Appendix to No 13 Section of the Service Time Tables March
The following is a transcription of the Special
locational instructions in the Appendix to the Service Time Table for Bordesley
Junction and Station ( pages 127 134).
Great Western Railway
Appendix to No 13
Section of the Service Time Tables
1. SHUNTING TRAINS AND ENGINES CLEAR OF RUNNING
(a) The special attention of Inspectors, Shunters, and all
concerned is directed to the necessity of shunting Trains and Engines off the
Running Lines with the utmost promptitude.
(b) When Up trains are sent over
the Main Line to Small Heath to shunt, the Inspector or Shunter must telephone
to Small Heath North Box informing the Signalman there into which Siding the
Train is to be shunted.
2. SHUNTING OPERATIONS BY SHUNTING BELLS, GONGS,
Electrical communication for controlling Shunting operations is
provided as shewn below:-
||Middle of Down Shunting Spur, South end
||Shunter to Engineman working on Down Yard Shunting
||Middle of Up Shunting Spur, South end
||Shunter to Engineman working on Shunting Spur
||Middle of Up Shunting Spur, North end
||Shunter to Engineman working on Up Yard Shunting
3. GOODS PILOT LINE ON UP SIDE BETWEEN BORDESLEY SOUTH
AND SMALL HEATH NORTH SIGNAL BOXES
a) This Line, 850 yards in length,
runs alongside the Up Main Line, and is entered by a Facing Point connection at
Bordesley South Up Main Inner Home Signal.
(b) Trains terminating at
Bordesley Junction must be turned on to this Line at Bordesley South.
Each Train diverted to the Pilot Line must be stopped dead at Bordesley South
Up Main Inner Home Signal.
(d) The speed over the Pilot Line must not exceed
five miles per hour and Enginemen must be prepared to stop short of any
(e) No Train on the Pilot Line must move back in the wrong
direction without the permission of the Signalman at Bordesley South
(f) A Stop Board, which protects a pair of Hand Trailing Points leading
to the adjacent Sidings, is provided on the Pilot Line about 600 yards from
Bordesley South Box, and after dusk, in foggy weather, or during falling snow,
a Lamp showing a White Light, must be fixed on this Stop Board, and all Trains
must stop dead at the Board. After stopping, Trains may proceed cautiously
unless stopped by the Guard or Shunter using the connection. During daylight,
any Guard or Shunter using the Hand Points will be responsible for stopping any
Up Train approaching over the Pilot Line; and after dusk, any Guard or Shunter
using the connection must put a Red shade over the White light on the Stop
Board and remove the Red shade when the road is clear. During the time the Red
light is exhibited, Enginemen passing over the Pilot Line must not proceed
beyond the Stop Board.
(g) A Shunter will be in attendance at the Stop Board
to meet Up Trains. Traffic for the LM&S System will be detached by the
Train Engine and shunted into Nos 1 and 2 Sidings of the Old Yard, and wagons
refused by the LM&S Company placed into No 3 road. The Shunter will be
responsible for seeing that wagons are not pushed foul of the North end of
(h) Cripple wagons and traffic for GW Up Stations to be taken
to the South end of the Yard with the Van for the disposal in Nos 5, 6 and 7
(i) In the case of a Train having only a few wagons after
disposing of those for the LM&S System, they, together with the Van,
should, whenever possible, be left on one of the Old Yard Sidings, and the
Train Engine immediately released, and the wagons cleared by a subsequent Up
(j) Guards of Up terminating Trains (on completion of
their turn of duty) must leave their Train after detaching the LM&S wagons
on the Up Pilot Line, and the Train will then be under the control of the
shunting staff. When there is no other Train on the Up Pilot Line, the Shunter
must proceed with the Train to the Baulks Yard, and assist the Shunter there to
dispose of it.
4. WORKING IN UP YARDS
a) The Sidings are
allocated as under :-
|No. of Siding
||Description of Traffic
||Wagon capacity of Siding
||Banbury and Oxford
||Swindon and Bristol
||Stations east of Reading and Southall
|| Up and Down traffic shunted off LM&S
Reception roads for clearance by Nos 1, 2 and 4 Shunting Engines respectively
|Reception Roads connecting
with LM&S Branch
|| Reception Lines for LM&S Inwards
||Running Round Line for LM&S Engines returning to
North end to pick up traffic
||Leamington Local and North Warwickshire Line
||Rough traffic off Up terminating Trains
||Through traffic for Banbury or beyond off Up
|| Traffic for LM&S Line put off Up
|| Wagons refused by LM&S Company, Odd Wagons and
|| For marshalling Down-hill traffic
|| Small Heath traffic to be crossed to Down Side, and
b) The South end Up side Head Shunter despatching an Up
Train must advise the Small Heath North Signalman by telephone, giving
particulars of the Train.
(c) Trains calling to pick up traffic are, when
necessary, backed into the Sidings, but, whenever possible, wagons to go
forward must be taken to the South end and conveniently placed for the Trains
to pick up.
(d) There is a Facing connection from the Pilot Line to the Up
Sidings at Bordesley South, and the Signalman at Bordesley South must not turn
any Train into the Sidings unless advised to do so by the Shunter on duty at
the North end.
(e) Before permission is given to the Signalman at Bordesley
South to turn the points for an Engine to enter the Up Sidings, the North end
Shunter must satisfy himself that authority has not been given for a LM&S
Train to leave Nos 1 or 2 Old Yard Sidings.
(f) The Shunter who gives
permission for an engine or wagons to be taken over the points in either
direction between the Old Yard or Baulks Yard and the Baltic Sidings, will be
responsible for seeing that the Line is kept clear for the work, and Shunting
Engines to the Baltic Yard must be so regulated as not to interfere with the
LM&S Reception roads.
(g) The Shunters conducting the work at the South
end of the Old Yard must not, under any circumstances, allow any vehicle to
foul the North end of these Sidings without first obtaining the authority of
the Shunter at the North end.
(h) Engines requiring to work from the Baulks
Yard into the Baltic Yard Sidings Nos 11 to 17 inclusive must not foul the
Cross-over road at the South end of these Sidings without permission of the
Shunter in control of these Sidings.
(i) Engines requiring to work from the
Baulks Yard into the Baltic Yard must not move towards the Baltic Yard until
permission has been obtained from the Baltic Yard Shunter.
(j) Trains or
Engines leaving the Baltic Yard towards the South end of the Yard must be
prepared to stop dead at the Lamp fixed on post protecting Sidings Nos 5, 6,
and 7 of the Baulks Yard, and must not pass his lamp without permission of the
Up Side South end Shunter.
(k) Immediately a Down Train is ready for
despatch from the Up Yard, an advice must be given to the Signalman at
Bordesley South Box by the North end Shunter, and such Train must not be drawn
forward towards the Disc Signal controlling the points leading to the Down Main
or Down Relief Line until the North end Shunter has ascertained that authority
has not been given for a LM&S Train to leave Nos 1 or 2 Old Yard Sidings.
When conducting shunting operations at the north end of the Old Yard, the
Shunter concerned must not foul the points for No 18 road without first having
an understanding with the LM&S Train Meeter as to what is about to be done.
When it is necessary for the LM&S Train Meeter to shunt wagons from Nos 1
or 2 LM&S Outward Roads on to No 18 road, or into the Old Yard Sidings, or
vice versa, such wagons must be placed well clear of the points, and the North
End Assistant Shunter must be informed before commencing such movements.
When a Train or Engine is required to cross at the North end from the Up Side
to the Down Yard or vice versa, the North end Shunters on the Up and Down Sides
must have a clear understanding, and the Down Side Shunter will be responsible
for seeing that anything standing on the Up or Down Goods Lines is well clear
of the fouling point for the Cross-over road. The North end Up Side Shunter
must then inform the Signalman at Bordesley South Box that he may set the
points for the crossing, but before Points No 122 can be turned, the Shunter
must depress the push button fixed at the ground lever, which will electrically
release these Points and keep it depressed until the Signalman has completed
the movement. It must be distinctly understood that the Shunter, or other
responsible person, depressing the push button must remain at the points and
exhibit a hand danger signal to prevent a conflicting movement by an Engine or
vehicle moving from the direction of the Old Yard or Nos 1 and 2 LM&S
WORKING OF SINGLE LINE BETWEEN LM&S AND GW
1. The single line between the LMS and the GW Railways at
Bordesley Junction is worked by key token instruments in accordance with the
2. Two key token instruments are provided, one in
the LMS Companys Bordesley Junction signal-box and the other in a small
ground box situated at the GW end of the single line. The box at the GW end of
the single line is named LMS Key Token Box.
3. The key tokens
are lettered Bordesley Junction LMS and Bordesley Sidings GW. When
all the key tokens are in the instruments, the disc on the front of both
instruments shows Normal.
4. A train or engine must not proceed
on to the single line unless the driver is in possession of a key token or he
has seen one in possession of the driver of an engine to which his engine is
Method of Working
5. To withdraw a key token, the signalman or guard must
first see that the indicator on the instrument is showing Normal.
He must then take hold of the handle of one of the key tokens which project
from the slots in the magazine of the instrument, raise the key token (stem
uppermost) into the keyway of the instrument, push in as far as it will go, and
then turn slowly a half turn in the anti-clockwise direction. The key token
will then be free to be pulled out of the instrument.
6. If the indicator is
showing either Train coming from or Train going to Bordesley
Junction LMS or Bordesley Sidings GW, as the case may be, the signalman or
guard must wait until the indicator shows Normal before he attempts
to withdraw a key token.
7. Upon arrival at the other end of the section,
the signalman or guard must replace the key Token in the instrument (see clause
8). This will cause the indicators on both instruments to show
8. To replace a key token in the instrument, the
signalman or guard must insert it in the keyway of the instrument (stem
downwards) and turn one half turn in the clockwise direction; he must then pull
the key token forward and slide it along the slot in the front of the
instrument into one of the four slotted divisions.
9. If after a key token
has been obtained by the signalman or guard, it is found that the train or
engine cannot proceed on to the single line, the key token must be replaced in
the instrument in accordance with the instructions shown in clause 8.
When a train or engine requires to proceed from the LMS Railway to the GW
Railway, the signalman at Bordesley Junction Signal Box must obtain a key token
and hand it to the driver. The driver must when drawing forward on one of the
arrival lines at the GW end of the single line, place the key token in the
receptable fixed near the LMS key token box, and the guard of that train must,
when the whole of the train has been drawn off the single line, and that line
is clear, place the key token in the instrument at the GW end of the LMS branch
in accordance with the above instructions. Unless it is known that another
train is following from the LMS line before a train leaves the GW line, the
guard who restores the key token to the instrument must immediately obtain a
key token for a train to leave the GW line for Bordesley Junction LMS, carrying
out the instructions in clause 11.
11. When a train or engine requires to
proceed from the GW end of the single line to Bordesley Junction LMS, the LMS
guard must, after obtaining a key token from the instrument in the LMS key
token box intimate to the GW shunter that he is in possession of a key token,
and then hand the key token to the driver of the train requiring to enter on to
the single line. On the train or engine reaching Bordesley Junction LMS
signal-box, the key token must be handed to the signalman, who must, as soon as
the train or engine has passed off the single line, and that line is clear,
place the key token in the instrument in accordance with the above
12. When two or more engines, or engines and brakes require to
pass over the single line at the same time, they must be coupled together; the
key token must be shown to the driver or drivers in front and it must be
carried on the rear engine. Care must be taken that the key token is not placed
in the instrument until all the engines, or the whole of the train, as the case
may be, have passed off the single line and that line is clear.
Failure of Token Instruments or Token
13. Should the instruments fail so that a key token cannot
be obtained, or should a key token be damaged so that it cannot be placed in
the instrument, the telegraph lineman for the district must be immediately
advised, and a pilotman must be appointed to accompany every train or engine
passing over the single line . In the case of a key token being so damaged that
it cannot be placed in the instrument, the pilotman must take charge of it and
hand it to the telegraph lineman when he arrives. The stationmaster at Camp
Hill will be held responsible for making the necessary arrangements, appointing
a pilotman, and advising the telegraph lineman.
Transference of Key Tokens
14. Thirty key tokens are supplied to the key token
instrument. When a greater number of trains run in one direction than the
other, causing the key tokens to accumulate at one end of the section, the key
tokens must, when necessary, be transferred by the telegraph lineman from the
key token instrument at which the key tokens accumulate to the instrument at
the other end of the single line. The signalman at the Bordesley Junction LMS
signal-box must, if he finds that the key tokens are accumulating at one end of
the single line, advise the telegraph lineman in order that the necessary
transfer may be made.
15. The telephone instruments provided in Bordesley
Junction LMS signal-box and the LMS key token box at the GW end of the single
line must only be used in connection with train working and must not be used
for general purposes.
5. WORKING OF LM&S TRAINS TO AND FROM BORDESLEY
(a) The Single Line Branch between Bordesley GW South Box
and the LM&S Bordesley Junction Signal Box is worked by Electric Key Token
Instruments, and before a LM&S Train is crossed from the Down Yard to the
LM&S Branch Line at Bordesley Junction, the Signalman at Bordesley South
Box must obtain permission from the Great Western Train Meeter.
Great Western Train Meeter, before giving his sanction for a Train to cross to
the LM&S Branch from the Down Yard, or before a Train is drawn from the GW
Sidings on the Up Side of the Line on to the LM&S Branch, must advise the
LM&S Company Guard that he has a Train ready and obtain his authority for
it to pass on to the LM&S Branch.
6. MODE OF DEALING WITH EXCHANGE TRAFFIC
LM&S Company work the traffic between their system and Bordesley
(b) Their Trains are worked over the Single Line, which connects
the LM&S Main Line with the North end of Bordesley Junction Yard, but they
are controlled by the Great Western Staff in entering and leaving Bordesley
(c) The LM&S trains must be met on arrival at the Signal
at the Great Western end of the Branch line, and must be piloted through the
Great Western Yard by the Shunter appointed for the purpose.
bringing traffic to Bordesley Junction must be turned on to Nos 15, 16 0r 17
lines, the points leading to which are interlocked with the Home Signal. The
latter Signal cannot be lowered unless the points are properly closed, and when
the Home Signal is at 'all right' the points cannot be moved. It is imperative,
therefore, that the Home Signal should be put to 'danger' immediately the
Engine of the Train has passed it, in order to protect the Train, and also
prevent the possibility of the points being run through in the trailing
direction and damaged.
(e) A clear reception must be ensured, and every
endeavour taken to avoid incoming LM&S Trains being brought to a dead stand
at the Stop Signal controlling the entrance to the yard.
(f) No 6 Engine
should clear all Reception Sidings before going to Shed unless Nos 1, 2 or 4
Engines are able to maintain a clear road for each LM&S Train during the
time No 6 Engine is not out.)
(g) The LM&S Engine will be detached and
crossed at the South end of the Reception Sidings Yard to No 18 Line, where it
will run to the North end to pick up traffic or empties out of the Up Sidings
(upon which the outgoing traffic is placed) for LM&S Line, or crossed to
the Down Sidings to load from No 1 LM&S 'Outwards' road picking up the
Brake Van off Nos 15, 16 or 17 LM&S Reception roads on the Up side as the
case may be, before leaving for the LM&S Line.
(h) There are periods in
the day when it is difficult to cross a LM&S Train from the Down side to
leave at its scheduled time, and unless it can be crossed beforehand by making
use of the spur on the Up side, the LM&S Engines at these periods should be
loaded from the Up side.
(i) LM&S 'Outwards' Trains must not be held for
traffic arriving late, but despatched on time with the wagons already coupled
up to the Engine. (j) Double loaded Trains assisted in the rear by a Bank
Engine from Washwood Heath will be worked to Bordesley Junction, but the
assistant Engine must not enter the Reception Sidings, but return to Washwood
Heath immediately after arrival, under the direction of the LM&S Company's
(k) After drawing clear on the Reception Sidings, the brake van must
be detached and hand brake applied, and the LM&S Train Engine must be cut
off and proceed to form the next outgoing LM&S Train. During the time this
work is in progress the Engine of the previous Inwards LM&S Train will
leave with a load of outgoing traffic for the LM&S Company, and similar
working will continue throughout the day and night.
(l) The times of the
LM&S Trains into and out of Bordesley Junction are shewn in the Service
Time Tables. Should a LM&S Inwards Trip be cancelled, the Outward Train
already in the Yard must be despatched at its scheduled time.
(m) A LM&S
Wagon Examiner is appointed to examine the wagons for the LM&S System on
all Down Trains at Bordesley Junction Down Yard, and another to examine the
wagons for the LM&S Line arriving on Up Trains on the GW Up Pilot Line at
(n) The whole of the wagons red-labelled on the Down
side are to be shunted out by the Shunting Engine at the same time as the
wagons which are 'blocked back' are shunted out; those red-labelled on the Up
side to be shunted out by the GW Train Engines and taken to the South end with
the Van and other wagons for that part of the Yard.
7. WORKING IN DOWN YARDS.
|No. of Siding
||Description of Traffic
||Wagon capacity of Siding
||For LM&S Line off Down Trains
||Bilston to Oxley Sidings inclusive
||Wagons refused by LM&S Company, Up-hill traffic and
||Rough traffic off Down Trains
|Small Heath Goods Yard
||(Gantry Road). Timber, heavy consignments and
||Shed traffic, Outwards loaded
||Scrap and Rough Outwards traffic
||Surplus Small Heath traffic
||LM&S 'Block Back' and marshalling,
|Goods Mileage Yard - North End
||Used temporarily for marshalling rough
traffic off No 6 Caledonia Siding
(b) The Signalman at Small Heath North Box must obtain
permission from the Caledonia Shunter before lowering the Down Goods Line Home
Signal for a Train to draw forward towards the Yard.
(c) The Caledonia
Shunter must not, under any circumstances, allow any vehicle to foul the North
end of the Sidings without first obtaining the authority of the Shunter at the
North End. The independent telephone circuit between the Caledonia Yard and
North End Cabin must in all cases be used for communication regarding shunting
operations at either end of the Down Yard.
(d) Wagons for the LM&S
System must be shunted into No 1 road and coupled up by the GW Shunter, and
wagons refused by the LM&S Company must be shunted into No 4 road.
No Train or Engine must be allowed to pass over the Down Goods Line from the
North to the South end of the Yard until permission has been obtained from the
Caledonia Shunter, when he is on duty.
(f) Engines working from Small Heath
Goods Yard must not foul the points leading to and from No 6 road without
permission of the North end Shunter.
(g) When necessary for the Caledonia
engine to remove wagons from No 6 road to the side of the Empty Shed road, the
Caledonia Head Shunter must have a clear understanding with all concerned
before the work is performed.
(h) When a Train or Engine is required to
cross from North end Down Yard to the Up side, the North end Shunters on the Up
and Down sides must have a clear understanding, and the Down side Shunter will
be responsible for seeing that anything standing on the Up or Down Goods Lines
is well clear of the fouling point for the Crossover road before advising the
Signalman at Bordesley South Box to turn the points.
(i) When a Train is
waiting to leave the Down Yard by means of the 'Back Loop', the North end
Shunter will be responsible for seeing that the tail end of the Train is well
clear of any shunting operations between the Down Goods Line and the
(j) Important Down Trains requiring to call at Bordesley Junction
to detach traffic or reduce load and which it is undesirable to place on the
Down Goods Line at Tyseley South behind other Trains, should whenever
practicable, be shunted back from the Down Relief to Down Goods Line at Small
Heath North, when this is not practicable, the Signalman at Bordesley South
must be advised, so that the work may be performed at the North end of the Yard
with as little delay as possible.
8. SMALL HEATH YARD
(a) All Sidings are used by
the Goods Department except No 8, 9, 10 and 11 Sidings.
(b) Traffic arriving
on Down Trains for Small Heath Goods Yard must be shunted on to the Gantry Road
by the Caledonia Shunting Engine.
(c) The Caledonia Shunter will be
responsible for seeing that wagons are not pushed foul of the Goods Shed Road
at the North end.
(d) When it is necessary for Yard Shunting Engines to
place wagons in position on the Gantry Road, the Shunter in charge must have a
clear understanding with the Caledonia Shunter as to what is about to be
NOs 1 AND 2 'GARDEN' SIDINGS SMALL HEATH
Three notice boards worded as under are
'Crossing the Line is forbidden while this Board is exhibited'
and must be placed in position during the time that engines require to perform
shunting operations on Nos 1 and 2 'Garden' Sidings in order to prevent road
vehicles passing over the crossing in either direction. The Shunter in charge
of the engine or engines concerned will be held responsible for seeing that the
boards are exhibited during shunting operations on Nos 1 and 2 'Garden'
Sidings, and for replacing the boards in the 'Empty Shed' Weighing Machine
Cabin when not in use.
9. WORKING OF DOWN GOODS TRAINS FROM BORDESLEY
(a) Number of Engines which may be attached to a Goods Train as
far as Snow Hill in addition to the Train Engine 2.
(b) The Goods Agents at
Bordesley Station and Moor Street must keep the Yard Master at Bordesley
Junction and Control, Birmingham, advised of the number of wagons which trains
are required to pick up there.
(c) When Down Goods Trains have to stop at
Bordesley Station or Moor Street to pick up or put off traffic, the inspector
in charge at Bordesley Junction will be responsible for seeing that the load on
leaving Bordesley Station or Moor Street is not too heavy for the incline
through Snow Hill Tunnel.
10. CATTLE TRAFFIC, BORDESLEY JUNCTION TO BORDESLEY
(a) Live Stock for Bordesley Station arriving during the night
must be worked down specially at once, unless it can be despatched without
undue delay by means of the ordinary services.
(b) It is very important that
all Live Stock be despatched without avoidable delay, and if any difficulty is
experienced, the attention of the Yard Master and Inspector on duty must be
immediately drawn to it.
(c) When it is absolutely necessary, not more than
ten vehicles containing Live Stock may be worked from Bordesley Junction Yard
to Bordesley North over the Down Goods Running Loop without a Brake Van in the
rear. The vehicles must be regarded and signalled as a Train, carry a Tail Lamp
on the rear, and be accompanied by a Guard or Shunter.
11. EXAMINATION OF WAGONS
The Inspectors and Yard
Shunters must render every assistance to the Wagon Examiners of both Companies
for the proper and efficient examination of wagons.
The inspectors and Yard Shunters must render every assistance to
the Number Takers for properly recording the numbers of the wagons exchanged
between the LM&S and Great Western Companies.
13. WAGONS 'STOPPED
BACK' BY LM&S COMPANY
The Yard Master must see that up-to-date
information in regard to wagons 'stopped back' by the LM&S Company is
regularly furnished to Inspectors, Shunters and others concerned, and that
every possible action is taken to ensure all 'stopped back' wagons being
shunted out before a LM&S Train is due to leave.
14. LOADING OF
ENGINES FROM BORDESLEY JUNCTION TO LM&S COMPANY
The maximum loads
of LM&S Company's Engines leaving Bordesley Junction for Lawley Street or
Washwood Heath are as follows:-
|Class of Engine
15. LIGHT ENGINES ATTACHED TO PASSENGER OR GOODS TRAINS
PROCEEDING FROM BORDESLEY JUNCTION TO SNOW HILL
Number of Engines which
may be attached to a Passenger Train in addition to the Train Engine
Number of Engines which may be attached to a Goods Train in addition to
the Train Engine
WORKING GOODS TRAFFIC
The Goods Yard at Bordesley is situated on the Up side of
the Line, and the Sidings are connected with the Down Main and Down Relief
Lines at North or Birmingham end and the Up Main Line at the South
There are Safety Points at each end of the Yard and these are locked
with the Main Line Points and worked from the Signal Box.
In order to secure
safety in conducting the work, the following instructions are in force:-
As soon as the Signalman on duty in the Bordesley North Box becomes aware that
a Train is stopping for the purpose of picking up or putting off traffic, or
for shunting purposes, he must send the necessary signal on the Electrical
Gong. (Code A)
(b) The Goods Foreman or Shunter in charge will be
responsible for meeting trains that stop to do work at either the North or
South ends as soon as the Code A is given on the Gong.
(c) The Goods Foreman
or Shunter on duty will have control of the shunting operations, and must see
that no vehicle is allowed on the Main Line after dark, unless a lighted tail
lamp is attached behind the last vehicle.
(d) The Goods Foreman or Shunter
in charge of shunting operations will also be held responsible for clearing the
Main Lines and verbally informing the Signalman that the Main Lines at both
ends of the Goods Yard are perfectly clear. Under no circumstances may vehicles
be propelled from the Yard on to the Main Line, unless properly attached to an
engine, and only then for the purposes of shunting.
(e) When an Up Goods
Train is about to leave Snow Hill, and has to call at Bordesley Goods Station
to put off traffic the Engineman must stop at Birmingham South Box, as per
instructions on page 17, and the Signalman at Birmingham South Box must advise
the Signalman at Bordesley North of the fact that the train then leaving has to
call at Bordesley.
(f) The Bordesley North Signalman will take the necessary
action to call the Goods Foreman by means of the Electrical Gong.
Goods Agent at Bordesley must keep the Yard Master at Bordesley Junction
advised of the number of wagons which Down Trains are required to pick
(h) In the event of an Up Goods Train detaching cattle at Bordesley
after 1.0pm and the train cannot be detained whilst the engine places it in
position for unloading, the man in charge at Bordesley Goods must telephone the
Control to provide an engine to do so.
(i) Engines of 43xx and 31xx Class
are prohibited from working into the Sidings alongside the Cattle Platform.
Fixed on Goods Foreman's Cabin and worked from
the North Signal Box
The following are the authorised Codes:-
(a) To call
One beat on bell
When Up Train required to be dealt with at South end
Two beats on
(c) When Down Train required to be dealt with at North end Three beats
(d) When Train is signalled, and Main Line is to be cleared during
Four beats on bell
TRACK CIRCUIT TO REAR OF UP MAIN HOME SIGNAL, BORDESLEY
The Up Main Line is track-circuited between the Up Main Starting
Signal for Bordesley North and the Up Main Home Signal for Bordesley South a
distance of 381 yards.
In connection with this apparatus, a Switch is
provided at Bordesley Station on the Main Up Platform fixed in a box on the
station buildings, and this must be placed to the 'Vehicle on line' position
whenever the Up Main Platform Line is occupied by a vehicle or vehicles without
an engine and must be replaced to the 'Line clear of vehicles' position
immediately the line is clear. The door of the box must not be left
When the Up Main Platform Line Track Switch is operated it will lock
the Up Main Starting Signal and also operate the Indicator in the Signal Box in
the same manner as the presence of a train or engine on the track-circuited
portion of the Up Line would do.
Whenever a vehicle or vehicles are left or
placed on the track-circuited portion of line and there is no engine attached,
the Shunter or person conducting the shunting must personally operate the
Switch in order to protect such vehicles, and the Switch must not be put back
to its normal position until the vehicle or vehicles have been removed and the
line is free from obstruction.
It is most important the track circuit should
not be relied upon to protect vehicles to which an engine is not attached, and
the Station Master and District Inspector must see that these instructions are
properly carried out.