Operations

Steventon To Huntspill Section

Freight Trains On Down Loop Lines At North Somerset Junction With Wagons For Or From Kingsland Road

On arrival at North Somerset Junction Down Loop Home Signals the Guard must go to the front of the train and communicate, by means of the telephone fixed in a box on a post close to the water crane on Relief Loop, with the Shunters in Kingsland Road Sidings, so that there may be an understanding between them as to what work has to be performed. The Shunters must communicate with the North Somerset Junction Signalman at once, and then tell the Guard what has to be done, so that there may be no avoidable delay to trains on the Up Loop lines.

Detaching Crippled Wagons From Up Trains Standing On Up Main Loop Line Between North Somerset Junction and Dr. Day's Bridge Signal Boxes

In some cases when it is found necessary to shunt off wagons which require attention after Up trains on the Main Loop have been examined, and this cannot be so conveniently done by dividing the train and sending the vehicle or vehicles ahead to be detached in Dr. Day's Carriage Sidings, or Eastman's Siding, arrangements may be made by the Signalman at North Somerset Junction for an engine from Kingsland Road Sidings (or elsewhere if available) to withdraw the rear portion of the train at the North Somerset Junction end and detach the vehicle or vehicles into Kingsland Road Sidings, the train afterwards being joined up again at the North Somerset Junction end. The Signalman at North Somerset Junction will advise the Dr. Day's Signalman of what is being done, and he must also arrange for the Guard of the train to meet the engine at North Somerset Junction Signal Box and pilot it to the end of the train for each movement.

After sunset or during fog or falling snow, a white lamp must be placed on the rear vehicle standing on the Up Main Loop whilst the shunting at the rear is being performed.

Working Of Trains - North Somerset Junction And Dr. Day's Loop

On completion of the examination of trains from the direction of Bath the Examiner must inform the Guard, who in turn must inform the Driver that the train is ready to proceed.

The Driver must then carry out the instructions shewn on page 169 under the heading "Dr. Day's Bridge Junction," regarding the provision of an Assistant Engine if required, and also inform the Dr. Day's Signalman if water is required at Lawrence Hill.

The Guards must satisfy themselves that the examination is complete and the train ready to proceed before informing the Driver.

Trains from the direction of Lawrence Hill arriving on the Down Main Loop and requiring water, must, after taking same, immediately draw forward to the Signal.

Guards must personally contact the Drivers of all trains when relief has been effected.

Setting Back From No. 2 Relief Line

A Klaxon horn is fixed at the North Somerset Junction Up Main Starting Signal to enable the Signalman by two long blasts to indicate to a Driver standing on No. 2 Relief Line, at or near the Signal, that the points are set and that it is right for a train to set back, but in addition the Driver must obtain a proper hand signal from the Guard or Shunter before moving. During failure of the apparatus the Driver must be verbally informed that it is all right to set back.

Freight Trains Between Bristol T.M., East Depot And St. Phillip's Goods Yard

The maximum load for one train through Bristol T.M. Passenger Station to Lawrence Hill Jn. and beyond is 40 wagons and Brake-van.

Trains from Bristol (T.M.) East to St. Philip's must not exceed 40 wagons. The brake van must remain attached to the train during the time the train is being propelled from the Up Main Line at Lawrence Hill Junction into the Goods Yard, and the train must be brought to a stand near Barrow Road Bridge before the brake van is uncoupled.

This instruction is additional to, and does not in any way absolve, the Guard from carrying out the provisions of Rule 115(c).

Trains from East Depot must have a brake van in front and another at the rear, and the load limited to 38 wagons (subject also to the instructions above). On arrival at Pylle Hill Sidings, the train must be propelled on to No. 2 Through Road to stand whilst the engine runs to the other end of the train either via No. 1 Through Road or via Up Main Line.

Signal Department Siding Between Bristol (Temple Meads) East And North Somerset Junction

The Siding in the Signal Department Depot is connected to the Up Relief Line between Bristol (Temple Meads) East and North Somerset Junction Signal Boxes and is worked by a Ground Frame controlled by interlocking lever from Bristol (Temple Meads) East Signal Box in accordance with the standard instruction for working Ground Frames operated by Interlocking Lever at Signal Box and Key Release Instrument at Ground Frame.

Bristol (Temple Meads) East.

Transfer Trains From Westerleigh Or St. Phillips Goods To Kingsland Road Or East Depot

Transfer trains with traffic from Westerleigh or St. Philip's Goods for Kingsland Road must be drawn to Bristol (Temple Meads) East Signal Box and propelled into Kingsland Road Sidings at that point. A Shunter must be at the Temple Meads end of the Sidings, and take the necessary steps to prevent the wagons being propelled too far and meeting vehicles standing in the Sidings.

Transfer trains from Westerleigh or St. Philip's Goods for East Depot must not exceed 40 wagons and must be drawn to Bristol (Temple Meads) East, and if not exceeding 25 wagons may be propelled up the Main Line to North Somerset Junction or East Depot, but if there are more than 25 wagons the train must be propelled on to the Up Relief Line and stand there while the engine is detached and run over the Main Line to North Somerset Junction to be attached to the London end of the train to draw it into East Depot.

While being drawn and propelled over the Main and Relief Lines the usual tail lamp must be affixed to the brake-van.

Drivers must propel the wagons from the Bristol (Temple Meads) East Signal Box to the Siding or Relief Line steadily, and be prepared to act on any hand signal given. The vehicles must not be detached from the engine until they are brought to a stand in the Siding or on the Relief Line.

Temple Meads Goods Yard

Light Engine Or Engine And Van Entering Temple Meads Goods Yard

A light engine or engine and brake van entering the Temple Meads Goods Yard at Bristol (Temple Meads) East must stop dead immediately after passing over the points in the Siding leading from the Main Line, and afterwards go back into the shunting neck until the Goods Yard Signal is lowered, indicating that the engine or engine and brake van are then to proceed into the Yard. If the engine or engine and brake van are required in the Goods Yard at once, after coming to a stand clear of the Main Line points, the movements will be controlled by hand signals, under the direction of the Temple Meads Goods Yard Shunter.

No Shunting movement must be made towards the Shunting Neck at Bristol East after an Engine or Engine and Brake Van has been accepted at the top entrance (Points 238), until the engine has come to a stand inside the Signal. An engine or engine and brake van must not be accepted unless there is suficient room for it to come inside the Signal.

Bristol (T.M.) Goods - Low Level Shunting

Two electrically operated shunting indicators are provided in connection with shunting movements on No. 2 Spur, fixed on the Up side of No. 2 Spur, one on a post 49 yards on the Goods Yard Side of Bristol East Signal Box and the other on the left leg of Bristol East Signal Box Up Main Home and Up Relief Home Signal gantry, 145 yards nearer the Goods Yard.

The indicators have three separate aspects "Stop," "Go," "Back," and are provided to enable the Bristol Goods Low Level Head Shunter to signal to Engine Drivers when shunting in the Goods Department No. 2 Shunting Spur.

The indicators are operated by a control switch fixed in a box located on the wall of the bridge near Temple Meads Goods Yard Signal Box Up Starting Signal gantry on the Up Side of the Up Goods Line. The indicators are only capable of shewing one indication at a time and are operative only when Bristol East Box signal lever No. 87 (Spur No. 2), is in the reverse position, in order to ensure no con-fliction between the shunting indicators and the signal indications into No. 2 Spur.

The control switch operating the shunting indications is used under the sole direction of the Low Level Head Shunter who will instruct the Under Shunter when to operate the Switch. It must be clearly understood that the indicators apply to No. 2 Spur (Low Level) only. The Head Shunter is responsible for seeing that the switch is placed to normal after shunting operations have ceased.

The Drivers of train engines, or engines and brake vans, standing towards the Stop Blocks in the Shunting Spurs waiting to be called back to be coupled up to their trains, must understand that their movements are governed by the position of the ground disc signals only.

Crossing Direct From Temple Meads Goods Yard To Kingsland Road Yard

When it is necessary for a train or engine to cross from Temple Meads Goods Lines to Kingsland Road Sidings the Goods Department Inspector at Temple Meads must first ascertain from the Goods Department Foreman at Kingsland Road whether such train or engine can be accepted at once, and can be drawn in clear of the points at the Bristol (Temple Meads) East end of Kingsland | Road Sidings immediately.

The two men must agree as to the number of wagons which can be so accepted, and then the Inspector at Temple Meads must ask permission on the telephone of the Bristol (Temple Meads) East Signalman to allow the movement, telling him that the Kingsland Road Siding is clear to receive it The Shunter at Goods Yard Signal Box must then when necessary release the lock when the road may be set and the signal placed at the "Clear" position for the movement to be made. If the Bristol (Temple Meads) East Signalman finds that, owing to other trains, the movement cannot be allowed, , arrangements must be made for the train or engine to proceed to North Somerset Junction, and back in there, the Bristol (Temple Meads) East Signalman informing the Temple Meads Inspector, and the Temple Meads Inspector informing the Foreman at Kingsland Road accordingly.

Trains of greater length than an engine and 45 wagons must not be accepted direct in this way. When a brake van is not used, the last vehicle must always be provided with a tail lamp, and the Shunter must ride in the last vehicle or the last suitable one for the purpose.

Dr. Day's Bridge Junction Carriage Sidings

Empty trains appointed to terminate at the Carriage Sidings must be disposed of by the Guard or Shunter in charge of same. If a Shunter is not on duty at the Sidings the Guard will be responsible for ascertaining from the Signalman at Dr. Day's Bridge or Bristol (Temple Meads) East Signal Box which siding the coaches are to be shunted into, and he must conduct the shunting and uncouple the engine accordingly. Guards of Empty Trains starting from the Sidings must also ascertain where the coaches are placed, and if no Shunter is on duty or at hand he must also couple up the engine to the coaches and report the circumstances. Guards are instructed to avoid delay in disposal of empty trains, or in starting from the Sidings with empty trains, when a Shunter is not available, and they must perform the whole of the shunting themselves. The shunters must also, when they cannot be present themselves, advise the Signalman as far as possible where the incoming empty trains can be placed or where the outgoing trains are to be found.

The Sidings are numbered 1 to 20, No. 1 being next to the Up Relief Line.

For the purpose of conveying instructions between the Signalmen, Shunters, Enginemen, etc., the following designations will apply:-

Bristol (Temple Meads) East End.
Sidings 1 to 12 connected to South Compound (Route Indicating Signals Nos. 3 and 4).
Sidings 13 to 20 connected to North Compound (Route Indicating Signals Nos. 5 and 6).

Dr. Day's Bridge Junction End.
Sidings 1 to 8 connected to South Compound.
Sidings 9 to 20 connected to North Compound.

Trains Or Engines From Kingsland Road Or Dr. Day's Sidings

Drivers of light engines and Guards or Shunters whose engines or trains are waiting at the Siding Starting Signals at Bristol (Temple Meads) East end, must state the number of the Visual Indicator fixed to the Signal when telephoning to the Signalman.

Cripped Wagons For Carriage Repairing Yard

Instances having arisen in which wagons without buffers or with defective buffers have become derailed when being taken from the Bristol depots over the Main Lines to the Carriage Repairing Yard, Shunters and others are hereby instructed that wagons without buffers or with defective buffers are not to be taken across the Main Lines with empty wagons, but they must be dealt with separately in all cases.

Colour Light Signals

Colour light signals are provided on Main and Relief Lines at Bristol Temple Meads.

Bristol (Temple Meads) Station

1. Bristol (Temple Meads) must be regarded by Enginemen as a Terminal Station. They must enter the station in accordance with the Permanent Speed Restriction shewn in the Working Time Table and be prepared to stop at any part of the platform as directed by the Inspector in charge.
2. When a Stop Signal is placed at the "Clear" position to allow a train or engine to run upon a line in the Station or upon a siding, or to leave the Station or Siding, and a second train or engine is following, the Driver of the second train or engine must bring his train or engine to a stand clear of the points and crossings which the Signal is intended to protect, until the Signal has been replaced to the "Danger" position, and again placed at the "Clear" position.
3. When a Stop Signal is placed at the "Clear" position to allow a second train or engine to leave the Station or Siding to run towards a train or engine ahead of such Signal the Driver must proceed at such a speed as to be able to stop before reaching the train or engine ahead of the Signal.
   Attention is directed to the order that engines when not assisting must follow trains at a distance of not less than fifty yards.
4. When goods wagons or empty coaching stock trains are propelled through the Station or Yard, great care must be exercised. The Drivers and Shunters must keep a good look out. The Shunter-in-charge must always ride in such a position on or near the leading vehicle as to be able to get a clear view of the Driver, and the speed of the train must not exceed five miles per hour at any point.
5. In all cases where Trains have to be propelled the number of vehicles must not exceed a maximum of 112 wheels.
6. During fog, propelling movements from Dr. Day's Sidings to Temple Meads must be made only from the East Signal Box end of the Sidings and not from the Dr. Day's end.