DART VALLEY RAILWAY PLC RULE BOOK SECTION S. For SIGNALLING and HANDSIGNALS

DART VALLEY RAILWAY PLC RULE BOOK SECTION S For SIGNALLING and HANDSIGNALS It is not possible to write a rule for every situation. The greater the volume of regulations, the less likely it is that they will be read, understood and used. At all times, whether in these rules and instructions or not, think SAFETY FIRST. Published by order of Managing Director Dart Valley Railway PLC Queen s Park Station Paignton, Devon TQ4 6AF Page 1 Version 3 Thursday, 15 March 2018

Issue No 1.0 Initial Issue 2.0 Review after use Version Control Details of Amendment 3.0 Updated due to changes in signalling Date June 2010 Feb 2014 Mar 2018 Any changes from the previous issue are highlighted in RED. Contents 1 - Signalling And Handsignals... 3 1.1 - General... 3 1.2 - Signals In Use On DVR... 3 1.3 - Handsignals... 11 2 - Handsignalling Duties... 19 3 - Passing Signals At Danger... 20 4 - Signalling Equipment Failure... 22 5 - Wrong Direction Movements... 24 6 - Authority For Movements... 26 7 - Single Line Working... 28 8 - Trains Stopped Out Of Course... 32 9 - Pilotman Working... 33 10 - Britannia Signalbox Closed... 35 Page 2 Version 3 Thursday, 15 March 2018

1 - SIGNALLING AND HANDSIGNALS 1.1 - General S1.1.1 The line between Paignton and Kingswear is controlled by the Signaller from Britannia signalbox by track circuit block. It is a single track with passing loops at Churston and Goodrington and additional tracks at Paignton and Kingswear. Britannia signalbox MUST be open at all times when passenger or commercial freight trains are to run. It must also be open for the operation of engineer s trains over the level crossing at Kingswear and when shunting at the north end of Goodrington. S1.1.2 The types of signal in use are shown. All signals are of the colour light type. Not all signals shown may be in current use. Colour light signals controlling movements of trains are known as main or running signals. Signals which can show a red aspect are also known as stop signals. Signals capable of showing only yellow or green aspects are known as repeater signals. Position light signals are used primarily for shunting. Main aspects other than red are known as proceed aspects. Special position light signals are used at Greenway which are explained in Rule S9. 1.2 - Signals in use on DVR S1.2.1 The meanings of the main aspect colour light indications are: Page 3 Version 3 Thursday, 15 March 2018

Red Danger, stop on the approach side of the signal Single yellow Caution, proceed but be prepared to stop at the next signal, Stop Board or buffer stop Green proceed, next signal showing a proceed aspect. Banner main signal is displaying a red signal Banner main signal is displaying a yellow aspect Banner Main signal displaying a green aspect Page 4 Version 3 Thursday, 15 March 2018

S1.2.2 The meaning of the standard position light signal aspects are as follows. One yellow and one white light displayed horizontally next shunt signal is at red, proceed as far as the line is clear for the Straight move One red and one white light or two red lights shown horizontally - Danger, stop on the approach side of the signal or Two white lights shown diagonally upwards towards the left Proceed, as far as the line is clear S1.2.3 At Greenway special signals have been provided for the station. The signal consists of a position light style signal and displays the following aspects: Single steady white light Proceed without stopping at Greenway Halt Flashing white light stop to pick up passengers at Greenway Halt Flashing alternative red lights stop short of platform and ensure the track in the platform is clear before proceeding Page 5 Version 3 Thursday, 15 March 2018

S1.2.4 S1.2.5 S1.2.6 All colour light signals are of the controlled type set to a proceed aspect by the Signaller. The signals are however, restored to danger (or in the case of repeater signals to the caution aspect) automatically by the passage of the train. Drivers, Guards and Travelling Ticket Inspectors observing signals as part of their duties must be aware that in some cases once the front part of the train has passed the signal it will be showing a danger or caution aspect. If a position light signal is used in conjunction with a main aspect signal, it will not be illuminated unless it is in use authorising the driver to pass the main aspect which will be showing red. Unless a train is proceeding under the authority of a main running signal and a position light signal has been cleared as part of that route, the position light signal showing a proceed aspect indicates only that a movement may be made past it on sight and that the line might be obstructed before reaching the next signal, the end of the line at terminus stations or dead end siding tracks. Page 6 Version 3 Thursday, 15 March 2018

S1.2.7 There are two types of route indicator in use. They will be displayed to tell the driver the destination where there are multiple destinations available from a signal. They are displayed in two forms: A feather type junction indicator. A row of five white lights indication the direction of the lower speed divergence A stencil type route indicator dis letters or numbers indicating the destination Page 7 Version 3 Thursday, 15 March 2018

S1.2.8 S1.2.9 At Churston, hydro-pneumatic points are in use that are designed to be traversed in the wrong position by a train in a trailing direction and will reset automatically to the normal position after the passage of such a train. When a route has been set by the Signaller for a facing move onto the loop track, provided that the facing points are detected in the normal position, the protecting position light signals B131 or B134 will show two diagonal white lights as a proceed indication. If for any reason the points are not detected in the normal position, signals B131 or B134 will show one red and one white light displayed horizontally as a stop indication. In this situation the preceding main colour light signal will be automatically set at danger. If platform starting signals cannot be seen for the full length of the platform, a repeater signal might be provided to assist train and station staff in train despatch. This takes the form of an illuminated display showing the word OFF or the signal number when the signal to which it applies is showing a proceed aspect. Page 8 Version 3 Thursday, 15 March 2018

S1.2.10 A special white light indicator known as a set-back signal is situated approximately 80 yards south of Sands Road level crossing on the down side of the DVR running line mounted on a short post. Its purpose is to assist the Driver during shunting, This indicator is controlled by levers 4 and 5 of Paignton South groundframe. The light will be illuminated when lever 5 is operated for movements out of Paignton station, extinguishing to indicate that the movement is clear of the points required for the shunting move and that the driver should stop by replacing the lever. Once the route has been set and lever 4 is pulled to clear the signal for the returning move the set back signal will be illuminated. Page 9 Version 3 Thursday, 15 March 2018

S1.2.11 At certain locations STOP boards are used and have the same meaning as a colour light or position light signal at danger. The Driver must stop the train on the approach side of the board and then carry out the instructions printed on the board before proceeding. On some boards the proceed aspect will be given by a flashing white light on the board after the instructions have been proved to have been carried out. At others, the Driver can proceed after carrying out the instructions on the board. S1.2.12 Where new signals are not in use, they will have a cover placed over the head or a X shape fixed to the front of the head. Page 10 Version 3 Thursday, 15 March 2018

S1.2.13 All signals are identified with a plate showing a letter and a number. The letter denotes where the signal is controlled from and the number is unique to that signal. This identification must be used when contacting the signalbox or to specify your location B Britannia Crossing CN Churston PN Paignton Main line signal box PS Paignton South Ground Frame QP Queens Park Ground Frame 1.3 - HANDSIGNALS S1.3.1 A handsignal given by the Guard by a GREEN flag waved above the head, or at night, a green lamp held steadily above the head indicates to the Driver that the train is ready to start. This handsignal must also be used to restart a train which has been stopped out of course anywhere on the line to confirm that the Guard has rejoined the train and the train is ready to start. At Kingswear, Greenway and Paignton where it is difficult for the Driver to see the Guard s train ready to start handsignal, Right Away indicators are provided displaying an illuminated RA to show that the train is ready to start, the use of the Right Away indicator is the preferred method of indicating that the train is ready to start from Kingswear and Greenway. If because of operating needs the Right Away indicator is not to be used to start a particular train, the Guard must advise the Driver beforehand which method will be used, i.e. by flag, lamp, or two-way radio. Page 11 Version 3 Thursday, 15 March 2018

S1.3.2 S1.3.3 Handsignals can be given by flag, lamp or by arm movements. They must be given clearly and distinctly and aimed at the person for whom they are intended. Other movements of the hands and arms, e.g. a wave in greeting to a person near the shunting operations but unconnected with them, are forbidden as they might be mistaken for a handsignal and could cause an unauthorised train movement to be made. Handsignals must be acknowledged to ensure that the person giving the handsignal knows that it has been seen by the person for whom it is intended. Handsignals by arm movements during daylight are shown. Handsignal Meaning Both arms raised above the head, or, from a Shunter riding on a vehicle, one arm held horizontally and steady Stop Page 12 Version 3 Thursday, 15 March 2018

Handsignal Meaning Either arm held horizontally and the whole arm waved slowly up and down caution or slow down Page 13 Version 3 Thursday, 15 March 2018

Handsignal Meaning Either arm held upright above the head: i during train despatch, proceed; ii acknowledgement of approaching train; iii during shunting, ready to move. iv acknowledgement of handsignal v when riding on a vehicle - Stop Either arm moved in a circular motion away from the body move away from handsignal Page 14 Version 3 Thursday, 15 March 2018

Handsignal Meaning Either arm moved to and fro above the shoulder move towards handsignal Both arms raised above the head with hands moved towards each other several times ease up Either arm moved vertically up and down from the elbow, above shoulder level create vacuum or compressed air for brake test Page 15 Version 3 Thursday, 15 March 2018

S1.3.4 S1.3.5 S1.3.6 S1.3.7 A handsignal given by red flag or lamp showing a red light means STOP. It must be used only when necessary to stop a train. If displayed at a signal the Driver must stop the train at the signal regardless of the aspect shown by the signal. In an emergency, if it is necessary to stop a train after it has passed the last controlled signal and no flag or lamp is available, the stop handsignal of both hands raised above the head must be used by day or when sufficient illumination is available, but if no other means are available, by night, ANY light waved violently indicates danger, STOP. If possible, knowledge of the direction of the likely next train movement should be used to give the Driver as much warning as possible. Exceptionally, at night for a standing train, a red light moved vertically up and down at shoulder level indicates to the Driver create vacuum or compressed air for brake test. A handsignal given by a WHITE light indicates: a. waved slowly up and down Move away from handsignal. b. waved slowly from side to side across the body - Move towards handsignal c. held steadily above the head Indication to Guard by station staff or Travelling Ticket Inspector - train ready to start. d. side to side twisting movement above the head by Shunter - Indication to groundframe Operator that a train is clear of points to be moved. Page 16 Version 3 Thursday, 15 March 2018

S1.3.8 S1.3.9 S1.3.10 A handsignal given by a YELLOW flag or lamp indicates: a. held steadily at a colour light signal by a Handsignaller - Driver s authority to pass signal at caution. b. held steadily by Signaller after being stopped at signalbox - Driver s authority to proceed after receiving instructions. c. at night in shunting, waved slowly up and down - Move very slowly away from handsignal. d. at night in shunting, waved slowly from side to side across body - Move very slowly towards handsignal. A red banner or stop board on the track indicates that the line is closed and is under engineer s possession. All trains must stop on the approach side and not proceed until instructed. If the Signaller has to stop the train at Britannia signalbox to instruct the Driver, he must first stop the train by maintaining the signal at the approach to Britannia signalbox at danger. Once the train has come to a stand the signaller must then display a yellow handsignal.. This is the Driver s authority to pass the signal at danger and proceed to the Signalbox for further instructions. After passing the necessary instructions to the Driver the Signaller must display a yellow handsignal as the Driver s authority to proceed. This rule only applies signal B4 and B5. At all other signals the Driver must be verbally instructed to pass a signal at danger by telephone or by a Handsignaller. Page 17 Version 3 Thursday, 15 March 2018

S1.3.11 S1.3.12 S1.3.13 If a Handsignaller is appointed at a signal which has to be passed at danger, the Handsignaller must display a hand danger signal to each approaching train. After receiving the Signaller s permission for the train to proceed the Handsignaller must instruct the Driver to pass the signal. After ensuring that the instruction has been understood (by repeating the instructions back), the Handsignaller must display a yellow handsignal as the Driver s authority to proceed. If the situation which requires the placing of a Handsignaller at a signal has already been identified to Drivers the Signaller may instruct the Handsignaller to display a yellow handsignal to a train without stopping it. This authority to the Handsignaller must given by the Signaller for each train. If the Signaller has already informed a Driver that a Handsignaller is positioned at a signal and that the Driver must obey the handsignals at that signal, the Driver need not stop if a yellow handsignal is displayed to the train by the Handsignaller when the signal first comes into view. Page 18 Version 3 Thursday, 15 March 2018

2 - HANDSIGNALLING DUTIES S2.1 A Handsignaller may be appointed for a variety of purposes and on each occasion the duties will be explained to the person carrying out this work. S2.2 A person appointed as Handsignaller must be trained and passed as competent. When on duty he must be in possession of the correct equipment: A red and yellow flag; A handlamp, capable of showing a red and yellow light; Point clips, scotches and padlock if required; A track circuit operating clip. A mobile phone A Padlock key S2.3 Flags or lamps used in the course of handsignalling MUST be held steadily in the hand and properly displayed to a Driver until the train has passed. They must not be left on the ground or left hanging. S2.4 The Handsignaller must carry out the instructions in a correct manner, standing where told, displaying the correct handsignal, reaching a clear understanding with the person giving the instructions and giving each Driver clear and precise instructions. Page 19 Version 3 Thursday, 15 March 2018

3 - PASSING SIGNALS AT DANGER S3.1 The SIGNALLER (or ground frame operator where appropriate) can only authorise the Driver of a train to pass a signal at danger when: a. an engineer s train has to enter a line under possession; b. the signal is disconnected. c. the signal cannot be cleared because of a failure of signalling or level crossing equipment. d. the train is to enter an obstructed line to assist a disabled train, and / or to evacuate passengers. e. it is necessary, in the vicinity of Britannia signalbox, to stop the train at Britannia signalbox to give instructions to the Driver. f. A train is to move from a running line into a siding at a ground frame where there are no fixed signals for the movement (i.e. at Churston and Young s Park) Page 20 Version 3 Thursday, 15 March 2018

S3.2 Before giving instructions for a train to pass a signal at danger, the SIGNALLER must ensure that the portion of line concerned is safe for the movement to be made and that wherever possible: the barriers at any level crossing are closed to road traffic; all points have been operated to the required position which MUST be done using the individual point switches; any groundframe releases giving access to the route are normal; all normal or reverse point indications are showing; the necessary reminder appliances have been used; the route setting buttons have been used to call the route where possible to secure the interlocking. Page 21 Version 3 Thursday, 15 March 2018

4 - SIGNALLING EQUIPMENT FAILURE S4.1 If a train has to be authorised to pass a section signal at danger into a single line section because of signalling equipment failure that prevents the route being set by the normal route setting buttons in Britannia signalbox, pilotman working must be established if two trains are in service. S4.2 Exceptionally if a train is already standing at a section signal waiting to enter the single line ahead when it is discovered that the section signal cannot be cleared, the Signaller, after ensuring that it is safe to do so, may authorise the train to proceed for one move only. If more than one train is in operation, including engineering trains, pilotman working must be introduced until either the failure is repaired or one train working can be established. S4.3 If two-train working (including an engineering train) is in operation at the time of a widespread power failure, a PERSON IN CHARGE (PIC) and two handsignalmen must be appointed to act at all passing points affected to ensure safety during passing movements in accordance with the signalling regulations. The PIC and the handsignalmen must be equipped with two-way radios to communicate with each other to ensure that only one train enters the passing loop at one time. Page 22 Version 3 Thursday, 15 March 2018

S4.4 A failure of point equipment may prevent the Signaller from setting routes in the normal way. Where the Signaller is unable to set the points by the individual point switches, the route setting buttons or detection has been lost, the SIGNALLER must instruct the Train Crew or other competent person to work the points by hand. S4.5 The SIGNALLER must specially watch the operation of the signalling equipment during the passage of the first train signalled to pass over the section of line affected by the work. Page 23 Version 3 Thursday, 15 March 2018

5 - WRONG DIRECTION MOVEMENTS S5.1 Before the Signaller can authorise a train to make a wrong direction movement for which a signal is not provided, the SIGNALLER must ensure that the portion of line concerned is safe for the movement to be made, including where: a. the train has to set back after over-running a platform. At Churston the train must NOT set back until the LOCOMOTIVE CREW have ascertained whether any wheels have passed through the hydro-pneumatic points at the ends of the loop tracks. If no wheels have reached the toes of the points the train may set back, provided that the move has been authorised by the Signaller. If any portion of the train has passed over the toes of the points, the train concerned must draw forward completely clear of the hydro-pneumatic points, and if necessary set back into the other platform. b. the train has to set back from or towards a line blocked by a failure, obstruction, or other incident. c. the front portion of a divided train has to set back to the rear portion. d. the shunting move has to set back in a position remote from signals provided that any points which have to be set are controlled by Britannia signalbox. Page 24 Version 3 Thursday, 15 March 2018

S5.2 If a train over-runs the platform, before restarting in the normal direction the SIGNALLER must give the Driver authority to proceed by resetting the route to clear the signal. Page 25 Version 3 Thursday, 15 March 2018

6 - AUTHORITY FOR MOVEMENTS S6.1 In the event of a signal failure or other operating disruption, it is preferable for the SIGNALLER to instruct Drivers directly either face to face or by telephone or two-way radio. If it is decided to use a Handsignaller positioned at a signal which has to be passed at danger by a train, the HANDSIGNALLER must display a hand danger signal to stop any approaching train. The SIGNALLER will give the Handsignaller the message to be passed to the Driver which must be fully understood by the Handsignaller before being passed to the Driver. S6.2 Instructions to pass a signal at danger or to make a wrong direction move must only be given to a Driver by the SIGNALLER talking directly to the Driver, or his representative, of the train for whom the instruction is intended; or by a Handsignaller or other authorised person acting on the Signaller s instructions at the location concerned. When the signalbox is open NO person can authorise a driver to pass any signal at danger that is prefixed B without the consent of the signaller. S6.3 The SIGNALLER must make absolutely sure that he is talking to the Driver or his representative for whom the instruction is intended. The Signaller and Driver or his representative must come to a clear understanding on what is required. In all cases, the Signaller s instruction must be repeated back by the Driver or his representative before permission is given to proceed. Radios MUST NOT be used for the communication of safety critical messages. Page 26 Version 3 Thursday, 15 March 2018

S6.4 The SIGNALLER must tell the Driver how far the movement can be made and the reason why the signal must be passed at danger. He must also state whether the movement must be made at caution, whether the line is obstructed with a disabled train or whether the line is to be examined. The SIGNALLER must state whether any points in the route have to be examined to ensure that they are correctly set for the route on which the train is travelling, before the train passes over them. In the case of a points failure, the Signaller must identify any points that have to be altered by hand and secured with clips and scotches. The Signaller must make an appropriate record in the train register book of events occurring. Page 27 Version 3 Thursday, 15 March 2018

7 - SINGLE LINE WORKING S7.1 The clearance of the section signal is the only authority to the Driver to enter a single line section unless: the line is under engineer s possession; pilotman working is in operation; the Driver is instructed by the Signaller to pass the section signal at danger S7.2 If any part of a train is left on the single line for any reason, the Driver of the front portion must, on arrival at the passing loop or end of the single line section, contact the Signaller and ensure that the Signaller understands what has been done and that the standing portion of the train remaining on the single line is under the protection of the fixed signals, with reminder appliances on the signalling control panel and that an appropriate entry has been made in the train register book. Page 28 Version 3 Thursday, 15 March 2018

S7.3 The SIGNALLER must watch the operation of track circuits particularly when the line has not been used for a few days. If track circuits are not operating correctly signals must be restored to danger promptly to protect trains. A track circuit which operates intermittently must not be relied upon until such time that it operates correctly. Conflicting routes must not be set until the Signaller can satisfy himself that the train has passed clear of points that require to be changed for a subsequent move. In these circumstances and where more than one train is in operation (including engineering trains), pilotman working must be introduced for trains running over the single line sections until the service can be reduced to a single train. The Signaller must use reminder appliances where necessary and make an appropriate entry in the train register book. Page 29 Version 3 Thursday, 15 March 2018

S7.4 When signalling a vehicle or train that cannot be relied on to, operate track circuits (e.g. a trolley or self propelled engineering vehicle) the Signaller must watch its passage closely and use reminder devices as appropriate. Before authorising the movement the signaller shall set and lock individual point switches to the appropriate positions and place reminder devices over the individual point switches and over signal switches for any conflicting movements. Once the vehicle or train has entered a single line section the Signaller must NOT cancel the route. Until the Signaller has received telephone advice or seen for himself that the vehicle or train has passed clear of the single line section beyond the next signal ahead the Signaller must regard the section as being occupied. Only then may the Signaller remove the reminder appliances and resume normal working. The Signaller must make an appropriate entry in the train register book recording the working. S7.5 The SIGNALLER must treat the trolley as a train for signalling purposes. The signaller must not give permission for the trolley to be placed on the line or to pass signals at danger unless the line is clear for the movement. Until the Signaller has been advised by the PERSON IN CHARGE of the trolley that it has been removed from the line, has passed clear of a single line section or personally seen the trolley, the signaller must regard the section concerned as being occupied. The Signaller may then remove the reminder appliances and resume normal working. Page 30 Version 3 Thursday, 15 March 2018

S7.6 At Churston, if such a vehicle needs to shunt at the northern end of the station, the move should be made into Churston yard with signals B33 or B35, as required, passed at danger. S7.7 If a section of single line has not been used for two days, the SIGNALLER must place reminder devices over the protecting signals for at least one movement in each direction. The Signaller must watch the operation of the track circuits on the track diagram and should any track circuits fail to operate correctly the reminder appliances must be retained until the Signaller is satisfied that the track circuits are again working correctly. The section signals will operate normally unless an equipment failure has occurred in which case the procedures for failure conditions must be followed. Page 31 Version 3 Thursday, 15 March 2018

8 - TRAINS STOPPED OUT OF COURSE S8.1 On becoming aware of an incident or accident the SIGNALLER must immediately take action to stop any trains entering the section concerned by placing or maintaining the protecting signals at danger, putting reminder appliances over the signal controls concerned and making an appropriate entry in the train register book. Where possible he must also use two-way radio or telephone the Train Crew mobile phone to try and stop a train heading into danger. S8.2 The SIGNALLER must, when receiving advice of an accident or obstruction, immediately place or maintain the signals protecting the affected lines at danger and confirm to the person reporting the accident/obstruction that he has done so. The Signaller must also use reminder appliances placed over the operating buttons of the signals concerned and make an appropriate entry in the train register book. Once protection has been provided the SIGNALLER must advise the DUTY MANAGER of the situation. S8.3. The Signaller must instruct the Driver of any assisting locomotive to enter the section occupied by the failed train passing the protecting signal at danger. The Signaller must advise the Driver of the assisting locomotive the location of the failed train and that he must proceed, keeping a sharp lookout for the member of the Train Crew providing protection, at a low speed to stop short of any obstruction. Page 32 Version 3 Thursday, 15 March 2018

9 - PILOTMAN WORKING S9.1 In the event of a track circuit, signal or power failure, it may not be possible for the section signals controlling entry to the single line to be cleared. If more than one train is in operation, including engineering trains, then pilotman working must be introduced over the single line affected until one train working is established. S9.2 The PILOTMAN must wear a high visibility vest labelled Pilotman, or if this is not immediately available, a red flag until high visibility vest is provided. S9.3 The SIGNALLER and the PILOTMAN must jointly agree the limits of the section and both complete a Pilotman record of arrangements form which will detail the equipment operating normally and equipment that is defective. S9.4 The PILOTMAN must obtain the Signaller s permission before authorising a movement into a single line section. An appropriate entry must be made in the train register book, and on both the signallers and Pilotman record of arrangements form. S9.5 If the train is worked by more than one locomotive the Pilotman must make himself known to each Driver but travel with the Driver on the leading locomotive. If a locomotive is authorised to operate at the rear of the train, the Driver of the front locomotive must advise the Driver of the rear locomotive that pilot working is in operation. Page 33 Version 3 Thursday, 15 March 2018

S9.6 The PILOTMAN must confirm to the SIGNALLER that the train is complete with tail lamp once it has passed through the single line section. The times should be recorded on the Pilotman record of arrangements form by both the Signaller and the Pilotman S9.7 When leaving a train, the Pilotman must not transfer directly from one train to another without speaking to the Signaller. S9.8 If the PILOTMAN is on a train which becomes disabled or divided the Pilotman MUST remain with the portion left on the single line. S9.9 Once the reason for the Pilotman working has passed then the Signaller must advise the Pilotman and resume normal working. An appropriate entry must be made in the train register book and the Pilotman forms cancelled. S9.10 Full details are given in Rule Book section D Page 34 Version 3 Thursday, 15 March 2018

10 - BRITANNIA SIGNALBOX CLOSED S10.1 When Britannia signalbox is about to be closed, the Signaller must ensure that any routes set have been cancelled after the movement has been completed and that all route setting buttons are normal before switching out. Failure to cancel routes set will prevent groundframes at Paignton and Churston from being operated. S10.2 On days when scheduled trains are not running and Britannia signalbox is closed, engineering trains, light locomotives and rolling stock transfers may operate without normal signalling protection between Britannia signalbox and Paignton. A Driver may then pass at danger any type of signal, except at: Goodrington signals B40, B41, B42, B49, B51, B52, B141 and B152 Churston position light signals B131 and B134 These signals must not be passed at danger unless the points which they protect have been confirmed as correctly set, scotched and clipped. S10.3 The person in charge at Paignton is responsible for the operations of trains between Paignton station and B52 signal. Should a train from Paignton require to pass B52 signal, the driver MUST obtain permission from the person in charge at Churston. Page 35 Version 3 Thursday, 15 March 2018

S10.4 The person in charge at Churston is responsible for the operation of trains between B52 signal at Goodrington and B2 signal at Hoo Down. Should a train from Churston require to pass the limit of shunt at B52 signal, the driver MUST obtain permission from the person in charge at Paignton. Should a train require to pass B2 signal, Britannia Signal Box should be opened, unless the movement is only to access the platform at Kingswear. Under these circumstances, the Driver is responsible for ensuring that the points at Kingswear are in the correct position and are scotched and clipped for the movement to take place. S10.5 Trains must not pass over the level crossings at Britannia or Kingswear without the barriers being lowered across the road. Page 36 Version 3 Thursday, 15 March 2018