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Appendix to No 13 Section of the Service Time Tables March 1929

GWR Route: Banbury to Wolverhampton
GWR Route: North Warwickshire Line

Bordesley Station Photographs (58) Bordesley Viaduct (7) Duddeston Viaduct (9)
Bordesley Junction (17) Bordesley Shed (20) GWR Publication – Named Freight Trains
GWR Appendix to STT (Bordesley Junction & Station) GWR Service Time Table (GW Shunting & LMS Trips) GWR Appendix to STT
(Whistle Codes & other infomation)

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
March 1929


BORDESLEY JUNCTION.

1. SHUNTING TRAINS AND ENGINES CLEAR OF RUNNING LINES
(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, ETC.

Electrical communication for controlling Shunting operations is provided as shewn below:-

Description Position Communication from
Bell (2) Middle of Down Shunting Spur, South end Shunter to Engineman working on Down Yard Shunting Spur
Hooter Middle of Up Shunting Spur, South end Shunter to Engineman working on Shunting Spur
Hooter Middle of Up Shunting Spur, North end Shunter to Engineman working on Up Yard Shunting Spur

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.
(c) 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 obstruction.
(e) No Train on the Pilot Line must move back in the wrong direction without the permission of the Signalman at Bordesley South Box.
(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 these Sidings.
(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 Baulks Yard.
(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 terminating Train.
(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
Baltic Yard
4 Banbury and Oxford 25
5 Didcot 27
6 Swindon and Bristol 30
7 Reading 33
8 London Mileage 34
9 West London 34
10 Stations east of Reading and Southall 58
11 Up and Down traffic shunted off LM&S Reception roads for clearance by Nos 1, 2 and 4 Shunting Engines respectively 39
12 34
13 38
14 39
15 28
16 18
17 18
Reception Roads connecting with LM&S Branch
15 Reception Lines for LM&S Inwards Trains 34
16 36
17 48
18 Running Round Line for LM&S Engines returning to North end to pick up traffic -
Baulks Yard
1 Tyseley traffic 81
2 South Wales 42
3 Aberdare 44
4 Leamington Local and North Warwickshire Line traffic 44
5 Rough traffic off Up terminating Trains 35
6 Tyseley Cripples 34
7 Through traffic for Banbury or beyond off Up terminating Trains 33
Old Yard
1 Traffic for LM&S Line put off Up terminating Trains 64
2 52
3 Wagons refused by LM&S Company, Odd Wagons and Brake Vans 92
4 For marshalling Down-hill traffic 77
5 60
6 50
7 Small Heath traffic to be crossed to Down Side, and various 40

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.
(l) 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 Outward Sidings.

WORKING OF SINGLE LINE BETWEEN LM&S AND GW RAILWAYS

1. The single line between the LMS and the GW Railways at Bordesley Junction is worked by key token instruments in accordance with the following instructions:-
2. Two key token instruments are provided, one in the LMS Company’s 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 attached.

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 ‘Normal’.
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.
10. 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 instructions.
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 Damaged

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.

Telephones


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 JUNCTION YARD
(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.
(b) The 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
(a) The LM&S Company work the traffic between their system and Bordesley Junction.
(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 Junction Yard.
(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.
(d) Trains 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 staff.
(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 Bordesley Junction.
(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
Caledonia Yard
1 For LM&S Line off Down Trains 95
2 Bilston to Oxley Sidings inclusive 85
3 Wednesbury 80
4 Wagons refused by LM&S Company, Up-hill traffic and Cripples 75
5 Hockley 70
6 Rough traffic off Down Trains 65
Small Heath Goods Yard
1 (Gantry Road). Timber, heavy consignments and transhipment purposes 45
2 Shed traffic, Outwards loaded 38
3 Inwards traffic 30
4 Scrap and Rough Outwards traffic 38
5 Inwards Traffic 39
6 39
7 45
Traffic Sidings
8 Surplus Small Heath traffic 32
9 LM&S 'Block Back' and marshalling, etc. 32
10 37
11 37
Empty Shed
1 General 40
2 40
Goods Mileage Yard - North End
1 Used temporarily for marshalling rough traffic off No 6 Caledonia Siding 42
2 42
3 35
4 35

(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.
(e) 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 Sidings.
(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 done.

NOs 1 AND 2 'GARDEN' SIDINGS SMALL HEATH YARD

Three notice boards worded as under are provided:-
'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 JUNCTION
(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 STATION
(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.

12. NUMBER TAKING
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
No 1 No 2 No 3
Minerals Goods Empties Minerals Goods Empties Minerals Goods Empties
28 40 50 34 48 50 41 50 50

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 … 1
Number of Engines which may be attached to a Goods Train in addition to the Train Engine … 2

BORDESLEY STATION
INSTRUCTIONS FOR 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 end.
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:-
(a) 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.
(g) The 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 up.
(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.

ELECTRICAL GONG

Fixed on Goods Foreman's Cabin and worked from the North Signal Box
The following are the authorised Codes:-
(a) To call attention … … … … … … One beat on bell
(b) When Up Train required to be dealt with at South end … Two beats on bell
(c) When Down Train required to be dealt with at North end Three beats on bell
(d) When Train is signalled, and Main Line is to be cleared during shunting operations … … … … … … … … … Four beats on bell

TRACK CIRCUIT TO REAR OF UP MAIN HOME SIGNAL, BORDESLEY SOUTH
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 open.
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.