GSR Rule Book - 1933

TRAINS STOPPED BY ACCIDENT, FAILURE, OBSTRUCTION OR OTHER EXCEPTIONAL CAUSE.

178. (a) Should a train be stopped by accedent, failure, obstruciton or other exceptional cause the Guard of Guards, and the Fireman, must at once ascertain if any other line or lines used by trains running in the opposite or in the same direction are also obstructed, and, if so, they must immediately protect the obstruction on those lines in accordance with Rule 180. Where it is necessary for the Guard and Fireman to proceed towards each other for the purpose of ascertaining thether the opposite line is obstructed they must proceed along the off side (right-hand side in the running direction) of their train wherever practicable.

Immediately the train comes to a stand the Fireman, unless he is aware that a line in the opposite direction is obstructed, must proceed along the off side (right-hand side in the running direction) of his train wherever practicable, to the Guard and convey to him the Driver's request for any assistance that may be required. The Guard must also proceed alng the same side of the train twards the Fireman to confer with him, and must then protect the train in the rear in accordance with Rule 179, except that should the Guard have been advised or be aware that the block apparatus has failed he must protect the train before communicating with the Fireman.

(b) Should the train have arrived at the home signal or any line be obstructed within the protection of home signals worked from a signal box, the Guard or Fireman nearest to the box, must immediately advise the Signalman of the circumstances, and if no train is approaching on the obstructed line or lines, the instructions contained in Rules, 179, 180 and 181 need not be carried out, except when the block apparatus has failed and (i.) the train is standing at the home signal, (ii) the whole of it is not within the protection of that signal, (iii.) the train has arrived within the home signal and that signal remains in the Clear position. In all cases, however, should a train be approaching on the obstructed line or lines, the Guard or Fireman must immediately go toward such train exhibiting a hand Danger signal and put down detonators in accordance with Rules 179, 180 and 181 in addition to advising the Signalman.

(c) Should a train be detained at a station by station duties for a period of five minutes beyond its booked time and the signal box is switched out of circuit, the Station Master will be held responsible for the signals being placed at Danger, where the train can be protected by such means, except as shown in the last paragraph of this clause. The signals must again be lwoered after the train has left the station and is continuing its journey. At places where fixed signal protection cannot be afforded, the Station Master must arrange for the Guard, or some other competent person, to protect the trian in accordance with Rule 179 and must see that ther necessary detonators, flag, and hand lamp are readily available to enable these instructions to be complied with. At places where there is no station staff on dufy the Fireman must protect the train.

Where possible, the SIgnalmen at the box in advance and at the box in rear must be advised that the train is so detained.

The fixed signals must not be relied upon for the protection of a train unless they are plainly visible to the Driver of an approaching train, and the signal lamps are lighted, if necessary.

Where the signals are interlocked with the block instruments the signals must not be placed at Danger for the protection of the train, but the train must be protected in accordance with Rule 179.

(d) In the case of electric trains, the Motorman, where no Assistant Motorman is employed, must carry out the duties of the Fireman.

179. (a) Should the train not foul or not be dangerously near to any other line, the Guard if there be only one, or the rear Guard if there be more than one, must go back not less than $frac34;-mile, unless he arrive at a signal box within that distance, exhibiting a hand Danger signal to stop any train approaching on the obstructed line, and he must place detaontors upon one rail of the obstructed line, as under, viz. :--

1	detonator ¼-mile from his train,
1	detonator ½-mile from his train, and
3	detonators, 10 yards apart, not less than ¾-mile from his train.

Should a train approach on the obstructed line before the detonators have been laid down as prescribed, the Guard must immediately place 3 detonators on the line affected, as far as possible from the obstruction, and exhibit a hand Danger signal.

(b) In order to secure as quickly as possible the safety of the line and to obtain assistance and to regulate the working of the traffic, the Guard, after protecting his train by detonators, as above directed, must go to the signal box in rear, except as otherwise provided in the following paragraph and clause (f) of this Rule, continuing to exhibit a hand Danger signal, and advise the Signalman of the circumstances.

If it is not necssary fo the Guard to go to the signal box in rear he must, except as provided in Rule 181 (c), rmain at the ¾-mile point exhibiting a hand Danger signal to stop any train approaching on the obstructed line, until recalled by the Driver sounding the engine whistle or by other means. Should he be recalled either before or after reaching the prescribed distance he must leave on the rail at the point from which he is recalled 3 detonators, 10 yards apart, and return to his train, taking up on the way any other detonators he may have put down.

(c) Should assistance be obtained from the signal box in rear, the Guard must ride on the engine of the assisting train, and indicate to the Driver the position of the disabled train.

The assisting train must run at reduced speed, and great caution must be observed by all concerned.

(d) Except during fog or falling snow, it will not be necessary for the Signalman at the box in rear of the obstruction to detain the assisting train until the arrival of the Guard of the disabled train at his box, if information has been received from the Signalman at the box in advance of the obstruction that the Guard is coming back. On receipt of this information the Signalman in rear may allow the assisting train to enter the obstructed section after the Driver has been informed that the Guard of the disabled train is coming back, and he has been instructed to keep a look-out for such Guard. If there is a tunnel in the obstructed section the Driver of the assisting train must not enter such tunnel unless the Guard of the disabled train has come back and met the train, or it has been ascertained that the tunnel is clear.

(e) Should the engine obtained from the rear have to return in the wrong direction, the prescribed "Wrong Line" order, in accordance with Rule 184, should be obtained from the Signalman before the assisting engine enters the obstructed section.

(f) If the signal box in advance of the obstruction is nearer, or could be more quickly reached, then in order to advise the Signalmen concerned of the cause of the obstruction, and to arrange for assistance, the engine, if it be able to run forward, must be detached, and the Driver must proceed to the signal box in advance, having, if necessary, first obtained from the Guard protecting the train an order to return in the wrong direction as provided for in Rule 183(f). If the engine cannot be used for the purpose, the Fireman must go forward to the signal box and advise the Signalman of the circumstances, and, if it has been decided to obtain assistance from the front, and it is necessary for an assisting train or breakdown van train to travel in the wrong direction to the disabled train, the Fireman must take with him a "Wrong Line" order from the Driver as provided for in Rule 183 (g).

If when the Fireman arrives at the signal box in advance it be found that assistance is not available at that point, but can be given from the rear, the Fireman must at once return with the "Wrong Line" order to the Driver, who must cancel the order (by writing the word "Cancelled" across it, and the time of cancellation), and send the Fireman back with the cancelled order to advise the Guard that assistance will be given from the rear instead of from the front. The Signalman at the signal box in advance must immediately advise the Signalman at the signal box in rear of the curcumstances, and request that an assisting train be sent in from the rear; the assisting train may then, except during fog or falling snow, be allowed to enter the obstructed section in accordance with clause (d) of this Rule. The GUard protecting the disabled train, must stop the assiting train and not allow it to proceed to the rear of the disabled train until he has been advised by the Fireman of the altered arrangements for rendering assistance, and has seen the Driver's cancelled "Wrong Line" order, which the Fireman must afterwards return to the Driver.

During fog or falling snow it will be necessary for the Guard, after seeing the Driver's cancelled "Wrong Line" order, to proceed as quickly as possible to the signal box in rear, and accompany the assisting train.

(g) In the case of electric trains, the Motorman, where no Assistant Motorman is employed, must carry out the duties of the Fireman.

(h) When it is necessary for a Motorman to issue a "Wrong Line" order, he must himself (if an Assistant Motorman is not empoyed) go forward and deliver it to the Signalman at the box in advance.

(i) Should, for any reason, there be no Guard or the sevices of the Guard not be available, or should the stoppage or failure occur to a light engine, the Fireman must carry out the duties of the Guard.

180. (a) Should the train foul, or be dangerously near to, any line or lines used by trains running in the opposite direction, in addition to the Guard going back to protect the train in accordance with Rule 179 or clause (b) of this Rule, the Driver of the disabled train must immediately detach his engine, if it be able to travel, and run forward with it not less that ¾-mile from the obstruciton, where the Fireman must place 3 detonators, 10 yards apart, on any obstructed line or lines used by trains running in the opposite direction, and rejoin his engine.

In running forward the Driver must sound the engine whistle, exhibit a hand Danger signal, and, in addition, show a red head light when passing through a tunnel, or after sunset or during fog or falling snow, in order to stop any train that may be approaching on the opposite line or lines. Should a train approach on the obstructed line or lines before the detonators have been laid down as prescribed, the Fireman must immediately place 3 detonators on the line or lines affected as far as possible from the obstruction.

After the detonators have been put down, the Driver must continue to go forward with his engine to the nearest signal box, sounding the engine whistle, and inform the Signalman of the curcumstances.

Should the engine be disabled or there be any delay in detaching it, the Fireman must at once go forward, exhibiting a hand Danger signal, and place detonators on any obstructed line or lines used by trains running in the opposite direction, as under, viz. :--

1	detonator ¼-mile from the obstruction,
1	detonator ½-mile from the obstruction, and
3	detonators, 10 yards apart, not less than ¾-mile from the obstruction.

Should a train approach on the obstructed line or lines, before the detonators have been laid down as prescribed, the Fireman must immediately place 3 detonators on the line or lines affected, as far as possible from the obstruction, and exhibit a hand Danger signal.

After the detonators have been put down, the Fireman must continue to go forwrd to the nearest signal box exhibiting a hand Danger signal, and inform the Signalman of the circumstances. Should the services of a Fireman not be available, as in the case of an electric train or for any other reason, the Driver must perform the duties of the Fireman.

(b) Should the train foul, or be dangerously near to, any adjoining line or lines on which trains travel in the same direction, the Guard must (if he is aware that the Enginemen are availble to protect the opposite line if necesary) immediately protect such adjoining line or lines as well as the line on which his train was running, in the manner described in Rule 179.

In such case after the Guard has protected the obstruction in the rear on the line or lines affected he must, if any line or lines used by trains running in the opposite direction have been obstructed, satisfy himself that they are protected in accordance with clause (a) of this Rule.

(c) Should the train foul, or be dangerously near to, any line or lines used by trains running in the same or opposite direction, and the services of a Guard not be available, the Driver must immediately send his Fireman forward to act in accordance with clause (a) of this Rule and must himself go back or send some other competent person to protect the obstruction in the rear in accordance with Rule 179 and, if necessary, clause (b) of this Rule, so that the obstruction may be protected in both directions. Should the services of a Fireman also not be available, the Driver must arrange, if possible, for some competent person to protect the obstruction in the rear in accordance with Rule 179 and, if necessary, clause (b) of this Rule, and go forward himself and protect the line or lines used by trains running in the opposite direction as laid down in clause (a) of this Rule.

Should no competent person be available the Driver must, after protecting the obstructed line or lines used by trains running in the opposite direction, immediately reutrn and protect the trat of his train as laid down in Rule 179 and, if necessary, clause (b) of this Rule. Should, however, an adjoining line or lines used by trains running in the same direction be also obstructed he must use his discretion as to which line he protects first, but must protect all obstructed lines with as little delay as possible.

(d) Should the train foul, or be dangerously near to, any line or lines used by trains running in the same or opposite direction, and the Driver run forward without being aware of the accident, or should for any reason the services of the Enginemen not be available, the Guard must arrange, if possible, for some competent person to protect the obstruction in the rear, in accordance with Rule 179 and, if necessary, clause (b) of this Rule, and go forward himself and protect the line or lines used by trains running in the opposite direction as laid down in clause (a) of this Rule

Should no competent person be available the Guard must act in accordance with the instructions laid down for the Driver in the last paragraph of clause (c) of this Rule.

(e) If an assisting train or breakdown van train is required to enter the obstructed section, arrangements must be made in accordance with Rule 179, clauses (c), (d) and (e), or clause (f) as the case may be.

181. (a) Should the Guard, Driver or Fireman, as the case may be, inc carrying out the instructions in Rule 179 (a) or (b), or 180 (a), (b), (c) or (d), or clause (f) of this Rule arrive at a signal box within or beyond the ¾-mile point from the obstruction, he must place 3 detonators, 10 yards apart, on the obstructed line or lines un such a position as to prevent any train entering the obstructed section without passing over the detonators, and inform the Signalman of the circumstances. The Signalman receiving this information must place or maintain the necessary signals at Dnager to protect the obstructed line or lines and advise the Signalman at the box at the other end of the section of the circumstances.

The man who has gone to the rear box in accordance with Rule 179 (a) or (b), or 180 (b), (c) or (d) must, after carrying out the above instructions, either return to his train, or wait to accompany an assisting train according to circumstances.

The man who has gone to the box in advance in accordance with Rule 180 (a) must, after carrying out the above instructions, act under the instructions of the Station Master or Signalman, as the case may be.

Should the man in carrying out the instrucitons contained in Rule 180 (c) or (d) arrive at a signal box in advance or in rear, he must at once return and protect his train in the other direction, unless he is satisfied that this is being done, in which case he must act under the instructions of the Station Master or Signalman, as the case may be.

The 3 detonators placed on the obstructed line or lines at a signal box must not be taken up until intimation has been received that the obstruction has been removed. Should the detonators be exploded, the must be replaced by the Signalman.

(b) The Signalman receiving information of the obstruction from the Signalman at the other end of the section must place or maintain the necessary signals at Danger to protect the obstructed line or lines, and place 3 detonators on the line as prescribed in clause (a) until the obstruction has been removed.

(c) Should the distance of not les that ¾-mile, prescribed in Rules 179 (a) and 180 (a) fall within a tunnel, or close to the mouth of a tunnel nearer to the obstruction, or in any other position where, owing to the formation of the line or to some other circumstance, the Driver of an apporaching train would be unable to obtain a good and distant view of the hand Danger signal, the signal must be exhibited and detonators placed on the line at the end of the tunnel farther from the obstruction, or at such a distance over and above the prescribed distance of not less than ¾-mile as may be necessary to ensure the Driver obtaining a good and distant view of such signal.

Before entering any tunnel the man must place 3 detonators on the line, 10 yards apart, at the end of the tunnel nearer to the obstruction.

(d) After the obstruction has been removed the next train to pas through the section on each line affected must be stopped, the Driver advised of the circumstances, and instructed to travel cautiously through the section.

(e) Should a train, assisted by an engine in rear, be stopped by accident, failure, obstruction or other exceptional cause, and no other line or lines be obstructed, the protection of the train mustbe carried out by the Guard. Should any other line or lines be obstructed the services of the Fireman of the assisting engine must be utilised as necessary.

(f) In the case of a passenger train being stopped by the use of the communication between passenger, Guard, and Driver, the Fireman must, if there be only one Guard, go back and protect the train whilst the Guard attends to the requirements of the passenger who used the communcation. Should there be two Guards the rear Guard must go back and protect the train whilst the front Guard attends to the requirements of the passtenger. Should there be no Fireman the Guard must go back and protect the train whilst the Driver attends to the passenger.

(g) Should the Guard, Driver or Fireman, as the case may be, when proceeding to the signal box after placing detonators on the obstructed line or lines in accordance with Rules 179 (b) or 180 (a), (b), (c) or (d), arive at a station or other point where telephone communication exists which would enable earlier intimation to be given to the Signalman in regard to the obstruction and as to whether assistance is required, this must be used; the Guard, Driver or Fireman must afterwards proceed to the signal box if necessary.

(h) In the case of electric trains, the Motorman, where no Assistant Motorman is employed, must carry out the duties of the Fireman.

182. A Driver, on seeing a green hand signal waved slowly from side ot side from a signal box, must understand that his train is divided, exercise great caution and look out for the rear portion. The green hand signal waved slowly from side to side is also the authority for the Driver to pass the signal controlling the entrance to the section ahead worked from the box at which the green hand signal is exhibited should that signal be at Danger, but when doing so he must understand that the line ahead is not necessarily clear and that he has been allowed to enter the section for the purpose or avoiding or reducing the force of a collision with the rear portion and must keep a good look-out ahead.

The green hand signal must not be exhibited unless it is intended that the front portion of the divided train should enter the section in advance.

183. (a) When a train or portion of a train is left on any running line from accident or inability of the engine to take the whole forward, or from any other cause, the Driver must not return for it on the same line, except as ordered in clauses (f) and (g) of this Rule, but must cross on to, and travel along, the proper line, and must re-cross at hte nearest point behind the part left, which he must push before him until convenient to go in front again with the engine. If there be a crossover road immediately in fron of the train, and the operation can be performed within sight of the Signalman, the Driver may use such crossover road for the purpose of attaching his engine in front of the train.

(b) In cases where it is necessary to divide a goods train on an incline, owing to the inability of the engine to take the whole forward, both portions must, where practicable, be worked up the incline with a brake van in the rear. When a train is divided in this way at a station, or at an intermediate signal box, where a portion of the train can be disposed of, it will generally be found most convenient to shunt the front portion of the train into a siding, and take the rear portion forward first (with the brake van attached in rear) to the next station or signal box where there are means of disposing of it.

After the first portion of the train has been disposed of, the engine must return on the proper line, with the brake van, for the purpose of working forward the other portion of the train which has been left behind, and the brake van must, in that case also, be attached in the rear.

(c) Where a train is divided in a section between two signal boxes a tail lamp must not be carried on the engine or last vehicle of the front portion of the train before reaching the signal box in advance, where the Driver must stop and inform the Signalman of the circumstances; if the engine or front portion of the train has to pass into the next section a tail lamp must then be placed in the rear. The Signalman must not give the "Train out of section" signal until he has satisfied himself that the whole of the trian has arrived.

The man who divides the train must place 3 detonators, 10 yards apart, on the line not less than 100 yards ahead of the portion left behind.

In the case fo the train being accidentally divided the Guard in charge after protecting the rear portion must then return and place 3 detonators, 10 yards apart, on the line not less than 100 yards ahead of the portion left behind, afterwards taking the most expeditious steps to obtain assistance.

A white light must be placed on the leading vehicle of the rear portion before that portion is propelled to the signal box in advance or drawn back to the signal box in rear.

(d) When two Guards are employed with a train which has to be divided in a section the Guard in charge, after putting on the rear brake and securing the rear portion of the train so that it will remain stationary, must go back and protect it in accordance with Rule 179. The other Guard must uncouple the train, and ride on the front portion.

When there is only one Guard with the train, the Fireman must uncouple and ride upon the front portion, and the Guard must take the necessary measures to protect the rear portion.

The Guard of Fireman travelling with the front portion must ride upon the last vehicle or the nearest sutiable vehicle thereto. If there is no suitable vehicle he may ride on the engine.

(e) If the last vehicle of the front portion is not suitable for the Guard or Fireman to ride upon in accordance with clause (d), the Guard or Fireman must, before leaving with the front portion, take such steps as will enable him to be in a position to assure the Signalman on arrival at the box in advance that the front portion of the train has arrived complete.

(f) If it be found necessary to return to the train or rear portion of the train in the wrong direction from the signal box in advance, the driver must send his Fireman to the Guard to obtain his written authority to the Signalman at the first signal box in advance, authorising him to allow the engine to return from that point in the wrong direction (see Form A at end of Rule) and without this authority the Signalman must not allow the engine to return in the wrong direction to its train, The Signalman must retain this order. After giving such authority the Guard must continue to protect his train in the rear.

If the train, or rear portion of the train, has been left a short distance ahead of a signal box and is standing in such a position that the engine returning for it in the wrong direction will have to pas over any points worked from that signal box, the Guard, before issuing the "Wrong Line" order, must have it countersigned by the Signalman.

In the event of an engine assisting the trian in the rear, the Guard's "Wrong Line" order must be countersigned by the Driver of that engine.

If the front portion of the train cannot be disposed of at the first signal box in advance, and it is necessary for the engine and fron portion of the train to proceed to a signal box further ahead, the Driver must, if there is no crossover road at the first signal box, obtain from the Signalman there, before proceeding, A "Wrong Line" order (Form D -- see Rule 184) to return in the wrong direction from the box in advance. If, however, there is a crossover road at the first signal box the engine must be returned on the proper line of rails to that signal box and be there crossed to the line on which the rear portion of the train is standing, so that the engine shall not travel in the wrong direction further than is absolutely necessary.

A "Wrong Line" order form must be issued for each occasion on which it is necessary fort the engine to return in the wrong direction, as described above.

(g) When a train is brought to a stand on any running line, owing to the failure of the engine or from any other exceptional cause, it may be necessary for the engine coming to the asistance of the train or for the breakdown van train to travel in the wrong direction from the signal box in advance. In such a case the Driver of the discabled train must write out an authority on Form B (see end of Rule), for the Signalman at the first isgnal box in advance to allow the assisting engine, or the breakdown van train to travel in the wrong direction to the disabled train. The Fireman of the disabled train must hand the written authority to the Signalman, and accompany the assisting engine, or the breakdown van train, to his train, advising the Driver where, and under what circumstances, the disabled train is situated; the Signalman must retain the authority and show it to the Driver before allowing the assisting engine or breakdown van train to proceed in the wrong direction. The Driver of the disabled train after giving the order for the assisting engine or the breakdown van train to travel in the wrong direction, must not allow his train to be moved until the assisting engine or the breakdown van train arrives, unless satisfactory arrangements have been previously made to prevent the assisting engine or breakdown van train from coming in the wrong direction, and his Fireman has return and handed the "Wrong Line" order back to the Driver.

If the train has stopped a short distance ahead of a signal box, and is standing in such a postion that the assisting engine or breakdown van train travelling in the wrong direction will have to pass over any points worked from that box, the Driver, before issuing the "Wrong Line" order, must have it countersigned by the Signalman.

After sunset, or during fog or falling snow, or it the disabled train is left in a tunnel, the Fireman when proceeding to the signal box in advance must place 3 detonators, 10 yards apart, on the line not less than 100 yards ahead of the disabled train.

If there be no crossover road at the first isgnal box and it be necessary for assistance to be obtained from a signal box further ahead, the Fireman must, before proceeding to such signal box, obtain from the Signalman at the first signal box a "Wrong Line" order (Form D -- see Rule 184) to return in the wrong direction from the signal box in advance.

A "Wrong Line" order must be issued for each occasion on which it is necessary for a train to travel in the wrong direction, as described above.

(h) The Driver, when returning for the portion of his train that has been left behind, or when pushing such portion of his train, or the Driver of the assisting eninge or the breakdown van train as the case may be, must not pas any signal box without the permission of the Signalman.

(i) If, after a train has becom accidentally divided between two signal boxes and the front portion has not arrived at the home signal for the box in advance, the Driver requires to set back from a point in the section, the front portion may be set back to the rear portion, provided the two portion can be recoupled, but, before moving, the Driver must send his Freman to the Guard who is protecting the rear portion for a written authority to set back (see Form C at end of Rule). The Driver must retain this order.

If the engine returning for the rear portion in the wrong direction will have to pass over any points worked from the signal box near which the rear portion is standing, the Guard, before issuing the "Wrong Line" order, must have it countersigned by the Signalman.

In the event of an engine assisting the train in the rear, the Guard's "Wrong Line" order must be countersigned by the Driver of that engine.

(j) In the case of electric trains, the Motorman, where no AAssistant Motorman is employed, must carry out the duties of the Fireman.

(k) When it is necessary for a Motorman to issue a "Wrong Line" order, he must himself (if an Assistant Motorman is not employed) go forward and deliver it to the Signalman at the box in advance.

To be printed on PINK paper.

To be printed on GREEN paper.

To be printed on WHITE paper.

184. If, in case of accident, it is necessary for a train, or portion of a train, to return in the wrong direction to the signal box in rear, or for an engine or breakdown van train coming to the assistance of a disabled train to travel in the wrong direction to the signal box in rear, or if it is necessary for a ballast train working in section to return to the signal box in rear, the Guard or Fireman must first go or send some other competent person to the Signalman there, and obtain his permission in wiring (see Form D at end of Rule). The Driver must not move in the wrong direction until he has received such written permission, and if the engine or train is required to travel from the signal box in advance the "Wrong Line" order must be countersigned by the Signalman at that box. The Driver must return this order to the Signalman at the signal box at which it was issued.

A "Wrong Line" order must be issued for each occasion on which it is necessary for a train to travel in the wrong direction as described above, and a separate order must be issued by the Signalman in rear of each section through which the train will pass.

To be printed on YELLOW paper.

185. (a) When moving in the wrong direction, as laid down in Rules 175, 183 and 184, the Driver must proceed cautiously, travel at reduced speed, and make frequent use of the engine whistle by giving a series of "pop" whistles.

(b) When passing through a runnel, or after sunset or during fog or falling snow, a white light must be carried on the engine or leading vehicle when moving in the wrong direction under the authority of "Wrong Line" order form A, B or C, but if the movenment is performed under the authority of "Wrong Line" order form D, a red light must be carried on the leading vehicle.

186. Should catch poitns exist, arrangements must be made for securing them, and Drivers, when authorised to travel in the wrong direction under the circumstances referred to in Rules 175, 183 and 184, must not pass over such catch points until they have assured themselves that they are held or secured in their proper position for the train to run over them. Signalmen must, before authorising Drivers to run in the wrong direction, remind them of the existence of the catch points.

187. (a) In the event of any failure of, or accident to, some part of a train, it will generally be found desirable to bring the train to a stand as quickly as possible, but whether this course can be taken with safety, and how the stoppage can best be effected, must depend on the nature of the misthap to the train, the weight and speed of the train, the gradients, curves, and other conditions applying to the line, particularly as regards the position of points and crossings. In all cases when the whole of the trian remains upon the rails, it must be brought to a stand as quickly as possible.

(b) If the engine be defective, the sooner the train can be stopped the better. If any of the vehicles be off the rails, the brakes in the rear myst be instantly applied, in order that be keeping the couplings tight the disabled vehicles may be kept up and out of the way of the vehicles behind until the force of the latter is exhausted, it being desirable that the front portion of the train should be brought slowly to a stand. The application of the front brakes might result in further damage, and great care must be exercised in their application. In all cases the application of the ahnd brake behid a disabled vehicle will be attended with advantage.

(c) In the event of the rear Guard not promptly applying the brakes when the Driver whistles for them, the Driver must, if his train is fitted iwth the continuous brake, apply the same gradually, and with hudgement and care.

(d) Should any part of a train on which the continuous brake is not in oprtaion become detached when in motion, the front part of the train must not be stopped if this can be avoided before the rrear portion has either been stopped or is running slowly, and the rear Guard must promptly apply his brake to prevent a collision with the front portion.

(e) In all cases Drivers and Guards must act according to the best of their juedment and ability in the cirecumstances in which they are placed.

188. Should any vehicle in a train be on fire, the train must be stopped, and, if not protected by fixed signals, the GUard must protect it in compliance with Rule 178. The Fireman or the front Guard if there be two Guards, must detach the vehicles in the rear of those on fire; the burning vehicles must be drawn forward to a distance of 50 yards at least, then uncoupled, and left properly secured, until the fire can be extinguished, to effect which every effort must be made.