General Appendix 1960
WORKING OF MULTIPLE-UNIT MECHANICAL DIESEL TRAINS.
These trains are fitted with two-tone warning horns at each end. The two-tones must always be sounded when it is necessary to give a warning.
All concerned must warn men employed under their supervision who may be required to work on the permanent way or to walk upon or cross running lines of the importance of observing the warning, and that they must be prepared for the trains to approach quietly and at high speed. Upon hearing the warning the Driver should be given an acknowledgment whenever possible.
It is important that men engaged on permanent way work, etc., shall move promptly to a point of safety upon sighting or receiving audible warning of the approach of a train.
If it is necessary for multiple-unit diesel trains to work over a section of line where they are not normally scheduled to run, Drivers of such trains must sound the warning horn in accordance with Rule 127 and also when approaching curves, level crossings, barrow crossings, overbridges, Gangers' huts and other buildings adjacent to the line upon which the trains are running.
The speed of trains must not exceed 10 m.p.h. when proceeding along carriage or repair sidings, or sidings in Depots. Before entering sheds Drivers must bring their trains to a stand and give a warning signal on the horn to staff who may be at work inside. The speed of trains inside a shed must not exceed 5 m.p.h.
WORKING INSTRUCTIONS.
1. Rules and Regulations.
The Rules and Regulations are applicable to multiple-unit diesel trains except as modified below :-
(i) Rules.-
126.-A Driver is forbidden to leave charge of his train without :-
(a) stopping the engines.
(b) removing the reversing lever.
(c) putting the hand brake on hard.
127.-Each driving compartment must be equipped with not less than 12 detonators and a red flag. The Driver must have with him in the driving compartment a hand lamp with red shade.
129. (iv)(c).-Where hand brakes are provided in driving compartments, it will be the duty of the Driver to ensure that these brakes have been dealt with in accordance with the Driving Instructions.
141.-The Guard's signal to start the train will be given in accordance with the bell code shown in Instruction No. 7.(ii) Regulations.
(a) Vacuum brake Regulations.
As it is necessary for these trains to have the vacuum brake applied when standing, the following modifications require to be made to the General Regulations for working the Vacuum Brake :-
Reg. 3(b), fourth paragraph - Not applicable to multiple-unit diesel trains.
Reg. 3(c). second paragraph - The words "and that the gauge in the rear van indicates the required vacuum"- are not applicable to multiple-unit diesel trains.
In order that the Guard and Driver may be aware of the vacuum brake reading in the Guard's compartment, as required by clause 3(b) and (c) of the General Regulations for working the Vacuum brake, a test must first be made. To enable this to be done, the Driver must apply the hand brake to avoid the train moving when the vacuum brake is released, until he receives the indication from the Guard to the effect that the correct amount of vacuum is registered in the gauge in the Guard's compartment, after which the hand brake must be released in the Driver's compartment and the train held by the vacuum brake.
This test must be made daily before the train is taken into service and on each occasion when vehicles are attached or detached.(b) Passenger communication.
The passenger communication in some vehicles is by means of short handles painted red, fixed in each car, and in others is by means of a short chain. When the handle or chain is pulled downwards it causes the brake to be applied and the train to be stopped. On certain vehicles discs are not provided on the outside of the vehicle to skew when the alarm handle or chain has been operated, and in such cases, the Guard must ascertain when this has been done by inspection of the cars. The alarm handle must then be reset by means of a carriage key. The chain communication must be reset by means of the outside disc but, where discs are not provided, it must be reset from either (a) the driver's compartment, or (b) from the guard's compartment on vehicles where there is no driving compartment, or (c) from a special box at one end of vehicles where there is neither a driving nor a guard's compartment.(c) Failure of vacuum brake cylinders.
(i) A multiple-unit train or unit must not leave a Maintenance Depot to take up passenger train working with any brake cylinder inoperative.
(ii) If, in the absence of maintenance staff at an out-stabling point, it is absolutely essential for the multiple-unit train or unit to take up its workings this may be done provided not more than 50% of the total brake cylinders are inoperative, but arrangements must be made for the fault be be corrected at the earliest possible moment. Should, in these circumstances, there be more than a proportion of one brake cylinder in four out of use the train must be run at such reduced speed as will enable the Driver to control it under all circumstances.
(iii) If a failure of vacuum brake cylinders occurs en route and cylinders in excess of 25% but not more than 50% of the total become inoperative the train must be run at such reduced speed as will enable the Driver to control it under all circumstances. If, however, cylinders in excess of 50% become inoperative the multiple-unit train or unit must be withdrawn from traffic as soon as possible, being worked forward to the first convenient point to do this, at such reduced speed as will enable the Driver to control it under all circumstances.
(iv) The Driver must be given details of the brake cylinder or cylinders which are inoperative.
Note.-It is important that this should be done in order that the Driver may be aware of the brake power available on each part of a multiple-unit train or unit.
If a multiple-unit train has to be divided the Driver who will take over the second portion must be advised if any brake cylinders are inoperative on that portion.
(v) If the failure is such that there are no brake cylinders in operation in the rear vehicle the Guard must ride adjacent to the hand brake, if necessary riding in the rear driving compartment during the time the train remains in service.
2. Manning of trains.
Each train will be manned by a Driver and a Guard only.
3. Composition of trains.
The transmission and control systems vary between different makes and types of diesel units, and this prohibits the units from being coupled together.
To identify the units which may be coupled, large symbols will be painted immediately above the buffers at both ends of the vehicles and small symbols will be painted on all jumper plugs and sockets. Only those units bearing similar symbols can be coupled together.
The symbols will be :-
| Red Triangle Blue Square Orange Star |
Blue Square White Circle Blue Square with Cream Stripe |
4. Coupling and Uncoupling.
Generally, each end of a diesel unit is equipped with jumper control cable fitments. Two vacuum brake hose pipes (one reservoir and one train, pipe) are fitted on the headstock, one at each side of the drawgear. On certain trains a compressed air pipe is also provided.
Two diesel units (or such number as may be authorised) may be coupled together, and the following instructions for coupling and uncoupling must be observed :-
(a) Coupling.
The stationary unit must be firmly secured by the hand brake and the following operations must be carried out in the sequence shown :-
(i) the units must be coupled by the screw or buckeye coupling as the case may be ;
(ii) the engines must be shut off and the vacuum in the train and reservoir pipes destroyed ;
(iii) the hose pipes must be connected and the cocks on the compressed air pipes, where provided, opened ;
(iv) the jumpers must be released, withdrawn from the dummy sockets and inserted in the appropriate sockets on the adjacent unit. Where no dummy sockets are provided, the jumpers must be obtained from the special box in the Driver's or the Guard's compartment. Care must be taken to ensure that the jumper heads are pushed right home and secured by the safety retaining clips.(b) Uncoupling.
Before uncoupling operations are commenced, the unit to be uncoupled must be firmly secured by the hand brake.
The engines must be shut off and the vacuum in the train and reservoir pipes destroyed, after which the following operations must be carried out in the sequence shown :-
(i) the jumpers must be released, withdrawn from the sockets on the adjacent unit and inserted in the appropriate dummy sockets. Care must be taken to ensure that the jumper heads are pushed right home and secured by the safety retaining clips. Where no dummy sockets are provided, the jumpers must be placed in the special box in the Driver's or the Guard's compartment ;
(ii) the cocks on the compressed air pipes, where provided, must be closed and the pipes disconnected and secured by the safety chains. The vacuum hose pipes must then be disconnected and secured on the dummy couplings ;
(iii) the screw or buckeye coupling must be released.(c) Coupling and Uncoupling in service.
This duty must be performed by a member of the Operating staff, but the Driver must be in attendance to satisfy himself that all connections have been properly made.(d) Coupling of Loaded Multiple-Unit trains.
Where it is necessary to couple two multiple-unit trains, either of which is loaded, the undermentioned working must be adopted :-
After the first train has come to a stand at the platform, the second train may be admitted in accordance with the Permissive Block Regulations, Rule 96, or special instructions as the case may be. A Handsignalman (who may be the Guard of the first train) exhibiting a red handsignal, must be posted at least 6-ft. from the rear of the first train, and the Driver of the second train must bring his train to a stand opposite to the Handsignalman. The Handsignalman may give permission for the second train to move forward on to the rear of the first train as soon as he is satisfied it is safe to do so, when the coupling may be carried out.
5. Tail Traffic.
Additional vehicles must not be attached to multiple-unit diesel trains except where specially authorised in the Sectional Appendix or other Regional publication.
6. Head and Tail Lights and Destination Indicators.
The destination indicator, where provided, must be operated so as to shew the correct destination both at the front and rear of the train. The train classification/route indicator or headlamps, as the case may be, must be set to shew the class of train and/or route at the front end only, the rear indicator sheaving blank. The destination and classification/route indicators must be illuminated after sunset or during fog or falling snow only.
The Driver is responsible for ensuring, at any turning round point, that the train classification/ route indicator is suitably blanked out and the light extinguished before he proceeds to the other end of the train.
An oil tail lamp must be carried on the rearmost vehicle and a spare oil tail lamp, properly trimmed, must be carried in the Guard's compartment to enable the provisions of Rule 204 to be complied with.
7. Bell Code.
The following code of bell signals between Guard and Driver must always be used by means of the bell communication provided :-
| 1. | Stop. |
| 2. | Start. |
| 3. | Set-back. |
| 3-3. | Guard required by Driver. Guard or Driver attend telephone (where provided). |
| 4. | Slow down when propelling. |
| 5. | Driver or Guard leaving train in accordance with rules. |
| 6. | Draw forward. |
| 7. | Correct vacuum indicated in rear Guard's compartment during tests. |
These bell signals must be acknowledged by repetition.
8. Propelling.
Except during shunting operations, propelling must only be resorted to where specially authorised for multiple-unit diesel trains.
When propelling a speed of 5 m.p.h. must not be exceeded and the Guard or Shunter must ride in the leading driving compartment, keep a good look-out, operate the warning horn when necessary, and be prepared to stop the train as required by application of the emergency brake. The Guard or Shunter must carefully observe all signals, and signal to the Driver as may be necessary in accordance with the bell codes shewn in Instruction No. 7. In the event of failure of the bell communication the train must be driven from the leading end.
Trains must be driven from the leading end when proceeding on to another train or entering Carriage or Repair Sheds.
9. Exchange of Tokens on Single Lines.
In order to enable the Driver to receive or deliver a single line token by hand, the train must be brought to a stand at the signal box, station platform, or other token exchange point and the Signalman must receive and/or deliver the token at that point.
10. Heating of Trains.
The Guard will be responsible for seeing the heating units are in use when necessary and that they are switched off when the train is stabled. He should also adjust the heating during the journey as far as practicable to meet the wishes of the passengers.
The Guard, depot staff or person specially appointed for the duty will be responsible for switching on the heat before leaving the depots at the commencement of the working, and where pre-heating is necessary, suitable arrangements must be made between the Operating and Motive Power Departments for this to be carried out.
Any defect in the heating system must be advised by the Guard to the Driver, who must report it.
The units can also be used for circulating cool air during hot weather and, when required for this purpose, the Guard must turn the switch to the cold position.
11. Fire Precautions.
In addition to the standard fire fighting equipment, automatic fire extinguishing apparatus is fitted on the underframe of motor cars. In the event of a fire developing in one of the motors the extinguishing equipment will come into operation and at the same time ring a bell in the Driver's compartment. After the train has been stopped in accordance with Rule 188, the Driver must proceed to the affected motor and take with him a fire extinguisher and, in the case of trains conveying passengers, must carry out the duties allocated to the Fireman under Rule 188 after satisfying himself that the fire is being dealt with.
Drivers and Guards must, however, act according to the best of their judgment and ability in the circumstances attending the fire.
The fire extinguishing medium used in these automatic appliances comprises a toxic gas which dissipates very rapidly when exposed to the open air. Care should be taken, therefore, to avoid contact with, or inhaling of, the vapour.
If, however, contact is made the following precautions must be taken :-
(1) Remove the person concerned from the discharge area.
(2) Summon medical aid as soon as possible, notifying the doctor that the person has been in contact with chlorobromomethane and that oxygen therapy may be required.
(3) If contaminated with liquid ALL clothing, wrist watches, rings, etc., must be removed and the person washed freely.
(4) Arrangements should be made for contaminated clothing to be thoroughly cleaned.
(5) Fresh air is essential and artificial respiration may be necessary.
(6) If a quantity of chlorobromomethane enters eyes or nose, wash the affected parts very freely with plain water.
(7) If a quantity of chlorobromomethane enters the mouth give an emetic.
(8) There may be certain delayed effects of chlorobromomethane poisoning and every case of contamination therefore, must be referred to the Regional Medical Department for observation.
12. Deadman's Valve.
A Deadman's valve is incorporated in the throttle control handle in all driving compartments and should the Driver release his grip, the power will be cut off and the brakes applied.
Should any defect arise to make the Deadman's valve inoperative, the Guard must ride with the Driver until another competent man can be provided or the defect remedied.
13. Driving apparatus defective.
In the event of the driving apparatus in the leading compartment becoming defective, and the Driver can regain control of the train from another driving compartment, the train must be driven at reduced speed from the most convenient driving compartment and proceed with caution to the nearest point where the train can be taken out of service or the disabled unit can be detached.
In such cases the Guard must ride in the leading driving compartment, keep a good look-out, operate the warning horns when necessary and practicable, and be in a position to stop the train as required by application of the hand brake. The Guard must carefully observe all signals, and signal to the Driver as may be necessary in accordance with the bell codes shown in Instruction No. 7.
In emergency, the Guard's vacuum brake application valve, where provided, must be used to stop the train.
14. Assisting disabled train.
In an emergency, disabled multiple-unit diesel trains can be assisted by any type of train or engine, but in such circumstances the trains must be worked cautiously and at reduced speed.
When a diesel train is being assisted, the coupling must be in accordance with the special instructions included in the Driver's handbook and according to the type of train or engine which is providing the assistance.
A multiple-unit diesel train may be allowed to assist a disabled multiple-unit diesel train in accordance with the special instructions included in the Driver's' Handbook but must be run at reduced speed. In such circumstances, however, the assistance must only be given to the nearest point at which the disabled train can be removed from the running line.
The Driver must advise the Guard of the circumstances so that he may be aware of what is being done.