Bi ca Siping 
 
 . SED. IN: 
 
 “FOR WHICH > 
 
 4 MEDAL © 
 
 ann. j = oF 
 CERTIFICATE OF 
 6 WAS AWARDED 
 iit i the gle A Means ful ne a te Protection 
 
 CA TION IN TRAINS, 
 
 a ERS 
 
 mole tues eee 
 
| GARNHAM & COMPANY, 
 
 ELECTRICIANS AND TELEGRAPHIC ENGINEERS, 
 
 SASH COURT, WILSON STREET, FINSBURY, 
 | er ete) GIN ail, Cs, 
 
 Q HARPER'S Patent Interlocking Bloc 
 Telegraphs, 
 
 | FOR THE PREVENTION OF ERRORS IN SIGNALLING TRAINS, 
 
 use on the Lancashire and Yorkshire, London Brighton and South 
 i Coast, London and North Western, Midland Great Western of 
 Ireland, Dublin Wicklow and Weaford, and Sligo, Leitrim 
 
 and Northern Counties Railways. 
 
 TROUDLEY' Patent fneronimutnett 
 in Trains. 
 
 a4 
 | LONDON : 
 Hath My La by ALFRED J, POTTER, Crown eam Printing Works, 87, Brockley Road, S.E. 
 
 1882, 
 
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 W INSTRUMENT. IN USE: 
 re ON THE 
 ~ MIDLAND GRFAT WESTERN OF IRELAND, THE 
 . DUBLIN WICKLOW AND WEXFORD, AND- :- 
 THE SLIGO, LEITRIM AND NORTHERN COUNTIES 
 RAILWAYS. 
 
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 INSTRUMENT IN USE 
 ON THE 
 LANCASHIRE AND YORKSHIRE, AND MIDLAND 
 
 GREAT WESTERN RAILWAYS. | 
 
Tannen rm 
 fifth ti mi ti 
 
 Fig. 1. 
 
 Instrument used for Ordinary working, by Lancashire 
 and Yorkshire, and London and North Western 
 
 Railways. 
 
6. 
 
 THE FOLLOWING IS A BRIEF DESCRIPTION OF 
 
 HARPER’S PATENT TRAIN SIGNALLING 
 APPARATUS. 
 
 FHE annexed engravings will show the “peculiar advantages of 
 y the above Patent Sionalling Apparatus. 
 
 In all One Wire Systems, the Bell Signals between Signal Stations. 
 must be given on the same Plunger or Key that the last Sional was sent 
 on. Now, if the Signalman should by mistake press the Line Clear 
 Plunger in sending Bell Signalsginstead of the Blocked one, he would 
 clear the Line at the rear of the Train. This has frequently occurred.. 
 (See Board of Trade Reports on Railway Accidents). To prevent this, 
 and to give the Signalman a positive record of what he last done, the 
 Instrument here offered was designed whereby it may always be seen at 
 a glance the last Signal sent to the Signal Station at the rear, and as the 
 Interlocking principle is by means of a slotted bar, any number of 
 Plungers, Keys or Tappers may be locked up, leaving only those free that 
 cannot give conflicting Signals. 
 
 The Up and Down needles or arms are placed on different halves 
 of the dial—the top half of the dial showing the Signals received 
 from the distant Station, the bottom half showing the Signals sent, 
 whilst from the peculiar Safety Locking Apparatus which is intro- 
 duced, it is impossible for the wrong Signal to be sent by inadvertence ; 
 in fact, these Signalling Telegraphs ‘combine the greatest possible safety 
 in working with simplicity of construction, One line wire only is re- 
 quired for the system, which can be worked by any battery arrangement 
 having a low internal fesistance, the needles or arms’ being totally un- 
 affected by vibration, they therefore cannot fall away from their pins 
 on the dial. 
 
 The introduction of the Locking Plate to the instrument entirely 
 supersedes the use of a separate Ringing Key. This renders this system 
 far less complicated than any other Single Wire System. 
 
 Tt is impossible that a signalman can alter or in any way tamper 
 with these instruments either wilfully or inadvertently ; even in the 
 event of a needle or miniature semaphore arm being held back mali- 
 ciously during the transmission of a signal, the correct signal will be 
 recorded on the dial immediately the impedin nent 18 removed, showing 
 at once the direction in which the last current was sent through the coils 
 of the apparatus. 
 
 We claim for these Instruments a greater amount of safety, dure 
 bility, economy and efficiency, than any other “ One” Wire Block S stom 
 of Signalling. 
 
land 
 
 i 
 
 DESCRIPTION OF INSTRUMENTS AND 
 MODE OF SIGNALLING, 
 
 As used by the Midland Great Western of Ireland, the Dublin, Wicklow 
 and Weaford, and the Sligo, Leitrim and Ni orthern. Counties Railways. 
 
 THE Dial of the Instrument is divided into two parts—one part 
 being for the Up Line, and the other purt for the Down Line. There 
 are two miniature Semaphore Arms—the upper one colored Red, and 
 the other White. These arms work up and down, after the manner of 
 the Out-door Semaphore Signals. The upper or Red Arm is worked 
 from the next Signal Box in advance by electricity, and practically 
 corresponds with the position of the Out-door Distant Semaphore Arm 
 of that Box. The lower or White Arm is raised or lowered (by pressing 
 in the Plungers on the Instrument in the Box) in exact correspondence 
 with the movement of the Red Arm in the next Signal Box. 
 
 Underneath the Dial is a circular glazed opening in the Instru- 
 ment Case, through which the lettering upon a moveable Disc may 
 be read—the THREE following inscriptions appearing in succession : 
 
 a. On White Ground—AI]l Clear. 
 b. On Red ground—Train on Line. 
 
 c. On Green ground—Train off, but Section Blocked 
 (normal position). 
 
 The Disc is moved by a brass knob immediately below the opening ; 
 which also, at the same time, by means of the slotted bar contrivance, 
 frees one or other of two Plungers or Keys underneath the Knob. 
 
 The right-hand Plunger is colored White, and, when pressed in, 
 the lower arm on the Dial above it, and also the upper arm on the 
 Instrument in the next box, 1s lowered to * All Clear ” in acknowledgment 
 of the “ Be Ready” Signal. The left-hand Plunger is colored Red, 
 and, When pressed in, the lower arm on the Dial above it, and also the 
 upper arm on the Instrument in the next Box is raised to “ Danger” in 
 reply to the “ Train On” Signal. 
 
 Notre.—Signals. given on the Red Key Block the Line in the rear ; 
 Signals given on the White Key Clear the Line in the rear. The 
 position of the Semaphore Arms is not affected by any Signals which do 
 not block or clear the Line, when given upon either key that rs free at the 
 time vt is pressed mn. 
 
 The Red Arm shows the last ‘ block” or “ clear” Signal received 
 at the Station, and the White Arm the last “block” or “ clear” Signal 
 sent from the Station. 
 
 Each Instrument is also fitted with a Ringing Coil—viz., a Bell 
 for the Up Line, and a Gong for the Down Line. 
 
8 
 
 Whenever the Red Semaphore Arm is moved, or any Signal given 
 from the next Signal Box, the Bell or Gong will sound. 
 
 The Instruments are to be kept free from dust, dirt, or grease, &c., 
 and to be thoroughly cleaned not less frequently than once a week. 
 
 As it is of the utmost importance for the proper working of the 
 Electric Signals, that nothing of any sort should be placed upon or 
 beside the batteries,—Signalmen are cautioned not to place or permit 
 to_be placed, lumber of any description in the battery closets. 
 
 INSTRUCTIONS AS TO MODE OF 
 SIGNALLING.—WSee Code at end of Book. 
 
 To illustrate :—Train running from Signal-box A to Signal-box B ; 
 and from Signal Box B to Signal Box C : 
 
 1. When a Train is about ready to start from a Terminal Station, 
 or on receipt of the TRAIN ON Signal (at Box A) from the Box in the rear 
 fora passing Train, the prescribed Warning Signal, according to the 
 description of Train, is to be given to the Station in advance (B.) 
 
 2. If Station B is prepared to receive the Train he will, on receipt 
 of the Warning Signal, move his Disc to “ All Clear,’”’ and give on his 
 White Key the “ All Clear” Signal OO—OO in reply, thus lowering 
 the Electric Semaphore Arm at Box A. If, however, the Line is obstructed 
 at Station B, or from any cause the Train cannot be admitted to the 
 section between A and B, the latter will reply to A by giving the Ob- 
 struction Signal ODDD® on the Red Key, maintaining the Electric 
 Semaphore Arm at B in its raised or normal position. 
 
 3. Station A acknowledges B’s Signal. 
 
 4. On the departure of the Train from the Terminal Station, or of 
 a Stopping Train from an intermediate Station, or as a non-stopping 
 Train is seen approaching (Station A)—if the section a-head is clear, the 
 TRAIN ON Signal is to be sent to the Station in advance (B), viz. : @@. 
 Approaching Junctions, the Branch Line Trains are to be signalled 
 thus: @@@, to enable the Signalman at the Junction to distinguish 
 them from the Main Line Trains, and to arrange his Points and Signals 
 accordingly. 
 
 5. Box B moves his Disc to ‘‘ Train on Line,” and then gives one 
 beat on his Red Key in acknowledgement, which places Semaphore Arm 
 at Box A at “ Danger.” 
 
 6. Box A acknowledges by giving one beat on his Free Key, to 
 denote that his Red Arm has risen to “ Danger.” 
 
9 
 
 7. Box B next sends the “ Warning” Signal to Box ©, and awaits 
 the approach of the Train from the direction of Box A, Box C ac- 
 knowledges this Signal as directed above. 
 
 8. On the approach of the Train, Box B gives the TRAIN ON Signal 
 to Box C, and completes the Signal same as directed above. 
 
 9. On the passing of the Train, Box B moves his Disc to “ TRAIN 
 Orr—Section Blocked,’ and gives the Train Orr Signal, four beats 
 on his Red Key to Box A, maintaining the Red Arm at Box A at 
 * Danger,” its normal position. 
 
 10. Box A acknowledges Train OFF Signal by giving one beat on 
 his Free Key. 
 
 11. Box B awaits the receipt of the TRAIN OrF Signal from Box C, 
 which he acknowledges when received. 
 
 RECAPITULATION, 
 
 Station A gives Warning Signal to B, 
 
 B moves his Disc to ‘‘ All Clear,” 
 and acknowledges on his 
 White Key, lowering A’s 
 Arm. 
 
 ,» A acknowledges. 
 
 , A lowers Out-door Signals, 
 
 +P] 
 
 Station A sends Train On Signal to B. 
 
 B moves his Disc to ** Train On,” 
 and acknowledges on Red 
 Key, raising A’s arm, 
 
 , A acknowledges. 
 
 A raises Out-door Signals, 
 
 9) 
 
 ” 
 
 Station B sends Warning Signal to C. 
 »» C moves Disc to “ All Clear,” 
 and acknowledges on his 
 White Key, lowering B’s 
 Arm. 
 B acknowledges. 
 B lowers Out-door Signals. 
 
 Station B sends Train On Signal to C, 
 
 » © moves his Disc to “Train 
 On,” and acknowledges on 
 his Red Key, raising B’s 
 Arm, 
 
 »  B acknowledges, 
 
 ,  B raises Out-door Signals, 
 
 »  Bmoves his Disc to “ Train 
 Off,” and sends Train Off 
 Signal on his Red Key to 
 A. 
 
 All Signals are to be acknowledged, and no Signal is to be con- 
 sidered complete until the reply has been received. 
 
 Should a Signal not be replied to it must be repeated, until such 
 reply is received from the next Station. 
 
 No Private Signals are to be given between Station and Station on 
 any pretence whatsoever, nor is any addition to the Code of Signals to 
 be used without the written authority of the Manager. 
 
 All Signals are to be given steadily and distinctly, by the knob of 
 the plunger being pressed well home. The interval between the beats 
 should be one second, and between a series of beats a pause of three 
 seconds. It is important that the pause between groups of Signals 
 should be distinctly marked, and the Signalman receiving the Signal 
 must allow time for the total number of beats to be given before ac- 
 knowledging. 
 
10 
 
 | GENERAL REGULATIONS 
 For Working under the Absolute Block System. 
 
 The signalling of Trains on the Block Telegraph System does not 
 in any way dispense with the use of Home, Distant, Starting, Hand, or 
 Fog Signals, whenever and wherever such Signals may be requisite to 
 protect obstructions on the railway. The object of the system of Elec- 
 tric Train Signalling is to prevent more than one Train or Engine being 
 between any ‘two Signal Stations on the same line at the same time. 
 This is accomplished by not allowing any Train or Engine to leave a 
 Signal Station until the previous Train or Engine has been signalled as 
 having arrived at or left the Signal Station next in advance. 
 
 The Block Signal Instruments and Bells are exclusively for the sig- 
 nalling of Trains, and must not, under any circumstances, be used for 
 conversing, nor for any other purpose than Block Working, in strict 
 accordance with these instructions, and they must only be used by the 
 Signalman or other person specially appointed for the duty. 
 
 Rules as to Junction Absolute Block Working 
 As regards Passenger Trains. 
 
 JUNCTION 
 
 BOX 
 
 A MAIN UP LINE 
 
 B MAIN DOWN LINE 
 
 (a) In reference to Trains approaching Junctions the principle 
 must be acted upon, that when either or both Trains convey passengers, 
 and have to pass without stopping, they must not be allowed to approach 
 the Junction at the same time on Sections which converge to a fouling 
 point, either by running into one Line or by crossing each other to dif- 
 ferent Lines. 
 
 The foregoing Diagram is given as an illustration :—Whenever a 
 Passenger Train is signalled as having entered Section D, no Engine or 
 Train must be permitted either to pass from Section A to Section H, or 
 to enter Section I’; and whenever a Passenger Train has been signalled 
 as having entered Section F, no Engine or Train must be permitted to 
 enter Section D. 
 
 (6) In case either Train has to stop at a Junction, the Through 
 Train may be admitted to the Section, when the Stopping Train has been 
 
11 
 
 dealt with as specially directed, either by having stopped the latter dead 
 at the Junction Home Signal, or by keeping it at the Signal-box in the 
 rear ; orif both Trains have to stop, they may be allowed with all Signals 
 at Danger to approach the Junction on their respective Lines of Rails 
 as far as the Home Signals, where they must be stopped, and afterwards 
 be allowed to proceed as the circumstances of the case may require. 
 
 See Rules 45, 46, and 47. 
 
 HARPER'S PATENT INTERLOCKING 
 INSTRUMENTS FOR JUNCTIONS. 
 
 SPECIAL attention is directed to the great advantages of these Instru- 
 ments for use at Junctions—the great feature of the arrangement being 
 that, when a Signalman has cleared the line for a Main Line Train, it 
 becomes quite impossible for him to clear a branch line or siding atthe 
 same time, or vice versa, one or the other must be locked, and continue 
 so until the traffic is diverted. This object being accomplished by the 
 slotted mechanical arrangement there is no waste of battery power. 
 
 This ensures a oreater amount of safety in the working of Junctions 
 than has ever yet been possible under the old system. 7 
 
 The process of signalling the Trains is in accordance with the fore- 
 going Diagram and Instructions, and is to be carried out in strict con- 
 formity to the followi ing 
 
 TSU 9) IRA alfees 
 
 1. No Engine or Train is to be allowed to pass into a section unless 
 the Electric Semaphore Arm for the section into which it is about to 
 proceed has been lowered, and the section signalled, by the Station in 
 advance, as being clear. 
 
 2. Each Signalman is to communicate with the Signalman at the 
 adjoining Box, so as to announce the approach, departure, and arrival of 
 every Engine or Train ; and he is to enter (in ink) upon his Daily Train 
 Record, every Signal as it is received or sent. No erasure is permitted— 
 an incorrect entry must only be cancelled by drawing the pen through it, 
 but in such a manner that it may still be read, and the correct entry 
 must be made on the next line. 
 
 3. It must be clearly understood that not more than one Train is to 
 be on the same line or section at the same time. 
 
 4, If two or more Engines require to go between two Signal Stations, 
 they may be permitted to go coupled together at a slow speed, and they 
 may be treated as one Train. They are not to pull up in the Section 
 unless stopped by Signal ; nor must one or more Engines be detached 
 
12 
 
 from the leading Engine until they all pass the Signal-box at the other end 
 of the Section, and then only with the permission of the Signalman on 
 duty at the arrival Box. 
 
 The /ast Engine is to carry a tail lamp. 
 
 “Warning” or “ Be Ready” Signals 
 
 5. In order to give timely warning of the approach of all Trains, 
 and to prevent delay to Passenger Trains, by shunting operations on the 
 Main Lines, the Be Ready Signal, according to the description of Train, 
 must be given to the Station in advance when a Train is about ready to 
 start from a Terminal Station, or at an Intermediate Station, on receipt 
 of the “ Train On” Signal from the Station in the rear. The Station in 
 advance, if prepared to receive the Train, will move his Disc to * All 
 Clear,” and give the “ All Clear’ Signal OO—OO on his White Plunger, 
 thus lowering the Semaphore Arm in the next Box. If the Line is not 
 clear, and there be any possible danger at fouling points, the Obstruction 
 Signal is to be given in reply on the Red Plunger, and the Outdoor and 
 Indoor Signals maintained at “ Danger” until all obstruction on the Line 
 is removed, when the “All Clear” Signal may be sent on the White 
 Plunger, and the Train be permitted to proceed from the Station in the 
 rear, 
 
 6. If the “ Be Ready” Signal for a second Train is received at a 
 Box whilst the preceding Train is yet in the Section, the “Be Ready” 
 Signal for the second Train is merely to be acknowledged by one beat on 
 the Red Plunger, and entered upon the Record Sheet. When the first 
 Train is out of the Section, and the Train Off Signal for it has been sent 
 to the Box in the rear, the “ All Clear” Signal for the second Train may 
 then be given on the White Plunger. 
 
 7. When the Be Ready Signal is received, the description of Train 
 and time the Signal was received must be at once entered in the Train 
 Record ; and when the Train On Signal is received, the time must then be 
 recorded opposite the description. This will enable a Signalman to know 
 what description of Train is approaching and about to enter the Section, 
 and is a warning to clear the Main Line, by shunting unimportant Trains, 
 in order that no delay or slackening by Signals may be caused. 
 
 8. No Train, Engine, or vehicle of any description may be shunted 
 foul of any line on which a Passenger Train is approaching, after the , 
 Be Ready Signal for the Passenger Train has been received. 
 
 9. No Passenger Train may be shunted upon or across, or may in 
 any way foul a Line upon which another Train of any description is 
 approaching, after the Be Ready Signal for such Train has been received. 
 
 10, Ballast Trains are not allowed to stop to load or unload materials 
 between Stations without first stopping at the previous Station or Signal- 
 box, and informing the Station Agent or Signalman on duty of the in- 
 tended stoppage. 
 
“Train On” Signal. 
 
 11. After the Train On Signal has been accepted, and the Semaphore 
 Arm at the Station in the rear raised to ‘‘ Danger,” the Semaphore Arm 
 must not, under any circumstances whatever, be altered until the Train 
 has passed the Station to which it has been signalled, or the Cancelling 
 Signal has been received, intimating that the “ Train On” Signal was 
 given in error. 
 
 12. On receipt of this Signal for a Passenger Train, care must 
 be taken that no Train, Engine, or vehicle of any description is 
 brought upon or taken across the Main Line or Lines, and that no 
 other obstruction occurs, until the Train signalled has arrived at or 
 passed the Box. 
 
 13. In the event of a second Train or Engine arriving at a Signal 
 Station before the preceding Train or Engine has been telegraphed as OE? 
 from the Station in advance, it must not be allowed to enter the section 
 until the “ All Clear ”’ Sional i is received, excepting as laid down in Rules 
 Nos. 28, 34, 49, ; but it: may go slowly forward as far as the Line is clear 
 towards the Starting Signal, and there remain until that signal is lowered, 
 
 “Train Off” Signal. 
 
 14. In regard to Passenger Trains, and in regard to all Trains dur- 
 ing foggy weather or snow storms, the Line in “the rear section must 
 alwe ays be kept blocked until the preceding Train has been either shunted 
 clear of the Main Line or has passed the Advance Starting Signal (where 
 such is provided) ; or where there is no Advance Starting Signal, has 
 passed the Home Sional at least 300 yards, and is proceeding on its way 
 in the next section. 
 
 15. In regard to Cattle, Goods, Mineral or other Trains not convey- 
 ing passengers, the rear section must alw ays be kept blocked until the 
 preceding Train has either been shunted clear of the Main Line or has 
 passed the Advance Starting Signal (where such is provided) ; or where 
 there is no Advance Star ting Sional, has passed the Home Signal at least 
 300 yards, and is proceeding on its journey in the next section. Except 
 as follows :—If a Goods or Ballast Train is standing or shunting under 
 the protection of and within the Home Signal, and the Be Ready Signal 
 be received for a following Goods, or other Train not carrying passen- 
 gers, the All Clear Signal may be given in answer to the Be Ready Sig- 
 nal for it to enter the section. The All Clear Signal may also be given in 
 answer to the Be Ready Signal for a Goods, or “other Train not convey- 
 ing passengers to enter a section when a Goods or Ballast Train is Shunt- 
 or crossing the Main Line under the protection of and within the Home 
 Signal. | 
 
 16. All Signalmen, before giving the Train Off Signal, must take 
 care to have seen the Tail-lamp of the Engine or Train after its arrival. 
 
14 
 
 This is to provide against danger in case any portion of the Train may 
 became detached on the road, and applies more especially to heavy Goods 
 and Ballast Trains. In the day-time the Tail-lamp on the last vehicle 
 must be seen, as the last vehicle is to carry a Tail-lamp (not lit, except 
 during foggy weather), on all Trains. 
 
 Obstruction—“ Danger” Signal and ‘‘ All Clear” Signal. . 
 
 17. When any obstruction exists upon the Line beyond the protec- 
 tion of the fixed Signals on either side of the Box, or when shunting is 
 being performed, which cannot be fully protected by the Signals, the 
 “Obstruction ’’ Danger Signal must be given, by giving five beats on the 
 Red plunger, which will place the semaphore-arm of the next Box at 
 “Danger,” if it is not already at “ Danger.” 
 
 The Signalman receiving such Danger Signal, will instantly put his 
 Outdoor Signals to Danger to stop everything from proceeding in the 
 direction obstructed, and he will then reply by giving five beats on his 
 plunger. 
 
 18. On the removal of the obstruction, the All Clear Signal is to be 
 given by giving two beats twice on the White plunger, which must be 
 acknowledged by an exact repetition. The Station at which the obstrue- 
 tion existed will then give one beat on the Red plunger in reply, to com- 
 plete the Signal, raising the Red Arm at the next Box to “ Danger,” its 
 normal position. 
 
 19. Whenever, from the breakdown of any Engine or Train, or 
 other similar and unusual cause of obstruction at a Station or on the 
 Line, it may become necessary to block the Up or Down line, or both, the 
 Obstruction Danger Signal is to be given to the next Station or Stations, 
 as the case may require, from which Engines or Trains might approach ; 
 and the Electric, as well as the Out-door Signals are to be placed and 
 maintained at “ Danger” until the obstruction is cleared. (See also 
 Assistance Signal.) 
 
 20. When a Signalman has received a Train On Signal, and has 
 blocked the line behind the approaching Train, and that Train does not 
 arrive at his Box in the usual time, then, should he receive the Attention 
 Signal or any signal on the bell from the Box in the rear, which he does 
 not understand, he should always, under such circumstances, give the 
 Obstruction Danger Signal, so that the Signalman at the Box from 
 whence the Train is coming may know that the Train which he has pre- 
 viously signalled has not arrived, and that the line is still blocked. 
 
 21. Should a Departure Signal have been received, and the Train 
 not arrive within the usual time, the Signalman at the Box at which it 
 is due should immediately put on his Out-door Signals for Trains pro- 
 ceeding in an opposite direction, and only allow such to proceed under 
 verbal caution, as possibly an accident, fouling both roads, may have 
 occurred, 3 
 
15 
 
 22. The Obstruction Danger Signal is, in all cases, to be received 
 in the fullest sense of the word, as a “ Danger” Signal, and. every effort 
 must be made to stop any Train from proceeding on the road obstructed, 
 until the All Clear Signal has been received. 
 
 23. In the event of the Semaphore Arm being out of order, the 
 Obstruction and the All Clear Signals may be used temporarily for 
 acknowledgment to the Train On Signal and the Train Off Signal res- 
 pectively, instead of the ordinary method, as given in the above Signal- 
 ling Instructions. So soon as an arrangement 7 writing has been com- 
 pleted between the Signalmen at both ends of the section, the altered 
 code is to be adopted until the written arrangement is cancelled, when 
 the Semaphore Arm is put right. When the Obstruction and All Clear 
 Signals are thus temporarily used for signalling the Trains on the bell 
 only, the use of the Train Off Signal is to be suspended until the Sema- 
 phore Arm is again in working order. 
 
 24, All Obstruction Signals should be duly recorded after the 
 following manner :—The entry should be made under the line obstructed, 
 whether Up cr Down. In the column for the description of Train, the 
 word “ Obstruction’ should be entered, and under the column “ Line 
 Blocked ” the time at which the Obstruction Signal has been sent and 
 acknowledged ; and when the Obstruction has again been removed, 
 under the column “ Line Cleared,” the time at which the All Clear 
 Signal has been sent. 
 
 25. In the event of one Signalman breaking the Block Signal Rules, 
 and permitting a Train to pass his Box without having got “Train On” 
 acknowledgement for it, the Signalman at the other end of the Section, 
 when he sees the Train approaching him, should at once give the 
 Obstruction Signal, and repeat until acknowledged. When the Train 
 passes he will clear the Section with the “ All Clear”? Signal (see Rule 
 18) in the usual way and record the circumstance on his Daily Record, 
 and specially report it to the Manager. 
 
 OCCASIONAL SIGNALS. 
 “Cancelling” Signal. 
 
 26. Should a Signal have been missent from any unforeseen cause, 
 the same may be cancelled by giving siz beats on the Plunger. This is 
 to be acknowledged from the next Box, by the Signalman there arrang- 
 ing his Signals as they were before the receipt of the Signal thus 
 cancelled, and giving s7z beats on the White or Red plunger as the case 
 may require, and one beat in return is to be given to complete the Signal. 
 This Signal is sometimes useful, when, from sudden interruption to the 
 regular traffic, Trains are despatched out of time, thereby requiring the 
 former Signal to be cancelled, and a different one to be substituted. ‘The 
 
16 
 
 substituted Signal must be directly acknowledged before a Train or 
 Engine is allowed to advance into the Section ahead. The Cancelling 
 Sienal cancels the /ast Signal sent, but the Cancelling Signal is never 
 to be given for the purpose of cancelling a Be Ready Sional, until the 
 Train Off Signal for a previous Train has been received, if a Train was 
 in the Section when the Be Ready Signal was sent in error, 
 
 “Special Attention” Signal. 
 
 27. In the event of a Signalman observing anything unusual with 
 a Train on passing the Signal-box, such as signals of alarm by a 
 passenger, vehicle on fire, broken axle, or loose tyre, coupling chains 
 unhooked, tail lamps off or light out, goods falling off, &c., &c., and it 
 being very desirable and important to stop such Train at the next 
 Station, he is to call the attention of the Signalman in advance, by 
 giving seven beats on his plunger. The Signalman receiving this 
 special Signal will acknowledge by an exact repetition, and immediateiy 
 show ‘‘ Danger ’’ on his Home and Distant Semaphore Signals to the 
 approaching Train and stop it. If any part of the Train has been left 
 behind, he will send the Obstruction Signal to the Box in the rear ; but, 
 if, on the other hand, the Train is found to be complete and the Tail 
 Lamp alone is deficient or not lighted, he will give the All Clear Signal 
 to the Box in the rear. Should the Signalman receiving this Signal 
 have reason to suppose that there is any danger to a Train travelling in 
 the opposite direction, he must also stop that Train and inform the 
 Engine-driver of the circumstances, instructing him to proceed cau- 
 tiously. 
 
 ‘*Train passed without Tail Lamp” Signal. 
 
 28. To be given back to the Signal-box in 
 the rear when a Train has passed without a Tail 
 Lamp attached to the last vehicle. Seven Beats, in 
 
 The Semaphore Arm must be left at “ Danger” | two Groups of Five 
 at the Box in the rear ; and instead of giving the ) Seatsand TwoBeats 
 Train Off Signal, seven beats on the plunger are to | respectively— 
 be given—/ive beats—a pause—two beats—and | @@@ee—ee 
 they are to be repeated back from the Signal-box 
 in the rear. 
 
 The Signalman at the Sigenlher in the rear, who has received this 
 Signal, must stop the next succeeding Train, and warn the Driver and 
 Guard that something may have become detached from the preceding 
 Train, and that there was no Tail Lamp on the last vehicle ; and there- 
 upon the Train may be allowed to proceed cautiously to the next Signal- 
 box, and is to be signalled forward thus :—‘‘ Train proceeding under 
 Caution Signal” 0 e0000 
 
17 
 
 When the second ‘Train passes out of that Section complete, the All 
 Clear Signal is to be sent, and afterwards the Train Off Signal for the 
 second Train may be given, and the Train Signalling recommenced by 
 the Box in the rear in the ordinary manner, The circumstance must be 
 reported specially to the Manager. 
 
 “Attention to Instrument” Signal. 
 
 29. When the “ Train Off” Signal is not given for a very unusual 
 period after a train has passed a Box, or the Electric Semaphore Arm is 
 maintained at “ Danger” a longer time than would appear to be neces- 
 sary after the ‘‘ Be Ready” Signal has been sent to the Signal-box in 
 advance, the attention of the Signalman at that Box may be called to the 
 instrument,by giving eight beats slowly and distinctly, on the plunger. 
 This must be acknowledged by an exact repetition. 
 
 30. When the Electric Signal ina Signalman’s box remains on 
 a longer time than usual, the Signalman should remember that that is just 
 the time when he requires to be most careful. Signalmen sometimes 
 are over anxious to prevent the detention of a Train, but they should 
 bear in mind that it 7s always better to delay a Train than to run the 
 slightest risk of accident. 
 
 31. When a Signalman has reason to think that a wrong 
 Signal has been given from the Signal-box in the rear, the Signal 
 @0@-—@0 @0-—@@ may be sent to call the attention of the Signalman 
 in the rear, and to give him the opportunity of withdrawing the previous 
 Signal and giving it correctly ; but it is better not to acknowledge an 
 indistinct or doubtful Signal, and only to use this Special Signal in 
 special cases. 
 
 “Inspection” Signals. 
 
 32. The Inspector’s Signal of 27ne beats on the Plunger is only to 
 be used by that person for testing, examining, or changing the instru- 
 ments, and is to be acknowledged each time by an exact repetition. 
 Instruments should not be tested during such time as a Train is being 
 signalled by them. 
 
 So soon as the inspection of the instrument is completed, ten beats 
 will be given by the inspector, which is to be replied to by ten beats if 
 the inspection is to be continued. and by one beat if the apparatus has 
 been made right. 
 
 “Time” Signal. 
 33. Precisely at 10 o'clock, a.m., daily, on receipt of the Time 
 
 Signal on the Speaking Instrument from the Chief Office, the time is to 
 be sent from the Signal-box in circuit to the adjoining Block Signal 
 
18 
 
 Station, by giving ten beats on the plunger of the Signalling Apparatus. 
 The clocks are to be adjusted accordingly, and the Signal recorded on, 
 the Sheet. Ifthe Signal is delayed a minute or two, the accurate time 
 may be given to the next Box, by adding after the ten beats one, two, or 
 three beats to denote (after a pause) the minutes past ten o’clock. 
 
 ‘* Assistance” Signals. 
 
 These Signals may be used under the following circumstances, and 
 as directed below, at a Signal Box where there is no Speaking (‘Telegraph ). 
 Instrument :— : 
 
 If the Semaphore Arm of the next Signal-box 
 is not already at “ Danger,” give Five Beats—the 
 
 34. To Call for \Obstruction Signal—on the Red Plunger. On the 
 aid when the Line is Jacknowledgement of the Obstruction Signal, give 
 
 obstructed by an\z,,, were oe = ope 
 Pont Metin nice Five Beats a second time, clearly and distinctly, 
 
 cause. upon the Plunger; and these are te be re- 
 peated back, clearly and distinctly from the next 
 Box. 
 
 When a Relief Train, proceeding to the place of obstruction, reaches. 
 the Section on which the accident has occurred, the Signalman in charge 
 is to allow the Relief Train (but not more than one Train) to enter the 
 Blocked Section, having first brought the Engine to a stand, and having 
 personally warned the Driver of the nature and place of obstruction. 
 The Relief Train to be signalled forward, thus :—‘ Train proceeding 
 under Caution Signal” ©@-@@@68. When the Line is cleared of 
 the obstruction which has blocked the Section, the greatest care must be 
 observed in ascertaining that the Line is really clear, before the ordi- 
 nary Train Signalling is resumed, on the All Clear Signal being given 
 and repeated back. 
 
 35. To call for aid in 
 Sh ae enya ha ee: Give ten beats in two groups of five 
 sonal assistance is required ;\0¢#s each, on the Free Key. These 
 but when the Line is not(beats are to be repeated back from the 
 blocked, and there is no Train}next Box in a similar manner. 
 
 in the Section. 
 
 ‘Train Running Back” Signal. 
 
 36. In the case of a Signalman being aware of the fact of a portion 
 of a Train having become accidentally detached, or a Train running 
 back down an incline, he must immediately place his Signals for the 
 opposite Line to Danger, and stop the next Train going in that direc- 
 tion, und instruct the Driver to proceed cautiously, as the Line may be 
 obstructed. He must also call the attention of the Station in the rear, 
 towards which the portion of the Train may be running, by giving 
 twelve beats on the Red Plunger. The Signalman who has received this. 
 
19 
 
 Signal must stop any Train about to proceed on the same Line ; .and he 
 must take such protective measures as may be necessary, such as turning’ 
 the runaway Train across to the other Line, or into a Siding, as may be 
 most expedient under the circumstances. 
 
 “Divided Train Running Forward” Signal. 
 
 37. The “ Divided Train Running Forward” Signal of fevelve beats 
 in grours of three, repeated four times, is only to be used in the event of 
 a Signalman observing that a Train has become divided, and is running 
 in two or more parts. The Signalman receiving this Signal must stop. 
 any Train travelling in the opposite direction ; and if the divided Train 
 is running on a falling gradient, where the stoppage of the first part 
 would risk a collision by the second part overtaking it, the Signalman 
 must not exhibit the Danger Signal to stop the first portion, but must 
 give the Driver a Green Signal, either by flag or hand lamp, waving such 
 Signal from sidesto side, and must tell the Driver of the circumstances 
 as he passes ; if the ‘Train is running on a rising gradient, or when the 
 Line is Level, the Signalman must stop the first portion and deal with it 
 as expeditiously as possible to prevent the second portion coming into 
 collision with it. 
 
 Should any Train going in the opposite direction have been stopped, 
 it must be allowed to proceed after satisfactory evidence has been ob- 
 tained that the Line on which it is about to run has not been obstructed. 
 
 ‘‘Train or Engine Running Away” Signal. 
 
 38. If a Train or Engine has escaped withont any one on the 
 Engine, and is running away forward on the right Line, the section in 
 advance must be advised of the fact by giving fifteen beats on the Free 
 Key, in groups of three beats repeated five times. The Signalman 
 receiving this Signal must arrange for the Line on which the vehicles 
 are running to be cleared, and take such other measures as he may con- 
 sider most expedient under the circumstances, 
 
 ‘* Switch” Signals. 
 
 39. At Signal Boxes which are closed between Saturday night and 
 Monday morning, or during the night, switches are provided to enable 
 the Boxes on either side to be put through’ when the Box is closed. 
 
 40, When the time for leaving duty arrives, the Signalman at a 
 Switch-box, must not switch his apparatus out of circuit until the 
 sections on each side are clear of Trains. When that is the case, the 
 Signal of eleven beats on the Free plunger must be given to the Station 
 on each side, and upon receiving the acknowledgments in reply the 
 Switch may be closed. 
 
20 
 
 41. Signalmen at a Junction Box, and which are next to a Box 
 that switches through at a given time, must (when the time for leaving 
 ‘duty arrives) give the All Clear Signal, if there be no Train in the 
 Section, so as to release the Signalman at the Switching Through Box, 
 The Junction Rules and Rules 14 and 15 must be strictly carried out 
 before All Clear is given, 
 
 42, Upon taking duty in the morning the Signalman is to open the 
 Switch, and give notice to the Boxes he communicates with by eleven 
 beats on the White plunger, which must be acknowledged from the 
 Boxes on each side. 
 
 If the Sections are both clear at the time of opening, this is all that 
 need be done ; butif a Train, &c., is in Transit on either Line the Boxes 
 on each side must repeat to the Switch Station the Signals last sent 
 previous to the opening of the Switch Station. 
 
 The Switch Station must forward these Signals, and only give the 
 Train Off Signal when the Train or Trains have passed the Switch 
 Station, or the Train Off Signal has been signalled fronf the end of the 
 section, towards which the Train was travelling. 
 
 43. When the Signalman has switched his Box out of circuit, he 
 must lower all his Signals to “ All Right,” put his Signal lights out, 
 extinguish his fire and other lights, lock up the Box and deposit the key 
 as instructed. ; 
 
 Lightning Storms. 
 
 44, All Telegraph Instruments are liable to disturbance during light- 
 ning storms. When therefore any unusual Signals upon the Bell or upon 
 the Block Instrument with which it is in connection are observed, the 
 Testing Signal may be given by the Signalman upon his “ Free” key 
 which will be answered by the Signal Box in connection, and will 
 preserve or restore the indicators of the instruments at the position of 
 the Signals last sent and received. 
 
 Electric and Out-Door Signals. 
 
 As relating to their respective positions 
 
 45. When the Electric Block Signal, worked from another Signal 
 Station is at Danger in any Signalman’s Box, the out-door Signal for the 
 Line or Lines to which that Electric Signal applies must be also at 
 Danger. When the Electric Signal in any Signalman’s Box is off, the ~ 
 Out-Door Signals for the Line or Lines to which that Elecric Signal is 
 applicable must be off eacept at Junctions. When any Train is standing 
 at a Station, or when any Line is obstructed, the Out-door Signals must 
 be at Danger. 
 
 46. At the Signal-boxes the out-door Signals, and the Electric 
 Semaphore Arm at the next Signal-box in the rear, must always be kept 
 at Danger until the “ Be Ready” Signal is given on the Block Telegraph 
 
21 
 
 Instrument from the Station in the rear, when, if the Line is clear, 
 the Block and out-door Signals may then be lowered for the approaching” 
 Train. If the Line is not clear, and there be any possible danger at 
 fouling points, as mentioned in rules under Junction Absolute Block 
 Working, the Signalman receiving the Be Ready Signal must return the: 
 Obstruction Danger Signal and maintain his Block and out-side Signals 
 at Danger, until all obstruction is removed, when the All Clear Signal is 
 to be given and the Train On Signal may be accepted from and acknow- 
 ledged to the Station in the rear, and a Train be permitted to proceed, 
 
 47. After a Train has left a Station, and until it has arrived at or 
 passed the next Station in advance, the Electric Signal will be at Danger 
 as explained in Rules 14 and 15, consequently the out-door Signals. 
 which apply to the Line on which the Train has proceeded must also be: 
 at Danger and remain at Danger until the Electric Signal is taken off. 
 
 48. Inthe event of the Electric Signals getting out of proper working 
 order, the Blackboard is to be hung up out-side the Signal-box, so as to: 
 be visible to any Line-man passing in a Train, and the attention of the 
 Manager and Line-man is to be at once called to the circumstance by 
 wire or other expeditious means. | 
 
 49. When the Electric Signals are not working from any Station, 
 the Signalman will stop Trains or Engines and advise the Drivers and 
 Guards of the failure, and may then permit the Train or Engine to pro~ 
 ceed cautiously to the next Signal Station. The usual Time intervals, 
 prescribed in the General Rule Book, must be observed for Trains 
 following each other during the suspension of Block Working. 
 
 50. When Signalmen change duty a line should be drawn across the 
 book or sheet immediately beneath the last entry. The Signalman going” 
 off duty should sign his name above this line, accompanied by the remark 
 ** Off Duty” with the time at which he hands things over to his successor,. 
 as—‘ P. Murphy, off duty, 6 a.m.” The Signalman who “takes on’” 
 should sign his name under the line, with the remark—* D. O’Toole, on 
 duty, 6 a.m.” 
 
 51. Every Signalman is held responsible for keeping his Signal-box 
 strictly private, and he is not to allow any other person than the author- 
 ized Officers of the Railway Company or the Telegraph Department to 
 enter or remain in it, otherwise he will subject himself to dismissal, 
 
 52. Station Masters and Inspectors are held responsible for seeing 
 ‘that these regulations are strictly carried out, and that the utmost vigil- 
 ance and care is exercised by all concerned, in order to ensure safety, 
 
[SANCTIONED AND APPROVED OF BY THE BOARD OF TRADE. J 
 
 4 STROUDLEY'S 
 Patent Electrical Apparatus 
 
 PASSENGERS AND GUARDS, GUARD AND GUARDS, AND GUARDS AND 
 DRIVER, IN A RAILWAY TRAIN. 
 
 As in use on the London Brighton and South Coast, and Victorian 
 Government ate 
 
 "THE riven Chey importance of every passenger train being 
 fitted with an effective means of enabling passengers to call the atten- 
 tion of the guards of a railway train in motion, in case of danger or 
 alarm or from other ur gent cause or necessity, has been demonstrated so 
 repeatedly that no apolog ry need be offered for calling special attention 
 to a very simple, inexpensive and efficient apparatus for this purpose. 
 This invention has stood the test of running, under severe trials, for 
 several years on the London, Brighton and South Coast Railway system, 
 and has been selected from numerous competitive apparatus, and ordered 
 by the Board of Directors for general adoption on the whole of the 
 rolling stock of that Company. As this apparatus is the invention of 
 well-known and thoroughly practical railway officers, the foregoing 
 result was to be expected. 
 
 Numerous mechanical methods have from time to time been intro- 
 duced, all of which fell short of the most essential requirements, 7.¢., 
 a ready and instantaneous means of communication between guard and 
 quard, in addition to the passenger means of calling the attention of the 
 guards and driver, as it is well known that the guard or guards in the 
 after part of a train cannot at all times hear the engine whistle, when 
 sounded for the brakes to be applied, or when whistling for the signal.* 
 Now, by this means of communication, a code of signals is maintainable 
 throughout a journey ; one sharp ring on the bell given and repeated 
 meaning “ All right ;” two sharp rings, *‘ Look out. Be ready 
 to apply the brakes ; ;’ three rings, “Slip carriages at 
 speed ;” or a continuous ringing, sf Use ‘all means for stopping 
 the train.” For instance, a signal is against the train; the driver 
 whistles for the signal, and the front euard - rings the bell tivice. Now 
 
23 
 
 the after-guard may be sorting luggage or parcels. These he would 
 immediately leave, and repeat. the two rings. back-on the bell, looking 
 himself for the signal, although, from the state of the weather, or any 
 other cause, he could not at all times see it. Duri ing the interval the 
 signal may be taken off, when the front guard would immediately give 
 one sharp ring, which would be repeated by the after-guard, and the 
 journey resumed. 
 
 A simple interchangeable key or pull, which enables passengers to 
 communicate, is provided in each compartment or carriage. This pull 
 when withdrawn cannot be restored to its original position by the pas- 
 senger ; the bells, therefore, continue ringing, until the train is stopped, 
 and thus the compartment or carriage from which the signal has been 
 rung can be ascertained. 
 
 The bells in the guards’ vans are » each provided with their own 
 batteries, and are, like the whole of the apparatus, interchangeable, so 
 that a bell will suit any break-van, and the electric circuit is completed 
 by lowering the bell instrument into two bracket pieces. The bells are 
 also provided with a clamp-piece, which may be attached to the ordinary 
 cord communication, thereby enabling the bell to be universally em- 
 ployed either for the communication at present in use, or for electric 
 coinmunications generally. 3 
 
 Electric ‘slip couplings” are used for slip portions of a train. 
 These do away with the necessity for stopping a train when the weather 
 is foggy or hazy, as the slip portion gets the signals for slipping by bell 
 signal from the front-guard, these are repeated back by the second- 
 guard when the train is severed. 
 
 The accidental separation of a train is also made to give its own 
 signal to the guards for stopping the several portions of a train, if 
 “yequired, This contrivance may also be used with the ordinary cord 
 communication, without the electric keys in the compartments. 
 
 Each carriage, with its fittings, is complete in itself, and is readily 
 connected or disconnected from any portion of a train. 
 
 The apparatus may be inspected, by permission of W. Stroudley, 
 Esq., Locomotive Superintendent, Brighton, or on application to the 
 Sole Manufacturers. 
 
 od e 
 
GARNHAM & COMPANY, 
 
 TELEGRAPH ENGINEERS, 
 
 Manufacturers of Harper's Patent Block or Space Signalling Interlocking 
 Telegraph Instruments, for the Prevention of Errors in 
 Signalling (One-Wire System. ) 
 
 SASH COURT, WILSON STREET, FINSBURY, 
 
 LONDON, E.C. 
 
. ry 1 a As S a 
 Pr cn 9 Serpette PIT HE on seen Rey Mee aioe j 
 ‘ 7 + vs a Cor 
 re ee 
 
 a 
 
 = +i 
 
Ag 
 
 1G 
 
 CODE OF ELFC 
 
 Given 
 Signification. by 
 Station. 
 * 
 ‘Acknowledgment Signal vee .|AorB;) @ 
 
 “Warning Signals.” 
 
 Be ready for a Passenger Train, or Relief Train or Engine ... ss A @- 80 
 Be ready for a Goods, Cattle, Coal, or Through Ballast Train, or Single 
 Engine te i sas a, ; A ee -@ 
 For a Ballast Train Stopping in the Section A ee-—e-—4 
 y;Engine assisting at rear of Train Be A 6e-2ee- 
 “Block” Signals. 
 Train On “c az ve oe A @o 
 »  »y Branch Line Train (Junction Signal) A oes 
 Train Off ws 43 B MDDODO 
 Obstruction Signal—Danger - es Se A DOODD- 
 All Clear Signal {Ye rely toa Waring Signal (ore Ziles 6 4 4).- | 1] OOO 
 “Occasional” Signals. = 
 Cancelling Signal in Me ao a ie ee A eeoed0e 
 Special Attention Signal—Stop and Examine Train (to Box in advance) A SOGGRE 
 Special Attention Signal—train passed without Tail Lamp (to Box in rear) ... A DOODLE 
 Train proceeding under Special Caution Signal (sce Rules 27 & 32)... A @e-—ee6 
 Attention to Instrument Signal (to Box in advance) A ©eose4 
 . 7 , (to Box in rear) A ee—ee- 
 Shunt Train for another Train to pass A @eoogo6 
 Inspection Signal—commencing Inspection A CO69 66 
 9 .9 closing Inspection A GOoose 
 Time Signal— A? 10 o'clock, a.m., daiiy — SCeooe 
 Obstruction- 
 Assistance Signal—when Line Obstructed A jane 
 DDODOD 
 og when Line Not Obstructed ... ost A eeeee- 
 Switch—Opening or Closing Signal 43 i ae --|AorB| @@@e@e@€ 
 Train Running Back in wrong direction ... ds ant ae A DOOOOA 
 Divided Train Running in proper direction es . ie A @e@ oC 
 Train or Engine Running Away in proper direction A eee—e6 
 
 The dots represent the Plungers or Keys to be pressed in making the Signals, viz. :—(—) indi 
 
 by which the “ All Clear” Signal is transmitted ; and @ means either Key which may be unloe 
 * Station A is the Box on the spot, and Station B the Box in advance, towards which the 
 
 t Engine Assisting —When a Train is assisted by an Engine in the rear, the Train must be 
 immediately after the Train has entered the Section, and the Signal “ Train On” has been 8 nt 
 acknowledged by one beat from the Box in advance. The “ Train Off” Signal must not be giv 
 shunted or otherwise properly protected by the Signals. a 
 
 3, 
 i 
 
wlC SIGNALS. 
 
 How given in Beats. : by How acknowledged in Beats. 
 8tation 
 
 (One) | Aor B! @ 
 
 (One—pause—Two) B COO-OG 
 
 (Two—pause—One B OO—-OO 
 a) (Two—pause—One ;—given Twice) B OCO—-OO 
 g (Three Twos) B Oo 
 
 (Two) B DO 
 (Three) B @) 
 (Four) A st] 
 (Five) | In rear] @@@@@ 
 (Two—pause—Two) A @ 
 (Two—pause—Two) | In rear} @@—@@ 
 
 » 
 | (Six)| B | QOQCO0O 
 t (Seven) B DDODODDD 
 B (Five—pause—Two) | In rear] @@@@ @—e@ 
 ) (Two—pause—Five) B OD—-ODDOCDOD 
 > (Hight); B | ODDODOOO 
 »--89@ (Four Twos) | In rear} @@—@@—@@—@@ 
 -S8S (Seven—pause—Two) B @ 
 d® (Nine) B 690569906 
 boo (Ten) B @ or ©@9OOOOOCEO 
 »60 (fen)| — |@ 
 anger—Signal 
 (Five) lie SO666 
 
 wledged 
 
 (Five a Second Time) @086Ges 
 Py ey) (Five given Twice) B @@e090- @e@69Ce 
 p@OC® (Eleven) | A or Bj} @@@@OOOCOCSO 
 DDOODD (Twelve) | In rear} @ 
 -@ee eee (Four Threes) B D 
 900 000-000 (Five Threes) oS 6. 
 
 is the Red Key (by which the “ Train On” Signal is accepted) ; CQ indicates the White Key 
 at the time at the Station sending the Signal. 
 
 1 is supposed to be running in the usual course. Sey : 
 
 alled in the usual manner by the “ Be Ready” Signal, denoting the description of Train, and 
 “ Hingine Assisting ” Signal must also immediately be given on the Plunger, which is to be 
 ntil the Engine assisting at the rear of the Train has arrived at the Box in advance, and been 
 
Gaylord Bros. Inc. 
 Makers 
 Syracuse, N, Y, 
 
 SR apes 
 
 iG 
 
A 
 3 0112 112085334