Shunting Rules

This section is one of several detailing the various chapters of the 1922 issue Rule & Regulations (see front cover in brown leather to the left) issued by the Railway Company to all employees; it is the definitive version of the rule book that was used for many years, and updated in 1967 and reissued with a bright red cover, though the contents remained largely unchanged at this time. This survived in place until the nationalisation in 1978. Since this time there have been many different incarnations and the book is now issued on an almost annual basis.

The Railway Company operated using largely mixed trains and it was rare for dedicated goods trains to operate; the practice of adding “tailstock” to the rear of service trains for dropping off and collecting wagons and vans from intermediate stations was commonplace through until the closure in 1965, and also featured on occasion during he Ailsa era. Accordingly, a set of detailed rules to cover this was in the Rule Book, and the long-forbidden practice of “fly-shunting” was also used on occasion. What follows are direct extracts.

From The Rule Book (1922)

Rule No.113

All Shunting operations must be carried out on by or under the direct supervision of the Station Master at each Station, who will be held responsible for the safe carryig out of the same.

Rule No.114

Persons engaged in Shunting must take every care to prevent injury to themselves, as well as other persons, whilst so engaged.

Rule No.115

Before commencing Shunting operations, care must be taken to see that Goods Shed doors are open and all is celar on the Shed Lines, and that all Wagon doors are properly secured by the fastenings provided for the purpose, or are in such a position as will ensure that they will not come into contact with any obstructions. When the Wagons are moved, care must also be taken that the contents are not left in such a condition as would result in their falling from a Wagon when being moved.

Rule No.116

All Shunting must be done slowly and cautiously, and in such a manner that the Engine and Vehicles may be brought to a standstill immediately, when necessary.

Rule No.117

When Shunting is being carried on at the Station-end of either Platform at Douglas Station, care must be taken to prevent any person crossing or getting on to the Lines, or being so near the Vehicles, when in motion, as to endanger the safety of any person standing on the Platforms; and at all other stations care must be taken to prevent any person crossing or getting on to the Line or standing in any unsafe place near the Vehicles when in motion.

Rule No.118

Whenever Shunting is being carried on in any portion of the Station yards, there must always be some person in readiness to put down and apply the Brakes instantly if required and so stop the motion of the Vehicles, and to see that no cart or other road vehicle is foul of any of the lines on which shunting operations are about to be performed.

Rule No.119

Whenever Shunting is being carried on in any part of the yards where people are in the habit of standing or walking, the Engine must always remain attached to the Vehicles whilst such Vehicles are in motion.

Rule No.120

Care must be taken to ascertain that there is no person near or on the "Lime and sand" siding at Douglas Station during the time that Shunting is going on on that siding.

Rule No.121

No Engine must be engaged in shunting unless both Driver and Fireman are on the Engine, and they must keep a good look-out for Signals.

Rule No.122

In Shunting, Coupling, or Making up Trains, care must be taken to prevent any Engine, Carriage, Wagon, or other Vehicle coming in violent contact with any other Engine, Carriage, Wagon, or Vehicle.

Rule No.123

Great care must be exercised in giving Signals to the Enginemen, and the person giving such signal must satisfy himself that the signals have been properly understood by the Engineman.

Rule No.124

Shouting by the person giving Signals must be avoided as much as possible to prevent confusion and all Signals must be given by hand, or by word of mouth, at such a distance only that each word may be distinctly heard and understood by the Engineman.

Rule No.125

At Night, and in Dark or Foggy weather, the Hand-Lamp must be usedin giving Signals: the White Light to indicate that the Vehicles are to be moved gently in to th direction towards the person giving the Signal; Green Light to indicate that the Vehicles are to move very slowly and with great caution towards the person giving the signal; and upon the Red Light being shown, the Vehicles must be immediately brought to a standstill.

Rule No.126

In Slippery weather the rails are to be sanded, as directed by Rule No.146 when Shunting operations are being carried on.

Rule No.127

Any breach of any of the above Rules must be at once notified to the Manager, either by the Station Master or the Inspector.

Mouth Whistle Signals For Shunting & C.

Rule No.84

One long Whistle signifies Go Ahead away from the man whistling.

Rule No.85

Any number of short, sharp Whistles, Stop.

Rule No.86

Two long Whistles signifies Come Back towards the man whistling.

Tailstock being retrieved from the goods yard at Castletown Station in 1965 illustrating that such movements were carried on right up until the final days of operation; note the young passengers stood in close proximity to the movement, a direct contradiction of Rule No.117!

Setting carriages back onto a train at St. John’s was a common occurance on busy days, and is regularly carried out still today on busy days when additional carriages are added to trains at Douglas Station.

Enginemen were expected to make a full list of all shunting undertaken on dockets such as this one dating from 1917 showing a number of movements at Ramsey Station.

A modern slant on shunting in the carriage shed at Douglas Station during one of the two-day Shunting Courses which now form part of the training for all new staff. Radio communications are now favoured.

A variety of stock including cattle vans and drop-side wagons in the goods yard at Douglas Station with No.2 Derby viewed from the sunken siding.

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