Handbook Of Instructions Relating To Electrified Services

Browse the 1951 Handbook Of Instructions Relating To Electrified Services.The handbook was published by the New Zealand Government Railways.



INSTRUCTIONS RELATING TO ELECTRIFIED SERVICES.

Every employee in the Locomotive ( Running ) Branch engaged in the running or maintenance of electric locomotives or multiple-unit trains must be supplied by his senior officer with, and have with him when on duty and produce when requested, a copy of this booklet.

Each employee supplied with a copy of this booklet must make himself thoroughly acquainted with the whole of the instructions contained therein, which affect him, will be held responsible for compliance with them, and must immediately report to his senior officer any infringement thereof.

The instructions contained herein must be read in conjunction with all related rules, regulations and the instructions contained in the Working Timetable.

The "Handbook of Instructions for the Guidance of "Enginedrivers, Firemen and Cleaners" does NOT apply to drivers when operating electric locomotives and electric multiple-unit trains. All relevant instructions are incorporated herein.

These instructions supersede all related instructions of prior date.


J. BINSTED,
Chief Mechanical Engineer.


First Issued: 9/9/1937.
WELLINGTON

February,1951.


SECTION I : DEFINITIONS.

ALIVE (or live) - A term applied to any conductor or circuit when a potential difference exists between it and any other conductor or earth.

ASSISTING DRIVER -A Driver additional to the Leading Driver on two or more locomotives on a train.

AUTOMATIC AIR BRAKE-A power brake which is applied automatically throughout a train when any part of the train brake pipe bursts or breaks. Usually under the control of the driver but may be applied in an emergency by the Guard or a passenger.

AUTHORIZED MEMBER -Any employee who is instructed by his senior officer or is required by any rule, regulation or instruction or by virtue of his office to perform duties in connection with any particular section or general sections of these instructions.

BUS LINE -A train line used for inter-connecting pantograph collectors between locomotives or electric heaters on an electric train.

COACH (or car) -A railway vehicle. (See also STANDARD TRAIN SETS).

COUPLER and JUMPER -A device for readily connecting and disconnecting electric circuits between vehicles.

CONTROL LINE -A train-line used for inter-connecting master controllers or contactor control circuits.

DEAD -A term applied to any electrical equipment when it is not alive.

DOUBLE-HEADED ( TRIPLE HEADED) TRAIN -Any train hauled by two (or three) locomotives at the leading end.

DRIVER -Any employee holding a certificate for Engine-driver of Electric Locomotives (Loco.16).

DRIVER'S AUTOMATIC BRAKE VALVE -A device wherewith the Driver operates the automatic air brake. (Abbreviation -D.A. B. V. )

DRIVER'S NON-AUTOMATIC OR INDEPENDENT BRAKE VALVE -

A device wherewith the Driver operates the non-automatic or independent air brake (Abbreviation D.I.B.V.).

DRIVING-TRAILER -A railway car provided with driving controls and primarily intended for use in an electric multiple-unit train for passenger service.

EMPLOYEE ( or MEMBER) -Any person who has been supplied with a copy of these instructions whether employed in a permanent or casual capacity.

EMU -An abbreviation for ELECTRIC MULTIPLE UNIT TRAIN.

ELECTRO-PNEUMATIC BRAKE -An electrically controlled automatic air brake.

ELECTRIC MULTIPLE-UNIT TRAIN -A train consisting of any desired number and proportion of motor-coaches, driving trailers and trailers arranged for operation from any car provided with driving controls ( See also STANDARD TRAIN SETS).

ELECTRICAL EQUIPMENT -Refers to all conductors and electrical apparatus which may at any time have a voltage impressed thereon.

EXAMINING MEMBER -( See AUTHORIZED MEMBER).

LEADING DRIVER -The Driver on the leading locomotive of two or more locomotives coupled together.

LEADING DRIVING COMPARTMENT -The driving compartment facing the direction in which the locomotive or electric multiple-unit train is travelling or about to travel.

MASTER CONTROLLER -A manually operated device for controlling the operation of equipment on one or more 1ocomotives or motor-coaches coupled together for multiple-unit working.

MOTOR-COACH -A Railway car propelled by motors, with or without driving controls and primarily intended for use in an electric multiple unit train for passenger service.

NON-AUTOMATIC AIR BRAKE -A power brake which is applied on a locomotive or on two or more locomotives when coupled together; under the control of the Driver.

OVERHEAD EQUIPMENT -Any wire, cable, bar or tube used for conducting electricity, any insulator and fittings, and any pole structure or stay wire in connection therewith.

O.K. CERTIFICATE -A certificate of cars O.K. for service (Loco.34), issued by the Depot Foreman to the passenger Yard Foreman, containing a list of all cars stabled in the depot and yards, which have been examined and are fit for service.

RELAY DRIVER -A Driver engaged on shed, platform, emergency or relief duties.

SHORT CIRCUIT -A connection, whether accidental or intentional, between two points in a circuit by means of a path of relatively low resistance.

STANDARD TRAIN SET -A standard three-car train consists of one driving-trailer, one motor-coach and one driving- trailer in that order.
A two-car train consists of one driving-trailer and one motor-coach.

TRAILER-COACH -A Railway car not equipped with main traction motors and driving controls and primarily intended for use in an electric multiple-unit train for passenger service.

TRAIN LINE -A cable extending the whole length of a locomotive (or car) with couplers to maintain electrical continuity throughout the train.

TROUBLE CARD -A form (Loco.54T) used for the purpose of recording defects observed by Authorised Members.


SECTION II - SAFEGUARDING OF STAFF

1. AUTHORISED INTERFERENCE WITH ELECTRICAL APPARATUS:

(a) Only authorised members may interfere with any electrical apparatus.
(b) Before touching high voltage apparatus, authorized members must make sure that it is DEAD.
(c) Authorized members must not assume that high-voltage apparatus is DEAD because access thereto is governed by safety interlocks. Safety interlocks are liable to defects just the same as any other equipment. Play safe. Isolate and earth the particular piece of apparatus on which it is intended to work.

(d) Where it is impracticable to house hlgh-voltage apparatus in an interlocked compartment. suitable covers and shields must be provided to prevent accidental contact with parts which are AL1VE. These covers and shields must be painted signal red, and the red paint maintained in good condition.

(e) Covers and shields must not be removed from the high-voltage apparatus while it is ALIVE.

(f) When it is desired to observe the operation of high- voltage apparatus which is ALIVE, TWO authorised members must be present.

(g) Authorized members must take every precaution to ensure that ALL pantographs are completely lowered to give the necessary clearance between the con tact wire and the pantograph shoes berore attemptting to renew any high voltage fuse.
In these circumstanoes, authorized members should be on the alert for any foreign article such as rag, string or wire which may be caught between the contact wire and the pantograph.

2. WARNING NOTICES -

Suitable warning notices and posters dealing with the resuscitation or persons electrically shocked must be prominently and permanently displayed on locomotives, motor-coaches and in workshops, generating and sub-stations, depots, first-aid dressing-stations, locker rooms for staff, and in all places where electric power is used.

3. WORKING ON ROOFS OF LOCOMOTIVES, CARS OR WAGONS:

(a) Any employee must not mount the roof or a locomotive, car, or wagon in an electriried area unless the vehicle is standing under a dead section or the overhead equipment, which has been isolated, and the key controlling the isolator is in his possession, or in the possession or the authorized member in charge or the work who has instructed him to work on the roor or vehicle (See Rule 233).

(b) While the isolator key remains in his possession the authorised member in charge or work will be held responsible for the safety or the men under his control; he must take the following precautions :
(i) Open the isolator and lock it in the earthed position before instructing any employee to go on the roof or a locomotive or oar.
(ii) Before closing the isolator, see that each employee has completed his work, that he is clear or the roof, and understands that the overhead is about to be made alive.
Isolators must not be locked in the closed position in order that they may be opened quickly should an emergency arise.
The authorized member must keep a record or each employee whom he has instructed to go on the roof or a locomotive, or oar.

(c) In all cases the authorized member in charge of the work will be responsible for every precaution being taken before the overhead is made alive to ensure that everything is in order and that all employees are clear or electrical equipment. (See Rule 233).


4. PROTECTION OF EMPLOYEES:

(a) In addition to protecting himself each employee must ensure that fellow-employees are fully protected.

(b) Any employee in charge of work is responsible for the proper protection of himself and of the emloyees under his control.

(c) When an authorized member is required to go under a locomotive or a motor-coach or driving-trailer, he must display warning disks in accordance with Instruction 5 and advise the Driver or offiicer in charge, who must not allow the locomotive to be moved until the authorised member removes the warning disks and gives permission.

(d) In these circumstances, every possible pre-caution must be taken to protect the authorised member while he is under the locomotive or car. As an extra precaution, the authorized member must obtain the master controller key before going under the locomotive or car, in accordance with provisions of Rule 233, clause (i).

(e) Before moving a locomotive, particularly a locomotive attached to a work train, or an EMU train, Drivers must ensure that all persons are clear.

5. WARNING DISKS :

(a) All warning disks are to conform to Drawing Y.21403.

(b) Each authorized member of the repair staff must be issued with two warning disks, the serial numbers of which will be entered against his name in an appropriate register.

(c) When work is to be carr1ed out or when electrical apparatus is to be made alive and operated by repair staff, a warning disk must be displayed outside the locomotive, car or EMU train at each end.

(d) When work is to be carried out or when electrical apparatus is to be made alive and operated by repair starf on two or more locomotives or cars coupled, or an EMU train, a warning disk mus+ be displayed outside at both ends or the coupled locomotives, cars or EMU train.

(e) Locomotives and cars and EMU trains on which warning disks are displayed must not be moved, or the apparatus made alive or operated, until permission has been given by the employee or employees responsible for the warning disks being displayed.

(f) Warning disks must be removed only when work has been completed and by the employee who was responsible for the disks being displayed. Should the employee go off duty or be unable to complete the work, he must inform his senior officer.

(g) An employee must not rely upon warning diske belonging to, and displayed by, another employee.
Each employee must display his own disks, irrespective or the number or disks which may already be displayed.



SECTION III.



ACCIDENTS, FAULTS. FIRE. FAILURE OR POWER.



6. DEFECT MESSAGES IN CONNECTION WITH RUNNING OF LOCOMOTIVES AND MULTIPLE UNIT TRAINS :

When a defect develops on a locomotive or an EMU train which requires immediate attention, the driver must arrange for the Depot Foreman to be advised, after which he must enter the defect on the trouble card.

7. TRAIN DELAYS :

(a) When an accident or serious failure occurs Drivers must report by telephone at the nearest station or track telephone to the Train Control Operator and the Depot Foreman, giving full details of the defect and damage sustained, particulars of arrangemants made and what additional assistance, tools and appliances are required.

(b) When the train is running late and in consequence there is a possibility of the Driver not being able to have the regulation time off duty, he must report by telephone to the immediate superior officer so that a rearrangement of shifts mayb be made if necessary.

(c) If for any reason a Driver finds it impossible to run his train at time-table speed, he must inform the Guard of the position, stating clearly the reasons for the delay and the procedure it is intended to adopt. See Rule 145.

8. UNATTENDED LOCOMOTIVE OR EMU TRAIN

(a) In cases of emergengy or some defect which necessitates the Driver leaving his driving compartment, he must advise the Guard of the circumstances, lock the doors of the driving compartments and apply a sufficient number of handbrakes.

(b) A locomotive or EMU train may be left unattanded providing the locomotive or EMU train is stabled in accordance with Instructions 42 and 46.

9. SECTION ALIVE BUT LOCOMOTIVE QR EMU TRAIN STALLED :

If a train stops but the overhead is alive, and the Driver is unable to locate a fault on the locomotive or EMU train. he must endeavour to run the train to the next station.
If the locomotive or EMU train cannot proceed, it must be treated as a disabled train and the Officer in Charge at the nearest station, or the Train Control Operator, advised of the cirmmstances.
In the event of loss of power while the train is on a gradient, the Driver must act in accordance with Rule 263.

10 MAKING ALIVE AND MAKING DEAD THE OVERHEAD EQUIPMENT :

If for any reason it becomes necessary for a section of the overhead equipment to be made dead, the following instructions must be complied with:

(a) To avoid delay, application must be made to either the Train Control Operator or direct to the Officer in Charge at the substation controlling the section :

(b) The Train Control Operator, upon receipt of the application for the overhead equipment to be made
dead, must immediately arrange accordingly with the Officer in Charge at the station on each side of the obstructed section that the overhead equipment is to be made dead. The Officers in Charge at these stations must stop all electrically operated trains, which must not proceed over the secion until advice is received from the Train Control Operator that all is clear and that the section has again been made alive :

(c) Any section must not again be made alive until the members who originally contracted for the line to be made dead have mutually agreed that it is safe to do so. If such member should go off duty before the section can again be made alive, he must delegate in writing to another member the duty of agreeing to the section being made alive. All members concerned must be advised before any such member goes off duty.

11. FIRES ON LINE :

When Drivers encounter fires at the side of the line or in property adjacent thereto, they must
inform the nearest Stationmaster or Platelayer accordingly and render a report covering the matter on returning to the depot. If such fires endanger bridges, station buildings, or other valuable property and arrangements cannot be made for other members to reach the locality within a reasonable time, the train crew must take the necessary steps to suppress the outbreak.

12. FIRES-ON VEHICLES :

When a vehicle on a train is on fire, the train crew must use their judgment as to the best course to adopt in the circumstances, taking into consideration the proximity of water-tanks and fire appliances, the load in the vehicles, and the possibility of damage to bridges, adjacent vehicles, or property. The attention of all Locomotive Running members is directed to the section in the Rule Book (Nos. 234-239) relative to the conveyance of explosives and rail tank wagons on trains.

13. LIVESTOCK ON LINE:

Drivers must take every possible precaution to avoid killing or injuring live-stock straying on the line, even to the extent of stopping the train if such action will ensure that the stock are removed without injury. Whenever live-stock is killed or injured by a locomotive, the Driver must render a report relative to the occurrence to his immediate superior officer, commenting in each case upon the condition of fences and gates in the locality.
Where possible, Drivers should advise the Platelayers located on the section, and the Train Control Officer or Officer in Charge (next station in advance) of all cases Where live-stock or other obstructions are encountered on or noticed in close proximity to the line.
See instruction 84 (g) (g) for details required in reports.

14. PARTIALLY DISABLED LOCOMOTIVES OR EMU TRAIN:

When the locomotive or any train is partially disabled through any cause, the Driver must make a thorough examination of the damaged parts, and take steps to work the train to its destination or the
nearest station or crossing as quickly as possible if the circumstances of the failure render such procedure possible. In such cases Drivers are required to act as the circumstances may require, the extent of the repairs or adjustments necessary to continue the run and the point to which the locomotive or train may be worked depending upon the extent and the nature of the defect.

15. FIRES:

(a) When fusing, overheating, burning, or smell of burning or a fire occurs on a locomotive or EMU train, the Driver must immediately move the handle of the master controller to the "OFF" osition and lower all pantographs before bringing the train to a stand and must then extinquish the fire. If arcing is taking place while the locomotive or EMU train is stationary the driver must arrange to have the overhead equipment made dead.

(b) When a fire occurs in the vicinity of the overhead equipment or on electrical apparatus, care must be taken to prevent any person coming into contact there-with, either through the agency of falling material or through water which may be issuing from broken pipes or fire hoses.

(c) When a fire occurs on electrical apparatus a tetrachloride or carbon dioxide fire-extinguisher may be used.

A dangerous gas is formed when tetrachloride comes into contact with fire, and this form of fire-extinguisher must not thererore be used in a totally enclosed or confined place where a heavy concentration or gas is possible; If a fire occurs on an exposed or well-ventilated part or a locomotive a tetrachloride extinguisher may be used with safety and to advantage.

(d) Any employee using a rire-extinguisher must advise the orricer who controls it, so that immediate arrangements may be made for its replacement or recharging.

(e) Fire-extinguishers will be charged, operated and tested in accordance with the provision or Locomotive Workshops Code Instruction 2 and Traffic Code Instruction 48 (3).

(f) Sand is provided on each locomotive and motor-coach for use in the case of fire.


16. DERAILMENT OF A LOCOMOTIVE OR MOTOR-COACH : HOT AXLE BEARINGS:

(a) When a locomotive or motor-coach has been derailed all pantographs must be lowered but it is possible that pantographs will have become so damaged that they cannot be lowered clear or contact with the overhead equipment. In such instances members must take every precaution against electric shock when leaving any derailed locomotive or motor-coach.
It may not be sare to touch any part or a derailed locomotive or motor-coach or vehicle attached thereto, which is not making contact with the rails and whilst a pantograph is in contact with the overhead equipment, unless the overhead equipment has first been made dead and earthed by a member or the Signal and Electrical Branch.

(b) Drawgear betwem the locomotive and the train must not be uncoupled until all pantographs are clear of the overhead equipment; this also applies in the case of all the pantographs of locomotives which are coupled ror multiple-unit working.

(c) Motor coaches may be re-railed under their own power, provided that all four wheels of one motor bogie of the car used for the purpose are not derailed, that the motors or the derailed axles are isolated berore applying power, that the pantograph is in proper contact with the overhead contact wire, and that there is no danger of the overhead equipment being damaged by the operation.

(d) When an electric locomotive or electric coach has been rerailed subsequent to a derailment or when an axle bearing runs hot, the Driver must satisry himself that the wheels have been gauged and that all working parts have been examined carefully. Berore continuing the journey, the Driver must move the locomotive, or coach, carefully to ensure that it is safe to run.

17. DERAILMENT OF ROLLING STOCK: HOT AXLE BEARINGS :

When vehicles are derailed or axle bearings run hot and there is no Train Examiner available, the Driver must make a careful examination of the vehicles concerned, and if he considers them safe to run they may be taken to the nearest siding or train-examining station.
The Train Examiner located on the district and the Train Control Operator must be advised.
If the vehicles contain live-stock, perishable or urgent goods, and the Driver is satisfied that such vehicles are safe to run, they may be taken to their destination provided that the Car and Wagon staff on the district in which the destination station is located and the Train Control Qperator are advised.
If the Driver in Charge at the time of the occurrence does not work the train to the destination of the vehicle concerned, he must inform the Driver with whom he changes over of the circumstances so that the latter may make suitable arrangements for the examination of the vehicles at their destination. See Rule 185.

18. LOWERING OF PANTOGRAPHS IN CASE OF ACCIDENT :

(a) When the overhead equipment is damaged or obstructed or a locomotive or motor-coach is derailed, or an accident occurs, a Driver must immediately lower all pantographs and act in accordance with Rule 233.

(b) If one or more pantographs are damaged and cannot be lowered by means of the pantograph lower control in the driving compartment, the Driver must first isolate the controls of all effective pantographs on the train, so that they cannot be inadvertently raised, and must attempt to lower the damaged pantographs by means of the hand-operated valves, where provided. He must also isolate the controls of each damaged pantograph which he has been able to return to the correct lowered position. If, however, any pantograph should still remain in contact with any part of the overhead equipment, he must act in acoordance with Rule 233. -

(c) In some tunnels the contact wire may be within 6 in. (measured vertically) of the sliding shoe when a pantograph is in the normal "lowered" position; Drivers must therefore take every precaution to ensure that pantographs are completely lowered, to give the necessary clearance between the contact wire and the shoes, before assuming that the electrical apparatus on the locomotive or motor-coach is dead. Particular attention is drawn to the possibility of there being some form of foreign substance caught between the contact wire and the pantograph shoe. Children's kites, fencing wire, rag or paper are the most common articles.

19. COUPLING DISABLED EMU TRAIN AND RELIEF TRAIN:

In the case of a disabled EMU train, the Driver must make all necessary preparations pending arrival of an assisting train or loco. so that the coupling operations may be carried out expeditiously.

20. ISOLATING CIRCUITS ON DEAD LOCOMOTIVE OR MOTOR-COACH :

In the event of an electrical failure causing the traction motors of a dead locomotive or motor-coach to regenerate when it is being towed, the appropriate circuits must be isolated electrically.

22. FAULTS IN OVERHEAD AND ABOVE GROUND EQUIPMENT :

(a) When an accident occurs to the overhead equipment (or any electrical equipment which is above ground level), measures must be taken by the Guard and any employee who may be travelling on the train, to warn passengers against leaving the train until it is safe to do so.

All employees must take such measures necessary to prevent members of the public from coming in contact with electrical equipment which may be alive. See Rules 73, 143, 233 and Instruction 69.

21. FAILURE OF POWER ON OVERHEAD.

(a) In the event of a failure of power on the overhead, if practicable, a Driver should stop the train at the nearest telephone. If, in the meantime, power has not been restored, he must lower all pantographs and endeavour to ascertain whether his locomotive or train has caused failure of power.

(1) If a Driver has reason to suspect, or finds a defect which is likely to cause a failure of power on the overhead, he must report by telephone at the nearest telephone to Train Control, stating the location of the train, time of failure of power on the overhead and the nature or the defect or suspected fault. See also Rules 233
(h) and 263. Train Control should connect the Driver through to Traction Control by Train Control telephone when- ever possible; Train Control must advise Traction Control of all details as soon as practicable when unable to provide the Driver wiith a through connection to Traction Control.

(2) If a Driver is unable to detect any defect which is likely to cause failure of power on the overhead, he must wait until a period of five minutes has elapsed from the time the power failed and then
raise one pantograph. Then, if the power is not restored to the overhead, he must lower the pantograph, communicate with Train Control and await instructions.



SECTION IV

EQUIPMENT ON LOCOMOTIVES AND EMU TRAINS:

23. SAFETY DEVICES, TOOLS AND EQUIPMENT
These must be carried on locomotives and EMU trains, or by drivers, or located at stations, in accordance with the following schedule:

Safety Devices List Part a

Safety Devices List Part b

24. KEYS:

(a) In addition to being provided in the driving compartment of each locomotive, motor-coach and driving-trailer, keys will, when necessary, be supplied to authorized employees to enable them to carry out maintenance work. Authorized members will be responsible for the safe custody of the keys and their return when the work is completed.

(b) A master controller key must not be left on an unattended locomotive or EMU train except when the key is placed in the appointed position and the driving compartment door is locked.

(c) The Officer in Charge at Wellington, Johnsonville, Paekakariki, Taita must have available the following :
Two Passenger door and lighting control keys for EMU trains and
Two Destination Indicator handles for EMU trains.

25. USE OF SAFETY DEVICES:

(a) The Depot Foreman will maintain all safety. devices , spare parts, tools, etc. specified in Instruction 24.

(b) Any employee who uses safety devices, spare parts, tools, etc. must advise the controlling Depot Foreman so that, if necessary, replacements may be obtained as quickly as possible. If the Guard of a train should be so concerned, he must enter particulars on his running-sheet.

(c) After use, emergency equipment must be replaced without delay.

26. TROUBLE CARD : (LOCO-54T):

(a) A trouble card must be placed in the No.1 driving oompartment of each locomotive and motor-coach to ensure that a record ooncerning the condition of the locomotive and all cars of a standard EMU train set shall be available at any time.

(b) Normally each trouble card will oover a period of five days but should there be an abnormal number of defects to be entered on anyone day, a new trouble card must be issued.

(c) The trouble card must be kept in its appointed place, except when removed for examination or for the making of entries or when replaced by another card. Before a locomotive or motor-coach is shopped for repairs, the trouble card must be removed and delivered to the Depot Foreman, who will replace it when the locomotive or motor-coach is returned to service.
When renewing a trouble card, the Depot Foreman or authorised member must enter on the new trouble card the class and numbers of the locomotive or cars comprising the standard EMU train set. The Depot Foreman or authorised memnber, after perusal, will sign his name and enter the date of signing, after which he will arrange for the issue of a new trouble card.

(d) The defect entries on the card must cover the days running and the Driver or authorized msnber responsible for locating the defect or trouble must sign his name and enter the time of signing in the appropriate columns. If a serious defect has developed, he must also act in accordance with Instruction 6 which is repeated here for the sake of convenience. "When a defect develops on a locomotive or electric multiple-unit train which requires immediate attention, the Driver must arrange for the Depot Foreman to be advised, after which he must enter the defeot on the trouble card. "

(e) When an authorized member makes an examination of a locomotive or cars, he must peruse the trouble card, note particulars of defects entered thereon, and after effecting the necessary repairs or replacements, make the appropriate entries in the "Action taken to remedy defect" column, and initial same.

(f) When taking a locomotive or EMU train into service, or taking over from another Driver, the Driver must examine the trouble cards at the earliest opportunity in order to ascertain the condition of the locomotive or cars.

(g) If it becomes necessary to break a seal in order to gain access to apparatus, this must be recorded on the appropriate trouble card.

(h) The Guard or an electric multiple unit train must inform the Driver or any defects noticed in the doors, windows, lights, ventilators and various other fittings, and the Driver must enter the defects on the trouble card.

27. O.K. CERTIF1FICATE: (Loco/34).

The Depot Foreman must hand to the Passenger Yard Foreman each day a return on form Loco/34 showing the car numbers or motor-coaches and driving-trailers which have been eaamined and are fit for service.
The Loco/34 original sheet is to be handed to the Passenger Yard Foreman; The duplicate sheet is to be retained by the Depot Foreman for record purposes.



SECTION V.

MEMBERS EXAMINING AND PREPARING ELECTRIC AND DIESEL-ELECTRIC LOCOMOTIVES FOR SERVICE

28. DUTIES OF AUTHORISED MEMBERS.

(a) When a locomotive is due for rostered inspection and has been placed in a depot for that purpose, it must be examined, repaired, lubricated, serviced and tested by the maintenance staff in accordance with maintenance and servicing instructions.

(b) Adjustment and tests of air brakes, hand brakes, trip valves and dead man's safety devices must be carried out by the Depot Foreman (or member in charge) after servicing and before he certifies that the locomotive
is fit to run until the next rostered servicing date

29. (a) The Driver who has been booked to prepare a locomotive for service must examine the trouble card and ensure that everything is left in readiness for the Driver who has been booked to take it into service.

(b) The Driver who has been booked to take a locomotive away from a depot, yard or siding, must check the operation of the air and hand brakes after which he may proceed.

(c) The Driver who has been booked to run a locomotive in service must carry out brake tests in accordance with Rules 253, 254 and 255. The trouble card must be examined at the first opportunity.

(d) A Driver taking over a locomotive from another Driver must ascertain the condition of the locomotive from the Driver whom he relieves. See Instructions 6 and 86.

(e) All defects entered on a trouble card which may affect the safe working of a locomotive must receive attention before the locomotive is placed in service. See Instructions 6, 26 and 31.

30. EXAMINATIQN OF ELECTRICAL APPARATUS :

When two or more members are engaged upon this work, the senior member will be responsible for the performance of this duty and particular attention 1s to be paid to Sect1on II, (Instruction 1), "Authorised Interference with Electrical Apparatus".

31. REPORTING DEFECTS :

Any authorized member must draw the attention of the Depot Foreman to any defects when the nature of the defects warrants this being done. See Instruction 6.

32.ELECTRIC COUPLERS BETWEEN LOCOMOTIVES :

In order to ensure that electric couplers between locomotives are efficient, the following instructions must be observed :

(a) When provided, electric oouplers are duplicated on each end of a locomotive, to facilitate coupling when the locomotive is turned in respect of another.:

(b) When coupling two locomotives electrically, one set of couplers, on the same side, must be used Electric couplers must be handled carefully to prevent their being damaged. The use of any instrument to force a coupler plug or coupler into position is prohibited.

(d) To place an electric coupler into position, first lift the cover-plate and note whether the contacts of the coupler plug and socket are in good order. Insert the coupler plug and allow the cover to rest against the plug, using both hands, by a quick movement push the coupler plug into its correct position, which will cause the latch to pass under the lug of the plug and engage, next pull downwards on the plug until the lug touches the latch.

(e) Coupler plugs which are found to be difficult to insert into coupler sockets must be forwarded (together with the jumper) for repairs to the Depot Foreman.

(f) Before coupling or uncoupling high voltage bus couplers on class "Eo" locomotives, all pantographs must be lowered on all locomotives about to be coupled or uncoupled. This is the responsibility of the Senior authorized member.



SECTION VI.

MEMBERS EXAMINING AND PREPARING MULTIPLE-UNIT TRAINS FOR SERVICE.

33. DUTIES OF AUTHORISED MEMBERS.

(a) When an electric multiple-unit train is due for rostered inspection and has been placed in a depot for that purpose, it must be examined, repaired, lubricated, serviced and tested by the maintenance staff in accordance with maintenance instructions.

(b) A full Air Brake Test and tests of trip valves and dead man's safety devices must be carried out by the Depot Foreman after servicing and before he certifies that a train set is fit to run until the next rostered servicing date. Details of the Full Air Brake Test are given in Section XIII "Brakes and Braking Trains".

34.(a) The Driver who has been booked to prepare a train for service must:

(i) Check trouble cards.
(ii) Raise pantograph.
(iii) Start compressors.
(iv) Charge pantograph emergency reservoirs.
(v) Check deadman's devices at each end.
(vi) Check that it will drive from each end.
(vii) Check that horn sounds from each end.
(viii) Check head and tail light at each end.
(ix) Check couplings, jumpers and hoses.
(x) Release hand brakes.
(xi) Check that C.C.G. and C.C.G. bye-pass switch box are sealed.
(xii) Check that interlock magnet valve isolating cock handle is protruding through the brake controller front cover.
(xiii) Check that all passenger doors close.
(xiv) Make a Brake Preparation Test (Instruction 82/4).
(xv) Leave train in readiness for the Driver who has been booked to take it into service.

(b) (1) The Driver who has been booked to run a train on its first service after it has been prepared for service must make a SERVICE AIR-BRAKE TEST (see Instruction 82/2) from the leading driving compartment prior to the commencement of the service and must examine the trouble cards at the first opportunity.

(b) (2) If the train has been left unattended in a yard or siding between services, or if coaches have been added to or detached from an EMU train after the first service mentioned in 34 (b) (1), the SERVICE AIRBRAKE TEST must be made before the departure of a subsequent service.

(c) A Driver leaving a train unattended or changing over to a different driving compartment must cut-out the driver's brake valve isolating cock, reduce the brake pipe pressure to zero, and leave the driver's brake valve in the release position. In the case ot the train being left unattended the Driver must also ensure that the train is adequately secured by means of handbrakes.

(d) A driver taking over a train or, after adding additional coaches to a train, must ensure that all hand brakes are released and examine the trouble cards at the first opportunity.

(e) All detects entered on a trouble card which may affect the safe working of a train must receive attention before the train is placed in service. See Instructions 6, 26 and 36.

35. EXAMINATION OF ELECTRICAL APPARATUS :

When two or more members are engaged upon this work, the senior member will be responsible for the performance of this duty and particular attention is to be paid to Section II, Instruction I, "Authorised Intererence with Electrical Apparatus."

36. REPORTING DEFECTS :

The authorised member must draw the attention of the Depot Foreman to any defects when the nature of the defects warrants this being done. See Instruction 6.

37 ELECTRIC COUPLERS BETWEEN CARS :

In order to ensure that electric couplers between cars are efficient, the following instructions must be observed :-

(a) When coupling two cars electrically, one set of couplers must be used ;

(b) Electric couplers must be handled carefully to prevent their being damaged. The use of any instrument to force a coupler plug or coupler into position is prohibited ;

(c) To place an electric coupler into position, first lift the cover-plate and note whether the contacts of the coupler plug and socket are in good order. Insert the coupler plug and allow the cover to rest against the plug, using both hands, by a quick movement push the coupler plug into its correct position, which will cause the latch to pass under the lug or the plug and engage. Next pull downwards on the plug until the lug touches the latch.

38. ELECTRIC HEATER COUPLERS :

It is not possible to connect the heater couplers beyond the No.1 end or driving-trailers. When two motor-coaches are to be coupled together, the heater coupler MUST NOT BE USED.



SECTION VII.

STABLING LOCOMOTIVES.

39.OBSERVANCE OF SWITCHES :

Before a locomotive enters a depot inspection shed, the authorized member must bring it to a stand and satisfy himself that -

(a) The indicator provided at the entrance of the road shows that the isolating switch is closed and that the overhead equipment is therefore alive on that portion or the line on which it is desired to run.

(b) The line is clear.

(c) An authorized member must sound the whistle or horn before the locomotive enters (or leaves) the inspection shed.

40.SPEED OF LOCOMOTIVES :

The speed of a locomotive entering (or leaving) an inspection shed or inspection siding must not exceed 5 m.p.h.

41. HAND-BRAKE TO BE APPLIED :

When a locomotive has been brought to a stand, one hand-brake must be applied.

42. GENERAL PRECAUTIONS :

When stabling a locomotive, an authorised member must see that -

(a) It is clear of fouling points, adjacent lines, and sidings;
(b) All electric switches are in the "Off" position;
(c) Hand-brake is applied;
(d) All pantographs are lowered;
(e) The master controller key and the D.A.B.V. handle (if or removable type) have been placed in their appointed positions;
(f) All circuit breakers are open;
(g) All windows are closed and doors locked;
(h) All emergency electric lights are out so that the emergency lighting battery will not be depleted.

43. GENERAL EXAMINATION :

(a) After a locomotive has been stabled, routine inspection of electrical and mechanical equipment must be carried out by authorized members as instructed by the Depot Foreman and in accordance with Electric Traction Maintenance Instructions.



SECTION VIII

STABLING ELECTRIC MULTIPLE-UNIT TRAINS.

44.OBSERVANCE OF SWITCHES :

Before an electric multiple-unit train enters a depot inspection shed, the authorized member must bring it to a stand and satisfy himselr that -

(a) The indicator provided at the entrance to the road shows that the isolating switch is closed and that the overhead equipment is therefore alive on that portion of the line on which it is desired to run.

(b) That the line is clear.
An authorized member must sound the whistle or horn, berore the EMU train enters (or leaves) the inspection shed.

45. SPEED OF ELECTRIC MULTIPLE UNIT TRAINS :

The speed of an electric multiple-unit train entering (or leaving) an inspection shed or inspection siding must not exceed 5 m.p.h.

46.HAND-BRAKE TO BE APPLIED :

When an electric multiple-unit train has been brought to a stand, the hand-brake at the No.1 end or each motor coach must be applied.

47. GENERAL PRECAUTIONS :

When stabling an electric multiple-unit train, an authorized member must see that -

(a) It is clear of fouling points, adjacent lines, and sidings.

(b) All electric switches are in the "Off" position.

(c) Hand-brakes are applied as laid down in Instruction 46.

(d) All pantographs are lowered.

(e) The master controller key and the D.A.B.V. handle (if or removable type) have been placed in their appointed positions.

(f) All windows and doors of driving compartments are closed and locked.

(g) All emergency lights are out so that the emergency lighting battery will not be depleted.

48. GENERAL EXAMINATION :

After an electric multiple-unit train has been stabled, routine inspection of electrical and mechanical equipment must be carried out by authorized members as instructed by the Depot Foreman and in accordance with the Electric Traction Maintenance Instructions.

49. PASSENGER SALOON AND BAGGAGE COMPARTMENT DOORS :

Before an electric multiple-unit train is taken out of service the Guard or other authorized member of the Traffic Branch must close the doors and windows of the passenger saloons and the doors of the baggage compartments.



SECTION IX.

RUNNING CONDITIONS: LOCOMOTIVES

50. HANDLING OF ELECTRIC LOCOMOTIVES :

A good working knowledge of the principles of electric traction and or the electrical and mechanical apparatus on a locomotive, a full knowledge or the road and of the correct operation of the air brakes, constitute the most important factors in the successful handling of trains hauled by electric locomotives.
Except where shunting operations make it inadvisable (particularly from the point of view of observance of the member giving hand signals) or when a defect occurs, locomotives must be controlled from the driving compartment which faces the direction of travel. This is referred to as the leading driving compartment. See "DEFINITIONS".

51. TEMPORARY ADJUSTMENTS TO ELECTRICAL EQUIPMENT :

(a) A driver must not interfere with the adjustment of electrical apparatus, except in cases or emergency or in order to prevent a delay, when he may, without exposing himself to personal risk, make temporary adjustments which will enable a locomotive to proceed to the nearest point where the services or an authorized member may be obtained.

(b) A driver must not allow persons (other than authorized members) to enter driving compartments or to handle equipment.

52. COUPLING LOCOMOTIVE TO TRAIN :

When about to couple a locomotive to a train, the Driver must go to the leading driving compartment, check the brakes, and operate the master controller there; he will thus face the direction or travel. The Driver must satisfy himself that the coupling up between the locomotive and train has been correctly performed berore he proceeds to the leading driving compartment. In the case of two or more locomotives coupled, the leading Driver must satis£y himsel£ that all couplers between the locomotives and train a re correctly engaged.

(b) Where automatic couplers are in use on locomotives and multiple-unit trains, the following precautions must be observed :-

(i) The release rod MUST NOT BE HELD when coupling-up.
(ii) one knuckle should be FULLY OPEN, the other FULLY CLOSED.
(iii) The couplers must be brought together.
(iv) After the couplers have been brought together, reverse power should be applied to ensure that they have locked correctly.
It may be round that correct coupling will not result when two vehicles are brought together. The correct procedure to be rollowed in cases or this nature is :
(v) draw the vehicles apart;
(vi) hand close the knuckle or the coupler that railed to lock at the first attempt;
(vii) open the knuckle or the adjacent vehicle;
(viii) again bring the vehicles together.
It will generally be round that correct coupling will result.

53. TESTING WATER-LEVEL IN STEAM HEATING BOILERS.

The water level must be tested and checked before any attempt is made to raise steam. The test must be repeated frequently on every boiler in steam by the member in charge of the boiler. When the boiler is no longer required, the water level must be tested by the member before leaving the vehicle.
Both water level gauges must be in operation during the whole time a boiler is in steam.
When members in charge of boilers change-over, both members must test the water level together.
The correct method of testing the water-level in a boiler is as follows :-

(a) Close steam cock, Qpen try cock, see that water blows through freely.
(b) Close water cock, open steam cock and see that steam blows through freely.
(c) Open water cock and blow through; close try-cook and see that water returns smartly to the gauge glass.
(d) Repeat the tests (a), (b) and (c) with the second gauge glass.
(e) Check water in both gauge glasses.

54. "NOTCHING" WHEN STARTING: NORMAL CONDITIONS :

The following may be accepted as a guide for "notching" under normal conditions :

Class of Locomotive Advance Master Controller Handle when Ammeter Reading drops to and remains steady at. Peak Current Reading which may be expected.
Eo
Ec
Ed
 
 
Ew
Up to 250 amps
Up to 400 amps
Up to 500 amps
 
 
Up to 450 amps
300 amps
500 amps
580 amps
600 amps
(weak field notches).
500 amps


55. MAXIMUM SPEEDS :

The maximum speed at which a locomotive may run is governed by the traction motor armature construction. These speeds are :-

Class. Speed M.P.H.

Eo.   40
Ec.   50
Ed.   55
Ew.   60

and must not be exceeded.

The maximum speed of a train which is hauled by two locomotives must not exceed the maximum speed permitted for either locomotive.
( The maximum rates of speed shown in the Working Timetable, for any section of line, is the highest speed permitted over any such section).

56. OPERATING WITH ONE-HALF OF THE LOCOMOTIVE EQUIPMENT ISOLATED :

A locomotive on which one pair of main motors has been isolated, may be started by advancing (in the usual manner) the master controller handle to the "series" combination. On such occasions it is permissible (and sometimes necessary) for the ammeter needle to go well above the maximum reading given in the table in Instruction 54.

57. BLOWERS :

Blowers must be kept running the whole time a locomotive is hauling a train.

58. DRIVERS AND AUTHORIZED MEMBERS INSPECTING EQUIPMENT DURING A RUN :

(a) The Driver is responsible for the necessary inspection of equipment readily visible on the locomotive at terminal points, to ensure that the equipment is functioning satisfactorily.
(b) Authorized members will make special inspections or examinations of all equipment, as instructed by the Depot Foreman.

59. MASTER CONTROLLER KEY:

A locomotive must not be operated by the use of a master controller key other than that which is stamped with the locomotive identification number.

60. COUPLED UNITS TO BE TREATED AS ONE UNIT :

(a) Two or more locomotives coupled together for multiple-unit working on a train must be treated as one unit; only one master controller key and one set of Drivers' brake valves must be in use at the one time.

(b) Where there are two Drivers, the following instructions must be complied with while locomotives are being prepared for service, during shunting operations, in inspection shed or shunting yards, when a fault or defect occurs in service, and when stabling the locomotives :

(i) The senior Driver must arrange for one master controller key only to be in use.
(ii) The senior Driver must satisfy himself that the other Driver understands when an operating or examination test of the control apparatus is about to be carried out.
(iii) The main isolating switches must not be operated or power-bus lines connected or disconnected until the senior Driver has satisried himself that all other members are clear or all apparatus.
(iv) The senior Driver must operate the main isolating switches on all locomotives coupled for multiple-unit working.
(v) In any emergency the senior Driver will be in charge or all locomotives coupled for multiple-unit working.

61. PLACING MASTER CONTROLLER KEY IN NEUTRAL WHEN LOCOMOTIVE RUNNING :

(a) A Driver must not place the master controller key in the "Off" position while a locomotive is in motion.

(b) In the event or the "dead-man" handle ( or treadle) becoming derective in any way, the Guard ( or other authorized member must travel in the leading driving compartment until the locomotive with the defective dead man device is taken out of service.


60/1. LOCOMOTIVES NOT COUPLED FOR MULTIPLE-UNIT OPERATION.

(a) When two locomotives are coupled together for hauling a train, and multiple-unit operation of electrical controls by the Leading Driver is not practicable, an Assisting Driver must be provided for the second locomotive.
(b) When three locomotives are coupled together for hauling a train, and multiple-unit operation of electrical controls by the Leading Driver is not practicable, an Assisting Driver must be provided for the second locomotive.
If, for any reason, multiple-unit control of electrical equipment between the second and third locomotives is not practicable, a second Assisting Driver must be provided for the third locomotlve.

60/2. LOCOMOTIVES COUPLED TOGETHER WITHOUT A VEHICLE ATTACHED. RULE 2 ( G) .

When it is necessary to couple two or more locomotives together in a case of emergency, or for any other purpose, the following instructions will apply:

(a) Where multiple-unit control of electrical and air brake equipment is practicable, all locomotives are to be coupled for multiple-unit operation, and fully prepared for service. In these circumstances one Driver only is required.

(b) Where multiple-unit control of electrical and air brake equipment is not practicable, all trailing locomotives must be treated as "DEAD", i.e.
(i) pantograph(s) lowered, or diesel engine(s) shut down.
(ii) In all driving compartments of the "DEAD" locomotives :-

A. 7 .E. L BRAKE EQUIPMENT -The Independent and Automatic Driver's Brake valve handles to be placed in the RUNNING position.
Close the Driver's Brake valve Isolating Cock(s).
On the "DEAD" locomotive(s) only, OPEN the "Dead Engine Device Cock(S)". NOTE -This cock is open when its handle points towards the safety valve on the distributing valve.

OLD-STANDARD BRAKE EQUIPMENT -The straight air and automatic driver's brake valve handles to be placed in the RELEASE position.
Close the Driver's Brake Valve Isolating Cock(s).
(iii) All brake hose couplings between locomotives are to be coupled and the associated coupling cocks opened.
In these circumstances, one Driver only is required.



SECTION X.

RUNNING CONDITIONS: ELECTRIC MULTIPLE-UNIT TRAINS:

62. TEMPORARY ADJUSTMETS TO ELECTRICAL EQUIPMENT :
(a) A Driver must not interfere with the adjustment of electrical apparatus, except in cases of emergency or in order to prevent a delay, when he may, without exposing himself to personal risk, make temporary adjustments which will enable an EMU train to proceed to the nearest point where the services of an authorized member may be obtained.

(b) A Driver must not allow persons (other than authorized members) to enter driving compartments or to handle equipment.

63. LIMITATION OF MOTIVE POWER :

One motor-coach must not be used, except in case of emergency, to move more than two other electric coaches.

64 MAXIMUM SPEEDS :

The maximum speed at which a motor-coach may run is governed by the traction motor armature construction. These speeds are :

Class Speed. m. p. h.

Dm 60

and must not be exceeded.

( The maximum rates of speed shown in the Working Timetables, for any section of line, is the highest speed permitted over any such section).

65. OPERATING WITH ONE-HALF OF THE EQUIPMENT ISOLATED :

A motor-coach on which one pair of main motors has been isolated, may be started by advancing (in the usual manner) the master controller handle to the "parallel" combination if necessary.

66. AUTHORISED MEMBERS INSPECTING EQUIPMENT DURING A RUN :

The Driver is responsible for the necessary inspection of equipment readily visible on the EMU train at terminal points, to ensure that the equipment is functioning satisfactorily.

Authorized members will make special inspections or examinations or all equipment, as instructed by the Depot Foreman.

67. MASTER CONTROLLER KEY:
An EMU train must not be operated by the use or a master controller key other than that which is stamped with the car identification number.

68. PLACING MASTER CONTROLLER KEY IN NEUTRAL WHEN RUNNING:
{a) A Driver must not place the master controller key in the "Off" position while an EMU train is in motion, except as provided in Instruction 70.
{b) In the event of the "dead man" handle {or treadle) becoming derective in any way, the Guard {or other authorized employee must travel in the leading driving compartment until the car with the defective "dead man" device is taken out or service.

69. DETRAINING PASSENGERS AWAY FROM STATIONS :
In the case of EMU trains, when it is necessary to remove passengers from a train away from a station, due precautions must be taken for their safety.
The emergency wooden ladders provided must be used when necessary to detrain passengers on to the permanent-way; if pract1cable, the passengers must be detrained on the side away from an adjoining line, but, in any case, they must be warned to stand clear of all lines. See Instruction 22.
Effective measures must be taken to stop or reduce the speed of other trains, as may be necessary.

70.PNEUMATIC APPLICATION OF BRAKE.
(a) At least once during each trip the Driver of an EMU train must stop the train at a station by means of a pneumatic application of the brake.
(b) A pneumatic application of the brake must be made when it is necessary for the Driver of an EMU train to leave his driving compartment for either of the following reasons :-
(1) When the train has arrived at a terminal station or other place where the train 1s to be reversed.
(2) At any place where division or coupling of train sets is to be performed.

71. SIGNALLING -LIGHTS AND BUZZER :
(a) Drivers and Guards must make themselves thoroughly acquainted with the system of signalling on EMU trains.
(b) Each driving compartment is fitted with a buzzer and a green indicating light, by means of which the following signals may be given to the Driver :

Clear-proceed One long.
Stop Three short.
Set back cautiously. Two short.
Draw train forward slowly, being prepared to stop, One long, one short.

It must be clearly understood that the Clear - Proceed (Train Departure) signal must not be given by any member other than the Guard in the train.

(c) To operate the buzzer and light, switches have been provided at convenient points throughout the train, for use by the Guard when giving signals to the Driver. A switch is also provided in each driving compartment so that a Driver may signal the Guard.



CONTROL OF CAR DOORS: E.M.U. TRAINS.

72 (i) (a) A Key to unlock the door of any driving compartment is issued to each authorised member. Each key is stamped "E.T." and also with a serial number.
(b) For the location of spare keys for use in emergency, see Instruction No.24.
(c) The door of a driving compartment must be closed and locked when an authorised member has occasion to leave that compartment.
(ii) (a) The end doors of cars and the doors of baggage compartments may be locked and unlocked with an ordinary square shanked car key.
(b) The Guard is responsible for locking the doors of baggage compartments and the end door at each end of the train. (See Instruction 49).
(iii)(a) Guards, Drivers, and authorised Depot staff are issued with a key to control the opening and closing of passenger doors and for the operating of the passenger saloon lights.
(b) Each door control key held by guards is numbered consecutively for issue as directed by the District Traffic Manager concerned who will arrange for a register of the issues to be kept. If a key is lost, the circumstances must be reported to the District Traffic Manager.
(c) Each door control key held by Drivers and authorised Depot staff is numbered consecutively with a prefix letter "L" and issued by District Mechanical Engineer, Wellington, who keeps a register of the issues. If a key is lost, the circumstances must be reported to District Mechanical Engineer, Wellington.
(d) ONLY ONE DOOR CONTROL KEY MAY BE IN USE ON A TRAIN. The Guard in charge of the train is responsible for seeing that this instruction is observed.
(e) Only the door control keys officially issued are to be used.
(f) To open the side passenger doors of a train the Guard must insert the door-control key in the door-control box, turn it, and press the "open" button.
(g) When a train is about to depart, the Guard must place the door-control key in the door-control box, turn it, and press the "close" button, which will close the doors.
(h) The "open" or "close" buttons must be pressed for at least three seconds, after the adjacent pair of doors has opened or closed fully, i.e. whilst the Guard slowly counts three to ensure that the mechanism will operate correctly on all cars.


74. STOP INDICATORS AT PLATFORMS :
(a} Stop-indicators, with a number thereon, are provided at station platforms and crossing-places to show where EMU trains are to be stopped. The number refers to the number of cars on a train, e.g. "4" means the stopping-place for a four-car train.
(b} EMU trains must be stopped with the leading end of the leading car immediately opposite the relative stop-indicator.

(i) When all doors are closed, a yellow light will appear in the indication box in the passenger compartment. The Guard may then give the departure signal by pressing the signal button on the control box, which will sound the buzzer and cause a green light to be exhibited in the driving compartment. The starting signal will be repeated back to the Guard by a blue light appearing in the indication box.

(j) The door-control key must not be left in the door- control box or the passenger saloon lights control box.

(k) The door-control apparatus must not be operated while the trains are in motion.

(1) Sometimes it is desired to isolate the passenger doors of certain cars and still retain remote control of all other doors from ANY car in the train.
To isolate the passenger doors on one side of a selected car, the Guard must insert the door-control key in the appropriate door isolator box.
The key is turned in a clockwise direction when it is desired to isolate electrically the passenger doors on that side of the car on which the door isolator box is located.

(m) On the outside and on each side of all cars there is a "T" handle painted yellow, mounted on a circular plate marked "Normal" and "Open". Its purpose is to provide a means for operating one pair of passenger doors per car from outside the car should an occasion arise.

(n) When it is necessary for any authorised member to open passenger doors by means of the "T" handles, he must arrange for the doors to be closed by the same means; Failure to do this may result in delays to traffic because the "Doors closed indicating light" will not be displayed, and the Guerd would be put to unnecessary trouble in finding the reason.

(o) In an emergency it may be unwise to place any oonfidenoe on there being air pressure or electric current available to open the doors by means of any Guards control box. Any passenger door may be slid open by hand by means of the following procedure :-

(1) Close the isolating cock adjacent to the small cylinder of the door engine
located under an adjacent passenger seat.
(2) Slide the door open by hand.

73. HEADLAMP. TAIL LAMP. ADDITIONAL TAIL LAMP. UPPER TAIL LAMPS:

(a) E.M.U. trains and railcars must display at the rear of the train only a Tail Lamp and two Upper Tail Lamps which must be switched on by day or night.

(b) The Driver is responsible for switching on the Tail Lamp , Upper Tail Lamps and Additional Tail Lamp as equired.

(c) The Guard is responsible for ensuring that the correct indications are displayed.

(c) Officers in charge must arrange for the stop-indicators to be kept clean, so that the numbers may be readily discernible by Drivers.

75. SHUNTING OF MULTIPLE-UNIT TRAINS WITHIN STATION LIMITS AND IN DEPOTS :

(a) The movement of any train must be authorized by the Shunter, or, in his absence, by the officer in charge.
(b) When an EMU train with a driving compartment at each end is being shunted, it must be controlled from the leading driving compartment.

(c) When there is no driving compartment at the leading end of the train, it may be propelled, under the following conditions :-
(i) The Driver must operate the master controller and the Driver's brake valve in the driving compartment from which the best view of the track and of the member controlling the movement may be obtained.
(ii) A member must ride on the leading car to operate the hand brake if necessary.

76. PROPELLING OE ELECTRIC MILTIPLE-UNIT TRAINS BETWEEN STATIONS UNDER ORDINARY RUNNING CONDITIONS :
A Driver must drive from the leading driving compartment; if this is impracticable, however, the Driver may drive from another driving compartment, the train proceeding cautiously and at reduced speed to the next station, where, if the defect cannot be remedied without undue delay, the Train Control Operator must be advised of the circumstances.

Under these conditions, the Guard must -

(i) Ride in the leading driving compartment;
(ii) Observe all signals and the direction in which points lie;
(iii} Signal the Driver when necessary;
(iv) Be prepared to apply the brakes; and
(v) Sound the whistle at level crossings and to warn the men on the track.

The Driver must also keep a good lookout and observe all fixed signal indications as far as practicable under the circumstances, and be prepared to act upon any signals given by the Guard.



SECTION XI.

77. DIVISION AND COUPLING OF ELECTRIC MULTIPLE UNIT TRAINS :

When coupling a train, the master controller of the moving portion must be operated from the nearest driving compartment to the direction of travel. Approach must be made cautiously, the moving portion being first brought to a stand six feet away from the stationary portion.

Trip valve apparatus must be arranged in accordance with Instructions 78 (b) (vii), 79 (b) and 81 (c), by the member of the Traffic Branch.

The Head Lamp, Tail Lamp, Upper Tail Lamp and Additional Tail Lamp must be switched or or off by the Driver as required.

The Guard is responsible for ensuring that the correct indication of Tail Lamp, Upper Tail Lamps, Additional Tail Lamp and Disc are displayed and for closing and locking the end door at each end of the train.

When it becomes necessary to divide or couple electric multiple-unit trains, authorized members must each perform the following duties, in the order prescribed.

The portion which remains stationary while the other is moved to or from it is called the "stationary" portion, and the portion which is moved is called the "moving" portion.

78. DIVIDING A TRAIN :

When a train is to be divided, the duties are as follows :-

Driver -
(i ) Secure the train;
(ii) Proceed to division point;
(iii) Disconnect and secure telescopic handrails.

(b) Guard -(or other authorized member of the Traffic Branch).

(i) Remove train-line, control-line, and heating-couplers and hand to Driver;
(ii) Close train-pipe cocks and uncouple hoses;
(iii) Couple hoses to dummy couplings ;
(iv) Open trip-valve isolating-cocks at division point.
(v) Release auto-coupling.
(vi) Signal Driver to move away.
(vii) Check operation of signal trip valves on both trains at the dlvision point.


79. COUPLING A TRAIN:

In this instance, two or more portions are being combined to form a train. There is a Driver on the moving portion, and a member of the Traffic Branch to couple up.

(a) Driver of Moving Portion -

(i) Move train to stationary portion and check auto-couplers by means of reverse power;
(ii) Hand out train-line, control-line, and heating-couplers, to member;
(iii) Connect telescopic handrails;
(iv) Release hand-brakes on stationary portion.

(b) Member Coupling-up -

(i) Set auto-couplers and signal Driver to couple;
(ii) Secure auto-coupler release rods;
(iii) Insert train-line, control-line, and heating-couplers in sockets;
(iv) Connect hose-couplings and open coupling-cocks;
(v) Close trip-valve isolating-cock of moving and stationary portions at the coupling-point.

80. REVERSING AND SHUNTING A TRAIN :

When it becomes necessary to reverse an electric multiple-unit train when a Relay Driver is provided , the following duties must be performed, in the order prescribed :-

In the following instruction, the Driver on the leading end during the previous movement is called Driver "A"; the Relay Driver who joins the train is called Driver "B".

Driver "A" -
(i) Secure the train and cut out driving compartment.
(ii) Switch on the Tail Lamp, Upper Tail Lamps and Additional Tail Lamp if required.
(iii) Signal Driver "B" to take over.
(iv) Acknowledge signal from Driver "B".

Driver "B" -

(i) Acknowledge signal from Driver "A".
(ii) Cut in leading driving compartment.

Guard -
See that the Tail Lamp and Upper Tail Lamps (and Additional Tail Lamp and Disc if required) are exhibited.



SECTION XII

81. AUTOMATIC TRAIN-STOP :

On some sections signals are reinforced by a train-stop system which automatically stops a train if the Driver should pass thc signal at "stop". A train-stop arm is provided on the track outside the running-rail, and is raised when the signal is at "stop" and lowered when the signal is at "caution" or "Clear".

(a) Trip-valves : The trip valve and its associated operating apparatus are mounted on locomotives, motor-coaches and driving-trailers.

The trip lever actuates the trip-valve only when struck on its leading face; when struck on the rear face, the handle merely moves up and returns to its vertical position without actuating any internal mechanism.

Upon the trip-valve operating lever being struck on its leading face, the trip-valve is lifted from its seat, thereby making an emergency application or the automatic air-brake; in addition, the loss of brake-pipe pressure causes the control governor to open, shutting off power (if applied).

(b) Resetting of Trip -valve: Once the trip-valve mechanism has been operated, it will remain in that condition, until it is re-set and the trip-valve reseated.

(c) Trip-valves on Electric Multiple-Unit Trains :
All except two of the trip-valves on a train must be cut out by closing the trip-valve isolating-cocks at each intermediate trip-valve, leaving one at each end or the train for operating in each direction of running.

(NOTE: The Driver cannot apply power to the train unless the leading trip-valve isolating-cock is open)

(d) Defective Trip-Valve. If a trip-valve hose bursts or a trlp-valve becomes defective, necessitating the trip-valve isolating cock being closed, the following instructions must be carried out :
(i) The isolating-cock on the trip-valve next in the rear and on the same side of the train (if any) must be opened by the Guard;
(ii) The seal of the control-governor by-pass switch in the leading driving compartment must be broken and the switch closed by the Driver.

THE CLOSING OF THE TRIP VALVE ISOLATING COCK MUST BE REPORTED TO THE OFFICER IN CHARGE AT THE NEAREST STATION, WHO MUST ADVISE THE TRAIN CONTROL OPERATOR AND THE DEPOT FOREMAN.

(iii) The "Dead-man" handle (or treadle) must be tested before the train is again moved, and if it is found to be defective in any way, the Guard (or other member) must travel in the driving compartment until the vehicle with the defective trip-valve is taken out of service;

(iv) If a Driver has reason to believe that any part of a trip-valve is out of order, he must arrange for repairs to be effected at the earliest possible opportunity and, if necessary, for the trip lever to be gauged.

(e) Trip-Valves : Testing and Adjusting :

The following instructions must be observed in connection with the testing and adjusting of trip-valves and associated apparatus :

(i) The Depot Foreman is responsible for the proper condition of trip-valves on all vehicles sent into service from his inspection depot.

(ii) All trip-valve operating levers must be gauged once in each four weeks. After the completion of repairs to a locomotive or car, and when such repairs may have affected the adjustment or the levers, the operation of the trip-valve, or the correct location of the trip-valve isolating-cock handles, all levers and trip-valves must be gauged and tested before the vehicle again enters service.

(iii) Authorized members in inspection depots engaged in the adjustment of trip-valves must examine and adjust all screws and bolts pertaining thereto, and must also gauge the distance between the trip-valve operating lever and the running rail.

(iv) Only the standard trip-valve gauge must be used. Gauges in daily use must be examined for correctness once in each four weeks by the Depot Foreman.

(v) If an adjustment in the position of a trip-valve operating lever is necessary, the lever must not be shortened; the desired result must be attained by manipulating the adjusting screws. In this instance the final adjustment must be checked by use of the gauge.

(vi) When, by opening a trip-valve isolating-cock, a member brings into operation any trip-valve, he must test the efficiency of the trip-valve by moving the trip-valve operating lever to the rear and observing that the air in the brake-pipe is released through the trip-valve, thereby applying the brakes; he must then reset the trip-valve.

(f) Testing of Trip-Valves in Service :

Trip-valves will be tested under service conditions at certain points notified to the staff by train advice. The District Mechanical Engineer will arrange for such tests to be carried out.

(g) Trip-Valve Isolating Cock:

A trip-valve isolating cock is OPEN when the handle is horizontal and CLOSED when the handle is vertical.

The handle operates in the upper left-hand quadrant viewed when facing the end of the vehicle from the outside, is painted bright yellow and must be maintained in a clean condition.

If any member should observe that the handle of the trip-valve isolating-cock on the front of a train is not in the horizontal position, he must advise the Driver, or, if this cannot be done, advise either the Train Control Operator or the Officer in charge at the station in advance, who will arrange for the Driver to be advised of the position.

(h) Operation of Trip-Valve in Service :

Immediately a trip-valve is operated in service, the Driver must move the Driver's brake-valve handle to the EMERGENCY position.

The trip valve must be re-set by the Guard and the circumstances reported in writing by the Driver and the Guard.

(i)Failure of Automatic Train-stops:

Should a Driver notice that an automatic-train stop arm is broken, fails to rise or lower, or fails in any other way, he must arrange for the Guard to advise the Train Control Operator immediately.

The circumstances must be reported in writing by the Driver and the Guard.



SECTION XIII.

BRAKES, AND BRAKING TRAINS



82. AUTOMATIC AIR BRAKES .

Authorised members must make themselves thoroughly acquainted with Rules Nos. 240 to 268 inclusive and to the "Air Brake Handbook" for detailed instructions regarding brake equipment.

82/1. FULL AIR BRAKE TEST (Used only in depot for Electric Multiple-unit Trains).

The full air brake test for E.M.U. trains is as follows :

TEST NO.1 -PNEUMATIC TEST -The master controller reverse key must be in the "OFF" position when this test is made.
When verbally instructed by the member making the test the other authorised member must move the driver's automatic brake valve handle to the pneumatic application position No.5 and when the duplex gauge registers a 20 lb. reduction, to the pneumatic lap position No.4. The member making the test must then examine the brakes on all vehicles and satisfy himself that they are correctly applied. From the last brake-connected vehicle, he must signal "Release Brakes" to the other authorised member who will move the driver's automatic brake valve handle to the Release and Running position No.1.

The member making the test must see that all brakes have released correctly before advising the other authorised member the result of the test, after which he must advise the Depot Foreman.

TEST NO.2 - ELECTRO-PNEUMATIC TEST -
Upon completion of Test No.1, and the member making the test having signalled "Apply Brakes", the other authorised member must first place the master controller reverse key forward and then move the driver's automatic brake valve handle to the electro-pneumatic application position No.3. When the brake cylinder pressure gauge registers 45 lbs. the driver's automatic brake valve handle must be moved to electro-pneumatic holding position No.2.
If the brakes apply correctly on all vehicles, the member making the test must signal "Release Brakes" when the driver's automatic brake valve handle may be moved to the Release and Running position No.1.

The member making the test must see that all brakes have released correctly before advising the other authorised member the result of the test, after which he must advise the Depot Foreman.

82/2. SERVICE AIR BRAKE TEST: (Used in service by Drivers on Electric Multiple Unit Trains).

The master controller reverse key must be in the "Off" position when this test is made.

When the "Apply Brakes" signal is received by the Driver from the Train Examiner or other authorised member, the Driver must place the driver's brake valve handle in the emergency application position; the handle must be left in this position until the brake pipe is completely exhausted. The member making the test must then note that the air pressure gauge on the last vehicle registers zero, after when he must signal "Release Brakes" to the Driver who will move the brake valve handle to the release (and running) position. The member making the test must then note that the brake pipe air pressure at the last vehicle rises from zero to 70 lbs/sq.in.

Before releasing the brakes the Driver must satisfy himself that all movement of the air through the brake valve has ceased.

If during a Service Air Brake Test an uncoupled hose, a coupling cock not open, a driver's brake valve isolating cock cut-in on any driving compartment other than the leading driving compartment, or any other defect should be detected, the defect must be remedied and the Service Air Brake Test repeated.

The Train Examiner or other authorised member conducting the test shall be responsible for examining automatic couplings, jumper connections, hose couplings, brake pipe cocks, signal trips, dummy couplings and hend rails and for seeing that the train is safe to run.

82/3. CIRCUMSTANCES REQUIRING SERVICE AIR BRAKE TEST.

The Service Air Brake Test must be carried out from the leading driving compartment prior to the departure of the following trains:

(a) Any train which is to run as the first service after being prepared for service.
(b) Any train to which coaches have been added or from which coaches have been detached.
(c) Any train which has been standing unattended in a yard or siding between services.

82/4. PREPARATION TEST.

The purpose of this test is to ensure that the brakes apply on all bogies, and the test must be carried out as follows :

After charging the brake pipe to 70 lbs/sq.in from the trailing end of the train, the member making the test must close the driver's brake valve isolating cock, reduce the brake pipe pressure to zero and then return the brake valve handle to the Release and Running position. The member must then walk along one side of the train and check that all brake pistons are in the brakes applied position and that all brake pipe coupling cocks are open. On arrival at the leading driving compartment he must make certain that the brake pipe pressure gauge is registering zero before cutting in the driver's brake valve isolating cock in that compartment. When the brakes are released from the leading driving compartment the brake pipe pressure should return to 70 lbs/sq.inch.

83. RHEOSTATIC BRAKING. ( Class Eo Locomotives only.

(a) Two Locomotives Coupled but not for Multiple-Unit Work1ng:

When there are two or more locomot1ves coupled on a tra1n, but not for multiple-un1t working, the lead1ng Driver, after the load of the tra1n is known, must advise the second Dr1ver wh1ch rheostat1c notch will be used.

(b) Sequence of Operations to commence Rheostatic Braking:

Having brought the train to a gradient and shut off power, the Driver must carry out the follow1ng operations 1n the sequence stated :

(i) Control speed of train, if necessary, by means of the air brake;
(ii) Move the handle of the master controller to the desired rheostatic-brake notch, the selection of which is governed by the weight of the train in accordance with Table I.
(iii) Release air brake if desired.



TABLE I.

Trailing Load in Tons

Master Controller Brake Notch

Maximum Permissible Reading in amperes One Loco Two Locos Three Locos
1
2
3
1
110
120
130
110
0-65
60-90
90-125
--
0-120
120-180
180-250
Open C.C.O. of one loco when trailing load is below 20 tons
0-180
180-270
270-375
Open C.C.O. of one loco when trailing load is below 70 tons


(c) Regulation of Rheostatic Braking
If it is necessary to further decrease the speed of the train, the air-brake must be applied until the desired speed is attained. The master-controller handle must then be moved to the notch giving the desired braking-power; the air-brake may then be released.

(d) Ammeters reading High during Rheostatic Braking :
Owing to variations in the diameter of wheels, it may be found that the rheostatic- brake load is not equally distributed between two locomotives on a train, and that the amneter readings may be higher on one locomoti ve than on the other. This is immaterial, provided that the ammeter which shows the highest reading is not above the maximum shown in Table I. The air brake must be applied to reduce the rheostatic-brake load if any ammeter reads in excess of the maximum shown in Table I.

(e) Cutting out Rheostatic-Brake when Working a Train :
If it is necessary to transfer control of the load of the train back to the air-brake, it muust be applied. It will then be found that, as the air-brake takes control, the "generated" load will be transferred automatically to it, the needles of the main-motor ammeters will then move to wards zero.

(f) Locomotive Wheels slipping during Rheostatic Braking :
When rails are slippery and a locomotive is "generating" near its maximum capacity , wheel-slip may occur. During rheostatic braking this will be indicated by a change in ammeter readings and mechanical vibration. To correct wheel-slip, the air brake on the train may be applied, thereby reducing the rheostatic-brake load. Sand may then be applied to the slippery rail.

(g) Section becoming Dead during Rheostatic Braking :
If the overhead contact eystem should be made dead during rheostat1c-braking, the Driver will act in accordance with Rules 233 and 263.

(h) Defective Rheostatic Brake Equipment. In the event of defective rheostatic
brake equipment, the air brake must be used to control the train. See also Rule 263.

(i) Minimum Running Time.
The minimum permissible running time between Arthur Pass Station and Otira Station is twenty-three minutes.



SECTION XIV.

GENERAL INSTRUCTIONS

84. {a) LEAVING HOME STATION:

Members of the Locomotive Running staff, when off duty must not leave their home station without having obtained permission to do so from their immediate superior officer.

(b) ABSENCE THROUGH SICKNESS:

When, owing to sudden illness or other unusual circumstances , a member of the Locomotive Runnirig staff is unable to report for duty at the prescribed time, such member must arrange for his immediate superior officer to be advised of the position at the earliest possible opportunity, ensuring in all such cases that notification reaches the supervisory officer before the time the member concerned is booked on duty, so that suitable arrangements may be made for the provision of a deputy.

The member must also arrange for his immediate superior officer to be advised as early as possible the date he anticipates being able to resume duty, so that the necessary staff alterations may be made.

(c) UNIFORM :

Drivers must appear on duty as neat and clean as the nature of their work will permit, and must wear the uniform cap and badge whilst on duty. Members to whom uniform caps end badges have been issued will be held responsible for their safe custody, and in the event of a cap or badge being lost the member concerned will be liable for the cost of replacement.

(d) DUTIES AT COMMENCEMENT OF SHIFT: NOTICES AND SPECIAL INSTRUCTIONS :

Drivers on their arrival at the depot and before actually commencing duty must examine the running-sheet, notices, and train advices for the purpose of ascertaining whether any special instructions have been issued concerning the running of their trains, or if there is any matter requiring their attention. Drivers must obtain copies of all train advices relating to the running or their train or to that portion of the line over which they are booked to run, and will be held responsible for any disorganization or delay arising from their neglect in this direction. (To be read in conjunction with Rules Nos. 99 to 111 in the Rule Book which cover the issue of train advices). Drivers must see that all train advices and special instructions afrecting the running of their trains are read and understood by their assisting Drivers.

(3) DUTIES. TERMINATION OF SHIFT:
Before leaving the depot at the completion of a shift, Drivers must ascertain particulars of the duties on which they are booked for their next shift.

(f) COMPILING RETURNS:
At the completion of each Shift Drivers must render a detailed report thereof on Loco/1 forms, apportioning the time in traffic, preparing and stabling, changing over, locomotive duties, details of trips and mileage run to the correct columns on the face of the return.

A separate Loco/1 return must be rendered tor eaoh locomotive used in each shift except when members are booked specially to prepare and put away locomotives. "Standing time" must be shown in the column provided, and the actual starting and finishing times relative thereto must be shown in the body of the return: on no account must shunting or other work be booked when the locomotive is standing or when locomotive duties are being carried out. The appropriation of engine mileage must be shown in the columns provided, according to the nature of the work performed, and the time in traffic must also be shown if shunting or work train mileage is involved.

Drivers must sign for all oil and stores issued to them at the time the issues are made.

All Loco/1 returns must be forwarded to the Locomotive Foreman or Assistant Locomotive Foreman, as the case may be, as soon as the returns have been completed. Drivers can assist the clerical staff of the Locomotive Branch considerably by rendering Loco/1 returns as early as possible, and should ensure that, where practicable, such returns reach the office not later than the morning following the completion of the shift to which they refer.

Preferably at the termination of their shift, but not later than the day following the occurrence, Drivers must report fully on Loco/55 forms any defect in or accident inyolving damage to locomotives or rolling-stock, and train delays in which the detention exceeds five minutes in the case of mixed, passenger or express trains or ten minutes for goods trains.

Defects in equipment such as water service or signalling-equipment out of order, sections of track in bad condition, obstructions on line, or other features that are likely to have an adverse effect on the running of trains generally must also be reported promptly and in detail.

Drivers must also take note of the manner in which vehicles on their trains are loaded and report all cases of faulty loading as they are detected.

(g) RENDERING REPORTS:
The essential points that must be covered in the reports rendered by Drivers on various matters are listed in the following sub-clauses, the information having been included in this handbook for the purpose of ensuring that complete reports will be submitted in future, thus obviating the necessity of referring reports back to the staff concerned for further information.

It should be noted that only the essential points are listed in each case, and that in addition to the points itemized, any special factors incidental to the matter being reported must also be covered by the Driver in his report.

(a) Derailments:
(i) Train number, date, time and location of derailment, class and number of locomotive or coach.
(ii) Direction of travel -,i.e. No.1 or No.2 end leading.
(iii) Number and position of derailed wheels.
(iv) Whether on straight or curved track or at points. If on a curve, radius of curve to be stated.
(v) If at points, state position of points and whether points lever lay on "A" side or "B" side; whether points were held, and, if so, by whom; whether locomotive was being piloted and whether signals were received by Driver or Assisting Driver.
(vi) Weather conditions and if contributing factor.
(vii) Damage to locomotive or coach and track; results of wheel gauging.
(viii) Delay to train through derailment or, if shunting derailment, time taken to rerail.
(ix) Cause of derailment, if apparent.

(b) Rolling-stock Derailments:
(i) Train number, date, time and location of derailment.
(ii) Class and numbers of derailed vehicles.
(iii)Whether derailed vehicle loaded or empty, and distribution of load if contributing 1factor.
(iv) Position of derailed vehicle on train i.e. tenth from locomotive, etc. and weight in front of and behind derailed vehicle.
(v) Number and position of derailed wheels.
(vi) Whether on straight or curved track or at points. If on a curve, radius to be stated.
(vii) If at points, matters referred to in clause (a), subclause (v) to be covered.
(viii) Weather conditions, if contributing factor.
(ix) Damage to vehicles and tracks.
(x} Delay to train through derailment or, if 6hunting derailment, time taken to rerail.
(xi) Action taken regarding derailed vehicles -i.e. if run to destination, or train-examining station, etc.
(xii) If a shunting derailnent, state whether vehicles were being propelled or drawn and whether air-brake was in operation throughout.
(xiii) Cause of derailment, if apparent.
(xiv) Speed of train.
(xv) Whether brakes were applied prior to derailment.

( c) Train Delays and "Engine" Failures:
(i) Train number, date, time and location of delay, class and number of locomotive.
(ii) Time lost, and whether locomotive or EMU train completed its run or had to be changed.
(iii) Whether locomotive or EMU train had been prepared by Shed staff or Driver manning the locomotive or EMU train when the trouble ocmrred, whether locomotive had been taken over on the road.
(iv) Full details of the cause of the delay.
(v) If due to slipping or stalling, state load of train, condition of rail, gradient, condition of sand-gear, weather conditions. Action taken to be outlined -i.e. whether load reduced, train set back, etc.

(d) Collisions :
(i) Date, trains, time and location of collision, number and class of locomotives and EMU train involved.
(ii) Direction or travel both trains, i.e. No.1 end D.109 trailing, Ed.106 leading.
(iii) Signals exhibited, by whom exhibitd, received, and acknowledged.
(iv) D1stence from point at whicn signal was received to point of collision.
(v) Visibility range and weather conditions.
(vi) Damage sustained by locomotives or EMU trains and track, and cause or collision ir apparent.

(e) Level-Crossing Accidents :
(1) Date, train number, time, and location or accident.
(ii) Whistle signals sounded -i.e. distance from crossing and approximate duration or each whistle signal in seconds. Damage sustained by locomotive.
(iii) Full particulars or road vehicle involved, i.e. registration number, driver's name and address, etc.
(iv) Weight and speed or train, particulars of braking performed, and position or train relative to crossing when brought to a stand.
(v) Particulars of crossing warning-devices and whether they were in operation when accident occurred.
(vi) Action taken regarding injured passengers.
(vii) Damage to rolling stock.

(f) Fires :
(i) Time and location of fire, and action taken.
(ii) Weight and speed of train.
(iii) Whether locomotive had power applied or was coasting.

(g) Live-stock on Line :
(i) Date, train number, time, and location where stock were straying.
(ii) Whether line fenced on both sides, and conditin of gates and fences in vicinity.
(iii) Particulars of injured stock, and whether anyone in charge of stock at time of occurrence.
(iv) Damage sustained to locomotives or EMU trains.
(v) Name of owner or live-stock, if possible.

(h) Collisions with Velocipedes :
(i) Date, train number, time and location of collision.
(ii) Speed or train, and partrticulars or warning whistles.
(iii) Weather conditions and visibility range.
(iv) Distance of locomotive or EMU train from velocipede when first sighted.
(v) Name of member in charge of velocipede, and injuries sustained.
(vi) Whether train on time, or approximate amount train was running ahead of time or late when collision occurred.

(h) ASSISTING TRAFFIC:
All members or the Locomotive Branch are expected to co-operate with Traffic members in every way possible in respect to the arrangement and despatch of trains and in the performance of shunting movements.

(i) UNREASONABLE REQUESTS:
If a Driver is directed by a Stationmaster or other member of the Traff1c Branch to perform any duties which may appear to be outside the scope of his ordinary duties or otherwise unreasonable, on no account must the orders be disobeyed unless, in the opinion of the Driver concerned, the performance of such duties is not conducive to safety. In such cases the Driver must report the matter to his immediate superior ofncer at the earliest opportunity.

(j) RUNNING OVER NEW SECTIONS:
If at any time a Driver finds that he has been booked to run a train or light locomotive over any section on which he has had no previous running or on which his experience has been so limited that he feels incapable of carrying the responsibility placed upon him, he must inform the Locomotive Foreman or his Assistant of the position immediately.

(k) POINTS KEYS :
When Drivers are supplied with points keys, they must not allow them out of their possession unless under special authority.

(l) ENGINE PASSES:
No persons other than the Driver booked to run the locomotive, or regular traimnen, are permitted to ride on any locomotive unless provided with an engine pass signed by the General Manager or Qhief Mechanical Engineer. It should be noted that Guards, Statiomnasters, and Ticket Inspectors are authoriSed to request the production of engine passes from persons other than the regular engine crew who are noticed riding on locomotives.

Regular trainmen are permitted to ride on locomotives for the purpose of expediting shunting movements at wayside stations. Guards and Train Examiners are permitted to ride on light locomotives when the circumstances necessitate the adoption of this practice. Relief crews must not ride on locomotives when car or van accommodation is available.

(m) PARCELS CARRIED ON LOCOMOTIVES :
On no account must parcels of any description or material other than the ordinary locomotive equipment be carried on locomotives or in the driving compartment of EMU trains, either for employees or the general public, except under special authority.

(o) USE OF TOBACCO ON DUTY:
Smoking on duty is permitted providing it does not interfere with the Driver's duties and is carried out in such a manner that is not offensive to the travelling public.

(p) ATTENDANCE BOOK, TIME SHEETS:
Drivers must record the time of commencing and finishing shifts in the attendance-books provided at Depots for the purpose, the entries to be made at the commencement and termination of the shifts to which they refer; in addition, Drivers must render Loco/1 returns at the completion of each shift. Drivers must also render Loco/1B time-sheets when the nature of the work performed necessitates the utilization of these sheets for recording purposes.

85. DRIVER INCAPACITATED :
Should a nriver become incapacitated while driving a train, so that he is unable to perform his duties, the circumstances must be communicated to the Train Control Operator by the Guard, the former member conferring with the Locomotive Foreman or the Assistant Locomotive Foreman, as the case may be, concerning the procedure to be adopted in respect to the working of the train during the remainder of the journey.

Shou1d there be another Driver on the train, the Guard will advise him of the circumstances when the former member will then take over the duties of the incapacitated Driver and the Guard will advise the Train Control Operator accordingly.

Should a Driver become incapacitated before leaving a station, the attention of the Officer in Charge must be directed to the matter and the circumstances communicated by the Guard to the Train Control Operator who will instruct concerning the working of the train as indicated above.

86. DRIVERS CHANGING OVER :
The Driver who is being relieved must enter any defects noticed on the Trouble Card and must draw the attention of the relieving Driver to such defects. The relieving Driver must also endorse the entries at the first opportunity.
Unless otherwise instructed, Drivers booked to change over in a yard or station, must report at the depot and sign the attendance book before commencing and after ceasing duty.

87. (a) CARE IN STARTING AND STOPPING :

Care must be exercised in starting and stopping trains , when running over curved or rough sections of track, and when shunting, in order to avoid discomfort to passengers or possible damage to vehicles. Locomotive Running staff should pay particular attention to the provisions of Rules Nos. 125 and 182 concerning these points.

(b) SPEED RESTRICTIONS :
The speed Restrictions governing the running of various classes of trains and the speed restrictions imposed upon the running of trains over certain sections of track must be rigidly observed. Drivers must ensure that they obtain copies of all train advices issued in connection with speed restrictions imposed upon sections of the road over which they are called upon to run. (See Rule No.154.)

(c) CARE IN RUNNING OVER BAD ROAD
Special care and vigilance must be exercised when running through cuttings, particularly rock cuttings, in wet or frosty weather and when running over temporarily relayed tracks.

(d) WARNING DEVICES (PNEUPHONIC HORNS, WHISTLES) :
Care must be exercised to ensure that warning devices are not used excessively, although, on the other hand, the sound of the whistle should be distinct and of duration proportionate to the distance at which the warning is required to be heard and the circumstances under which it is required to be used. All Locomotive Running members should make themselves conversant with the provisions or Rule No.12 concerning whistle signals.

All cases where Drivers of road vehicles ignore the warning devices at level crossings must be reported immediately~ the covering reports in each case including as much detail as possible in respect of the road vehicle concerned.

(e) ASSISTANCE IN OBSERVING SIGNAIS :
Authorized members must assist Drivers in observing signals. See also Rule 181.

(f) WORK TRAINS :

When work trains are operating where no Train Examiners are located, the Drivers booked to run such trains will be held responsible for the daily inspection of the rolling stock used on these services, and are required to report all defects detected durihg the examination and make arrangements for their rectification. Particulars of the inspections must be shown on the Loco/1 return.

Work trains must be drawn and not pushed, except under the conditions provided for in Rule No.138.

Berore moving a work train and also before reducing speed preparatory to stopping, the Driver must sound the warning device.

(g) "DEAD" LOCOMOTIVES : ALL TYPES :
It should be noted that the haulage of "dead" locomotives is permitted only on mixed or goods trains, prererably those having little en route shunting, and that the "dead" locomotive should be located as close to the train locomotive as possible; but never more than ten wagon lengths from it. The lubrication of a "dead" locomotive en route must be carried out by the Driver of the train if necessary and this member is also responsible for the safe running of the "dead" locomotive. The supply of the necessary lubricants and material must be arranged by the Depot Foreman or Workshop Manager as the case may be and the lubricant carried on the "dead" locomotive.

(h) SANDING THE RAILS :
Drivers must ensure that an adequate supply of dry sand is available on their locomotives at all times. Sand-pipes and other sanding-equipment must be maintained in working-order.

To assist in correctly entering the thread of the brass inspection plugs which lave been removed for the purpose of clearing sand blocks, the air sander should be operated to keep the opening free of accumulation of sand.

The sand supplies on locomotives should be used judiciously and the excessive and unnecessary use of sand avoided, particularly over sections of the line where track circuiting is installed. See also Auto. Sig. Inst. 13, page 192 of Rules and Regulations.

(i) BARS THROUGH WHEELS :
The practice of using bars of any kind through the spokes of locomotive or coach wheels for the purpose of moving a vehicle is strictly forbidden.

(j) HEAD LAMP :
Head Lamps must be switched on when passing through tunnels and must be dimmed when passing other trains. See Rule 16.

(k) BRAKE OPERATION :
Drivers must become thoroughly familiar with the various types of air-brake equipments now in service, particularly with regard to the procedure necessary with each type of equipment in starting and stopping all types of trains, so that the operation may be carried out without causing severe run-in or run-out of slack or the skidding of wheels. Brake instructional cars are located in each Island, and members of the running staff should confer with the Instructor and use the facilities provided in the instructional cars as opportunity offers, in order to overcome any difficulty experienced on the road in which the question of braking is involved.

Drivers should refer to the Air Brake Handbook for detailed instructions regarding brake equipment and its peration.

(l) LOCOMOTIVE UNCOUPLED FROM TRAIN :
Whena locomotive is uncoupled from a train the alr-brakes must not be relied upon to hold the vehicles during the time that the locomotive is detached. Under such circumstances a number of hand-brakes or sprags sufficient to hold the vehicles must be applied when the locomotive is uncoupled. The brake must be applied on the leading car and the van by the Traffic staff when the locomotive of an express train is uncoupled.

88. PREPARING AND STABLING :

The time allowances for preparing and stabling electric locomotives and multiple-unit trains, are as follows:


ELECTRIC LOCOMOTIVES.
Time in Minutes.

Locomotive Class Duties - Commencement of Shift. See Instruction 84 (d) Preparation of Locomotive. See Instruction 28(b) & 29(b) Total Time allowed
Eo, Ec

10

15 If partially prepared by Depot staff
30 If fully prepared by Driver

25

40

Ed, Ew

10

15

25

   

Relay Driver, See Instructions 28(c) and (d) and 29(c) and (d)

 
Eo, Ec
Ed, Ew

10

5

15

 

Duties - Termination of Shift. See Instruction 84 (e).

Stabling of Loco. See Instruction 42

 
Eo, Ec
Ed, Ew

10

10

20



ELECTRIC MULTIPLE-UNIT TRAINS.
Time in Minutes.

Class

Dm & D

Duties - Commencement of Shift. See Instruction 84 (d) Preparation of Locomotive. See Instruction 33(b) & 34(b) Total Time allowed
2 or 3 car train
4 or 6 car train
9 car train>

10

10

10

10

15

20

20

25

30

   

Relay Driver. See Instructions 33(c) and 33(d).

 
2 or 3 car train
4 or 6 car train
9 car train

10

10

10

5

5

5

15

15

15

 

Duties - Termination of Shift. See Instruction 84 (e).

Stabling of EMU. See Instruction 47

 
2 or 3 car train
4 or 6 car train
9 car train

10

10

10

5

10

10

15

20

20



SECTION XV.

SCHEDULE OF STORES ISSUED

89. BEARING OIL ALLOWANCE PER LOCOMOTIVE(PINTS)

CLASS
Up to 40 miles 40 to 90 miles 100 miles

Eo. 1 1/2 2 2
Ec. 1 1/2 2 2 1/2


90. CLEANING STORES. LOCOMOTIVES AND ELECTRIC COACHES:
Drivers are responsible for keeping the driving compartments, including windows, in the cleanest condition possible.

In the case of locomotives, drivers must also keep the floors clean and tidy.

91. SCHEDULE OF CLEANING STORES:
Cotton waste, 1/2 lb. per week to each driver.
Mutton cloth, 1/4 lb. per week to each driver.



SECTION XVI

SPEED BOARDS

92. Particular attention is drawn to Rules 15 and 229 for permanent and temporary speed restrictions.

93. MAXIMUM RATES OF SPEED AND EXCEPTION THERETO : Particular attention is drawn to Rule 154.

94. CURVE BOARDS AND CURVE WARNING BOARDS:

Particular attention is drawn to the special instructions issued from time to time and the relevant Working Timetable Instructions.



Last Updated: Saturday, December 31, 2005

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