HEAD LIGHT, MARKER LIGHT, FLASHER LIGHT HEAD LIGHT:-
1. A train shall not be worked at night on in thick foggy or tempestuous weather impairing visibility on in long tunnels, unless the engine carries an electric head light of an approved design and, in addition, two electric white marker light.
2. An engine employed exclusively on shunting at stations and yards shall, at night on during thick, foggy or tempestuous weather impairing visibility, display such head lights prescribed by Railway Administration Station, and exhibit two red marker lights in front and in rear. (Now a day’s twin-beam lights are used as head light.)
3. The electric head light on the engine shall be fitted with switch to deem the light and shall be deemed.
a. When train remains stationary at a station.
b. When the train is approaching another the train which is running is opposite direction on double or multiple tracks.
c. On such other occasion as may be prescribed by special instruction.
4. The Loco Pilot must test the electric head light and satisfy himself that it produces sufficient illumination to enable him to see ahead clearly for a distance of 240 meters or more.
Action to be taken on failure of Head light:-
1. Before leaving the Loco Shed the Loco Pilot must ensure that he has effective head light and marker lights on his engine and also flasher lights on both sides in proper working conditions.
2. If the electric head light becomes defective on the run during the horns of darken and thick and foggy weather, the Loco Pilot shall lit the white marker light and work the train cautiously at a speed not exceeding 40kmph on BG, 15kmph on NG, subjected to the maximum permissible speed of the section and other speed restrictions in force and sound the engine’s whistle frequently. The Loco Pilot shall also inform the SM of the next station. The SM shall inform the same to the section controller.
3. When SM sees that a train is running through without head light and marker lights, must send the ‘Stop and Examine the train’ signal to the stations in advance and shall inform the Section Controller.
4. The SM of the station in advance will stop the train and find out the reason why the prescribed head light and marker lights are not burning and instruct the Loco Pilot to switch on the head light and marker light.
MARKER LIGHT:-
1. Two miniature white lights are provided near the buffer of the engine which are called Marker Light.
2. When the engine works alone or as a banker engine, the marker light in rear should lit red.
3. When the head light of the engine become defective the Loco Pilot must lit the marker light. When the engine works in thick and foggy weather or in tunnel the marker light along with the head light must be switched on.
FLASHER LIGHT:-
Flasher light is an important part of the engine which is used to give information about obstruction and to protect the obstruction.
1. While taking over the charge at shed or yard, the Loco Pilot must ensure himself that the flasher light is in working condition. If the flasher is found defective at originating station, the engine is also considered defective.
2. It is fitted to the right of head light and small size.
3. When switched on, high intensity yellow. Light (Amber) flashes out.
4. The loco pilot use the flasher light to warn the Loco Pilot of the train running in opposite direction about the danger situations.
5. On double line, if the Loco Pilot of the train running in opposite direction shows flasher light, then the Loco Pilot must stop his train before the obstruction immediately. He shall restart his train only when he ensure himself the track on which he has to run is free from obstruction and safe.
6. If the flasher light is defective, and it is urgent to warn the Loco Pilot of opposite direction about the danger, the Loco Pilot must switch ‘ON’ and switch ‘OFF’ the head light frequently for warning and to attract the attention of the Loco Pilot of opposite direction.
USE OF FLASHER LIGHTS:-
Flasher light must be switched on immediately on getting the following indications.
1. Train brought to a stand on a gradient for any reason. 2. Sudden drop of pressure /vacuum and fluctuation of air flow meter while on run. 3. Sudden feels track defects. 4. Rail fracture /weld failure. 5. Train parting. 6. Locomotive failure. 7. Derailment of train. 8. Any other situation warranting protection on the adjoining track. 9. While running on wrong line during TSL working on double line section. 10. If there is no tension in OHE continuously. 11. ACF on Single line for getting line clear.
