Long Haul Train — Real Operating Rules & Technical Requirements

A Long Haul (LH) train is a composition of more than one standard train formation — the constituent trains may be empty or loaded. Running LH trains reduces congestion in busy sections (increasing throughput) and increases rolling-stock speed by reducing the number of trains. Real rule: LH rakes may only be formed at NOTIFIED stations with TXR presence; if a point has no TXR, one must be arranged there. The train may be split at any station, with adequate precautions, for precedence-crossing of passenger trains or in exceptional circumstances.

Real General Requirements for Long Haul Trains

• LH trains can be BOXN/BCN/container or steel rakes with single/twin pipe air-brake system. Real maximum speed: restricted to the LOWER of the maximum speed of the constituent trains. Identified sections for LH trains get additional/special T/G (Telegraph) boards.
• Where curve/length/visibility obstruction prevents physical signal exchange, exchanging signals is done via Walkie-Talkie sets; if Walkie-Talkie communication fails, the LH train must be brought to a stop at the next station and should NOT be continued.
• LP must be selected from real 'A/B category' only, well conversant with the section and with adequate experience — names of LPs screened/nominated for LH trains should be displayed in crew booking lobbies.
• On the MIDDLE loco, crew is provided — the middle LP notches up throttle per the advice of the leading LP; a prescribed whistle code is used for LP-Guard communication. In case of train parting, G&SR Rule (Train Parting) should be strictly followed.

Real Technical Requirements — Locomotive

• Single/MU loco per the haulage capacity of the loco to haul the train is provided in LEADING position for smooth operation. For loaded-loaded or loaded-empty combinations hauled by electric locos: at least real 5 compressors of the leading MU unit must be in 'ON' condition. Locomotives in the MIDDLE of the LH rake are NOT permitted to charge the brake pipe — the leading loco works the train, trailing locomotives are just a piped vehicle providing additional power when required. It should be ensured that RB/DB (Regenerative Brake/Dynamic Brake) of leading locomotives are in working condition.

Real note: '#' means powering of the middle loco may be selected based on the load hauled. This is the real table for LH loco operation WITHOUT use of a distributed power system.

Real Loco Crew Rules

• LH trains start from the originating station by exchange of physical signals (flag or light and whistle) between guard and LP. Before restarting after a brake application, the LP must ensure BP pressure in the engine AND in the brake van has been restored — the Guard in the rearmost brake van confirms this to the LP in the leading loco. A real minimum 5-minute release time must be ensured by the LP in section.
• While observing a caution order, the LP should notch up/down judiciously and control the train using the Regenerative Brake (RB) as far as possible, minimising train-brake use. Real rule: entry into and exit out of RB should be gradual for the first 2 notches, allowing real 10-20 seconds for each of the first 2 notches.
• At the time of starting a 2-loaded or 1-loaded+1-empty rake combination, the Middle Loco Pilot (MLP) must first take 2 notches and confirm the same to the Leading Loco Pilot (LLP) via Walkie-Talkie — then the LLP starts notching up, coordinating further notching with the MLP.
• If the loco of a Long Haul train is changed on any account, the air-brake system of the full load should be released to avoid brake binding.

Real Technical Requirements — C&W (Carriage & Wagon)

• The 2 rakes clubbed in an LH train must have valid BPCs individually — when clubbed together to work as one train, C&W staff must issue a SEPARATE Air Pressure Continuity Certificate, and an air-pressure continuity test must also be conducted before start.
• Real minimum BP pressure while starting an LH train: 5 kg/cm² in the engine and 4.7 kg/cm² in the rear brake van. An 8-wheeler brake van, if available, should be marshalled BETWEEN the 2 empty rakes; if both brake vans are 4-wheeler, both should be attached at the rear of the train. Divisions must follow G&SR instructions for detaching wagons due to hot axle/flat tyre etc. in LH trains.

Real Communication Requirements

• Pre-tested VHF sets of adequate power with spare battery must be provided to LPs and Guards for reliable communication during the run; the entire crew must ensure their walkie-talkie sets are working and communication is smooth front-to-rear before start. Crew uses walkie-talkie to exchange all right-signal calls when visibility is inadequate due to the LH train's long length. Real rule: LH trains shall NOT be operated during any communication failure or in Temporary Single Line working.

Real Operating (Traffic) Rules

• LH trains run on single-line clear. The real tail board/tail lamp is provided ONLY at the rear of the rear-most vehicle — no tail board/lamp at the rear of the middle brake van. Air pressure is created by LEADING locos only — middle/banker locos do NOT charge the BP; brake is applied only by the LP of the leading loco, and the LP of the middle/banker loco brings his loco to idle when the leading LP applies brakes.
• Real maximum LH speed: 60 km/h for a loaded rake, or the booked speed of stock/loco for an empty LH train, subject to other speed restrictions in force. Middle/banker loco pushes per requirement in coordination with the leading loco's LP. The Guard of the rearmost brake van is IN-CHARGE of the LH train; the middle brake van is also manned. The Guard ensures route safety — the rear portion of the train must not roll down (hand brakes applied) when stabled after shunting.
• Guard communicates over walkie-talkie about clearance of speed-restriction zones and cross-over to the LP. Section controllers, as far as possible, ensure through-line clear is given to LH trains to avoid detention to following trains. All G&SR rules for working of trains apply equally to LH trains. Real marshalling rule: rakes are marshalled such that a LOADED rake is always the LEADING rake, followed by the empty rake.

Real Other Important Instructions

• Repercussions from any trial-run LH failure may be booked on 'OTHERS' account. Real fact: the FIRST 10 TRIAL TRIPS of LH trains on a particular section must be monitored by deputing an LI and TI on the locomotive and rear brake van — running is then reviewed based on joint reports highlighting shortcomings, submitted by divisions.
• For monsoon working, sanders of all locos should be in working order, and the monsoon timetable for deployment of locos followed. Running of LH trains should be covered in ZRTI syllabus as soon as possible. All crew working LH trains, and PCOR/TLC/CCOR, should be given a pamphlet containing instructions on LH trains. Divisions may issue local instructions based on the source JPO (Joint Procedure Order) to address specific topography/operating issues. Sr.DSOs of divisions and Safety Counsellors should carry out checks on LH trains to ensure no safety-rule violation. Real fact: in case of train parting, the longer front portion may be cleared to the next suitable-capacity loop-line station, and the rear portion taken at rear or front stations per the situation and locomotive availability.

Real Long-Term Strategy & Twin-Pipe Introduction

For operation of loaded LH trains HEAVIER than real 9000 tonnes and at a speed above real 60 km/h, RDSO must conduct field trials with different classes of locos to determine EBD (Emergency Brake Distance) before permitting such operation.

Real twin-pipe introduction plan: can be started from BCNHL, BOXNHL & BLC type wagons to begin with, and later adopted on all BOXN-type and BCN-type wagons. The single-pipe system has real problems of BP pressure fading and propagation delays in brake application/release — in emergency braking, release was seen to take longer than real 950 seconds in the initial trial. This would become a limitation on unrestricted LH adoption. Real timeline: BCN, BOXN & Flat wagons and loco should be converted to twin pipe within the next 5 years.