3. The signals at junctions to be on separate posts, or on brackets; and the signals at stations, when there is more than one arm on one side of a post, to be made to apply--the first, or upper arm, to the line on the left, the second arm to the line next in order from the left, and so on; but in cases where the main, or more important line, is not the one on the left, separate signal-posts to be provided, or the arms to be on brackets. Distant-signals to be distinguished by notches cut out of the ends of the arms, and to be controlled by home or starting signals for the same direction when on the same post. A distant-signal arm must not be placed above a home or starting signal arm on the same post for trains going in the same direction. In the case of sidings, a low short arm and a small signal light, distinguishable from the arms or lights for the passenger lines, may be employed, but in such cases disc signals are, as a rule, preferable. Every signal arm to be so weighted as to fly to and remain at danger on the breaking at any point of the connection between the arm and the lever working it. 4. On new lines worked independently, the front signal lights to be green for “all right,” and red for “danger;” the back lights (visible only when the signals are at “danger”) to be white. _This requirement not to be obligatory in the case of new lines run over by trains of other companies using a different system of lights._ 5. Facing points to be avoided as far as possible, but when they cannot be dispensed with they must be placed as near as practicable to the levers by which they are worked or bolted. The limit of distance from levers working points to be 180 yards in the case of facing points, and 300 yards in the case of trailing points on the main line, or safety points of sidings. [Illustration: Fig. 9.] In order to ensure that the points are in their proper position before 22 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.