Chapter XX: 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--

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

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

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

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

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

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

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:--

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

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

When the two Arms are raised both Lines are blocked.

(_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.