Rail Signalling Instructions Document

Withdrawn Document Re-issued August, 1996 Uncontrolled When Printed
Private and note for publication
BR 30062
RAILTRACK
REGULATIONS
for
TRAIN SIGNALLING SIGNALLING GENERAL INSTRUCTIONS

CONTENTS
BR 30062 BR 30062/1* BR 30062/2* BR 30062/3* BR 30062/4* BR 30062/5 BR 30062/6* BR 30062/7* Signalling General Instructions Track Circuit Block Regulations Absolute Block Regulations Electric Token Block Regulations Tokenless Block Regulations Out-of-Gauge Loads Instructions No Signalman Token Regulations One Train Working Regulations where a Train Staff is provided BR 30062/8* One Train Working Regulations where a Train Staff is not provided
* Issued where applicable
Railtrack Safety and Standards Directorate Operations Unit, 2nd Floor, Fitzroy House 355 Euston Road London NW1 3AG
SIGNALLING GENERAL INSTRUCTIONS

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Latest Issue
August, 1996 August, 1996 June, 1990 August, 1996 June, 1990 April, 1992 June, 1990 August, 1996 June, 1990 June, 1990 October, 1993 August, 1996 August, 1996 June, 1990 August, 1996 August, 1996 August, 1996 August, 1996 August, 1996 August, 1996 August, 1996 April, 1992 April, 1992 April, 1992 April, 1992 April, 1992 April, 1992 April, 1992 August, 1996 August, 1996 August. 1966 August, 1996 August, 1996 August, 1996 August, 1996
Amendments
ii
Withdrawn Document Uncontrolled When Printed
BR 30062 Re-issued August, 1996
SIGNALLING GENERAL INSTRUCTIONS

List of Instructions
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 Safe working and privacy Working at signal boxes Train regulation Bell signals Recording in Train Register Clearing point Working of signalsGeneral instructions Working of signals at diverging points Working of signals at crossing places on Electric Token Block or Tokenless Block lines Block indicators, block instruments, bells and telephones Testing equipment Emergency detonator placers Additional running lines Level crossings within clearing point Mixed trains The Royal Train Ground Frames Signalman requiring Police assistance Oil signal lamps Reminder appliances Movements to running lines already occupied Working during fog or falling snow Arranging Signal Protection Repeater switches Points provided with facing point locks Trap points, derailers and worked catch points Operation of signals, points and track circuits Releases for points, facing point locks, signals and block instruments Defective repeaters Defective signalsNo communication between signal boxes
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List of Instructions (cont'd) 31 32 33 34 35 36 37 Standby batteries for colour light signals Stop signals interlocked with block instruments Hand trolleys passing over track circuited lines Headlights, marker lights and headcodes Safety of persons working on outside of trains Safety of persons working on or near points Automatic Barrier Level Crossings, Locally Monitored (ABCL) and Automatic Open Level Crossings, Locally Monitored (AOCL) 38 Automatic Half-Barrier Level Crossings (AHB) 39 Working of level crossings with full barriers at signal boxes or by Remote Control (RC) or by surveillance by Closed Circuit Television (CCTV) 40 Occupation and accommodation (also bridleway) level crossings where a telephone is provided for the user 41 Level crossings with miniature red/green warning lights 42 Barrow or foot crossings with white light indications 42A Barrow CrossingsMovement of trolleys, etc 43 Working of level crossings with gates 44 Level crossings operated by a Crossing Keeper 44A Road traffic signals at level crossings 45 Propelled movements 46 Hot axle box detectors 47 Drivers passing signals at Danger without authority (SPAD) 48 Mishaps and incidentsreporting procedures 49 Working of passenger trains over Goods Lines or Goods Loops 50 Engineers' self-propelled on-track machines and road/rail vehicles 51 Classification of Engineers' on-track machines and Departmental trains, etc 52 Sandite trains 53 Calling for technical personnel
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Signalmen's General Instructions
BR 30062 June, 1990
SAFE WORKING AND PRIVACY
1.1 Safe working 1.1.1 The Signalman is responsible for the safe working of the signal box. If he finds that the Signalman in the adjacent signal box is working irregularly, he must tell the Area Manager. 1.1.2 The Signalman must have with him when on duty a copy of the Rules, Regulations and Instructions with which he is supplied. 1.2 Privacy The signal box must be kept private. The Signalman must not allow an unauthorised person to enter.
WORKING AT SIGNAL BOXES
2.1 General 2.1.1 When visiting the signal box, the Area Manager or Inspector must sign the Train Register below the last entry. 2.1.2
Completed Train Registers must be kept for two years.
2.1.3 Clocks in signal boxes must be checked and corrected daily between 09.00 and 10.00 hours. 2.1.4 Signal boxes and equipment must be kept clean. Equipment which may be needed in emergency must be kept readily available. 2.2 2.2.1 Change of Signalman The Signalman being relieved must:
(a) ensure that his relief is in a fit and proper condition to take charge (b) tell him whether the equipment is in order and what trains are in the section, and give him any other necessary information (c) e n t e r h i s s i g n a t u r e w i t h t h e w o r d s " o f f d u t y at hrs" immediately below the last entry in the Train Register (d) leave the signal box as soon as his relief has taken charge
Withdrawn Document 2 When Printed Uncontrolled

Signalmen's General Instructions 2.2.2
The Signalman taking duty must:
June, 1990
(a) ensure that he has received the necessary information (b) enter his signature with the words "on duty at .. hrs" in the Train Register
2.2.3 The Signallers at the adjacent signal box must ensure that Operations Control are told if a signal box has not opened at the booked time. 2.3 Opening of signal boxes The Signalmen at the adjacent signal boxes must ensure that Operations Control and the Area Manager are told if a signal box does not open within 15 minutes of the booked time.
2.4
Signalman leaving signal box If it is necessary for the Signalman on duty to leave the signal box without another Signalman in charge, other than when necessary to carry out the Rules and Regulations, he must inform the Signalman at the adjacent signal boxes before he leaves and on his return. An entry must be made in the Train Register at each signal box so advised.
TRAIN REGULATION
Trains must generally take precedence according to classification. When necessary, the Signalman must ascertain how trains are running in order that they can be regulated correctly. If absolutely necessary, a train may be shunted to another running line in an emergency.

4
4.1
BELL SIGNALS
Standard code of bell signals These bell signals must be used, where applicable, in accordance with the undermentioned Train Signalling Regulations:
Absolute Block system (AB) Electric Token Block Track Circuit Block system (TC) system (ET)
Regulation
AB3 TC3 ET3
Class of Train/Description Call attention
Code 1
Is line clear for (or Description of train in Track Circuit Block system): The Royal Train Class 1 train Class 9 Passenger 373/1 or 373/2 train Class 2 train Class 3 train Freightliner train Other class 4 train Class 5 train Class 9 Empty coaching stock 373/1 or 373/2 train Class 6 train Class 7 train Class 8 train Class 0 locomotive(s) Train required to stop in section 4-4-4 4 1-4 3-1 1-3-1 3-2-5 3-1-1 2-2-1 * 1-4-1 5 4-1 3-2 2-3 2-2-3
* To be advised in Periodical Operating Notice

Signalling General Instructions
Regulation ET 3
AB3 TC3 ET3
Re-issued August, 1996
Description Token required to protect trolley Train which can pass trains signalled 2-6-1 or 2-6-2 on the opposite or adjoining line but which will be signalled 2-6-2 or 2-6-3 at some portion of its journey. Train which cannot be allowed to pass trains similarly signalled, or signalled 2-6-3, on the opposite or an adjoining line. Train requiring the opposite or an adjoining line to be blocked. Train which carries speed or route restrictions only and which can pass trains signalled 2-6-2 or 2-62 on the opposite or an adjoining line. Opposite line, or an adjoining line used in the same or opposite direction, to be blocked for passage of train conveying out-ofgauge load.
Code 2-1-2
(also Outof-gauge instructions
2-6-1
2-6-2
2-6-3
2-1-6
1-2-6 2
AB3 TC3 ET3
Train entering section.
AB 3
AB3 ET3
Train approaching (where authorised). Cancelling. Train incorrectly described.
1-2-1 3-5 5-3
AB3 ET3

Regulation TC 3
AB3 ET3
BR 30062 June, 1990
Description Cancel last description sent.
Code 3-5
Restricted acceptance. 3-5-5 Line now clear in accordance with Regulation 3, clause 3.4, for train to 3-3-5 approach Train out of section, or Obstruction removed. Blocking back inside home signal. Blocking back outside home signal. Train or vehicles at a stand. Blocking back. Release token. Token replaced. Locomotive assisting in rear of train. Locomotive arrived. Train drawn back clear of section. Obstruction danger. Emergency alarm.
AB3 and 4 TC3 ET3 and 4
2-1 2-4 3-3 3-3-4 3-3 5-2 2-5
AB 3
ET 3
AB3 ET3
}
}
2-2 2-1-3 3-2-3 6 6 or special alarm where provided
AB 3
AB4 ET4
TC 4

June, 1990
Regulation AB 7
Description Train an unusually long time in section.
Code 6-2
AB5 and 6 ET5 and 6
Stop and examine train.
AB8 ET8
} }
Train passed without tail lamp.
9 to box in advance; 4-5 to box in rear. 5-5
AB6 ET6
Train divided. Train or vehicles running away in wrong direction. Train or vehicles running away.
AB 6 ET 6 AB 6
2-5-5
Train or vehicles running away in right direction.
4-5-5 5-5-5 7-5-5 5-5-7
AB13 ET13
Opening of signal box. Closing of signal box. Closing of signal box where section signal is locked by the block. Shunting into forward section. Shunt withdrawn. Transference of tokens.
AB13 AB 3
3-3-2 8 4-4-4-4
ET 14

BR 30062 Re-issued April, 1992
Regulation AB 3
Description Working in wrong direction. Train clear of section. Train withdrawn. Answer telephone. Testing equipment. Police assistance urgently required. Distant signal defective. Home signal defective. AHB level crossing trains cautioned/local control being taken where communication not availableclause 38.10.1 refers.
Code 2-3-3 5-2 2-5 1-1 16 1-1-6 8-2 2-8 8-4
SGI 10 SGI 11 SGI 18 SGI 30 SGI 38
4.2
Emergency alarm where Track Circuit Block Regulations apply
If the emergency alarm signal is received, the Signalman must first place to Danger the signal(s) for the affected line(s) and then establish whether the provisions of Block Regulations 4, 5 or 6 are to be applied.
4.3
Call attention
The Call attention signal must be sent and acknowledged before any other bell signal is sent except as otherwise shown in Absolute Block and Electric Token Block Regulation 4, clause 4.2.3 and except in the case of the following bell signals: Train entering section Train approaching (where authorised) Restricted acceptance Locomotive assisting in rear of train Obstruction danger Emergency alarm Police assistance urgently required Answer telephone Distant signal defective Home signal defective

Re-issued April, 1992
Repetition and acknowledgement of signals Unless otherwise shown in the Regulations, bell signals must be acknowledged by repetition. A signal must not be considered as understood until it has been correctly repeated to the signal box from which it was received. If the Is line clear or Release token signal is not acknowledged, it must be sent again at short intervals.
4.4
5
5.1
RECORDING IN TRAIN REGISTER
Times to be recorded Unless otherwise authorised, the following must be recorded legibly with a pen in the Train Register: Absolute and Electric Token Block The time at which all bell signals are sent and received and the time at which trains arrive, depart or pass the signal box. Track Circuit Block The time at which all train descriptions are sent and received and the time at which trains arrive, depart or pass the signal box. Tokenless Block The time at which trains arrive, depart or pass the signal box. 5.2 Incorrect entries
If an incorrect entry is made, a line must be drawn lightly through it and the correction made above or below it so that the original entry may be clearly seen.
5.3 Recording of hours and minutes 5.3.1 Fractional parts of a minute which are less than halfa-minute must not be counted. The half-minute and fractional parts of more than half-a-minute must be reckoned as a minute eg 15 minutes must be entered as 15 minutes and 15 minutes as 16 minutes.

BR 30062 June, 1990
5.3.2 The hour figure need only be recorded in connection with the first entry in each column for that particular hour and at the top of the columns on each page, the minutes only being shown in the case of other entries, for example:
"Is line clear" sent 10 30 50 11 24 "Is line clear" accepted 10 30 50 11 24
Details to be notes The Signalman must make an appropriate entry in the Train Register in connection with any unusual incident and where otherwise specified in the Rules, Regulations and Instructions. The location must be recorded of anyone giving information by radio or telephone. The Signalman must sign each entry and record the time. If any other Signalman in the same signal box is affected, he must countersign the entry.
5.4
CLEARING POINT
The clearing point is the point in advance of the home signal to which the line must be clear before a train can be accepted in accordance with Absolute Block, Electric Token Block or Tokenless Block Regulation 3, clause 3.4.
WORKING OF SIGNALSGENERAL INSTRUCTIONS

7.1 General 7.1.1 The Signalman must ensure that the Rules, Regulations and Instructions have been complied with before any signal is cleared. 7.1.2 When required to place or maintain a signal at Danger, the Signalman must ensure that the Danger aspect/indication is correctly exhibited. 7.2 Normal indication of signals Except on Track Circuit Block lines, the normal indication of distant signals must be Caution and the normal indication of stop signals must be Danger. This does not apply when the signal box is closed while the line remains open.

Signalmen's General Instructions 7.3
June, 1990
Clearance of stop signals when next signal at Danger When the Signalman is not in a position to clear a stop signal, he must not clear the stop signal in rear of it until the train is nearly stopped at such signal. This does not apply where the stop signal in rear of the signal at Danger is a colour light signal capable of exhibiting a yellow aspect which is controlled by the occupation of a berth track circuit or requires the lined to be clear to and including the overlap track circuit of the signal at Danger. Clearance of signal when section signal at Danger If the Signalman is unable to ensure that the section signal is at Danger, he must not clear the stop signal in rear unless he can inform the Driver of the circumstances. During fog or falling snow, the Signalman must not permit a train to draw forward to a semaphore section signal to await acceptance. Provided the train will remain within his view or a track circuit is provided to remind him of the presence of the train at the signal, a train may, however, be allowed to draw forward to a semaphore section signal for station or shunting duties.
7.4
Clearance of calling-on signals The Signalman must not clear a calling-on signal until the train has stopped or nearly stopped at it. 7.6 Replacing signals to Caution or to Danger 7.6.1 The Signalman must replace a distant signal to Caution as soon as he can ascertain that the train has passed the signal. He must replace a stop signal to Danger as soon as the last vehicle has passed the signal or, where there are points which are facing to the movement, as soon as the last vehicle has passed clear of those points. If a train is stopped with a portion in rear of a stop signal, the Signalman must immediately place that signal to Danger. Where Permissive Working is permitted, the signal must be placed to Danger as soon as the driving cab has passed the signal or the facing points, as appropriate. This clause 7.6.1 applies only where a mechanical frame is provided. 7.6.2 If a stop signal has been cleared for a train to proceed, the Signalman must not replace it to Danger until the train has passed or stopped at it, except in emergency or if necessary to alter the priority of trains at a junction (as shown in clause 7.6.3).
7.5

7.6.3 If two or more trains are approaching a junction and the signals have been cleared for a train which should have been held back, those signals may be restored to Danger but only provided the Signalman is satisfied that the aspect or indication ahead of any approaching train will not be changed. When he has ascertained that the train concerned has stopped before reaching the signal protecting the junction, the Signalman may then operate the points and clear the signals for the other train. 7.6.4 If a signal has been cleared for a train to start but it is necessary to replace that signal to Danger before the train starts, the Signalman must ensure that the Driver is aware of the signal having been replaced to Danger before any obstruction is permitted on the line to which the signal applies or before the points are moved. 7.7 Clearance of signal when Signalman requires to speak to Driver If the Signalman requires to stop the train at the signal box in order to speak to the Driver, the signal in rear of the signal box must not be cleared until the train has nearly stopped at it. The Signalman must then exhibit a hand Danger signal outside the signal box until the train has stopped there. When the train can be allowed to proceed, he must exhibit a yellow handsignal if the Driver has been instructed to pass a signal at Danger or make a strong direction movement for which a signal is not provided. In all other circumstances, he must exhibit a green handsignal. The Signalman may, however, authorise the Driver to draw forward it it is also necessary to speak with the Guard of the Driver of an assisting locomotive, but this handsig-nal must not then be given until the train can proceed.
WORKING OF SIGNALS AT DIVERGING POINTS
8.1 If a Class 1 to 6 or 9 train is to pass from one line to another at a junction over which speed must be reduced and this route is not that shown in the Working Timetable (or in any Supplement or in the Weekly Special Traffic Notice), the junction stop signal must not be cleared until the train is close to it and, where practicable, the Signalman is satisfied that speed has been suitably reduced.

The stop signal (where provided) worked from the 8.2 same signal box on the diverging line ahead of the junction must not be cleared until the junction stop signal is cleared, and then only in accordance with the Block Regulations. The above does not apply where the junction signal is 8.3 subject to approach release arrangements. If the Signalman cannot set up the required route until 8.4 the train is close to the junction stop signal, he must as far as practicable ensure that it is safe to do so having regard to the position and speed of the train.
WORKING OF SIGNALS AT CROSSING PLACES ON ELECTRIC TOKEN BLOCK OR TOKENLESS BLOCK LINES
9.1 Unless otherwise authorised, the home signals in both directions must be maintained at Danger when trains are approaching a crossing place from opposite directions. When the first train to be allowed to draw forward has stopped, the home signal may be cleared to permit it to proceed to the station or section signal. After it has again stopped, the Signalman may then clear the signals for the other train provided the line is clear. 9.2 If a shunting movement is to be made on a running line at a crossing place, the home signal for the opposite direction must not be cleared until the shunting movement has stopped and the Driver has been instructed that no further movement must be made towards the section signal. After a home signal has been cleared, a shunting movement must not be made towards the section signal in the opposite direction until the approaching train has passed clear of the single line.
Claus 9.2 does not apply where there are points 9.3 which are set to prevent the shunting movement from fouling the single line.

BR30062 June, 1990
10
10.1
BLOCK INDICATORS, BLOCK INSTRUMENTS, BELLS AND TELEPHONES
Normal Position of Block Indicators The normal position is Line Blocked, Line Closed, Normal or other authorised normal position and when in this position the line must be considered blocked. 10.2 Block Instruments and Bells These must be used only for the purposes shown in the Regulations for Train Signalling and only by the Signalman. Movements on the instruments must be made carefully and the beats on the bells must be made slowly and distinctly, the pauses between the sets of beats being clearly marked.
10.3 Telephones 10.3.1 Telephones must not be used in place of bell signals or train describers except as authorised in the Regulations for Train Signalling. 10.3.2 Where telephone communication is provided by means of the block bell circuit, the attention of the Signalman at the opposite end of the section must be obtained by the use of the 1 pause 1 bell signal given on the block bell.
11
TESTING EQUIPMENT
11.1 When opening the signal box, the Signalman must as soon as possible check that instruments, signals, points etc, are in working order and where applicable test all levers which are normally locked until Line clear is obtained. 11.2 Where practicable, Signalmen must test indicators and alarms, and, where provided, emergency bells between 10.00 and 11.00 hours daily. 11.3 When it is necessary to test indicators and/or bells, the bell signal, 16 consecutively, must be used but only when no train has been signalled.

June, 1990
Where the bell is independent of block indicators, the 11.4 Signalman at the signal box in advance must, after acknowledging the bell signal, test the block instrument by moving the indicator to each position in proper sequence and the Signalman in rear must acknowledge each movement by one beat on the bell.
11.5 On an Electric Token Block line, a test must be made immediately after a thunderstorm and occasionally during gales or blizzards. Where the type of instrument permits, a token must be withdrawn and replaced by the Signalman at each end of the section. 11.6 When equipment is tested, or a telephone call is made or received for test purposes, a record must be made in the Train Register.
12
EMERGENCY DETONATOR PLACERS
The detonators in detonator placers must be replaced on the first Monday or each alternative month. A record must be made in the Train Register. A supply of between 12 and 24 detonators must be kept on hand.
13
ADDITIONAL RUNNING LINES
When the Regulations require trains to be stopped or cautioned, the Signalman must ensure that such action is also taken in respect of trains on additional running lines if those trains may be affected.

June, 1990
14
LEVEL CROSSINGS WITHIN CLEARING POINT
Road traffic passing over level crossings worked or controlled from a signal box must not be considered an obstruction on the railway for the purpose of Absolute Block, Electric Token Block or Tokenless Block Regulation 3, clause 3.4.
15
MIXED TRAINS
A mixed train must be signalled as a passenger train.
16
16.1
THE ROYAL TRAIN
Tail lamps Two lighted tail lamps (or an illuminated red blind and one lighted tail lamp) will be displayed at the rear of the last vehicle of the Royal Train. The train need not be stopped unless both lamps are missing or unlit (or the red blind and lamp are both unlit). Signalling of the Royal Train on a Track Circuit Block line For the purpose of this instruction, a signal with an emergency replacement switch may be considered as a controlled signal.
16.2
16.2.1 The Royal Train must be dealt with as an express passenger train and unless train describer apparatus is in use, must be signalled by the Description of train bell signal given 4 pause 4 pause 4. 16.2.2 The Signalman at the box in rear must be advised by telephone or by sending the Train out of section bell signal when the Royal Train has passed clear of the overlap of the signal next ahead of the first controlled signal, or when facing points in rear of the Royal Train have been set for another route which is clear. 16.2.3 A train running ahead of the Royal Train on the same line must not be allowed to leave or pass any place at which it can be shunted unless it will arrive at the next place where it can be diverted or shunted clear at least 5 minutes before the Royal Train is expected to pass.

June, 1990
16.2.4 A train or movement must not be allowed to foul the line concerned for at least 5 minutes before the Royal Train is expected to pass. 16.2.5 A train which cannot have precedence over the Royal Train must not be permitted to approach a junction stop signal from a conflicting direction until the Royal Train has passed clear of the overlap of the signal ahead of the junction stop signal unless:
(a) there are facing points which are set for another line or (b) the train will arrive and be stopped at least 5 minutes before the Royal Train is expected to pass the junction concerned and, unless trap points are provided, the junction points are clear of the overlap of the junction stop signal
16.2.6 Unless there are facing points which are set for another line, a signal must not be cleared for a following train on the same or a converging line until the Royal Train has passed clear of the overlap of the signal ahead of the next controlled stop signal. 16.2.7 The last stop signal controlled from a signal box must not be cleared for a following train until the Train out of section bell signal or telephone message has been received for the Royal Train.
16.3
Signalling of the Royal Train on other than a Track Circuit Block line 16.3.1 The Royal Train must be dealt with as an express passenger train and signalled by the special Is line clear bell signal given 4 pause 4 pause 4. 16.3.2 The Restricted Acceptance must not be applied to the Royal Train. 16.3.3 A train running ahead of the Royal Train on the same line must not be allowed to leave or pass any place at which it can be shunted unless it will arrive at the next place where it can be diverted or shunted clear at least 5 minutes before the Royal Train is expected to pass the signal box in rear.

BR 30062 Re-issued October, 1993
16.3.4 A train or movement must not be allowed to foul the line concerned for at least 5 minutes before the Royal Train is expected to pass the signal box in rear. 16.3.5 A train which cannot have precedence over the Royal Train must not be allowed to approach a junction from a conflicting direction unless:
(a) there are facing points which are set for another line or (b) the train will arrive and be stopped at least 5 minutes before the Royal Train is expected to pass the signal box in rear and, unless trap points are provided, the junction points are beyond the clearing point. The train must be held at the home signal
16.3.6 Unless there are facing points which are set for another line, the train following the Royal Train on the same or a converg-ing line must not be allowed to approach until:
(a) the Train out of section signal has been received for the Royal Train or (b) the Royal Train has passed clear of the overlap of the first intermediate block home signal (where provided) or of the overlap of the first automatic signal (where provided) ahead of the signal box The following train must not enter an intermediate block section or section divided by automatic signals until the Train out of section signal has been received for the Royal Train.
16.3.7 On a apply and the Royal Train or until the latter
single line, Block Regulation 3, clause 3.4, must Restricted Acceptance must not be applied to the any train required to cross or follow the Royal Train has departed and is continuing its journey.
16.4 Engineering Work Engineering work which may affect the line on which the Royal Train will run must be suspended for 30 minutes before the train passes. Out of Gauge Loads or Vehicles The Royal Train must not pass or be passed by any out of gauge load or vehicle on an adjoining line. 16.5

Re-issued October, 1993
17
GROUND FRAMES
17.1 A train must not be shut inside at an intermediate siding for other trains to pass unless: (a) the line is signalled by the Track Circuit Block System or (b) authority is given in the Signalman's Special Instructions 17.2 Before giving the release, the Signalman must reach a clear understanding with the Ground Frame Operator regarding the movements to be made and, where the ground frame is at a siding, whether or not the train will be shut in the siding. 17.3 The Signalman must obtain an assurance from the Ground Frame Operator that the train has been shunted clear of the running line before the ground frame release is restored to normal. The Signalman must record in the Train Register: "Ground Frame Normal and train shut in at hours". 17.4 The ground frame must not be released for a movement to be made from the siding to the running line until: (a) all track circuits between the protecting signal for the running line and the points to be released are clear, and (b) all track circuits up to the next main running signal on the line to which the movement is to be made are clear, except where the Signalman's Special Instructions authorised a movement to an occupied running line
After the train has left the siding and the ground frame release has been returned to normal the Signalman must record in the Train Register: "Ground Frame Normal and train ready to depart at hours". Where a movement is made from one running line to another, or across a running line, the ground frame must not be released until the line is clear between the protecting signal and the points to be released on the line(s) towards which the train is to proceed.
17.5 If the Signalman loses the Normal indication or is unable to obtain a Normal indication after the ground frame has been relocked, he must ascertain if the levers/switches at the ground

frame are locked (and, where appropriate, detection is obtained) in the normal position. If the points are not so locked, they must be secured in the normal position. If the points are to be left unattended, they must be secured and padlocked in the normal position. The signal immediately in rear of the ground frame must be regarded as defective and, until the matter is rectified, movements must be authorised to pass the signal at Danger in accordance with the Rule Book, Section D. Rule Book, Section D, clause 3.2.1(e) is modified accordingly.
17.6 In emergency, a ground frame may be released to place a signal at Danger.
18
SIGNALMAN REQUIRING POLICE ASSISTANCE
18.1 If a Signalman requiring Police assistance is unable to use a telephone, he should send the special bell signal Police assistance urgently required (116) (or special Train Description 116) to any adjacent signal box. The Signalman receiving the bell signal must acknowledge it by repetition. He must immediately request the attendance of the Police at the signal box from which the special bell signal or Train Description was received. 18.2 If a Parcels, Mail or Postal train is stopped at a Signal at Danger and the Signalman is unable to identify the reason for the Signal being at Danger, the Signalman must regard this as being suspicious, and immediately request the attend-ance of the Police at the Signal concerned.
19
OIL SIGNAL LAMPS
If a signal light fails, the Signalman must immediately arrange for the lamp to be replaced or relit. When it is necessary for a Signalman working alone to replace or relight a signal lamp, he must place all signals to Danger and inform the Signalmen at the adjacent signal boxes before he leaves and on his return.
20.
REMINDER APPLIANCES
20.1 The Signalman must use a reminder appliance on the lever controlling:

(a) the signals protecting a train or vehicles detained or left on a running line where track circuits are not provided (b) the signals protecting a portion of line over which the normal passage of trains (or certain trains) is stopped or over which trains may pass only after the Driver has been cautioned in connection with an incident, failure or unusual occurrence (c) any signalling or level crossing equipment which is disconnected or defective (Note: A reminder appliance must also be used on any override switch which, if operated to an override position, would otherwise clear a signal for which a reminder appliance is in use or a junction signal leading towards a line on which the normal passage of trains is stopped.) The reminder appliance must not be removed until the line is clear or normal working is resumed. If, however, the signal is to be cleared for a movement which is not affected or for a movement to proceed after the Driver has been cautioned, the reminder appliance must be removed and immediately replaced when the lever has been operated.
20.2 A reminder appliance must also be used in connection with any signalling equipment or equipment at a manned level crossing during the time that it must not be operated or is required to be maintained in a particular position in accordance with the Rules, Regulations and Instructions. 20.3 The Signalman must use the Block/Token Instrument reminders (where provided) when a train or vehicle(s) is detained or left at the home signal or within the clearning poknt. Otherwise, a reminder appliance must be used on the lever controlling the home signal where track circuits are not provided. 20.4 Where provided, special equipment must be used to indicate the limits of lines under Absolute Possession or affected by an electrical isolation. This is in addition to the normal reminder appliances.
21
MOVEMENTS TO RUNNING LINES ALREADY OCCUPIED
A train or movement must not be permitted to enter an occupied portion of line between two signals worked from the same signal box except in the case of:

(a) a train movement where Permissive Working is permitted for the type of trains concerned or (b) a shunting movement on the authority of a position light or shunting signal or (c) a movement required to enter a line which is obstructed by an accident, failure, obstruction or engineering work and then only in accordance with the relevant Rules and Instructions
22
22.1
WORKING DURING FOG OR FALLING SNOW

When instructions apply
22.2.1 Instructions applicable during fog or falling snow apply as soon as the fog marking point becomes obscured or, where such a point is not specified, visibility (determined as near as possible from the Driver's eye level) falls below 200 yards (or 200 metres). If the Signalman can normally see the distant signal for the signal box ahead and visibility falls below this distance, he must so advise the Signalman there who must then observe such instructions in respect of that signal.
22.2
Instructions to be observed
During fog or falling snow, the Signalman must where practicable place one detonator on the rail or use the emergency detonator placer, in addition to maintaining signals at Danger, when it is necessary to stop a train.
22.2.2 During severe frost, the Signalman must frequently work mechanically operated signals, points, locks and bars which are vital to traffic movement. This must be done when the section is clear and no trains are signalled. 22.2.3 During falling snow, the Signalman must if necessary arrange for signal lights and spectacles to be cleared of snow. During darkness, the provisions of Absolute Block Regulation 3, clause 3.4.3, must be applied until this has been done. 22.2.4 When necessary, the Signalman must send for staff to undertake snow clearance duties.

23
ARRANGING SIGNAL PROTECTION
Where it is required in the Rules and Regulations as shown below to provide signal protection or to maintain a signal at Danger, the use of emergency replacement switches in the signal box for these purposes is prohibited unless the signal is equipped with a signal post replacement switch and this is operated: Rule Book, Section E, clause 3.6 Rule Book, Section T, Parts II (procedures A, H and X) Rule Book, Section T, Part III Track Circuit Block Regulation 11.7 (signal protecting the section concerned) Emergency replacement switches may, however, be used for these purposes where specifically authorised in the signalman's special instructions.
24
REPEATER SWITCHES
Where switches are provided to cut out the repeaters when the signal box is closed, the Signalman must switch off the repeaters when closing the box and switch them on again before opening the box.
25
POINTS PROVIDED WITH FACING POINT LOCKS
25.1 Where the Regulations require points to be set before the Is line clear signal is acknowledged, facing points provided with facing point locks must not be considered as correctly set until they are locked. 25.2 Facing point locks must always be used for the passage of trains and, whenever possible, for shunting movements.
26
TRAP POINTS, DERAILERS AND WORKED CATCH POINTS
Except when movements are to be made over them, trap points and derailers must be set to prevent vehicles escaping onto running lines and worked catch points set to prevent vehicles running back.

BR 30062 June, 1990
27
OPERATION OF SIGNALS, POINTS AND TRACK CIRCUITS
27.1The Signalman must ensure that all levers are secured in the normal or reverse position by the catch being firmly down in the notch of the frame. Wire adjusters must be used as necessary. 27.2After operating a lever, the Signalman must ascertain by observation if practicable or by indicator (where provided) that the signal or points are working correctly. If the Signalman can normally see the distant signal for the signal box ahead, he must advise the Signalman there if the signal is not working correctly or if the signal light fails. 27.3 As far as practicable, the Signalman must watch the track circuit indications during the passage of trains.
28
RELEASES FOR POINTS, FACING POINT LOCKS, SIGNALS AND BLOCK INSTRUMENTS
28.1 Sealed releases 28.1.1 These are provided for use only if a lever working points or a facing point lock is locked by a failure of a track circuit or manually operated barriers are locked down by a failure of a track circuit or by the occupation of a track circuit by a disabled train. 28.1.2 Before using a sealed release, the Signalman must ensure on each occasion that it is safe to do so and the portion of line affected is clear and no movement is about to be made over it. 28.1.3 The Signalman must inform the S & T Technician and the Area Manager if the release is used. He must also make an entry in the Train Register. 28.1.4 When the glass or paper front has been renewed by the S & T Technician immediately upon the resumption of normal working, the Signalman must make another entry in the Train Register which will be countersigned by the S & T Technician. 28.2 Manual time releases
These may be used only if: (a) it is necessary to change the route after the junction signal has been cleared or

June, 1990
(b) it is necessary to again place the block indicator to Line clear after it has been placed in that position in connection with: testing of block instruments or testing of a signal released by Line clear or closing of a signal box where the section signal is released by Line clear or a train being cancelled after acceptance or (c) the Signalman is unable to restore a signal lever after the passage of a train because of the failure of a track circuit or treadle where backlocking is provided. The Signalman must ensure that the line concerned is clear before the release is operated.
28.3
Automatic time releases These may be provided instead of manual time releases.
Keys for releasing backlocks These keys must not be used unless the Signalman has ensured that a release is necessary and can safely be made. The key must not be left in the keyhole.
28.4
29
29.1
DEFECTIVE REPEATERS
Semaphore signals If a repeater indicates that the signal is defective but the Signalman ascertains that it is responding correctly to the lever, the signal need not be treated as defective but, if it is a distant signal, it must be maintained at Caution until the repeater is in order.
29.2
Signals, slots or weight bars Where one repeater is provided to indicate the positions of two or more signals, slots or weight bars worked by the same lever, the Signalman must assume that any irregularity indicated by the repeater affects all of the equipment concerned.

29.3 Light repeaters for semaphore signals 29.3.1 If a light repeater indicates that a signal light is out, the Signalman must immediately ascertain whether the light is actually out. Until the light or, if it is defective, the repeater is in order, the Signalman must treat the signal as defective and observe the appropriate provisions of the Rule Book, Section E, clause 4. If the indicator for a distant signal shows "Light Out" but the Signalman at the signal box in rear is satisfied that the light is showing, those provisions of the Rule Book, Section E, clause 3.1, need not be applied. The Signalman in rear must continue to observe the light until he is advise that the indicator is in order. 29.3.2 Where on indicator applies to two or more signals, the Signalman must treat the "Light Out" indication as applicable to each light concerned. Power operated points worked by mechanical frames If the indicator does not show the relative position of the points when the lever has been operated to the "Normal" or "Reverse" position, the lever must be operated to the opposite position and back again in order to establish whether the failure is of the indicator only. If the Signalman is satisfied that the position of the points corresponds with the correct "Normal" or "Reverse" position of the lever, it must be assumed that only the indicator has failed. Provided that the check is made immediately beforehand, the signal may then be cleared for the movement . 29.4
30
DEFECTIVE SIGNALSNO COMMUNICATION BETWEEN SIGNAL BOXES
30.1 If the Signalman at the signal box in rear cannot be advised in accordance with the Rule Book, Section E, clause 3.1, the Signalman controlling a defective signal must not allow a train to approach except as shown below. 30.2 The line must be clear in accordance with Absolute Block or Electric Token Block Regulation 3, clause 3.4. 30.3 The Is line clear signal must not be acknowledged in accordance with Absolute Block or Electric Token Block Regu-

lation 3, clause 3.1, but the bell signal Distant signal defective (8 2) or Home signal defective (28), as appropriate, must be sent to the box in rear. When this signal has been acknowledged the block indicator mut be placed to the Line clear position or, on an Electric Token Block line, the token instrument must be operated to enable a token to be withdrawn.
30.4 The Signalman receiving the bell signal (82) or (28) must acknowledge it and place a lever collar on the lever working the section signal to remind him that the signal must not be cleared until he has informed the Driver of the train so accepted that the distant or home signal for the box in advance (naming the box) is defective and may be irregularly in the clear position, and instructed him to proceed with caution. 30.5 If the Signalman receiving the bell signal (82) can see that the distant signal for the box concerned is at Caution, the train need not be stopped and the Driver advised.
31
STANDBY BATTERIES FOR COLOUR LIGHT SIGNALS
(Note: this instruction does not apply on a Track Circuit Block line.)
31.1 If the main power supply fails, the Signal Technician must be advised immediately. If the standby supply is still operative, the Signalman must observe the following instructions:
In clear weather: Normal working may continue. During fog or falling snow: If the failure affects a distant signal, the Is line clear signal must not be acknowledged to the signal box in rear unless: (a) the Train out of section or Obstruction removed signal has been received from the signal box in advance or (b) where an intermediate block home signal is provided, the line is clear to and including the overlap of that signal or (c) where the line on which the train will approach is a dead-end, the line is clear to the buffer stops

If the failure affects an intermediate block distant or home signal, the Signalman must not allow a train to pass the signal controlling the entrance to the intermediate block section until the Is line clear signal has been acknowledged by the Signalman in advance. If the main and standby power supplies fail, or the failure lasts for more than ten hours, the signal must be treated as defective.
31.2 If the main standby power supplies fail, the signal must be treated as defective and the S & T Technician called immediately.
32
32.1
STOP SIGNALS INTERLOCKED WITH BLOCK INSTRUMENTS
Working of signals Where the section signal is locked at Danger until the block indicator is placed to Line clear or until a token is released, the Signalman must, in the following circumstances, send the Cancelling signal and afterwards again offer the Is line clear signal: (a) When such signal has been placed to Danger inadvertently or in emergency, before the train has passed it. The Signalman must not send the Cancelling signal until the train has stopped. (b) When the Signalman has omitted to clear such signal before the block indicator has been placed to Train on line. (c) When such signal has been placed to Danger after the train has stopped in order to allow points in rear of the signal to be worked for shunting purposes. Failure of block indicator to release signal Where the section signal on a double line is released by the block indicator being placed to Line clear, the Signalman must assume that the signal is correctly locked at Danger if the signal remains locked when the block indicator shows Line clear. He must stop the train for which the signal is required to be cleared and instruct the Driver to pass the signal at Danger in 32.2

accordance with the Rule Book, Section D. The Signalman at the signal box in advance must be advised of the circumstances. Both Signalmen must be satisfied regarding the identity of the train concerned before the Train out of section signal is given for it by the Signalman at the signal box ahead. No attempt must be made to obtain another Line clear indication until this train has passed through the section and the Train out of section signal has been received.
33
HAND TROLLEYS PASSING OVER TRACK CIRCUITED LINES
If the passage of a trolley causes the block indicator to move to Train on line , the Signalman must, if the block indicator is maintained in that position advise the other Signalman and place the commutator momentarily to Train on line as soon as the trolley has passed clear or been removed from the line concerned.
34
HEADLIGHTS, MARKER LIGHTS AND HEADCODES
34.1 If the Signalman becomes aware that a train is proceeding without a headlight being exhibited at the front of the train, he must arrange for the Driver to be informed by the quickest possible means. If it is necessary to stop the train specially but this cannot be done without stopping it suddenly, he must advise the Signalman at the next signal box. 34.2 If an incorrect or incomplete indication is shown, the train need not be stopped specially but the Signalman must arrange for the Driver to be informed at the next stopping point.
35
SAFETY OF PERSONS WORKING ON OUTSIDE OF TRAINS
35.1 Persons required to work on the outside of a train which is stopped on a running line because of failure or exceptional incident will advise the Signalman if they require trains to be stopped, or remain stopped, to ensure their safety. The Signalman must ascertain the exact location of the work and the line(s) on which trains are to be stopped or remain stopped.

35.2 Unless trains have already been stopped, the Signalman must agree a suitable time for this to be done. When the passage of trains has been stopped, the Signalman must give an assurance that normal working will not be resumed until the person con-cerned informs him that it is safe to do so. The Signalman must also remind the person concerned of any other lines remaining open to traffic. 35.3 If the Signalman receiving the request does not control the protecting signal for the line concerned, he must advise the other Signalman and obtain his assurance that he will stop the passage of trains on that line. The other Signalman must be informed when normal working can be resumed. 35.4 When agreement is given for the work to be done the Signalman must make an entry in the Train Register as follows:
Passage of trains stopped on: . . . . . . . . . . . . . . (line) between Signal No . . . . . . . . . . . . . . . and Signal No . . . . . . . . . . .
35A - RETRIEVAL OF ARTICLES FROM THE TRACK AT STATION PLATFORMS BY STATION STAFF
Add the following new Regulation 35A 35A.1 A person with or without Personal Track safety Certification is authorised to go onto the track to retrieve articles at station platforms. Before going onto the line, the person will contact the Signalman and ask for the passage of trains to be stopped on the line concerned and any necessary adjoining line. The Signalman must place or maintain the necessary signals at Danger and make an appropriate entry in the Train Register. 35A.2 The Signalman must remind the person making the request of any other lines remaining open to traffic. 35A.3 When the article has been retrieved, the same person will advise the Signalman that the line is now clear. Normal working can then be resumed and an appropriate entry must be made in the Train Register. 35A.4 If the Signalman receiving the request does not control the protecting signal for the line concerned, he must advise the other Signalman and obtain and assurance that he will stop the passage of trains on the line concerned. The other Signalman must be informed when normal working can be resumed. 35A.5 This instruction does not override the requirement of Rule Book Section B(Part iii) for station staff to advise the Signalman immediately of any object falling onto the line which could endanger a train.

36
SAFETY OF PERSONS WORKING ON OR NEAR POINTS
36.1 Persons required to work on or near points will advise the Signalman if they require to secure of isolate them to prevent a movement of the points which may cause injury. 36.2 The Signalman must ascertain which points are affected, in which position they require to be maintained and for how long. He must then agree a suitable time for the work to start, after which the points must be maintained in the required position until the work is stopped or completed. During the work, trains may be signalled normally over the route for which the points are set.
37
AUTOMATIC BARRIER LEVEL CROSSINGS, LOCALLY MONITORED (ABCL) AND AUTOMATIC OPEN LEVEL CROSSINGS, LOCALLY MONITORED (AOCL)
37.1 Failure of road traffic signals 37.1.1 If the Signalman is informed that the road traffic signals (and/or the barriers at an ABCL crossing) have failed, he must advise the S & T Technician and, until normal working is resumed, the Driver of each train must be instructed to stop at the crossing and not pass over it until he has ensured that it is safe to do so. Where necessary, the Signalman at the other end of the section must be advised. 37.1.2 During darkness, a train must not pass over the crossing unless:
(a) it is a passenger or ECS train with lights illumiated throughout, or (b) arrangements have been made for the crossing to be closed to road traffic, or (c) an Attendant has been provided at the crossing to safeguard movements. Notethis clause 37.1.2 does not apply at an ABCL crossing provided the barriers have failed in the lowered position and the lights on the booms are illuminated.
Withdrawn Document Uncontrolled30A When Printed

Signalling General Instructions 37.2
Extinguishing of road traffic signals Each Driver must be similarly instructed if the road traffic signals have been extinguished during engineering work. 37.3 Telephone calls (where telephone provided at crossing) The Signalman must observe the appropriate provisions of Instruction 38 if a telephone call is received from the crossing.
38
AUTOMATIC HALF-BARRIER LEVEL CROSSINGS (AHB) AT
INSTRUCTIONS TO SIGNALMEN SUPERVISING SIGNAL BOXES:

38.1
Telephone calls The Signalman must immediately answer any telephone call from the crossing. 38.2 Large, low or slow-moving vehicles or animals 38.2.1 Before authorising a road user to pass over the crossing with a large, low or slow-moving vehicle or animals, the Signalman must:
(a) establish from the road user how long the movement will take (b) ensure that there is a sufficient interval between trains to avoid delay (c) ensure that the protecting signals are placed or maintained at Danger and that any approaching train has passed clear of the crossing (d) give the road user the appropriate message number and tell him to report (giving this number) when the movement has passed clear of the crossing If the Signalman cannot immediately authorise the movement, he must tell the road user to wait and telephone again. 38.2.2 After the movement has been authorised, normal working must not be resumed until the road user reports that the movement has passed clear of the crossing. If this advice is
Withdrawn Document 30B When Printed Uncontrolled

not received, the Signalman must ensure that the Driver of the next train is instructed to approach the crossing cautiously, not pass over it until he has ensured that it is safe to do so and advise the Signalman whether the crossing is safe for the passage of trains. If necessary, subsequent trains must be similarly cautioned until confirmation is received that the crossing is clear.
38.3
Routine road maintenance If the Signalman is advised that routine maintenance (such as work affecting lighting, drains, hedges or ditches or involving sweeping or snow clearance) is to be done near the crossing and the work will be of short duration, he must arrange with the person in charge for the work to be carried out during a suitable interval between trains. The provisions of clause 38.2 must be observed.
38.4 Recording of telephone calls 38.4.1 The following details of each telephone call from the crossing must be recorded:
(a) Name of crossing (b) time and nature of request (c) how long required (d) time permission given for movement (or routine road maintenance) to take place (e) time movement reported clear (or maintenance completed) or, if such report is not received, time next train is cautioned
38.4.2 Each entry must be progressively numbered on an annual basis. This number must be quoted when permission is given for the crossing to be used. 38.5 Opening and closing of signal box 38.5.1 The absence switch (where provided) must be placed in the appropriate position when the signal box is opened and closed. 38.5.2 When a signal box without a block switch is opened and the Signalman finds that the telephone alarm is received, he must answer the telephone. If he is unable to obtain a reply, he must ensure that the Driver of the next train is instructed to
Withdrawn Document Uncontrolled 31 When Printed

approach the crossing cautiously, not pass over it until he has ensured it is safe to do so, and advise the Signalman whether the crossing is safe for the passage of trains. If necessary, subsequent trains must be similarly cautioned until this advice is received.
38.6
Routine maintenance of crossing equipment Before undertaking routine maintenance of equipment which will interfere with the normal operation of the crossing, the S & T Technician will obtain the Signalman's permission. This must not be given unless the protecting signals are at Danger and any approaching train has passed clear of the crossing. After such permission has been given, the protecting signals must be maintained at Danger until the S & T Technician advises that the work is complete and the crossing is again working automatically. If then requested by the S & T Technician, the Signalman must ensure that the Driver of the first train in each direction is instructed to approach the crossing cautiously and not pass over it until he has ensured that it is safe to do so. Failure of crossing equipment or prolonged occupation of track circuits The Signalman must treat the crossing equipment as failed if an alarm sounds, or information is otherwise received, indicating that:
(a) the road traffic signals are not operating correctly or (b) the barriers are other than fully raised or the road traffic signals are operating when no train is approaching or (c) a controlling track circuit is occupied by a disabled train (in which case, he must remind the Driver or Guard of the presence of the crossing and instruct him not to make any further movement until authorised)
38.7 38.7.1
The Signalman must immediately observe the provisions of clause 38.8. He must not authorise any road user to pass over the crossing while the road traffic signals are illuminated and/or the barriers are lowered, even if for an unduly long time. The road user should instead be told to wait until the Attendant arrives or to take another route avoiding the crossing.

If the signalman is satisfied that the failure indication was caused by a train(s) occupying the controlling Track Circuits for a long time, and an "In Order" indication is subsequently received, normal working may be resumed and the S & T Technician need not be advised. If repeated intermittent failures occur the crossing must be treated as defective and the provisions of clause 38.8 must be observed.
38.7.2 If any telephone at the crossing fails, the Signalman must ensure that, until the failure is rectified, the Driver of each train is instructed to approach the crossing cautiously and not pass over it until he has ensured that it is safe to do so. This does not apply if a competent person is provided at the Crossing in order to facilitate communication with the Signalman. 38.7.3 If there is a power failure indication, the S & T Technician must be advised immediately. Trains may pass normally over the crossing during the first six hours of the failure. The Signalman must thereafter ensure that, until the power supply to the crossing is restored, the Driver of each train is instructed to approach the crossing cautiously and not pass over it until he has ensured that it is safe to do so. Appointment of Attendant The Signalman must immediately send for the Attendant and, if clause (a), (b) or (c) applies, the Area Manager and Civil Police must be informed if:
(a) a failure of equipment occurs affecting normal operation of the crossing (b) a train becomes disabled within the crossing controls (c) emergency road works are to be undertaken or a road traffic accident or infident occurs which will or may affect the normal flow of road traffic Until the Attendant has taken local control, the Signalman must ensure that, in the above circumstances, the Driver of each train is instructed to approach the crossing cautiously and not pass over it until he has ensured that it is safe to do so. If, however, it is established that the barriers have failed in the raised position and the road traffic signals are not working, a train must not be authorised to pass over the crossing until the Attendant has taken up duty at the crossing. The Signalman must also ensure that the Attendant has taken local control before:
38.8

(d) other road works are undertaken which will or may affect the normal flow of road traffic (e) authority is given for the S & T Technician to start repairs or renewals to the crossing equipment (other than routine maintenance in which case the provisions of Rule Book, Section E, clause 3.7, must be observed) (f) a movement is authorised over the crossing in a direction for which controls are not provided (whether or not Single Line Working is in operation) (g) the person in charge of a trolley is authorised to permit it to come within the crossing controls (h) an Absolute Possession is granted, unless arrangements have been made to ensure that the crossing controls will not be actuated by the work or movements other than those passing normally over the crossing in a direction for which controls are provided. (Such arrangements must apply during the whole time of the possession unless it has been agreed by the appropriate Operations Officer that the crossing need only be locally operated when it is affected by the work) (i) a train is authorised to enter the section if it is required to stop in the section within the crossing controls Where wrong direction controls are provided, the Attendant must take control before a wrong direction movement is authorised if it is not possible for the movement to start on the approach side to the wrong direction speed restriction board.
38.9 38.9.1
When Attendant is on duty at crossing The Attendant will report his arrival at the crossing.
38.9.2 The Signalman must not permit the Attendant to take local control unless the protecting signals are at Danger and any approaching train, other than a disabled train which has passed those signals, has passed clear of the crossing or the Driver of that train(s) has already been instructed to approach the crossing cautiously and not pass over it until he has ensured that it is safe to do so.

If the Attendant is required following an alleged failure of the barriers to lower, and/or a failure of the road traffic lights to operate, the Attendant must be instructed not to take local control until the Signal Technician has given permission. The Attendant must be instructed to observe the passage of trains and advise the Signalman of any irregularities in the operation of the crossing. The Driver of any train required to pass over the crossing must be instructed to approach the crossing cautiously and not pass over it until the Driver has ensured it is safe to do so. If, however, it is established that the barriers have failed in the raised position and the road traffic signals are not working, the Attendant must carry out the instructions in clause 38.8.
38.9.3 After local control has been taken, the Signalman must ensure that, before the protecting signal is cleared (or before the signal is cleared which controls the entrance to the single line during Single Line Working), the Driver of each train is instructed to approach the crossing cautiously and not pass over it unless authorised by a green handsignal exhibited at the crossing. The Signalman must advise the Attendant of the approach of each train in sufficient time to enable the Attendant to close the crossing to road traffic before the train arrives. 38.9.4 When local control is no longer required, the Signalman must instruct the Attendant to reset the apparatus for automatic working provided:
(a) no train is approaching the crossing

(b) the Signalman is certain that any train which has passed over the crossing has also passed well clear of the crossing controls for each direction (if necessary he must wait until the train is clear of the section) Before authorising the Attendant to leave and normal working to be resumed, the Signalman must ensure that the normal indications are obtained from the crossing after it has been reset for automatic working.
38.9.5 The Signalman must record in the Train Register the times at which local control is taken and given up.

JOINT INSTRUCTIONS TO SIGNALMEN AT SUPERVISING AND ADJACENT SIGNAL BOXES:

38.10 Where protecting signal is controlled by another Signalman 38.10.1 Where a protecting signal is controlled by another Signalman, the Signalman at the supervising signal box must inform him of the circumstances and instruct him to observe the relevant provisions of this Instruction 38 whenever:
(a) the protecting signal must be maintained at Danger (and trains are not allowed to approach the crossing) or (b) the Driver of a train(s) must, before the protecting signal is cleared, be instructed to approach the crossing cautiously and not pass over it until he has ensured that it is safe to do so, or if an Attendant is present, he is authorised to proceed by a green handsignal exhibited at the crossing In either case, the Signalman at the supervising signal box must advise the other Signalman when normal working may be resumed. If, however, clause (b) applies during the failure of communication between the signal boxes, the Signalman at the supervising signal box must send the bell signal (84). This must be acknowledged by repetition and thereafter the Signalman who received this bell signal must instruct as shown in clause (b) the Driver of each train approaching the crossing until normal working is resumed.
38.10.2 The Driver of a train proceeding in accordance with Absolute Block Regulation 11, clause 11.3.2 must, before being authorised to pass at Danger a signal which is not controlled from the supervising box, be instructed to approach the crosing cautiously and not pass over it until he has ensured that it is safe to do so. 38.11 Wrong direction movements from adjacent signal box
The Signalman at the signal box adjacent to that which supervises the crossing must obtain an assurance from the

supervising Signalman that the crossing is being locally operated before authorising a movement to approach in a direction for which controls are not provided.
39
WORKING OF LEVEL CROSSINGS WITH FULL BARRIERS AT SIGNAL BOXES OR BY REMOTE CONTROL (RC) OR BY SURVEILLANCE BY CLOSED CIRCUIT TELEVISION (CCTV)
39.1 Working of barriers 39.1.1 The normal position of barriers is raised. They must be operated without delaying trains.

Signalmens General Instructions
39.1.2 When the barriers are fully lowered and the Signalman has ensured that the crossing is clear, he must operate the crossing-clear button. Where a crossing-clear button is not provided, the protecting signals must not be cleared until the barriers are fully lowered and the Signalman has ensured that the crossing is clear. 39.1.3 The auto-lower switch (where provided) must be placed in the manual position and the barriers lowered by using the lower-button, if:
at least one pair of the red road traffic signals has failed the Signalman becomes aware that road traffic congestion is occurring at the crossing a trolley, or engineers' on-track machine which cannot be relief upon to operate track circuits, or an unsignalled movement, or any movement for which the auto-lower facility does not apply is to pass over the crossing a failure of the auto-lower controlling track circuit
39.1.4 The barriers must not be raised until any approaching train has passed clear of the crossing, the protecting signals are at Danger and the signal levers are in the normal position. 39.1.5 The auto-raise switch (where provided) must be in the manual position before the crossing-clear button is pressed if:
a second train may approach almost immediately on the same or another line or a trolley, or engineers' on-track machine which cannot be relief upon to operate track circuits, or a shunting movement, or an unsignalled movement, or any movement for which the auto-raise facility does not apply is to pass over the crossing or a Driver is to be authorised to pass a protecting signal at Danger or a train is to pass over the crossing during a failure of the barriers in the lowered position

39.2 Failure of equipment (ALL CROSSINGS) 39.2.1 If the road signals indicator does not become illuminated after the lower-button is pressed, the Signalman must treat the red road traffic signals as failed and, if practicable, immediately stop the lowering sequence. He must then lower the barriers sufficiently to indicate his intention to road users and, after a short pause, continue to lower them carefully until fully lowered. (At an RC or CCTV crossing, the barriers will then remain lowered for the duration of the failure). 39.2.2 If the protecting signals can be cleared, the Driver must first be told to approach the crossing cautiously and not pass over it until he has ensured that it is safe to do so. Otherwise, he must be instructed to pass the signal at Danger (as shown in clause 39.5). Failure of equipment (NOT RC or CCTV CROSSINGS) 39.3.1 If a barrier(s) fails to rise, the raising sequence must be stopped immediately and the barriers must be lowered as soon as it is safe to do so. The defective barrier(s) must then be raised manually. 39.3.2 When the barriers are operated manually, the road traffic signals must be illuminated by the operation of the lower-button or by lowering a nearside barrier sufficiently to actuate the red road traffic signals before the pump handles are restored to the normal position. If only the raising function has failed, the barriers may be raised manually and lowered by using the lower-button. The nearside barriers must be lowered before and raised after the offside barriers (where provided) are operated. 39.3.3 The barriers must not be left unattended during a failure unless they are secured to prevent them lowering and the pedestal doors are closed. 39.3.4 If the road traffic signals fail, an Attendant need only be appointed if assistance is needed to enable the barriers to be operated safely and without undue delay. 39.3.5 If a track circuit controlling the barriers fails or is occupied by a disabled train, the Signalman must, before 39.3

operating the sealed release (where provided) to enable the barriers to be raised, ensure that: (a) the protecting signals are at Danger and the signal levers are in the normal position (b) any approaching train has passed clear of the crossing or, if the track circuit is occupied by a disabled train, an assurance is obtained from the Driver or Guard that no further movement will be made unless authorised by the Signalman (c) the auto-raise switch (where provided) is in the manual position
39.4 39.4.1
Failure of equipment (RC and CCTV CROSSINGS ONLY)
Barrier Alarm The barrier alarm will sound if a barrier is displaced or does not rise within the normal time. The Signalman must immediately observe the crossing and take whatever action is necessary. 39.4.2 Failure of power supply If a failure of the main power supply occurs which is likely to continue for an extended time, the Signalman must consult with the S&T Technician and, if necessary, send for the person appointed to act as Attendant. Failure to obtain a satisfactory view or picture of crossing If a satisfactory view or picture of the crossing cannot be obtained the Signalman must send for the person appointed to act as Attendant. The Signalman must tell him when the barriers are about to be lowered and then ascertain from him that they are fully lowered and the crossing is clear before clearing the protecting signals. Until the Attendant has arrived, the Signalman must authorise the Driver of each train to pass the protecting signal at Danger (as shown in clause 39.5 ). 39.4.4 Failure or prolonged occupation of track circuits The Signalman must treat the barriers as failed in the lowered position and observe the provisions of the next clause if: 39.4.3

(a) the barriers are held in the lowered position by the failure of a track circuit between the protecting signal and the crossing, or by the occupation of such a track circuit by a disabled train (in which case, he must remind the Driver or Guard of the presence of the crossing and instruct him not to make any further movement until authorised) or (b) a failure of such a track circuit occurs when the barriers are raised (in which case he must lower the barriers)
Failure of barriers in lowered position If the barriers fail in the lowered position, the Signalman must place and maintain the auto-raise switch in the manual position until the failure is rectified. If the red road traffic signals are working, trains may proceed over the crossing normally. If they are not working, the Signalman must authorise the Driver of each train to pass the protecting signal at Danger (as shown in clause 39.5) . The Area Manager and Civil Police must be advised of the circumstances. 39.4.6 Failure of barriers in raised position If the barriers fail in the raised position, the Signalman must depress the lower-button and ensure that the road signals indicator is illuminated before authorising any Driver to pass the protecting signal at Danger (as shown in clause 39.5 ). If, however, the road traffic signals are not working, he must not authorise any train to pass over the crossing until the Attendant has taken up duty at the crossing. Movements required to pass a protecting signal at Danger 39.5.1 Before the Driver is authorised to pass at Danger a signal protecting the crossing, the Signalman must ensure that:
(a) the auto-raise switch (where provided) is placed or maintained in the manual position and a reminder appliance is applied (b) if possible, the barriers are lowered
39.4.5
39.5

(c) if possible, the crossing is confirmed to be clear, in which case the crossing-clear button (where provided) must be operated (d) the Driver is instructed to approach the crossing cautiously and not pass over it until he has ensured that it is safe to do so (e) the appropriate provisions of Rule Book, Section D are observed
39.5.2 The reminder appliance on the auto-raise switch must be maintained in position as long as the circumstances requiring the signal(s) to be passed at Danger continue to apply, including during the passage of a train over the crossing on an unaffected line under clear signals. A reminder appliance must also be maintained over the raise-button throughout this time; this must be removed only when necessary to raise the barriers after which it must immediately be replaced.
39.6
Wrong direction movements over crossing
39.6.1 Before the Driver is authorised to pass over the crossing in a direction for which a signal is not provided, the Signalman must observe the appropriate provisions of Rule Book, Section D and ensure that the barriers are fully lowered and the crossing is clear. He must then exhibit a green handsig-nal to authorise the Driver to proceed. 39.6.2 At an RC or CCTV crossing, the Driver must be instructed to stop opposite the protecting signal on the other line. The Signalman must then ensure that the barriers are fully lowered and the crossing is clear before the Driver is authorised to proceed. If, however, an Attendant has taken duty at the crossing (whether or not he has taken local control), the Driver may be authorised to approach the crossing without stopping opposite the protecting signal on the other line but he must be instructed not to pass over the crossing unless authorised by a green handsignal exhibited at the crossing. Unless the Attendant has taken local control, the Signalman must himself ensure that the barriers are fully lowered and the crossing is clear and then instruct the Attendant to exhibit a green handsignal to authorise the Driver to pass over the crossing.

Signalling General Instructions 39.7
Appointment of Attendant at RC or CCTV crossing
39.7.1 Unless his attendance has been pre-arranged, an Attendant must be sent for by the Signalman if:
(a) it is not possible to obtain a satisfactory view or picture of the crossing and a pedestrian cannot readily be detected when walking between the barriers or (b) the barriers fail to respond to the controls or (c) a track circuit between the protecting signals and the crossing fails, or is disconnected, or is occupied by a disabled train or (d) the Engineer is to take Absolute Possession of one or more lines but only if work will be undertaken which may cause track circuit(s) to be actuated within 200 yards (or 200 metres) of either side of the crossing or within the protecting signal if it is further than that distance from the crossing, or if Engineers' trains are required to work within that distance or (e) Single Line Working is to be introduced over the crossing or (f) the main power supply fails and the failure may last for an extended period
39.7.2 When clause (d) applies, the Attendant must have taken duty at the crossing before the possession is granted unless it has been agreed by the designated Operations Officer that he need only be provided during the times when the crossing is affected by the work. When clause (e) applies, he must have taken duty before the first train in the wrong direction is allowed to pass over the crossing. 39.8 39.8.1 When Attendant is on duty at RC or CCTV crossing
The Attendant will report his arrival at the crossing .
39.8.2 The Signalman must decide (having regard to the volume of the road and rail movements which are likely during the time the Attendant will be on duty) whether the local control should be continuous or if the barriers should remain

lowered and local control be taken only when road traffic required to pass. He must instruct the Attendant accordingly.
39.8.3 The Signalman must not permit the Attendant to take local control unless:
(a) the protecting signals are at Danger (b) the signal levers are in the normal position (c) any approaching train has passed clear of the crossing The Signalman may, however, permit local control to be taken when a disabled train or, on a line under possession, an Engineers' train is between the protecting signals and the crossing but he must first obtain an assurance from the Driver or Guard of any such disabled train that no further movement will be made unless authorised by the Signalman.
39.8.4 When the barriers are on local control, the Signalman must advise the Attendant of each approaching train and instruct him to lower the barriers. The Signalman must obtain an assurance that the barriers are lowered and the crossing is clear before the Driver is instructed to pass the protecting signal at Danger. If, however, the movement is in a direction for which a signal is not provided, or the movement (in either direction) is on a line under possession, the Signalman must instrust the Attendant to authorise the Driver to proceed over the crossing when he, the Attendant,is satisfied it is safe to do so. In either case, the Attendant will advise the Signalman when the train has passed clear of the crossing and obtain his permission before raising the barriers. The Signalman must not give such permission if another train has been or is about to be authorised to pass over the crossing. 39.8.5 When the Attendant is on duty but the barriers are NOT on local control trains may be signalled normally over the crossing. If, however, the movement is in a direction for which a signal is not provided, or the movement (in either direction) is on a line under possession, the Signalman must himself ensure that the barriers are fully lowered and the crossing is clear and then instruct the Attendant to authorise the Driver to pass over the crossing. 39.8.6 When local control is no longer required, the Signalman must instruct the Attendant to lower the barriers and reset the apparatus for normal working.

39.8.7 Before authorising the Attendant to leave, the Signalman must ensure that the barriers respond correctly when operated from the signal box. 39.8.8 The Signalman must record in the Train Register the times at which:
(a) the Attendant takes duty at the crossing (b) local control is taken (c) local control is given up (d) the Attendant is authorised to leave the crossing
40
OCCUPATION AND ACCOMMODATION (ALSO BRIDLEWAY) LEVEL CROSSINGS WHERE A TELEPHONE IS PROVIDED FOR THE USER
40.1 Telephone calls 40.1.1 The user will telephone the Signalman before vehicles or animals are taken over the crossing. On receipt of a telephone call, the Signalman must ascertain what is required to pass over the crossing and how long it will take. 40.1.2 If there is sufficient time for the crossing to be used before the next train will pass over it, the Signalman must tell the user that the crossing may be used immediately. If there is insufficient time, he must tell the user to wait and telephone again. 40.2 Large, low or slow moving vehicles, or animals 40.2.1 Before authorising the user to take a large, low or slow moving vehicle, or animals over the crossing the Signalman must also:
(a) ensure that there is a sufficient interval between trains to avoid delay (b) ensure that the protecting signals are placed or maintained at Danger and that any approaching train has passed clear of the crossing (c) tell the user to report when the movement has passed clear of the crossing

After the movement has been authorised, normal working must not be resumed until the user reports that the movement has passed clear of the crossing. If this advice is not received, the Signalman must ensure that the Driver of the next train is instructed to approach the crossing cautiously, not pass over it until he has ensured that it is safe to do so, and advise the Signalman whether the crossing is safe for the passage of trains. If necessary, subsequent trains must be similarly cautioned until confirmation is received that the crossing is clear.
40.2.2 Where a protecting signal is controlled by another Signalman, he must be informed of the circumstances and instructed to observe the provisions of this Instruction 40 whenever this signal must be maintained at Danger or when the Driver is required to be cautioned.
40.3 Recording of telephone calls The following details of each telephone call from the crossing must be recorded: (a) (b) (c) (d) (e) name of crossing time and nature of request how long required time permission given for movement to take place time movement reported clear of crossing, or if such report is not received, time next train is cautioned (applicable only for large, low or slow moving vehicles, or animals)
Failure of telephone If any telephone fails, the Signalman must ensure that the Driver of each train is instructed to approach the crossing cautiously and not pass over it until he has ensured that it is safe to do so. This must continue until the failure is rectified unless either: (a) alternative communication is provided to permit safe use of the crossing, or (b) the crossing is temporarily secured and locked out of use
40.4
41
41.1
LEVEL CROSSINGS WITH MINIATURE RED/GREEN WARNING LIGHTS

Wrong direction movements
Before a wrong direction movement is authorised, the Signal-man must ensure that the Driver is instructed to approach

cautiously, stop short of the crossing and sound the horn, and not pass over it until he has ensured that it is safe to do so. This does not apply where wrong direction controls are provided unless the movement starts between the wrong direction speed restriction board and the crossing.
41.2
Telephone calls
41.2.1 Where a telephone is provided at the crossing, the user will telephone the Signalman before taking large, low or slow moving vehicles, or animals over the crossing. The Signalman must observe the appropriate provisions of Instruction 40. 41.2.2 If the lights at the crossing have failed, the user will telephone the Signalman before any vehicles or animals are taken over the crossing. The Signalman must observe the appropriate provisions of Instruction 40 and advise the S&T Technician of the failure. 41.3 Failure of telephone
If any telephone fails, the Signalman must observe the provisions of Instruction 40, clause 40.4.
42
42.1
BARROW OR FOOT CROSSINGS WITH WHITE LIGHT INDICATIONS

General
Some barrow or foot crossings are equipped with white light indications (operated by approaching trains) for the guidance of employees and other authorised users .
42.2
Before a wrong direction movement is authorised, the Signalman must ensure that the Driver is advised of the presence of the crossing and instructed to approach the crossing cautiously and not pass over it until he has ensured that it is safe to do so. This does not apply where wrong direction controls are provided.

42A
BARROW CROSSINGSMOVEMENTS OF TROLLEYS, ETC.
42A.1 BRUTES must not be taken over the crossing. The user will contact the Signalman before similar trolleys with small wheels which might become trapped are taken over the cross-ing, whether or not warning lights are provided. These must be considered as slow moving vehicles and the Signalman must observe the provisions of Instruction 40 (clause 40.2). If, however, the user fails to report when the movement is clear, the Signalman must attempt to contact the user to obtain this assurance. If this cannot be done, he must caution trains as shown in clause 40.2.1. 42A.2 Each request to use the crossing, whether by telephone or other means, must be recorded in the Train Register as shown in Instruction 40 (clause 40.3).
43
43.1
WORKING OF LEVEL CROSSINGS WITH GATES

Working of gates
43.1.1 The normal position of gates is closed to road traffic. Where authority is given for the gates to be normally open for road traffic, they must be operated without delaying trains. 43.1.2 The gates must not be opened for road traffic nor lockable wicket gates released for pedestrians unless it is safe to do so. 43.1.3 Lamps on gates must be illuminated during darkness, fog or falling snow. 43.2 Failure of damage to gates
During failure or damage to the gates, the protecting signal may be cleared when it is safe for the train to proceed but not until the train is closely approaching the signal.

44
44.1
LEVEL CROSSINGS OPERATED BY A CROSSING KEEPER

Emergency affecting crossing
The Signalman must, if possible, advise the Crossing Keeper of any emergency which may endanger the crossing, and give him any necessary instructions.
44.2
Failure of equipment
The Signalman must instruct each Driver affected to approach the level crossing cautiously and not pass over it until he has ensured that it is safe to do so when any of the following circumstances occurs at a level crossing operated by a Cross-ing Keeper: (a) the appropriate Caution or Danger aspect cannot be exhibited at a protecting signal. If it is a semiautomatic signal or is controlled from the signal box, the Signalman must obtain the Crossing Keeper's assurance that the crossing is closed to road traffic before the Driver is authorised to pass that signal (b) there is a failure of equipment at the crossing which necessitates the protecting signal being passed at Danger and the protecting signal is a semi-automatic signal or is controlled from the signal box. The Signalman must obtain the Crossing Keeper's assurance that the crossing is closed to road traffic before the Driver is authorised to pass that signal. If the barriers have failed in the raised position at an RC or CCTV crossing and the road traffic signals are not working, trains must not pass over the crossing until an Attendant has taken up duty (c) there is a failure of equipment at the crossing which necessitates Drivers being cautioned before the protecting signal is cleared. The Signalman must, where necessary, tell the Crossing Keeper on each occasion when these instructions have been given so that the Crossing Keeper may clear the signal or his slot control on it

(d) the barriers or gates cannot be properly closed to road traffic at a crossing not protected by signals (Note: Reference to failure of equipment includes failure to obtain a satisfactory view or picture of the crossing).
44.3
Absence of Crossing Keeper
When the line opens for traffic the Crossing Keeper will report his arrival on duty. If he does not report for duty at the appointed time, the Signalman must arrange for a person to be sent to the crossing to ascertain the circumstances and, if necessary, operate the crossing.
44.4
Protecting signal to be passed at Danger
When authorising the Driver to pass at Danger a signal which also protects a level crossing operated by a Crossing Keeper, the Signalman must obtain his assurance that the crossing is closed to road traffic and the crossing is clear.
44.5
44.5.1 Before authorising a wrong direction movement to pass over a level crossing operated by a Crossing Keeper and protected by signals, the Signalman must ensure that the Driver is instructed to approach the crossing cautiously and not pass over it until authorised by a green handsignal exhibited by the Crossing Keeper or, if the normal position of the barriers or gates is across the roadway, until he has ensured that it is safe to do so. 44.5.2 At an RC or CCTV crossing supervised by a Crossing Keeper, the Driver must be instructed to stop opposite the protecting signal on the other line. The Signalman must then obtain an assurance from the Crossing Keeper that the barriers are fully lowered and the crossing is clear before the Driver is authorised to proceed. If, however, the Signalman has been advised by the Crossing Keeper than an Attendant has taken duty at the crossing, the Driver may be authorised to approach the crossing without stopping opposite the protecting signal on the other line but he must be instructed not to pass over the crossing unless authorised by a green handsignal exhibited at the crossing.

Appointment of Attendant at RC or CCTV crossing supervised by a Crossing Keeper 44.6.1 The Crossing Keeper will inform the Signalman when an Attendant takes and leaves duty at the crossing. He will also advise the Signalman when local control is taken and given up. These times must be recorded in the Train Register. 44.6.2 The Signalman must obtain an assurance from the Crossing Keeper than at Attendant has taken duty at the crossing: (a) before the first train in the wrong direction is allowed to pass over the crossing during Single Line Working (b) before a possession is granted if work will be undertaken which may cause track circuit(s) to be actuated within 200 yards (or 200 metres) of either side of the crossing or within the protecting signal if it is further than that distance from the crossing, or if Engineers' trains are required to work within that distance
44.6
44.7
Hand trolleys
The Signalman must give the Crossing Keeper the necessary instructions if the crossing will be affected by the movement of a hand trolley.
44.8
Engineers' on-track machines
At a level crossing on a Track Circuit Block line where the barriers or gates are normally open to road traffic, the Signalman must advise the Crossing Keeper of the approach of any machine which cannot be relied upon to operate track circuits.
44.9
Trains requred to stop in section
If the train is to stop before passing over a level crossing operated by a Crossing Keeper, the Signalman must, if practicable, so advise the Crossing Keeper .

Signalmens General Instructions 44.10
Train disabled between protecting signal and level crossing
If a train becomes disabled between the protecting signal and a crossing operated by a Crossing Keeper, the Signalman must instruct the Driver that no further movement must be made without his authority. Before such authority is given, the Signalman must obtain an assurance from the Crossing Keeper that the crossing is closed to road traffic.
44.11
Large, low or slow moving vehicles, or animals
When a large, low or slow moving vehicle or animals are to pass over a level crossing operated by a Crossing Keeper but not protected by signals, he will so advise the Signalman who must then comply with Instruction 40 so far as applicable.
44A
ROAD TRAFFIC SIGNALS AT LEVEL CROSSINGS
44A.1 In accordance with the provisions of the Rule Book, Section A, clause 3.6, only a Police Officer in uniform is permitted to authorise road users to disregard road traffic signals at level crossings during a failure of equipment prior to the arrival of an Attendant/S & T Technician. 44A.2 Where the level crossing is equipped with a telephone for the use of the public, the Police Officer will report his arrival at the level crossing to the supervising Signalman. Where the level crossing is not equipped with a telephone for the use of the public, the Police Officer is required to contact the Signalman by other means. The Signalman must advise him the arrangements that will apply for the passage of trains over the crossing during the period of failure.
Exception : The Police Officer is not required to contact the Signalman at an AOCL crossing (unless a telephone is provided) but he will ensure that no train is approaching before permitting road users to disregard the road traffic signals.
44A.3 Before indicating to the Police Officer that it is safe to allow road users to disregard road traffic signals, the Signalman must ensure the the protecting signals are placed or main-tained at Danger and that any approaching train has passed

clear of the crossing. He must not then allow a train to approach the crossing, even under caution, until he has obtained an assurance from the Police Officer that the passage of road traffic is halted.
45
PROPELLED MOVEMENTS
45.1 Except for an Officers' Special, a signal must not be cleared for a propelled movement to start until the route is set throughout for the movement. 45.2 A propelled movement must not be allowed to proceed towards a position light signal or shunting signal if another movement is occupying or about to occupy the converging point immediately ahead of that signal. 45.3 When a propelled movement has been allowed to proceed towards a position light signal or a shunting signal at Danger, no movement must be allowed to occupy the converging point immediately ahead of that signal until the propelled movement has stopped.
46
46.1
HOT AXLE BOX DETECTORS

Trains to be stopped
46.1.1 If the alarm operates, the Signalman must stop the train concerned unless he is satisfied it has been opereated by a class 101128 train or a steam locomotive in steam. He must also stop any train on the adjoining line(s) and now allow it to proceed until the train for which the alarm has been received has been stopped and he has received an assurance that such line(s) is not affected. 46.1.2 The Signalman must, without waiting until the train stops, advise Operations Control who will, if appropriate, ascertain whether the vehicle concerned is conveying dangerous goods. 46.2 Traincrew to examine vehicle
46.2.1 The Signalman must advise the Driver of the circumstances, ascertain if the adjoining line is obstructed and instruct him to examine the vehicles concerned. He must also

advise the Driver the axle number from the front of the train (including the locomotive) and which side in the direction of travel.
46.2.2 The Driver will tell the Signalman was found and agree with him what action Signalman must, however, ascertain from he requires the adjoining line or lines to the examination to be carried out.
whether any defect is to be taken. The the Driver whether remain blocked for
46.2.3 If the examination by the traincrew reveals that the only source of heat is that caused by dragging brakes, and the cause of this has been rectified, providing there is no evidence of damage to the wheels or brakes on the vehicle concerned, the train may proceed normally but must be examined specially either at the next point at which technical staff are available or at the train's destination. 46.2.4 The Signalman must also advise M. & E.E. staff and, after examination by the traincrew, give all available information stating the point at which it will be necessary to examine the vehicle concerned. 46.3 If no evidence of overheated axle boxes 46.3.1 If M. & E.E. staff are not readily available and the Signalman has received an assurance that there is no evidence of overheating, he may allow the train to proceed as follows:
(a) Freight train The train may proceed at not more than 20 m.p.h. to the next place where M. & E.E. staff are available unless this would cause undue delay, in which case the vehicle must be detached. If, however, the axle box concerned is on the locomotive, the train may proceed as shown in clause (b). Trains may run normally on the adjoining line(s). (b) Any other train The train may proceed normally but an examination must be carried out by M. & E.E. staff (if available) or the Driver or Guard within about 50 miles unless the train passes over an operational detector without activating the alarm. If nothing untoward is then found, the train may proceed without further examination. If the alarm is given

by the second detector, the train may proceed at not more than 20 m.p.h. to the next place where M. & E.E. staff are available. If evience of overheating is found, the provisions of clause 46.4 apply.
46.3.2 If, however, the examination by the traincrew does not take place within twn minutes of stopping, the vehicle must be detached in the nearest siding even if there is no evidence of overheating. The Driver must be instructed that this movement must not exceed 20 m.p.h. 46.4 If evidence of overheated axle boxes
If there is evidence of overheating but the Driver considers the vehicle is fit to be moved, the Signalman must instruct him to draw forward at not more than 10 m.p.h. to the point specified in the Signalman's Special Instructions for examination or detaching. The train must not pass or be passed by a train on an adjoining line unless this can be done with safety.
46.5
M. & E.E. staff to be advised
When M. & E.E. staff are not available and a vehicle is detached, the Signalman must ensure that advice is given to the staff concerned to ensure the vehicle is not allowed to go forward until it has been examined. If the train is allowed to proceed to the next point where technical examination is available, the Signalman must arrange to advise the forward point accordingly.
46.6
Failure of detectors
If the detector fails to record the passage of a train or any other defect occurs, the Signalman must advise the S & T Technician and Operations Control immediately.
47
DRIVERS PASSING SIGNALS AT DANGER WITHOUT AUTHORITY (SPAD)
47.1 If a train passes a signal at Danger without authority, the Signalman must immediately arrange for the movement to be stopped by the most appropriate means and take any other emergency action.

47.2 The Signalman must then make sure the Driver is advised of the circumstances, arranging for the Driver to contact him immediately. 47.3 The Signalman must complete form RT3189 ( see example on pages 62 and 63) , requesting the Driver to answer a number of questions concerning the circumstances of the signal being passed at Danger. 47.4 The Signalman must report the circumstances and send or dictate a copy of the form to Operations Control. The train must not be allowed to proceed until authority to do so has been given by Operations Control. 47.5 If there is any doubt as to the correct working of any signal, the Signalman must treat the signal as defective. If the Driver reports that the incident occurred because of exceptional railhead conditions, the Signalman must carry out the instructions shown in Rule Book Appendix 1. 47.6 If points have been run through (whether or not damage is apparen), the Signalman must advise Operations Control and treat the points as defective.
48
MISHAPS AND INCIDENTSREPORTING PROCEDURES
48.1 The Signalman must give Operations Control any infor-mation received in connection with a mishap or unusual inci-dent involving a train. 48.2 If dangerous goods are involved, the traincrew will give the following information to the Signalman at the nearest signal box, prefaced with the words "Rail Dangerous Goods Emergency": (a) Train reporting number (b) Location of mishap and time of occurrence (c) Wagon type(s) and wagon number(s), if known, and position in the train (d) Emergency Code six characters comprising the four figure United Nations Number (Substance Identification Number) followed by a two letter

"Alpha Code". The former enables identification of the substance to the Emergency Services and the latter enables Operations Control to ascertain the telephone number from which specialist assis-tance can be requested (e) Details of the mishap, and whether the public are affected This information must be passed immediately to Operations Control using the same message prefix. If there is any doubt whether dangerous goods are involved, the Signalman must advise Operations Control immediately, if possible giving the positin in the train of the vehicles concerned, in order that TOPS enquires can be made to ascertain the circumstances.
48.3 If the incident involves an irradiated fuel flask, the report from the traincrew will also include answers to the following questions and in the order shown. These answers must be passed immediately to Operations Control in the same order: (a) Is the flask wagon derailed? Yes/No (b) Has the flask wagon been involved in a collision? Yes/No (c) Is there a fire near the flask? Yes/No (d) Are large quantities of liquefied petroleum gas, petroleum or other flammable liquids present? Yes/No (e) Is there any visible damage to the flask or to the cover (if fitted), Yes/No 48.4 If the accident concerns a train conveying an irradiated fuel flask, trains must not be permitted to pass the scene of a fire or accident involving the flask unless it is quite clear that the flask cannot have sustained any damage, or until clearance has been given by the emergency services team health physicist. 48.5 If the accident concerns a train conveying tank wagons of Toxic Gases (Class 2.3) or Hydrocyanic Acid (HCN)

(Class 6.1(A)) (UN No 1051), trains must not be permitted to pass the scene of a fire or a ccident involving these wagons unless the incident is a minor one and it is quite clear that there is no damage to any tank barrel, or until clearance has been given by the emergency team specialist.
48.6 If the Signalman is told that a defective vehicle (whether or not conveying dangerous goods) is detached at an unstaffed location, he must arrange for the M. & E.E. staff to be informed.
49
49.1
WORKING OF PASSENGER TRAINS OVER GOODS LINES OR GOODS LOOPS

General instructions
49.1.1 A passenger train must not enter a goods line or loop unless the arrangements have been published or, in an emergency, authority is given by the Area Manager or Signal Box Supervisor. 49.1.2 Unless the arrangements have been published, the Signalman must ensure that the Driver of each passenger train is advised of the circumstances before entering the goods line or loop. 49.1.3 Before a passenger train enters a goods line or loop not protected by trap points against movements on other lines, the Signalman must ensure or obtain an assurance from the person in charge that:
(a) such other lines are clear of vehicles and no movements will approach or (b) all vehicles stabled on such lines are well clear and properly secured and any traction units are shut down or, if the Driver is present, he is instructed that no further movement must be made until authorised by the Signalman
49.1.4 In addition, the following instructions apply according to the type of line concerned.

49.2 Track Circuit Block goods line or goods loop 49.2.1 A passenger train must not be allowed to approach a controlled signal unless the Signalman is in a position to clear that signal or the signal section ahead is clear and all points therein are properly detected in the correct position for the safety of the train. These points must be so maintained until the passenger train has passed clear or stopped at the protecting signal. 49.2.2 A train must not be allowed to approach a signal if there is a passenger train in the signal section ahead. 49.3 Goods loop worked from one signal box other than where Track Circuit Block applies A passenger train must not enter the loop unless clear throughout nor must any train enter the loop when occupied by a passenger train. Goods line worked from two (or more) signal boxes where neither Track Circuit Block nor Absolute Block applies A passenger train must not enter the line concerned until Absolute Block Working has been introduced.
49.4
50
ENGINEERS' SELF-PROPELLED ON-TRACK MACHINES AND ROAD/RAIL VEHICLES

(Note: References to "machines" include road/rail vehicles).
50.1 General 50.1.1 The person in charge of the machine will tell the Signalman the type of machine and maximum speed before moving onto a running line. These details must be advised to any other Signalman concerned.
50.1.2 If the machine is not required to work in the section, it must be signalled and dealt with as a freight train.

50.1.3 The following machines may be relied upon to actuate track circuits:
(a) Ballast Cleaning Machines (Types RM62 and RM74) (b) Ballast Injection Machines (except Machine No. 79453) (c) Tamping Machines (Types 08 and 09, except Type 08-16/90-No. DR73501) (d) Dynamic Track Stabilising Machines (e) Any other machine fitted with a Track Circuit Actuator in working order
50.1.4 Machines of any other type must NOT be relied upon to actuate track circuits. Signalling of machines which cannot be relied upon to actuate track circuits 50.2.1 Where points are locked by track circuits, they must not be operated until the machine is well clear. The individual points switches must be used on a route setting panel. 50.2.2 A train must not be allowed to follow a machine on a Track Circuit Block line until the machine has passed beyond the overlap of a signal ahead which has been placed to Danger by the Signalman. He must, where necessary, instruct the Driver/Operator to stop specially to report the arrival of the machine. If another Signalman is involved, an assurance that the machine has arrived must be obtained from him. 50.2.3 When the machine is detained awaiting acceptance on a non-Track Circuit Block line, it must not be allowed to proceed beyond the signal box. If a telephone is not provided at the signal in rear of the signal box and the machine would be out of sight at that signal, the Signalman must not accept the machine until it can proceed to the next stop signal. 50.2.4 Where intermediate block signals are provided, the section signal must not be cleared for a following train until the machine has arrived at the signal box in advance. 50.2.5 When a machine is detained at a signal on any line, the person in charge will immediately remind the Signalman of its presence. 50.2

Note: Clause 50.2.1 also applies when: (a) a dead machine is hauled by a locomotive(s) (b) special authority is given in the Notice or by Operations Control for a machine to be marshalled as the last vehicle of a freight or Engineers' train
50.3
Passage of Out of Gauge loads The Engineer's person in charge of the machine will inform the Signalman when work is to start with a machine(s) which must not be passed by an Out of Gauge load on the adjacent line. In such circumstances, an Out of Gauge load must not be allowed to pass on the adjacent line unless authority is given in the Notice for it to pass the type of machine concerned or authorised by Operations Control.
51
CLASSIFICATION OF ENGINEERS' ONTRACK MACHINES AND DEPARTMENTAL TRAINS, ETC.
The classification shown in Appendix 2 to the Rule Book applies together with the following special codes: (* first digit must be determined according to permitted speed) Sandite Train not applying Sandite applying Sandite Structure Gauging Train not recording recording Speno Rail Grinding Train Ultrasonic Test Train not testing testing Engineers' On-Track Machine which CANNOT be relied upon to actuate track circuits, or power worked trolley *Z05 8Z05 4Z06 7Z06 7Z08 4Z08 7Z08 *Z09

52
SANDITE TRAINS
52.1 Where train describers are not in use, the train must be signalled by the special Is line clear signal (3 4 2). 52.2 The train must not be relied upon to actuate track circuits during Sandite application or for 200 yards (or 200 metres) after application has stopped. The Signalman must specially observe the operation of any track circuits during the passage of the next train over the line on which Sandite has been applied. He must not rely on the operation of these track circuits until this or a subsequent train has correctly operated them. 52.3 The provisions of Instruction 50, clause 50.2 must be observed in respect of the Sandite train when application is being made and in respect of the following train or trains until the correct operation of track circuits has been observed.
53
CALLING FOR TECHNICAL PERSONNEL
Where in the Rules, Regulations and Instructions it is required that the Signalman calls for or informs the technician or other technical personnel (e.g. Civil Engineering or Maintenance), this communication may take place via a third party (e.g. Fault Control) in accordance with local instructions. Where appropriate, a fault number must be obtained and recorded.

PRO No ..
RT3189 (Side 1)
SIGNAL PASSED AT DANGER WITHOUT AUTHORITY (SPAD) (Form referred to in Signalling General Instruction 47) Date . . . . . . . . . . . . . . . . . . Time SPAD occurred . . . . . . . . . . . . . . . . . . .
PART AQUESTIONS THE SIGNALMAN MUST ASK THE DRIVER Train No. . . . . . . . . . . . Time . . . . . . . . . . . From . . . . . . . . . . To. . . . . . . . . . . . .
Are you the Driver of Train No. . . . . . . . . . . . . . . . . . . . . . . . . ? Are you aware you have passed signal. . . . . At Danger?
YES YES
NO NO
What aspect was displayed and what AWS Indication did you receive at the signal concerned and the signals in rear? Aspect Signal concerned: Signal in rear: Previous signal(s) in rear . . . . AWS Indication .
By how far was the signal passed? Have any points been run through? YES NO DON'T KNOW
What in your view caused this incident? . . Are you accompanied in the driving cab? YES NO If 'yes', by whom? . Driver's Name .. Depot Traction Unit No. .. Vehicle No./Cab End ..
Do you consider yourself fit to go forward? YES NO Signalman to remind Driver not to move until authority to do so has been given. Driver given authority to proceed at ..(Time) to .. (Location)

PRO No ..
RT3189 (Side 2)
PART BOTHER DETAILS TO BE COMPLETED BY THE SIGNALMAN Signal Box .. Signalman . Weather conditions Signal equipment involved (State number of signal and any points involved) . . . Type of signal that was passed at Danger: Colour light signal (Stage whether 4, 3 or 2 aspect & controlled, automatic or semi-automatic) Position light or shunting signal Semaphore signal . Other . (e.g. Limit of shunt, stop board or handsignal) Is the signal equipped with a banner repeater? Why was the signal at Danger? . . . . Do you have any observations? YES NO
. . .
Printed by Hobbs the Printers Ltd, Totton, Hampshire SO40 3YS

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Withdrawn Document Re-issued August, 1996 Uncontrolled When Printed

Private and note for publication

TRAIN SIGNALLING SIGNALLING GENERAL INSTRUCTIONS

SIGNALLING GENERAL INSTRUCTIONS

Withdrawn Document Uncontrolled When Printed

BR 30062 Re-issued August, 1996

SIGNALLING GENERAL INSTRUCTIONS

Withdrawn Document Re-issued August, 1996 Uncontrolled When Printed

Withdrawn Document 1 Uncontrolled When Printed

BR 30062 June, 1990

SAFE WORKING AND PRIVACY

WORKING AT SIGNAL BOXES

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Withdrawn Document 3 Uncontrolled When Printed

BR 30062 Re-issued August, 1996

Class of Train/Description Call attention

* To be advised in Periodical Operating Notice

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Re-issued August, 1996

(also Outof-gauge instructions

AB3 TC3 ET3

Train entering section.

Train approaching (where authorised). Cancelling. Train incorrectly described.

1-2-1 3-5 5-3

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BR 30062 June, 1990

Description Cancel last description sent.

AB3 and 4 TC3 ET3 and 4

2-1 2-4 3-3 3-3-4 3-3 5-2 2-5

2-2 2-1-3 3-2-3 6 6 or special alarm where provided

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Description Train an unusually long time in section.

AB5 and 6 ET5 and 6

Stop and examine train.

Train passed without tail lamp.

9 to box in advance; 4-5 to box in rear. 5-5

Train or vehicles running away in right direction.

4-5-5 5-5-5 7-5-5 5-5-7

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BR 30062 Re-issued April, 1992

Code 2-3-3 5-2 2-5 1-1 16 1-1-6 8-2 2-8 8-4

SGI 10 SGI 11 SGI 18 SGI 30 SGI 38

Emergency alarm where Track Circuit Block Regulations apply

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Re-issued April, 1992

RECORDING IN TRAIN REGISTER

Withdrawn Document 9 Uncontrolled When Printed

BR 30062 June, 1990

WORKING OF SIGNALSGENERAL INSTRUCTIONS

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BR 30062 Re-issued August, 1996

WORKING OF SIGNALS AT DIVERGING POINTS

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Re-issued August, 1996

Withdrawn Document 13 Uncontrolled When Printed

BR30062 June, 1990

BLOCK INDICATORS, BLOCK INSTRUMENTS, BELLS AND TELEPHONES

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EMERGENCY DETONATOR PLACERS

ADDITIONAL RUNNING LINES

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