAIL LAMP ATTACHED HAS PASSED THE SIGNAL BOX AND IS WITHIN THE HOME SIGNAL, OR THE TRAIN HAS BEEN SHUNTED CLEAR OF THE RUNNING LINE. IF A SLIP PORTION, ASSISTING ENGINE, OR ANY VEHICLE IS DETACHED FROM THE MAIN TRAIN, THE SIGNALMAN MUST TAKE CARE THAT SUCH VEHICLE OR ENGINE IS EITHER WITHIN THE PROTECTION OF THE HOME SIGNAL OR SHUNTED CLEAR OF THE MAIN LINE BEFORE GIVING " TRAIN OUT OF SECTION."
(b) During fog or falling snow the " Train out of Section " signal must not be given, except where special instructions are issued to the contrary, until the train has proceeded at least a quarter of a mile beyond the home signal, or the TRAIN OR SLIP PORTION OR ASSISTING ENGINE, WHEN THERE IS ONE, OR A HORSE BOX, OR OTHER VEHICLE DETACHED has been shunted clear of the running line, or where the train has been brought to a stand in advance of a junction and the facing points have been set for another line and that line is clear for at least a quarter of a mile beyond the home signal.
last vehicle of a train does not pass the signal box before it has been shunted into
a siding, or when a train has been brought to a stand Within the home signal, and it is necessary to give the Train out of Section " signal before the train passes the signal box, the Signalman must, before giving the signal, ascertain from the Guard or Shunter in charge of the train that the whole of the train, with tail lamp attached, has arrived, and the Guard or Shunter will be held responsible for giving this information to the Signalman, the Fireman being similarly responsible in the case of a light engine.
NOTE.-THE " TRAIN OUT OF SECTION " SIGNAL NEED NOT BE ACKNOWLEDGED.
10A.-Engine running round its Train.-(a) When it is necessary for an engine to run round a train between two signal boxes for the purpose of removing it from a running line at the signal box in rear or to propel it to the signal box in advance, or when a train has to be removed from a running hate at the signal box in rear or propelled to the signal box in advance by another engine, the train ewe going forward, the Signalman in rear must advise the Signalman in advance of the circumstances.
(b) When the engine which has worked the train in has been disposed of at the box in advance, and the line on which the engine arrived is again clear at that box, under the same conditions existing when the train left in section Was accepted, the Signalman in advance must give the " Engine arrived " signal (2-1-3), but he must not give the " Train out of Section " signal until he has received from
Signalman in rear the " Train drawn back clear of Section " signal (3-2-3), or the train has been propelled to his box by the same engine, or by another engine, and the whole of the train has cleared tie section.
(e) The " Train drawn back clear of Section " signal must not be given by the Signalman in rear until the train has been crossed on to another running line or shunted into a siding.
(d), When it is necessary for the train to be propelled to the box in advance the Signalman in men must not give authority for the propelling movement to commence until he has received the arrived " signal from the box in advance.
(e) Where, however, the train is left between the points and the signal at the signal box in rear controlling the entrance of trains into the section in advance this Regulation will not apply, and in such cases, if the train has been signalled to the signal box in advance, the " Cancelling " signal must he a and the signal for a light engine given.
11.. Course to be pursued when a Train is an unusually longtime in a Section.-Should an unusual
time elapse after the "Train entering Section " signal has been received, the Signalman, unless he is satisfied that the train is approaching, must, if the weather' is clear and there is no tunnel in the section, the first train proceeding in the opposite direction, inform the Driver of the circumstance and after the necessary sign-in have been sent and acknowledged, instruct him to proceed with caution; during fog or falling snow or where there is a tunnel in the section in which the train is running, he must prevent any train in the opposite direction (except an engine as provided for in Regulation 14A)
its journey until he has ascertained that the line on which it has to run is clear.

IF, AFTER SIGNALLING A TRAIN FORWARD, THE SIGNALMAN FINDS THAT AN UNUSUAL TIME HAS ELAPSED WITHOUT “TRAIN OUT OF SECTION” BEING GIVEN, HE MUST ASSUME THAT THE TRAIN HAS

12
DOUBLE LINES-BLOCK REGULATIONS-Continued.
BROKEN DOWN, NOT THAT THE " TRAIN OUT OF SECTION " SIGNAL HAS BEEN OMITTED TO BE SENT, AND MUST ASK FOR INFORMATION AS TO THE CAUSE OF THE DELAY, BY SPEAKING INSTRUMENT, WHERE SUCH INSTRUMENTS ARE FIXED, IN THE FOLLOWING FORM, VIZ. :
D.M.-FROM TO Do
YOU KNOW WHY THE TRAIN I SIGNALLED TO YOU AT H. M. HAS NOT ARRIVED ?
THE REPLY MUST BE SENT IN A SIMILAR FORM : BUT IN ALL CASES, BEFORE REPLYING, THE SIGNALMAN MUST BE PARTICULAR TO REFER TO HIS " TRAIN REGISTER " BOOK IN, ORDER THAT NO MISTAKE MAY BE MADE.

Where an intermediate block home signal controlled from the Signal Box in rear is provided and an unusual time elapses between a Train passing the Signal controlling the entrance to the intermediate block sections, and its arrival at the intermediate block home signal, the Signalman at the Signal Box controlling such signal must send the “TRAIN UNUSUALLY LONG TIME IN SECTION” Signal (6-2) to the Signal Box in advance.
The Signalman at the Box in advance on receipt of this Signal must as once carry out the provisions of the first paragraph of this Regulation.
12. Obstruction Danger Signal. (6 consecutively).-(a) Should it be necessary, in consequence of obstruction or other cause, to prevent the approach of a train from the signal box in rear, the " Obstruction Danger" signal must be forwarded to that box, whether the " Is Line Clear ? " signal or " Train entering Section " signal has been received from that box or not. The " Obstruction Danger " signal must also be sent to the box in rear when a Signalman observes a train approaching his box for which he has not accepted the " Is Line Clear ? " signal, or has not received the " Train entering Section " signal, or for which he has not received the " Train or Vehicles running away on Right Line " signal (4-5-5).
(b) The Signalman forwarding the " Obstruction Danger " signal must place the block indicator for the line or lines affected to " Train on Line," if not already in that position, and must also place or maintain the signals at danger to protect the obstruction.
The block indicator must be maintained at the " Train on Line " position until the obstruction has been removed, except as provided for in Regulation 14 (b) and in Rule 198 (b).
(c) Should there be reason to suppose that both lines are fouled, the Signalman must send the " Obstruction Danger " signal in both directions, and where there are parallel running lines the requisite steps must be taken to stop trains approaching on any line or lines that may possibly be obstructed.
(d) The Signalman receiving the " Obstruction Danger " signal must immediately place or maintain his signals at " Danger " and place 3 detonators, 10 yards apart, on the obstructed line or lines in such a position as to prevent any train entering the obstructed section without passing over the detonators, and he must not allow any train to proceed on the obstructed line or lines towards the signal box from which he received the " Obstruction Danger " signal until he either receives the "Obstruction Removed" signal (2-1) and the " Is Line Clear ? " signal has been accepted by the Signalman in advance, or it becomes necessary to allow a breakdown van train or other train to enter the section to render assistance. Such breakdown van train or other train going to render assistance must be signalled and dealt with in' accordance with Regulation 14.
(e) Should a Signalman receiving the " Obstruction Danger " signal succeed in stopping a train for which the " Is Line Clear? " signal has been accepted by the Signalman at the box in advance, he must at once advise the Signalman at that box by giving the " Cancelling " signal. This signal must be acknowledged, but the block indicator must be maintained at the " Train on Line " position until the obstruction has been removed, except as provided for in Regulation 14 (b), and in Rule 198 (b).
(f) Should a Signalman receiving the " Obstruction Danger " signal not be able to stop a train for which the " Is Line Clear ? " signal has been accepted by the Signalman in advance, he must, instead of acknowledging the " Obstruction Danger " signal, at once and without giving the " Call Attention " signal, send the " Train or Vehicles running away on Right Line " signal. The Signalman receiving the latter signal must immediately take all possible measures to stop the approaching train, and afterwards acknowledge the signal.
(g) When the obstruction has been removed and the line or lines are again clear, the " Obstruction Removed " signal must be given to the signal box in rear and the block indicator placed in its normal position. Should, however, the Signalman at the box in rear be unable to stop a train for which the "Is Line Clear? " signal has been accepted, the " Obstruction Removed " signal must not be forwarded to that box until such train is clear of the section.
(h)If after the “Obstruction Danger” signal has been sent it is necessary to ascertain which line or lines are obstructed, anengine may be allowed to enter the section for this purpose at either end in accordance with Regulation 14a, clause c

12A. Animals on Line.-(a) Should a Signalman become aware that cattle, horses, or other animals are on the line and likely to cause an obstruction, he must at once inform the Signalman at the opposite end of the section affected of the circumstances on the speaking instrument and take the necessary steps to have the line cleared. Until it has been ascertained that the line is clear, all trains allowed to proceed must be brought to a stand and the Driver verbally informed of the circumstances and instructed to proceed cautiously.
(b) Should there be a tunnel in the obstructed section, the Signalman at each end of the section must verbally explain the circumstances to the Driver and the Guard and instruct them that although the train may proceed into the section it must not enter the tunnel until they have ascertained that the tunnel is clear.
(c) When either Signalman has ascertained that the line is clear, he must advise the Signalman at the opposite end of the section, and ordinary working must be resumed.
13. Blocking Back. (Inside home signal, 2-4. Outside home signal, 3-3).-(a) When, after the " Train out of Section " signal has been given, the line inside the home signal is about to be obstructed by any shunting or other movement which has to stand on a running line within a quarter of a mile in advance of the home signal (or outermost home signal where more than one is provided), or other prescribed point to which the line must be clear before a train may be accepted under Regulation 4, or when the line within that distance is about to be obstructed by a rail being taken out, relaying operations or any stationary obstruction (except a trolley) being placed on the line, the " Blocking Back " signal (2-4) must, unless instructions are given to the contrary, be SENT to the box in rear. After the " Blocking Back " signal (2-4) has been acknowledged the block indicator for the line affected must be placed at the " Train on Line " position.

13
DOUBLE LINES-BLOCK REGULATIONS-Continued.
women a train has been brought to a stand in advance of a junction but within the authorise( clearing point and the facing points have been set for another direction to allow the " Train out o Section " signal to be given, such points must not be again reversed towards the standing train until the man has protected the obstruction by giving the " Blocking Back " signal (2-4) to the signal box in rear.
WHERE THE "WARNING" SIGNAL IS, AUTHORISED IT WILL NOT BE NECESSARY TO SEND Till
BACK " SIGNAL (2-4) IN THOSE INSTANCES WHERE, AFTER HAVING GIVEN " TRAIN OUT
OF SECTION," ANOTHER TRAIN OR ENGINE HAS TO BE BROUGHT TO A STAND ON THE RUNNING LINE TO THE REAR OF THE CLEARING POINT.

(b) When a Signalman asks permission to occupy the line outside his home signal (or outermost home signal where more than one is provided), he must give the " Blocking Back " signal (3-3) to the Signalman at the box in rear and the latter must, before acknowledging the " Blocking Back " signs (3-3 , satis-fy himself that he can with safety give such permission, and that he has not allowed a trail to approach his signal box from the signal box in rear under Regulation 4 (UN WARNED), unless there is distance of at least half a mile between his home signal (or outermost home signal where more than one is provided) applicable to such train and the home signal for the signal box from which he ha received the " Blocking Back " signal, or if at a junction, he has set his facing points for another line and that line is clear according to these regulations. After the " Blocking Back " signal (3-3) ha been acknowledged the block indicator for the line intended to be occupied must be placed at the "Train on Line " position.
SHOULD IT BE NECESSARY TO MAKE A SHUNT OUTSIDE THE HOME SIGNAL BEFORE THE " TRAIN OUT OF SECTION " SIGNAL HAS BEEN GIVEN, A SPECIAL BELL SIGNAL (1-2-3) INDICATING " BLOCKING BACK OUTSIDE HOME SIGNAL FOR TRAIN ALREADY IN SECTION " MUST BE SENT TO THE BOX IN THE REAR INSTEAD OF THE USUAL BELL SIGNAL (3-3).
Unless special permission is given by the Operating Superintendent no train or vehicles, other than an engine or engine with one or two brake vans, must be placed outside a home signal where the line is on a falling gradient steeper than 1 in 260 towards the signal box in rear unless there is an engine at the lower end. WHERE SUCH PERMISSION IS GIVEN THERE MUST BE A BRAKE VAN AT THE LOWER END WITH A MAN IN IT.

(b) When a signalman gives the " Blocking Back " signal (2-4 or 3-3) for the purpose of asking
occupy the line, the Signalman at the box in rear is not in a position to give such per .-ion, he must not repeat the " Blocking Bark " signal, or acknowledge it in any way, and until the renal has been acknowledged the line must not be occupied.
When the obstruction has been removed and the line is again clear, the " Obstruction Removed'
signal must be given to the signal box in rear, and the block indicator placed in its normal position.
(e) The Signalmen sending and receiving the " Blocking Back " signal must make a note of the circumstances in their train register books.
14. Section Obstructed by Accident or by Disabled Train.- „
The following to be substituted for clauses (a) and (b) :
(a) Should a Signalman receive information from the Guard or Fireman of a disabled train or from the Signalman at the box in advance that AN ASSISTING TRAIN OR ENGINE is required to enter the section to assist the disabled train, or should it be necessary for the breakdown van train to enter a section obstructed by accident or otherwise, the ASSISTING TRAIN OR ENGINE, or the breakdown van train, as the case may be, may, after having been brought to a stand and the Driver AND GUARD informed of the circumstances, be allowed to enter the section under the following arrangements :
(i) The Signalman must inform the Signalman at the box in advance of the circumstances, give the "Train entering Section" signal to that box, and after it has been acknowledged, note the circumstances in his train register book. He may then allow the ASSISTING TRAIN OF ENGINE to enter the section and must instruct the Driver to pass at Danger the signal controlling the entrance into the section ahead, as provided for in Rule 38, clause (b). THE ASSISTING
TRAIN OR ENGINE MUST BE RUN AT REDUCED SPEED AND GREAT CAUTION OBSERVED BY ALL CON
CORNED. The Signalman in advance must also note the circumstance in his train register book, and must not give the "Train out of Section" signal until both trains have arrived.
The Guard or Fireman of the train requiring assistance will ride on the ASSISTING ENGINE OR on the engine of the ASSISTING TRAIN, and point out to the Driver the position of the disabled train. After the "Train out of Section" signal has been received and permission obtained for another train to proceed, such train must be stopped at the signal box in rear, and the Driver instructed to proceed cautiously through the section.
(ii) Except during fog or falling snow, it will not be necessary for the Signalman in rear of the obstruction to detain the assisting train OR ENGINE until the arrival of the Guard or Fireman of the disabled train at his box if information has been received from the Signalman in advance that the Guard or Fireman is coming back. On receipt of this information the Signalman in rear may allow the assisting train OR ENGINE to enter the obstructed section after the Driver has been informed that the Guard or Fireman of the disabled train is coming back, and has been instructed to keep a lookout for such Guard or Fireman. The Guard or Fireman of the disabled train must ride ON THE ENGINE OR the engine of the assisting train, and pilot it to the rear of the disabled train.
(iii) If there is a tunnel in the obstructed section the Driver of the assisting train OR ENGINE must not enter such tunnel until the Guard or Fireman of the disabled train has come back and met the ASSISTING TRAIN OR ENGINE or it has been ascertained that the tunnel is clear. The Driver of the assisting train OR ENGINE must be instructed accordingly by the Signalman.

The Signalman in advance must stop any train proceeding in the opposite direction and instruct the Driver to travel through the tunnel at reduced speed.
(b) When the line is clear to the home signal but is occupied by a train or otherwise obstructed within the home signal, and assistance is required from the rear, OR IT BECOMES NECESSARY TO..
WORK TRAINS TO SOME POINT ADJACENT TO THE OBSTRUCTION AND WITHIN THE PROTECTION OF THE SAME SIGNALS, AND WHERE THERE IS A CROSSOVER ROAD OR REFUGE SIDING OVER WHICH OR INTO WHICH
SUCH TRAINS MAY BE SHUNTED, the Signalman in rear must be informed of the circumstances. In the case of a train requiring assistance, provided it has arrived with tail lamp attached, the "Train out of Section" signal must be given if this has not already been done; where, however, the "Blocking Back Inside Home Signal" signal or the "Obstruction Danger" signal has been sent, the "Obstruction Removed" signal must be given, and the assisting train or engine may then be accepted.
THE DRIVER OF THE ASSISTING TRAIN OR ENGINE MUST BE VERBALLY TOLD THE POSITION OF -MATTERS
AT THE SIGNAL BOX AHEAD. If the disabled train or the obstruction is within the authorised clearing point the assisting train or engine must be accepted under Regulation 5.
(B.R.2-12/37. O.M. 11795.)
(c) Should it be necessary for the assisting train or engine to continue in rear of the disabled train through any block section or sections in advance of the section obstructed, the Signalman in rear, when forwarding the " Is Line Clear? " signal for the disabled train, or if this signal has already been sent, must inform the Signalman in advance that the approaching train is being assisted in rear by a train or engine, and the Signalman receiving this information must enter it in the train register book and not give the " Train out of Section " signal until both trains or the disabled train and assisting engine have arrived.
(d) In connection with Regulation 17, for the purpose of ascertaining if the line or lines are cleat an engine may also, in accordance with the instructions laid down in clauses (a) and (b), be allowed t enter the sections, both in rear and in advance of the signal box from which the " Stop and Examine Train " signal was sent, on the same line and in the same direction as the train concerned has proceeded provided the " Train out of Section " signal has been received for the train.
REGULATION 14A-EXAMINATION OF LINE-page 14. Cause (a) to be amended to read-:

(a) When it is necessary in accordance with Regulations 11, 12, 17, 19, 211, 22 and 23 to ascertain if the line or lines are clear, an engine may be allowed to enter the section for the purpose on any other line in the same or opposite direction provided speaking communication exists between the., two signal boxes which will admit of a proper understanding being arrived at between the two Signalmen and they` Train' out of Section" signal has been received for the previous train, but in connection with clauses (c) al f) the engine may be allowed to travel through the section over any line. The circumstances must .explained to the Driver, and he must be in to pass at Danger the signal controllimg the entrance into the section ahead as provided far in Rule 38 clause (6), and proceed cautiously through'.-the section prepared to stop at short obstruction. Where practicable, the engine-must be accompanied by a Station Master or other competent person. After sunset, during fog or falling snow, or where tunnel intervenes, the engine must be so accompanied.
(b) The Signalman at the Box at which the engine enters the section must not send the "is Line (far?" signal but must inform the Signalman in a advance of the circumstances under which the engine is. reties the section, and the "Train Entering Section s. I must then be sent anti acknowledged; block indicator must be maintained at "Train on Line" until the engine has arrived at the box in advance or has returned to the box in tear and the person accompanying the engine, or the Driver, as the case may
be- .as reported which line or lines are safe for the passage of trains. Should the engine teal the wrong direction the under the authority of a "Wrong Line" order (Form A,B or D) and the line be safe for the passage of trains, the "Cancelling" signal must be sent.
After arrangements have been made for an engine to enter the section in accordance with this clause the Signalman at the Box in advance may occupy the line ahead of the home signal.
(c) Should a Signalman receive information which in his opinion necessitates the examination of the toe and no emergency signal has been sent or received he must immediately advise the Signalman at the opposite end of the section or sections affected, and no train must be allowed to proceed through such section or sections until the line has been examined and is safe for the passage of the train; an engine may, however, tie allowed to enter the section or sections affected in the same or opposite direction, as laid down in clauses
(a) and (b).
Should, however, the "Obstruction Danger" signal have been sent and it is necessary for an engine to enter the section at the Signal Box in rear in accordance with this clause, the Signalman who sent the signal may, after coming to a proper understanding with the Signalman at that Signal Box and provided 16 next adjoining line is not occupied between the two Signal Boxes concerned, send the "Obstruction Removed" signal, but the block indicator must be maintained at' the "Train on Line" position. After an engine has been allowed to enter the section in accordance with these conditions, no train must be allowed lo enter the section in the same or opposite direction on an adjoining line until the engine has passed through the section and it is known the line is clear.
(d) In connection with clause 17, for the purpose of ascertaining if the line or lines are clear, an engine may also, in accordance with the instructions laid down in clauses (a) and (b), be allowed to enter the sections, both in rear and in advance of the signal box from which the “Stop and Examine Train” signal was sent, on the same line and in the same direction as the train concerned has proceeded, provided the “Train out of Section” signal has been received for the train.
If definite information is received that a passenger has fallen from a train and it is necessary for the line to be examined, a train composed of coaching stock or a freight train with the automatic brake -EAR elective on not less than one-third of the vehicles may be allowed to enter the section for this purpose in the same direction on the same or adjoining line or on a line in the opposite direction provided it is N IS daylight, the weather is clear and that no tunnel intervenes. The train must be dealt with as laid down 1s the second paragraph of clause (e) of this regulation.

(e) In connection with Regulation 20, when it is required to ascertain if the line is clear after the divided train or front portion thereof has arrived, a train may be allowed to enter the section on the opposite or parallel line for this purpose provided the weather is clear, no tunnel intervenes and there are no catch points in the section through which the divided train or portion thereof has travelled except that a train conveying passengers must only be allowed to enter the section under these conditions during daylight.
The Signalman at the box where the train enters the section must advise the Signalman in advance by speaking instrument the description of the train, which must then be signalled, accompanied an( otherwise dealt with as laid down in clauses (a) and (b) for an engine. The line ahead of the homy signal at the box in advance must not however be occupied as provided in the second paragraph o clause (b) unless authority is given for trains to approach that box under normal working in accordance with Regulation 5.
(f) For the purposes of this regulation a multiple-unit electric or diesel train not conveying passengers, or a unit of a train of this type from which any passengers have been detrained, may be regarded as an engine and such train or portion thereof must be dealt with in the same way as an engine. The Signalman at the box in advance must, however, be advised as to whether a train, a unit of a train, or an engine, is entering the section
(g) The circumstances must be noted by both Signalmen in the train register books.
15. Breakdown Van Train, and Engine Replacing or Assisting Disabled Engine.-(a) To prevent delays, a breakdown van train when proceeding to clear the line, must be signalled as an Express passenger train, and, when necessary, preceding trains must be shunted for the breakdown van train to pass
(b) The same course must be adopted in the case of one engine proceeding to take the place o. another that has failed, or of an engine, with or without a train, when sent forward to render assistance in case of failure or accident to a train.
16. Maintenance of Absolute Block Signalling during Single Line Working.-Should any obstruction occur necessitating single line working, absolute block signalling must be maintained wherever, possible, but should it be necessary to suspend absolute block signalling the provisions of Rule J 9f must be observed. When absolute block signalling is suspended the authority for the suspension is cancelled by the withdrawal of the single line working forms.

DOUBLE LINES-BLOCK REGULATIONS-Continued.

17. Stop and Examine Train. (7 consecutively).-(a) Signalmen must be careful to notice each train as it passes to ascertain whether there is any apparent necessity for having it stopped at the next signal box for examination.
If a Signalman observes or becomes aware of anything unusual in a train during its passage, such as signals of alarm, goods falling off, a vehicle on fire, a hot axle-box, or other mishap (except a tail lamp missing, tail light out, or a train divided, for which see Regulations 19 and 20), he must send to the Signalman in advance the " Stop and Examine Train " signal and must also PLACE OR MAINTAIN HIS SIGNALS AT DANGER to stop any train approaching, or proceeding in the opposite direction, except when in the case of a hot axle-box he has reason to believe that the opposite line is not affected in advance of the home signal for that line.
The Signalman in advance must also, where practicable, be advised of the reason for sending the " Stop and Examine Train " signal. Should any train going in the opposite direction have been stopped by the Signalman sending the " Stop and Examine Train " signal and he has reason to believe that the opposite line is not affected, the train may be allowed to proceed after the Driver has been advised of the circumstances.
The Signalman in advance must immediately PLACE OR MAINTAIN HIS SIGNALS AT DANGER to stop any train coming from or going towards the signal box from which the signal is received. The train for which the signal is received, when stopped, must be carefully examined and dealt with as occasion may require.
Should the Signalman who receives the " Stop and Examine Train " signal be able to ascertain from the Trainmen after examination of the train that the opposite line is not obstructed he ay allow trains to proceed. Should, however, he be unable to ascertain any reason for the signal being given he must inform the Driver of the first train travelling in the opposite direction of the circumstances and instruct him to proceed cautiously to the next signal box.
Should either Signalman become aware or have reason to believe that the permanent-way is fouled or damaged, he must immediately advise the Signalman at the opposite end of the section or sections affected, and no train except as laid down in Regulation 14A, clause (d), third paragraph, must be allowed to proceed through such section or sections until the line has been examined and is safe for the passage of the train ; an engine, may, however be allowed to enter the section or sections affected in the same or opposite direction in accordance with Regulation 14A.
(b) Should the " Stop and Examine Train " signal have been sent on account of a door being open on a passenger train, the Signalman sending the signal must advise the Signalman in rear and trains running in the same or opposite direction between these signal boxes need not be detained until evidence has been obtained that the line is not obstructed, but the first train in each direction must be stopped, the Drivers informed of the circumstances, and instructed to proceed cautiously to the next signal box, keeping a good look-out. If, however, information is received that a passenger has fallen from the train, the Signalman concerned must act in accordance with the last paragraph of Clause (a):
(c) The " Stop and Examine Train " signal must always be sent in any of the circumstances named even where in short sections a train may have passed into the forward section or through one or more sections.
The Signalman receiving the " Stop and Examine Train " signal must, if he cannot stop the train, immediately pass on the same signal to the Signalman in advance.
(d) IF AT THE SIGNAL BOX AT WHICH THE “STOP AND EXAMINE” SIGNAL IS RECEIVED IT IS NOT POSSIBLE TO DETACH THE VEHICLE IN RESPECT OF WHICH THE EMERGENCY SIGNAL WAS SENT, OR TO RECTIFY THE DEFECT, OR OTHERWISE DEAL THE THE EMERGENCY, AND IT IS CONSIDERED THAT THE TRAIN CAN SAFELY BE ALLOWED TO PROCEED TO A SIGNAL BOX IN ADVANCE WHERE THE MATTER CAN BE DEALT WITH AS OCCASION MAY REQUIRE, THE TRAIN MUST BE SIGNALLED FORWARD BY THE APPROPRIATE BELL CODE, THE “STOP AND EXAMINE TRAIN” SIGNAL BEING SENT IMMEDIATELY FOLLOWING THE ACKNOWLEDGEMENT OF THE “TRAIN ENTERING SECTION” SIGNAL.
(e) Where intermediate block signals controlled from the signal box in rear are provided, and the Signalman AT THAT BOX observes or becomes aware of anything unusual in a train as laid down in clause (a), he must at once place or maintain such signals at Danger. If he has reason to believe that any opposite line or lines are, or may be, obstructed, he must send the " Obstruction Danger " signal to the signal box in the direction towards which the train is travelling and inform the Signalman by speaking instrument of the circumstances, but if it be not possible to stop the train at the intermediate block home signal the " Stop and Examine Train " signal must be sent.
The Signalman at the signal box controlling the intermediate block signals must arrange by means of the telephone between the INTERMEDIATE BLOCK HOME signal and the signal box for the train to be carefully examined and dealt with as occasion may require.
In the event of the " Obstruction Danger " signal having been sent, and it is subsequently ascertained that the opposite line or lines are not obstructed or it is necessary for an engine to enter the section in accordance with Regulation 14A, the Signalman who sent the " Obstruction Danger " signal may, after coming to a proper understanding with the Signalman at the signal box to which such signal was sent and provided the opposite line is not occupied by another train, send the " Obstruction Removed " signal.
18. Cancelling Signal. (3-5).-Should it be necessary to cancel the " Is Line Clear ? " or " Train entering Section " signal, the " Cancelling " signal must be forwarded, and the Signalman receiving the signal must, after acknowledging it, place or maintain the block indicator in its normal position, except under the circumstances named in clause (e) of Regulation 12, and an entry must be made in the train register book recording the fact of the signal having been cancelled. The " Cancelling " signal must only be used when the " Is Line Clear ? " signal has been accepted, or the " Train entering Section " signal has been acknowledged, by the Signalman in advance and it is found that the train concerned will not proceed in the usual course.
18A – Last train signalled incorrectly described (5-3) Should a signalman in forwarding the “Is Line Clear?” signal for a train, incorrectly describe the train, and wish to alter it after such signal has been acknowledged by the Signalman in advance, he must give the “Last Train Signalled Incorrectly Described” signal to the signal box in advance, and after this signal has been acknowledged, he must forward the correct “Is Line Clear?” signal. The position of the block indicator must not be altered. An entry must be made in the tain register book recording the fact of the train being re-described.
19. Train Passed without Tail Lamp. (9 consecutively to box in advance, 4-5 to box in rear).(a) Signalmen must carefully watch each train as it passes, and satisfy themselves that it is complete with tail lamp attached before giving the " Train out of Section " signal.
(b) Should a train pass without a tail lamp, or the Signalman be unable to satisfy himself whether or not the tail lamp is on the train, he must immediately place or maintain his signals at danger to stop the first train going in the opposite direction, inform the Driver what has occurred and instruct him

16
DOUBLE LINES-BLOCK REGULATIONS-Continued.
to proceed cautiously so as to avoid danger in the event of any portion of the train having fouled the line on which his- train is running. The Signalman must also send the " Train passed without Tail Lamp " signal (9 consecutive beats) to the signal box in advance ; he must not give the " Train out of Section " signal to the signal box in rear, but must send the " Train passed without Tail Lamp " signal (4-5) and maintain the block indicator at " Train on Line." Should he afterwards receive the " Train out of Section " signal from the signal box in advance or be advised by the Signalman at that box that the train is complete, he must give the " Train out of Section " signal to the signal box in rear, but should it be ascertained that the train is divided the provisions of Regulation 20 (so far as they apply) must be carried out.
Where intermediate block signals controlled from the signal box in rear are provided and the absence of the tail lamp is observed at that box, the train must not be stopped at the intermediate block home signal for the purpose of ascertaining whether the train is complete, but the " Train passed without Tail Lamp " signal must be sent to the signal box in advance.
(c) The Signalman in advance on receiving the " Train passed without Tail Lamp " signal must immediately place or maintain his signals at Danger to stop the approaching train, and ascertain whether or not the train is complete. If the train is complete he must so advise the Signalman in rear, unless he is in a position to give the " Train out of Section " signal. If the train is incomplete he must advise the Signalman in rear accordingly.
If, where the sections are short, a Signalman receiving the " Train passed without Tail Lamp " signal (9 consecutive beats) finds that he cannot stop the train except by bringing it to a sudden stand, he must not place his signals to Danger, but, as the train is approaching, send the " Train entering Section ".signal to the signal box in advance and immediately follow it with the " Train passed without Tail Lamp " signal. Where intermediate block signals controlled from the signal box in rear are provided, the Signalman must pass forward the " Train passed without Tail Lamp " signal to the signal box in advance.
(d) Should a train pass without a tail lamp and there are catch points or a tunnel in rear, or during fog or falling snow, no train (except an engine as provided for in Regulation 14A) must be allowed to enter the section in either direction until it has been ascertained that the line on which it is about to run is not obstructed.
(e) IF A TRAIN SHOULD PASS WITH A TAIL LIGHT OUT WHEN IT SHOULD BE BURNING, THE SIGNALMAN MUST ACT IN PRECISELY THE SAME MANNER AS IN THE CASE OF A TRAIN PASSING WITHOUT A TAIL LAMP.
SHOULD A TRAIN FROM WHICH A SLIP COACH HAS BEEN DETACHED AT THE SCHEDULED SLIPPING POINT, AND ON WHICH NO FURTHER SLIP PORTION IS BEING CONVEYED, PASS WITH ONLY ONE LIGHT BURNING, SIGNALMAN MUST ACT IN THE SAME MANNER AS IN THE CASE OF A TRAIN PASSING WITHOUT A TAIL LAMP.
(f) Should a freight trainn pass without a tail lamp and also without side lamps, the Signalman must assume that the train has become divided and carry out Regulation 20. He must, in addition, send the "TRAIN PASSED WITHOUT TAIL LAMP" signal (4-5) to the Box in rear. If, however, there is a roost rising gradient in the section from the Box in rear the Signalman must carry out the provisions of Regulation 22, in which case the "TRAIN PASSED WITHOUT TAIL LAMP" signal (4-5) must not be sent. Note – this clause does not apply to fully vacuum-fitted freight trains.

20 TRAIN DIVIDED (5-5) (a) The “Train Divided” signal must be sent to the signal box in advance whenever a train which has become divided is entering, or is likely to enter, the section in advance in two or more portions.
(b) The Danger signal to stop any train travelling in the opposite direction and in the same direction on any ADJOINING line must be immediately exhibited by the Signalman at the box where the division is noticed. The Signalman receiving the "Train Divided" signal must exhibit the Danger signal to stop any train travelling in the opposite direction, and, if expedient in the circumstances, must also stop any train travelling in the same direction on any ADJOINING line.
(c) If the divided train is assisted by an engine in rear, or is running on a falling gradient, or where the line is level, or between short sections, where the stoppage of the first portion would risk a collision with the second portion, the Signalman, provided permission has been obtained from the box in advance for the train to proceed, must not exhibit the Danger signal to stop the first portion, but must exhibit to the Driver a green hand signal waved slowly from side to side.
In the case of a falling gradient, or between short sections, or should a Signalman receiving the Train Divided signal have reason to think he may be unable to stop the rear portion of the divided train, he must send forward the Train Divided signal on receipt.
(d) If a Signalman considers that the stoppage of the first portion would cause a collision with the second portion and he has been unable to obtain permission for the divided train to proceed to the box in advance, he may, by the exhibition of a green hand signal wave slowly from side to side, authorise the Driver of the first portion to pass at Danger the signs controlling the entrance of trains to the section ahead for the purpose of avoiding or reducing the force of a collision, provided either of the following conditions obtains :
(i) There is a rising gradient in the section ahead sufficiently long or steep to bring the second portion to a stand, and the Signalman considers that the time which ha elapsed since the previous train passed his box makes it safe to do so.
or

(ii) The weather is clear, there is no tunnel in the section, no passenger train has bee accepted in the opposite direction on any adjoining line, and the Signalman consider that the time which has elapsed since the previous train passed his box makes it safe to do so.
If the first portion is being allowed to enter the section ahead under either of these conditions, the Signalman at the Box in advance must be immediately advised of the circumstance and the " Train Entering Section " signal must be sent. If the second portion enters 0 section ahead the " Train Divided signal must also be sent.

(e) If the divided train is running on a rising gradient, AND IS NOT ASSISTED BY A ENGINE IN THE REAR AND THE SECTION IN REAR IS NOT A SHORT ONE, or if permission has not been obtained for it to proceed to the box in advance and the conditions clause (d) cannot be complied with, the Signalman must exhibit the Danger signal to stop 0 first portion of the train, but a green hand signal must not be exhibited. The first portion when stopped must be shunted into a siding as expeditiously as circumstances will permit, c otherwise dealt with as may be necessary to prevent the second portion coming into collision with it.
(f) In the circumstances described in clauses (c), (d) and (e) the Signalman must, as soon as the first portion of the train has passed or otherwise been dealt with, place or maintain the signals at Danger and take proper measures for dealing with the second portion, placing detonators on the rail and exhibiting a red hand signal to attract the attention of the Trainmen
(g) Should a train become divided in starting, and the Driver run forward with the first portion leaving the rear portion stationary, the " Stop and Examine Train " signal must be sent to the signal box in advance, and not the " Train Divided " signal.
Should the second portion of a train which has become divided in running come to a stand before entering the section in advance, the " Stop and Examine Train " signal must be sent provided the " Train Divided " signal has not already been forwarded. In either case the Signalman must inform the Signalman at the box in advance of the circumstances (also if necessary the Signalman at the box in rear) and arrange for the first portion to be stopped. When assistance is required from the rear the provisions of Regulation 14 must be observed.
Should, however, the rearmost portion of a dived train arrive within the home signal at the signal box in advance, complete with tail lamp and accompanied by the Guard, the Signalman may, after ascertaining from the Guard that the rear portion is intact and so informing the Signalman at the signal box in rear, give the ”Train Out Of Section” signal in accordance with Regulation 10, but the first train requiring to travel over an adjoining line in the opposite direction must be stopped and the Driver informed of the circumstances and instructed to proceeed cautiously.
The Signalman receiving the “Train Out of Section” signal must, in such circumstances, stop the first train requiring to proceed over the line onm which the divided train has travelled and on any adjoining parallel line, and inform the Driver of circumstances and instruct him to proceed cautiously.
(h) Should any train travelling in the opposite direction or in the same direction on any ADJOINING

17
DOUBLE LINES-BLOCK REGULATIONS-Continued.
line have been stopped, it must not, except as provided in Regulation 14A, clause (e), be allowed to proceed until it has been ascertained that the line on which it is about to run is not obstructed. An engine may, however, be allowed to enter the section in accordance with Regulation 14A.
(J) if it is necessary for a train to follow the first portion of a train which has become divided, such train must not be allowed to enter the section until the Signalman at each end is satisfied that the section is clear. The Signalman in rear must then advise the Signalman in advance of the train which is about to enter the section and give the " Train entering Section " signal. When this signal has been acknowledged he must inform the Driver of what has occurred, and instruct him to PASS AT
DANGER THE SIGNAL CONTROLLING THE ENTRANCE INTO THE SECTION AHEAD IN ACCORDANCE WITH
RULE 38, CLAUSE (b) and to proceed cautiously. On the train passing the signal box in advance, with tail lamp attached, the " Train out of Section " signal must be given. The same course must be adopted in the event of the second portion of the divided train following the first portion through the section ahead.
(!) Should a train that is appointed to convey a slip portion pass a signal box short of the proper slip tail signals or with wrong tail signals (unless it be the box immediately preceding the slipping point, for instructions as to which see following clause) the Signalman must assume that the slip portion has become detached and immediately place or maintain the signals for the opposite line OR IN THE SAME DIRECTION ON ANY ADJOINING LINE at Danger and send to the signal box ahead the " Train Divided " signal. He must also maintain the block indicator towards the box in rear at " Train on Line " and ascertain from the Signalman in advance whether the train has arrived complete. If he is informed that it has arrived complete the " Train out of Section " signal may be sent. If, however, he is advised that the train has arrived incomplete, the Signalman in rear must be informed of the circumstances and the necessary steps immediately taken to clear the section. No train must be allowed to proceed in the opposite direction, except as provided in Regulation 14A, until it is definitely known that the line is clear. If the Signalman in advance finds on the arrival of the train that the slip portion has broken away, he must advise the Signalman ahead by speaking instrument " Slip portion broken away, train travelling without it," and this message must be repeated from signal box to signal box, as the train passes, as far as the slip portion would have run, the train itself being signalled and the line cleared in the usual way.
SHOULD THE SLIP PORTION BE AFTERWARDS SENT ON BY SPECIAL ENGINE IT MUST BE SIGNALLED AS A PASSENGER TRAIN, AND CARRY THE SLIP TAIL SIGNALS TO DESTINATION.
(k Should a train that is appointed to convey a slip portion be short of the proper slip tail signals or carrying wrong tail signals when it passes the signal box next in rear of the SLIPPING POINT at which the portion is to be slipped, the Signalman must place or maintain the signals for the opposite line at Danger, but instead of sending forward the " Train Divided " signal must ask the Signalman in advance by speaking instrument " Has the slip portion arrived complete ? " If the reply is " Yes " he must send the " Train out of Section " signal ; but if the answer is " N o " he must IMMEDIATELY advise the Signalman in rear by speaking instrument, " Slip portion not arrived," and the necessary steps must be immediately taken to clear the section. No train must be allowed to proceed in the opposite direction except as provided in Regulation 14A, until it is definitely known that the line is clear.
(l) Where intermediate block signals controlled from the signal box in rear are provided and the Signalman at that box observes or becomes aware that a train is divided and running in two or more portions, he must, if the divided train is running on a rising gradient and is not running between short sections nor assisted in rear, and there is no risk of the second portion coming into collision with the first portion, or if permission has not been obtained from the signal box in advance for the train to proceed, place or maintain the intermediate block signals at Danger against the first portion. In these circumstances the Signalman must not send the " Train Divided " signal to the box in advance, but the " Obstruction Danger " signal for any opposite line or lines that may possibly be obstructed must be sent to the signal box in the direction towards which the train is travelling, and the Signalman there informed by speaking instrument of the circumstances.
If the train is assisted in rear or is running on a falling gradient, or where the line is level, or between short sections where the stoppage of the first portion would risk a collision with the second portion, provided permission has been obtained from the signal box in advance for the train to proceed, the intermediate block signals must not be placed at Danger against the first portion, but the " Train entering Section " signal followed by the " Train Divided " signal must be sent to the signal box in advance when the train which has become divided is passing or is about to pass the signal box controlling the intermediate block signals, and, where practicable, the Signalman there must exhibit to the Driver a green hand signal waved slowly from side to side.
When it has been ascertained that the opposite line or lines are not obstructed or it is necessary for a train or engine to enter the section in accordance with Regulation 14A, the Signalman who sent the " Obstruction Danger " signal, may after coming to a proper understanding with the Signalman at the signal box to which such signal was sent and provided the opposite line is not occupied by another train, send the " Obstruction Removed " signal.
21. Shunt Train for following Train to Pass. (1-5-5).-This signal must be used to prevent important trains being delayed by less important trains. When, before the " Train out of Section " signal has been received from the signal box in advance for the last train, the Signalman receives a signal from the box in the rear for a more important train, the " Shunt Train for following Train to Pass " signal must be sent to the signal box in advance, and the Signalman there, on receiving this signal, must take the necessary measures to clear the line so as to prevent delay to the second train. He must use his discretion as to the best means of effecting the object in view, and if he is unable, from any cause, to shunt the train at his signal box, or if he thinks it inexpedient to do so, he must allow the train to proceed, and send forward the " Shunt Train for following Train to Pass " signal to the
signal box in advance. THE SIGNALMEN FORWARDING AND RECEIVING' THE " SHUNT TRAIN FOR FOLLOWING TRAIN TO PASS " SIGNAL MUST MAKE A NOTE OF IT IN THEIR TRAIN REGISTER BOOKS.

18
DOUBLE LINES-BLOCK REGULATIONS-Continued.
22. Train or Vehicles Running Away on Wrong Line. (2-5-5).-(a) Should any train, portion of a train, or vehicle be running back in the wrong direction, or should a train he proceeding on the wrong line, the Signalman must immediately place or maintain the signals at Danger, advise the Signalman at the next box towards which the train, portion of train or vehicle, may be running by giving the " Train or Vehicles running away on Wrong Line " signal, and place the block indicator for the line affected to " Train on Line " if not already in that position. He must also stop the first train going in the same direction on the right line and not allow it to proceed until it has been ascertained that the line is not obstructed, but an engine may be allowed to enter the section in accordance with Regulation 14A. The Signalman in rear receiving this signal must immediately exhibit the Danger signal to stop any train going towards the signal box from which the signal was received, and take any other measures that may be necessary such as turning the runaway train or vehicles across to the right line or into a siding, and stopping any train coming from the signal box from which the signal was received if expedient under the circumstances. In the event of a runaway train or vehicles being turned across to the right line the " Train or Vehicles running away on Right Line " signal (4-5-5) must be sent to the next signal box towards which the train or vehicles are running.
(b) Should the Signalman be unable to take any such protective measures he must pass on the " Train or Vehicles running away on Wrong Line " signal to the next signal box in rear. He must also place detonators on the rails.
(c) Should the runaway train or vehicles stop in the section and assistance be required from the box in rear, the provisions of Regulation 14 must be observed. If the train or vehicles are removed from the section other than under Regulation 14 the block indicator must be maintained at the " Train on Line " position and when the next train requires to pass over the line affected the Signalman in rear must advise the Signalman in advance and give the " Train entering Section " signal. When this signal has been acknowledged the Signalman in rear must inform the Driver of what has occurred
and instruct him to PASS AT DANGER THE SIGNAL CONTROLLING THE ENTRANCE INTO THE SECTION AHEAD IN ACCORDANCE WITH RULE 38, CLAUSE (b), and to proceed cautiously. On the train passing the signal
box in advance with tail lamp attached, the " Train out of Section " signal must be given.
23. Train or Vehicles Running Away on Right Line. (4-5-5).-(a) If any train, portion of a train, or vehicle, is running away in the proper direction on the right line, or has entered the section without authority, the Signalman must advise the Signalman in advance by sending the " Train or Vehicles running Away on Right Line "signal. The Signalman forwarding this signal must immediately exhibit the Danger signal to stop any train going towards the signal box towards which the train or vehicle is running, and if expedient under the circumstances, must also stop any train on the opposite line.
The Signalman receiving the signal must place or maintain the block indicator at the " Train on Line " position and immediately exhibit the Danger signal to stop any train going towards the signal box from which the signal was received. He must also place or maintain the signals at Danger against the runaway train or vehicle and arrange for the line on which the train or vehicle is running to be cleared, also, if necessary, send the signal forward, place detonators on the rails, and take such other measures as may be most expedient under the circumstances. Should, however, there be a train in the section in front of the runaway train or vehicle, the train in front must, if the line is clear, be allowed to pass, after which the signals must be immediately exhibited against the runaway train or vehicle. Should any train travelling in the opposite direction be stopped, it must not be allowed to proceed until satisfactory evidence has been obtained that the line on which it is about to run is not obstructed, but an engine may be allowed to enter the section in accordance with Regulation 14A.
Where intermediate block signals controlled from the signal box in rear are provided, the provisions of the first paragraph of this clause (a) must be adopted immediately the Signalman at the signal box controlling the intermediate block home signal becomes aware that any train, portion of a train or vehicle has entered the section in advance of such signal in the proper direction on the right line without authority.
Should the Signalman have reason to believe that a train, portion of train, or vehicle, is about to pass at Danger the signal controlling the entrance to the intermediate block section, he must, provided the line is clear between such signal and the intermediate block home signal, immediately send the “Train or Vehicles running away on right line” signal.
(b) If the " Train or Vehicles running away on Right Line " signal be received at a signal box during the time the section is unoccupied, and the train or portion of the train arrive complete with tail lamp attached, the " Train out of Section " signal must be given.
If the " Train or Vehicles running away on Right Line " signal be received during the time the section is occupied by another train the " Train out of Section " signal must not be given until both the train occupying the section and the runaway train or vehicles with tail lamp attached have passed out of the section. The next following train must be signalled in the usual way and after permission has been obtained for such train to proceed it must be stopped at the signal box in rear and the Driver instructed to proceed cautiously through the section.
Should the train or portion of train arrive without a tail lamp, the Signalman must so inform the Signalman in rear, and the block indicator must be maintained at the " Train on Line " position. When both Signalmen are satisfied that the line is clear the next train to pass over the line affected must be dealt with in accordance with clause (c) of this Regulation.
(c) Should the runaway train or vehicles stop in the section and assistance be required from the box in rear, the provisions of Regulation 14 must be observed. If the train or vehicles are removed from the section at the box in advance other than under Regulation 14 the block indicator must be maintained at the " Train on Line " position and when the next train requires to pass over the line affected the Signalman in rear must advise the Signalman in advance and give the " Train entering Section " signal. When this signal has been acknowledged the Signalman in rear must inform the Driver of what has occurred and instruct him to PASS AT DANGER THE SIGNAL CONTROLLING THE
ENTRANCE INTO THE SECTION AHEAD IN ACCORDANCE WITH RULE 33, CLAUSE (b), and to proceed
cautiously. On the train passing the signal box in advance with tail lamp attached the "Train out of Section " signal must be given.

19
DOUBLE LINES-BLOCK REGULATIONS-Continued.
(d) If, after the " Train or Vehicles running away on Right Line " signal has been sent, the runaway train or vehicles are stopped and removed from the section at the end from which the signal has been sent, the Signalman in advance must be advised of the fact by speaking instrument, and he will thereupon place the block indicator in its normal position, provided the section is not occupied by
another train. A note of the circumstance must be recorded in the train register books in both signal boxes, and the following train, after being signalled and accepted in the usual way, must be stopped and the Driver instructed to travel cautiously through the section.
(e) Where intermediate block signals controlled from the signal box in rear are provided and the Signalman at that box observes or becomes aware that a train, portion of a train or vehicle, is running away in the proper direction on the right line whilst the section between the signal box and the intermediate block signals is occupied by a train, he must send the " Obstruction Danger " signal to the signal box in the direction the runaway, train, portion of train or vehicle, is travelling and inform the Signalman by speaking instrument of the circumstances.
When it has been ascertained that the runaway train, portion of a train, or vehicle has been brought to a stand and that the opposite line or lines are not obstructed, or it is necessary for an engine to enter the section in accordance with Regulation 14A, the Signalman who sent the " Obstruction Danger "
Signal may, after coming to a proper understanding with the Signalman at the signal box to which such signal was sent and provided the opposite line is not occupied by another train send the " Obstruction Removed " signal.
24. Opening and Closing of Signal Boxes where Switches are provided.
The following to be substituted for the existing instructions regarding "Switching in (5-5-5)" and "Working of Signals when Switching in"
TO SWITCH INTO OR OUT OF CIRCUIT A HANDLE OR LEVER MUST BE PLACED TO "SWITCHED IN" OR "SWITCHED OUT" POSITION. Switching in (5-5-5).
(1) AFTER OPERATING THE SWITCH SEND TO BOX ON EACH SIDE ;- WHICH MUST BE ACKNOWLEDGED BY REPETITION.
(2) INFORM SIGNALMAN ON EACH SIDE BY SPEAKING INSTRUMENT THE NAME OF THE BOX SWITCHED IN.
(3) OBTAIN FROM SIGNALMAN ON EACH SIDE THE NAME OF HIS BOX.
Note.-IN SOME INSTANCES IT MAY NOT BE POSSIBLE TO COMMUNICATE-., ' TIT
,
WITH THE SIGNALMAN ON EACH SIDE AS THE BOX OR BOXES MAY BE CLOSED. (4) ASCERTAIN WHAT TRAINS, IF ANY, ARE IN SECTION. THE FOLLOWING INSTRUCTIONS WILL ALSO APPLY:
(a) Signal Boxes where neither the Distant nor Home Signal is interlinked with the Block Instrument.
a
IF "LINE CLEAR" OR "TRAIN ON LINE" IS SHOWING ON THE UP OR DOWN BLOCK..$,, r INSTRUMENT, OR ON BOTH, THE BLOCK INDICATOR, OR INDICATORS, AFFECTED MUST BE PLACED IN THE "LINE CLEAR" OR "TRAIN ON LINE" POSITION, AS THE CASE MAY BE, SO THAT THE BLOCK INSTRUMENTS TO THE BOX IN REAR MAY SHED THE SAME INDICATION AS THE BLOCK INSTRUMENTS FROM THE BOX IN ADVANCE.
IF A TRAIN ARRIVES AT THE SWITCHED-IN BOX, THE SIGNALMAN THERE MUST SEND "TRAIN OUT OF SECTION", IN ACCORDANCE WITH BLOCK REGULATION 10, TO THE BOX IN REAR, BUT IF THE TRAIN HAS PASSED, THE SIGNALMAN MUST, ON RECEIVING "TRAIN OUT OF SECTION" FROM THE BOX IN ADVANCE, SEND "TRAIN OUT OF SECTION" TO THE BOX IN THE REAR, AND PLACE THE BLOCK INDICATOR IN THE NORMAL POSITION.
(b) Distant Signal only interlined with Block Instrument.
THE SIGNALMAN, BEFORE SWITCHING IN, MUST ASCERTAIN THE INDICATION OF THE BLOCK INSTRUMENT. IF "LINE CLEAR" IS SHOWING ON THE UP OR DOWN BLOCK INSTRUMENT, OR ON BOTH, IT WILL NOT BE POSSIBLE FOR "LINE CLEAR" TO BE GIVEN BY A SIGNALMAN SWITCHING IN UNLESS THE DISTANT SIGNAL APPLICABLE TO THE LINE IN RESPECT OF WHICH THE "LINE CLEAR" INDICATION IS SHEEN HAS FIRST BEEN PUT TO "CAUTION". WHEN THE DISTANT SIGNAL, OR SIGNALS, HAVE BEEN PUT TO "CAUTION", THE BLOCK INDICATOR, OR INDICATORS, AFFECTED MUST BE PLACED IN THE "LINE CLEAR" POSITION, SO THAT THE BLOCK INSTRUMENTS TO THE BOX IN REAR MAY SHED THE SAME INDICATION AS THE BLOCK INSTRUMENTS FROM THE BOX IN ADVANCE. IF NECESSARY, THE DISTANT SIGNAL, OR SIGNALS, CAN AGAIN BE LOWERED.
IF "TRAIN ON LINE" IS SHOWING ON THE UP OR DOWN BLOCK INSTRUMENT, OR ON BOTH, THE BLOCK INDICATOR, OR INDICATORS THE "TRAIN ON LINE" POSITION.
IF A TRAIN ARRIVES AT THE SWITCHED IN BOX, THE SIGNALMAN MUST SEND "TRAIN OUT OF SECTION" IN ACCORDANCE WITH BLOCK REGULATION 10, BUT
IF THE TRAIN HAS PASSED, THE SIGNALMAN MUST, ON RECEIVING "TRAIN OUT OF SECTION" FROM THE BOX
IN ADVANCE, SEND "TRAIN OUT OF SECTION TO THE REAR, AND PLACE THE BLOCK INDICATOR IN THE NORMAL POSITION.
THE SIGNALMAN, BEFORE SWITCHING IN, MUST ASCERTAIN THE INDICATION OF THE BLOCK INSTRUMENT, AS IT WILL NOT BE POSSIBLE FOR THE INDICATOR TO BE PLACED TO "LINE CLEAR" By-A SIGNALMAN SWITCHING IN UNLESS THE DISTANT AND HOME SIGNALS FOR THE LINE TO WHICH THE BLOCK INDICATOR APPLIES ARE IN THE NORMAL POSITION. IF THE BLOCK INDICATOR FOR THE SECTION IN ADVANCE IS IN THE “LINE CLEAR” POSITION, THE SWITCH MUST NOT BE TURNED TO THE “IN” POSITION UNTIL IT HAS BEEN PLACED TO THE “TRAIN ON LINE” OR NORMAL POSITION.
SHOULD THE BLOCK INDICATOR AT THE BOX IN ADVANCE BE IN THE “LINE CLEAR” POSITION AND SOME TIME IS LIKELY TO ELAPSE BEFORE THE “TRAIN ENTERING SECTION” SIGNAL IS SENT FROM THE BOX IN REAR, THE SIGNALMAN AT THE BOX ABOUT TO BE OPENED MUST REQUEST THE SIGNALMAN IN REAR TO CANCEL THE “IS LINE CLEAR?” SIGNAL.
IF “TRAIN ON LINE” IS SHEWING ON THE UP OR DOWN BLOCK INSTRUMENT, OR ON BOTH, THE BLOCK INDICATOR OR INDICIATORS, AFFECTED MUST BE PLACED IN THE “TRAIN ON LINE” POSITION SO THAT THE BLOCK INSTRUMENTS TO THE BOX IN REAR MAY SHEW THE SAME INDICATION AS THE BLOCK INSTRUMENTS FROM THE BOX IN ADVANCE.
IF A TRAIN ARRIVES AT THE SWITCHED-IN BOX, THE SIGNALMAN THERE MUST SEND “TRAIN OUT OF SECTION”, IN ACCORDANCE WITH BLOCK REGULATION 10. BUT IF THE TRAIN HAS PASSED, THE SIGNALMAN MUST, ON RECEIVING “TRAIN OUT OF SECTION” FROM THE BOX IN ADVANCE, SEND “TRAIN OUT OF SECTION” TO THE BOX IN REAR, AND PLACE THE BLOCK INDICATOR IN THE NORMAL POSITION.
Working of Signals when switching in.
IF THE BLOCK INSTRUEMTNS ARE IN THE NORMAL POSITION THE SIGNALS MUST BE PLACED TO “DANGER” OR “CAUTION”. IF “LINE CLEAR” OR “TRAIN ON LINE” IS SHEWING ON THE BLOCK INSTRUMENT, THE SIGNALS FOR THE LINE OR LINES AFFECTED MUST NOT BE PUT TO “DANGER” OR “CAUTION” (EXCEPT FOR EMERGENCY PURPOSES OR IN THE CASE OF DISTANT SIGNAL AS PROVIDED FOR IN CLAUSE(B) ABOVE AND THE DISTANT AND HOME SIGNALS AS PROVIDED FOR IN CLAUSE (C) ABOVE) UNTIL EITHER THE TRAIN OR TRAINS SIGNALLED ON THE BLOCK INSTRUMENTS HAVE PASSED, OR “TRAIN OUR OF SECTION” SIGNAL HAS BEEN RECEIVED.

Switching out (7-5-5).-A box must not be switched out before the specified time (except under abnormal conditions) or by instructions of the District Operating Superintendent or District Traffic Superintendent.
Boxes where block switches are provided-Closing (7-5-5).
(i) Before switching out of circuit, the Signalman must ensure that no trains are in the sections and that the block indicators to which the block switch applies are in the normal position. He must then send the Closing of Signal box signal to the box on each side ; when this signal has been acknowledged he must then switch out of circuit and lower the fixed signals applicable to trains passing his signal box on the lines to which the block instruments which have been switched out of circuit apply.
Where speaking communication is still available the Signalman must ascertain from the Box on each side that everything is in order before leaving the Box.
Note.- In some instances it may not be possible to communicate with the Signalman on each side as the boxes on one or both sides may be closed.
(ii) When an arrow warning board Is fixed between any point less than 200 yards to the rear of the distant signal and a stop signal worked from the same signal box, the distant signal for the line to which the arrow warning board applies must be kept at "Caution".

20
DOUBLE LINES-BLOCK REGULATIONS-Continued.
POSITION AND " TRAIN OUT OF SECTION " HAS NOT BEEN GIVEN TO THE BOX- IN REAP, FOR THE TRAIN OCCUPYING THE SECTION IN ADVANCE, SO THAT " TRAIN ON LINE " WILL, ON SWITCHING OUT, SHEW AT THE BOX IN REAR ;
OR
(5) WHEN THE BLOCK INDICATOR FROM THE BOX IN ADVANCE IS IN THE "TRAIN ON LINE" POSITION, THE TRAIN WHICH IS ENTERING THE SECTION IN ADVANCE HAS PASSED THE CLEARING POINT AND IS CONTINUING ITS JOURNEY, AND THE " BLOCKING BACK" SIGNAL (2-4) HAS BEEN SENT TO THE BOX IN REAR AND ACKNOWLEDGED, AND THE CIRCUMSTANCES EXPLAINED TO THE SIGNALMAN IN ADVANCE AND REAR.
WHERE BLOCK INSTRUMENTS CONTROLLING SEVERAL LINES ARE REQUIRED TO BE SWITCHED OUT, 1T MAY HAPPEN THAT SIMILAR CONDITIONS WILL NOT EXIST ON ALL LINES, BUT SWITCHING OUT MAY BE PERFORMED IF ONE OF THE CONDITIONS IS COMPLIED WITH ON EACH OF THE LINES AFFECTED. THE SIGNALMAN MUST THEN SEND 7-5-5 TO THE BOX ON EACH SIDE, WHICH MUST BE ACKNOWLEDGED BY REPETITION.
WHEN THIS HAS BEEN DONE THE SWITCH MUST BE IMMEDIATELY OPERATED AND THE SIGNALMAN MUST SATISFY HIMSELF THAT THE BLOCK INDICATORS GO TO THE NORMAL POSITION AND MUST BE CAREFUL TO UNPEG ALL HIS BLOCK INSTRUMENTS AFFECTED BY THE SWITCH IN ORDER THAT CORRECT INDICATIONS MAY BE RECORDED WHEN SWITCHING IN.
NOTE.-IN SOME INSTANCES IT MAY NOT BE POSSIBLE TO COMMUNICATE WITH THE SIGNALMAN ON EACH SIDE AS THE BOXES ON ONE OR BOTH SIDES MAY BE CLOSED.
General Switching Rules.
(a) THE TIME WHEN THE SWITCHES ARE ALTERED MUST BE ENTERED IN THE TRAIN REGISTER BOOK THUS : SWITCHED OUT AT : SWITCHED IN AT
(b) THE SIGNALMAN MUST RECORD IN THE TRAIN REGISTER THE FULL NAMES OF THE BOXES HE IS WORKING WITH, AND THE TIME HE COMMENCES TO WORK WITH THEM. THE BOX IN THE UP DIRECTION MUST BE ENTERED ON THE PAGE FOR UP TRAINS AND THE BOX IN THE DOWN DIRECTION ON THE PAGE FOR DOWN TRAINS.
(c) EXCEPT WHERE INSTRUCTIONS ARE ISSUED BY THE DIVISIONAL SUPERINTENDENT OR DISTRICT TRAFFIC MANAGER TO THE CONTRARY, WHEN A TRAIN CALLS AT A STATION WHILE THE BOX IS SWITCHED OUT, THE SIGNALS MUST BE PLACED AT DANGER FOR ITS PROTECTION. WHERE THE SIGNALS ARE NOT REQUIRED TO BE PUT TO DANGER WHEN A TRAIN IS STOPPED AT A SIGNAL BOX FOR AN ORDINARY PERIOD, THEY MUST NEVERTHELESS BE PLACED TO DANGER IF THE TRAIN REMAINS STATIONARY FOR AN UNUSUALLY LONG TIME FROM WHATEVER CAUSE IN ACCORDANCE WITH RULE 178 (c). WHENEVER IT IS REQUIRED TO ATTACH OR DETACH A VEHICLE DURING THE TIME THE BOX IS SWITCHED OUT, THE OPPOSITE LINE MUST NOT BE FOULED BY SHUNTING OPERATIONS ; AND ANY VEHICLE DETACHED MUST FIRST BE SHUNTED INTO A SIDING CONNECTED WITH THE LINE ON WHICH THE TRAIN IS RUNNING. ON NO ACCOUNT MUST THE VEHICLE BE DETACHED ON THE RUNNING LINE.
(d) IN THE EVENT OF A BOX BEING KEPT OPEN SPECIALLY AFTER THE USUAL SWITCHING-OUT TIME, DURING FOG OR FALLING SNOW, UNLESS THE FOG-SIGNALMEN WORKING IN CONNECTION WITH THE BOX HAVE BEEN DEFINITELY INSTRUCTED TO REMAIN ON DUTY AFTER THE USUAL SWITCHING-OUT TIME, THE SIGNALMAN MUST IMMEDIATELY WORK UNDER THE SAME CONDITIONS AS THOUGH THE FOG-SIGNALMEN HAD NOT ARRIVED, AS SET OUT IN REGULATION 4, CLAUSE (e) OF THESE REGULATIONS, AND MUST ALSO INSTRUCT THE SIGNALMEN ON EACH SIDE TO ADVISE DRIVERS OF ALL APPROACHING TRAINS THAT THE BOX IS STILL OPEN. THE SIGNALMEN ON EACH SIDE MUST GIVE THIS INTIMATION TO DRIVERS UNTIL THE BOX IS SWITCHED OUT, OR THEY ARE INFORMED THAT THE FOG-SIGNALMEN ARE REMAINING AT THEIR POSTS AND IT IS UNNECESSARY FOR THE DRIVERS TO BE ADVISED.
Th
e following to be substituted for the existing regulation:
25. Failure of Instruments and/or Bells.-In the event of any failure of the Block Instruments and/or Bells so that the necessary signals cannot be forwarded and received in the ordinary way, the following instructions must be observed
(a) (i) A train must not in any circumstances be allowed to pass a signal box into that section of the line where the failure exists without having previously been brought to a stand and the Driver and rear Guard, also the Driver of an engine assisting in the rear, if any, advised of the failure. The Driver, or Drivers, must in addition be instructed TO PASS AT DANGER THE SIGNAL CONTROLLING THE ENTRANCE INTO THE SECTION AHEAD IN ACCORDANCE WITH RULE 38, CLAUSE (b)
and to proceed cautiously through the section. f
When a Driver has been stopped at a signal box and advised by the Signalman of the failure of Instruments and/or Bells, or of a track circuit controlling the Block Instruments, the Driver must draw his train forward and bring it again to a stand with the Brake Van near to the Signal Box to enable the Signalman to
P
verbally inform the Guard in rear and Driver of an engine assisting in t e rear, if any, of the failure. After the train has thus been brought to a stand for the Signalman to communicate with the Guard and Driver of an engine assisting in rear, the Driver must not start again until he receives a green hand signal from the Signalman.
Where intermediate Block Signals controlled from the signal box in rear are provided, should any failure of the Block Instruments and /or Bells occur after a train has been allowed to proceed to the intermediate Block Home Signal, the train must be brought to a stand at that Signal, and, after the necessary information has been given by the Signalman to the Driver by means of the telephone provided, the Driver must send his Fireman to advise the Rear Guard, also the Driver of an engine assisting in rear, if any, of the circumstances.
In the case of trains or engines the driving cabs of which are single manned, the Driver himself must advise the rear Guard and the Driver of an engine assisting in rear, if any, of
the circumstances.

21

DOUBLE LINES-BLOCK REGULATIONS-Continued. Regulation 25.-Failure of Instruments, Bells or Gongs.-page 20-continued.

(ii) The Signalman at whose box the Block Instruments and/or Bells have failed must advise the Signalman at the box in advance of the failure by speaking instrument. When speaking instruments are not available TRAINS MUST BE DEALT WITH IN ACCORDANCE WITH CLAUSE (a) (iv) OF THIS REGULATION.
(iii) When the Bells only, or Bells and Block Instruments have failed and a speaking instrument. is available WITH THE SIGNAL BOX IN ADVANCE, the Signalman must, unless instructions to the contrary are given, send the necessary' Bell Signals as messages on the speaking instrument, for example
Is } Line Clear for *
f Line is clear for *
f LINE IS CLEAR TO CLEARING POINT f-Description of Line to he:;.;.
ONLY FOR * given.
SECTION CLEAR BUT STATION OR JUNCTION BLOCKED *-Description of Train. to be
ON f LINE FOR * given.
* Train entering Section
* Train out of Section
AND ANY OTHER BLOCK SIGNALS.
A Signalman forwarding signals as above described must satisfy himself that he is speaking to the Signalman who should receive the communication.
When the Bells only have failed, the Block Instruments must be worked in conjunction with the speaking instruments. When the Block Instruments only have failed TRAINS MUST BE SIGNALLED ON THE SPEAKING INSTRUMENTS AS DESCRIBED ABOVE AND the Bell signals must ALSO be given in accordance with the Regulations.
A train must not be allowed to enter the section until the "Is Line Clear?" signal has been accepted by the Signalman in advance.
(iv) When the speaking instruments are not available TIME INTERVAL WORKING
MUST BE PUT INTO OPERATION. THE DRIVER OF THE FIRST TRAIN THAT
IS BEING CAUTIONED MUST BE HANDED A COPY OF FORM 4981; PROPERLY Time FILLED UP AND SIGNED AND BE INSTRUCTED TO STOP AT THE SIGNAL Interval BOX TO WHICH IT IS ADDRESSED AND HAND THE FORM TO THE SIGNALMAN
Working THERE.
A train must not be allowed to follow another train until the time usually taken by the preceding train to clear the section, after allowing for the train having been stopped, has elapsed, but in no case with a less interval than three minutes. When a tunnel intervenes in a Block
R Section, an interval of not less than ten minutes must be allowed between two trains, unless the Signalman can satisfy himself that the tunnel is clear.
(v) In the event of a failure as described in paragraph (iii) applying to one line only, block working„ must be maintained on the next adjoining line or lines, the instruments for which are in working order, but the Driver of the first train travelling on each of such adjoining line or lines must be advised of the circumstances and instructed to proceed cautiously through the section.
In cases where trains on one line have to be worked in accordance with paragraph (iv), all trains on the next adjoining line or lines must be stopped and the Driver of each train instructed to proceed cautiously. 'Trains on the next adjoining line need not, however, be stopped and cautioned when the failure occurs on a line not worked in accordance with the absolute Block Regulations.
(vi) When trains are being signalled in accordance with paragraph (iii) all signals sent on the MI or speea.king instrument must, unless instructions to the contrary are given, be recorded, whether the ordinary block signals are usually recorded or not, and when trains are being worked in accordance with paragraph (iv) the departure time of each train must be recorded.
(b) Steps must be taken immediately to have the apparatus put into working order and when the failure has been remedied and the apparatus is again in working order, OR SHOULD SPEAKING COMMUNICATION ONLY BE RESTORED, the Driver of the next train allowed to proceed through the section over the line, or lines, on which the failure existed must be cautioned and supplied with a notice of FORM 4810 intimating that the train carrying this notice will be the last train to work on THE TIME INTERVAL SYSTEM through the section and he must also be instructed to stop at the next signal box and hand this notice to the Signalman. The Signalman receiving this notice must then give the ` Train Out of Section" signal in accordance with Regulation 1.0 and the ordinary method of signalling OR WORKING IN ACCORDANCE WITH CLAUSE (a) (iii) will be resumed. WHEN THE BLOCK APPARATUS AND BELLS ARE RESTORED THEY MUST BE TESTED IN ACCORDANCE WITH REGULATION 27.
When the train is worked by two engines in front or is assisted by an engine or engines in rear, the notice must be shown to all Drivers on the train and carried by the :rearmost Driver.
Regulation 29:-Failure of Instruments, Bells or Gongs.-page 20--continued.
(c) en a signs ox which has been switched out of circuit is being opened the Signalman must be` advised by the Signalman on either side by speaking instrument, or other means, that the Block Instruments and/or Bells are out of order, or that a failure has been remedied but normal working has not been resumed. The Signalman so advised must act in accordance with clause (a) or (b) as may be necessary. If trains are being worked in accordance with clause (a) paragraph (iv) the Signalman on either side of an intermediate box due to open must not decrease the existing time interval between trains until he has definitely ascertained that such intermediate signal box has been opened. THE SIGNALMAN OPENING SUCH SIGNAL
BOX. IF UNABLE TO COMMUNICATE WITH THE SIGNALMAN ON EITHER SIDE, MUST, IN ORDER TO ACQUAINT THE SIGNALMAN AT THE SIGNAL BOX IN ADVANCE THAT THE INTERMEDIATE SIGNAL BOX HAS BEEN OPENED, HAND FORM 4981 TO THE DRIVER OF THE FIRST TRAIN ENTERING THE SECTION IN ADVANCE.
When a signal box is due to be closed during a failure of the Block Instruments and /or Bells, and special authority is given to close, the Signalman must carry out the provisions of Regulation 24 so far as they apply.
(d) When the Block Instruments and/or Bells HAVE failed and there is a level crossing in the section provided with Block Indicators and/or Bells, but WHICH is not a block post, the Signalman in rear if telephonic communication with the crossing is available, must inform the person in charge of the crossing that the Block Indicators and /or Bells, as the case may be, are not in working order.
If there is no telephonic communication with the crossing, or the telephone has failed, the Signalman must instruct the Driver of every train proceeding in the direction of the crossing during the failure to approach the level crossing cautiously, sound the engine whistle and be prepared to stop short of any obstruction at such crossing. The time interval must also be extended sufficiently to allow for the additional time likely to be occupied in carrying out this instruction.
WHEN IT IS KNOWN THAT THE ELECTRICAL COMMUNICATION AT A LEVEL CROSSING IS NOT IN WORKING ORDER THE DISTANT SIGNALS (IF SUCH ARE PROVIDED) PROTECTING THE CROSSING MUST BE KEPT AT CAUTION UNTIL INFORMATION HAS BEEN RECEIVED THAT THE COMMUNICATION IS AGAIN IN WORKING ORDER.
IF DISTANT SIGNALS ARE NOT PROVIDED, GREAT CARE MUST BE TAKEN TO ASCERTAIN, AS FAR AS POSSIBLE THAT NO TRAIN IS APPROACHING THE CROSSING IN EITHER DIRECTION BEFORE THE GATES ARE OPENED TO THE PUBLIC.
(e) When trains are being worked in accordance with clause (a) paragraph (iv) all trains must be brought within the protection of the Home Signal as promptly as possible, and, to obviate a train standing with its rear portion outside the Home Signal, the Signalman must, if necessary, authorise the Driver to draw forward a sufficient distance to bring the rear portion within the Home Signal AS PROVIDED FOR IN RULE 38 (b) (iii).
If a train requires to stand outside a Home Signal for the purpose of attaching or detaching traffic, or through any other cause, the Signalman must if practicable, obtain the assistance of a Handsignalman provided with the necessary detonators and hand signals, who must be sent out a sufficient distance from the rear of the train to afford protection. Until this Handsignalman has been provided, a train must not be stopped outside the Home Signal to attach or detach traffic.
(B.R.7 11/47. OEM. 12044 and 12248.