The West Lancashire Light Railway OPERATING RULE BOOK

The West Lancashire Light Railway OPERATING RULE BOOK Revision 4-5th November 2008 This supersedes any previous versions of the Rule Book

CONTENTS 1 Definitions and Abbreviations 2 Method of Operation 3 General Train Operating Rules 4 Rules for the Operation of Becconsall Yard 5 Shunting 6 Speed Restrictions 7 Emergency Rules Appendix 1 - Track Layout at Becconsall, Willow Tree Halt and Delph Appendix 2 - Hand Signals for Shunting Appendix 3 - Couplings Appendix 4 - Amendments Received - 1 -

1.0 DEFINITIONS AND ABBREVIATIONS Limit of Shunt Driver Guard Blockman Controller Staff Chock Railway Train Becconsall Yard Delph Station 'UP' Direction 'DOWN' Direction Main Line Location on main line at Becconsall or Delph beyond which shunting may not take place without the driver being in possession of the staff. A Railway member qualified to drive trains. There are two grades of driver: diesel and steam. A Railway member qualified to act as passenger train guard. A Railway member qualified to control train movements at a station. A Railway member qualified to control all train operations on the Railway. Token indicating possession of the main line. Item suitable for placing under wheels of vehicles to prevent them moving. West Lancashire Light Railway. Any vehicle or group of coupled vehicles on the main line. All tracks within limit of shunt at Becconsall The platform road, loop, headshunt and main line to Delph limit of shunt Towards Becconsall Away from Becconsall All sections of railway outside the stations, i.e. between the limits of shunt at Becconsall and Delph and beyond Delph towards Asland. - 2 -

2.0 METHOD OF OPERATION 2.1 A controller must be nominated to control all train operations and appoint blockmen as required. 2.2 The normal method of operation requires only one train to run on the main line and no blockmen are required. The staff must be carried on the locomotive when the train is on the main line. The key for the point locks is attached to the staff. 2.3 If more than one locomotive or train is to run then a blockman must be appointed by the controller to control operations at each station where there is more than one train. The blockman must remain within sight of the limit of shunt. Train crews must be informed of the presence of the blockman by the controller. 2.4 Special working instructions may be issued from time to time to assist with train operation but these do not over-ride the rules unless clearly stated. 2.5 The blockman shall direct all movements required within the limit of shunt. No movement may be made without the authorisation of the blockman. 2.6 The blockman shall display appropriate identification, i.e. high-visibility jacket. 2.7 Once a train leaving Becconsall Yard or Delph carrying the staff has passed the limit of shunt no other train may depart onto the main line until the staff has returned within the limit of shunt. 2.8 A train which has departed from a station onto the main line with the staff following another train may not reverse until the staff has been handed to the driver in charge of the preceding train. 2.9 A train which has departed from a station onto the main line without the staff may not reverse without the driver in charge being in possession of the staff. 2.10 If only one train is in operation, the driver in charge must be in possession of the staff whenever the train is on the main line. 2.11 If more than one locomotive is used on one train (double heading) the driver of the leading locomotive shall be in charge of the train. 2.12 No train may enter or leave Becconsall Yard or Delph without the permission of the blockman, if appointed. Drivers approaching a station controlled by a blockman must be prepared to stop at the limit of shunt and await instructions. 2.13 On entering Becconsall or Delph, the driver of a train with the staff must hand it to the blockman, if appointed. 2.14 If there is no train on the main line a blockman, if appointed, must be in possession of the staff. 2.15 The blockman must inform drivers of trains departing from a station if any trains have already departed without the staff. Drivers of following trains must regulate the train speed so that the train may be stopped safely in the event of the line being blocked. 2.16 Shunting at Willow Tree Halt requires the staff. If a train has been locked in the sidings, the staff must be taken to a driver at either Delph or Becconsall. - 3 -

2.17 Passenger trains must not run over the king points at Becconsall and Delph in a facing direction unless they are locked. 2.18 The key for the point locks (Becconsall, Willow Tree Halt siding and Delph) shall be attached to the staff. - 4 -

3.0 GENERAL TRAIN 3.1 Railway members must not be on Railway premises while suffering from the influence of alcohol, drugs or other substances. Railway members must be physically fit to carry out their rostered duties. 3.2 All persons shall act in a safe and responsible manner at all times. 3.3 All persons concerned with the operation of passenger trains shall act in a courteous and helpful manner towards members of the public. 3.4 No train may run or stand on the main line unless a qualified driver is in charge of it. 3.5 All passenger trains must carry a guard. 3.6 No person may ride on a locomotive or on any other vehicle unless safe seating or standing space is available. 3.7 Drivers shall operate their trains in a safe manner and shall minimise noise, smoke emissions and wear and tear. 3.8 Drivers under instruction must be accompanied by an qualified driver, and must follow the instruction of the driver in charge. 3.9 If a train is to proceed beyond the limit of passenger train working at Delph then a braked vehicle with a driver or guard in charge must be coupled at the Asland end of the train. 3.10 Passenger trains may not pass beyond Delph. 3.11 Vehicles exceeding 0.5 tons in weight must not be hand shunted at Asland. 3.12 Before any locomotive operates a train, the driver must check that the brakes are effective. 3.13 All trains shall be inspected by the driver before departure. 3.14 Any vehicle left unattended on the main line must be securely braked or chocked, and the controller and blockmen shall be informed of its location. 3.15 A driver shall not start his train until he has received an indication from the guard or assistant that it is safe to do so. 3.16 The guard or assistant shall indicate to the driver that the train is ready to depart by means of a hand signal, a green flag or a green light. 3.17 If a guard requires the train to stop or not move if stationary, he will indicate this to the driver by means of a hand signal (outstretched arm), a red flag, a red light or long blast on whistle. 3.18 The driver must check that trailing points are not locked against the train before running through. 3.19 The driver (and any other footplate staff) and the guard must keep a lookout for passengers attempting to board or alight from the train as it leaves a station. - 5 -

3.20 The driver must keep a lookout for persons on the track or leaning out of coaches when entering stations or running round. Great care is required on the level crossing at Becconsall. 3.21 All passenger trains must include a vehicle with a brake capable of being applied by the guard whilst the train is moving. The guard must ride on this vehicle. 3.22 Passenger trains must have all vehicles, including the locomotive, coupled with safety chains where these are fitted. 3.23 Under normal circumstances, steam locomotives operating passenger trains must be fitted with an operable power brake. 3.24 Drivers must observe all instruction boards. All trains must stop at Stop and Proceed boards unless called forward by a blockman or shunter. Stop and Proceed boards are located at the level crossing, the crossover onto the main line at Becconsall Yard and at the exit from the loop at Delph. 3.25 Trains must stop before running onto turn-tables. 3.26 Vehicles using a turn-table (whether portable or not) must be securely braked or chocked in such a position that the load is balanced about the centre of the turn-table. 3.27 Locomotives should not be left idling on the main line outside the limit of shunt. 3.28 Any unattended vehicles shall be securely braked or chocked. 3.29 Vehicles weighing 0.5 tons or over without a brake that is easily accessible while in motion may not be hand shunted. One person must be in charge of the brake at all times. Vehicles weighing less than 0.5 tons (empty skips and flats) may not be shunted on gradients unless 2 persons are present. Vehicles may not be hand shunted at speeds greater than 2 mph. 3.30 No train or vehicle may be moved in the absence of a suitably qualified driver. 3.31 Passenger train drivers must be in charge of their locomotives at all times. 3.32 Steam locomotives must not be left unattended in platforms. 3.33 When propelling a train with a restricted view of the line ahead, a lookout in visual contact with the driver must be provided. 3.34 All passenger train movements must be recorded in the train log, other train movements must be recorded in the train log as required by railway notices. 3.35 The controller and all members of the train crew must sign the train log - 6 -

4.0 RULES FOR THE OPERATION OF BECCONSALL YARD 4.1 Unless a train is required to run from the main line onto road 4, i.e. the loop, (or viceversa) the crossover turn-outs must be left set for the main line and headshunt. 4.2 No vehicle may be left standing foul of any track unless it is in the charge of a qualified driver or guard. 4.2a Vehicles must not be left standing on roads 3a or 6 outside the shed doors. 4.3 All trains must stop and sound horn or whistle before entering sheds. 4.4 Vehicle height and width restriction s apply to roads 5 and 6. No person may stand between roads 5 and 6 or within the carriage shed when shunting movements are taking place due to limited clearances. No person may lean out of a moving vehicle on roads 5 or 6. 4.4a Vehicles may not be hand shunted on roads 5 and 6 4.5 Trains entering road 2 when the shed doors are closed must have a person in charge of the brake on the leading vehicle. If there is no effective brake on the leading vehicle a chock must be placed on the rails six feet from the doors. The chock may only be moved nearer the doors once the vehicle has stopped on the chock. 4.6 When access to roads 3, 3a, 5, 6, 7, 8, 9 is not required the turn-outs from road 4 must be left set for road 4, i.e. the loop. 4.7 Steam, smoke and exhaust emission should be strictly controlled within sheds and locomotives must not stand idling within sheds. 4.8 Ensure that shed doors are secured in the open position before moving vehicles through them. Note that shed doors on road 3a and 12 may need to be held further open by hand when moving bogie wagons. 4.9 Jonathan is not permitted to run on road 2 due to platform clearances. Montalban is not permitted to run on road 2. Feldbahn and Joffre are not permitted on road 3a - 7 -

5.0 SHUNTING NOTE: Shunting is the most hazardous aspect of railway operations and hence caution must be exercised whenever vehicles are to be moved or coupled. 5.1 A shunt is defined as any movement of a vehicle or train which takes place within yards, sidings or stations or which involves the coupling, uncoupling or reversal of vehicles on the main line. 5.2 Shunting may not take place unless a qualified driver is in charge of the operation. 5.3 When coupling of vehicles is about to take place, the vehicles must not be buffered up but must remain separated by at least one yard until the driver has ascertained that it is safe for the vehicles to approach each other. 5.4 (Deleted) 5.5 Persons must not stand between or in front of vehicles. Coupling operations should be completed only after both vehicles have been either braked or chocked. 5.6 Uncoupling of vehicles must not take place until the brakes of both parts of the train have been applied or until the vehicles have been secured with chocks. 5.7 Several types of couplings and pins are in use on the railway and they are not necessarily interchangeable. 5.8 Coupling pins should be a close fit in the holes. 5.9 Three link couplings (heavy type) must be used between locomotives with dead buffers, i.e. recessed slot type. 5.10 Vehicles with different coupling heights may not be shunted together. 5.11 Long link couplings may only be used with centre buffer couplers or wagons with coupling slots. 5.12 The driver must ensure that the appropriate pins and couplings are secure before any movement may be made. 5.13 Single small vehicles (less than 2 tons weight) must not be coupled between large vehicles. 5.14 See Appendix 2 for standard hand signals for shunting. 5.15 See Appendix 3 details of permissible combinations of couplings. 5.16 When shunting vehicles with type 1 couplings on roads 2 and 3a, extra long single links must be used. - 8 -

6.0 SPEED RESTRICTIONS 6.1 There shall be no general speed restriction on the railway but trains must be run in accordance with the following rules: 6.2 The speed of the train shall be reduced to walking pace within the following sections:- 6.3.1 Becconsall Yard except for road 1; 6.3.2 Delph Station; 6.3.3 Delph to Asland; 6.3.4 All sidings; 6.3.5 Other temporary restricted sections as required. 6.4 All trains must stop at the top of the gradient into Asland Halt, and then proceed at walking pace. 6.5 Any train entering Becconsall yard and due to diverge from the main line must stop at the limit of shunt and then proceed at walking pace. 6.6 When propelling trains into Becconsall Yard, speed shall be reduced to walking pace from the limit of shunt. - 9 -

7.0 EMERGENCY RULES 7.1 An emergency is any event occurring outside the normal pattern of train operation and must be dealt with as detailed below:- 7.2 Incidents or accidents occurring on the railway must be reported in writing to the Railway Secretary by the controller. 7.3 In the event of illness or injury to any person, first-aid should be rendered immediately. If necessary a doctor or ambulance should be summoned by any responsible person. 7.4 In the event of a derailment all persons must be cleared from the area of the train once it has stopped. On any derailed vehicle, any engine still running must be shut down and any steam locomotive fire must be dropped if the water level is dangerously low. (Note that this must be observed during re-railing operations.) The driver in charge of the train must leave a responsible person with the train and walk to Becconsall to summon assistance. If assistance is not available, any passengers concerned must be escorted to Becconsall. 7.5 In the event of fire, reasonable efforts should be made to extinguish the flames without endangering the safety of any person. If possible the source of the fire must be isolated to prevent other vehicles being damaged. If it is noticed that vegetation is burning, all persons in the vicinity must attempt to contain the fire, without endangering the safety of themselves or others. If the persons involved cannot contain the fire, a responsible person must summon assistance and warn anyone likely to be endangered. 7.6 No person involved in the operation of the railway may make any statement to any member of the public or press without the agreement of a majority of the Railway Association management committee. 7.7 First aid equipment is available at Becconsall Works mess room and in the passenger brake van. 7.8 If a train fails on the main line, the driver in charge of the train shall secure the train, leave a responsible person in charge and walk to Becconsall to summon assistance. If it is anticipated that the train may be considerably delayed, any passengers must be informed of the situation and escorted to Becconsall. - 10 -

APPENDIX 1 TRACK LAYOUT AT BECCONSALL, WILLOW TREE HALT AND DELPH A1.1 BECCONSALL A1.2 WILLOW TREE HALT W3 W2 PLATFORM W1 TO BECCONSALL TO DELPH A1.3 DELPH D1 PLATFORM LOS TO WILLOW TREE HALT D2 TO ASLAND - 11 -

APPENDIX 2 HAND SIGNALS FOR SHUNTING A2.1 DANGER or STOP Signal In the absence of flags, both arms raised above the head denotes DANGER or STOP. A2.2 CAUTION or SLOW DOWN Signal Either arm held in a horizontal position and the hand moved up and down denotes CAUTION or SLOW DOWN.. A2.3 MOVE AWAY Signal Either arm moved in a circular manner away from the body denotes MOVE AWAY. A2.4 MOVE TOWARDS Signal Either arm moved across and towards the body at shoulder level denotes MOVE TOWARDS. - 12 -

APPENDIX 3 COUPLINGS A3.0 INTRODUCTION There are several different types of centre buffer couplers in use on the Railway, each of which has its own type of link and pin. Not all of these couplings are interchangeable and the purpose of this appendix is to clarify which vehicle may be coupled using the appropriate links and pins. A3.1 GENERAL NOTES It is inadvisable to couple small vehicles between large, especially bogie, vehicles. Shunting movements involving such combinations should be carried out with great care and it is preferred that such trains should not run on the main line. When using three link couplings take care that the links are not twisted when inserted between the couplers. Whenever safety chains are available these should be coupled if a movement is to be made on the main line. A3.2 CENTRAL BUFFER COUPLERS There are four types of central buffer drawgear in use on the Railway, excluding nonstandard or incomplete couplings. A3.2.1 Type 1 - WLLR Standard Coupler This is used on steam locomotives, coaching stock and large vans and wagons. The coupler consists of a pivotted head comprising a buffer plate and a coupling yoke with a pin hole. It may be coupled with types 2 and 3 without restriction and with type 4 in non-passenger trains only. This restriction applies because of the significant difference of coupling height resulting in the possibility of the link binding in the yoke, thus lifting the vehicle fitted with the standard coupler. The standard coupler uses a large short diameter pin. (Passenger stock should use pins with locking devices where these are available.) A3.2.2 Type 2 - Industrial Diesel Locomotive Buffers Most diesel and petrol locomotives on the Railway have cast buffer beams or blocks incorporating a pin hole and one or more slots for links. In addition some carry a curved spring buffer located at a similar height to skip frames. A locomotive fitted with this type of coupler may run with any type of stock providing it has a slot at the correct height. It is most important that the correct slot is selected taking note that if one vehicle is standing on a dropped rail joint it may appear to have a lower coupler than on plain track. With the exception of Planet, Baguley and Lister locomotives, only two diameters of pin are required. Smaller Rustons (up to 30DL size) use medium diameter pins whereas all others use large diameter pins. The length of the pin should be chosen to suit the depth of the buffer. - 13 -

3.2.3 Type 3 - Small Wagon Dead Buffers Small industrial wagons, including skips and flat wagons of capacity less than 2 tons, have plain buffers attached to the curved end of the frames. The coupling pin is either tee shaped and fixed to the vehicle or is a small diameter removable pin through a bridge piece to stop the link jumping out. Small wagons may be coupled to types 1 and 2 but not to type 4 because of the difference in coupling height. A3.2.4 Type 4 - Large Wagon Dead Buffers Wagons including those from RAF Fauld and the Fylde Water Board (un-modified bolsters) have a similar coupler to type 3 but generally larger and set 2 higher than types 1 and 3. The distance from the pin to buffer face is also greater than all other types, thus requiring longer 3 link couplings. These vehicles may be operated with industrial diesel locomotives (type 2 couplers) without restriction and with standard couplers (type 1) taking care to avoid the links being trapped in the couplers. (Some of the Fauld bogie wagons has been modified to couple to types 1 and 3, using a long link, in addition to types 2 and 4.) A3.3 COUPLING LINKS Four types of link exist: A3.3.1 Type A - Small 3 Link Couplings These are for use with small wagons (type 3) only. They should not be used between locomotives or any other type of coupler. A3.3.2 Type B - Long Single Link Couplings These may be used between small wagons or type 1 couplers. They are not suitable for diesel locomotives (type 2) with long overhang from axle to buffer. Different lengths exist. On all but the sharpest curves, use the shortest link to available to avoid slack in the train (see A3.3.3 Type C - Spectacle Link Couplings These are fabricated from steel plate or forgings and are for use with standard (type 1) couplers only. A3.3.4 Type D - Large 3 Link Couplings The large 3 link couplings are for use between diesel locomotives (type 2) and large wagons with dead buffers (type 4). They may also be used for coupling diesel locomotives to other types of stock providing the coupler slots and pins will accept them. - 14 -

A3.4 TABLE OF COUPLER AND LINK COMBINATIONS Coupler 1 2 3 4 1 C or B B or D B D 2 B or D D A or B D 3 B A or B A or B 4 D D D A3.5 SPECIAL COUPLERS Long bar couplers are necessary when coupling bolster wagons carrying long loads or when shunting long overhang vehicles into road 2 at Becconsall. - 15 -

APPENDIX 4 AMENDMENTS RECEIVED (PROPOSED) - 16 -