CHAPTER XV.

MORAL.

The few rough sketches which we have now concluded, insignificant and trivial as they may appear in detail, form altogether a mass of circumstantial evidence demonstrating the vast difficulty as well as magnitude of the arrangements necessary for the practical working of great railways; and yet we regret to add, in their general management there exist moral and political difficulties more perplexing than those which Science has overcome, or which order has arranged.--We allude to a variety of interests, falsely supposed to be conflicting, which it is our desire to conciliate, and from which we shall endeavour to derive an honest moral.

When the present system of railway travelling was about to be introduced into Europe, it of course became necessary for Parliament and for His Majesty’s Government seriously to consider and eventually to determine whether these great national thoroughfares should be scientifically formed, regulated, and directed by the State, under a Board competently organized for the purpose, or whether the conveyance of the public should be committed to the inexperienced and self-interested management of an infinite number of Joint-stock Companies. Without referring to by-gone arguments in favour of each of these two systems, and, above all, without offering a word against the decision of Parliament on the subject, we have simply to state that the joint-stock system was adopted, and that accordingly capitalists and speculators of all descriptions--men of substance and men of straw--were authorized at their own cost to create and govern the iron thoroughfares of the greatest commercial country in the world. The first result was what might naturally have been expected, for no sooner was it ascertained that a railway connecting, or, as it may be more properly termed, tapping immense masses of population--such, for instance, as are contained in London, Bristol, Birmingham, Liverpool, Manchester, &c.--was productive of profit, than, just as, when one lucky man finds a rich lode, hundreds of ignorant, foolish people immediately embark, or, as it is too truly termed, _sink_ their capital in “_mining_,” so it was generally believed that any “_railway_”--whether it connected cities or villages it mattered not a straw--would be equally productive.

The competition thus first irrationally and then insanely created was productive of good and evil. The undertakings were commenced with great vigour. On the other hand, as engineering talent cannot all of a sudden be produced as easily as capital, many important works were constructed under very imperfect superintendence; and as iron, timber, and every article necessary for the construction of a railway simultaneously rose in value, the result was that the expense of these new thoroughfares, which by the exaction of fares proportionate to their outlay must, as we have shown,[A] eventually be paid for by the public, very greatly exceeded what, under a calm, well-regulated system, would have been their cost. Nevertheless, in spite of all difficulties and expenses, foreseen as well as unforeseen, our great arterial railways were very rapidly constructed.

[A] See Chapter I. page 17.

Their managers, however, had scarcely concluded their “song of triumph,” when they found themselves seriously embarrassed by a demand on the part of the public for what has been rather indefinitely termed “cheap travelling;” and as this question involves most serious considerations, we will venture to offer a very few observations respecting it.

There can be no doubt that, inasmuch as it is the duty of Parliament to legislate for the interests of the public, so it is the duty of Her Majesty’s Government to exercise their influence in legitimately obtaining for the community _cheap_ travelling. But although money is valuable to every man, his life is infinitely more precious; and therefore, without stopping to inquire whether by cheap travelling is meant travelling for nothing, for fares unremunerative, or for fares only slightly remunerative to the Company, we submit as a mere point of precedence, that the _first_ object the legislature ought to obtain is, that every possible precaution shall be taken to ensure for the public SAFE travelling.

Now, casting aside all petty or local interests, we calmly ask in what manner and by what means would Her Majesty’s Government ensure for the public _safe_ travelling, supposing our railways were the sole property of the State?

The answer is not only evident, but, we submit, undeniable.

The way, under Providence, to protect the public from avoidable accidents on railways is, utterly regardless of expense, to construct the rails, sleepers, locomotive-engines, and carriages of the very best materials, carefully put together by the best workmen; and then to intrust the maintenance of the line to engineers and other men of science of the highest attainments, assisted by a corps of able-bodied guards, pointsmen, and policemen, all sober, vigilant, active, intelligent, and honest.

Now it is highly satisfactory to reflect that every one of the above costly precautions, as well as all others of a similar nature which a paternal government could reasonably desire to enforce, are as conducive to the real interests of the proprietors of a railway as they are to the safety of those who travel on it; for even supposing that the Directors take no pride in maintaining the character of the national thoroughfare committed to their charge--that, reckless of human life, they care for nothing but their own pockets--a railway accident summarily inflicts upon their purses the same description of punishment instantaneously awarded to a man who carelessly runs his head against a post. For instance, only a few weeks ago a ballast-train on the London and North-Western Railway having stopped for a moment, a goods-train behind it ran into it. No one was hurt excepting the Company--who suffered a loss of 4000_l._ by the collision. Independent, therefore, of the heavy damages readily awarded by juries to any one hurt by a railway accident, the injuries self-inflicted by the Company on their own costly engines, carriages, &c., are most serious in amount, to say nothing of the almost incalculable embarrassment they may create: indeed, taking into fair consideration the costly results which have occurred to our railway companies by the dislocation of a bolt, the unscrewing of a little nut, or from a variety of other causes equally trifling, it may, we believe, be truly said that the punishments which railway companies have received from accidents have, generally speaking, exceeded rather than fallen short of their offences; and thus every intelligent board of directors is aware that safety in travelling is more emphatically for the interest of railway proprietors than any other consideration whatever: in short, that there is nothing more expensive to a railway Company than an accident.

It being evident, therefore, that it is as much for the interests of railway proprietors as of railway travellers that every possible precaution should be taken by the Company to prevent accidents, we have now to observe that to attain all the necessary securities there is but one thing needful--namely, MONEY. With it Her Majesty’s Government might conscientiously undertake the serious responsibility of prescribing all that Science could administer for the safety of the public. Without money, what government or what individual who had any character to lose could for a moment undertake that which his judgment would clearly admonish him to be utterly impracticable? Now, if this reasoning be correct, the managers of our arterial railways were certainly justified in expecting that, if the Government required them to take every possible precaution to ensure _safe_ travelling, they would, as a matter of course, assist them in obtaining the same means which they themselves would require had they to effect the same object--namely, MONEY. But instead of endeavouring to obtain for railway companies these means--or rather, instead of enabling them to retain the means which, under their respective Acts of Parliament, they already legally possessed of purchasing security for the public, Parliament, in compliance with a popular outcry for _cheap_ travelling, deemed it advisable to require from railways a reduction of the tolls necessary to ensure SAFE travelling.

To any one who will carefully observe the practical working of a railway, it is not only alarming, but appalling, to reflect on the accidents which sooner or later _must_ befall the public if the master-mind which directs the whole concern, but which cannot possibly illuminate the darkness of every one of its details, were suddenly to be deprived of the talisman by which alone he can govern a lineal territory four or five hundred miles in length--namely, an abundant supply of MONEY. Parliament may thunder--Government may threaten--juries may punish--the public may rave; but if the fustian-clad workmen who put together the 5416 pieces of which a locomotive engine is composed are insufficiently paid--if the wages of the pointsmen, enginemen, and police be reduced to that of common labourers--if cheap materials are connected together by scamped workmanship--the black eyes, bloody noses, fractured limbs, mangled corpses of the public, will emphatically proclaim, as clearly as the hopper of a mill, the emptiness of the exchequer. So long as the manager of a railway has ample funds he ought to be prepared, regardless of expense, to repair with the utmost possible despatch the falling-in of a tunnel or any other serious accident to the works--in short, the whole powers of his mind should be directed to the paramount interests of the public, which, in fact, are identical with those of the Company. But if he has no funds--or, what is infinitely more alarming, in case, from want of funds, the impoverished proprietors of the railway shall have angrily elected in his stead the representative of an ignorant, ruinous, and narrow-minded policy--how loudly would the public complain--how severely would our commercial interests suffer, if, on the occurrence to the works of any of the serious accidents to which we have alluded, the new Ruler were to be afraid even to commence any repairs until he should have been duly authorised by his newly-elected economical colleagues to haggle and extract from a number of contractors the cheapest tender!

But we fear it would not be difficult to show that, in reducing the established rates of our great railways before their works were completed, Parliament has unintentionally legislated upon erroneous principles. For instance, we have already explained that the profit of a railway depends upon the amount of the population and goods which flow upon it from the towns it taps. If, therefore, the traffic on an arterial line be but moderately remunerative, it must be evident that a branch line must be an unprofitable concern--unless, indeed, the company be authorized to levy upon it _higher_ tolls than are sufficient on the trunk line. When, therefore, in the rapid development of our great national railway system it was found necessary for the accommodation of a fraction of the public to apply to Parliament for powers to make these unremunerating branch lines, the companies were certainly in theory entitled to expect the extra assistance we have explained;--instead of which they were practically informed that, unless they would consent to LOWER their tolls altogether, they would not be allowed to develop their system by the construction of any branch line; which is as if a tenant were to say to his landlord--“If you incur the expense of making convenient bye-roads to my farm to enable me with facility to take my crops to market, _you must lower my rent_.”

As it is undeniable that exorbitant rates, besides being inconvenient to the public, are highly injurious to the real interests of railway proprietors--indeed we have shown how enormously the traffic of the country has been increased by low charges--we would be fully disposed, not only most strongly to recommend, but, as far as it may be legal, to enforce, that salutary principle; but the insuperable difficulty of _at present_ adjusting the proper tolls to be levied on the public is, that no arterial railway in Great Britain can either declare in figures, or even verbally explain, the real state of its ultimate expenditure and receipts, for the sole reason, namely, that the enterprise is not yet worked out, and that no man breathing can foretell what are to be its limits.

What has become, we ask, of the _old_ London and Birmingham Railway (born only in 1836)--of the Grand Junction Railway--of the Manchester and Birmingham--the Liverpool and Manchester Railways--and of a score of others we could name? What has become of the civil, or rather uncivil, war which all these companies waged against each other; as well as against Messrs. Pickford, the most powerful carriers in the world? They have all lost the independence they respectively occupied, and, like the ingredients cast by Macbeth’s witches “i’ th’ charmed pot,” they have “boiled,” or, as it is now-a-days termed, amalgamated, into one great stock; and while this long continuous arterial line has been drawing from the public for goods and passenger traffic considerable receipts, it has been, and at various localities still is, draining its own life-blood by the forced construction of a number of sucking branch-lines, which, as far as we can see, are not likely ever to be remunerative.

For some time railway companies deemed it their interest to compete against each other, but this ruinous system was gradually abandoned and is now reversed. The two lines from London to Peterborough, after competing for several months, now divide their profits. The two lines to Edinburgh will probably ere long do the same. But besides this transmutation of competition into combination, public notice was lately given that three of the large arterial lines, namely, the Great Western, the South-Western, and the London and North-Western, were meditating an amalgamation of their respective stocks into one vast concern. On this important project, which for the present has been abandoned, we will offer a very few observations.

We believe it may be affirmed, without fear of contradiction, that the working details of a railway are invariably well executed in proportion to their magnitude:--that, for instance, in the management of the London and North-Western Railway the arrival and departure of trains are better regulated at their large stations than at their small;--that their great manufactories are better and more economically conducted than their little ones;--that the arrangements of Messrs. Pickford and of Messrs. Chaplin and Horne are better at Camden Town than at the small outlying stations;--in short, we most distinctly observed that wherever there was an enormous amount of important business to be transacted, _there_ were invariably to be found assembled superior talents, superior workmen, superior materials; and that, on the other hand, at small and secluded localities, where little work was performed, inferior men, inferior waggons, horses, &c., were employed.

In the old system of travelling it was safer to drive along a lonely road than through crowded streets; old horses as well as old drivers were deemed safer than young ones; in fact, the more the traveller was impeded, the less dangerous was his journey. But on our railways, when once a man has tied himself to the tail of a locomotive engine, it matters but little, especially in a fog, whether he flies at the pace of fifty miles an hour, or whether he crawls, as it is now termed, at the rate only of twenty; for, in either case, if there be anything faulty in the works, machinery, or management, accidents may occur to him which it is fearful to contemplate.

Considering, therefore, that not only the ability necessary for the general management of a railway, but the intelligence and vigilance requisite at every station and on every portion of the line are found practically to increase according to the demand, and _vice versâ_, it is evident that nothing would prove more fatal to the public as well as ruinous to proprietors than to split an efficient remunerating great railway into two or more inefficient and unremunerating small ones. A little railway, like “a little war,” is murderous to those engaged in it,--ruinous to those who pay for it; and we are therefore of opinion that it is for the interest of the public not only that traffic should be concentrated as much as possible on large lines, rich enough to purchase management, engineering, servants, and materials of the very best description, but that these great lines by uniting together should voluntarily force themselves to exchange all paltry considerations, mean exactions, and petty projects for those great principles which alone should guide the administration of a _national system_ of railways. There can be no doubt that any description of monopoly is abstractedly an evil, but if it be equally true that every inch of railway throughout the country represents an integral portion of a vast legally constituted monopolizing system, the practical question to consider is, not whether monopoly is an evil, but whether, of two evils, it would be more or less convenient for Parliament and the public to deal with _one_ monopoly than with _many_;--whether, for instance, it would be more or less easy for Government, in recommending alterations of fares, &c., to correspond solely with the directors of the London and North-Western Railway than to communicate _seriatim_ with the boards of the several companies to whom the present line originally belonged, each of which might possibly, in opposition to each other, be pursuing a different course of policy.

As the new system has created an enormous increase of traffic, so it has also, _pari passu_, developed talent proportionate to the extraordinary demand for it; and, therefore, whatever may be the imaginary dangers from a concentrated administration of our railways, we feel confident that the public have much greater reason to apprehend the inconveniences, to say the least, that must inevitably result to them from those sudden unreasonable changes of management, or rather of _mis_management, which are sure periodically to take place so long as every separate railway monopoly arbitrarily pursues not only its own system, but that which its restless shareholders from time to time may think proper to ordain. At all events, until the best plan of managing our great railways shall have been finally ascertained, and most especially until the unknown liabilities, expenses, and receipts attendant upon the establishment over the surface of our country of a series of iron highways shall have been accurately developed, it must be utterly impossible for any practical man to decide to what extent, if any, the Parliamentary tolls originally levied on the public ought in equity to have been reduced.

The great truth, however, sooner or later must appear; and as the hurricane, however violently it may blow, in due time is invariably succeeded by a breathless calm;--as the ocean waves, although mountain high, shortly subside;--as the darkest night in a few hours turns into bright daylight;--so must the present mystified prospects of our great railways inevitably ere long become clear and transparent as those of any other mercantile firm; and when this moment shall have arrived, we believe a very short time will elapse before Parliament, the amalgamated Railway Boards, and the public, will come to a creditable and amicable adjustment; for while, on the other hand, it can never be the interest of the public to prefer _cheap_ to SAFE travelling, so it can never be the serious and fixed purpose of any body of men competent to direct the affairs of our arterial railways to exact from the public an exorbitant dividend which must inevitably create condign punishment; for so sure as water finds its own level will British capital always be forthcoming to lower by legitimate competition anything like a continued usurious exaction from the public. But a moment’s consideration of the following facts will show that, as regards railway tolls, the public have as yet no very great reason to complain.

1st. As regards the public:--

In 1835 the fares paid by the public for travelling from London to Liverpool, at the average rate of say 10 miles an hour, were, exclusive of fees to guards and coachmen--

£. _s._ _d._ £. _s._ _d._ Per Mail, outside 2 10 0 Inside 4 10 0 Per Coach, ditto 2 5 0 Ditto 4 5 0

In 1849 the fares paid by the public for travelling the same distance, at an average rate of 22½ miles per hour (the express trains travelling at about 30 miles per hour) are--

£. _s._ _d._ Per Express and per Mail trains 2 5 0 First Class 1 17 0 Second Class 1 7 0 Third Class 0 16 9

2ndly. As regards the proprietors of Railways:--

In Herapath’s Railway Journal of the 30th of September last it appears that the capital expended on railways now open for traffic, amounting to 148,400,000_l._, gives a profit of 1·81 per cent. for the half-year, or 3_l._ 12_s._ 4⅘_d._ per cent. per annum. Deducting the non-paying dividend lines, the dividend on the remainder amounts to 2·09 per cent. for the half-year, or 4_l._ 3_s._ 7⅕_d._ per cent. per annum.

After ten years’ competition with railways the dividends received by the Canal Companies between London and Manchester were in 1846 as follows:--

Per Cent. Grand Junction Canal 6 Oxford 26 Coventry 25 Old Birmingham 16 Trent and Mersey 30 Duke of Bridgewater’s (private property) say

The dividends received by the Grand Junction Canal for the last forty years have averaged 9_l._ 10_s._ 9_d._ per cent. per annum.

Great as have been and still are the advantages to the country of our inland navigation, it cannot be denied that the creation of railways was a more hazardous undertaking than the construction of canals. Without, however, offering any opinion as to the relative profits which it has been the fortune of the proprietors of each of these valuable undertakings to divide, we merely repeat that, considering the unknown difficulties which for some time must continue to obscure the future prospects of our railways, it is neither for their interest nor that of the public that the managers of these great national works should in the mean while be cramped by want of means in the development of the important system which it has pleased the Imperial Parliament to commit to their hands instead of to the paternal management of Her Majesty’s Government.

If the present alarming depreciation of railway property continue, it is evident that decisive measures, good, bad, or indifferent, will be deemed necessary by the shareholders to prevent, if possible, further loss; and while, on the one hand, the public ought not to be alarmed at impracticable threats, it is only prudent to consider what will probably be the lamentable results of a civil or rather of an uncivilized warfare between the travelling public and the proprietors of the rails on which they travel.

In case the present reduced fares should prove to be unremunerative, we have endeavoured to show that, unless the shareholders in anger elect incompetent managers, the public have no reason to entertain any extra apprehension from accidents;--for the engine-driver might as well desire to run his locomotive over an embankment as a company of proprietors--almost all of whom are railway travellers--become reckless of their property as well as of their lives. Indeed, if railway rates were to be further reduced to-morrow, the public would, we believe, travel as safely, and perhaps even more so, than at present. The result of inadequate rates is not danger, but inconvenience, amounting to deprivation of many of those advantages which the railway system is calculated to bestow upon the country. For instance, to every practical engineer it is well known that pace is just as expensive on rails as on the road. At present the public travel fast, and those who want to go long distances are accommodated with trains that seldom stop. If, however, it does not suit them to pay for speed, they cannot reasonably expect to have it. If railway companies, as well as the public, are forced to economise, both we believe would eventually be heavy losers by the transaction. The London and North-Western Company, by taking off their express trains, might at once save upwards of 20,000_l._ a-year, besides severe extra damage to their rails. The railways in general might reduce the number of their trains,--make them stop at every little station,--run very slow,--suppress the delivery of day-tickets,--curtail the expenses of their station accommodation,--and finally abandon a number of tributary lines upon which large sums of money have been expended. It must be for the public to determine whether, for the sake of a small saving in their fares, which after all are moderate as compared with other travelling charges, they desire not only to forego the accommodation and convenience to which they have lately become accustomed, but to arrest the development of the railway system to its utmost extent, and with its development its profits.

* * * * *

But, whether our railways be eventually governed by high-minded or by narrow-minded principles,--by one well-constituted amalgamated board, or by a series of small disjointed local authorities,--we trust our readers of all politics will cordially join with us in a desire not unappropriate to the commencement of a new year, that the wonderful discovery which it has pleased the Almighty to impart to us, instead of becoming among us a subject of angry dispute, may in every region of the globe bring the human family into friendly communion; that it may dispel national prejudices, assuage animosities; in short, that, by creating a feeling of universal gratitude to the Power from which it has proceeded, it may produce on earth peace and good will towards men.

APPENDIX.

Although in describing the character of a dull man it is customary to say of him “_that he scarcely knows his right hand from his left_” yet, when it is considered that railway travellers are undoubtedly the cleverest portion of every community--indeed it is only very dull men or very dead ones that now-a-days travel in stage-coaches or in hearses--it is difficult to explain why millions of such travellers, highly intelligent on all other subjects, should have continued for so long a time, and should still continue, ignorant of important signals which are passing not only close on each side of, but immediately before, behind, and beneath them.

As the long dusty caravan full of human beings flying along its iron orbit skims across the surface of “merry England,” its guard is continually receiving police signals--stationary signals--semaphore signals--junction signals--auxiliary signals--train signals--special signals--and detonating signals.

Every human being in the train may also see or hear them, and yet--whether for weal or woe--they are an alphabet which none of us can read--symbols which none of us can interpret--short-hand writing which none of us can decipher!

As an appropriate appendix, therefore, to our attempt to delineate the practical working of a railway, we offer to such of our readers as may be anxious “to read as they run” an Official explanation, not only of every signal exhibited on the London and North-Western Railway, but of the various orders given to the servants of the Company, for the purpose of protecting passengers of all classes from accident, injury, imposition, or insult.

It surely appears advisable for all parties that orders of this description should be made known to the public.

We annex them, therefore, without other comment than the mere statement of the fact that By Authority of the Board of Directors they have been very carefully collected--selected from the Orders of almost all the other Railway Companies--and compiled by the Company’s “General Manager,” Captain Huish.

RULES AND REGULATIONS

FOR THE

=CONDUCT OF THE TRAFFIC,=

AND FOR THE

GUIDANCE OF THE OFFICERS AND MEN

IN THE SERVICE OF THE

London and North-Western Railway Company.

LONDON, JANUARY, 1849.

INDEX.

SECTION PAGE

1. General Regulations 161

2. Signals 162 Police Signals 162 Stationary Signals 163 Semaphore Signals--Day 164 Semaphore Signals--Night 165 Junction Signals 165 Auxiliary Signals 165 Train Signals 166 Special Signals--Newton Junction 167

3. Fog Signals 168

4. Engine men 169 _Special Regulations_:-- London and Birmingham Section 176 Grand Junction Section 176 Manchester and Birmingham Section 177 Trent Valley Section 178 Bolton Branch 178

5. Guards 179

6. Breaksmen 184

7. Station Masters and Clerks 186

8. Inspectors of Police 191

9. Police 191

10. Gatemen at Level Crossings 195

11. Ballast Engines and Plate-Layers 196

12. Tunnel Regulations, Lime-Street 199 Ditto, Wapping 201

13. Bankriders 203

14. Bye Laws 204

15. Acts of Parliament 206

* * * * *

_At a Meeting of the Board of Directors, held on the 11th of September, 1847, it was_

_Ordered, That the following code of Rules and Regulations be, and the same is hereby approved and adopted for the guidance and instruction of the Officers and Men in the service of the London and North-Western Railway Company, and that all former Rules and Regulations inconsistent with the same be cancelled._

_Ordered, That every person in the service do keep a copy of these Regulations on his person while on duty, under a penalty of five shillings for neglect of the same._

_By order of the Board of Directors. MARK HUISH, General Manager, London and North-Western Railway._

SECTION I.

GENERAL REGULATIONS

APPLICABLE TO ALL SERVANTS

OF THE

LONDON AND NORTH-WESTERN COMPANY.

1. Each person is to devote himself exclusively to the Company’s service, attending during the regulated hours of the day, and residing wherever he may be required.

2. He is to obey promptly all instructions he may receive from persons placed in authority over him by the Directors, and conform to all the regulations of the Company.

3. He will be liable to immediate dismissal for disobedience of orders, negligence, misconduct, or incompetency.

4. No instance of intoxication on duty will ever be overlooked, and, besides being dismissed, the offender will be liable to be punished by a magistrate.

5. Any person using improper language, or cursing and swearing, while on duty, will be liable to dismissal.

6. No person is allowed to receive any gratuity from the public on pain of dismissal.

7. Any instance of rudeness or incivility to passengers will meet with instant punishment.

8. Every person receiving uniform must appear on duty clean and neat, and if any article provided by the Company shall have been improperly used, or damaged, the party will be required to make it good.

9. No Servant is allowed under any circumstances to absent himself from his duty without the permission of his chief Superintendent.

10. No Servant is allowed to quit the Company’s service without giving _fourteen_ days’ previous notice. On leaving the service he must deliver up his uniform.

11. The Company reserve the right to deduct from the pay such sums as may be awarded for neglect of duty as fines, and for rent when the Servant is a tenant of the Company.

12. Should any Servant think himself aggrieved, he may memorialise the Board; but in any such case the memorial must be sent through the head of his department.

SECTION II.

SIGNALS.

=RED= is a Signal of =DANGER--STOP=. =GREEN= „ =CAUTION--PROCEED SLOWLY=. =WHITE= „ =ALL RIGHT--GO ON=.

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.

POLICE SIGNALS.

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--

[Illustration]

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

[Illustration]

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

[Illustration]

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.

STATIONARY SIGNALS.

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.

SEMAPHORE SIGNALS.

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:--

[Illustration]

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:--

[Illustration]

5. The =Danger= Signal, always to stop, is shown by the _Arm_ being raised to the Horizontal position, thus:--

[Illustration]

When the two Arms are raised both Lines are blocked.

(_Semaphore Signals._) =NIGHT.=

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.

JUNCTION SIGNALS.

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.

AUXILIARY SIGNALS.

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.

TRAIN SIGNALS.

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.

SPECIAL SIGNALS.

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.

SECTION III.

DIRECTIONS FOR THE USE OF DETONATING SIGNALS IN FOGGY WEATHER.

1. These Signals are to be placed on the Rail (label upwards), by bending the lead clip round the upper flange of the Rail, to prevent its falling off. When the Engine passes over the Signal, it explodes with a loud report, and the Driver is instantly to stop.

2. The use of Fog Signals is to be in addition to the regular Day and Night Signals of the Line, which must be first exhibited.

3. Whenever an accident occurs to a Train, by which the Line is obstructed, the Guard is to go back 600 yards, to stop any Engine or Train following on the same Line, and as he proceeds he is to place on the Rail, at the distance of every 200 yards, one of these Signals; and on his arriving at the end of the above-mentioned distance, he is to place Two Signals upon the Line of Rail.

4. Should the accident occasion the stoppage of both Lines of Rail, the Guard is to send the under Guard or Fireman in advance of the Train, to place the Signals on the opposite Line of Rail to that which the Train is on, in the same order as to distance as is above directed for the Guard, by which precaution both Lines of Rail will be protected.

5. In case of the stoppage of either Line of Rail from any cause, or there being any danger apprehended in the passage of an Engine or Train, whether in Foggy Weather or otherwise, the Station Police, Signal, Switch, or Tunnel man, is to place one of these Signals on the Line or Lines of Rail so obstructed, every 200 yards from the point of danger, until the Line or Lines of Rail are so protected for half a mile.

6. In Foggy Weather these Signals are to be similarly used whenever an Engine or Train is following, or likely to follow, too closely upon another Engine or Train, or in cases of emergency or great danger.

7. Whenever an Engine passes over one of these Signals, the Engine-Driver is immediately to stop the Train, and the Guards are to protect their Train by sending back and placing a Signal on the Line every 200 yards, to the distance of 600 yards; the Train may then proceed slowly to the place of obstruction.

8. After the obstruction of the Line is removed, the Guards, Police, or Engine-Driver, must remove all the Signals from the Rails before proceeding.

9. Each Guard, Policeman, and Pointsman, not at a Station, and all Enginemen, Gatemen, Foremen of Works, Gangers of Plate-Layers, and Tunnelmen, will be provided with packets of Signals, which they are always to have ready for use whilst on duty; and every Officer in charge of a Station will be provided with these Signals, which are to be kept in an unlocked drawer or shelf in the counter, in order that they may at all times be easy of access to all on duty at the Station: and every person connected with the Station shall be made acquainted with the place where they are deposited.

10. All the persons above named will be held responsible for their having the proper supply of Fog Signals; when one or more are expended, it is their duty immediately to apply to the Superintendent of their section for a further supply to keep up the stock as above directed.

SECTION IV.

REGULATIONS FOR ENGINEMEN.

1. No Engine shall pass along the wrong line of Road, but if, in case of accident, an Engine shall be unavoidably obliged to pass back on the wrong line, the Engineman is to send his Assistant, or some other competent person, back a distance of not less than =800= yards, before his Engine moves, to warn any Engine coming in the opposite direction, and the Assistant shall continue running, so as to preserve the distance of not less than =800= yards between him and the Engine. If dark, the man shall take his light and make a signal by waving the same =UP= and =DOWN=, and the Engineman of the Engine moving on the wrong line shall keep his Steam Whistle constantly going, and must not move in the wrong direction farther than to the nearest shunt, where he is instantly to remove his Engine off the wrong line of Road; and it is expressly forbidden that any Engine should move on the wrong line of Rails at a greater speed than =four miles an hour=.

2. All Engines travelling on the same line shall keep =800= yards at least apart from each other, that is to say,--the Engine which follows shall not approach within =800= yards of the Engine which goes before, unless expressly required.

3. No person, except the proper Engineman and Fireman shall be allowed to ride on the Engine or Tender, without the =special= permission of the Directors, or one of the Chief Officers of the Company.

4. The Engineman and Fireman must appear on duty as clean as circumstances will allow, and every Driver must be with his Engine 30 minutes, and every Fireman 45 minutes, before the time appointed for starting, in order to see that the Engine is in proper order to go out, has the necessary supply of coke and water, and that the Signals are in a fit state for use.

5. The Front Buffer Light of a Passenger Train is =White=, and of a Goods or Cattle Train =Green=, except on the Liverpool and Manchester Section.

6. Every Engineman shall have with him at all times in his Tender the following Tools:--

1 complete set of Lamps 1 complete set of Screw Keys 1 large and small Monkey Wrench 3 Cold Chisels 1 Hammer 1 Crow Bar 2 short Chains with Hooks 1 Screw Jack A quantity of Flax and Twine 4 large and small Oil Cans Plugs for Tubes 2 Fire Buckets Fog Signals and Red Flag

7. When the Engine is in motion, the Engineman is to stand where he can keep a good look-out a-head, and the Fireman must at all times be ready to obey the instructions of the Engineman, and assist him in keeping a look-out, when not otherwise engaged.

8. No Engine is permitted to stand on the =main line= (except under very special circumstances) when not attached to a Train, and the Engineman shall not at any time leave his Engine or Train, or any part thereof, on the main line, unless there be a competent man in charge to make the necessary signals.

9. No Engine shall cross the Line of Railway at a Station without permission.

10. An Engineman is never to leave an Engine in Steam, without shutting the Regulator, putting the Engine out of gear, and fixing down the Tender Break.

11. No Engine is allowed to =propel= a Train of Carriages or Waggons, but must in all cases draw it, except when assisting up inclined planes, or when required to start a train from a Station, or in case of an Engine being disabled on the road, when the succeeding Engine may propel the train =slowly= (approaching it with great caution) as far as the next shunt or turn-out, at which place the propelling Engine shall take the lead.

12. No Engine is to run on the Main Line =Tender foremost=, unless by orders from the Locomotive Superintendent, or from unavoidable necessity.

13. Every Engineman on going out is to take his =Time Table= with him, and regulate by it the speed of his Engine, whether attached to a Train or not; and when not attached to a Train, he is on no account to stop at second-class Stations unless specially ordered, or there is a signal for him to do so.

14. Enginemen are not allowed (except in case of accident or sudden illness) to change their Engines on the Journey, nor to leave their respective Stations, without the permission of their Superintendent.

15. When the Road is obscured by steam or smoke (owing to a burst tube, or any other cause), no approaching Engine is allowed to =pass through the steam=, until the Engineman shall have ascertained that the road is clear; and if any Engineman perceive a Train stopping, from accident or other cause, on the road, he is immediately to =slacken his speed=, so that he may pass such Train slowly, and stop altogether if necessary, in order to ascertain the cause of the stoppage, and report it at the next Station.

16. Where there is an accident on the opposite Line to that on which he is moving, he is to stop all the Trains between the spot and the next Station, and =caution= the respective Enginemen, and further he is to render every assistance in his power in all cases of difficulty.

17. In case of accident to his Engine or Tender (when alone) he is to send back notice by his Fireman to the nearest Policeman on duty: but if the Policeman is too distant, the Fireman is to remain stationary not less than =600= yards in rear of his Train (until recalled), showing his Red Signal until he has rejoined his Engine. (See Rule 17, page 182.)

18. Enginemen are strictly prohibited from throwing out of their Tender any small =coke= or dust, except into the pits made for that purpose at first-class Stations.

19. Enginemen with Pilot or Assistant Engines must be prepared (while on duty) to start immediately on receiving instructions from the Locomotive Foreman or the Station Master.

20. Enginemen are strictly enjoined to =start and stop their Trains slowly=, and without a jerk, which is liable to snap the couplings and chains; and they are further warned to be careful not to shut off their steam too suddenly (except in case of danger), so as to cause a concussion of the carriages.--This rule applies more especially to =Cattle Trains=, the beasts being liable to be thrown down and injured by a sudden check.

21. No Engineman is to start his Train until the proper Signal is given: he is invariably to start with care, and to observe that he has the whole of his Train before he gets beyond the limits of the Station.

22. It is very important that Engine-Drivers use the utmost caution when shunting Waggons into sidings, so as to avoid injuring the Waggons or other property of the Company.

23. Enginemen in bringing up their Trains are to pay particular attention to the state of the =weather= and the condition of the =Rails=, as well as to the length of the Train: and these circumstances must have due weight in determining when to shut off the Steam. Stations must not be entered so rapidly as to require a violent application of the Breaks, and any Engineman overrunning the Station will be reported.

24. Enginemen and others are required to be careful in turning their Engines on the Tables, so as not to =swing= them round rapidly.

25. Engines running alone, or taking luggage or empty carriages, must not exceed a speed of =20= miles an hour without distinct orders in each case, or some urgent necessity.

26. Enginemen and Firemen are to pay immediate attention to all =Signals=, whether the cause of the Signal is known to them or not; and any Engineman neglecting to obey a Signal is liable to immediate dismissal from the Company’s service. The Engineman must not, however, =trust to Signals=, but on all occasions be vigilant and cautious, and on no account be running before the time specified in his Time-Table. He is also to obey the Special orders of the Officers in charge of Stations, when required for the Company’s service.

27. Whenever he sees the =Red Signal=, or any other which he understands to be a Signal to stop, he is to bring his Engine to a stand close to the Signal, and on no account to pass it.

28. In addition to the usual Red Signals, the Police have orders to place =Detonators= on the Rails in foggy weather, and every Engineman, when he hears a Detonating Signal, is to bring his Engine to a stand as quickly as possible. The Enginemen also are supplied with these Signals to be used in the same manner. (See _Rule for Fog Signals_.)

29. =Ballast= Engines are prohibited from passing along the Main Line in a =fog=, except when authorised to do so under special circumstances.

30. As a further precaution in foggy weather, no Engineman is allowed to leave a Station with a Train until the preceding Train has been started at least =ten minutes=; and before starting, the Clerk in charge of the Station, or the Policeman on duty, is to give the Engineman =the exact time= when the preceding Train started, and where it is next to stop.

31. Enginemen are at all times to use great caution in =foggy weather=, and especially in approaching Stations, from the difficulty of discerning the regular Signals until close upon them; and they are to be prepared to bring their Engines to a stand, should it be required.

32. No Engineman is to pass from a Branch on to the Main Line until the Policeman at the Junction Points signals the Main Line clear, and in foggy weather he is to bring his Engine to a stand before reaching the =Junction Points=, and not to enter upon the Main Line till he has ascertained from the Policeman how long the preceding Train or Engine has passed.

33. To avoid risk of collision on single Lines, from the meeting of another Engine, no extra Engine, with or without a Train, is allowed to pass along the Line without =previous notice=.

34. Every Engineman is to be careful, when he passes a Station, or when the way is under repair, to proceed slowly and cautiously; and he is also to do so whenever he sees the =Green Signal=.

35. Luggage, Coal, and Ballast Trains are always to give way to Passenger Trains by going into the nearest siding.

36. The Whistle is to be sounded on approaching each Station and level crossing, and on entering the Tunnels. =Three= short sharp whistles, rapidly repeated, must be given when danger is apprehended, and when it is necessary to call the attention of the Guards to put on the Breaks. When more than one Engine is attached to the Train, the Signal is to be given by the Leading Engineman; and in case of danger is to be repeated by the following Enginemen, who will forthwith reverse their Engines and attach their Tender Breaks. Frequent use must be made of the Whistle in foggy weather.

37. Enginemen with Luggage Trains are to approach all stopping places at a speed not exceeding =ten miles= an hour, when within a quarter of a mile of the stopping place, and to signal the Breaksman by =two= distinct Whistles to put on his Break before the Tender Break is put on.

38. Luggage Enginemen must refuse to take up waggons of goods, if they are of a nature to take fire by a spark or hot cinder, unless such goods are =completely sheeted=. Enginemen are to see that the cinder-plates at the back of their Tenders are in good order.

39. Should =fire= be discovered in the Train, the Steam must be instantly shut off, and the Breaks applied, and the Train be brought to a stand, the Signal of obstruction to the Line be made, and the burning waggon or waggons be detached with as little delay as possible. No attempt must ever be made to run on to the nearest water column, if it is more than =300 yards= from the place where the fire is discovered, as such a course is likely to increase the damage.

40. The movements of all Trains are under the orders of the Guard, to whose instructions as to stopping, starting, &c., the Engineman is to pay implicit attention.

41. If any part of a Train is detached when in motion, care must be taken not to stop the Train in front before the detached part has stopped, and it is the duty of the Guard of such detached part to apply his Break in time to prevent a collision with the carriages in front, in the event of their stopping.

42. Whenever a Red Board or Red Flag is carried on the last carriage or waggon of a passing Train, it is to indicate that a =Special= or =Extra Train= is to follow; and when such Extra Train is to run at night, an additional Red Light must be attached to the tail of the preceding Train.

43. Every Engineman at the end of his journey is to report to the Superintendent of Locomotive Power, or his Foreman, or to the Clerk in attendance--

_First_--As to the state of his Engine and Tender.

_Second_--As to any defect in the Road or Works, Electric Telegraph posts or wires, or any unusual circumstance that may have taken place on the journey.

44. He is also to see that his Signal and Gauge Lamps are taken into the Porter’s Lodge, for the purpose of being trimmed.

SPECIAL REGULATIONS.

LONDON AND BIRMINGHAM SECTION.

45. Enginemen with Express Trains are to slacken speed round the curves at Weedon, Leighton, and Berkhampstead.

46. Whenever an Engineman approaches =Camden= Station in a fog, or whenever the Policeman at the South entrance of the Primrose Tunnel shows the Green Signal, he is to bring his Engine to a stand at =Chalk Farm Bridge=, unless on his arrival there the Policeman signals him to proceed.

47. The same regulation is to be observed on his approaching =Birmingham= in foggy weather; and when the Green Signal is shown by the Policeman near the =new Canal Bridge=, he is to stop at the Ticket Platform, unless there signalled to proceed.

48. Whenever the Pilot Engineman, assisting a Train from Euston, intends to run into the siding at the summit of the incline, he is to detach his Engine before arriving at the Ticket Platform, and, on approaching the Policeman at the facing points, motion to the left with his hand (by night with his hand-lamp): in the absence of this signal the Policeman is not to alter the points, but to allow the Engines and Train to pass on the Main Line.

GRAND JUNCTION SECTION.

49. All Trains passing from or to the Liverpool, Manchester, and the Grand Junction Railways at Newton, are to slacken speed so that the same shall not exceed =Five= miles an hour before passing from one line to the other.

50. Engines passing from the Chester Line to the Main Line at Crewe are to come to a stand before entering the Main Line.

_Inclined Planes._

51. The Assistant Engine is invariably to return down the left-hand Line, and no Luggage Engine is to leave any part of its Train on the Main Line unless in case of urgent necessity. No Luggage Engine is to attempt to ascend the =Sutton= and =Whiston= Inclines with a greater load than their Engines, assisted by the Bank Engines, can manage: and if any doubt exist whether the Engines are or are not able to take up the whole load at one trip, the Train must be stopped at the bottom, and the requisite number of Waggons be shunted, and left in a =siding= and =not= on the Main Line.

52. In the event of any Waggons being left upon or at the foot of the Incline, and a succeeding Engine coming up, such Engine is not to commence propelling or drawing the said Waggons until the Engines which left them shall have returned.

53. No Engine, either with Passengers, Coals, or Merchandize, is to go down the Inclined Plane at a greater speed than 30 miles an hour, and no Engineman is to attempt to make up lost time in going down any Inclined Plane; and coming down =Whiston Incline=, no Engineman shall begin to increase his speed till he reaches =Huyton Quarry= Station.

54. In going down the Inclined Planes, Enginemen, Guards, and Breaksmen must take care that they have complete control over the speed of the Trains by applying their Breaks.

55. Enginemen with Trains requiring assistance up the =Whiston= and =Sutton= Inclined Planes are required in all cases to go up the bank first and let the Assistant Engine follow.

56. All Enginemen are required to give one loud whistle as they pass =Platt’s Bridge=.

MANCHESTER AND BIRMINGHAM SECTION.

57. An interval of not less than =Five Minutes= must elapse between any two Trains travelling in either direction on the same line of Rails between =Store Street Station= and the =Sheffield Junction=; and on this part of the Line, all Engines, with or without Trains, must proceed at such a reduced speed as will enable the Engineman to stop almost instantaneously, if required so to do.

58. Every Train from the Manchester and Sheffield Line must stop before arriving at the =Junction=, and wait until the Policeman in charge of the Junction Points indicates that the Line is clear. Should the Manchester and Birmingham Down Train have exceeded the proper time of passing the Sheffield Junction, and the Manchester and Sheffield Train have arrived at its proper time, or before the other is in sight, the Sheffield Train will proceed =First= to the Station.

59. Enginemen on approaching the Sheffield Junction, from whatever direction, with or without a Train, are invariably to blow the Steam Whistle as soon as they arrive within a quarter of a mile of the Junction, and they must not pass that place at a greater speed than =Five= miles an hour.

TRENT VALLEY SECTION.

60. Enginemen proceeding to the Trent Valley Line are to open their Whistles once when they arrive within a quarter of a mile of the Junctions at Stafford and Rugby, motion with their hand, or hand-lamp, as a signal to the man at the Junction Points, and must invariably slacken speed to =Five= miles an hour. Engines to or from Birmingham are to give =two clear whistles=, with an interval between them, on approaching the Junctions. The slackening of speed is especially enjoined on the Enginemen from Birmingham in case of a Train to or from the Trent Valley being in the act of crossing.

BOLTON BRANCH.

61. Enginemen having charge of Coal or Ballast Trains travelling so as to meet a Passenger Train, are not to pass any Siding or Station at a less interval than =fifteen minutes= before the time at which the next Passenger Train is due, and every Engineman must make himself well acquainted with the time of the Passenger Trains.

62. Enginemen are required to slacken speed previous to crossing the Turnpike Roads at Daubhill, Chequerbent, and Crook Street.

63. All Enginemen are directed not to pass through the Points at the Double Road on Dean Moor at a greater speed than =eight= miles an hour, nor over the =curve= between Leigh and Bradshaw Leach Stations at a greater speed than =twelve= miles an hour.

SECTION V.

REGULATIONS FOR GUARDS.

1. Each ordinary Train on the Main Line is to have at least =two= guards, and the short Trains on the Branch Lines =one= Guard. If the Train is very heavy, additional Guards will be sent with it, at the discretion of the Superintendent.

2. Every Guard is to be at the Station from which he is to start =half an hour= before the appointed time, that he may see to the marshalling of the Carriages, and the arrangement of the Passengers’ Luggage, Parcels, &c.

He is to see that he has on the Train,

1 Pair of Signal Flags and Case. 1 Hand Signal Lamp and Box. 2 Canisters of Fog Signals and Blue Lights. 12 Links and Box. 1 Pair of Levers. 1 Box for Despatches.

3. Until the Train starts the Guards will be under the order of the Station Master.

4. Every Guard is to see that his =Signal lamps= are in a fit state for use and properly trimmed; the Senior Guard will ascertain that the Tail and Side Lights are securely fixed before the Train starts, and is responsible for their being lighted at sunset as well as during a Fog.

5. The Train, when in motion, will be under the order and control of the Senior Guard; the Passengers and their Luggage must be considered in his charge, and he will be responsible for the safety and regularity of the whole. He is to keep the time of running, and will be answerable that any Carriage which is to be left at an intermediate Station is detached.

6. With through Trains (viâ the Trent Valley) in which the whole journey is performed without change of Guard, there will be =three= Guards between London and Rugby, and the following will be the arrangements:--

The Senior Guard will run between =London and Liverpool=, and have charge of the whole service connected with that portion of the Train including the Traffic to the North through Parkside and that to Chester; delivering the former at Warrington and the latter at Crewe, to the Branch Guards there. The same on the return journey.

The Second Guard will run between =London and Manchester=, and will have charge of the whole service connected therewith, and also the road-side business in Parcels, Luggage, &c., between Rugby and Crewe. He will also keep the time between Crewe and Manchester, and make out his Way Bill for that Line.

The Third Guard will run between =London and Birmingham=, and have charge of the whole service connected therewith, and also the road-side business in parcels, Luggage, &c., between London and Rugby. He will also keep the time between Rugby and Birmingham, and make out his Way Bill for that portion of the journey.

7. When there are =two Guards= with a Train, the under Guard will ride in the Van next to the Tender. He will stand with his back to it, and keep his attention fixed on the Train, looking alternately =down= either side, and noting any irregularity in the running--any particular oscillation of a Carriage, or any signal which may be made by a Passenger.

He will be provided with the means of immediately communicating with the Engineman in the event of any circumstance arising which may render it prudent or necessary to stop the Train.

The place of the Senior Guard will be on the last Passenger Carriage, which must always be a =Van= or a =Break Carriage=, and his duty will be to look =forward= and communicate with the Second Guard on the leading Carriage.

With through Trains when there are =three= Guards with a Train, their position will necessarily be regulated by the division of the Line to which their section of the Train is proceeding, but the duties of the Guard on the =leading= and =last= Carriage will always be as stated above, the =middle= man communicating between them.

8. On arrival of a Train at a Terminus the Guards are not to leave the Platform until they have delivered over all =Parcels= as well as =Luggage= to the Porters appointed to take charge of them, and if any article is missing they are immediately to report the same to the officer in charge of the Station.

9. Before leaving the Station the Guards are to make out a return according to a printed form, noting at the foot every circumstance of an =unusual= character that may have happened; they are also to state on this return whether all the Parcels and Luggage by the Train have been duly delivered.

10. The number of any Carriage complained of as =uneasy=, and the Division to which it belongs, must be entered on the Way Bill.

11. Should any Train =overshoot= the Water Pillar at a stopping place by the length of the Train, the circumstance must be noted on the Bill.

12. No Passenger is to be allowed to =ride outside=, without special permission.

13. Guards must keep a good look-out that no Passenger on arriving at any Station gets out for the purpose of =re-booking= by the same Train, as this is forbidden by the Regulations.

14. Guards are forbidden to pass over the =tops of the Carriages= when in motion, and any Guard doing this without urgent necessity will be fined.

15. The Doors of the Carriages on the off side are always to be =locked=, and Guards are charged to request Passengers to keep their seats in case of any stoppages on the road, except when necessary to alight.

16. =Smoking= in the Carriages and at Stations is forbidden by the Regulations. The Guard must prevent Passengers endangering themselves by imprudent exposure. In the event of any Passenger being =drunk and disorderly=, to the annoyance of others, the Guard is to use all gentle means to stop the nuisance; failing which, he must, for the safety and convenience of all, exercise his authority, and confine him in a separate place until he arrives at the next Station.

17. When a Passenger or Luggage Train =comes to a stand on the Main Line=, or is only enabled to proceed at a very slow pace, the Senior Guard is to send back notice by the Junior Guard to the nearest Policeman, if within distance for prompt communication; but if too far, then the Junior Guard will remain stationary, not less than =600= yards in rear of the Train, showing his Red Signal until recalled. Should the 600 yards terminate near a curve in the Line, he is to continue on until his Red Signal can be well seen round the curve; and before starting to rejoin his Train, he is to leave one of the 10-minute Blue Light Signals by the side of the Rail. Should the Train have only one Guard, he will perform this duty.

18. Every Guard is to observe the strictest attention and obedience to all the =Signals= and =auxiliary Signals= at Crossings, intermediate Stations, Tunnels, and of each Policeman on the Line, as well as to respect all special orders which the officer in charge of Stations may think necessary.

19. In the event of accident, blocking one Line and requiring the Train to pass along the wrong Line, the utmost caution must be exercised; and no Train is to be permitted to proceed on the wrong Line without a =Memorandum in Writing= from a person in authority at the spot where the accident has happened. So liable are verbal messages to be misunderstood, that, should a verbal message be received to send forward a Train on the wrong Line, the messenger must be sent back for a written order before the Train is allowed to move.

20. Whenever a regular Train is to be followed by a special one, a =Red= Board or Flag is to be affixed on the rear of the last carriage of the regular Train by Day, and an additional Tail Light by Night. The Senior Guard of a Passenger Train, and the Guard of a Luggage Train, must ascertain for what purpose this Signal is affixed. He is to see that it is removed at the proper Station, and will report the circumstance under which the Special Train is about to follow.

21. When from accident to the Train, or from any other cause, it is necessary to =secure the attention= of the Engineman, the Guard is to apply his Break sharply, and as suddenly release it. This operation repeated several times is almost certain, from the check it occasions, to attract the notice of the Driver, to whom the Red Flag or Lamp must be immediately waved as a signal to stop.

22. The Guard must not allow any Passenger or parcel to be conveyed by the Train unless =properly booked=; and if he has reason to suppose that any Passenger is without a Ticket, or is not in the proper Carriage, he must request the Passenger to show the Ticket. When a Passenger is desirous of changing his place from an =inferior= to a =superior= carriage, the Guard must have this done by the Clerk at the first Station.

23. Great importance is attached to the most =prompt delivery= of Letters, Invoices, and Despatches consigned to the care of a Guard; and any neglect in this particular will be severely dealt with.

24. Prisoners who are in charge of the Police, and persons afflicted with insanity, must never be mixed along with the other Passengers, but be placed in a =compartment=, and, if practicable, in a =carriage, by themselves=.

25. Servants and others connected with the Railway (Directors excepted) are required to book and pay their fare the same as other Passengers, except the following Officers, who travel free, and have the power to grant Passes to individuals proceeding =on the Company’s business only=:--

The GENERAL MANAGER--The SECRETARIES.

Mr. BRUYERES _Superintendent Southern Division_. Mr. NORRIS „ _Northern Division_. Mr. WOODHOUSE „ _Man. and Bir. Section_.

Mr. DOCKRAY _Resident Engineer, Southern Division_. Mr. PALMER _Assistant Manager, Liverpool_. Mr. BROOKS „ _London_. Mr. ROBINSON „ _Birmingham_. Mr. JONES „ _for the Chester and Crewe Branch_. Mr. BRADSHAW „ „ _Bolton Branch_.

_For the Locomotive Department._

Mr. MCCONNELL _Southern Division_. Mr. TREVITHICK _Northern Division_. Mr. RAMSBOTTOM _Man. and Bir. Section_.

_For the Merchandise Department._

Mr. EBORALL _Central Division_. Mr. POOLE _Northern Division_. Mr. MILLS _Southern Division_. Mr. SALT _Man. and Bir. Section_.

_For the Carriage Department._

Mr. WRIGHT _Southern Division_. Mr. WORDSELL _Northern Division_.

Mr. MORISON _For purposes of the Clearing House_.

These Passes must always be issued on the authorised printed Forms, and the reason of the Pass being granted must be entered on the Counterfoil.

SECTION VI.

REGULATIONS FOR BREAKSMEN OF LUGGAGE TRAINS.

1. The Breaksman or Breaksmen, as the case may be, must be in attendance =60= minutes before the hour fixed in the Time Bill for the departure of the Trains.

2. They are carefully to examine the loading and sheeting of the waggons before starting from each Station, to insure the protection of the goods from =rain= and =sparks=. They must also, at every Station where the Train stops, ascertain that the loading of the Trucks has not moved, and specially that it does not =overhang= the sides.

3. They are to be careful to ascertain that the axles of the waggons are properly =greased= before starting from a Station.

4. The Head Breaksman, where there are two, is responsible for seeing that the =Signal Lamps= are attached to the Train, and that on arrival they are delivered to the Lamp-man. He is also responsible to have these Lamps lighted at Sunset and during a Fog.

5. The Breaksman is to enter on his Way Bill any =delays= or =casualties=, and report the same on arrival to the proper officer. When any waggons are left on the road that should have been taken forward, the Breaksman must instantly on arrival give notice of the same.

6. The Breaksman is to receive and enter on his Way Bill such despatch-bags, parcels, invoices, and letters, as may be delivered to him, and must be very particular to deliver correctly any parcels of Goods which may be intrusted to him between roadside Stations, and to forward to their address without delay all =letters=, =despatches=, and =invoices= consigned to his care.

7. He is to examine the =labels= on the waggons, and compare with the greatest exactness the destination and number upon each waggon with those in the Way Bill. He is to notice any discrepancies in the latter, and correct any errors before starting.

8. The Breaksman is to be provided with a few spare centre chains, a crowbar, fire-bucket and rope, a case of fog signals, and hand signal lamp; also a small Red Flag and a White one--the Red Flag being a Signal to stop, and the White one to proceed.

9. Whenever a Train is stopped at any intermediate Station, or on the Line, it is the special duty of the Breaksman to see that the =contents= of the waggons are not interfered with, and that the proper =Signals= are given when the Line is obstructed. In case of a break-down or other stoppage on the main Line, he is to go back =600= yards, or until he meet a Policeman, making the proper signal with a Red Flag by day, or Red Lamp by night, or in foggy weather by placing a =Fog Signal= on the Rail to stop any approaching Train, leaving the waggons in the charge of the Engineman; if in going the above-named distance he does not meet a Policeman, he must not leave the place until relieved. (See Rule 17, p. 182.)

10. No person is allowed to =walk= or =climb= over the tops of the waggon sheets.

11. The Breaksman is to make himself acquainted with the Time of the Passenger Trains passing all parts of the Line, and when likely to be overtaken remind the Engineman immediately to =shunt= into a siding out of the way of the approaching Train, and in passing warn the Police signal-men of their intention.

12. The Breaksmen are positively prohibited from allowing any one to =ride in the Breaksman’s box=, or on the Train, without written authority; and any disobedience to this order will be punished.

SECTION VII.

REGULATIONS FOR STATION MASTERS AND CLERKS.

1. Every Officer in charge of a Station is to be answerable for the Office and Buildings, and the Company’s Property there. He is also to be responsible for the faithful and efficient discharge of the duties devolving upon all the Company’s Servants at the Station.

2. He is to see that all general and other orders are duly entered and executed, and that all books and returns are regularly written up, and neatly kept.

3. He is to take care that all the Servants at his Station behave respectfully and civilly to Passengers of every class, and that no gratuities from the public are received by them under any circumstances.

4. He is to inspect daily all rooms and places in connection with the Station, in order to see that they are neat and clean.

5. He is to take care that all the Servants at his Station come on duty clean in their persons and clothes, shaved, and with their shoes brushed.

6. He is also to cause the Station to be kept clear of weeds, and have the ballast raked and preserved in neat order. He must be careful that all stores supplied for the Station are prudently and economically used, and that there is no waste of gas, oil, coal, or stationery.

7. He is to report, without delay, neglect of duty on the part of any one under his charge; and in case of complaint against any man, he is to communicate the particulars as soon as possible, so that the offender may be sent to head-quarters, if the case require it.

8. No Station Master is allowed to be absent without leave from the Superintendent of his Division, except from illness, in which case he must immediately inform the Superintendent, and take care that some competent person is intrusted with the duties.

9. Carriages and Waggons are never to be allowed to stand on the main Line, but must be placed in a siding, and at night the wheels must be securely scotched.

10. No Engine, Carriage, or Waggon, must be allowed to shunt or cross the main Line if a Train is expected, unless the proper signal shall have been previously sent back.

11. On the arrival of a Train at a Station, the Red Signal is to be shown, and continued for five minutes after the departure of the Train. In foggy weather the Auxiliary Signals must always be lighted, and used as shown by Rule 13, p. 165.

12. Every exertion must be made for the expeditious despatch of the Station duties, and for insuring punctuality in the Trains.

13. No Train is to be started before the time stated in the Tables.

14. As a general rule, Passenger Trains are to take precedence of Luggage Trains; and Goods Trains must not be started from any Station when Passenger Trains are due. This Regulation, however, will be subject to modification, agreeably to the circumstances of the Trains, the state of the weather, the weight of the load, and the character of the Engine:--Thus, a light through Goods or Cattle Train, on a clear day or night, with a good Engine, may be started before a Passenger Train which is due, should the latter have to stop at all the Stations. Again, if, from facts which may come to the knowledge of the Station Agent, by means of the Electric Telegraph or otherwise, the Passenger Train which is due may not be expected for some time, the Agent will be justified in despatching the Goods Train, taking care in this case specially to warn the Engineman of the Passenger Train, when it arrives, informing him the precise time when the Luggage Train was despatched and where ordered to shunt.

15. On a Line like the London and North-Western, where the Traffic in Goods and Passengers is so intermingled, much must be left to the discretion of the Station Agents, but the discretionary power must be exercised with great prudence and caution. Every endeavour, consistent with safety, must be made to expedite the departure of the Goods Trains from the Roadside Stations; and no delay should be permitted unless obstruction to Passenger Trains may be reasonably apprehended.

16. In deciding in difficult cases whether to despatch a Luggage Train or not, the opinions of the Engineman and Breaksman, who must be best acquainted with the state of the Engine and Load, should be obtained, and great weight should be attached to these recommendations, but the decision on the course to be pursued will still rest with the Station Agent.

17. A Return of the Delays at each Station is in future to be submitted to the Manager, which will enable the Directors to appreciate the activity of the Station Agents.

18. The above regulations will be facilitated in their operations by the limit to which the Directors have restricted the weight of the Trains. As a general rule, no Train will be allowed to exceed forty Loaded Waggons; and whenever this number shall be exceeded, special notice will be given. When the number of Waggons to be despatched exceeds forty, thereby requiring another Engine, the load will be divided, and despatched in _Two Trains_, at an interval of _Ten Minutes_.

19. Waggons of Merchandise are always to have precedence over Coke, except written instructions are produced to the contrary, or the Agent is satisfied, by verbal explanations, that the case is urgent, and that deviation from the rule would be expedient. When this occurs it is to be noted in the Report.

20. In order to guide the Agents in deciding on the policy of attaching Waggons to passing Trains, the Locomotive Department will in future supply the Drivers with a Certificate of each Luggage-Engine’s capability; stating the average number of Loaded Waggons which may be attached to it, in good and bad weather respectively; and this Certificate will be considered to remain in force until withdrawn by the Superintendent of the Locomotive Department.

21. Empty Waggons will be worked down by spare or returned Engines, as the case may be. Three empty Waggons will be considered equal to Two loaded ones.

22. The through Trains between Liverpool, Manchester, the Midland Line, and London, which do not take up Roadside Goods, are to be pushed forward as rapidly as is consistent with safety.

23. When a Special Train has to be despatched from a Station, a Red Board or Red Flag by day and an additional Tail Lamp by night must be attached to the preceding Train.

24. An account of all unclaimed Luggage found at the Station is to be sent to the Clearing-house on a form furnished for that purpose.

25. The Clerks at the several Stations are to deliver Tickets to all persons booking their places for conveyance by the Railway, and no person is to be allowed to pass on the platform without producing his Ticket.

26. If the Guard or Station Clerk have reason to suspect that any Passenger is or has been travelling upon the Railway without having paid any Fare or the proper Fare, he may require such person to produce his Ticket; and every Passenger before leaving the Company’s premises at the end of his journey is to be required to deliver up his Ticket. If any Passenger shall refuse or be unable to produce a proper Ticket, or shall commit any other offence against the Bye-laws, Rules, and Regulations of the Company relating to Travellers by the Railway, the case shall be immediately investigated by the Chief Clerk of the Station where the occurrence may take place, who is to exercise his discretion as to the proceedings to be taken, always reporting what has been done.

27. The power of detention is to be exercised with great caution, and never where the address of the party is known, or adequate security offered for his appearance to answer the charge. When it shall be necessary to detain any party, such detention shall not continue for a longer period than is absolutely necessary, but he shall be conveyed before a Magistrate with as little delay as possible.

28. Passengers not producing their Tickets are to be required to deposit the amount of the whole Fare from the place whence the Train started until the inquiry can be made, in order to ascertain whether the Fare has been actually paid or not, and in every case the circumstances must be inquired into without delay and reported.

29. The power of detention for offences is limited to the person of the Passenger and does not extend to his Luggage, but the Luggage may be detained for the Fare in case it is not intended to proceed against the Owner for a Penalty, such Luggage being subject to a lien for the amount of the Fare.

30. As it is the _intent_ which constitutes the offence, it is very desirable that the power of detention should be exercised with caution and discretion, as cases may frequently occur of persons travelling beyond the distance for which they have paid their Fare unintentionally, or even against their wish and to their inconvenience; and the right of detention is applicable only in cases of what is termed Over Riding to parties who _knowingly_ and _wilfully_ proceed beyond the place to which they are booked, not only without previously paying the additional Fare for the additional distance, but also with _intent to avoid payment thereof_.

SECTION VIII.

REGULATIONS FOR INSPECTORS OF POLICE.

1. Every Inspector is to =walk= over his district, and to report to the Superintendent of his division any irregularity he may detect.

2. Every Inspector is to see that the Policemen, Pointsmen, and Gatesmen in his district are at their posts--=clean= in their persons, sober, and attentive to their duty; and to ascertain that they are =conversant= with their orders, and that the Points are in good working order, =cleaned=, and =oiled=.

3. He is to see that each Police Box has a =copy= of the standing orders relative to Police Signals and Duties, and a copy of any order specially relating to the men at that particular post.

4. Every Inspector is to have a =list= of the names and places of abode of every Policeman in his district, so that in case of need he can summon them.

SECTION IX.

REGULATIONS FOR POLICEMEN AND POINTSMEN.

1. Every Policeman on duty is to stand upon the Line =clear= of the rails, and to give the proper signal on the passing of an Engine.

2. Every Policeman will be supplied with a =whistle=, to aid in calling the attention of the next officer in communication with him to a signal; and no signal must be considered to be received until answered by the Policeman to whom it is passed.

3. On a Train stopping at a Station after sunset, the Policeman on duty is to see that the Tail and Side Lamps are lighted and in order, and, if not, he is to report the same to the Guard of the Train, as well as to the Clerk on duty.

4. On a Goods or Coal Train stopping at a Station, the Policeman on duty is to ascertain from the Breaksman at which Station the Train is =next to stop=, that he may inform the Engineman and Guard of the following Train. This precaution is more especially enjoined during foggy weather.

5. On a Policeman having to stop a Train, he is to tell the Engineman the cause, and then let the Train proceed, unless he has orders to detain it, in which case he is to desire the Engineman to draw on until the whole Train is well =within= the Signal Post, to admit of a following Train stopping at the Signal, without risk of collision.

6. When a Train stopping at a Station extends beyond the Signal Post, the Policeman on duty is to go back in =rear= of the Train with his Hand Signal, to a distance sufficient to ensure its being well observed by the Engineman of any other Engine that may be following.

7. This precaution, though at all times necessary, is more particularly so with the Up Trains at Weedon, Roade, and Leighton.

8. The Policeman stationed at the New Canal Bridge, near Birmingham, when he cannot discern the Signal at the Junction of the Gloucester Railway, is to show the =Green Signal= to every Engine passing towards Birmingham, and the Engineman is then to bring his Engine to a stand at the Ticket Platform unless there signalled to proceed.

9. At the junction with the Midland at Rugby--the Bedford at Bletchley--the Aylesbury at Cheddington--the Peterborough at Blisworth--the Leamington at Coventry--the Manchester and the Chester at Crewe--the Macclesfield at Cheadle, where Stationary Signals are placed, the Policeman is to keep the Red Signal always turned on to the =Branch Line=, to prevent an Engine passing to the Main Line until he has ascertained that the Main Line is clear, when he is to turn the Signal off the Branch and on to the Main Line.

=Note.=--The Trent Valley is henceforth to be considered the =Main= Line, and the Rugby and Birmingham, and Stafford and Birmingham, the Branches.

10. Every Engineman on a Branch Line must bring his Engine to a stand in foggy weather =before= he reaches the Junction-points, and not enter on the Main Line till he shall have ascertained how long the preceding Train has passed; the =Policeman= is to give all the information required.

11. Policemen are hereby apprised that, except in cases of emergency, none but Regular Trains are to be permitted to travel in a =FOG=; and on these occasions when a Train stops at a Station, the Auxiliary Signals must always be used, as shown by Rule 13, page 165.

12. Policemen must also take notice, that, to avoid risk of collision on Single Lines, no extra Engine, with or without a Train, will be allowed to pass along the Line without =previous notice=.

13. Every Policeman is supplied with =Detonating= Signals to place on the Rails in foggy weather, and he is on these occasions to use them in addition to the ordinary Red Signal. (_See Regulations for Use of Fog Signals._)

14. Every Policeman is responsible for his Stationary as well as Hand Signal Lamp being well =trimmed=, and showing a clear and distinct light.

15. The Policemen generally are not to allow strangers to =trespass= on the Line without written authority, and they are to report any occurrence of this nature to their Inspector. They will also respect any orders which the officers in charge of Stations may think necessary.

16. On a Policeman stopping a Train at the entrance to one of the long Tunnels, from another Train having passed within =ten= minutes, he is not to detain the Train beyond =two= minutes, but simply to inform the Engineman and Guard of the character of the Train in advance, and the time that has elapsed since it passed.

17. Should a Train issue from one of the long Tunnels, at which Police are stationed, without the =Tail Lamp= on the last carriage, the Policeman on duty is immediately to walk back through the Tunnel with his lamp to ascertain whether a carriage has not been left behind, and, should this be the case, he is then to go on to the other end to instruct the Policeman there stationed to put on his Red Signal to stop any Engine from entering the Tunnel.

18. The Policemen stationed at Tunnels and intermediate Stations are directed to be very particular in making the Signals according to the Regulations. (_See Signals._)

19. In all cases where Telegraphic communication is laid through a Tunnel, the Policeman at the entrance thereof is to sound the =Bell= on a Train going into the Tunnel, and the Policeman at the other extremity is to respond to the Signal on the Train emerging from it.

20. The Policeman stationed at the South entrance of the Primrose Tunnel is to sound the =Alarum= as soon as an Up Train enters the Tunnel, that the Camden Station may be made aware of the approach of a Train, and, if a Goods or Cattle Train, he is to turn it into the siding. Should it be a Passenger Train, the Policeman at Chalk Farm Bridge is to pass the Signal to the Euston Station.

21. When the Policeman at the South entrance of the Primrose Tunnel cannot distinguish the Signal at Chalk Farm Bridge, he is to show the =Green= Signal to every Engine passing towards Camden Station, and the Engineman is then to bring his Engine to a stand at the same Bridge unless signalled to proceed.

22. The Policeman in charge of the facing Points at the summit of the Incline at Camden is not to move them to allow an Engine to run into the siding, unless the Engineman motions with his hand. (See Rule 48, page 176.)

23. The duties of Pointsmen in charge of Switches are very simple, easily understood and remembered, and are at the same time not heavy, but they require great =care=, =attention=, and =watchfulness=, for any neglect may cause very serious accidents; Policemen are, therefore, warned always to be on the alert, and cautious in the discharge of their duty as Pointsmen.

24. The Pointsman is to be careful in keeping his Switches =clear= and well =oiled=: and whenever a Train has passed over, he is to see that no particle of coal or dirt has dropped within the Points, so as to prevent them from closing, and also that they are replaced in the =proper position=. He is also to try his Points before the passing through of a Train, that he may be thoroughly satisfied there is no impediment to their true working.

25. Where, from the peculiarity of the Line, it is necessary to employ facing Points, these precautions become =doubly= important.

26. Whenever, from the passage of a Train, the Points, Crossings, or Guide-rail receive injury or strain, or the rails themselves are =split= or =chipped=, the circumstance must immediately be reported.

27. In order to assist in discriminating Luggage Trains at night from Passenger Trains, the former carry a =Green= light on the Buffer-plank; but it must be understood that this is intended merely as an auxiliary signal, and is not to be =relied on= for turning a Train into a siding, which is only to be done when the Policeman on duty shall have =satisfied himself= as to the character of the Train.

SECTION X.

REGULATIONS FOR GATEMEN AT LEVEL CROSSINGS.

1. Every Gateman will be provided with Day and Night Signals, which he must keep in proper order.

2. Gates must always be kept =closed= across a road, except when required to be opened to allow the Railway to be passed.

3. Before opening the Gates, the Gateman is to satisfy himself that a Train is not in sight; he will then exhibit his Red light, and always allow the Signal to remain until the Railway is =clear= and the Gates closed.

4. If an Engine follow another within =three minutes=, the Danger Signal is to be shown; from three to seven minutes, the Caution Signal must be exhibited.

5. In all cases, the Gateman, when signalling, is to stand on the =opposite side= of the Railway, that he may be seen by the Driver of the Train.

6. The Gatemen must make themselves well acquainted with the Signals, as laid down in =Sections 2 and 3=.

SECTION XI.

REGULATIONS FOR BALLAST ENGINEMEN AND PLATE-LAYERS.

1. When a Ballast Engine is discharging or taking in ballast, blocks, sleepers, or other materials, on the Main Line, the Engineman is to send a Ballastman back =600= yards with a red signal-flag; and this Ballastman is to remain on the look-out till the Ballast Train is ready to move, and he is to stop any approaching Train, and inform the Driver of the position of the Ballast Train. (See Rule 17, page 182.)

2. All persons in charge of Ballast Trains are to obey the orders of the Company’s Agents, Inspectors, and Police, so far as relates to the time of their running on the Line; and no Ballast Engineman is to =leave a siding= in front of an expected Train, or without the permission of the Officer in charge of the point.

3. No ballasting is to be carried on in =foggy weather=, except under urgent circumstances, or by express permission.

4. Ballast Enginemen are to take particular care always to have a proper supply of Coke and Water in their Tenders, so as to prevent the possibility of any detention on the Line from deficiency; and they are also to take care to attach only such number of waggons as can be drawn with certainty, and on no account to leave their Engines while standing on the Main Line.

5. A Red Signal must always be stationed =800= yards back before a Rail is taken out, or any obstruction caused to the Main Line. (See Rule 17, page 182.)

6. A Green Signal must be stationed =400= yards back whenever the state of the Line requires that the Train should proceed with caution.

7. No rail, block, or chair, is to be removed in a =fog=, or during the night, except by express permission from the Resident Engineer; and in all cases, before taking out a Rail, the Foreman is to have at the spot a perfect Rail in readiness to replace it.

8. No Truck or Lorry is to be placed on the Line except for the conveyance of materials; and any Truck or Lorry so used is to be followed by a man carrying a Red Signal, at a distance of =400= yards at least. No Lorry is, under any circumstances, to be moved on the wrong Line.

9. No Truck or Lorry is to be used in a =fog=; and the wheels of Lorries must be constantly =locked= when not in use.

10. No Lorry is, under any circumstances, to be attached to the =end of a Train=.

11. Should special circumstances require the use of a Lorry in the Tunnels, or otherwise than in broad daylight, it must be followed by a man with a Red Light, and notice must be given by the Foreman to the Policeman at the entrance to the Tunnel of the time he expects the Lorry will be required in the Tunnel, that the Policeman may keep on the =Red Signal= during the whole time, and caution any Engineman entering in the Tunnel.

12. Every Overlooker is to have a =list= of the name and abode of every Foreman of his district, that, in case of accident, he may be enabled to summon them immediately to assist in any way that may be deemed necessary; and should any obstruction take place, caused by snow, frost, slips, or other sudden emergency, he is instantly to collect the required strength to overcome the obstacle.

13. The Plate-layers are to desist from work when a Train is within =400= yards, and the Foreman must order his men to move to the side of the road clear of both Lines, to secure the men from the risk of accident by Trains running in opposite directions. If working in a Tunnel, and Trains are approaching in both directions, the Plate-layers must lie down between the two lines of way, till the Trains have passed.

14. If a Passenger Train approach within =ten minutes= of a Coal or Ballast Train, the Plate-layers must give the Signal to proceed =slowly=.

15. In the event of any Engineman neglecting to comply with the Signal to stop, or to proceed cautiously, as the case may be, the Foreman of the Plate-layers is to =report= the circumstance, in order that proper notice may be taken of it.

16. Every Overlooker is responsible that all =loose timber=, =stones=, =rails=, =chairs=, or other materials, as well as the workmen’s tools, are removed from the road, and the Line kept clear of interruption of any kind.

17. The whole Line is to be =inspected= every morning before the arrival of the first =Up= and =Down= Train, and care must be taken that the Rails are in gauge, and the Keys driven home.

18. On learning that an =accident= has occurred, a Plate-layer is to proceed with all possible despatch to the next gang, from which a Plate-layer will in like manner run to the next more distant Plate-layer, till information of the accident has by this means reached the Station.

19. Having communicated the information, the Plate-layers are immediately to return to give their assistance.

20. Every Foreman having been sworn in as a Special Constable is required to order off all persons =trespassing= within the fences on his district, and if such persons persist in remaining he is to take them to the nearest Station, and give them into the charge of the Company’s Police.

21. The Foreman is also to report if any gates which the owners or occupiers of land are required to keep shut have been =left open=, that the parties may be charged with the penalties, and any instance of sheep or cattle being on the Lines or Slopes is also to be duly reported.

22. Every Plate-layer is to make himself =duly acquainted= with the code of Signals in use on the Railway, as detailed in =Sections 2 and 3=.

SECTION XII.

REGULATIONS FOR GUARDS AND TUNNEL BREAKSMEN AT LIME-STREET.

GOING DOWN THE TUNNEL.

1. The moment a Train arrives at Edge Hill, the Tunnel-breaksman, whose turn it is to go down the Tunnel, is to =examine= how many =Breaks= there are on the Train, and, before the Train is allowed to start, must be perfectly satisfied that the requisite number are in good working order, and must report to the Superintendent on duty that they are so.

2. The Tunnel-breaksman must see that the =Guard= of the Train is at his post before the Train starts.

3. No Train is, on any account, to go down the Tunnel without a =Tunnel-breaksman=.

4. Trains going down the Tunnel are never to be allowed to exceed in speed =ten miles= an hour.

5. In some instances Trains have been allowed to acquire a considerable velocity before the Breaks were applied, the Breaksman relying on the power of the Breaks to stop the Train. This practice is most strictly =forbidden=; at no period of the descent must the Trains be at a greater speed than =ten miles= an hour; the Breaks must be applied gradually, and the Breaksman must be sure at all times that he has perfect control over his speed.

6. The Guard of the Train and Tunnel-breaksman will be held =equally= responsible for the safety of the Train.

7. No Train is to go down without a Guard and one Breaksman; when the Train exceeds =ten= coaches, there must be an =extra= Breaksman; if it exceed =fifteen= coaches, two extra Breaksmen.

8. No Train is to follow another Train down the Tunnel without an interval of =five= minutes.

9. No Train of any description is to be allowed to pass down the Tunnel without the =Signal= having been previously given.

10. Whenever, from a number of Trains going down the Tunnel, there is a deficiency of Breaksmen at Edge Hill, the Breaksman, on applying to the Superintendent of the Station at Lime Street, is to be sent up without waiting for a Train.

GOING UP THE TUNNEL.

11. The Tunnel-breaksman in going up is to take charge of the messenger. Before starting, he will take notice of the =position of the Breaks=, and in case of the rope or messenger giving way, he will be required immediately to get to the Break and put it on fast, so as to prevent the Train going down the Tunnel.

12. In a Train of =five= coaches, the Train-guard will be sufficient; but if the Train exceeds that number, there must be a Tunnel-breaksman, and for every additional =five= coaches there must be an extra Breaksman. No more than =fifteen= coaches must at any time be taken up the Tunnel at once; and any Train exceeding that number must be taken up at twice.

13. No =Waggons= are to be sent down the Tunnels without =special= permission.

14. The Station Master at Lime Street will be answerable for the =efficiency= of the Breaksman, and he, or the Assistants on duty at Lime Street, will see to the carrying out of the regulations.

15. The Station Master, or the Assistants on duty at Edge Hill, will also do the same at the Tunnel top; and before a Train is allowed to start, the Officer on duty will be required to see that the =Guard and Breaksman are properly placed=.

16. The Officer on duty is required to report forthwith to the Assistant Manager, Lime Street, any instance of a Train being allowed to run into the Station =too quickly=, even although no damage may have ensued.

REGULATIONS FOR WAPPING TUNNEL, LIVERPOOL.

17. No person, unless in service of the Company, is allowed to enter the Tunnel without permission of the Manager or Engineer, who will give a =printed pass= to strangers, when required.

18. On arrival of each Down Train at Edge Hill, it is the duty of the Tunnel-breaksmen to examine particularly the =Coupling Chains=, the =Breaks=, and the Loading of the Waggons, before they are brought over the =bank head= of the Tunnel. After doing which, the senior one of them must =sign the Register-book=, for assurance that all is right, safe, and ready. The same Breaksman must then go down with the Train to the bottom of the Tunnel, taking care that they hold full and complete control over the speed of the Train.

19. Every train is to be brought to a complete stand upon the bank head, whilst the requisite number of good Breaks are =pinned down=. The Breaksmen are required not to allow the Train to attain a greater rate of speed than =four to five= miles an hour in any part of the Tunnel, or fifteen minutes in time of descending, in order that they may be able to get off the Waggons without danger to themselves, and put down or take up any of the Breaks, as necessary.

20. When a Down Train consists wholly of loaded Waggons, and there is not any Break Waggon at hand to be sent down in front, the Breaksmen are first to see that at least =one-third= of the Waggons are provided with good and efficient Breaks; otherwise they must not venture to proceed with them down the Tunnel, until the deficiency is supplied by attaching an adequate number of empty Waggons, with serviceable Breaks, from the stock in the Sidings: but the Break Waggon must, if possible, in all cases be used.

21. When a Train is composed of loaded and empty Waggons, two empty are to be considered equal to one loaded. Not more than =thirty-five loaded= Waggons may be taken down the Tunnel at any one time, and two Breaksmen must attend each Train. None but the regularly appointed Tunnel-breaksmen must ever attempt to convoy a Train.

22. Signal Lamps and Hand Lamps must be kept properly trimmed and burning. A Red Signal Lamp, lighted, must always be fixed on the rear of the last Waggon going down the Tunnel, and a Green Signal Lamp lighted and fixed upon the most conspicuous part of the front Waggon in the same Train. They must both be returned to Edge Hill by the first set up. No persons must ever leave any Waggon standing upon the Up Line within the Tunnel, nor upon the Down Line, without fixing a well-lighted Red Signal Lamp thereon, and remaining with it until removed to the bottom. The signal to =stop= must be made by waving the Hand Lamp =Up and Down=. The man on duty at the Wheel must look out for Waggons coming Down, and pass the word to the Breaksman whether or not the Line is clear; the exchange of such Signal to be made by waving the Hand Lamps =horizontally=, and then the Breaksman may =with caution= proceed. The Signal to “_come forward_” to be made by waving the Hand Lamps =round=.

23. Each set of Waggons drawn up the Tunnel to consist of not more than =six=, until further orders. The man on duty at the Wheel must examine the Endless Rope, the Messengers, the Coupling Chains, the Van Doors, and the Loads upon the Waggons, to see that all is right and safe to pass upwards, that the Coupling Chains are properly hooked, that the last Waggon is provided with a good and powerful Break, and then the same Breaksman must proceed with the set, and look out for Down Trains, to apprize the other men in charge thereof whereabouts any Waggons are before them, to report any impediments in the Tunnel to the Superintendent or Goods Manager.

24. When the Rails on the Bank Head, or within the Tunnel, are wet and slippery, they must be sprinkled with =sand=, a large stock of which is kept constantly at the top of the Tunnel to supply the Break Waggons.

25. All Breaksmen are expected to take charge of and deliver the Despatch Bags, Parcels, &c., as sent Up and Down the Tunnel; to keep in repair the Endless Ropes, Messengers, and Drag Lines; and whenever _all_ the Breaksmen are unavoidably absent from the Bank Head, the large =wooden chock= upon the Down Line, near the Tunnel Mouth, must always be put across the Rails, and a man placed in charge until the return of one of the Breaksmen to relieve him. The Gates to be closed every night before 12 o’clock.

SECTION XIII.

REGULATIONS FOR BANKRIDERS AT THE EUSTON INCLINE.

1. The Bankriders are to have the control, management, and responsibility of the =Inclined Plane= and of the Trains passing down it.

2. The Bankrider is carefully to inspect the condition of every Train, and never attempt to move it until perfectly satisfied of the =sufficiency of the Breaks=.

3. He is not to allow any =Rubbish= or obstruction of any kind to be placed near the Rails on the Incline.

4. He is to pay particular attention to the =Signals= conveyed from Euston to Camden Station.

5. He is also to keep a sharp look-out for any Signal that may be given him to stop his Train on the =descent=, and he must be prepared to bring it to a stand at any time on receiving such Signal.

6. The speed on the Incline must never exceed =10= miles per hour, but a lower speed is necessary when the Train is heavy, or the Rails in bad order.

SECTION XIV.

BYE-LAWS.

By virtue of the powers and authorities vested in us by an Act of Parliament passed in the Tenth Year of the Reign of Her Majesty Queen Victoria, intituled “An Act to consolidate the London and Birmingham, Grand Junction, and Manchester and Birmingham Railway Companies,” and “The Railway Clauses Consolidation Act, 1845,” therewith incorporated,

We the London and North-Western Railway Company do hereby make the following Bye-Laws:--

1. No Passenger will be allowed to take his Seat in or upon any Carriage used on the Railway, or to travel therein upon the said Railway, without having first Booked his place and paid his Fare.

2. Each Passenger Booking his place will be furnished with a Ticket, which he is to show when required by the Guard in charge of the Train, and to deliver up before leaving the Company’s Premises upon demand to the Guard or other Servant of the Company duly authorized to collect Tickets.

3. Each Passenger not producing or delivering up his Ticket will be required to pay the Fare from the place whence the Train originally started.

4. Passengers on the Road Stations will only be Booked conditionally; that is to say, in case there shall be room in the Train for which they are Booked. In case there shall not be room for all the Passengers Booked, those Booked for the longest distance shall have the preference, and those Booked for the same distance shall have priority according to the order in which they are Booked.

5. Every person attempting to defraud the Company by travelling upon the Railway without having previously paid his Fare, or by riding in or upon a Carriage of a superior Class to that for which he has Booked his place, or by continuing his Journey beyond the destination for which he has paid his Fare, or by attempting in any other manner whatever to evade the payment of his Fare, is hereby subjected to a Penalty not exceeding =Forty Shillings=.

6. No Passenger will be allowed to get into, or upon, or to quit any Carriage after the Train has been put in motion; and any person doing so, or attempting to do so, is hereby made liable to a Penalty of =Forty Shillings=.

7. Dogs will be charged for according to distance, but they will on no account be allowed to accompany Passengers in Carriages.

8. Smoking is strictly prohibited both in and upon the Carriages, and in the Company’s Stations. Every person Smoking in a Carriage is hereby subjected to a Penalty not exceeding =Forty Shillings=; and every person persisting in smoking in a Carriage or Station after having been warned to desist shall, in addition to incurring a Penalty not exceeding =Forty Shillings=, be immediately, or, if travelling, at the first opportunity, removed from the Company’s Premises and forfeit his Fare.

9. Any person found in a Carriage or Station in a state of Intoxication, or committing any Nuisance or wilfully interfering with the comfort of other Passengers, and every person obstructing any Officer of the Company in the discharge of his duty, is hereby subjected to a Penalty not exceeding =Forty Shillings=, and shall immediately, or, if travelling, at the first opportunity, be removed from the Company’s Premises, and forfeit his Fare.

10. Any Passenger cutting the Linings, removing or defacing the Number Plates, breaking the Windows, or otherwise wilfully damaging or injuring any Carriage on the Railway, shall forfeit and pay a sum not exceeding =Five Pounds= in addition to the amount of damage done.

_Sealed by Order of the Directors._

R. CREED, _Secretary_. [Illustration: Seal.]

_Allowed by the Commissioners of Railways this Twentieth day of August, 1847._

EDWARD STRUTT, EDWARD RYAN. [Illustration: Seal.]

SECTION XV.

Extract from the Act, the 3rd and 4th VICTORIA, Chap. 97, entitled “An Act for Regulating Railways:”--

_Punishment of Servants of Railway Companies guilty of Misconduct._

SECTION 13.]--That it shall be lawful for any officer or agent of any Railway Company, or for any special constable duly appointed, and all such persons as they may call to their assistance, to seize and detain any Engine-driver, Guard, Porter, or other servant in the employ of such Company, who shall be found drunk while employed upon the Railway, or commit any offence against any of the Bye-laws, Rules, or Regulations of such Company, or shall wilfully, maliciously, or negligently do, or omit to do, any act whereby the life or limb of any person passing along or being upon the Railway belonging to such Company, or the works thereof respectively, shall be or might be injured or endangered, or whereby the passage of any of the Engines, Carriages, or Trains shall be or might be obstructed or impeded; and to convey such Engine-driver, Guard, Porter, or other servant so offending, or any person counselling, aiding, or assisting in such offence, with all convenient despatch, before some Justice of the Peace for the place within which such offence shall be committed, without any other warrant or authority than this Act; and every such person so offending, and every person counselling, aiding, or assisting therein as aforesaid, shall, when convicted before such Justice as aforesaid (who is hereby authorised and required, upon complaint to him made upon oath, without information in writing, to take cognizance thereof, and to act summarily in the premises), in the discretion of such Justice be imprisoned, with or without hard labour, for any term not exceeding two Calendar months, or, in the like discretion of such Justice, shall, for every such offence, forfeit to Her Majesty any sum not exceeding 10_l._, and in default of payment thereof shall be imprisoned, with or without hard labour as aforesaid, for such period, not exceeding two Calendar months, as such Justice shall appoint; such commitment to be determined on payment of the amount of the penalty; and every such penalty shall be returned to the next ensuing Court of Quarter Sessions in the usual manner.

_Justices of the Peace empowered to send any case to be tried by the Quarter Sessions._

SECTION 14.]--That (if upon the hearing of any such complaint he shall think fit) it shall be lawful for such Justice, instead of deciding upon the matter of complaint summarily, to commit the person or persons charged with such offence for trial for the same at the Quarter Sessions for the county or place wherein such offence shall have been committed, and to order that any such person so committed shall be imprisoned and detained in any of Her Majesty’s gaols or houses of correction in the said county or place in the mean time, or to take bail for his appearance, with or without sureties, in his discretion; and every such person so offending and convicted before such Court of Quarter Sessions as aforesaid (which said Court is hereby required to take cognizance of and hear and determine such complaint) shall be liable in the discretion of such Court to be imprisoned, with or without hard labour, for any term not exceeding two years.

_Punishment of Persons Obstructing Railways._

SECTION 15.]--That from and after the passing of this Act, every person who shall wilfully do, or cause to be done, anything in such manner as to obstruct any Engine or Carriage using any Railway, or to endanger the safety of persons conveyed in or upon the same, or shall aid or assist therein, shall be guilty of a misdemeanor, and, being convicted thereof, shall be liable, at the discretion of the Court before which he shall have been convicted, to be imprisoned, with or without hard labour, for any term not exceeding two years.

_For Punishment of Persons Obstructing the Officers of any Railway Company, or Trespassing upon any Railway._

SECTION 16.]--That if any person shall wilfully obstruct or impede any Officer or Agent of any Railway Company in the execution of his duty upon any Railway, or upon or in any of the Stations or other Works or Premises connected therewith; or if any person shall wilfully trespass upon any Railway, or any of the Stations or other Works or Premises connected therewith, and shall refuse to quit the same upon request to him made by any Officer or Agent of the said Company, every such person so offending, and all others aiding and assisting therein, shall and may be seized and detained by any such Officer or Agent, or any person whom he may call to his assistance, until such offender or offenders can be conveniently taken before some Justice of the Peace for the county or place wherein such offence shall be committed, and, where convicted before such Justice as aforesaid (who is hereby authorised and required upon complaint to him upon oath to take cognizance thereof and to act summarily in the premises), shall, at the discretion of such Justice, forfeit to Her Majesty any sum not exceeding 5_l._, and in default of payment thereof shall or may be imprisoned for any term not exceeding two Calendar months; such imprisonment to be determined on payment of the amount of the penalty.

_I, being this engaged as in the service of the London and North-Western Railway Company, do hereby bind myself to observe and obey the foregoing Rules and Regulations, which I have read (or heard read) and understand, and all others that may from time to time be issued for the better government of the Company, so long as I remain a servant in it._

THE END.

London: Printed by WILLIAM CLOWES and SONS, Stamford Street.

Transcriber’s Note:

Words and phrases in italics are surrounded by underscores, _like this_. Obvious printing errors, such as partially printed letters and punctuation, were corrected. Duplicate letters at line endings or page breaks were removed.

Words may have multiple spelling variations or inconsistent hyphenation in the text. Obsolete and alternative spellings were left unchanged. Four misspelled words were corrected.

Numbered paragraphs in Chapter XIV begin with 2.