SIGNALS.

These Signals will be made by Flags in the Daytime, and by Lamps at Night.

In addition to this, any Signal, or the arm, waved violently, denotes danger, and the necessity of stopping immediately.

1. When the Line is clear, and nothing to impede the progress of the Train, the Policeman on duty will stand erect, with his Flag in hand, but show no signal, thus—

2. If it be necessary to proceed with Caution, the Green Flag will be elevated, thus:—

3. If it be necessary to proceed with Caution from any defect in the rails, the Green Flag will be depressed, thus:—

4. If required to stop, the Red Flag will be shown and waved to and fro, the Policeman facing the Engine.

5. Engine-Drivers must invariably stop on seeing the Red Signal.

6. As soon as the Engine passes, the Policeman will bring his flag to the shoulder.

7. Every Policeman will be responsible for having his Hand Lamp in good order and properly trimmed.

8. On a stopping Train, or one travelling slowly, passing an intermediate Station, the Red Signal will be shown for Five minutes, to stop the Engine of any following Train, when the Green Signal will be turned on for Five minutes more, to complete the ten minutes precautionary Signal: on the Liverpool and Manchester Line, the Red Signal will be turned on Three minutes only and the Green Five.

9. On an Express Train or single Engine passing, the Green Signal only need be shown for Five minutes.

10. The Red Signal will be shown while a Train is stopping at a Station, and for Five minutes after its departure, when the Green Signal will be turned on for Five minutes more.

11. On a Train entering a long Tunnel the Red Signal will be turned on for Ten minutes, or until the Policeman shall have received Telegraphic notice that the Train has emerged from the other end, when the Green Signal will be turned on to complete the precautionary Signal.

Day.

1. The Signals are constructed with either ONE or TWO Semaphore Arms.

2. The Signal is invariably made on the Left-Hand Side of the Post as seen by the approaching Engine-Driver.

3. The All Right Signal is shown by the Left-Hand Side of the Post being clear, the Arm being within the Post, thus:—

4. The Caution Signal, to slacken speed, is shown by the Semaphore Arm on the Left-Hand Side being raised to an angle of 45 Degrees, thus:—

5. The Danger Signal, always to stop, is shown by the Arm being raised to the Horizontal position, thus:—

When the two Arms are raised both Lines are blocked.

6. The Arm and the Lamp are both worked with the same hand lever, and at the same time.

7. The All Right Signal is shown by the white Light.

8. The Caution Signal by the green Light.

9. The Danger Signal by the red Light.

10. Every Junction is provided with Two Semaphore Signal Posts, corresponding with the two meeting Railways; and the Signals for each Line are shown on the Signal Post appropriated to it.

11. The Signals for Caution and Danger, by Day and Night, are shown in the same way as on the Station Signal Posts.

12. The Semaphore Arms and the Lamps for DAY and NIGHT Signals at the Junctions are always set at DANGER, and no Engineman is allowed to pass without the Arm is lowered to CAUTION, or the Green Light is shown by the Lamp.

N.B. At the Junctions there are no ALL RIGHT Signals, as it is necessary in passing them to go cautiously and slow.

13. At many of the principal Stations, Auxiliary Signals, worked by a wire, are placed 500 yards in advance of the Station Signal Post. These Auxiliary Signals are intended to warn the Enginemen and Guards in thick weather (when the main Signal cannot be well seen at the usual distance) of the Red being turned on at the Station, and for this purpose a Green Signal is shown at the Auxiliary Post. Except when the Red Signal is shown at the Station, no Signal whatever is shown by the Auxiliary. The Enginemen are not to depend solely upon the Auxiliary Signals; but they may always depend on the Red Signal being on at the Station whenever the Green is seen at the Auxiliary.

14. Every Engine with a Passenger Train shall carry a White Light on the Buffer Plank by Night, and every Cattle, Merchandize, or Coal Train, a Green Light.

15. In order to distinguish the Trains while running on the Liverpool and Manchester Branch, the Grand Junction Passenger Trains will carry two White Lights, and the Merchandize Trains two Green Lights, between Liverpool and Warrington, and the North Union Passenger Trains will carry a Blue instead of a White Light on the Buffer Plank of Passenger Trains, and a Blue in addition to the Green Light on the Merchandize and Coal Trains.

16. Every Train, after sunset or in foggy weather, shall carry one or more Red Tail Lights, according to the description of the Train.

17. The Guard of the Train is responsible for attaching the Tail Lamps on the last carriage or waggon, and the Engine-Driver and Fireman for placing the Lamp on the Engine. When a carriage is detached at a Junction, care must be taken to see that the Tail Light is removed, and re-attached to the Train.

18. The Tail Signal must be inspected at every Station; and in the event of the Train being brought to a stand on the Main Line from any cause, the Guard must take care that no one stand before the Tail Lamp, so as to prevent its being seen.

19. A Red Board or Flag by Day, or an extra Tail Lamp by Night, hung at the back of an Engine or Train, denotes that an extra Train is to follow.

NEWTON JUNCTION.

20. By Night a Green Light, visible from either of the Liverpool and Manchester Main Lines, denotes that the points are open for Trains going towards Warrington.

21. When a Grand Junction Train from Liverpool is approaching the Junction Points at Newton Junction, at the same time that a Train from Manchester for Liverpool is also approaching, Signals must be given to both Trains to stop; and if there is any doubt that there will be danger of collision in the Grand Junction Train crossing the Liverpool South Line, the Pointman must not turn the points for the Line to Warrington, but must let the Grand Junction Train run past the points towards Manchester.

22. Whenever the line at Newton Junction is obstructed, or an Engine or Waggon is being shunted, the attention of the Pointmen on the Liverpool and Manchester Line must be called to the circumstance by ringing the Bells at the top of the Incline. Two Bells are fixed for the Pointmen at the Junction, whereby Signals may be exchanged between them and the Grand Junction Pointman.

23. Whenever a Train is ascending the Warrington Incline, whether for Liverpool or Manchester, at the same time that a Train from either of those Stations for Warrington is approaching Newton Junction, the Pointman will stop the latter until the former Train has passed the curve; he will also take care that an interval of not less than five minutes is allowed between the passing of any two Trains towards Warrington.

24. If, when any Liverpool and Manchester Second Class Train has arrived at the Warrington Junction, a Birmingham Train is seen coming up the Warrington Inclined Plane, the Engineman must stop, and allow the Birmingham Train to pass before him to Liverpool.

25. If the Birmingham Coach Train overtake a Liverpool and Manchester Second Class Train more than 3 miles distance from Liverpool, the Second Class Train must shunt, if there be an opportunity, to allow the Birmingham to pass.

N.B.—The same rule applies equally to Third Class Trains.