GSR Rule Book - 1933

WORKING OF TRAINS.

126. The Driver and Fireman MUST--

127. The Driver MUST--

128. The Fireman MUST--

129. Every Guard MUST--

130. Every Guard when in charge of a Passenger train MUST--

131. Every Guard when in charge of a Goods train MUST--

132. Except where otherwise authorised, no engine must be allowed to be in motion on any running line unless both the Driver and Fireman are upon it.

A rail motor, motor train or electric train must not be allowed to be in motion on any running line unless otherwise authorised, without the Driver, and Fireman if provided, being in their appointed places.

133. (a) When one or more engines are employed to assist a train in rear, they must not, aunless authorised by the Traffic Manager, leave the train except at a signal box.

(b) Except where otherwise provided, when a goods train is assisted by an engine in rear the Guard must remove his tail lamp, and when the assisting engine leaves the train the tail lamp must be replaced, if practicable, within view of the Signalman, to remind him of the assisting engine and to prevent the train being signalled as having passed without a tail lamp. Should, however, the assisting engine, from any exceptional cause, leave the train betwen two signal boxes, and the train proceed without it, the Guard must not replace his tail lamp until the train has passed out of sight of the Signalman at the next box, and he must use every endeavour to intimate to the Signalman at such box that the assisting engine has been left in the section.

(c) When the Driver of the engine in front has received the Guard's signal to start, and the necessary fixed signal has been lowered, he must give two "Crow" whistles, which must be acknowledged by repetition by the Driver of the engine in rear, and until these "Crows" have been given and acknowledged, neither the train engine nor the assisting engine must move forward.

When either Driver fins it necessary for the train to be stopped he must give three or more short sharp whistes or sound the special brake whistle, where provided, as a signal to the other Driver to shut off steam and apply his brake.

(d) When light eninges are run coupled together, or when two or more engines are used to draw a train, they must not be uncoupled on a running line except at a signal box and then only when the engines have been brought to a stand. The Driver of each engine requiring to be detached must, before uncoupling, advise the Signalman, either verbally or by sending his Fireman to the signal box, of what is about to be done and in what direction the uncoupled engine or engines are required to proceed.

When, however, a passenger train drawn by two engines is brought to a stand at a station platform and one of the engines has to be detached it will not be necessary for the Singlman to be communicated with before uncoupling, provided there is a signal box ahead controlling the movement of the engine from the platform, but the driver of the detached eningemust, when he has run forward to such signal box to be disposed of, inform the Signalman of what has been done.

If after the engine or engines in front have gone away, the engine left is detained on the running line, the Driver must see that Rule 55 is observed. If there are two or more engines left, the Fireman of the engine nearest the signal box must carry out Rule 55.

(e) When two or more light engines have to pass at the same time through a block secion they must be coupled together and the continuous brake pipes, where provided, must also be coupled.

134. (a) Where authorised by the Traffic Manager two goods trains, may, in clear weather only, be coupled together, the engine of the second train being coupled ot the brake van of the first train, and the two trains worked forward as one train.

(b) Coupled trains must not be sent to any station or siding unless it is known that they can be dealt with there.

(c) The Signalman must arrange for the coupling of the trains, and before the second train is attached the Guard of the first train must satisfy himself that his Driver is aware of what is about to be done.

(d) Where absolute block working is not in operation, when a train is standing at a stop signal controlling the entrance to an absolute block section over which coupled trains are authorised to run and a following train arrives behind it, the Guard of the first train must confer with the Driver of the second train, and if both trains are going in the same direction and they can be coupled for a part or the whole of the joirney, the Guard of the first train must advise the Signalman and take his instructions as to whether the trains should be coupled or not.

(e) The Guard of the first train must not give the signal to start until he has exchanged signals with the Guard of the second train, and both Drivers must then act in accordance with the first paragraph of Rule 133, clause (c).

(f) The tail and side lamps at the rear of the first train must be removed as soon as the trains are coupled, and must not be replaced until the trains are again divided, which must not be done untile the coupled trains have been brought to a stand at a signal box. The uncoupling must be performed by the Guard of the first train, who must also replace the tail and side lamps.

(g) Coupled trains must be signalled specially as may be arranged, and the Signalman receiving such signal must not give the "Train out of section" signal until both trains have passed out of the section.

(h) The Guard of each train must ride in the brake van at the rear of his own train.

(i) On falling gradients, Guards of the coupled trains must apply the hand brakes in sufficient time to keep the couplings tight when the trains commence to ascend the next rising gradient.

(j) When either of the Drivers of the coupled trains finds it necessary to stop he must act in accordance with the last paragraph of Rule 133, clause (c).

135. (a) When a train is drawn by two engines the Driver and Fireman of the leading engine are responsible for the observance of signals, and the working of the continuous brake, where provided; the Driver of the second engine must watch for and act upon signals given by the Driver of the leading engine, but the Driver of the second engine is not relieved from the due observance of all signals affecting the working of the train, and in case of need he must apply the continuous brake, where provided.

(b) Special care must be used in starting and stopping a train drawn by two engines to prevent the breaking of the couplings.

136. (a) Should a passenger train, after being brought to a stand at a station platform, require to be moved before the station work is completed, or should a passenger train in stopping at a station, over-run, or stop short of, the platform, the Driver must not move the train until he receives instructions from the Guard to do so. Station Masters, Guards and others must at once take steps to prevent passengers leaving carriages that are not at the platform; and if it be necessary for the train to draw forward or set back this must not be done until the Guard has satisfied himself that all doors are close, when he must instruct the Driver as required. The Driver must sound his whistle before moving his train.

(b) In the event of the whole of the train running past the platform the Guard must not give instructions to the Driver to set back without the authority of the Signalman, or Station Master where a Signalman is not on duty.

(c) Should there be a level crossing near the rear of the train, the setting back movements referred to in clauses (a) and (b) must not be commenced until the Guard has satisfied himself that they can be made with safety.

(d) Should a pasenger or empty carriage train be stopped by signals at a station platform where it is not booked to call, the Driver must not, on the signal being lowered, proceed without receiving an All Right signal from the Guard.

137. (a) Unless absolutely necessary no train must be brought to a stand where there are runaway catch opints or other spring points until the last vehicle has passed over such points.

(b) If a train is brought to a stand on, or immediately ahead of, runaway catchc points or other spring points, the Driver must not make a backward movement with his train until he has satisfied himself that the points are in the proper position and that all is right for such movement to be made.

138. The Driver must afford such assistance with his engine as may be required for the formation, arrangement, and despatch of his train. Each train is under the control of the Guard, who must give the Driver any instructions that may be necessary as to the working of it.

139. Guards and other employees are forbidden to accept for conveyance on any train any description of package, either for themselves, their friends, or the public, without proper authority in writing for the free transit thereof, or unless such package is waybilled, invoiced, stamped, carried under contract or accompanied by a passenger. Guards must compare the parcels with the waybills where used, and note on the latter any defect or discrepancy. All waybills must be initialled or stamped by the Guards.

In the event of a stamped parcel being in a damaged condition, the Guard must make a note to that effect on his journal or in his train book.

140. Guards must give careful attention to luggage, parcels, despatches, and other packages entructed to them, which they must sort in readiness for unloading. Luggage, parcels, &c., which have to be put out must be given by the Guard to the person appointed to receive them, but if the latter is necessarily otherwise engaged, the Guard should place the articles in a safe position, and must call the attention of the station staff to them.

On arrival of the train at a terminus, Guards must deliver over all luggage, parcels, despatches and other packages together with the waybills to the persons appointed to receive them. Should any article be missing, the Guard must immediately report the circumstance to the Station Master, and on his journal or in his train book.

Value parcles or letters transferred to the care of Guards must be signed fo by them and they must take care to obtain signatures for such parcels or letters from the persons to whom they are handed over.

141. (a) No passenger train must be started before the time stated in the time-table.

(b) The signal for starting a passenger train must be given by the Guard, where provided, after obtaining an intimation from the person in charge of the platform that all is right for the train to proceed. Where no Guard is provided special instructions are issued.

In the daytime the Guard's signal to start must be a green flag waved above the head; at night or during fog or falling snow, when a lamp is used, the signal must be a green light held steadily above the head. In addition, the Guard must use his whistle when necessary.

When it is impossible for the Guard's signal to start the train to be seen by the Driver, the person in charge of the platform must, after satisfying himself that the signal to start has been given by the Guard, signal to theDriver accordingly.

(c) When there are two or more Guards, the signal to the Driver to start must be given by the Guard nearest the front of the train after he has exchanged signals with the Guard or Guards in rear, who must first have received intimation from the person in charge that all is right for the train to proceed.

(d) The intimation from the person in charge that all is right for the train to proceed must be a hand signal by day which must be given by holding one arm in a horizontal position. At night the same indication or a hand lamp, if necessary, must be used, and when the signal is given by the latter it must be a white light held steadily above the head.

(e) Should a passenger train be stopped by an accident or from any other exceptional cause, the Driver must not again start until he has exchanged hand signals with the Guard, or in the case of more than one Guard until he has received a signal from the Guard nearest the front of the train, who must first exchange hand signals with the Guard or Guards in rear.

142. (a) A goods train may be run before the time specified in the time-table, provided the line on which it has to run, and the stations and sidings at which it is booked to stop, will be open and ready for traffic purpooses by the time it arrives, and that it can be dealt with without causing delay to following trains of more importance.

(b) The signal for starting a goods train by day must be given by the Guard holding one arm in a horizontal position, and at night or during fog or falling snow by the Guard showing a green light held steadily above the head.

(c) When there are two Guards the signal to the Driver to start must be given by the Guard nearer the front of the train after he has exchanged signals with the Guard in rear.

(d) At the commencement of the jouney and when re-starting after being stopped from any cause, the Driver must, as soon as practicable, after the train has started, satisfy himself that his Fireman has exchanged hand signals with the Guard in rear to ensure that the Guard is in his van and the train complete. The Driver must, if necessary, give a short whistle to gain the attention of the Guard for the purpose. The Guard's signal to the Fireman must be shown from the Guard's van and by day will be given by holding one arm in the horizontal position, and at night or during fog or falling snow by waving a green light slowly from side to side.

143. When a train is about to leave a station, siding, or ticket platform, the signal to start given by the Guard only indicates that the station duty or the collection of tickets is completed; and, before starting the train, the Driver must satisfy himself by observation that the line is clear, and the necessary fixed signal, where provided, is lowered. When starting, the Fireman must look back to see that the whole of the train is following in a safe and proper manner, and to observe any signal that may be given by the station staff or Guard.

144. Goods trains must stop at the places specified in the time-table, and at places where they are booked to call when required, unless, on approaching, the fixed signals are lowered for the train to proceed and a green hand signal, waved slowly up and down, is exhibited to indicate that it is not necessary for the train to stop. When this is done the train may proceed without stopping unless it is necessary to detach wagons or leave goods, in which case the Driver will ahve received instructions from the Guard.

145. (a) To prevent oscillation, and secure smooth and easy running of passenger trains, all the vehicles composing the train must be so tightly coupled as to ensure the buffers being brought so firmly together that they will not be separated by any change of gradient or by the starting of the train.

(b) The screw coupling not in use must be hung on the hook provided for the purpose.

146. (a) Station Masters and Signalmen must, when necessary, ascertain how the trains in their respective districts are running.

(b) Passenger trains must, generally, take precedence over all other trains.

(c) Trains must be shunted, as necessary, to avoid delay to more important trains.

A train must not be shunted from one running line to another if there is siding accomodation available in which the train can be placed.

(d) A printed or written notice of all special or relief trains must be given when practicable, and when this cannot be done a message must be sent by speaking instrument to the stations concerned. In the case of a special or relief passenger train being run of which no previous printed or written notice has been given, the Station Master at the starting point must, where practicable, inform the Guard of the preceding train the description and destination of the special or relief train, and the Guard must advise the Station Master at each station at which he stops the description and destination of the train that is following.

147. When the last vehicle of a train does not pass the signal box before it has been shunted into a siding, or when a train has been brought to a stand withing the home signal, and it is necessary to give the "Train out of section" signal before the train passes the signal box, the Signalman must, before giving such signal, ascertain from the Guard of Shunter in charge that the whole of the train, with tail lamp attached, has arrived, and the Guard or Shunter will be held responsible for giving this information to the Signalman; the Fireman will be similarly responsible in the case of a light engine.

148. (a) When passenger trains are approaching important junctions, terminal stations, and stations at which they are booked to stop, the Guards must carefully watch the running of trains and take any action that may be necessary. They myust also keep a good look-out when leaving stations, and, as far as practicable, on other parts of the Journey.

(b) The Guard of a goods train must keep a good look-out and, should he see any reson to apprehend danger, he must make every effort to attract the attention of the Driver.

If there is any Danger to a train on an adjoining line, the Guard must, should his train pass a signal box, exhibit to the Signalman a red hand signal waved slowly from side to side, and the Signalman must, on receiving this signal, act in accordance with Block Regulation 17.

(c) When a train is fitted with the continuous brake, the Guard must, in case of emergency, apply it in order to stop the train. If the train is not fitted with the continuous brake he must apply his hand brake sharply, and release it suddenly; this operation repeated several times should, from the check it causes, attract the attention of the Driver, to whom the necessary Danger signal must be exhibited.

(d) In the case of trains not fitted with the continuous brake, the Guard must, unless special instructions are issued to the contrary, always apply his brake as soon as he becones aware that the Driver is applying the engine brake.

(e) When a Driver requires the assistance of the Guard's brake, he must give three or more short sharp whistles, or sound the special brake whistle, where provided, and the Guard or Guards must immediately apply their brakes.

149. No engine must propel a train upon any running line, but must draw it, except as shown below when the head lights specified must be carried after sunset, during fog or falling snow or in a tunnel.

Exceptions.

(i.) Within station limits or where specially authorised by the Traffic Manager. -- White light on leading vehicle.

(ii.) When assisting up inclines. -- Train engine, prescibed head lights; assisting engine in rear or leading assisting engine when two or more are coupled together in rear, one white head light.

(iii.) When a train or portion of a train which has been left upon any running line is propelled to the signal box in advance in accordance with Rules 179 (c) or 183 (a); or when front portion of divided train is being set back to rear portion in accordance with Rule 183 (i). -- White light on leading vehicle.

(iv.) When a train or portion of a train has to return in the wrong direction to the signal box in rear, in accordance with Rule 184, or where propelling in the wrong direction is specially authorised by the Traffic Manager. -- Red light on leading vehicle.

(v.) When required to assist a disabled train, in which case the assisting engine may propel the train slowly to the next place where it can be attached in front of the train. -- The leading engine, prescribed head lights; assisting engine in rear, white head light.

(vi.) When the line is blocked, and trains are worked to or from the point of obstruction -- Red light on leading vehicle.

(vii.) When working a ballast train in section, in right direction unless propelling is specially prohibited. -- White light on leading vehicle.

(viii.) When required to assist in starting a train from a station. -- Train engine prescribed head lights; assisting engine in rear, or leading assisting engine when two or more are coupled together in rear, one white head light.

(ix.) When working officers' special train in right direction. -- White light on leading vehicle.

(x.) Where necessary when working breakdown train in right direction or proceeding from signal box in advance to assist a disabled train in accordance with first paragraph of clause (g) of Rule 183. -- White light on leading vehicle.

(xi.) When working a train which is capable of being operated from either end, provided the Driver rides at the leading end of the train. -- Prescribed head lights on leading vehicle.

150. (a) When any vehicle has been detached from a train, the Guard must, unless the station staff are present to take charge of it, see that it is properly secured to prevent its moving. If the engine is detached for any purpose, the Guard must keep his hand brake on to prevent the train moving during the time the engine is away.

(b) The continuous brake must not be relied upon to secure a train or vehicle from running away after it has been detached from the engine.

151. Whenever a goods train, or a train on which the continuous brake is not working throughout, is brought to a stand where the line is not level, or where it is important the train should not move back, and it is necessary for the Guard to elave hi van, he must, before doing so, apply his hand brake.

If the engine is to be detached from the train the Guard must, in addition, apply a sufficient number of brakes before the engine is uncoupled, and, if necessary, place one or more sprags in the wheels of the vehicles next to the rear brake in the case of a rising gradient, and of the foremost vehicles in the case of a falling gradient, to prevent the vehicles momoving. The number of sprags must be reulated by the steepness of hte gradient, the number of vehicles, their loads, and the state of the weather and rails.

The engine working a train must not be detached from the train on a running line until the Guard's permision has been obtained.

152. (a) When a train is shunted into a siding for another train to pass, after sunset, or during fog or falling snow, the Guard must remove the tail light, and reverse or obscure the side lights where carried, and in the case of a light engine the Driver must remove the tail light, so as not to exhibit red lights to a following train.

(b) When a train has to be shunted from one running line to another on which trains approach from the opposite direction, it must be set back well within the home signal, so as to be effieiently protected by that signal.

Before any train is so shunted after sunset, or during fog or falling snow, the Driver must exhibit a red head light in front of the engine (or tender, if running tender first), and remove al other head lights. The red light must be exhibited until the whole of the shunted train as again been placed on its proper running line.

Immediately such train has been shunted from one running line to another, the Guard must remove the tail light, and reverse or obscure the side lights where carried; in the case of a light engine the Driver must remove the tail light.

Before the train re-crosses to its proper running line, the Guard must replace the tail and side lights; in the case of a light engine the Driver must replace the tail light.

Should it be necessary for the engine to be detached and leave its train standing on the wrong line, the Guard or Shunter must place a red light on the front vehicle, and the Driver must see that this is done before removing his engine from the train. Should the engine have to remove a portion of the trian, the Guard must see that a red light is exhibited on the front vehicle of the rear portion before the front portion is removed.

(c) When a train or vehicles are shunted from a siding to a running line, or from one running line to another running line, and have to stand there, the Sunter must, after sunset, or during fog or falling snow, see that a red light is placed on the end of the train or vehicles to face any train that may approach on the same line.

153. (a) A goods train must not be run on any running line behond station limits without a brake van in rear, unless authorised by the Traffic Manager.

(b) Where a goods train is authorised to run without a brake van in rear, a brake van, or other suitable vehicle, for the use of the man in charge of such train, must be attached -- when it can be convenitently done -- as near to the rear of the train as practicable. Where no such vehicle is available the man may ride on the engine. A tail signal must be carried on the last vehicle.

154. (a) When it is necessary for an engine to run round a train, for the purpose of removing it from a running line or to propel it to the signal box in advance, or when a train has to be removed from a running line or propelled to the signal box in advance by another engine, the train engine going forward, the Guard or Shunter must inform the Signalman what is about to be done. When, however, the operation has to be performed in connection with a train that is regularly so dealt with, the Guard or Shunter need not advise the Signalman.

(b) If the engine after being uncoupled leaves the train or a portion thereof ahead of the signal controlling the entrance of trains into the section in advance and proceeds to the signal box in advance, it must not carry a tail lamp, and the Driver must inform the Signalman at that box that the train has been left in the section and what he requires to do. Where the vehicles are left in rear of the signal controlling the entrance of trains into the section in advance, a tail lamp must be carried on the engine.

(c) After sunset, or during fog or falling snow a white light must be placed by the Guard or Shunter on the leading end of the vehicle from which the engine has been detached. In the event of vehicles being attached to the end of the train from which the engine has been uncoupled, the light must be transferred to the front of the leading vehicle. The light must remain on the vehicle until the train has been removed.

(d) The propelling of the train through the section must only be done where authorised.

155. (a) Should a Driver or Guard observe any irreularity or defect in the working of signals other than those referred to in Rule 82, or any defect in the works, permanent-way, telegraph poles or wires, or should he see any cattle or other obstruction on the line, he must report the same at the first staion at which the train stops. Should, however, the circumstance be of a serious character he must stop the train at the first signal box or station then open, and give information. If necessary, the train must also be stopped before reaching the first signal box or staion then open, to give information to Platelayers of other employees.

(b) The Driver must also, if he see cattle on the line, or observe anything wrong on the line opposite to that on which his train is running, sound his whistle and exhibit a Danger signal to any train he may meet; he must also when practicable, place detonators on the opposite line of rails, as shown in Rule 180.

(c) At the end of his journey the Driver must report the circumstance to his Superintendent, Foreman, or Clerk in attendance, and the Guard must report the occurrence on his journal.

156. (a) Before removing a travelling crane the person in charge of it must see that the jib is properly lowered and secured, and so fixed that it will clear the loading gauge, also that the balance box, and side stays where provided, are properly secured.

(b) When a travelling crane has to be conveyed by train it must, when practicable, be so placed that the jib points towards the rear of the train, and whenever possible the crane must be forwarded by a slow goods train.

(c) Before a crane is attached to a train the Station Master and Guard must see that the jib, balance box, and side stays where provided, are properly secured, also that the fastenings are in good condition, and the necesary match or guard wagons are provided. The Guard must, before starting, inform the Driver that the crane is being forwarded by the train, and at each stopping place on the journey the Guard must satisfy himself that the fastenings are secure. Wagon Examiners must also inspect the fastenings in addition to makeing the usual examination of the wheels, &x. If any defect exists in any of the fastenings, the crane must not be attached to a train, and, if travelling, it must be detached for the fastenings to be made good.

157. Guards and Shunters must see that no timber truck, boiler waon, or other vehicle provided with chains or other appliances is allowed to leave a station or siding without the chains and appliances being first carefully examined and made secure and safe, and Guards must see that they are so kept during the journey.

158. (a) Long piedes of iron, round timber, or other articles of unusual length must not be despatched from stations or sidings unless securely bound to the wagons with ropes, chains, or iron bands, care being taken that the loads are not too tightly bound to admit of the vehicles going esaily round curves.

(b) Special care must be exercised with loads of exceptional character as regards dimesions or weight, especially when sent from private sidings, to see that the loading is secure. The Locomotive, Engineering and Wagon Departments must be consulted when necessary, and the loads inspected by an experienced person before being despatched.

(c) Wagons loaded with engines, anchors, ships' brakcets, boilers, armour plates, long timber, steam ploughs, rails, exceptionally heavy machinery, or any other articles exceptionally heavy or lengthy, and boiler or oil or acid tank wagons, empty or loaded, must not be conveyed by express goods trains unless authorised by the Traffic Manager.

(d) In loading engines and machines, the running wheels must be properly secured by ropes, also be scotches or as otherwise directed. This precaution is specially necessary in the case of engines or machines which have been in use. Driving or fly wheels must also be properly secured by ropes.

Lift vans and containers, wheether full or empty, must be securely roped or chained to the wagons, irrespective of the description of trauck upon which they are loaded. To faciltate unloading at receiving stations, lift vans and containers must be loaded, where possible, in low-sided wagons unless it is definitely known that destination stations can, without difficulty, unload from wagons of other types.

Furniture vans, showmen's vans and similar road vehicles, on their own wheels, empty or loaded, must have the wheels scotched and fastened to the trucks by ropes, straps or chains, and, in addition, the leading end of the van bodies must be secured to each side of the railway trucks by ropes passed over the cross-bar (generally known as the body bolster bar) underneath the van bodies, the ropes being afterwards tightly braced.

(e) Guards and Shunters must examine loads of the description mentioned in clauses (a), (b), (c) and (d) at places where the train may call, to see whether they have become displaced or require adjustment, and, if so, the wagons must not be taken forward until the loads have been adjusted and secured.

159. Smoking in compartments or coaches not set apart for that purpose is strictly forbidden, and Guards and station staff must see that the Bye-law on the subject is enforced.

160. Should complaint be made of the running of any carriage, the Guard must report the fact to the Station Master or Carriage Examiner, and enter the particulars on his journal, giving the number and cclass of carriage, but, if the Guard apprehends danger from such vehicle before it can be inspected, he must have it detached.

161. When ladies are travelling alone the staff must, if requested, endeavour to select a compartment for them (according to the class of their tickets) in which other ladies are travelling. If ladies wish to change compartments during the journey, the staff must enable them to do so.

162. The racks in carriages are provided for light articles only, and must not be used for heavy articles of luggage, which must, if possible, be placed under the seats when passengers desire to have the luggage with them, or otherwise loaded in the Guards' vans, or the proper luggage comparments. Any infringement of this instruction is attended by risk of injury to passengers, and this must be explained to any passenger objecting to comply with it.

163. Newspapers or other parcels must not be thrown from trains when passing through stations, or other places where the train does not stop, unless specially sanctioned by the Traffic manager. Where authority has been given for newspapers or other parcels to be thrown off, the Guard must, before throwing the package from the train, satisfy himself that all is clear, and the staff must warn persons who may be in the vicinity.

164. Where a deficiency of room occurs in a train on the journey, the Guard must advise the Station Master who must take steps, as may be necessary, to have the train strengthened.

165. The Guard and station staff must see that wokmen of the Company holding passes or free tickets when going to or from their work travel together, and, as far as possible, apart from other passengers. When a large number of workmen travel by the same train, separate accommodation must be provided for their use.

166. Prisoners and insane persons, with their escorts, must not be placed with other passengers, but in a separate compartment.

167. In the event of any passenger being drunk or disorderly, to the annoyance of others, the Guard must use all resonable means to stop the nuisance; failing which, he must have the offender and any luggage he may have with him removed from the train at the first station. The Guard must obtain the name and address of the offender, and also of one, at least, of the passengers present at the time.

168. A vehicle must not be attached to any train if the Guard considers it is unsafe to travel, nor must a wagon be attached to a train unless it is labelled or directed in accordance with Rule 169.

169. Every loaded waon must be labelled or directed on both sides to its destination, with the exception of mineral traffic in train loads for journeys not involving marshalling during, or on completion of, the journey

When it is necessary for any empty wagon to be labelled or directed to its destination, such wagon must be labelled or directed on both sides.

170. (a) When a vehicle is not safe to travel it must be labelled by the Examiner with a red "Not to Go" label on each side, and not allowed to travel.

When an Examiner has labelled a vehicle "Not to Go" he must advise the Guard or Shunter accordingly.

(b) When a vehicle requiring repair is fit to travel, it must, except when it has a defective brake, be labelled with a green "For Repairs" label on each side, and when empty forwarded to the place named on the labels.

If a vehicle is safe to carry a return load, it may be reloaded to the destination named on the labels, or to a place near thereto, in which case the Railway Company's Examiner at the reloading station must use green labels endorsed "May be loaded Home."

A vehicle with a defective brake but otherwise fit to travel must be labelled on each side with a white "For Repairs" label with the works "Defective Brake" printed across diagonally in red; the vehicle must not be loaded and the brake lever must be secured.

When a vehicle which is not fit to travel on a train requires to be transferred from one yard to another in the immediate vicinity it must be labelled on each side with a green and red "For Repairs -- Yard to Yard" label, and these labels will be authority for the vehicle to be taken to the yard shown on the labels.

(c) The labels referred to in clauses (a) and (b) must be placed as near as possible to the traffic (or destination) labels on each side of the vehicle.

(d) Any unquthorised person removing any of these labels will render himself liable to criminal prosecution.

171. (a) When vehicles containing live stock are attached to a train, the Guard must see that the doors are propely secured. On the journey he must avoid unnecessarily shunting such vehicles and the shunting, when requisite, must be done as genly as possible.

(b) Guards working trains by which live stock is conveyed must carefully examine the animals from time to time, as may be necessary, and satisfy themselves that they are travelling safely; if any are found down and require attention, or otherwise require attention, steps must be taken to have them put right as soon as possible, and the circustance recorded on the Guard's journal, the numbers of the vehicles and the sending and receiving stations being also given.

(c) Loads of live stock received at junctions from other Companies must be axamined to see that they are in good condition when exchanged, and in case of injury or death, the attention of the other Company's staff must be drawn to the fact at the time.

172. When a Guard receives delivery at a junction of any rolling stock in a damaged condition he must draw the attention of the Clearing House Number-taker or the Station Master to the circumstance and record it on his journal.

173. Except as shown in the second paragraph of clause (11) of Rule 240, Guards must not attach wagons loaded with goods liable to be set on fire by sparks or hot cinders, unless the wagons are properly sheeted. Such sheeted wagons must be placed as far as possible from the engine.

174. Every ballast train must be in charge of a Guard, who must have been passed as competent by the Traffic Department, and he will be responsible for the safe working of the train.

175. (a) Should a ballast train have to discharge or take up materials on any running line between two signal boxes, the Guard, before entering the section, must inform the Signalman of the fact, and of the probable time the work will occupy, so that the Signalman may give any instructions that may be necessary as to the shunting of the ballast train for other trains.

(b) The Guard of a ballast train which has to discharge or take up materials on a running line must be accompanied by a Handsignalman, who must act under his instructions, and who must have been passed as competent by the Traffic or Engineer's Department as the case may be.

(c) Except where special instructions are issued to the contrary, a ballast train may, after doing work in a section, return in the wrong direction to the signal box in rear provided the Driver is in possession of a "Wrong Line" order issued by the Signalman at that signal box (Form D, see Rule 184). If the "Wrong Line" order is not issued by the Signalman at the time the train enters the section, the Guard mustmake arrangements for the "Wrong Line" order to be obtained from the Signalman before the time arrives for the train to return.

176. Inspectors, Shunters, Guards, Drivers, Signalmen, and all others concerned, must make every effort to facilitate the working of trains and prevent any avoidable delay.