GSR Rule Book - 1933

34. Fixed signals consist of distant, home, starting, advanced starting, calling-on, warning, siding and shunting signals.

In certain instances signals are repeated, in which cases the additional signals are known as repeating signals.

35. (a) Semaphore signals are generally of the two-position type, the indications being shown thus :--

Distant Signals.

	BY DAY.					BY NIGHT.
Caution position.						Yellow (or red where used) light.
Clear position.		or		or		Green light.

Stop Signals (Home, Starting and Advanced Starting).

	BY DAY.					BY NIGHT.
Danger position.						Red light.
Clear position.		or		or		Green light.

(b) Other types of signals include :--

(i.) Three-position semaphore signals--the indications being shown thus :--

	BY DAY.	BY NIGHT.
Danger position.		Red light.
Caution position.		Yellow light.
Clear position.		Green light.

(ii.) Colour light signals--not provided with semaphore arms, the day and night indications being given by means of lights only, i.e., red for Danger, yellow for Caution, and green for Clear.

(iii.) Banner type signals--consisting of a small arm on a central pivot and working in a circular frame, or on a plate, illuminated at night.

(iv.) Small semaphore arms for calling-on, warning, and shunt-ahead signals--the indications by day being similar to those of stop signals; the normal indication by night being a small white or red light and the Clear indication a small green light.

NOTE.--In some cases the normal position of calling-on signals is not indicated by a light at night.

In some cases the arms are distinguished thus :--

Calling-on--	by the	letter	C.
Warning	,,	,,	W.
Shunt-ahead	,,	,,	W.

(v.) Ground signals (disc or dwarf) and semaphore signals with small arms used in place of disc or dwarf signals--the normal indication by day being a yellow or red disc, or a short yellow or red arm in the horizontal position, and by night a yellow or red light. The Clear indication by day is given by the disc being turned off or the arm lowered, and by night by a green light.

NOTE.--In some cases the normal indication is a small white light and in other cases no light is shown when the signal is in the normal position.

Ground signals (colour light)-- the normal indication being a yellow or red light and the Clear indication a green light.

(c) Automatic semaphore stop signals worked without control from a signal box are in some cases distinguished by the arms being pointed at the ends.

(d) Back lights, where provided for fixed signals, show a white light to the Signalman when the signals are at Danger, and are obscured when the signals are in the Clear position.

(e) Fixed signals, as a rule, are so placed as to indicate by their positions the lines to which they apply. Where more than one home, starting or siding signal is fixed on the same side of a post the top arm applies to the line on the extrer left, and the second arm to the line next in order from the left, and so on.

At some places only one arm is provided and a letter or number exhibited to indicate the line over which the train will run.

(f) Except where otherwise authorized, the normal position of fixed signals is Danger, or Caution in the case of distant signals.

DISTANT SIGNALS.

36. (a) Distant signals are placed at some distance in rear of the home signals to which they apply, and where necessary below the home, starting or advanced starting signal, applicable to the same line, of the signal box in rear.

(b) Where only one distant signal is provided for a diverging junction such signal applies to all trains approaching it.

(c) The Caution position of a distant signal indicates to a Driver that he must be prepared to stop at the home signal to which it applies.

STOP SIGNALS (Home, Starting and Advanced Starting).

37. (a) Where starting signals are provided the home signal must not be passed at Danger except as follow :--

Exceptions.

(i.) When calling-on signals are lowered (Rule 44).

(ii.) Where automatic signals are in use (Rule 55).

(iii.) When signal is defective or cannot be lowered owing to failure of apparatus or during repairs (Rules 77, 78, and 81).

(iv.) When single line working is in operation during repairs or obstruction (Rule 197).

(v.) When necessary at stations where absolute block working is in force for an engine to be brought to the rear of a train to attach or detach vehicles or to remove vehicles from the section. (Rule 116/(b).)

Where a home signal controls the entrance or trains into the section ahead the provisions of Rule 38 apply to such signal.

(b) Where a starting signal is not provided and it is necessary for a train which has been stopped at the home isgnal to be brought within that signal before the line ahead is clear, the Signalman before lowering the home signal must verbally inform the Driver as to the state of the line ahead and what is required of him.

If, when the train is stopped at the home signal, it is not possible for the verbal communciation to be made Rule 40 must be observed.

When the line ahead is clear, the signal for the train to proceed must be given by the Signalman showing the Driver a green hand signal held steadily.

38. (a) Where advanced starting signals are provided, the starting signal must not be passed at Danger except as follow :--

Exceptions.

(i.) When calling-on signals are lowered (Rule 44).

(ii.) Where automatic signals are in use (Rule 55).

(iii.) When signal is defective or cannot be lowered owing to failure of apparatus or during repairs (Rules 77, 78, and 81).

(iv.) When single line working is in operation during repairs or obstruction (Rule 197).

(b) Home signals where starting signals are not provided, starting signals where advanced starting signals are not provided, and advanced starting signals, control the entrance of trains into the section ahead, and must not be passed at Danger except as follow :--

Exceptions.

(i.) When warning or shunt-ahead signals are lowered. (Rules 45 and 46).

(ii.) Where the position of siding connections or crossover raods renders it necessary fot the signal controlling the entrance to the section ahead to be passed for shunting purposes and a shunt-ahead signal is not provided, a Driver may, for this purpose, pass the signal at Danger upon being directed to do so by the Signalman, either verbally or by a green hand signal held steadily, but he must not go forward on his journey until the starting (or advanced starting) signal has been lowered.

(iii.) During failure of instruments or bells when it is necessary for a train to be brought within the protection of the home signal, in accordance with Block Regulation 25, clause (e), and a shunt-ahead signal is not provided, upon the Driver being instructed verbally by the Signalman, but the Driver must not proceed on his journey until the starting (or advanced starting) signal has been lowered, or until authorised to do so in accordance with clause (b) or Rule 37.

(iv.) Where automatic signals are in use. (Rule 55).

(v.) When signal is defective, or cannot be lowered owing to failure of apparatus or during repairs. (rules 77, 78 and 81).

(vi.) When single line working is in operation during repairs or obstruction. (Rule 197.)

(vii.) When a train is required to enter an obstructed section and the Driver is instructed verbally by the Signalman. (Block Regulation 14.)

(viii.) When an engine is required to enter a section to examine the line, and the Driver is instructed verbally by the Signalman. (Block Regulation 14A)

(ix.) When necessary to allow the front portion of a divided train to proceed into the section ahead. (Rule 182).

39. (a) When a stop signal is at Danger the stop signal next in rear of it worked from the same signal box must not be lowered for an approaching train until the train is close to such signal and has been brought quite, or nearly, to a stand.

During fog or falling snow, the Driver of a train stopped, or nearly stopped, at a signal next in rear of a starting signal must, when practicable, be verbally informed that he is only to draw forward towards the starting signal.

NOTE.--This clause (a) does not apply to multiple-aspect signals.

(b) During for or falling snow--unless track circuit or other apparatus is provided in connection with the advanced starting signal to avoid the necessity for trainmen having to go to the signal box to carry out Rule 55--a train must not be drawn past the starting signal towards the advanced starting signal except for station duties or shunting purposes, or where special instructions are issued to the contrary.

(c) The Driver of any train which has been stopped or brought nearly to a stand in accordance with clause (a), must, after the signal has been lowered, draw slowly forward to the next signal and be prepared to stop at the signal box if necessary. When proceeding towards a starting or advanced starting signal at Danger, he must (except for station duties or shunting purposes, or as shown below) only proceed as far as is necessary to leave the last vehicle well clear of junction points and junction crossings, and, as far as practicable, within sight of the Signalman. Where there are no junction points or junction crossings the Driver must bring his train to a stand in a convenient position for the carrying out of Rule 55.

Where track circuit or other apparatus is provided in connection with the starting oradvanced starting signal, to avoid the necessity for trainmen having to go to the signal box to carry out Rule 55, the Driver must draw forward to the starting or advanced starting signal.

40. When a Signalman wishes to communicate verbally with a Driver he must stop the train at the signal next in rear of the signal box for this purpose, but if it is not then possible for the verbal communication to be made, he must lower the signal (or calling-on signal where provided) for the train to draw forward, and stop it at the signal box by exhibiting a red hand signal. The Driver must not proceed until he clearly understands the verbal communication and has received the necessary authority.

Rule 41, Clause (a) Paragraphs 1 and 2.

When a train is allowed to go forward under Block Regulation 5, and a stop signal is provided in advance of the box, the Signalman must, if the train has not already passed the Home Signal, bring it quite or nearly to a stand at that signal before lowering it, and must as the train is approaching the box, exhibit to the Driver, a green hand signal, held steadily, which the Driver should acknowledge by giving a short whistle as an indication that he understands that the section is clear to the next Home Signal, but that the station or junction ahead is blocked.

The necessary fixed signals may then be lowered for the train to proceed.

If the Driver does not acknowledge the hand signal, the signal controlling the entrance to the section ahead must not be lowered until the train has been brought to a stand at it.

If there is not a stop signal in advance of the box, the Signalman must stop the train in accordance with Rule 40, and verbally instruct the Driver that the Section is clear to the next home signal but that the section or junction ahead is blocked, after wich a green hand signal, held steadily, must be exhibited to the Driver.

If the train is assisted by an engine in rear, or two trains are coupled together, a green hand signal, held steadily, must be exhibited to the Driver of each engine.

Where a warning signal is provided the green hand signal must not be exhibited.

(b) Except where instructions are issued to the contrary, when a train has passed the signal box and is brought to a stand owing to the signal controlling the entrance to the section ahead being at Danger, the lowering of such signal must be taken by the Driver as an indication that the section is clear to the next home signal but that the station or junction ahead is blocked, and he must regulate the speed of his train accordingly.

REPEATING SIGNALS.

42. Repeating signals, where provided, are placed in the rear of, and repeat the indication given by, the signals to which they apply.

When a repeating signal indicates that the stop signal is at Danger, the Driver must proceed cautiously towards the stop signal.

MULTIPLE-ASPECT SIGNALS.

43. Where three-aspect signals are provided, the Caution aspect indicates to a Driver that he must be prepared to stop at the next isgnal, and the Clear aspect indicates that hes muxst be prepared to find the next signal showing either the Caution or Clear aspect.

Where colour light signals having more than three aspects are provided, one yellow light indicates to a Driver that he must be prepared to stop at the next signal, and two yellow lights indicate the he must be prepared to find the next isngal showing one yellow light.

CALLING_ON SIGNALS.

44. (a) Calling-on signals, where provided, are placed below home signals, or starting signals where advanced starting signals are provided, and when the calling-on signal is lowered the Driver must draw forward cautiously as far as the line is clear.

The lowering of the calling-on signal does not authorize the next stop signal to be passed at Danger.

(b) Except where authorized, the calling-on signal must not be lowered until the train has been brought to a stand at it.

WARNING SIGNALS.

45. (a) Warning signals, where provided in connection with Block Regulation 5, are placed below the signal controlling the entrance to the section ahead. The lowering of the warning signal must be taken by the Driver as an indication that the section is clear to the next home signal, but that the station or junction ahead is blocked and he must regulate the speed of his train accordingly.

(b) The warning signal must not be lwoered until the train has been brought quite, or nearly, to a stand at it.

SHUNT-AHEAD SIGNALS.

46. Shunt-ahead signals, where provided, are placed below the signal controlling the entrance to the section ahead, and when lowered, authorise the latter signal to be passed at Danger for shunting purposes only, and a train must not proceed on its journey until the signal controlling the entrance to the section has been lowered.

GROUND SIGNALS (DISC OR DWARF), SEMAPHORE SIGNALS WITH SMALL ARMS, AND SMALL COLOUR LIGHT SIGNALS, USED IN PLACE OR DISC OR DWARF SIGNALS.

47. Disc or dwarf signals, semaphore signals with small arms, and small colour light signals, are used to regulate the passage of trains from a siding to a running line, from a running line to a siding, between one running line and another, and to control shunting operations

In cases where these signals have a yuellow disc or arm or exhibit a yellow light they may be passed, without being lowered, for movements in a direction for which the signal when lowered does not apply.

48. (a) Where a signal is provided to control the exit from a siding and a train is ready to depart, a Driver must not proceed until such signal has been lowered, nor must a Driver whilst waiting for the signal to be lowered, allow his engine to stand foul of any other line.

(b) When a signal applies to more than one siding and more than one engine is in the sidings, a Driver must not move towards the signal so as to foul any other siding until he has been instructed to do so by the person in charge of the shunting operations.

TRAINS SHUNTING OR RUNNING IN WRONG DIRECTION.

49. Distant, home, starting, advanced starting, calling-on, warning and shunt-ahead signals apply only to trains travelling in the proper direction on the running lines, and must not be used for any other purpose, except as provided in Rule 197. Trains moving in the wrong direction on any running line or shunting from one running line to another, or shunting into, or out of, sidings connected with running lines, must, unless fixed signals are provided for such movements, be signalled verbally, or by hand signal, as occasion may require.