The LMSR "New Lines" Rulebook

This page contains the complete LMSR rules for operation on the New Lines. Only the following changes have been made:

• Page numbers are not shown, but references to other pages are left unchanged; they should be obvious.
• Bold, CAPITALISED, and italic text is as in the original.
• Text in small italics was actually in the margins of the original.
• Struck-out text was also struck out in the original copy; this presumably indicates an error that was later corrected.
• Tables and diagrams may not be exactly identical to the original, particularly in layout, but the content of the material is unaltered. In particular, the original diagrams used outline circles with letters in to indicate colours, while this page uses coloured circles.

ADDITIONAL INSTRUCTIONS RESPECTING THE MULTIPLE ASPECT AUTOMATIC AND SEMI-AUTOMATIC COLOUR LIGHT SIGNALLING INSTALLATION ON THE ELECTRIFIED LINES BETWEEN CAMDEN No.2 AND WATFORD JUNCTION No.4 SIGNAL BOXES.

Description and function of signals. 80. (a) Multiple aspect automatic and semi-automatic colour light signals are in use on the up and down electrified lines between Camden No. 2 and Watford Junction No. 4 signal boxes.

Multiple aspect signals are indicated by an illuminated red Marker light placed on the signal post under the main light or lights except where the next signal is of the ordinary semaphore type. The Marker light will not be exhibited when the main light exhibits a green, or yellow, or double yellow aspect.

Where the Marker light is placed vertically under the main light or lights the signal must not be passed at "danger" except as laid down in Instruction No. 81.

Where the Marker light is placed under but to the left of the main light or lights the signal may be passed at "danger" after the train has been brought to a stand at the signal for ONE MINUTE, as laid down in Instruction No. 81. These signals are REPEATER signals, and will normally exhibit the "caution" aspect when the next signal is at "danger," and the "clear" aspect when the next signal is exhibiting a "clear" or "caution" aspect, but should the line be occupied between a Repeater signal and a certain point beyond the next signal in advance, the "danger" aspect will be exhibited. Train stops are not provided at Repeater signals.

The indications that may be given by multiple aspect signals will be as under:-

MARKER LIGHT.	OR
Meaning of Aspects.	DANGER. STOP.	DANGER. STOP AND PROCEED AFTER ONE MINUTE.	CAUTION - PREPARE TO STOP AT NEXT SIGNAL
Meaning of Aspects.	PASS NEXT SIGNAL AT RESTRICTED SPEED.	CLEAR.

Note:- When trains for Croxley Green Junction direction are brought to a stand at signal HS2 for Watford (High Street) box, or up trains are brought to a stand at signal WN4 for Willesden (New Line) Station box, the exhibition of the proceed aspect "yellow over red" means "Special caution - line occupied ahead of next signal."

Automatic signals are worked entirely by the passage of trains over track circuits. Semi-automatic signals are signals which can be controlled from a signal box or ground frame in conjunction with track circuiting.

The normal aspect exhibited at automatic signals and at semi-automatic signals when working automatically is "clear." After the leading wheels of a train pass a signal the aspect changes to "danger", and the signal is held in this position until the rear of the train passes a certain point beyond the next stop signal in advance.

Each signal is provided with a plate bearing a letter (or letters) and number for identification purposes. Repeater signals are indicated by an initial letter "R".

(b) Where an indication of direction is given at a junction outer signal, this will be shown as below:-

Running signal		Clear. Junction signal off for right-hand route.
Running signal		Attention. Junction signal off for right-hand route.
Running signal		Clear. Junction signal off for left-hand route.
Running signal		Attention. Junction signal off for left-hand route.

Terminal Stations. (c) At terminal stations the signal controlling the entrance to the station will exhibit a yellow aspect in the main light when the platform line is clear throughout. When the platform line is occupied permission for a train to draw forward as far as the line is clear will be given by the Marker light changing to a small yellow calling-on aspect, as shown on page 48.

	Marker light call-on indication
Meaning of Aspects.	CALL-ON. PROCEED AS FAR AS THE LINE IS CLEAR.

Procedure where "danger" aspect continues to be exhibited. 81. (a) If from any cause a "danger" aspect continues to be exhibited in the main light or lights of an automatic signal or semi-automatic signal when working automatically, the red Marker light, where fixed vertically under the main light or lights, will automatically change to a small yellow "calling-on" aspect, as shown above, after a train has been brought to a stand at the signal for ONE MINUTE, and the train stop has been operated to the off position. When this call-on aspect is exhibited the driver may proceed forward slowly towards the next signal, having his train under complete control and prepared to stop short of any obstruction. One long whistle must be given before proceeding past the signal.

(b) On semi-automatic signals a plate bearing the letter "T" (black on white ground) is fixed on the post of the signals. This indicates a telephone is provided at or near the signal, and in the event of a Marker light not changing from red to yellow after ONE MINUTE the driver must proceed to the telephone applicable to that signal, advise the signalman that the train is waiting at the signal, and act in accordance with the signalman's instructions. See Instruction No. 89.

NOTE:- Drivers of up electric trains detained at Watford (High Street) Station in consequence of signal HS2 being at danger, at Harrow (New Line) Station in consequence of signal HR4 being at danger, or drivers of down electric trains detained at Queen's Park Station in consequence of signal QP3 being at danger, need not proceed to the telephone to advise the signalman that their train is waiting at the signal until the train has been at a stand for three minutes.

Failure of Telephones. Should the driver find that the telephone at a semi-automatic signal is out of order, he must give two long whistles, which will be an intimation to the guard that the telephone is out of order, and the guard must at once proceed to the signal box or ground frame from which the signal is controlled and obtain instructions from the signalman or person in charge. Should the guard find that the signal box or ground frame is closed he must return to his train and inform the driver accordingly. In these circumstances the drive may pass the signal at Danger and proceed forward slowly towards the next signal, having his train under complete control and prepared to stop short of any obstruction.

(c) On automatic stop signals a plate bearing the letter "A" (black on white ground) is fixed on the posts of the signals. This indicates that in the event of a failure of the Marker light to change to a small yellow aspect, a driver may, after waiting THREE MINUTES at any such signal, proceed past the signal at "danger" towards the next signal, having the train under complete control and prepared to stop short of any obstruction.

(d) Where the Marker light is fixed below but to the left of the main light, trains may be allowed to pass such signal at "danger" after having been brought to a stand at the signal for ONE MINUTE, but the driver must, in such cases, proceed forward slowly towards the next signal, having his train under complete control and prepared to stop short of any obstruction.

(e) If the next stop signal in advance is at "Danger" the instructions laid down in clauses (a), (b), (c), or (d) as the case may be, must be carried out. If the next stop signal in advance is at "Caution" or at "Clear" the driver must continue to proceed cautiously to the next stop signal beyond.

(f) In every case when a train is allowed to proceed past a signal at "danger" in accordance with preceding clauses (a), (b), (c), or (d), as the case may be, it must be realised that the signal is possibly at "danger" due to the presence of a train ahead, a broken or misplaced rail, or an obstruction on the track. It is, therefore, of the utmost importance that the greatest caution should be exercised by drivers. One long whistle must be given before proceeding past the signal.

(g) A driver who has had cause to treat a signal in accordance with clause (c) or (d) of this instruction must sound his whistle on approaching the next station which is open and must inform the Station Master at the station of the circumstances, who must arrange for the attendance of the lineman, and advise the District Control Office. The information must state the identification letter and number of the signal.

Steam Trains. 82. When it is necessary for a steam passenger train to travel over any portion of the electrified line where colour light automatic signalling is in operation, the speed of such trains must in no case exceed 25 MILES per hour. The speed of a freight or ballast train must not exceed 15 MILES per hour.

Turning Train at Croxley Green Triangle. 83. When it is necessary for trains or engines to be turned via Croxley Green triangle such trains or engines must in all cases travel over the up line from Watford High Street to Colne Junction signal box in order to avoid interference with the train describer cancelling track on the down line.

Hatch End and Wembley Indicators. 84. An indicator is provided near the down platform starting signal (HE1) at Hatch End station and one near the down platform starting signal (WB1) at Wembley (New Line) Station which will show the destination of each train, and although these signals may show a "clear" aspect a driver of a stopping train must not proceed until the correct destination of his train is exhibited.

In the event of an incorrect destination being shown, the driver must call the attention of the station staff to it, and advise them the correct destination.

In the event of no indication being shown, the driver must call the attention of the Station Staff and on the assurance of the Station Staff that a correct description has been given, the driver may proceed.

L.P.T.B.line at Queens Park. 85. In no circumstances must a L.M.S. train be allowed to run on to the L.P.T.B. line at Queen's Park No. 3 signal box.

Protection of isolated sections. 86. Should electricity be cut off from the conductor rails in accordance with Instruction 36 on any section of the line where automatic signalling is in operation, the signals in rear of the sub-station section gaps at each end of the section which has been made "dead" will be automatically placed or maintained in the "danger" position, so as to ensure that trains do not "bridge" the gaps.

An indicator lettered "Track dead" is provided on the signal or signals protecting each sub-station section gap, which in the event of electricity being cut off will become illuminated. In no circumstances must drivers proceed past a signal so long as the "Track dead" indicator remains illuminated. When the indicator is again extinguished and the signal at which the train has been standing exhibits a "proceed" aspect, a driver must not move his train forward until instructed either by telephone or verbally that the District Control office have authorised the train to proceed.

The signals protecting sub-station gaps and at which "Track dead" indicators are provided are shown on page 52 and drivers must keep a sharp look-out and do everything possible to bring their trains to a stand before bridging a gap should the signal change to a "danger" aspect from any cause, when a train is approaching.

When electricity is cut off from two or more consecutive sub-station sections, as may be required for steam train working or for any other purpose, the signals at each gap, between dead sections will work normally but the "Track dead" indicators on these signals will not be illuminated.

LIST OF SIGNALS PROTECTING SUB-STATION SECTION GAPS AND AT WHICH "TRACK DEAD" INDICATORS ARE PROVIDED:-

The person requesting the sub-station attendant to make the track "dead" must immediately advise the District Control Office and the Signalman at the next box open in advance and in the rear of what is being done, and give the letter and number of the signal protecting the section which has been made "dead." He must also at once advise the District Control Office when electricity has been restored and all is in order for trains to proceed.

Should a train have been detained at a signal owing to the "Track dead" indicator being illuminated, the Station Master or Signalman, as the case may be, must in no circumstances authorise the driver to proceed when the "Track dead" indicator is again extinguished and the signal exhibits a "proceed" indication, until he has received instructions from the District Control Office to do so.

Train Stops. 87. Trains stops are provided at all automatic and semi- automatic signals other than Repeater signals.

Defective Train Stops. In the event of a train stop failing in the "off" position, the driver or other employee observing the irregularity must report it to the signalman at the next signal box or to the staff at the next station, and if the train stop is at a semi-automatic signal, a hand-signalman must immediately be appointed and posted at the signal. This hand-signalman must, after the passing of each train, place one detonator upon the running rail opposite the signal and keep a detonator on the rail during the time the signal exhibits a "danger" aspect.

IN THE EVENT OF A TRAIN BEING TRIPPED AT A SIGNAL EXHIBITING A "CLEAR" OR "CAUTION" ASPECT, THE DRIVER MUST TREAT THE SIGNAL AS BEING AT "DANGER" AND ACT IN ACCORDANCE WITH INSTRUCTION No.81 Clause (b) or (c) RESPECTING PROCEDURE TO BE ADOPTED WHERE THE "DANGER" ASPECT CONTINUES TO BE EXHIBITED.

Observation of Trains by Staff. 88. Station staff and men working on the line must be careful to notice each train as it passes. If they observe anything unusual such as signals of alarm by a passenger, arcing, or any apparent defect on the train, or a train without a tail lamp or with a tail light out when it should be burning, they must at once telephone the particulars to the next station or signal box in advance or the District Control Office whichever is the most convenient. If the circumstances require it the Station Master must arrange for any train going in the same or opposite direction to be stopped.

The Station Master receiving the telephone message must at once arrange to have the train stopped and dealt with as may be found necessary, and, if the circumstances require it, also arrange to stop any train proceeding towards the signal box or station from which the message was received.

Should there be any reason to believe that the permanent way has been damaged or fouled, trains must not be allowed to proceed until the line has been examined and found to be safe for the passage of trains.

Emergency telephones. 89. Emergency telephones are provided at stations, at certain intermediate places, and at or near all signal posts bearing a white enamel plate with black letter "T," for the purpose of enabling trainmen to communicate with signal boxes both in advance and in the rear. Separate circuits are provided for the up and down lines, and a complete list, showing the position and number of each telephone, is given on pages 55, 56 and 57.

Instructions how to use the telephones are exhibited in the telephone box at each place, and the trainman using the telephone must give his grade, the title of the train he is working, and the number of the telephone he is speaking from before delivering his message. Trainmen and signalmen must not terminate the conversation until they are satisfied a complete understanding has been reached.

Bell communication is not provided from the signal boxes to the emergency telephones, and calls cannot therefore be originated by the signalman.

When a call is made communication is simultaneously established with the signal box open in advance and in rear, except that in the case of telephones at semi-automatic signals, communication is made with the box (when open) from which the signal is controlled and the box in rear.

When trainmen make use of the telephone for the purpose of asking permission to proceed past a semi-automatic signal at "danger" in accordance with the instructions laid down, authority must only be given by the signalman at the signal box controlling the signal at which the train is standing, when such signal box is open. When the signal box from which the signal is controlled is closed and such signal is therefore working automatically authority must only be given to pass such signal by the signalman at the box in advance.

Trainmen must be careful to ascertain with which signal box they are in communication, and should their call be answered by the signalman at the box in rear they must, if permission is required to pass a signal at "danger," explain the circumstances and then wait until their call is answered by the signalman responsible for authorising the train to proceed, and act on his instructions.

In the event of a ground frame being opened the emergency telephone circuits will be automatically connected with the ground frame in the same way as if it were a signal box, and in such cases the person in charge of the ground frame must observe the instructions as laid down for a signalman.

90. The following additions or modifications to the Book of Rules will apply on the Section of the Electrified Line where Multiple Aspect Automatic and Semi-automatic Colour Light Signals are in use.

Rule 34:- Fixed signals consist of semi-automatic, automatic, automatic repeater, calling on, siding and shunting signals.

Rules 35 (b/iv) and 44:- The "calling-on" indication is given by the Marker light being changed to a small yellow aspect; otherwise the provisions of Rule 44 will apply.

Rule 136:- If a train overruns an automatic or semi-automatic signal which is at "danger," it may come to a stand in such a position as to prevent the signal clearing when the section ahead is clear. It will, therefore, be necessary for the train to proceed with the signal at "danger" and the provisions of Instruction No. 81 must be observed.

If a train fails to stop at a station at which it is timed to call and completely passes the station platform starting signal before coming to a stand, the train must not be set back to the platform unless the instructions laid down in Rule 184 are carried out.

Should only part of a train pass the platform starting signal at a station where it is timed to call and the signal protecting the train is not controlled from a signal box, or if the signal is controlled but the signal box is closed, the train may be set back into the station if the movement can be completed within three minutes from the time the train comes to a stand in the first instance provided no train can be seen approaching on the line concerned.

If the movement cannot be completed within this time the train must not be set back into the station until the instructions laid down under the heading of "Rule 184" on pages 61 and 62 have been complied with, except that it will not be necessary for a "wrong line order" to be issued.

If a train is required to be set back into a station where the signal protecting the train is controlled from a signal box that is open, the setting back movement must not be made until the permission of the signalman has been obtained, and his assurance received that the levers of the signals protecting the movement have been placed to the "on" position.

Rule 178:- The second paragraph of clause (a) and clauses (b) and (c) of this Rule do not apply where colour light automatic signalling is in operation.

Rule 179:- The provisions of this Rule will not apply where colour light automatic signalling is in operation, but DURING FOG OR FALLING SNOW, should a train be stopped by accident, failure, obstruction or other exceptional cause or when a train has been detained at a signal more than ONE MINUTE the guard must at once go back, exhibiting his hand danger signal, a distance of 100 yards and place three detonators 10 yards apart upon the obstructed line. He must then return to his train and ascertain the nature of the stoppage. Should the driver find he can proceed before the guard arrives he must give 3 whistles which must be repeated by the guard as soon as he returns, and until repeated the driver must not proceed.

If assistance is required the guard must proceed to the nearest telephone and advise the signalmen at the boxes on either side the circumstances and position of the train. If a second train has in the meantime arrived in rear of the disabled train and can be utilised to propel the latter this may be done in accordance with Instruction No. 47, and the signalman advised on arrival at the next station. The signalmen must in all cases immediately advise the District Control Office of the circumstances.

In the event of the failure of a train making it necessary for the guard to ride in the leading cab and for the train to be driven from the intermediate or rear cab, in accordance with instruction No. 47, the driver will be responsible for carrying out the protection of the train in accordance with the provisions of Rule 179, as amended in the preceding paragraphs of this instruction.

Rule 180:- Should a train foul or be dangerously near to any line or lines used by trains running in the opposite direction, it will be the duty of the guard to at once go forward to protect the opposite line or lines.

In the event of fog or falling snow making it necessary for the guard to protect the train in rear, in accordance with the first paragraph of the instructions under the heading of Rule 179, or if for any other reason the guard is not available, it will be the duty of the driver, in the absence of an assistant guard or other competent person, to at once go forward himself on foot to protect the opposite line or lines.

The person going forward for this purpose must exhibit a hand danger signal and place detonators on any obstructed line used by trains running in the opposite direction and on which automatic signalling is in operation, as under:-
  One detonator 100 yards from the obstruction
  One detonator 200 yards from the obstruction
  Three detonators, 10 yards apart, not less than 1/2 mile from the obstruction

At places where switches are provided for wrong line working which place the signals to danger, such switches must, when practicable, be operated by the person going forward to protect the opposite line.

Unless it is necessary in accordance with Rules 179 and 180 to protect an opposite or adjacent line on which automatic signalling is not in operation, he must then remain at the 1/2-mile point, exhibiting his hand danger signal until he is recalled or until he stops an approaching train and has informed the driver of the circumstances and instructed him not to proceed until he receives instructions to do so.

The person protecting the opposite line must then proceed to the nearest telephone and inform the signalman in advance and in rear of the disabled train of the circumstances unless he is aware this has already been done, and afterwards rejoin his train.

Should the person going forward to protect the opposite line become aware of a train approaching on that line before the detonators have been laid down, as prescribed, he must immediately place three detonators on the line affected and exhibit his hand danger signal.

Should the person going forward to protect the opposite line on which automatic signalling is in operation come to a signal box or ground frame that is open and which controls the signals protecting the line affected before he has reached a distance of 1/2 mile, he must place three detonators on the line opposite the signal box or ground frame, and after advising the signalman or person in charge of the ground frame of the circumstances and satisfying himself that the signals have been placed at "danger" to protect the obstructed line, unless it is necessary for him to protect another line or lines in accordance with Rules 179 and 180, he may then rejoin his train, leaving the detonators on the rail opposite the signal box or ground frame and taking up on his way back any other detonators he may have laid down.

Should the services of the driver or any competent person not be available during fog or falling snow, the guard must go forward to protect the opposite line or lines before proceeding back to protect the rear of his train.

Rule 181:- The provisions of this Rule must be carried out as far as they apply, having regard to the modifications of Rules 179 and 180 on lines where colour light automatic signalling is in operation.

Rule 183:- In the event of it being necessary for wrong line order forms "A" or "B" to be issued, and there is no signal box at the station in advance, the station must be regarded for this purpose as the signal box and the Station Master or person in charge as the signalman. When it is necessary for a driver to issue a wrong line order he must himself go forward and deliver the wrong line order.

Rule 184:- In the event of it being necessary for a wrong line order form "D" to be issued in accordance with this Rule for a train or part of a train to return on the wrong line towards a station where there is no signal box, the station must be regarded for this purpose as the signal box and the Station Master or person in charge as the signalman, and the following instructions must be complied with:-

A competent person, if the guard is not available, must convey the wrong line order form "D" to the driver of the train, or part of train, which requires to be brought back and pilot him to the place at which it is intended the train should stop.

The person in charge at the station must place himself in a position to control by hand signal the movement of the train or part of train which requires to be brought back.

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