G & SR

174 WORKING OF TRAINS GENERALLY CHAPTER IV

SR 4.50 (2) In case of failure of horn / whistle of the engine at the originating
station, the engine should be treated as failed and another engine
SR 4.50 (3) should be provided.
4.51
SR 4.51 If the defect develops enroute the Loco Pilot should stop at first
approaching station and should inform the Station Master about
the defect. The Station Master, on getting memo from the Loco
Pilot, will advise Controller who will arrange relief loco, if the same
loco is allowed to work by Traction Loco Controller/Power Controller
due to non-availability of relief loco, the Loco Pilot will observe a
speed restriction of 25 KMPH if view ahead is clear and a speed
restriction of 8 KMPH when view ahead is not clear due to any
reason. In such cases defective locomotive should be changed at
first available opportunity.

In case the hooter of EMU/MEMU/DMU fails at the originating
station, the train should be withdrawn from passenger service. If it
fails enroute then train should be withdrawn from passenger service
at the next available station/opportunity and section should be
cleared at a speed not exceeding 25 Kmph if view ahead is clear
and a speed restriction of 8 Kmph when view ahead is not clear due
to any reason.

The similar instructions hold good for Tower Wagon and any other
self propelled unit.

BELL SIGNALS BETWEEN LOCO PILOT AND GUARD.—When
bell communication is provided between the Loco Pilot and
the Guard of the train, bell signal code, as may be prescribed
by special instructions, shall be used.

Following is the code of bell signals for use between the Guards
and the Motormen (Loco Pilots) of EMU/MEMU/DMU trains:

S.N. Code of Signals Indication Acknowled-
Bell gement

1. 0 Stop Train 0

2. 00 Start Train 00

3. 00 Pause 00 Passing automatic signal at ‘On’ 00 Pause
00

4. 000 Guard required by the Motorman/ 000
Loco Pilot

5. 0000 Protect train in rear 0000

6. 00000 Break Power Continuity testing by
Motorman/ Loco Pilot and Guard 00000

7. 0 Pause 0 Zone of speed restriction over- 0 Pause 0
resume prescribed speed

8. 000 Pause Guard’s Warning when the 000 Pause
000 Motorman exceeds the Speed 000
prescribed

CHAPTER IV WORKING OF TRAINS GENERALLY 175

4.52 THROWING OUT WATER, FIRE OR CINDERS.—A Loco Pilot
shall not throw out water, fire or cinders, when passing through
a station yard or tunnel, or when on a bridge.

4.53 HOSE OR WATER CRANE. —After taking water from a tank or
water column, the Loco Pilot shall see that the hose or arm is
left clear of the line and when it is provided with fastenings,
properly secured.

4.54 PASSENGERS. — Every Guard shall give his best assistance
to passengers entraining and detraining.

G. DUTIES OF STAFF ON ARRIVAL

4.55 SHUTTING OFF POWER.— In stopping a train, the Loco Pilot
4.56 shall determine where to shut off power by paying particular
SR 4.56 (1) attention to the gradient, the state of the weather, the
condition of the rails, the brake power and the length and
SR 4.56 (2) weight of the train.
4.57
GUARD TO SEE THAT TRAIN IS STOPPED CLEAR OF FOULING
MARKS.— When a train comes to a stand at a station, the
Guard shall see that, wherever possible, the last vehicle of
his train has cleared the fouling marks of all points and
crossings. If not, he shall inform the Station Master at once
and exhibit Stop hand signal to prevent any movement on
the fouled line.

If the last vehicle is not clear of the fouling marks as required vide
GR 4.56, the Guard shall show ‘Proceed with caution’ signal as
prescribed in GR 3.55 towards the Loco Pilot who may move to
clear the fouling mark. If the last vehicle is still not clear, the Guard
shall exhibit Stop hand signal to prevent any movements on the
fouled line. The Guard will sign the Train Intact Register and endorse
on the same in bold letters and underline that the fouling mark is
not clear. He shall also personally inform the Station Master, if
the train has reached the terminal station and he goes ‘off duty’.
Where the Guard continues to be ‘on duty’ with the train, he shall
protect the infringement against any movements as laid down above.

During the precedence of trains, the Guard of the first arriving train,
if not otherwise busy in shunting operations, etc, shall remain alert
and exhibit danger signal in case he finds any irregularity in the
setting of points or taking ‘OFF’ signals for the approaching train.
This, however, does not absolve the Station Master of his overall
responsibility to ensure that the conditions for taking ‘OFF’ signals,
are complied with.

When engine of a Goods or Mixed train has to be detached from its
train, the Loco Pilot and Guard will be held jointly responsible for
taking such measures as will prevent the front portion from fouling
another running line.

DETACHING ENGINE.— Whenever a train has been brought
to a stand and it is necessary for the engine, with or without
vehicles, to be detached from the rest of the train, the Guard
shall, before the train is uncoupled, satisfy himself that the
van-brakes have been put on securely and take such other
measures as may be prescribed by special instructions.

176 WORKING OF TRAINS GENERALLY CHAPTER IV

SR 4.57 The Guard of a train that is not worked with the automatic brake
4.58 must screw his hand brake hard on and fasten it immediately the
SR 4.58 (1) train comes to a stand, so as to obviate any risk of the train rolling
back, should the engine be detached for shunting operations or for
SR 4.58 (2) any other purpose. He must, however, when ready to start and
4.59 before giving the Loco Pilot the starting signal, release the brake to
4.60 prevent any unnecessary strain on the couplings.
SR 4.60
4.61 LOCO PILOT TO SEE THAT TRAIN IS STOPPED CLEAR OF
FOULING MARKS.—When a train comes to a stand at a station,
the Loco Pilot shall see that, wherever possible, his engine
is clear of the fouling marks of all points and crossings. If not,
he shall take steps to inform the Station Master at once and
exhibit Stop hand signal to prevent any movement on the
fouled line.

If, when the train comes to a stand, the engine Loco Pilot finds that
his engine is not clear of the fouling mark, he must at once sound
the prescribed whistle, attract the attention of the Guard and on
getting ‘Proceed with caution’ signal from the Guard, back his engine
clear and inform the Station Master that he has done so. Till that
time, he shall exhibit Stop hand signal to prevent any movements
on the fouled line.

On receipt of the information from the Loco Pilot that fouling mark
in front has been cleared, the Station Master must, if he had already
received the Train Intact Register, again satisfy himself that the last
vehicle of the train is still clear of fouling mark and other infringements.

During the crossing of trains, the Loco Pilot of the first arriving train
if not otherwise busy in shunting operations, etc., shall remain alert
and exhibit danger hand signal in case he finds any irregularity in
the setting of points or taking ‘OFF’ signals for the approaching
train. This, however, does not absolve the Station Master of his
overall responsibility to satisfy that the conditions for taking ‘Off’
signals are complied with.

MOVING OF TRAIN CARRYING PASSENGERS AFTER IT HAS
BEEN STOPPED AT A STATION.—When a train carrying
passengers has been brought to a stand at a station, whether
alongside, beyond, or short of the platform, the Loco Pilot
shall not move it, except under orders of the Guard or to
avert an accident.

GUARD NOT TO LEAVE TRAIN TILL HANDED OVER.—No Guard
shall leave his train until it has been properly handed over in
accordance with special instructions.

A Guard should not leave the Station at the end of his run, until he
has properly made over his train with the goods parcels, invoices,
way bills etc. to the relieving Guard or official appointed to check
and receive them, handed in his reports for the journey and obtained
the Station Master’s permission to do so.

LOCO PILOT NOT TO LEAVE ENGINE WHEN ON DUTY.—No
Loco Pilot shall leave his working locomotive or his self-
propelled vehicle when on duty, whether at a station or on a
running line, except in case of absolute necessity and after a

CHAPTER IV WORKING OF TRAINS GENERALLY 177

competent railway servant has been placed in charge of the
locomotive or self-propelled vehicle. In the case of a self-
propelled vehicle manned by a Loco Pilot only, a Loco Pilot
may leave it when necessary, provided he has locked the
cabs and has put the vehicle in low gear with the ignition
switch in the off position and has screwed down and locked
the hand brake.

H. WORKING OF MATERIAL TRAINS

4.62 WORKING OF A MATERIAL TRAIN IN A BLOCK SECTION.— A
material train shall be worked only with the permission of
Station Masters on each side and in accordance with special
instructions.

SR4.62 (1)(A) Material trains must not be worked at night or in thick, foggy or
tempestuous weather, except under special circumstances, when
the special permission of the Divisional Operations Manager must
be obtained.

(B) Material coolies are permitted to travel by material trains during the
day only. They should not be allowed to travel by material trains at
night except when accommodated in covered or second-class
carriages.

Persons who are not railway employees and have no business
connected with the railway should not be permitted to travel by
material train or any other departmental train without the prior
sanction of the General Manager or, in exceptional circumstances,
of the Chief Operations Manager.
In an emergency warranting journeys of police or military or other
non-railway personnel by railway departmental trains, permission
may be accorded by the Divisional Railway Manager.

SR 4.62 (2) In case of special emergency, a material train may be run at any
time under the authority of the Engineer in-charge.

SR 4.62 (3)(A) When running through between block stations and when running
with the engine leading, the speed of the material train must not
exceed that prescribed for goods trains of similar weight.

(B) When the engine is pushing the train or is placed in an emergency
or in exceptional circumstances somewhere in the middle of the
train and the brake-van is leading:

(i) the speed must not exceed 25 Kmph on the straight line, or 8
Kmph over a turnout;

(ii) the Guard must travel in the leading brake-van and must exhibit
hand signals to the Loco Pilot;

(iii) the train crew must keep a good lookout especially in the direction
in which the train is moving and must be prepared to stop short of
any obstruction; and

(iv) when approaching turnout, the Guard must stop the train and satisfy
himself that the points are correctly set, all non-interlocked points
are padlocked and that the advance facing points are manned.

(C) When the engine is pushing the train or is somewhere in the middle
of the train and the brake-van is not leading:

178 WORKING OF TRAINS GENERALLY CHAPTER IV

(i) the speed must not exceed 8 Kmph;

(ii) the Guard must travel on the leading vehicle and exhibit hand signals
to the Loco Pilot; and

(iii) SR 4.62 (3)(B) (iii) and (iv) must be strictly complied with.

SR 4.62 (4) A Material train shall always be worked under the ordinary Line
Clear rules in force.

SR 4.62 (5) Should work have to be carried out between stations, the Guard
must advise the Station Master of the station immediately short of
the place where the work has to be done, in writing of the intended
stoppage and its duration and he will be responsible to ensure that
no delay is caused to other train, through this time being exceeded.

SR 4.62 (6) On the single line, in case a material train has to run out part of the
way between two stations and then push back to the station from
which it started, the Loco Pilot must obtain, in addition to the usual
‘authority to proceed’ a written permission from the Station Master
to be allowed to push back into the station.

SR 4.62 (7) On the return of the train, the Guard will intimate that the whole of
the train has returned to the station complete from the section and
sign in the Trains Register Book (TSR /TMR) to that effect and
return the ‘authority to push back’ to the Station Master which must
be cancelled by the latter. The Station Master will then give
‘obstruction removed’ signal on the block or on VHF Set, as the
case may be and endorse the following remarks in the Trains
Register Book ‘train pushed back’ against the entry of the train.

SR 4.62 (8) The Station Master at a station where the train starts and pushes
back to, must advise the station in advance on the telephone and
also the controller on controlled section that the train will push
back to the station. He will then obtain the acceptance of the ‘is
line clear for a train stopping in the section’ signal, on the block
instrument or on the VHF Set where block instruments are not
provided, from the station in advance and then give the ‘train entering
section’ signal in the usual way.

SR 4.62 (9) When it has been arranged for a train to push back from the section,
it must always do so and not go through to the station in advance.

SR 4.62 (10) Before starting, a green flag must be tied to a convenient fixture in
front (or on the tender if running tender foremost) of the engine and
also at the back of the rear brake-van to indicate to men working on
the line that the train will push back.

SR 4.62 (11) On the single line, when a material train is required to be pushed
back into the station yard, the Loco Pilot should bring it to a stop
outside the first Stop signal and sound the prescribed code of
whistle. The signals may then be taken off for the admission of the
train. At non-interlocked stations, the train should, in addition to
taking ‘OFF’ of signals, be piloted.

SR 4.62 (12) On the double line, material train must not be pushed back but
must run on to the next station, where the engine can be run round
the train.

CHAPTER IV WORKING OF TRAINS GENERALLY 179

SR 4.62 (13) Material trains are on no account to be divided when working outside
station limits, that is to say, vehicles are not to be detached and
separated from the rest of the train for convenience of loading or
unloading.

SR 4.62 (14) Material trains are not to be divided also within station limits, if
there is a falling gradient and any possibility of wagons escaping.

SR 4.62 (15) Material train must not be unloaded while in motion except in the
case of specially constructed trucks and under the orders of the
Engineer in-charge.

SR 4.62 (16) Shunting open trucks loaded with materials, with coolies also in
them, is strictly prohibited when any shunting has to be done, the
Guards must see that all the coolies are out of the trucks.

SR 4.62 (17) Guards of the material train are responsible for their safe working
both in Traffic and Engineering sidings and must personally supervise
all shunting operations.

SR 4.62 (18) Goods trains may, under the special permission of the Divisional
Operations Manager and during the hours of day light only, be
stopped once between stations to load or unload materials, in these
cases, they will work under the rules applicable to Material train
and only one such stop, which should not exceed half an hour, may
be made by each train.

SR4.62(19)(A) On the Mumbai Local Suburban Section, night loading and unloading
is permitted under the special order of the Divisional Operations
Manager who will in such cases see that the Switchmen and Station
Masters concerned, are specially notified and that their
acknowledgements are obtained.

(B) A copy of the Divisional Operations Manager’s orders in regional
language should be pasted in a conspicuous place in the cabins
manned exclusively by Switchmen.

(C) The Guard of a train (which is to do the work between stations)
must personally remind the Controller and the CASM/Switchman
of the cabin in advance that his train will be stopped between certain
stations for loading or unloading, as the case may be.

(D) The Engineering Department will arrange for the protection of the
train by danger signals, which must be supplemented by detonators
in the manner prescribed in SR 3.62.

SR 4.62 (20) Where lever collars are provided they must be used to remind Station
Master/ Switchman that Material train is working in the block
section. Where lever collars are not provided, visual indicators
showing the working of Material train in the block section should be
provided on the Block Instrument. A ‘Note’ of this fact should also
be made in the Train Signal Register in red ink.

SR 4.62 (21) On stopping a Material train on a grade, the Loco Pilot should give
a long blast of the whistle to call the attention of the Guard and
thereafter three short blasts, the signal for the application of all
hand brakes. The brakes must not be released until the Loco Pilot
has signalled for this by giving one long one short (——— 0) blasts.

Before entering a section on which a Material train is required to
stand on a grade of 1 in 50 or steeper, the engine should be so

180 WORKING OF TRAINS GENERALLY CHAPTER IV

attached that when the train is standing, the engine is at the downhill
end of the train.

4.63 WORKERS ON MATERIAL TRAIN.—The Guard of a material
train shall, before giving the signal to start, see that all the
workers are on the train and warn them to sit down.

4.64 PROTECTION OF MATERIAL TRAIN WHEN STABLED.—

(1) A material train shall not be stabled on a running line at a
station, except in unavoidable circumstances.

(2) When a material train is stabled at a station, it shall be
protected in the following manner and the Station Master
shall ensure that -

(a) the vehicles of the material train have been properly secured
and are not fouling any points or crossings,

(b) all necessary points have been set against the line on which
the material train is stabled and such points have been secured
with clamps or bolts and cotters and padlocks and

(c) the keys of such padlocks are kept in his personal custody
until the material train is ready to leave the siding or line.

(3) The Guard shall not relinquish charge until he has satisfied
SR 4.64 (1) himself that the material train has been protected as
prescribed in this rule.
SR 4.64 (2)
When a Material train is placed on a siding outside station limits for
4.65 loading, unloading or stabling, it is the Guard’s duty to have the
SR 4.65 necessary brakes put down and the points secured by clamps and
4.66 padlocked. Catch sidings, slip-points or traps and Scotch Blocks
must also be set and secured.

Guards booked out with material trains must obtain the necessary
clamps from the Station Master of his headquarters station and
return them when the Material train is cancelled. For this purpose
four clamps will be kept at each Guard’s Headquarters station as
station equipment.

WORKING OF TRACK MAINTENANCE MACHINES.—Track
laying or on track tamping or maintenance machines shall
be worked only with the permission of the Station Master
and in accordance with special instructions.

See Appendix ‘A’ to Chapter XV- ON TRACK TAMPERS.

PRIVATE ENGINES AND VEHICLES.—No engine or other
vehicle, which are the property of a private owner, shall be
allowed to enter upon the railway, except in accordance with
special instructions.

CHAPTER IV WORKING OF TRAINS GENERALLY 181

1. APPENDIX - A
1.1
1.2 RULES FOR ATTACHMENT AND HAULING OF DEAD
LOCOMOTIVE (S);
(i)
(ii) Definition: A locomotive which is not worked on its own power is
(iii) defined as a dead locomotive.
1.3
Need for haulage of dead locomotive :
1.3.1
1.3.2 A locomotive may be required to be worked dead –

1.3.3 To clear a block section and take the locomotive to its destination
in case of failure or break down on the road.
1.3.4
1.3.5 For sending the locomotive to workshop/running shed for repairs
and/or maintenance schedules.
1.3.6
1.3.7 To balance the loco from one division to another.
1.4
1.4.1 Basic requirements to be satisfied when hauling dead
locomotive :

The conditions specified herein shall be complied with before haulage
of a dead locomotive on any train.

As a result of attachment of dead locomotive(s), maximum
permissible length and maximum permissible load of the train should
not be exceeded.

In case the maximum permissible speed of the dead locomotive(s)
is less than the maximum permissible speed of the train, suitable
speed restriction shall be imposed on the train while attaching the
dead locomotive(s).

As far as possible, brakes should apply on dead locomotive in
synchronisation with working locomotive. Instructions to be followed
while connecting dead locomotive to achieve above condition are
given in Item No.2 for various combinations/type of locomotives. In
other cases, dead locomotive will be hauled as piped vehicle.

On a dead locomotive, all the circuit breakers and battery knife
switch shall be off and such other steps taken to ensure that the
dead locomotive cannot be started inadvertently.

On diesel/electric locomotives it should be ensured that reverse
handle is placed in neutral position and removed.

For long distance movement of dead diesel / electric locomotives,
the traction motor brushes shall be lifted and properly secured.

The locomotive brakes shall be fully released. The brake pipe and
main reservoir pressure shall be fully discharged or the vacuum
fully destroyed. The MU2B valve shall be placed in trail/dead position.

The train Loco Pilot shall be informed that he should work the train
carefully as the dead locomotive is attached.

Clearance of block section:

When a locomotive working a train fails on the road the dead
locomotive shall be attached coupled to the relieving locomotive
and the train worked to the next block station, where the dead
locomotive shall normally be detached.

182 WORKING OF TRAINS GENERALLY CHAPTER IV

1.4.2 In case the dead locomotive is not detached from the train, as
1.5 above, then the train will work as double/triple headed with the dead
1.5.1 locomotive upto the destination or the nearest locomotive shed or
1.5.1.1 as per instructions of control

1.5.1.2 Hauling of dead locomotive by goods train.
1.5.1.3
1.5.1.4 Dead loco brakes are functional, it is attached next to working
1.5.2 locomotive(s) and MR & BC equalizing pipes are connected.

1.5.3 In case dead loco brakes are functional, it should be marshalled
next to working locomotives(s), duly observing the conditions laid
down in Item No-2 (including connection of MR equalizing pipe and
BC equalizing pipe of rear most working locomotive and dead
locomotive(s), so that brake power of the dead locomotive(s) can
be utilized. Following combinations of working and dead locomotives
are permitted.

Type of section No. of No. of Remarks
working dead
locos Locos

On all sections 1 1
On sections where 2 1 See para 1.5.1.2&
double heading is
permitted. 2 1.5.1.4
2 See para 1.5.1.2,

1.5.1.3 & 1.5.1.4

On sections where 3 1 See para 1.5.1.2,
triple heading is 1.5.1.3 & 1.5.1.4
permitted

In case dead locomotive brakes are functional and double/triple
heading is permitted, the dead locomotive can be attached next to
working locomotives.

Maximum four locomotives (i.e. 2 working and 2 dead or 3 working
and 1 dead) can be attached provided overall train length does not
exceed the loop length from starter to fouling mark.

In all the above cases, restrictions on existing bridge spans of non-
standard designs, sub-structures (pier, abutment and foundation)
and bridges on curves have to be decided by the Railways.

Dead locomotive brakes are functional but it is not attached next to
working locomotive(s) of MR and BC equalizing pipes are not
connected.

In case the brakes of the dead locomotive are functional but it is
not possible to attach it next to working locomotive(s) or it is not
possible to connect MR and BC equalizing pipes of rear most
working locomotive and dead locomotives, the dead locomotive shall
be treated as a piped vehicle and instructions in para 1.5.3 shall be
applicable.

Dead locomotive brakes are not functional and it is hauled as a
piped vehicle.

In case brakes are not functional on dead locomotive, it can be
hauled as a piped vehicle. The conditions to be satisfied in these
cases are given below.

CHAPTER IV WORKING OF TRAINS GENERALLY 183

\ i) Only one dead locomotive is permitted to be hauled.
ii)
1.5.4 a) Preferably the dead locomotive should be attached with the train
locomotive. In case it is not possible to attach dead locomotive to
1.5.5 · working locomotive, it shall be marshalled as follows.
1.5.6 .
If the dead locomotive is not placed next to the train locomotive, it
b) may be marshalled anywhere on the goods train provided that the
minimum distance between the dead loco and the train loco/banking
(i) loco (if any) shall be equal to the largest span of the bridge in the
(ii) section where the dead locomotive is to be hauled. In this case, the
(iii) following safely requirements from the point of view of brakes should
be followed.

Dual brake loco on vacuum train:
Vacuum train pipe of loco shall be connected with the vacuum train
pipe of trailing stock and at least twenty fully vacuum braked 4-
wheeler units shall be attached behind the dead locomotive.

Dual brake loco/air brake loco on air braked train:
Brake pipe of dead locomotive shall be attached to brake pipe of
the train and at least ten fully braked wagons shall be attached
behind the dead locomotive.

In case dead locomotive is attached in rear of brake van, the
instructions given in para 1.5.4 will be applicable.

When dead locomotive cannot work as a piped vehicle.

In case, it is not possible to work dead locomotive as a piped vehicle
(for example pure air brake locomotive attached to a vacuum train,
breakage of Brake Pipe/its angle cock or any other reason) the
locomotive has to be attached at the rear of brake van and following
conditions are to be satisfied.

Only one dead locomotive is permitted to be hauled.

Such type of dead loco movement is permitted on gradients not
steeper than 1 in 100.

Dead locomotive will be accompanied by a competent person not
less than Asst. Loco Pilot. This competent person should be
provided with suitable equipment including walkie-talkie set, flags,
detonators, etc. The Guard of the train to which the dead locomotive
has been attached shall personally ensure that the dead locomotive
is accompanied by such a competent person. It will be the duty
and responsibility of the competent person to switch on the flasher
light and apply the handbrakes judiciously in case of run away
occurring.

In case of dead diesel/electric locomotive fitted with the side coupling
rods, it shall be ensured that all coupling rods are in position.

The basic requirements as enumerated in para 1.3 are satisfied.

1.6 Haulage of dead locomotive by mail/express/passenger/
mixed train.

A dead diesel/electric (passenger or mixed) locomotive may be
attached to a mail/express/passenger/mixed train (except Rajdhani
or Shatabdi Express) hauled by diesel/electric locomotive duly
observing the conditions laid down in Item No.2, provided the
following conditions are satisfied:-

184 WORKING OF TRAINS GENERALLY CHAPTER IV

1.6.1 Dead loco brakes are functional and it is attached next to working
1.6.1.1 locomotive(s) and MR and BC equalizing pipes are connected.
1.6.1.2
Only one dead diesel/electric locomotive is attached to train.
1.6.1.3
1.6.2 Dead locomotive may be attached at originating station or enroute
1.6.2.1 provided that the brake of mail/express/passenger train/ mixed train
1.6.2.2 (excluding dead locomotive) is at least 90% when dead locomotive
1.6.3 is attached.

(i) Running of double/triple headed diesel/electric locomotive is
(ii) permitted on the section.
(iii)
Dead locomotive brakes are not functional and it is hauled as a
1.6.4 piped vehicle.

1.6.5 Conditions given in para 1.6.1 are applicable.
1.7
In case dead locomotive is attached in rear of brake van /SLR, the
instructions given in para 1.6.3 will be applicable.

When dead locomotive cannot work as a piped vehicle.

In case, it is not possible to work dead locomotive as a piped vehicle
(for example pure air brake locomotive attached to a vacuum train,
breakage of Brake Pipe/its angle cock or any other) the locomotive
has to be attached at the rear of brake van/SLR and following
conditions are to be satisfied.

Only one dead locomotive is permitted to be hauled.

Such type of dead loco movement is permitted on gradients not
steeper than 1 in 100.

Dead locomotive will be accompanied by a competent person not
less than Asstt.Loco Pilot. This competent person should be
provided with suitable equipment including walkie-talkie set, flags,
detonators, etc. The Guard of the train to which the dead locomotive
has been attached shall personally ensure that the dead locomotive
is accompanied by such a competent person. It will be the duty
and the responsibility of the competent person to switch on the
flasher light and apply the handbrakes judiciously in case of run
away occurring.

A certificate shall be issued by the Section Engineer / Loco Inspector
/ Power Controller / Loco Pilot of the failed loco that the dead
locomotive is fit to run by passenger train in all respects from the
safety point of view at the maximum permissible speed of the train.

The basic requirements as enumerated in para 1.3 are satisfied.

Haulage of dead electric locomotive on non-electrified
section.

When a dead electric loco is moved on a non-electrified section,
special check shall be made regarding its infringement to the
schedule of maximum moving dimensions. If there is any
infringement to the schedule, the dead electric loco shall be
considered as an ODC (Over Dimensional Consignment) and its
movement shall be permitted in accordance with the extant rules
governing such movements.

CHAPTER IV WORKING OF TRAINS GENERALLY 185

2. INSTRUCTIONS CONCERNING BRAKE SYSTEM FOR HAULING
DEAD LOCOMOTIVE.
2.1 These instructions give details of procedure to couple dead
locomotive with light locomotive or with train so that brakes are
2.1.1 applied on dead locomotive of different types.
2.1.2
2.1.3 Hauling dead diesel/electric locomotive fitted with Pure Air/
2.1.4 Dual brake system.

2.1.5 A dead locomotive fitted with pure air brake/dual air brake system
can be hauled both by pure air brake and dual air brake working
2.1.6 locomotive. For hauling dead locomotive pneumatic connections
2.1.7 between locomotive are to be made similar to MU operation so that
2.1.8 brakes are applied on dead locomotive. Details of procedure of
2.1.9 coupling dead locomotive are given below :
2.1.10
Drop down pantograph of dead loco (applies to Electric Loco only)
and engage coupler.

Couple brake pipe, feed pipe, MR & BC equalising pipe and vacuum
hose (for dual brake loco) between the coupled ends of locomotives.

When hauled by a light locomotive, on free ends of the coupled
locomotives angle cocks of brake pipe, feed pipe and cut-out cocks
of MR and BC equalising pipe should be closed and vacuum hose
should be kept on dummy.

If dead locomotive is attached behind the train locomotive of an air
braked train, rear end/end coupled with train brake pipe and feed
pipe of the dead locomotive should be connected to brake pipe and
feed pipe of the train respectively (on single pipe train only brake
pipe will be connected and angle cock of feed pipe shall be closed).
On free end of working locomotive angle cocks of brake pipe, feed
pipe and cut-out cocks of MR and BC equalising pipe should be
closed. For dual brake locomotive vacuum hoses shall be kept on
dummy.

If dead locomotive is attached to a vacuum train, vacuum hose pipe
of dead locomotive will be connected to vacuum hose pipe of the
train and on free end of the working locomotive vacuum hose should
be kept on dummy. On free end of working locomotive angle cocks
of brake pipe, feed pipe and cut-out cocks of MR and BC equalising
pipe should be closed. On the rear end/end coupled with train angle
cocks of brake pipe, feed pipe and cut-out cocks of MR and BC
equalising pipe of dead locomotive shall be closed.

Open BP & FP angle cocks and MR & BC equalising pipe cut out
cocks between the coupled ends.

Open cut out cock of leading locomotive provided in port No.5 of A-
9 Auto brake valve of operative control stand.

Make emergency brake application through A-9 automatic brake
valve, close cut out cock on in-operative control stand of working
loco. Also close the cut out cocks provided in Port No.5 of A-9
valve on both control stand/cabs of dead locomotive.

Keep MU-2B valve in “Lead” position on leading locomotive and in
Trail/Dead position on dead locomotive.

Open one inch brake pipe charging cut out cock on leading
locomotive and close the same on trailing dead locomotive.