WORKING OF MULTIPLE-UNIT DIESEL MECHANICAL TRAINS

(The instructions on page 39 of the General Appendix do not apply on the Western Region, except as stated in Clause 5 below)

1. RULES AND REGULATIONS

It should be noted that handbrakes in Multiple-Unit Diesel Mechanical Trains are situated in driving compartments only and where the Guard is required to apply the handbrake in accordance with the applicable Rules and Regulations, he must do so in the nearest unoccupied driving compartment, if accessible. Full use of the telephone (where provided) must be made by the Driver and Guard to enable them to communicate with each other in the event of an emergency.

The Rules and Regulations are applicable to Multiple-Unit Diesel Mechanical trains except as modified below :-

(i) Rules:-

126 (iv). A Driver is forbidden to leave charge of his train without :—
(a) stopping the engines.
(b) putting the hand brake on hard.
(c) applying the vacuum brake and placing in " LAP " position, and remove handle.
(d) removing the reversing lever.
(e) locking operative driver's compartment doors.
NOTE.—When the Driver is required to leave his train for the purpose of carrying out instructions in accordance with Rule 55, only the operations shewn in (c) and (e) above need be performed.

127. Before leaving the Driving compartment on completion of a journey the driver must see that the train classification indicator (and destination indicator where provided) is adjusted to exhibit a blank indication and that the lights are switched off.
Each driving compartment is fitted with a glass fronted cabinet containing not less than 12 detonators and a red flag. The cabinet is sealed and the Driver, when taking over, must ensure the seal is intact. The Driver must have with him in the driving compartment a hand lamp with red shade (W.R. gauge lamp or a lamp of approved pattern).

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.

129 (v). Every Guard must travel in the Guard's compartment, except when required to travel in any other part of the train in the execution of his duty.

130. Every Guard when working a Multiple-Unit Diesel Train must satisfy himself before the commencement of the journey that the rear end train classification indicator is exhibiting a blank indication with the lights switched off and he must set the destination indicator (where provided) to exhibit the station name appropriate to the journey.

141. The Guard's signal to start the train will be given in accordance with the bell code shewn in Instruction No. 8.

(ii) 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 shewn on pages 4 to 14 of the General Appendix, as amended by the entry on page 85 of this Appendix:-

Reg. 1, clause (c) The vacuum gauges referred to in the first sentence are situated in Drivers' and Guards' compartments of Multiple-Unit Diesel Mechanical Trains.

Reg. 3. Normal Routine before starting-. 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 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, and must keep the hand brake applied until he receives an indication on the bell communication from the Guard to the effect that the correct amount of vacuum is registered in the gauge in the rear Guard's compartment, after which the hand brake must be released in the Driver's compartment and the train held by the vacuum brake; the Guard must satisfy himself that the vacuum has been destroyed throughout the train by observing the gauge.
This test must be made daily before the train is taken into service and on each occasion when vehicles are attached or detached.

Reg. 3, clause (b), fourth paragraph:-Not applicable to Multiple-Unit Diesel Mechanical trains.

Reg. 3, clause (c), second paragraph :-The words " and that the gauge in the rear van indicates the required vacuum " are not applicable to Multiple-Unit Diesel Mechanical trains.

Reg. 8, clause (a):-Not applicable to Multiple-Unit Diesel Mechanical Trains as the normal vacuum for these trains is 21 inches.

Reg. 10. Failure of vacuum brake cylinders-(a) A multiple-unit train or unit must not leave a Maintenance Depot to take up passenger train working with any brake cylinder inoperative.
(b) If, in the absence of maintenance staff at an out-stabling point, it is absolutely essential for the multiple unit train to take up its workings, this may be done provided not more than 50 per cent of the total brake cylinders are inoperative, but arrangements must be made for the fault to 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.
(c) If a failure of vacuum brake cylinders occurs en route and cylinders in excess of 25 per cent but not more than 50 per cent 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 per cent 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.
(d) 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.
(e) 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 cab during the time the train remains in service.

Reg. 16. Regulations for Communication between Passenger, Guard and Driver by means of the Automatic Vacuum Brake-. The Passenger communication in some vehicles is by means of short handles painted red, fixed in each car, and in others it 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. Where alarm handles are installed no discs are provided on outside of the vehicles to shew when the alarm has been operated, and the Guard must ascertain where this has been done by inspection of the cars. The alarm handle must then be re-set by means of a carriage key. Where, in connection with the chain communication, no discs are provided, this must be re-set from the Driver's compartment of the coach concerned. Where discs are provided on the outside of the vehicles they must be re-set by the Guard in the normal manner.

Reg. 16. (c) (i).-The second sentence of this paragraph is not applicable to Multiple-Unit Diesel Mechanical trains as the Driver or Guard will be unable to release the brakes after the alarm handle or communication chain has been operated until the apparatus is returned to normal.

2. HEAD AND TAIL LIGHTS

(a) Head Codes. For instructions relating to classification and destination indicators and head lamps see page 82.
On those Multiple-Unit Diesel Mechanical Trains not provided with 2- or 4-character indicator boxes, electric head lamps are fitted in the standard position. In the case of stock with gangway ends, indicator boxes will be provided on each side of the gangway below each of the front windows.
The indicator boxes on the rear end must be blank. On those multiple units fitted with both indicator boxes and lamp head-code positions the indicator boxes only must be used.
Where indicator boxes are not provided, electric head lights in the standard head-code positions will be illuminated in accordance with the instructions.
(b) Tail Lamps. An oil tail lamp will be used but all cars will be fitted with two tail lamp brackets (one on either side). In connection with return working Guards must transfer the tail lamp from one end of the train to the other or, where the duty is performed by station staff, must satisfy themselves that this is done.

3. SIGNALLING

Multiple-Unit Diesel Mechanical trains must be signalled in accordance with the Bell Signals applicable to steam passenger, empty stock, parcels etc. trains.

4. MANNING OF TRAINS

Each Train will be manned by a Driver and a Guard only. Except as laid down in Instructions Nos. 9, 12 and 13, the Guard must ride in the rear Guard's compartment.

5. COMPOSITION OF TRAINS

Cross Country (Low Density), Suburban, Single Units, Drive-end Trailers (High Density) and Single Parcels Cars may be coupled together as required, provided not more than six power cars are included. In this connection, however, reference should also be made to Clause 3, page 40, of the General Appendix.

6. COUPLING AND UNCOUPLING

Diesel cars are equipped with normal screw couplings. All vehicles are provided with jumper cables (i.e. electric cable control fitments), two vacuum brake hosepipes (one reservoir and one train pipe) and have compressed air hose pipes.

Drivers are responsible for seeing that the Driver's controls are in the " Off " position before units are coupled or uncoupled.

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 shewn:-
(i) the units must be coupled by the screw coupling;
(ii) the engines must be shut off and the vacuum in the train and reservoir pipes destroyed;
(iii) the train and reservoir vacuum hose pipes must be connected, also the compressed air pipes. The cocks on the compressed air pipes must be opened;
(iv) the four jumper cables must be inserted in the appropriate sockets on the adjacent unit. Care must be taken to ensure that the jumper heads are pushed right home and secured.

(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 shewn:-
(i) all jumper cables must be released by withdrawing from the sockets on the adjacent unit and be inserted in the dummy sockets, where provided, or placed in the special brackets in the Driver's compartment. Care must be taken to ensure that the jumper heads are pushed right home and secured;
(ii) the train and reservoir hose pipes must be disconnected and placed on the dummy plugs. The cocks on the compressed air pipes must be closed and the pipes disconnected and secured by the safety chains;
(iii) the screw 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 satisfy himself that all connections have been properly made.

(d) Coupling of Loaded Multiple-Unit Diesel Mechanical 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, or other line, 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 hand signal must be posted 6 ft. to the rear of the first train, or a greater distance if necessary where sighting is restricted, and the Driver of the second train must bring his train to a stand opposite the Hand-signalman. The Hand signalman 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.

7. TALL TRAFFIC

Regular tail traffic must only be attached to passenger carrying Multiple-Unit Diesel Mechanical trains where shewn in train working notices. Other additional vehicles must not be conveyed unless specially authorised by the District Traffic Superintendent (Divisional Operating Officer, London). In all cases the total weight of the non-powered vehicles must not exceed the total weight of the power cars and the instructions on page 48 under heading " Formation of Passenger Trains, including provision of Guards and hand brakes " must be observed as far as they apply.

Tail Traffic must not be conveyed on sections of the line where the gradient is rising 1 in 50 or steeper except where specially authorised and shewn in Sectional Appendices.

Single Diesel Parcels Cars may convey tail traffic provided the weight of the additional vehicle or vehicles plus the weight of the traffic loaded therein does not exceed 64 tons.

In the event of an engine of a power car having to be isolated, the following will apply:-
(a) If tail traffic is being conveyed at the time, it can continue to be conveyed providing the remainder of the journey is on the level, or falling gradients, but if rising gradients intervene, it should be put off at the last convenient point before reaching the adverse gradient.
(b) If an engine of a power car has been isolated before reaching the point from which it is desired to convey tail traffic, no additional vehicle(s) must be attached either then or subsequently.

8. BELL CODES

The following code of bell signals between Guard and Driver must always be used by means of the bell communication provided:-

These bell codes must be acknowledged by repetition.

In cases of failure of the bell communication hand signals must be used except as indicated in the second paragraph of Instruction No. 9.

9. PROPELLING

Except during shunting operations, propelling must only be resorted to where specially authorised for Multiple-Unit Diesel Mechanical 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 cab, 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 shown in Instruction No. 8. 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. (A) BLINDS BETWEEN DRIVING AND PASSENGER COMPARTMENTS

The Driver will be responsible for seeing that the folding blinds in the driving compartment at the leading end are lowered during the hours of darkness and secured in the raised position during daylight.

The Guard will be responsible for seeing that the folding blinds in the driving compartment at the rear end are lowered during the hours of darkness and secured in the raised position during daylight.

10. HEATING OF TRAINS

Heating in Multiple-Unit Diesel Mechanical Trains is provided by hot air directed into the passenger compartments through grilles placed under the seats. The operation of the heaters is automatic once they have been switched on.

In cold weather the Cars will be adequately heated within 30 minutes of switching on.

The Guard will be responsible for seeing the heating units are in use when necessary and that they are switched off when not required. He should also adjust the heating during the journey as far as practicable to meet the wishes of the passengers.

Where the heater control switches are situated in the driving compartment the Driver should not operate the switches without reference to the Guard.

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 for this to be carried out.

The Guard or Shunter must ensure that all heaters are switched off when the train is to be stabled.

Any defect in the heating system must be advised by the Guard to the Driver, who must report it.

The instructions relating to the dates of commencement and discontinuance of steam heating shewn on page 78 of the General Appendix are also applicable to Multiple-Unit Diesel Mechanical Trains.

It should be noted that whilst all types of heaters have separate switches, the control in the various units varies as indicated below:-

1. SUBURBAN CARS

The following vehicles are fitted with semi-automatic heaters:-

(a) Turn heater control switch in clockwise direction to the " Full Heat " position, this supplies current to the glow plug and the " Glow plug " light is illuminated.

After a period of 45 seconds the " Airfan " light will automatically be illuminated, denoting that the beater fan and fuel pump are working. After a further 31 minutes the " Glow plug " light will be extinguished and the heater will continue to run automatically. The " Airfan " light is illuminated the whole time that the heater is running.

If the " Glow plug " light does not come on as soon as the switch is turned to " Full Heat " return the switch to the " Off " position and do not attempt to re-start. The failure must then be reported.

If the " Airfan " light goes out after 3½ minutes, or during normal running, return the switch to the " Off " position and then re-start. No more than 3 attempts should be made to start the heater, and any heater which fails to start after these 3 attempts must be reported.

(b) When the " Glow Plug " light goes out at the end of the 3½ minutes starting cycle, the switch should remain in the " Full Heat " position. All heaters have now been modified so that the " Reduced Heat " position is now the same as the " Full Heat " position, and gives maximum output.

(c) To admit cold air into the Car the switch should be turned in the anti-clockwise direction to the " Cold " position.

(d) To switch off heater the switch on the control panel should be turned to the " Off " position. If the heater has been supplying heat, it will automatically continue to run for 3 or 4 minutes after being switched to the " Off " position, to remove unburnt fuel from the combustion chamber.

All indicator lights on the control panels are extinguished when the heaters are shut down.

2. CROSS COUNTRY CARS

The following vehicles are fitted with semi-automatic heaters:-

The control panel layout on these Cars is similar to the Suburban Cars fitted with semi-automatic heaters except that the Guard must ensure that the main power switches are closed before operating the heater control switches.

(a) Turn heater control switch in clockwise direction to the " Starting " position. This supplies current to the glow plug and the " Glow Plug " light is illuminated.

After a period of 45 seconds the " Airfan " light will automatically be illuminated denoting that the heater fan and fuel pump are working. After a further 3½ minutes the " Glow Plug " light will be extinguished and the heater will continue to run automatically. The " Airfan " light is illuminated the whole time the heater is running.

If the " Glow Plug " light does not come on as soon as the switch is turned to the " Starting " position turn switch to " Off " position and do not attempt to re-start. The failure must then be reported. If the " Airfan " light goes out after 3½ minutes or during normal running, return the switch to the " Off " position and then re-start. No more than three attempts should be made to start the heater, and any heater which fails to start after these 3 attempts must be reported.

(b) When the " Glow Plug " light goes out at the end of the 3½ minutes' starting cycle, the switch should be returned anti-clockwise to the " Running " position. Care should be taken not to go beyond this position or the heater will automatically shut down. With the switch placed in the " Running " position the thermostat in the passenger saloon changes the heater to reduced heat and back to full heat according to the temperature in the Car.

Passengers may, however, exercise some control by operating the temperature control handle situated in the passenger saloon. This operates a valve controlling the intake of air to the heater. When the control handle is on " Warm " air is taken from the saloon, heated and then recirculated into the vehicles, giving maximum saloon temperature. When the control handle is on " Cool " the air is taken from outside the vehicle, is heated, and then passed into the vehicle, giving a lower saloon temperature than in the above case. Operation of this control does not affect the main heater controls.

(c) To admit cold air into the Car the switch should be turned in the anti-clockwise direction to the " Cold " position.

(d) To switch off heater the switch on the control panel should be returned to the " Off " position. If the heater has been supplying heat it will automatically continue to run for 3 or 4 minutes after being switched to the " Off " position, to remove unburnt fuel from the combustion chamber.

All indicator lights on the control panels are extinguished when the heaters are shut down.

The main power switches must NOT be used for switching off heaters.

3. CROSS COUNTRY AND HIGH DENSITY (SUBURBAN) CARS

The following Cars are fitted with fully automatic through train control heaters:-

Each heater is wired to its own control panel, and a Through Control panel is fitted in the Guards compartment. Provided all vehicles in the train are fitted with fully automatic heaters, all heaters in the train can be started or stopped from one Guard's panel.

The method of controlling the heaters is as follows:-

A. Heating Control from the Guard's Panel

(i) Each local panel switch must be checked to ensure that the Heating switch is in the " Heating " position and the " Isolator " switch in the " Off " position.
(ii) Select heating position on Guard's panel.
(iii) Place the " Isolator " switch on the Guard's panel in the " On " position.
Both " Failure " and " Isolator " indicator lights on all panels will be illuminated skewing that there is a battery supply to each heater control but that each heater is in a non-operating or failed position.
(iv) Press the " Start " button on the Guard's Panel. The failure light on all panels will go out and the heaters are then under the control of the passenger saloon temperature thermostats. If the temperature in the saloon is below 70°F the heaters will commence the starting cycle, which takes approximately 5 mins. If the failure light on the Guard's panel comes on at the end of the starting cycle, a period of one minute should be allowed to elapse and an attempt to start the failed heater should then be made by pressing the " Start " button on the Guard's panel. (This will not affect the heaters already running.) If a failure is indicated after 3 attempts to start no further attempts must be made. The Guard must then inspect all local panels to locate the failed heater or heaters, which will be indicated by the failure light or lights on the local panels. The failures must then be reported.
(v) To switch off all heaters turn the Guards " Isolator " Switch to the " Off " position which will extinguish all indicator lights. All heaters will then go through a shut down cycle and finally cease running.

NOTE-. Do not shut heaters down by switching the selector Switch on the local panels to " Ventilating" position.

B. Cold Ventilating Control from the Guard's panel

(i) The Selector switch on all local panels must be placed in the " Ventilating " position, and the " Isolator " switches placed in the " Off " position.
(ii) Select " Ventilating " on the Guard's panel.
(iii) Place the " Isolator " switch on the Guard's panel in the " On " position. This causes the airfan motors to run until the Guard's Isolator switch is returned to the " Off " position. During ventilation the " Isolator " indicator lamp will be illuminated on all panels.

NOTE- Where there is more than one Guard's compartment in the train the heaters must be shut down from the controls which were used when they were started.

The isolating switch in all other Guard's compartments must be in the "Off" position. The selector switches in these compartments must be in the" Heating" position, when heating is required, and in " Ventilating" when ventilating is required.

C. Control from Local Panels

Local panels are only to be used when the train is made up of vehicles of different types, some being fitted with semi-automatic heaters and some with fully automatic heaters.

The same sequence of operating the controls applies for the local panels as for the Guard's panel, both for heating and ventilating.

4. PARCELS CARS

These vehicles are each fitted with a heater operated in accordance with the instructions in Section 1—Suburban Cars. In addition they are provided with Through Control Panels, as referred to in Section 3, for the use of the Guard where the Parcels Cars are included in a Multiple-Unit formation composed of the vehicles mentioned in that Section. The local heater in the Parcels Car is not controlled by the Through Control Panel.

11. FIRE PRECAUTIONS

In the event of an engine becoming overheated, a small red light will be exhibited on the solebar on the side of the vehicle concerned. Should this red light be observed by a Signalman, he must endeavour to bring the train to a stand but if the train enters the section ahead the provisions of Block Regulation 17—" Stop and Examine Train " must be carried out.

Each driving cab is equipped with two hand operated fire extinguishers of the CO₂ gas type; each Guard's compartment is provided with one or two hand operated two-gallon CO₂ water type extinguishers and each Cross Country (Low Density) trailer is provided with two two-gallon CO₂ water type and one CO₂ gas type hand operated extinguishers. In addition automatic fire extinguishing apparatus is fitted on the underframe of motor vehicles. In the event of a fire developing in one of the engines 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 engine 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.

After ensuring that the fire has been extinguished, the small metal tab on the front of the fire alarm control box should be pulled off. This will uncover a switch which should be operated to stop the alarm bell and extinguish the warning light. It will also render it impossible to re-start the affected engine and after this has been done the train can proceed.

The alarm isolating switch referred to does not cut out the re-setting thermostat and should this operate through a recurrence of fire on the engine or fluid flywheel, the alarm bells will ring and the warning light will be lit. In this event the fire will not be extinguished automatically as the extinguishing agent will have been previously discharged. It is essential, therefore, for the remaining hand operated fire fighting equipment to be used as a matter of the utmost urgency after the train has been stopped.

The fire extinguishing agent used in this vehicle is Chlorobromomethane. The vapour given off from the liquid is heavier than air and will therefore tend to settle at ground level but will be dispersed rapidly if there is a free current of air. Therefore an extinguisher going off normally in service is unlikely to constitute a hazard. Chlorobromomethane is not highly toxic and no dangers are likely to arise. Should an extinguisher be discharged accidentally and persons sprayed with the liquid in an enclosed space, the following simple precautions should be taken:

1. Remove patient from the discharge area into the fresh air. Apply artificial respiration if necessary.
2. All clothing soaked by the liquid should be removed and where the liquid has splashed on the skin it should be washed off with water or, if available and the skin is not broken, by a saturated solution of bicarbonate of soda.
3. If the liquid enters the eyes wash freely with water.
4. Summon medical aid as soon as possible, notifying the doctor that the patient has been in contact with chlorobromomethane and that oxygen therapy may be required.
5. If the liquid enters the mouth give the patient an emetic, such as one pint of saturated solution of bicarbonate of soda.
6. All clothing contaminated with the liquid should be laundered before being used again.

12. DEADMAN'S HANDLE

A Deadman's device 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 device inoperative, the Guard must ride with the Driver until another competent man can be provided or the defect remedied.

13. DRIVING APPARATUS DISABLED

In the event of the driving apparatus in the leading compartment becoming disabled, and the Driver being able to regain control of the train from another driving compartment the train must be driven at a reduced speed of not more than 15 m.p.h. 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 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 shewn in Instruction No. 8.

14. ASSISTING DISABLED TRAIN

In an emergency, disabled Multiple-Unit Diesel Mechanical 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 working 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 Mechanical train may be allowed to assist a disabled Multiple-Unit Diesel Mechanical 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 placed clear of the running line.

Cross Country (Low Density), Suburban, Single Cars, Drive-end trailers (High Density) and Single Parcels Cars are provided with screw couplings and buffers and may be coupled to ordinary coaching stock similarly fitted.

If the Multiple-Unit Diesel Mechanical train is to be hauled by a locomotive, the vacuum reservoir hose pipe must remain on the stop plug and the main vacuum brake pipe (i.e. low pressure) must be coupled to the locomotive.

15. SINGLE LINES

To receive or deliver a Single Line token the train must be brought to a stand at the signal box, station platform, or other token exchange point and the Signalman must receive the token from and/or deliver it to the Driver by hand at that point.

In connection with. E.T. Regulations 14 and 25 the Driver must carry out the duties of the Fireman.

Should it be necessary to conduct the working in accordance with E.T. Regulation 18, the Driver and Guard will be responsible for ensuring that detonators are maintained on the line to protect the obstruction until Handsignalmen are appointed.

16. DERAILMENTS

In all cases where Diesel locomotives or Multiple-Unit Diesel Mechanical cars are derailed they must be rerailed only under the supervision of and by Running and Maintenance Staff.

17. LOUDAPHONE EQUIPMENT-MULTIPLE-UNIT DIESEL MECHANICAL TRAINS

" Loudaphone " apparatus, by means of which the driver and guard may speak to each other, is provided in each driver's and guard's compartment of certain Multiple-Unit Diesel Mechanical trains. The driver's apparatus consists of a hand-set telephone and a button marked " call ", whilst the guard's apparatus consists of a fixed loudspeaker and mouthpiece, and is provided with two buttons, one marked " call " and the other marked " speak ".

The driver, if he requires to speak to the guard, or the guard, if he wishes to speak to the driver, must send on the call button the code 3 pause 3 " Guard required by Driver. Guard or Driver attend telephone (where provided)" and the man at the other end must acknowledge by repetition. Conversation may then proceed provided the guard keeps his " speak " button depressed. The Driver is not provided with a " speak " button on his instrument, and is therefore not required to depress a button when conversing.

The apparatus must only be used for essential conversations between the driver and guard on matters affecting the working of the train and, except in the case of emergency, it should not be used when the train is in motion. It does not relieve staff in any way from their obligation to carry out the relevant Rules and Regulations.

In order to avoid any possibility of unauthorised use of the apparatus, the communicating door, between driver's cab and adjacent saloon must be locked when the driver's cab is not in use, and the cupboard which houses the guard's instrument must be locked when the guard's compartment is not in use.

The apparatus may also be used by shunters, in the absence of the guards, in order to communicate with drivers in connection with shunting operations.