In order to ensure that the points are in their proper position before the signals are lowered, and to prevent the signalman from shifting them while a train is passing over them, all facing points must be fitted with facing-point locks and locking-bars, and with means for detecting any failure in the connections between the signal-cabin and points. The length of the locking-bars to exceed the greatest wheel-base between any two pairs of wheels of the vehicles in use on the line, and the stock rails to be tied to gauge with iron or steel ties. All points, whether facing or trailing, to be worked or bolted by rods, and not by wires, and to be fitted with double connecting-rods.

6. The levers by which points and signals are worked to be interlocked and, as a rule, brought close together, into the position most convenient for the person working them, in a signal-cabin or on a properly constructed stage. The signalcabin to be commodious, and to be supplied with a clock, and with a separate block instrument for signalling trains on each line of rails. The point-levers and signal-levers to be so placed in the cabin that the signalman when working them shall have the best possible view of the railway, and the cabin itself to be so situated as to enable the signalman to see the arms and the lights of the signals and the working of the points. The back lights of the signal lamps to be made as small as possible, having regard to efficiency, and when the front lights are visible to the signalman in his cabin no back lights to be provided. The fixed lights in the signal-cabin to be screened off, so as not to be mistakable for the signals exhibited to control the running of trains. If, from any unavoidable cause, the arm and light of any signal cannot be seen by the signalman they must, as a rule, be repeated in the cabin.

7. The interlocking to be so arranged that the signalman shall be unable to lower a signal for the approach of a train until after he has set the points in the proper position for it to pass; that it shall not be possible for him to exhibit at the same moment any two signals that can lead to a collision between two trains; and that, after having lowered the signals to allow a train to pass, he shall not be able to move any points connected with, or leading to, the line on which the train is moving. Points also, if possible, to be so interlocked as to avoid the risk of a collision.

Fig. 10.

Feet 100

Greatest inclination of Road when altered, 1 in 82

in 1

26

Home or starting signals next in advance of trailing-points when lowered, to lock such points in either position, unless such locking will unduly interfere with the traffic.

A distant signal must not be capable of being lowered unless the home and starting signals in advance of it have been lowered.

8. Sidings to be so arranged that shunting operations upon them shall cause the least possible obstruction to the passenger lines. Safety-points to be provided upon goods and mineral lines and sidings, at their junctions with passenger lines, with the points closed against the passenger lines and interlocked with the signals.

9. When a junction is situated near to a passenger station, the platforms to be so arranged as to prevent, as far as possible, any necessity for standing trains on the junction.

10. The junctions of all single lines to be, as a rule, formed as double-line junctions.

11. The lines of railway leading to the passenger platforms to be arranged so that the engines shall always be in front of the passenger trains as they arrive at and depart from a station; and so that, in the case of double lines, or of passing places on single lines, each line shall have its own platform. At terminal stations a double line of railway must not end as a single line.

12. Platforms to be continuous, and not less than 6 feet wide for stations of small traffic, nor less than 12 feet wide for important stations. The descents at the ends of the platforms to be by ramps, and not by steps. Pillars for the support of roofs and other fixed works not to be less than 6 feet from the edges of the platforms. The height of the platforms above rail level to be 3 fcet, save under exceptional circumstances, and in no case less than 2 feet 6 inches. The edges of the platforms to overhang not less than 12 inches. As little space as possible to be left between the edges of the platforms and those of the footboards on the carriages. Shelter to be provided on every platform, and conveniences where necessary. Names of stations to be shown on boards and on the platform lamps.

13. When stations are placed on, or near a viaduct, or bridge under the railway, a parapet or fence on each side to be provided of sufficient height to prevent passengers, who may by mistake leave the carriages when not at the platform, from falling from the viaduct or bridge in the dark.

14. Footbridges or subways to be provided for passengers to cross the railway at all exchange and other important stations. Staircases or ramps leading to or from platforms to be at no point narrower than at the top, and the available width to be in no case contracted by any erection or fixed obstruction whatever below the top.

At all stations where crowding may be expected, the staircases or ramps to be of ample width, and barriers for regulating the entrance of the crowd at the top to be erected. If in such cases there are gates at the bottom, a speaking-tube or other means of communication between the top and bottom to be provided; and in all cases gates at the bottom of a staircase or ramp to open outwards. For closing the openings at the top, sliding bars or gates are considered best.

The steps of staircases to be never less than 11 inches in the tread, nor more than 7 inches in the rise, and midway landings to be provided where the height exceeds 10 feet.

Efficient handrails to be provided on both staircases and ramps, and in subways where ramps are used the inclination not to exceed 1 in 8.

15. A clock to be provided at every station, in some conspicuous position visible from the platforms.

16. No station to be constructed, and no siding to join a passenger line, on a steeper gradient than 1 in 260, except where it is unavoidable. When the line is double, and the gradient at a station or siding-junction is necessarily steeper than 1 in 260, and when danger is to be apprehended from vehicles running back, a catch-siding with points weighted for the siding, or a throw-off switch, to be provided to intercept runaway vehicles at a distance outside the home-signal for the ascending line, greater than the length of the longest train running upon the line.

Under similar circumstances, when the line is single, provision for averting danger from runaway vehicles to be made(1) At a station in one of the following manners :—

(a) A second line to be laid down, a second platform to be constructed, and a catch-siding or throw-off switch to be provided on the ascending line inside the looppoints.

(b) A loop-line to be constructed lower down the incline than the station platform with a similarly placed catch-siding or throw-off switch.