Promotional Course

for
Asst. Loco Pilot to
Loco Pilot (Goods)

Electric Traction Training Centre

South Central Railway
Vijayawada
2014
 Course material for ALP to become LP (G)
Module – ALP to LP (Goods) course (Loco-Rng-2)
Technical
Durati
Module Page
Description -on
No. No.
(Days)
Rng-21 Introduction- Different types of electric locos in service 0.5 2-3
Locations and brief role of electrical power, auxiliary, control and
Rng-22 2.0 4-38
cab equipment on conventional locos
Rng-23 Description of various electrical circuits of conventional locos 3.5 39-100
Rng-32 New generation equipment 2.0 101-140
Rng-24 Locations of pneumatic valves & equipment on conventional locos 1.0
141-187
Rng-25 Description & testing of pneumatic circuit on conventional locos 1.0
Locations & checking of under frame/body equipment on
Rng-26 1.0 188-193
conventional locos
Various safety items on different class of locos, their checking along
Rng-33 with loco preparation for service and trouble shooting. 4.0 194-201
(MU Operation)
Locations and brief role of electrical power, auxiliary,
Rng-27 3.0
control/electronics circuit and cab equipment on 3Ø locos
Description & trouble shooting on various electrical circuits on 3Ø
Rng-28 2.0
locos
Locations of pneumatic valves & equipment on 3Ø locos and their 202-280
Rng-29 1.0
function, isolation etc.
Description & testing of E-70/ CCB-1 & CCB-2 pneumatic circuit
Rng-30 2.0
on 3Ø locos
Rng-31 Locations & checking of under frame/body equipment on 3Ø locos 1.0
Rng-34 Fire prevention, warning and fighting measures on electric locos 1.0 281-284
Rng-35 Traction distribution 1.0 285-293
Rng-117 C&W- Brake system and trouble shooting 1.0 294-231
Rng- Good driving techniques 312-332
3.0
118E (Alcoholism) (309)
Simulator training 6.0
On line handling 18.0
Feed back & Discussion 1.0
Total 55

ETTC/BZA/SC Rly Page 1

 Course material for ALP to become LP (G)
RNG-21
GENERAL CHARACTERISTICS OF DIFFERENT LOCOS

SL.
DESCRIPTION WAG5 WAG7 WAP4
No.
1. Gauge 1676 mm 1676 mm 1676 mm
2. Wheel Arrangement Co-co Co-co Co-co
3. Service Freight Freight Passenger
4. Length over Buffers 19974 mm 20394 mm 18794 mm
5. Total Wheel Base 14898 mm 15690 mm
6. Bogie Wheel Base 3810 mm 3800 mm 3895 mm
7. Diameter of Wheels-
New : 1092 mm 1092 mm 1092 mm
Half Worn: 1055 mm 1055 mm 1055 mm
Condemned : 1016 mm 1016 mm 1016 mm
8. Distance between Bogie- Centers 12580 mm 11890 mm 10700 mm
9. Height of Roof (in panto lock-down) 4165 mm 4205 mm 4232.5 mm
10. Body Width without Fixtures 3055 mm 3179 mm 3055mm
11. Minimum Radius of Curve 174 mm 174 mm 174 mm
12. Maximum service speed with half worn wheels 80 kmph 100 kmph 140 kmph
13. Continuous power of locomotive 3790 hp 5000 hp 5060 hp
14. Speed at continuous Rating 56Km/h 50 kmph 72kmph
15. Continuous Tractive effort at wheel rim 20.5 tonnes 27 tonnes
16. Maximum starting effort 33.5 tonnes 42 tonnes
17. Weight of locomotive 1231% T 1231% T 121.81%T
(with HS (with HS (with HS
15250A 15250A 15250A
Motor) Motor) Motor)
118.81%T
(with TAO
659 Motor)
18. Maximum axle load 20.5 T 20.5 T 18.8 T
19. Catenary Voltage
Nominal 25.0 KV 25.0 KV 25.0 KV
Maximum 27.5 KV 27.5 KV 27.5 KV
Average 22.5 KV 22.5 KV 22.5 KV
Minimum for Traction 19.0 KV 19.0 KV 19.0 KV
20. Gear ratio of transmission between motors and 18:64 for 16:65 & 21:58
wheels HS 15250A 18:64 for 23:58
motor HS
15:62 for 15250A
TA0659 motor
motor
21. Traction motor Rating 630 KW for 630 KW for 630 KW for
HS 15250A HS 15250A HS 15250A
585 KW for
TAO659
22. Type of Traction motor Cooling Air Forced Air Forced Air Forced
Ventilation Ventilation Ventilation
ETTC/BZA/SC Rly Page 2
 Course material for ALP to become LP (G)

23. Type of Braking system Air & RB in Air & RB in Air & RB in
loco & loco & loco &
air on train air on train air on train
24. No. Of Traction motor 6 6 6
25. Traction motor combination Six in Six in Six in
parallel parallel parallel

ETTC/BZA/SC Rly Page 3

 Course material for ALP to become LP (G)
RNG-22
Locations & Brief description of Cab equipment

Modified cab

LP’s desk (In both cabs):-

BL Box - Lever Box with key (having ON & OFF). Top row BL switches is interlocked with
BL key (ON).
BOX-LEVER SWITCH: - It is having two positions CLOSE and OPEN, and operated manually
by a lever.
No. BL switches: 8 on top row & 8 on bottom row
In top row: BLDJ,BLRDJ, BLSN, ,BLCP, BLCPD & BLVMT
In bottom row: BLRA, Spare, BLZLF, BLLM, BLPRR, BLPRF, BLPRD & BLLF
Note: 1. Spare BL switch is used as BPSW/Addl. BLRDJ.
2. BLRDJ is spring loaded switch.
3. BLSN normal position is closed and remaining switches are normally open.

Signaling or Pilot lamps (In each cab):-

LSRSI LSDJ
LSB LSCHBA
LSP LSGR
LSOV LSAFI
LSDBR LSAFL
LSOL LSSIT(SIV locos)
LS Group: Above LP’s head, Cab roof sealing
LS C-145 :In relay panel near Q-50.

MP:- MP is master controller. It is a Cam operated switch, where a number of cams are
mounted on the shaft. On the top end of the shaft, the wheel is fitted, which is called as MP. By
 Course material for ALP to become LP (G)
rotating the MP, the shaft rotates and cam rotates, causing closing and opening of switch
contacts.
Thus the MP operates control circuits of Tap Changer (GR) both for Traction as well
as Braking operations. MP is having two operations. Clockwise is Traction side and anti
clockwise is Braking side.

On Traction Side On Braking Side

0 Stable position P Stable position

- Un stable position - Un stable position
N Stable position N Stable position
+ Un stable position + Un stable position

1. In ‘O’ position, Traction Power Circuit is set to motoring side, that means CTFs will be in
Traction side (Up direction) and Contactor ‘C-145’ remains opened.
2. In ‘P’ positions, Traction Power circuits is set for Braking by CTFs setting towards
Braking side (Down direction) and C-145 Contactor closes.
3. When MP is moved to ‘0’ position on traction side, the line Contactors will open.
4. When MP is moved to N position, line contactors will close.
5. When MP is moved to ‘+’ position on either side, one notch Progression takes place.
6. When MP is moved to ‘-‘position on either side, one notch Regression take place.
7. When GR on notches, if MP is moved to ‘O’, Quick Regression takes place (continuous
Regression to ‘O’) and line contactors are also open.
8. When GR on notches if MP is moved to ‘P’, Quick regression takes place to ‘O’
9. If MP is moved from ‘P’ to ‘O’, Traction Power Circuit will set towards Motoring side (Up
direction) and Contactor C-145 opens

MPJ :- Reverses operating key (In each cab):- It is having 3 positions. Forward – Neutral -
Reverse. To set reversers forward direction this should be operated to forward position in
working cab. To set reversers reverse direction this should be operated to reverse position in
working cab. From Cab-I if this switch is kept on ‘F’ both J1&J2 handles move upwards. From
Cab-II if this switch is kept on ‘F’ both J1&J2 handles move downwards.

MPS:- Shunting contactors operating handle (In each cab):- This is having 0,1,2,3 (In WAP4
locos having 4th position also) positions. To increase the speed of train, after giving maximum
voltage and after taking 20th notch, this can be operated with a time gap of 30 seconds for each
operation.
Air conditioned CAB
In some locos Air conditioners are provided in both cabs of the loco instead of fans and heaters.
After energizing the loco, close all window shutters and switch on BLRA. The control unit for
air conditioner is provided on Loco pilot desk. Power ‘ON’ switch for air conditioner should
be switched on. The air conditioner will work only in the working cab. Nonworking cab BLRA
switch should be kept in ‘OFF’ position.

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 Course material for ALP to become LP (G)

Stick type Master Controller (MP)

In this Loco MPJ, MPS and MP is of stick type. MP is sub divided into 3 parts as
Traction/Brake controller, Brake lock and notch controller.

Instructions to operate stick type MP.

A. To keep reverser in forward / reverse direction, keep MPJ joystick No.1 (Handle lever) in
forward or reverse direction.
B. Through MPJ handle, if reverser is not set in required direction, then keep bye-pass switch
(No.6) in forward or reverse position.
C. To take notch on traction side with MP, move joystick No.2 (handle lever) to ‘T’ position.
For notch progression, move joy stick No.5 to ‘+’ position and leave and for notch
regression, move joy stick No.5 to ‘
D. If MP lever (joystick No.2) not works on ‘T’ position, keep bye pass switch No.7 on ‘TR’
position and work.
E. If Notch Lever (Joy stick No.5) fails i.e. notches are neither progressing nor regressing with
Notch Lever (Joy stick No.5) , keep bye-pass switch No.8 on bye pass position and take
notches through push button switches BPP or BPR (EEC operation).
F. For quick regression, keep MP handle(Joy stick No.2 ) from ‘T’ to ‘O’ position.
‘0’ position.
G. For dynamic braking with MP, ensure MP (joystick No.2) is on ‘0’, lift Brake lock handle
lever (joy stick no.3) upwards, now MP handle lock opens move MP handle lever(Joy stick
No.2) from ‘0’position to ‘P’ position.
H. To take notches on braking position, use joy stick No.5.
I. After dynamic brake to return to traction, release brake lock handle lever(joy stick no.3),
move MP handle lever(Joy stick No.2) from ‘P’ position to ‘0’ position.
J. To take shunting notches use Joy stick No.4 for the positions 1, 2, 3, 4.

ETTC/BZA/SCRly Page 6
 Course material for ALP to become LP (G)
ZPT :- Key for operating pantograph (In each cab) :- It is having 0,1&2 position. Irrespective
of cab when this switch is kept on ‘1’ position rear pantograph will raise and if kept on ‘2’
position same cab side pantograph will raise. In ‘O’ position both pantographs are lowered.
Push button switches (In each cab):-These are spring loaded switches and used to close a
circuit or to open a circuit. The following are available on LP’s desk.

BPP - Push button switch for progression of notches in EEC operation

BPR - Push button switch for regression of notches in EEC operation
BPT - Push button switch for testing signaling lamps. When pressed LSRSI& LSP lamps
glows.
BPQWC/ZQWC -Weight compensation relay switch:- This should be pressed when starting
heavy loaded train from yard and when GR is on ‘O/1st’ notch.
BPQD – In microprocessor locos, to nullify QD action and can be pressed upto 10th notch.
BPSW- PB switch for quick charging of BP pressure.
SW – To stop AFL & buzzer sound at the time of AFL ckt energisation.
VCD Reset Button (YELLOW) : To release the VCD Penalty brakes
Toggle switches (In each cab):-

ZLC: Switch for cab lights.

ZFL: Switch for flasher light.

Tractive Effort limiting switch: In some of WAG7 locos below SPMs this switch is
provided. The following Messages were stenciled there.
 Do not exceed TM current 970 Amps, in case of 18:64 gear rartio.
 Do not exceed TM current 890 Amps, in case of 16:65 gear rartio.

This is to limit the tractive effort to 60T in double headed WAG 7 locos on bridges
with the span of 25.6M, 31.9M, 47.3M, 67M & 76.8M on BGML standard spans.
Loco pilots should operate this switch while entering into the section where such type
of bridges provided.

Meters:- Modified locos

CAB-I U1 Volt meter Connected to TM1

U2 Volt meter Connected to TM2
A3 Ammeter Connected to TM3
UA voltmeter Shows line & Aux
voltages.
CAB-II A4 Ammeter Connected to TM4
U5 Volt meter Connected to TM5
U6 Volt meter Connected to TM6
UA voltmeter Shows line & Aux.
voltages

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 Course material for ALP to become LP (G)

Non modified locos:-

CAB-I U1 Volt meter Connected to TM1
AM1/1 Ammeter Connected to TM3
AM2/1 Ammeter Connected to TM4
UA voltmeter Shows line & Aux.
voltages
CAB-II U2 Volt meter Connected to TM6
AM1/2 Ammeter Connected to TM3
AM2/2 Ammeter Connected to TM4
UA voltmeter Shows line & Aux.
voltages

Gauges (In each cab):-

1. Loco BC pressure gauge Shows Loco BC pressure when SA9 is applied (Max.3.5
Kg/cm2 )
2. Brake pipe pressure gauge Shows BP pressure according to A9 position
3. MR/FP Gauge It is duplex gauge. One side MR pressure (8-9.5 Kg/cm2 )
and another side FP pressure(6.0 Kg/cm2 )
4. PR/CR Gauge In WAG7/WAP4 locos- It is also duplex gauge. One side
PR pressure (8 Kg/cm2 ) and another side CR pressure (8-
9.5 Kg/cm2 )
5. Vacuum gauge In dual brake locos only-shows Vaccum on train

6. Air flow indicator Shows charging level of BP/leakage of BP

A9 (In each cab):- Automatic vacuum brake or Air brake valve with feed valve,
SA9 (In each cab):- Independent air brake with feed valve.
COCs (In each cab):-
A9 inlet COC, A9 outlet COC, SA9 inlet COC, SA9 outlet COC, Horn High Tone COC, Horn
Low Tone COC, Wipers COC,
A8 COC in CAB-I (In WAG5, WAM4-6p, WAG7 upto27199) &in WAP4 locos in CAB-II
Note: In Pneumatic panel provided locos A8 COC is on pneumatic panel
(Pneumatic equipment discussed in Pneumatic system module.)

PEDAL SWITCH: - These types of switches are operated by foot by the virtue of their location.
Hence they are called as Pedal Switch.
PSA (In each cab):- Pedal switch for operating sander valves.
PVEF (In each cab):- Pedal switch for energizing VEF (To nullify loco brakes during A9
application)
PVCD(In each cab):-Pedal switch for VCD acknowledgement.
SON (In each cab):- Buzzer for over voltage.
Buzzer for AFL (In each cab)
ESMON type SPMs:- (One side Recorder and another side Speed Indicator)
ETTC/BZA/SCRly Page 8
 Course material for ALP to become LP (G)
1. MEDHA
2. TELPRO (AAL)
3. LAXVEN
4. STESALIT

Parts of ESMON SPMs (on front side):

1.Over speed indication LED- left side above corner

2.System-fail/ memory Full LED- right side above corner
3. LCD display
4. Key Board
5. External memory disc cover with lock
6. Memory freeze switch with glass
7. Buzzer
8. Analog speed display

The ESMON type SPM consists of data like, Train No., Driver ID, Loco No., the
Train/Driver Start Dates and Times, End Date and Time, Run Distance and Time, Coasting
Distance and Time , Dynamic Distance and Time, Over speeds, Maximum Speed, Total
Energy, Halt Energy, Run Energy and Specific Energy etc.
While taken over charge Loco pilot has to enter his identity, train name, load of train
by using keys available on SPM. Also note down KWH consumed. While handing over also
note down consumed KWH and record in Loco Log Book.

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 Course material for ALP to become LP (G)

 For illumination level in SPM use ‘9’ No. button for maximum illumination and ‘0’
No. button for illumination ‘OFF’
 Whenever Memory full LED glows, it is the just warning to the user to down load the
previous data at the earliest to avoid loosing because of the looping format of the data
structure.
 Whenever accident/derailment happens the LP has to break the glass and operate
‘Memory freeze switch’ on the SPM.

RS (In each cab):- Handle for operating brake in emergency by Assistant Loco Pilot. It is
connected to BP pipe line in pure air brake locos. It is connected to BP pipe line and train pipe
line in dual brake locos. While operating this open gradually and not more than 45o.

FLCU (In each cab):- Flasher light unit towards ALP side. This is modified for both auto
flashing and manual operation. In some locos separate switch is provided to operate FLCU.
Flasher light shall glow in Main/Stand by mode. While taken over charge check Flasher light
glowing in both modes and also check auto flashing(discussed in AFL circuit). If FLCU not
working check fuse provided on unit and contact TLC if leading side FLCU not working in
both modes.

VCD Panel towards ALP side in modified locos (In each cab). (discussed later)

BPEMS On Driving desk in modified locos (In each cab). (discussed later)

CAB1 right side locker:

Normally this side locker is empty, but the following safety items will be provided in this
locker.
1. Hand Brake
2. Spare vacuum and air hose pipes (BP / FP)
3. Fire extinguishers (4 numbers)
4. Transition screw coupling
5. Safety ‘U’ clamp
6. Wooden wedges (4 numbers)
7. Spare knuckle
Note: In modified cabs there are no side lockers and centre locker in CAB-I. Centre locker
equipment provided in MC-I in WAP4 locos and in MC-II in WAG7 locos. Hand brake
is provided in CAB-I floor underneath between LP and ALP with a door.

Cab2 Right Side Locker (Relay Panel Or ‘TR’)

QOP1 QE QRSI1 QRSI2 QLA
QOP2 Q30 QLM QOA
BP1DJ BP2DJ
QVLSOL QCVAR
QV60 QV61 QV62
QV63 QV64 Q51
Q45 Q46 QRS2

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 Course material for ALP to become LP (G)
Q49 Q50 Q52
Q100 Q120/121 QWC
Q48 Q44 Q118
1. QOP1, QOP2, QRSI1, QRSI2,QLA, QOA, QLM, QSIT are called as safety relays
2. QVLSOL, QV60, QV61, QV62, QV63and QV64 are signaling relays.
3. Q51,Q45, Q46, QRS2,Q49, Q50,Q52, Q120/121, QWC, Q48, Q44, Q118 etc.are controlling
relays.
Note:-1. In SIV Locos QLA & QOA are not provided. QSIT is provided (either Target type or
control relay type)
2. In microprocessor locos, except safety relays and QFL all other relays are removed. In
their place microprocessor main unit is provided.
3. BP1DJ is for opening of DJ and BP2DJ is for closing of DJ.
4. Beside Q50, LSC145 signaling lamp is provided in modified locos.

Cab2 Centre Locker (Contactor Panel Or ‘TK1’)

C103 C102
C101 C105
C106
C107
Note:-1. C108 is provided in some ARNO/SIV locos
2. In roof mounted RB provided locos C108 is not provided
Cab2 Left Side Locker (Switch Panel or TB)
LECC ZUBA ZRT
HQOA HBA HPH
HVRH HCP HVSL2
HSIV HQCVAR HVSL1
HCHBA UBA HMCS1
HVMT1 HVMT2 HMCS2
(OFF) HOBA (ON)
CCBA CCA CCLSA CCLC ECC
CCRA2 CCRA1 CCPT CCLF1
CCDJ CCLS CCVT CCLF2
CCAD CCSPM CCINV (SIV locos)
CCCPU in microprocessor locos (ADC type)
Spare fuses (35amps-2, 16amps-2, 10amps – 2,6amps-4 nos )
'C' CONK 'B' CONK 'A' CONK
Note: In modified cabs TR,TK-1 TB panels are kept side by side in CAB-II only.

Cab 2 Back Side Panel (TK-2)

1. Resistances for relays
2. VS diodes
3. QTD105 & QTD106

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 Course material for ALP to become LP (G)
4. LTBA ( In some locos, in place of LTBA, MOV is provided)
5. VESA3 & VESA4 with COCs (In WAP4 locos only two sander valves are provided)
6. VEPT2 with COC & Throttle valve
7. SPM equipment.

Feeding Power Circuit

OHE supply is taken to main transformer by means of panto, roof bars & DJ etc. The
OHE supply from the main transformer can be utilized for different purposes of the loco
operations. From TFWR the supply is stepped down in auxiliary power circuit and is utilized
for auxiliary operations. On the other hand, the supply as per requirement is rectified as DC
and is supplied to traction motors for tractive effort.

Equipment provided in feeding power circuit:

1. Pantographs1&2.
2. HPT1 & 2.
3. Roof bars.
4. ET1 & ET2.
5. DJ assembly.
6. QLM & TFILM
7. Roof bushing bar / HT cable.
8. HOM.
9. Main transformer.
10. GR.
1. Pantograph: Two Pantographs are provided on the loco roof to collect OHE supply when
raised and DJ is closed. Both pantographs are electrically connected by means of roof bars
(6 fixed+ 2 hand operated). Note: In WAP4 loco- 4 fixed+2 removable
2. HPT: It is hand operated roof bar. It is an isolation switch for pantograph which should be
kept in earthing clip provided on loco roof when panto is damaged.
3. Roof Bars:Six/four fixed roof bars are available on loco roof to receive the OHE supply
from panto to transfer to DJ. Cut in Roof bars causes no tension tripping failure..
4. DJ:It is a special type of EP contactor available on loco roof. It should be closed for
energising TFWR. In case of any abnormality in loco, it trips automatically to avoid
damages to the equipment and to protect the locomotive. Various types of DJ are ABCB
DJ,VCB DJ. In VCB again S/I (Vertical & horizontal) and D/I are available.
5. QLM: It is located in Relay panel.It is an over current relay provided in feeding power
circuit. Due to any reason if feeding power circuit fed with the supply of 325/450 Amps or
above, this relay energizes through current transformer TFILM and trips DJ. TFILM is
provided in HT2 above roof bushing bar/HT cable.
6. Roof Bushing Bar: It is in HT-2 compartment.It is used to receive the supply from DJ and
send to main transformer. Its normal color is red. This colour should not be discolored
especially at the time of QLM dropping. In place of roof bushing bar a HT cable is
provided in some locos.
7. ET1:It is a surge arrestor located on loco roof to save the loco from surge voltages when
DJ is in open condition. It is having two tips. One end of ET1 is connected to roof bar and
ETTC/BZA/SCRly Page 12
 Course material for ALP to become LP (G)
other end is connected to earth (loco body). The gap between two tips is 210 mm.
8. ET2:It is provided on loco roof to save the loco from surge voltages when DJ is in closed
position. The gap between two tips is 70 to 90 mm (in case of 3900 KVA transformer) and
105 mm ((in case of 5400 KVA transformer).
Note: On modified locos in place of ET2 gap less surge arrestor is provided.

9. Main Transformer:It is called as auto transformer and it is having 32 taps to get variable
voltages. The transformer is immersed in oil tank for cooling. This oil acts as insulator as
well as cooling between windings and the capacity of oil tank is 2000 Liters. One end of the
transformer terminal is connected to roof bushing bar (A33 terminal) and other end is
connected to earth through loco body (AO terminal). Transformer oil in the tank is
circulated by MPH and cooled through radiator by MVRH. A conservator is provided on the
top of the oil tank to indicate oil level present in the transformer tank. It should read above
+150c (normal mark). An explosion door is provided on the top of conservator which opens
in case of any short circuit in feeding power circuit. A breather is provided on the
conservator for destroying the vacuum created inside the conservator due to expansion and
contraction of oil. It also consists of silica gel to absorb moisture present in the air while
being allowed into conservator. The transformer oil tank is placed between two trucks with
a drain plug.
Transparent Oil Trap Chamber
In HT2 compartment one ‘Transparent Oil Trap Chamber’ is connected to the drain pipe
of Conservator tank. When QLM relay is energized and while checking HT2 compartment
for any oil splashes Loco Pilot has to check this oil trapper for any oil is trapped in this
chamber.

10.HOM:It is hand operated earthing switch provided on loco roof and operated from corridor
No1. When this switch is operated main transformer and roof equipments are connected to
earth and also electrical and pneumatic supply to pantographs is cut off and existing
pressure from panto pipe line exhausts.

11. GR: GR assembly is provided in HT-2 below CGRs. Taps are connected to GR in two
rows from auto transformer. Round shaped bus bars are provided in tap changer assembly
by which GR rollers are made to rotate by the action of SMGR. Bus bar No1 is connected to
CGR1 and bus bar No2 is connected to CGR2 through RGR and CGR3. Bus bars are
immersed in GR oil (GR oil sump capacity is 70 liters at 400C). GR oil is circulated by
PHGR. This PHGR works from 6 to 32 notches. A breather is provided near GR drum for
destroying the vacuum created inside the GR assembly due to expansion and contraction of
oil. It also consists of silica gel to absorb moisture present in the air while being allowed
into GR drum. Two GR safety valves are provided, which will send out the undue pressures
developed in the oil. SMGR is provided to operate GR which can be remotely operated from
Loco Pilot's desk by MP or EEC. If MP / EEC failed, operate GR manually. An oil gauge is
provided on left side of tap changer which should read between +200c and -200c.

12.RGR: It is provided in HT-2 behind CGRs.It is a short time resistance, which comes into
service when GR is in between notches. It can with stand the supply for 0.5 seconds and it
is connected between CGR2 and CGR3. The resistance value is 1.61 ohms.

ETTC/BZA/SCRly Page 13
 25 KV 1PHASE AC 50HZ FROM OHE

PT1 ROOF BARS ROOF BARS PT2

ETTC/BZA/SCRly
HPT1 HPT2
HPT
TH TH POWER CIRCUIT (WAG5)
DJ
ET1
RDJ 210mm
HOM
TH

HETT3900KVA TFP
TH TFWR
CGR A34 a6 TO SL1
70 TO 90MM ET2
(NORMAL 85mm) TFILM QLM C145
6
3 2 1 RSI1
A 33 ELM QE
TH
CAPTFP

RGR 1 ATFEX QRSI1

ETTFP1
a1 RCAPTFP1 5 3600A,865V
R TH
R RPGR
T C C C a5
A A A CTF3 RSILM1
O 32
P P P RSILM2 TO SL2
a3
A T T 1 T 31
30
U F F F T
29 4
X W W W F RSI2
W QRSI2
4 A 3 A 2 A BB2 BB1
A
ETTFP2
CAPTFP

C 2 1
2
RCAPTFP2

K TH 3 3600A,865V
T TH
3 a4
2 HO1
a0 1
HO2
HQOP1 HQOP2
OFF ON OFF ON
AO
QOP1
Course material for ALP to become LP (G)

QOP2
150

RPQOP1
150
RPQOP2

3X3200
RQOP2

RQOP1
3X3200

TH
DC +110V FROM BA DC +110V FROM BA
TH

Page 14
 Course material for ALP to become LP (G)

13.RPGR: It’s location is below CGRs in HT-2. It is a permanent resistance to GR and

connected between two bus bars. It is provided to make continuous flow of current to
traction motors. Its resistance value is 1 lakh ohms.

14.CGR’S: CGR 1, 2, 3 are cam contactors provided in HT-2 compartment, in the power
circuit to make or break the connections between TFWR and TFP. These contactors are
operated by SMGR, which are remotely operated from Loco Pilot's desk through MP/EEC.
These contactors are having big arc chutes. Crew should ensure that the arc chutes are
connected properly. While doing GR manual operation these contactors also closes and
opens. These contactors operate in the following manner.
NOTCH POSITION CGR1 CGR 2 CGR 3
EVEN NOTCH
O C C
(0, 2, 4, …)

HALF NOTCH C C O
(1/2, 11/2, …)
ODD NOTCH
C O O
(1, 3, 5, …)
O = open and C = close

DEFECTS IN FEEDING POWER CIRCUIT

1. Defect/cut in feeding power circuit causes NO TENSION indication.
2. Due to any reason when ever over current flows in feeding power circuit then QLM
relay energises and trips DJ.

Note: Setting of QLM: HETT 5400 KVA TFR – 450 Amps. (WAG 7 & WAP 4) and
HETT 3900 KVA TFR- 325 AMPS (WAG 5&WAM4-6P).

When QLM acted

1. Stop the train & secure the loco and train as per gradient.
2. The LP should personally check the HT compartment for any smoke, smell or fire from
transformer; tap changer, CGR1, 2&3 and their arc chutes, transformer terminals and roof
bushings.
3. Check HT compartment for any oil splash from tap changer & transformer.
4. Check the condition of silica gel & breather.
5. The LP should personally look for any oil splashes from GR safety valves, tap changer
and explosion door.
6. Check transformer oil trapper for any oil is trapped in this chamber.
7. The LP should check the under frame by getting down from the loco to see signs of oil
leakage or flashes on the motor gear equipments.
8. In case of any abnormality is noticed such as smoke, smell, fire, oil splashes from
anywhere or signs of flash over on the insulator, roof bushings etc., the loco pilot shall
“not reset the QLM” and ask for relief loco.
9. In case no abnormality noticed, the loco pilot shall reset the relay once, and close DJ duly
keeping the ALP in the corridor in a position to observe any abnormality while closing
DJ. (Do not go nearer to HT2 compartment)

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 Course material for ALP to become LP (G)
10. In case any smell, smoke or fire noticed, the ALP shall shout to the LP immediately to
trip DJ and ask for relief loco.
11. In case no abnormality is noticed on re closing DJ, LP shall work the train duly advising
the ALP to check the HT compartment for any abnormality, for every 10 minutes till the
train reaches the destination/ terminal station.
12. Whenever QLM alone acts second time, check once again FPC equipments if there is
abnormality or no abnormality don’t reset the relay target inform to TLC and ask for
relief loco.
13. Whenever QLM drops along with other safety relays check concerned power circuit
equipments, the relay which drops along with QLM.
14. If there is no abnormality reset relay targets and reclose DJ only once.
15. If there is any abnormality , isolate it, don’t reset the relay target and ask for relief loco.
16. Whenever QLM drops along with other safety relays second time if there is abnormality
or no abnormality ask for relief loco.
17. Clear remarks should be made in loco log book with particulars like GR position, TM
ammeter and voltmeter readings, OHE voltage, km no. and time of QLM dropping etc
.
18. After reaching the destination, the LP shall report all the details personally to the TLC.
19. The loco will be withdrawn from service and check for any abnormality as per extent
procedure on reaching destination/ terminal station before offering for service.

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 Course material for ALP to become LP (G)
Auxiliary Power Circuit

Main transformer consists of auxiliary winding (TFWA) as it’s secondary,

provided to feed auxiliaries load. The supply of TFWA is single-phase 380/415V. ARNO
converter is provided to convert the 1 Ø AC to 3Ø AC to feed all auxiliary motors and other
loads.

ARNO Converter: (Location is Motor Chest No.2)

The single-phase supply of 380/415 volts AC is fed directly to the U and V phases of
the ARNO converter. Since the ARNO Converter is connected to single-phase supply, no
starting torque is developed. For starting the ARNO a split phase starting method has been
employed. The W phase winding is connected to the supply phase U through a starting resistor
R-118 and starting contactor C-118 for a short duration to start the ARNO. Thus unbalanced
3Ø voltage is impressed to each phase winding of ARNO Converter and the starting torque is
developed. The ARNO Converter picks up speed within 4 seconds. After the ARNO has
gained sufficient speed, the phase W is opened from the starting circuit by starting contactor C-
118. If the starting phase fails to open within 4 seconds after ARNO gained its rated speed,
there will be excessive vibration of the ARNO and causes over heating of the ARNO. An
interlock of relay QCVAR opens C-118 coil circuit, to protect against overheating.
The neutral point ‘0’ of the ARNO is connected to an earth fault relay QOA. The relay
QOA trips the circuit breaker (DJ) of the locomotive in the event of an earth fault in the
auxiliary circuit.
The ARNO converts the 1Ø input of 380/415 V into 3Ø output as 380/415 V ± 22.5%.
The 3Ø output of the ARNO converter is connected to the auxiliary motors. ARNO is provided
with capacitors bank to absorb any surge voltages produced by it.

a0 & a1 terminals: These are output terminals of TFWA, through which 380/415 volts of
supply is sent to U & V phases. These terminals are located in HT2 compartment in between
MVRH and A34 terminal .Earth fault in these terminals cause to energising of QOA there by
DJ will trip immediately.

UA1 and UA2:-These are the voltmeters to indicate the auxiliary voltage and OHE voltage.
These are connected between U and V phases.UA1& UA2 are located in cab-1&2 Loco Pilot's
desks respectively.

C-118:- This is a 1Ø EM contactor located in Motor chest No.2. (In WAM4 locos it is
provided in HT-3, towards corridor 2 side). It is provided to connect U phase to W phase
winding through R118 resistance for 2 to 3 sec till ARNO picks up rated speed. The contactor
will be normally open condition. Before closing DJ, contactor C118 is kept closed and it is
opened automatically by the action of relay QCVAR to suppress the starting phase to the
ARNO.
Note: In some locos it is EP contactor provided with a COC in EP line and it shall be open
condition.(In WAM-4 Locos C118 is provided in HT-3 BA3 panel, in WAG-7, WAP-4
modified locos it is in HT3 BA4 panel).

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 Course material for ALP to become LP (G)
No or Low Voltage Relay (Q30):- Relay Q-30 is located in Relay panel. It is a low or no
voltage relay. While closing DJ, when the Aux. winding voltage reaches to 215 V (equal with
15.5 KV) the relay Q30 will energise and de-energise if the auxiliary winding voltage drops
below 260 V (equal with 17.5 KV). Q30 N/O I/Ls are provided on Q44 branch and on IP (E)
valve. It protects the loco equipment from no or low voltage. Initially this relay energises
through Q45 N/O I/L, after releasing BLRDJ path is maintained through RQ30
NOTE: Whenever Q-30 is defective , DJ trips and OPERATION ‘B’ PART –II takes place.
ARNO Protection Relay (QCVAR):- Relay QCVAR is a protection relay for ARNO to
ensure proper working. It is located in Relay panel. It is having two coils AC&DC.It is
connected across W phase and neutral phase of ARNO. When ARNO picks up its rated speed
and voltage across W phase reaches 155-160 V AC, First QCVAR AC coil energises and then
it’s I/L closes on DC coil and energises QCVAR DC coil. When QCVAR is energised it opens
starting phase by opening the contactor C118, and also it’s N/O I/L closes on Q118 branch and
N/C I/L opens on LSCHBA branch.
NOTE: Whenever QCVAR relay defective, DJ trips and OPERATION ‘A’ Ending takes place.
Over Current Relay for Auxiliary Power Circuit (QLA):- It is located in Relay panel. The
Relay QLA is operated by means of the current transformer (TFILA) which causes the DJ to
trip, if the current taken in by the auxiliary transformer exceeds the setting value of 1400A in
case of WAG5/WAM4-6P loco and 2000 Amps in WAP4 & WAG7 locos. While closing DJ
to bye pass QLA action Q45 N/O I/L is provided in the circuit.
NOTE;-In some locos QLA relay is not provided.
Earth Fault Relay for Auxiliary Circuit (QOA):- It is located in Relay panel. It is a safety
relay for the protection of auxiliary power circuit against earth fault. If there is any earth fault
in auxiliary power circuit, the relay QOA will energise and trips DJ. HQOA is provided to
bypass the relay through a resistance RQOA in order to limit the fault current. One terminal of
QOA is connected to ARNO neutral phase provided HQOA ON “1” position. and another
terminal is connected to battery positive.
Blower Motor for Silicon Rectifier (MVSI 1&2):- These are provided at underneath of RSI
blocks in HT-3 or HT-1/HT-3(Wherever RSI block is kept).Each rectifier cubicle is provided
with one blower, which is driven by the motor MVSI. The motors of rectifier cubicle are
controlled by means of switch HVSI 1&2 which are provided on RSI 1 & 2 blocks
respectively. The cooling of rectifier is monitored by the airflow relay QVSI 1&2. The I/Ls of
QVSI 1 &2 are connected in series with relay Q44. In the event of any MVSI 1 & 2 fails to
work, respective air flow relay QVSI does not pick up and its I/L opens on Q44 branch causing
de energisation of Q44 in turn trips DJ. Incase MVSI 1 & 2 are working normal and QVSI1 &
2 relays found defective, respective relay can be by-passed through HVSI 1&2 switches. These
are directly start motors along with ARNO.
Following are the positions of HVSI switches:
Position 0: - MVSI and QVSI isolated
Position 1: - MVSI and QVSI in service
Position 2: - MVSI isolated and QVSI in service
Position 3: - MVSI in service and QVSI isolated

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 Course material for ALP to become LP (G)

Blower Motor for Smoothing Reactor (MVSL 1&2):- These motors (MVSL1&2) are
provided at floor of HT-2 or in some modified locos MVSL-I is provided in HT1 and MVSL-II
is provided in HT2. These are used for cooling smoothing reactor 1& 2. Proper working of
motors (MVSL1&2) can be ensured by airflow relays QVSL1&2 respectively.
These are directly start motors along with ARNO. The switches HVSL1&2 are
provided on the switch board for controlling & working of Motors & relays. Whenever any
blower does not work, respective relay de-energises and trips DJ through relay Q118.
Following are the positions of HVSL switches:
Position 0: - MVSL and QVSL isolated
Position 1: - MVSL and QVSL in service
Position 2: - MVSL isolated and QVSL in service
Position 3: - MVSL in service and QVSL isolated

Oil Pump for Circulating of Transformer Oil (MPH):-The MPH is a directly start motor
and starts along with the ARNO. It’s location is HT-2. The purpose of this motor is to circulate
transformer oilfrom oil tank to radiator and back. A pressure relay QPH is provided to check
working of the oil pump. When the pump is not working properly, the relay QPH causes
tripping of DJ through relay Q118. HPH is provided on Switch board for controlling MPH and
QPH .
Following are the positions of HPH switch:
Position 0: - MPH and QPH isolated
Position 1: - MPH and QPH in service
Position 2: - MPH isolated and QPH in service
Position 3: - MPH in service and QPH isolated

Main Compressors (MCP 1, 2, 3):- These are located in Motor chest No.I. The purpose of
these compressors is to build up compressed air required for various purposes in the
locomotive. These motors starts working through contactors C101, C102, C103.These
contactors can be switched ON by switch BLCP (automatic) or by BLCPD (direct) on the Loco
Pilots' desk. Compressors can be selected according to requirement by HCP.
Main Compressor Governor RGCP is provided to regulate the working of the
compressor by opening and closing the contactors at preset value (closes at 8 kg/cm2 and opens
at 9.5 kg/cm2). A direct switch BLCPD is provided to by pass RGCP and to make compressors
to work continuously to build up pressure.

Blower for Cooling Transformer Oil (MVRH):-

Its location is HT-2.The transformer oil cooling blower motor is provided for cooling the
transformer oil in the radiator and also it cools the RPS resistances in the COWL BOX. On
closing BLVMT first C-107 contactor closes and MVRH starts working. There is a relay
QVRH to check the proper functioning of this blower. Switch HVRH is provided on TB board
for controlling MVRH and QVRH. Switch HVRH has four positions same as HVSI.
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Blower Motors For Traction motor (MVMT 1&2):- MVMT-1 is located in Motor chest-I
and MVMT-2 is located in Motor chest-II. These blower motors (MVMT-1&2) are required to
cool the traction motors in bogie 1 and 2 respectively. MVMT-1 starts working through C-105
contactor and MVMT-2 starts working through C-106 contactor. The switch BLVMT is
common for starting MVRH, MVMT 1 &2. The blowers will start one after the other with a
time delay of 5/8 Sec with the help of QTD 105 and QTD 106. Airflow relays QVMT 1&2 are
provided to check the proper functioning of these blowers. If the blowers are not working
properly, the particular relay interlock will open on Q118 branch of DJ control circuit and trips
the DJ. Switches HVMT 1&2 are provided on TB board for controlling MVMT 1&2. Switch
HVMT 1&2 has four positions same as HVSI.

Static Devices: CHBA, TFVT, Heaters/AC units are getting supply from ARNO.

CHBA: It is located in MC No.2.It receives 380/415 volts of 1 Ø AC supply through U & V

phases of ARNO. It is having a step down transformer and rectifier block. CHBA is giving two
outputs.
The 110 V AC supply is utilized for Notch repeater and 110 V DC is utilized for charging the
Batteries and to feed all the control circuits. An isolating switch HCHBA is provided with 0 &
1 positions. (Normal position is ‘1’).An ammeter is provided on the body of CHBA, which
indicates charging current. Normally it should be 2 to 3 amps in charging side. But it should
not be more than 7 amps.
Relay QV61 is provided to check the working of CHBA. It remains energised
condition when CHBA is working normally. When CHBA is failed QV61 will de-energise
and closes it’s N/C I/L on LSCHBA branch, so that green lamp LSCHBA will glow on the
LP’s desk to indicate.
After energising the loco, BY pressing ZUBA, CHBA voltage can be seen in UBA volt
meter.
NOTE: 1)In SIV locos it is in built with SIV.
2)In some modified locos HCHBA is having 4 positions i.e (0,1,2 and 3)

LSCHBA glowing on run inARNO provided locos

Causes:CHBA failed or QV61 is defective.
Trouble shooting:
Check whether CHBA is working or not;
For checking of CHBA working, Keep HBA on ‘O’ without tripping DJ. If DJ is tripped
means CHBA is not working. If DJ is not tripped means CHBA is working normally QV 61
may be defective .
a) If CHBA is working normally, ignore the LSCHBA lamps and work further duly taking the
precautions.
Precaution: 1.While closing DJ release BLRDJ promptly in 4 sec. after extinguishing of
LSDJ.
2.Check CHBA ammeter and battery volt meter frequently..
b) If CHBA is failed,
 Check MCBs on CHBA whether tripped. If tripped reset same. If fuses are provided
check the fuses. If fused renew them.
 Still CHBA not working, work the train as follows.
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 Course material for ALP to become LP (G)
 Give information to TLC.
 Keep HCHBA on ‘O’.
 Minimize the use of cab lights, corridor lights, MP, MPJ,MPS, PSA and PVEF etc.
 With BA voltage day time can work 6 hours and night time can work 4 hours duly
watching BA voltage. (it should be above 90v).
 Make a remark in log book.

Indications if Addl. CCBA or CCBA is fused, Ammeter shunt is cut in DJ open condition
UBA meter LECC Signalling MCPA/ Cab
lamps lights
Addl.CCBA N/W N/W N/W N/W
CCBA W W W N/W
Ammeter shunt W W W N/W

Note: 1. CCBA melting, Ammeter shunt cut indications are same. To know which is
defective, check CCBA fuse condition in LECC.
2. If ammeter shunt is cut and HCHBA modification is available in the loco, then keep
HCHBA in ‘3’ position to overcome the trouble.

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 Course material for ALP to become LP (G)

TFVT: It is step down transformer. It takes supply of 230 V 1Ø AC from ‘U’ phase and step
downs to 110 V AC and gives supply to both cab fans. For this 6 Amp. Fuse (CCVT) is
provided. It is located in MC. No.2.
Heaters: In both cabs LP & ALP side heaters are provided. A controlling switch BLRA is
provided in BL Box. For Cab1 heaters a 16 Amps fuse(CCRA1) and for Cab2 heaters another
16 amps fuse(CCRA2) is provided in Fuse rake. To keep the cab warm can switch on BLRA.

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 Course material for ALP to become LP (G)
Note: In some locos in place of heaters AC unit is provided. To switch on AC Unit BLRA can
be put ON along with other controlling switches of AC unit.

Auxiliaries - Isolation and precautions

MPH:-It is located in HT-2 Compartment on TFP oil delivery pipe line. Its purpose is to
circulates the transformer oil from TFP oil tank to RADIATOR and back. When relay QPH /
MPH / PH is defective Loco Pilot will experience operation ‘B’PART- I. So, keep HPH on
‘O’. Ensure TFP oil level is not increasing abnormally, clear the section with restricted current
rating . (920A for first 5min and then 500A for continuous) and take necessary precautions as
mentioned above, as we cannot ensure the working of MPH.

MVSL:- When MVSL is defective isolate concerned RSI block by keeping respective
switches HVSI, HVMT & HVSL in ‘0’ and work the train with normal current ratings and
50% of the maximum permissible sectional load.
When relay QVSL / MVSL / VSL is defective, it leads to OPERATION ‘B’ part 1. If
MVSL is working normal, keep concerned HVSL in ‘3’ position work the train further duly
watching the working of MVSL, for every 15 minutes.

MVSI:- . When MVSI is defective isolate concerned RSI block by keeping respective switches
HVSI, HVMT & HVSL in ‘0’ and work the train with normal current ratings and 50% of the max
permissible sectional load.
When QVSI/ MVSI/ VSI is defective, it leads to OPERATION 1. If MVSI is working
normally, keep concerned HVSI in ‘3’ position work the train further duly watching the
working of MVSI, for every 15 minutes.

MCP:-Three compressors MCP1, MCP2 & MCP3 are provided and controlled by HCP. If one
CP is failed, other CPs can put in service by HCP. If MCP is burnt, relay QOA will drop. At
that time isolate the defective MCP through HCP and ensure concerned contactor is opened
fully other wise disconnect the cables of compressor at terminal box.

MVRH:-. If MVRH is not working, it leads to OPERATION ‘O’. Earth fault in MVRH causes
tripping of DJ through QOA. Over current in MVRH causes tripping of DJ through QLA. In both
cases, isolate MVRH by keeping HVRH in '0' and ensure C107 opened, otherwise disconnect
terminals at terminal box of MVRH. If MVRH is isolated maintain the restricted current rating
of920A for first 5min and then 500A for continuous current and check Transformer oil
level frequently for any abnormal raise. Wedge Q 118 in energies position or work with in 5
notches if load and road permits

MVMT:- If MVMT is failed, it leads to OPERATION ‘O’. Earth fault in MVMT1/2 causes
tripping of DJ through QOA. Over current in MVMT1/2 causes tripping of DJ through QLA. In
both cases, isolate MVMT1/2 by keeping HVMT1/2 in '0' and ensure C105/C106 opened,
otherwise disconnect terminals at terminal box of MVMT1/2. If MVMT1/MVMT2 is isolated,
isolate concerned RSI block and work the train with 50% of the maximum permissible
sectional load

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 Course material for ALP to become LP (G)
Trouble Shooting for QOA acting:-
1. Duties of crew in case of QOA acting (target can be reset):
A. Check the following auxiliary power circuit equipment for any smoke, burning
smell, fire, high temperature or any abnormality.
a0, a1 terminals, RCC panel, ARNO, Q30, RQ30, C118, R118, UA 1, UA2,
QCVAR, MPH, MVSI-1&2, MVSL-1&2, power switches: HPH, HVSI-1&2,
HVSL-1&2, CHBA, , RTPR, cab heaters, TFVT, TFS, EM contactors: C101,
C102, C103, C105, C106, C107, , remote controlled motors: MCP 1, 2& 3,
MVMT-1&2, MVRH, and capacitors banks of ARNO and MCP 1,2 & 3.
 If anything found abnormal, isolate the equipment, reset the relay and resume
traction.
 If everything is normal, reset the relay target, and resume traction.
B. If QOA acts again after a long interval
 Check auxiliary power circuit for any abnormality.
 If everything is normal, reset the relay target and resume traction.
C. If QOA acts very frequently,
 Place HQOA on ‘0’ position,
 Resume traction duly observing the auxiliary power circuit equipment frequently.
Note: 1. If QOA acting at the time of closing DJ, check static loads and direct auxiliaries for
any abnormality.
2. If QOA drops while closing BLCP, check MCPs and C101, C102, C103 for any
abnormality. If QOA drops while closing BLVMT, check MVRH, MVMT 1&2, and
contactors C105, C106 & C107 for any abnormality.
3. If any abnormality is noticed in the above equipment, isolate the defective equipment and
resume traction.
4. While using RB, if AC MVRF is having earth fault QOA energises.

2. Duties of crew in case of QOA acting (target can’t be reset):

a) Check the auxiliary power circuit for any smoke, burning smell, fire or any
abnormality. If any abnormality is found, isolate the equipment and resume traction.
b) If the target does not reset, keep the isolating switches HPH, HVSL 1&2, HVSI 1&2,
and HCHBA in ‘0’, ZRT and BLRA ‘OFF’ one by one and try to reset the target.
Remove CCRA1&2 and CCVT also and try.
c) If the target is reset, isolate the corresponding auxiliary motor and resume traction.
d) If un-successful place HQOA on ‘0’ and resume traction duly observing the
instructions.

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 Course material for ALP to become LP (G)

Note
 If any auxiliary motor is burnt, place concerned isolating switch on ‘0’ and ensure its
contactor is opened fully.
 After isolating any equipment, inform to TLC.
 When HQOA is kept on ‘0’ position, depute ALP to watch for every 10 min for any
abnormality in auxiliary power circuit equipment. Inform TLC and make remark in
loco log book.

TROUBLE SHOOTING FOR ‘QLA’ ACTING:-

Check the following auxiliary power circuit equipment for any smoke, burning smell,
fire, high temperature or any abnormality.
a0, a1 terminals, ARNO, Q30, RQ30, C118, R118, UA 1, UA2, QCVAR, MPH,
MVSI-1&2, MVSL-1&2, power switches: HPH, HVSI-1&2, HVSL-1&2, CHBA, , RTPR,
cab heaters, TFVT, TFS, EM contactors: C101, C102, C103, C105, C106, C107, remote
motors: MCP 1, 2& 3, MVMT-1&2, MVRH, and capacitor bank of ARNO & MCP1,2 &3.
a) If any abnormality is noticed in any equipment, isolate the same and resume traction.
b) If no abnormality reset the QLA, close DJ resume traction and find out QLA dropping
occasions.
c) While closing DJ if QLA acts clean Q45 N/O I/L s.
d) If QLA acts second time , check aux. power ckt equipments for any abnormality. If
there is abnormality or not, do not reset the relay target, contact TLC for further instructions.

Note:
1. QLA may also drop along with QOA or QLM.
2. QLA mechanical locking is provided in some locos.

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 TRACTION MOTOR POWER CIRCUIT (WAG5) MODIFIED

ETTC/BZA/SCRly
L1 L2 L3 L4 L5 L6
CTF1
SL1-1
FROM MVRF 8 2
RSI1 RU5
RF1 RU2 RF2 RF3 RF4 RF5 RU6 RF6
SL1-2 RU1
1 2 3 4 5 6
QF1 QF2
U1 U2 A3 A4 U5 U6
CTF1 CTF1 CTF2 CTF2
CTF2
7 1 9 3 7 1 8 2 9 3
CTF 3-4
QD1
4 10
CTF 3-6

12 6
SL2-1

S 13

S 11
S 12
S 41
S 42
S 43

S 21
S 31

S 22
S 33

S 23
S 32
FROM
RSI2
SL2-2
RS 51 S 51
RS 61 S 61

RS 52 S 52
RS 62 S 62
RS 63 S 63

RS 53 S 53

J1 J2 J2
MF4
MF6

RS 41
J1 3
RS 42
RS 43
RPS6

2 J1 1 6
RPS4

2 J2 1 5

RS 21
RS 23
4 3

RS 22
4

MF2
5
MF5

MF1
RPS5

MF3

RPS1
RPS2
RPS3

RS 31

RS 11
RS 33

RS 12
RS 32

RS 13
10
7 8 9 11 12 7 8 9 10 11 12

SJ1 SJ2 SJ3 SJ4 SJ5 SJ6

4 12 12 4 CTF2
RQ20 CTF1 CTF2 CTF3
HO 1 5 10 6 11 6 11 5 5 10
13.2K 11
HO 2 CTF1
Q 20 QD1
QD2
QD2
Course material for ALP to become LP (G)

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 Course material for ALP to become LP (G)
Traction Power Circuit

Description :- Traction power is intended to give tractive effort to the loco. The power
according to the requirement is tapped from TFWR and is separated by two secondaries.
These traction transformers are called as TFP-1 and TFP-2. From these traction transformers
supply goes to RSI blocks where AC is converted as DC and is supplied to traction motors
through line contactors.

TFWR:-This is the main transformer, kept in transformer oil tank, which gets energised
initially when DJ is closed. The tap changer is connected to the working taps and the supply
is drawn through the bus bars and CGR contactors to primary winding and then circuit
completes through Auto transformer A0 terminal.

a3, a4, a5, a6 TERMINALS: These are terminals connecting TFP1, and TFP2 with RSI-1,
and RSI-2 blocks. a6 & a5 are the output terminals of TFP1 to RSI1 block and a4 & a3 are the
output terminals of TFP2 to RSI2 block, in WAG5. These terminals are located in HT2
compartment, right side of MVRH. In WAG7 and WAP4 locos a3&a4 are for TFP-1 and
a5&a6 are for TFP-2.
NOTE:-, a3,a4,a5,a6 TPC-1,TPC-2winding terminals are provide in HT-2 comp.corridor-1
side.
TFP1 & TFP2:- These are secondary transformers kept in transformer oil tank having equal
capacity in all respects. TFP1 gives supply to RSI-1 and TFP-2 gives supply to RSI-2 blocks.
These two secondary energises automatically whenever the TFP is energised by the tap
changer.

RSI-1 & RSI-2:- These are rectifier blocks provided in HT3 compartment.(In WAG7 27200
onwards and WAP4 loco RSI-I is provided in HT-I and RSI-II provided in HT-3
compartment).These RSI blocks convert AC to DC through bunch of diodes. If diode is
punctured, LSRSI glows on Loco Pilot’s desk. From RSI -1 supply goes through SL1 and
from RSI - 2 supply goes through SL2. Motors MVSI1 & MVSI 2 are provided to cool the
diodes in RSI blocks.

SL-1 & SL-2:- These are located between two trucks to the under frame of loco body. SL1
consists of two windings as SL-1/1 & SL-1/2 to purify pulsating DC coming out from RSI-1
block. Similarly SL-2 having SL- 2/1 & SL-2/2 to purify pulsating DC coming out from RSI-
2 block. These are cooled by motors MVSL-1 and MVSL-2 respectively.

Line Contactors:-There are six line contactors L1 to L6 to give path to TMs 1 to 6

respectively. These line contactors are controlled by switches HMCS-1, HMCS-2, HVSI-1,
HVSI-2,HVMT-1 & HVMT-2. In WAG5 & WAM4 locos all six line contactors are provided
in HT3 BA3 Panel. In WAG7(27200 onwards)& WAP4 locos L1,L2&L3 are provided in
HT-I BA1 Panel and L4,L5,& L6 provided in HT-3,BA3 panel.
By Keeping MP on N, +, - towards TRACTION SIDE only line contactors will close

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J-1 & J-2:-These are drum contactors which are operated by MPJ. These are called as
reversers. These reversers are having two electro valves to operate the drum. One for up
movement and another for down movement. Reversers are having manual operating handle
and locking device also. J-1 controls direction of flow of current in TMs1, 2 & 3. J-2 controls
direction of flow of current to TMs 4,5& 6. Towards cab-1 leading both J1& J2 operating
handles should be in up direction and down direction while moving from cab-2 leading. J1 is
in HT1 and J2 is in HT3, BA2 panel.

CTF 1, 2 & 3:-These are the drum contactors operated by MP. These are called as braking
contactors. These contactors are having two electro valves to operate the drum. One for up
movement and another for down movement. These are having manual operating handle.
These contactors are used for traction to braking and vice versa. For traction side these
contactor’s handles should be up side and handles should be downwards for braking.
Location: CTF1 is in HT-1 and CTF2 in HT2,BA2 and CTF3 in HT3,BA3/BA4.

RPS :- These are provided on cowl box in HT-2 compartment. RPS is a permanent resistance
to TM field to absorb leftover AC pulses going to traction motor fields. These are located in
cowl box in HT2. RPS resistances are cooled by MVRH.

QRSI-1/QRSI-2:- These are located in Relay panel. Theseare over current relays to protect
TPC1&2 equipment respectively from over current. If over current flows in Traction Power
Circuit, these relays energizes through current transformers RSILM1&2 and trips DJ.
Setting of QRSI:
HETT 5400 KVA TFR – 4000 AMPS (WAG 7 & WAP 4).
HETT 3900 KVA TFR – 3600 AMPS (WAG 5 & WAM4-6P).

1. QD-1 & QD-2:-Theseare differential current relays. QD-1 is connected between

TM2 & 3 and QD-2 is connected between TM 4&5. Whenever the difference of
current is more than 160Amps (WAG5&WAG7), this relay energises and causes auto
regression of few notches, auto sanding and LSP lamp glows and de-energises at
130Amps of difference current. In WAP4 & WAM4-6P locos QD setting is 125/80
amps. QD1 is located in HT1 and QD2 is in HT3.

Revised setting of QD relay. MS No: RDSO/2008/EL/MS/0361 dt:28-04-2008

WAG5/WAG7 WAM4/WAP1&4
Energises 160 Amps 125 Amps
De-Energises 130 amps 80 Amps

The following are the reasons for QD action:

1. Wet / greasy rails.
2. Slipped pinion.
3. Locked axle.
4. Excess load.
5. Brake binding on formation.
6. Up gradient.

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7. Defective QD connected shunting contactor.
8. QD connected line contactor not closed.
9. QD connected traction motor open circuited.
10. Defective track.
Note: When QD is energised, Loco Pilot should ascertain the reason and take necessary
action.

Q 20:- Q20 is an over voltage relay for the protection of traction power circuit from over
voltage. When ever traction power circuit is fed with more than 865 volts, this relay
energizes and regress few notches automatically. This relay is connected across positive
and negative levels of RSI-1 out put. When Q 20 is energised, causes auto regression of
GR by closing its N/O I/L on Q 51 branch of SMGR control circuit and sounding of SON
in both cabs (In few locos LSOV also will glow). This is located in HT3 compartment BA2
Panel and in modified locos of WAG-7 &WAP-4 it is provided in HT3 BA-4 Panel along
with RQ-20.
Note: Q20 setting is 865 volts. But TM voltage is restricted to 750 volts. (Q20 de-energises
at 740 Volts.)
Ammeters & Voltmeters:-Ammeters and voltmeters are provided to know the current /
voltage going to traction motors. These are provided in cabs.
NOTE:-Volt meter resistances (RU1,RU2, RU5 & RU6) are provided in HT3 BA-2 Panel
but in modified locos RU1, RU2 in HT1 BA-1 Panel and RU5, RU6 in HT3 BA2 Panel.
Ammeter shunts are provided in HT3 BA3 Panel.

Traction motor current ratings:

LOCO Type Of Type Of Starting Current Cont. Max.

TFP TM 2min 10 60min Current Voltage
min
Amps Amps Amps Amps Volts
WAG 5 HETT TAO 1100 1000 840 750 750
3900 659
WAG 5 HETT HS 1200 1100 840 750 750
3900 15250A
WAG 7 HETT HS 1300 1100 960 900 750
5400 15250A
WAP4/ HETT HS 1250 1150 960 900 750
WAP6 5400 15250A
WAM 4 HETT TAO 1100 1000 840 750 750
6P 3900 659
WAP 1 HETT TAO 1100 1000 840 750 750
3900 659

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If QOP1 is energised, check the following items for any abnormality:-

1. a5, a6 terminals in WAG5/WAM4
2. a3,a4 terminals in WAG7/WAP4
3. RSI 1
4. SL 1
5. J1
6. CTF 1, 2, 3
7. L1, L2, L3
8. Shunting contactors & resistances
9. SJ1, SJ2 & SJ3
10. Q20 & RQ20
11. QD1
12. Ammeters and voltmeters and their resistances
13. Traction Motors 1,2,3
14. RCC Panel
15. C145
16. ATFEX
17. RF panel
18. MVRF
19. QE, QF1 & QF2

QOP-1 drops, target can be reset

Action to be taken
a) If anything is found abnormal use fire extinguishers, isolate the concerned equipment
or circuit and resume traction if possible.
b) If everything is normal, try to reset the relay target and resume traction.
c) If QOP-1 drops further after a long interval, every time check the equipment
mentioned above. If no abnormality, reset the target and resume traction.
d) If QOP-1 drops frequently, isolate TMs one by one +ve side, -ve side and try. If QOP-
1 not dropping after isolating particular TM, work if the load is less than 5/6th of
maximum permissible load.
e) If QOP-1 drops in all the positions of HMCS-1, check the equipments mentioned
above thoroughly and if no abnormality is noticed, after confirming that there is no

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BANDING FAILURE, place HQOP-1 in OFF position. Reset the relay target and
clear section duly watching the power circuit equipments for any abnormality and
contact TLC.
f) After clearing block section ,stop the train, secure the loco and formation, trip DJ,
LOWER PANTO then
 Normalize HQOP1
 Enter into HT1 compartment and keep J1 in neutral and reset QOP1.
 If target is reset, conclude the defect is with TMs.
 Operate MPJ to forward direction. (Again QOP-1 target drops)
 Keep insulation between negative side contacts(see the table given below).
 Now QOP-1 target can be reset.
 Now remove one by one insulation from the contacts.
 While removing if QOP-1 target drops means that TM is having earth fault
 Isolate that particular TM both +ve and –ve side and remove insulation from
other contacts.
Make a remark in log book and inform to TLC..After keeping J1 in neutral if QOP-1 is
not reset means, Other than TMs earth fault in other equipment of TFP-1 circuit. Contact TLC.
QOP-1 drops, target cannot be reset:
Action to be taken

 Stop the train at the convenient place and check the traction power circuit no.1
for any smoke, burning smell, fire or any abnormality and check for any poly
glass material venting out through traction motor vent mesh (i.e. banding
failure).
 If any poly glass material projecting out through TM vent mesh, isolate that
traction motor, both positive and negative side. Then clear the block section
with speed not exceeding 15 Kmph and contact TLC for advice.
 If there is any abnormality in the traction power circuit, isolate the defective
equipment and try to reset the relay if target is reset, close DJ and resume
traction.
 If the relay target does not reset, keep HQOP-1 in OFF position and clear
section with precautions. After clearing section trip DJ, keep MPJ in Neutral.
Take safety measures, and enter into the HT compartment.
 Normalize HQOP-1 to ON and keep reverser J1 in neutral position.
 Try to reset the relay target.
 If the target does not reset (the fault is not with the traction motor), contact TLC
for advice.
 If the target is reset, conclude the fault is with the traction motors (1, 2, 3).
 Keep the reverser J1 in the appropriate direction. Find out the defective traction
motor by packing the reverser bit as follows.

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If QOP2 is energised, check the following items for any abnormality
1. a3, a4 terminals in WAG-5 & WAM-4
2. (a5,a6 in case of WAG7 &WAP4 locos)
3. RSI 2
4. SL 2
5. J2
6. CTF 1, 2, 3
7. L4, L5, L6
8. Shunting contactors & resistances
9. SJ4, SJ5& SJ6
10. QD2
10. Ammeters and voltmeters(A4,U5&U6)
11. Traction motors 4, 5and 6
12. RCC Panel
For Trouble shooting follow the procedure given in QOP-1.
If QOP2 is unable to reset;
For Trouble shooting follow the procedure given in QOP-1.

Isolation Of Traction motors In Different Locos:

LOCO TM POSITIVE NEGATIVE
1 HMCS 1 IN 2 J1–8
WAM 4-6P
(RB) 2 HMCS 1 IN 3 J 1 –10

WAG 5 3 HMCS 1 IN 4 J 1 –12

WAG 7 4 HMCS 2 IN 2 J2–8

WAP 4 5 HMCS 2 IN 3 J 2 –10

(With RB) 6 HMCS 2 IN 4 J 2 –12
1 HMCS 1 IN 2 J1–8
2 HMCS 1 IN 3 J 1 -10
WAP 4 3 HMCS 1 IN 4 J 1 –6
(Without RB) 4 HMCS 2 IN 2 J2–6
5 HMCS 2 IN 3 J 2 –10
6 HMCS 2 IN 4 J 2 –8

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QRSI-1
When relay QRSI-1 or QRSI-2 or both energises, it’s normally closed interlock will open on
MTDJ branch and trips DJ immediately and also a red target will drop on the relay.

The following items to be checked when QRSI-1 energised.

Check for any smoke, burning smell, fire or any abnormality in TFR terminals (a5, a6 for 3900
KVA transformer locos, a3, a4 for 5400 KVA transformer locos)
RSI 1, SL1, J1, CTF1,2,3, a6,a5/(a3,a4) terminals, RCC panel, MVRF, Q 20, RQ 20,
L1,L2, L3, TM1,2,3, QD1, SJ1,2,3, Ammeters & Voltmeters with resistances, Shunting
contactors and resistances.
If any abnormality is noticed, isolate concerned equipment. If no abnormality is noticed
reset the relay target and work further.
If QRSI 1 is energising repeatedly or energising at less current, isolate one by one
Traction motors and try. If still energising in all positions of HMCS 1, isolate Truck 1 and
work with 50% of maximum sectional load.

The following items to be checked when QRSI-2 energised

RSI 2, SL2, J2, CTF1,2,3, a3,a4/(a5,a6) terminals, RCC panel, L4,L5, L6, TM4,5,6,
QD2, SJ4,5,6, Ammeters & Voltmeters with resistances Shunting contactors and resistances.
If any abnormality is noticed, isolate concerned equipment. If no abnormality is
noticed, reset the relay target and work further.
If QRSI 2 is energising repeatedly or energising at less current, isolate one by one
Traction motors and try. If still energising in all positions of HMCS 2, isolate Truck 2 and
work with 50% of maximum sectional load.

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RHEOSTAT BRAKING

It is one type of electrical braking. This can be used in the following circumstances.
 To maintain constant speed on falling down gradients.
 To control the speed of the train while approaching signals, speed restriction etc,.

Advantages of RB:-
 Less wear and tear of brake blocks wheels and track.
 Increases the life of bearings.
 Easy and safe to run heavy loads over steep gradients.
 Can increase SEC

Principle of RB Working:-
 During application of RB, all the traction motors are disconnected from the power supply
and each resistor tray of DBR unit is connected across the traction motor armature
through CTF contacts.
 Simultaneously, the main fields of all the traction motors are get connected in series
through CTF contacts, thus making the traction motors to work as generators.
 Excitation current to the field windings, which are already connected in series, is fed
from ATFEX that is connected across one of the secondary windings of main
transformer.
 Current in the separately excited fields of each TM may be increased or decreased by
progression/ regression of tap changer through MP depending upon the dynamic braking
effort required to control the speed of the train.
 Armatures, which are already in motion, runs in the magnetic field start generating
current.
 Hence all the kinetic energy of the moving masses is converted into electrical energy
generated by traction motors and dissipated in the form of heat energy in the
forced/natural air-cooled braking resistance bank (DBR).

Procedure of Using RB:-

Just before using RB, apply A9 to minimum reduction for bunching of the formation.
 Keep MP from 0 to P, the following actions take place
a. CTF 1, 2 & 3 set to braking side.
b. C 145 contactor closes and ATFEX comes into service.
c. All line contactors remain in open condition.
d. LSB signaling lamp glows and extinguishes.
e. All TM field coils are connected in series through CTF 1, 2 & 3 contacts.
f. All TM armatures are connected to RF resistances through CTF 1, 2 & 3.

 Keep MP from ‘P’ to ‘N’ in braking side and move to ‘+’ for progression.
a. The progression of GR causes excitation of magnetic field of each TM.
b. Ensure LSDBR is extinguished below 5 notches (in some locos below 10 notches).

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a6 L1 L2 L3 L4 L5 L6
C145
RSI1 SL1-1 CTF1
QE
8 2
QRSI1 RU1 RF1 M RU5
RU2 RF2 RF3 RF4 RF5 RU6 RF6
SL1-2 V
R

ATFEX ELM
1 F 2 3 4 5 6
a5
CTF3 QF1 QF2
U1 U2 A3 U5 U6
A4
CTF1 CTF1 CTF2 CTF2 CTF2
7 1 9 3 7 1 8 2 9 3
CTF 3-4
4 10 QD1
CTF 3-6
12 6
FROM SL2-1
RSI2
SL2-2
J1 J1 J2
MF4
MF6

MF3
RPS6

2 J1 1
RPS4

MF2

MF1
6 5 3 6 J2 5

RPS1
2 J2 1
MF5

3 4

RPS2
4

RPS3
RPS5

7 8 10
9 10 11 12 7 8 9 11 12

4 12 12 4
RQ20 11 11 CTF2
5 10 6 11 6 CTF2 5 5
13.2K CTF1 CTF3 10
CTF1
Q 20 QD1
HO 1 QD2 QD2
HO 2
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c. Then only progress the notches as per requirement and keep GR on same notch till
required speed is achieved. After achieving the required speed, reduce the notches
accordingly.
 To move to traction side keep MP from ‘N’ to ‘P’ and then to ‘0’.
 Ensure glowing and extinguishing of LSB, which indicates proper setting of CTF
contactors towards traction side and opening of C145.

Working of RB:-
◙ When notches are progressed in braking side, AC supply from TFP 1/2 goes to ATFEX,
from there to RSI 1/2 where rectified to DC and smoothened by SL 1/2.
◙ Therefore DC current is fed to all TM fields (MF 1, 2, 4, 5, 6 to MF 3 and back to
RSI1/2) in series.
◙ During RB all the traction motors work as generators.
◙ While progressing notches in braking side the 6 TM fields get excited and magnetic flux
is created.
◙ As the armature is already in motion it cuts the magnetic flux and EMF is generated in
armature.
◙ This generated EMF is fed to RF resistances.
◙ Current in the separately excited fields of each TM may be increased or decreased by
progression / regression of tap changer through MP depending upon the dynamic
braking effort required to control the speed of the train.
◙ Hence kinetic energy of moving train is converted into electrical energy by TMs and
dissipated in the forced/natural air-cooling braking resistance bank.
◙ The retardation force will be developed in the TM armature.
◙ Current generated in the TM armature depends on the braking excitation current and
speed of the train.
◙ RF resistances are cooled by MVRF (AC 3Ø induction motor /DC series motor), Note:-
DC series motor is connected to TM 2 armature and 3Ø AC MVRF gets supply from
ARNO/SIV.
◙ When MVRF is working effectively, LSDBR signaling lamp extinguishes through
QVRF relay.
◙ Generation of Current & induced EMF during RB is limited to 600 Amps & 325 volts.

Protective Equipment in RB:

QE:-It is an over current protection relay for excitation. During RB, if excitation current
exceeds 900Amps to ATFEX, this relay will energize and causes auto regression of GR by de-
energising Q50 relay. When QE energizes, a red target drops on the face of the relay. It is
located in Relay panel.

QF 1 & 2:-These are over current protection relays for generated current. During RB, if
generated current exceeds 700 Amps, this relay will energise and cause auto regression of GR
by de-energising Q50 relay. QF 1 is connected in series with RF 1 and QF 2 is connected in

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series with RF 4. When QF1/2 energizes, a red target drops on the face of the relay. These are
in HT3 compartment towards corridor.
Note:- In roof mounted DBR locos QF setting is 850 Amps.
SWC:-It is a pressure switch. During RB, if loco brake cylinder pressure exceeds 1kg/cm 2 by
any reason, SWC acts and its interlock opens on Q50 relay braking path, there by GR comes to
‘0’. Located in Cab1 left side locker or pneumatic panel.
Note:-
 During RB, ammeters and voltmeters will indicate the amount of current and voltage
generated in TM armatures. During RB, ammeter deviates down wards and voltmeters
deviate upwards.
 RB can be operated only when all TMs are in service.
 Do not use RB When Q50 relay is wedged.
 Do not use RB when MP is not working.
 Minimum working limit of DBR is 30 KMPH.
 If QOP1/2 drops while using RB check concerned TFP circuit and other TMs also.

ROOF MOUNTED RB LOCOS

1. DBR resistances are provided in loco roof.
2. These resistances are cooled by Natural air or Atmospheric air.
3. In these the QF-1 ,QF-2 are energises at 850 Amps.
4. In roof mounted RB locos there is no MVRF & LSDBR lamps.
5. During RB ,it allows up to 15 notches only, if takes 16th notch auto regression of GR
Will takes place through Q-51 relay.

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RNG-23
Description of control circuits
Auxiliary Control Circuit:
This circuit is intended to give 110 volts supply to the auxiliary motor contactor coils.

Q100: This is auxiliary controlling relay located in relay panel. After closing DJ, this relay
energizes through CCA fuse, DJ N/O I/L, C118 chronometric I/L and Q100 N/C I/L. Once
Q100 is energised, N/C I/L opens and path is maintained through RQ100. Q100 is having three
N/O I/Ls. One N/O I/L closes on compressors control circuit branch, second N/O I/L closes on
exhausters control circuit branch and third N/O I/L closes on blowers control circuit branch.
Note: If EP C118 is provided, time delay of 5 seconds is provided in the relay itself and named
as QTD100/QTDX.

Compressors Control Circuit:-After closing BLCP, compressor contactors coils gets supply
according to HCP position through BLCP 1/2, RGCP I/L and Q100 N/O I/L. RGCP is
provided to close the compressor contactors when MR pressure is 8kg/cm2 or less and to open
the compressor contactors when MR pressure is 9.5kg/cm2 or more (cut in 8kg/cm2 cut-out
9.5kg/cm2). When pressure reaches to 9.5kg/cm2, RGCP I/L opens on compressor contactors
coils and closes on VEAD to drain out moisture from MR 1 & 2 through ADV 1& 2. When
compressor contactors are opened, through N/C I/Ls of C101, C102 & C103 time lag relay
Q119 energizes. Through Q119’s N/O I/L, Un-loader valves energises to remove the back
pressure from each CP delivery pipe. Q119 is also having one N/C I/L on last MCP contactor
coil. This interlock is provided for late start of last MCP with delay of 5 seconds, when we
select MCP3 along with any other MCP (parallel to this Q119 N/C I/L HCP switch closes on
‘3’ position is also provided to start last MCP when it is only selected). To select required No.
of MCPs, switch ‘HCP’ is provided. This switch is having 8 positions (0, 1, 2, 3, 1/2, 2/3, 1/3
& 1/2/3). Switch BLCPD is provided to bypass RGCP interlock. When this switch is closed,
RGCP interlock bypassed and compressor contactor coils will get continuous supply and MR
pressure builds up continuously. Open BLCPD when the pressure reaches to 9.5 Kg/cm2

Blowers Control Circuit:-After closing BLVMT 1/2, all blower contactor’s coils get supply
through Q100 N/O I/L. First C107 coil gets supply through HVRH switch closes on ‘1’ or ‘3’
position. Along with C107, QTD 105 also energizes. QTD105 relay’s N/O I/L closes after 5/8
seconds on common path of C105& QTD106. C105 contactor closes through HVMT1 closes
on ‘1’ or ‘3’ position. After closing of C105 it’s N/O I/Lcloses on its same path to avoid
chattering of contactor.This N/O I/Lalso usedto give supply to QTD106 during wedging of
C105 contactor (if QTD105 is not energised). Along with C105, QTD 106 also energizes.
QTD106 relay’s N/O I/L closes after 5/8 seconds on C106 coil branch. Now C106 contactor
closes through QTD106 N/O I/L and HVMT2 close on ‘1’ or ‘3’ position. After closing of
C106 it’s N/O I/Lcloses on its same path to avoid chattering of contactor.
In some locos to cool RF Resistances AC MVRF is provided. For this 3Ø EM contactor C108
is provided. When MP is kept on ‘P’ position C107 contactor opens and C108 contactor closes.

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Control Circuit Of Reversers, CTFs,C145& IP (E)

This circuit is provided to operate reversers, CTFs, C145 and IP (E) valve. This circuit
ensures correct preparation of the loco on traction side and on braking side. This circuit is fed
through fuse CCPT (10 Amps).

Reversers J1 & J2:- These are the drum contactors to change the direction of flow of
current in traction motor fields.
In cab1, if MPJ1 is put to forward position or in cab2, if MPJ2 is put to reverse
position, through running I/Ls of CTF 1, 2 and 3 and through GR ‘0’ I/L, J1 ‘F’ & J2 ‘F’ electro
valves energizes. When J1 ‘F’ is energised, it allows pneumatic pressure to operate the drum
contactor J1 and its handle goes upwards. Similarly when J2 ‘F’ is energised, pneumatic
pressure enters to operate the drum contactor J2 and its handle goes upwards.
In cab1, if MPJ1 is put to reverse position or in cab2, if MPJ2 is put to forward
position, through running I/Ls of CTF 1, 2 and 3 and through GR ’0’ I/L, J1‘R’ & J2 ‘R’ electro
valves energizes. When J1 ‘R’ is energised, it allows pneumatic pressure to operate the drum
contactor J1 and its handle goes downwards. Similarly when J2 ‘R’ is energised, pneumatic
pressure enters to operate the drum contactor J2 and its handle goes downwards.

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(CAM TYPE) :When loco moves towards CAB-1 Direction(i.e Cab-1 MPJ (F) or CAB-2
MPJ (R) TYPE

(CAM TYPE) :When Loco moves towards CAB-2 direction i.e CAB-1 MPJ (R) OR CAB-
2 MPJ (F)

CTF1, CTF2 & CTF3:- These are drum contactors identical to reversers J1 & J2.
When MP is on traction side, CTF1, CTF2 & CTF3 traction coils energizes through J1 &
J2 ‘F’ I/Ls or through J1 & J2 ‘R’ I/Ls. During traction, CTF1, CTF2 & CTF3 handles are
set to upwards.

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When MP is kept on ‘P’ position on braking side, CTF1, CTF2 & CTF3 braking
coils energizes through J1 & J2 ‘F’ I/Ls or through J1 & J2 ‘R’ I/Ls. During braking,
CTF1, CTF2 & CTF3 handles are set to downwards.

Energisation of Q50 Relay on Traction Side:-This is a supervising relay provided

to ensure correct preparation for the traction as well as braking side. When ever cab1
MPJ is kept on ‘F’ or cab2 MPJ is kept on ‘R’ position, J1 & J2 drums set to upward
position. When ever cab1 MPJ is kept on ‘R’ or cab2 MPJ is kept on ‘F’ position, J1 &
J2 drums set to downward position. Traction side supply for relay Q50 goes from
CCPT fuse and through BL1, MPJ ‘F’ or MPJ ‘R’, J1 ‘F’ & J2 ‘F’ OR J1 ‘R’ & J2 ‘R’, CTF1
(Running), CTF2 (Running), CTF3 (Running), C145 N/C, DJ N/O (now closes), Q50
N/C, GR ‘0’, MP ‘0’ and BL1 interlocks, the circuit completes for Q50 relay and
energizes. When Q50 is energised, it’s N/C I/L open and path is maintained to Q50
through RQ50. Q50 N/O I/L closes parallel to GR ‘0’ and MP ‘0’ I/Ls, so the path to
Q50 is maintained even after moving MP to ‘N’ position and GR is moved away from
‘0’.
When ever Q50 is energised, the following I/Ls will close or open on different
control circuits that are given below.
i. NC interlock opens on QV64 branch in signaling lamp circuit. Hence LSB
extinguishes.
ii. NO interlock closes parallel to MP ‘0’ and GR ‘0’ interlock on Q50 control
circuit.
iii. NO interlock closes on line contactors control circuit.
iv. NC interlock opens parallel to RQ50 in Q50 control circuit.
v. NC interlock opens on VE2 coil in tap changer control circuit.
vi. NO interlock closes on VE2 coil in tap changer control circuit.
vii. NO interlock closes on VE1 coil in tap changer control circuit.

Energisation of Q50 relay on braking side:-This relay energizes whenever MP is

kept on ‘P’ position on braking side to indicate preparation is correct on braking side.
To energize Q50 on braking side, CTF1, CTF2 & CTF3 drum contactors should be
thrown to braking side and contactorC145 should close. When ever MP is kept on ‘P’
position, CTF 1, 2 & 3 running side interlocks opens on Q50 traction side and at the
same time CTF1, CTF2 & CTF3 braking side interlocks get closed on C145 / Q50
branch. Braking side supply for relay Q50 goes from CCPT fuse and through GR ‘0-10’
in parallel with QVRF N/O I/L, TH1 and TH2 N/C I/Ls, CTF1 (Br), CTF2 (Br), CTF3
(Br), HMCS1 closes on ‘1’ position, HMCS2 closes on ‘1’ position, C145 coil energizes.
Just above C145 coil, the supply also goes to Q50 braking side. Now C145 N/C I/L
open on Q50 traction path and N/O I/L closes on Q50 braking path. Then through QE,
QF1 & QF2 N/C I/Ls, SWC N/C I/L (opens at 1kg/cm2 of BC pressure), C145 N/O I/L,
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DJ N/O I/L, Q50 N/C I/L, Q50 coil, GR ‘0’/CTF 1,2 & 3 braking side, Mp closes on
‘0’/’P’ and BL I/L, circuit completes and Q50 energizes on braking side. So signaling
lamp LSB glows for a movement and extinguishes. This indicates preparation for
braking side is correct. When Q50 is energised, it’s N/C I/L open and path is
maintained to Q50 through RQ50. Q50 N/O I/L closes parallel to GR ‘0’/CTF1, 2 & 3 Br
I/Ls and MP ‘0’/’P’ I/Ls, so the path to Q50 is maintained even after moving MP to ‘N’
position and GR is moved away from ‘0’.

IP electrical valve:- In non modified locos , it is located in Motor chest no 1

towards corrider no:1 and in modified locos it is provided in Pneumatic panel.
This is a vigilance electro valve which gets energised in traction side as soon as
battery is switched on. Traction side this valve gets supply from CCPT fuse and
through CTF2 (Running) I/L (parallel with GR ‘0-10’ I/L), CTF2 (Running) I/L (parallel
with Q30 N/O I/L).
In braking side, this will energize through GR ‘0-10’ / QVRF N/O I/L, two
thermal relays N/C I/Ls and through Q30 N/O I/L. During Rheostat braking side, if DJ
tripping / no tension takes place, IP valve de energizes causing destruction of BP
pressure through IP mechanical valve. In modified locos if VCD not acknowledged or
BPEMS is pressed IP ‘E’ de-energises and opens IP’M’ port and BP drops rapidly to
stop the train.
In modified locos only Ele .valve is provided and is known
as E3W VALVE. It is having one coc should be kept in open position.

Note:1. During traction , after taking 6/11th notch, if auto regression along with BP
pressure dropping happens, close IP(M) COC and work the train further.
2.During final trouble shooting in STATIC CONVERTER and MICRO PROCESSOR
locos before keeping HBA on “0” ensure that IP COC should be kept on close
position otherwise BP pressure drops.
3. Always ensure that IP COC should be in OPEN position. Due to any reason if IP
COC is required to close inform to TLC and also make a remark in log book.

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Control Circuit Of QWC

QWC relay is provided to reduce the action of QD while starting the train from
yard and on gradients. This relay gets feed from CCPT (10 Amps) fuse. When ZQWC
is pressed, through GR ‘0-1’ I/L, QWC N/C I/L, relay QWC energizes. When QWC is
energised, it’s N/C I/L open and path is maintained through RQWC. It’s N/O I/L closes
in shunting contactors control circuit. QWC maintains in energize position even after
taking second notch through QWC N/O I/L parallel to GR ‘0-1’ I/L. When the shunting
contactors are closed shunting resistances are added in parallel to magnetic fields of
specified traction motors there by electrical weight transfer takes place.
In many locos(WAG5,WAG7,WAP1) 18 shunting contactors are provided and
during cab2 leading in WAG5 loco when ZQWC is pressed, S13, S23 & S43 closes and
during CAB1 leading S33, S53 & S63 closes. QWC action is up to 10th notch only.

In WAG7 Locos CAB2 Leading When ZQWC pressed S43 S53 S63 closes
CAB1 Leading when ZQWC Pressed S13 S23 S33 closes

Control Circuit Of Shunting Contactors

For field weakening in modified locos three sets of shunting contactors and
shunting resistances (four set in case of WAP4 locos) are provided for each traction
motor. Field weakening can be achieved by MPS from Loco Pilot’s desk. MPS can be
operated only when MP is on ‘N’. MPS is having 5 positions; those are 0, 1, 2, 3 & 4.
But fourth position works only in WAP4 locomotives.
When MPS is moved to first position, S11, S21, S31, S41, S51 & S61 will close
and RS11, RS21, RS31, RS41,R S51 & RS61 will be connected across to the fields of
traction motors 1 to 6 respectively and speed will increase gradually. When MPS is
moved to 2nd position, S12 to S62 closes and RS12 to RS62 will be connected across
the field of traction motors. In the same way when MPS moved to 3 rd position S13 to
S63 closes and RS13 to RS63 will be connected across the field of traction motors.

MPS should be operated in the following manner –

1. After applying maximum voltage to traction motors i.e., 750 volts.

2. After stabilizing current to traction motors.
3. GR should be in between 20-32 notches.
Note: 30 seconds of time gap should be given for each MPS operation.
In some locos to maintain 30 seconds interval between each MPS operation
relay QMPS is provided.
 SHG CONTACTORS CONTROL CIRCUIT
TO CCPT
GR
FROM BL 2
FROM 0-10

ETTC/BZA/SCRly
BL 1 F F R R
GR J1 J2 J1 J2
20-32

ZQWC 2

ZQWC 1
0 1234 4321 0

QWC

QWC
MPS 2

MPS 1
GR QWC
0-1

SHUNT 1

SHUNT 2

SHUNT 3
QWC

RQWC
QWC QWC
Course material for ALP to become LP (G)

QWC
S52
S62

S51
S61
S32

S12
S42

S31

S11
S41
S63
S33

S22

S21
S23

S43
S53

S13

B - ve

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Control circuit of QRS2

QRS2 is an emergency relay, provided in relay panel. Whenever BP drops by

any reason, it causes auto regression .
QRS2 will energise through CCLS, BL I/L, RGEB2 contact closes when the BP
pressure is more than 4.0 KG/CM2, self I/L of QRS2. Hence while running the train,
QRS2 will be in energised condition.
Whenever BP drops to 2.8 KG/CM2 or below by any reason, QRS2 will de
energise through RGEB2 contact. Then QRS2 N/C I/L close on Q51 branch causing
auto regression of GR.
QRS2 N/O I/L on VEF (E) will open causing loco brakes to apply even though
PVEF is pressed.
NOTE :-During RB, Proportional brakes will not apply even though Auto brake valve
kept in emergency or RS open position due to CTF (Br) I/L is provided in parallel to
RGEB-2 on QRS-2 circuit.
SO, while working LE/ CLE to stop apply only SA-9,and ensure that don”t keep MP on
‘BRAKING SIDE”

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Sanderscontrol circuit

The sanders control circuit energises VESA1 & 2 or VESA3 & 4 according to the
direction of train movement causing sand to apply in front of wheels.
When PSA1 is pressed, through CCLS, BL I/L, PSA contact, J1F and J2F
contacts, VESA1 & 2 will energise. When PSA2 is pressed, through CCLS, BL I/L, PSA
contact, J1R and J2R contacts, VESA 3 & 4 will energise. When these electro valves
are energised, the pressure from MR2 acts on sand ejectors (provided below each
sand box) and sand drops with forced air in between wheels and rails for better grip.
During cab-1 leading sand drops to axle No 1, 2 & 4. During cab-2 leading sand drops
to axle No 6, 5 & 3.
When ever Q48 is energised, automatically concerned electro valve energises
according to the cab leading. But this Q48 I/L is having 5 seconds time lag which
allows dropping of sand even after de-energisation of Q48 relay.
Note: In WAP4 locos only two sander electro valves are provided.

Q48 Control Circuit

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When ever QD1 is energizes due to the current difference in between TM2 and
TM3, QD1 N/O I/L closes in Q48 branch (below HMCS1). Similarly when ever QD2 is
energizes due to the current difference in between TM4 and TM5, QD2 N/O I/L closes
in Q48 branch (below HMCS2).
Q48 gets energizes when QD1 or QD2 Or both acts only if HMCS1 or
HMCS2 is placed in 1 & 3 position in non modified locos. In modified locos HMCS1 in 1
on 2 OR HMCS2 is in 1 or 4 position

Signaling lamp circuit

These lamps are provided to indicate the normal and abnormal working of
important equipment in the Loco. The signal lamps are controlled by signal relays.
Glowing of signal lamp indicates the abnormal condition of the apparatus and
extinguishing lamp indicates the normal working of apparatus. The Pilot Lamp LSOL
and LS group are intended for MU operation of Locomotives. The circuit gets energies
if HBA is placed on ‘1’ position and BL key is unlocked, ZLS on ‘1’ provided fuse CCLS
is in good condition. The following Pilot Lamps are provided on LPs desk.
1. LSDJ : It is Red in color and controlled by relay QV60.
2. LSCHBA : It is Green color and controlled by relay QCVAR & QV61
3. LSGR : It is Blue in color and controlled by relay QV62
4. LSRSI : It is White in color and controlled by relay QV63
5. LSB : It is Yellow in color and controlled by relay QV64
6. LSP : It is Red in color and controlled by relay Q48
7. LSAF : It is Yellow in color and controlled by relay RGAF
8. LSOL : It is Amber in color and controlled by relay QVLSOL of other
Loco
9. LS group : It is Red in color and controlled by a group of signaling relay
inter-locks namely QV60, QV61, QV63 and QV64.
10. LSDBR : It is Red in color and controlled by relay QVRF.

LSDJ: It is provided to indicate the position of main circuit breaker (DJ). The
extinguishing of lamps indicates the DJ in closed condition. The normally closed inter-
lock of the DJ is provided on relay QV60, when DJ is in open condition its N/C I/L
remains closed on QV60.Thereby the relay gets energise and the relay N/O I/L closes
on LSDJ branch, making the LSDJ lamp glow. When the DJ is closed condition its N/C
I/L gets opened on QV60 branch. Thereby the relay QV60 de-energises and its N/O
I/L gets opened on LSDJ, thereby LSDJ lamp extinguished, which indicates the Loco
Pilot that ‘DJ’ is in closed condition.

LSCHBA: It is provided to indicate the condition of CHBA and ARNO/SIV. QV61 and
QCVAR N/C I/L( In SIV locos QCON N/C I/L) provided on LSCHBA branch. When Loco
is in de-energized condition relay QV61 and QCVAR(QCON in SIV locos) remains de-

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energized and their N/C I/Ls remains closed on LSCHBA branch and lamp LSCHBA
will low. When DJ closed and ARNO/SIV pick up rated voltage QCVAR/QCON
energizes and its N/C I/L opens on LSCHBA branch. At the same time the CHBA also
comes in service. So that the relay QV61 gets energised and its N/C I/L opens on
LSCHBA branch and the lamp LSCHBA extinguished.
In the event of the CHBA failure or defect in relay QV61, it causes glowing of
lamp LSCHBA, when loco is in energised condition.

LSGR : It is provided to indicate the position of GR whether it is on notches or ‘ O’.

When GR is on ‘O’ this lamp glows and when GR is on notches this lamp extinguishes.
The controlling relay for LSGR is QV62. GR ‘O’ I/L and ASMGR I/L(opens in between
1-0 notch) is provided on QV62, When Gr on ‘O’, QV 62 energises thereby N/O I/L of
QV62 closes on LSGR branch and lamp LSGR glows. When GR is moved away from
‘O’ position to notches, the GR I/L opens on LSGR branch and LSGR lamp
extinguishes.
On QV62,Interlock no. 9-10 (closes only on full notch) has been connected in
series with existing interlock no. 89-90 on QV 62 branch. This modified arrangement
ensures that LSGR glows only when SMGR has actually rotated by 320° while
regressing from 1 to ‘0’ notch and is not stuck up in between.

LSRSI: It is provided to indicate the condition of silicon diodes provided in RSI

blocks. So long the RSI block, functioning normal, the LSRSI remains extinguishing.
Whenever there is abnormality causing melting of HRC fuses which in turn projects
the tell tale fuses and closes the micro switch in relay QV63 branch and the relay
energises and closes its N/O I/L on LSRSI branch, thereby LSRSI lamp glows.( In
some locos in place of TELL-TALE fuses LEDs are provided on RSI block)

LSB: It is provided to indicate the Loco Pilot about the correct setting of Traction
power circuit either on Motoring or in Braking side. When it glows it indicates that
traction power circuit is not set properly. When it extinguishes it indicates proper
setting of Traction power circuit. Its controlling relay is QV64, on which an N/C I/L of
Q50 is provided. Whenever equipment of traction power circuit properly set, the Q50
energises and opens its N/C I/L on QV64 and in turn LSB will extinguish. When the
setting of Traction power circuit is not proper or kept neutral, the Q50 de-energises
and it’s N/C I/L remains closed on QV64 and QV64 N/O I/L remains closed on LSB
and LSB lamp glows.

LSP: It is provided to indicate the Loco Pilot about the wheel slipping. This is
controlled by relay Q48. Whenever wheel slip takes place it indicates glowing of LSP.
Whenever wheel slip takes place, there will be differential flow of current between the
traction motor. And that is sensed by QD connected to them. The relay energises and
closes its interlock on Q48 relay branch. Thereby the relay Q48 energises and it’s
interlock on LSP branch closes and LSP lamp glows.

LSOL: It is provided on the loco pilot’s desk, it is intended for the MU operation of
the locos, when it glows it indicate that the defect is in other Loco. This lamp is
controlled by relay QVLSOL of other Loco. Whenever the relay interlocks of either
QV60, QV61, QV63, QV64 closes on the branch of QVLSOL and QVLSOL energises.
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hence its N/O I/L will close and extend the signal lamp feed from that Loco to other
Loco and causes the lamp LSOL to glow.

LS Group: It is located on the ceiling of the Loco. Whenever defect raises in the
Loco resulting closing of I/Ls of QV60/QV61/QV63/QV64 on the branch of LS group
and the lamp LS group glows, thereby indicating the Loco Pilot that defect is in the
loco in which it is glowing in MU operation.

LSAF: This lamp glows while BP pressure is charging. While charging BP when MR3
pressure more than 4.0 Kg/cm2 enters into RGAF, RGAF energises and it’s I/L closes
on LSAF branch and LSAF lamp glows. When BP charging completes and MR3
pressure drops below 3.0 Kg/Cm2 in RGAF, RGAF de energises and it’s I/L will open on
LSAF and LSAF lamp extinguishes.

LSDBR:it is lamp on both CABs of Loco, provided for locos having rheostatic braking
facilities. This lamp is controlled by QVRF. This lamp will glow when MP is placed on
‘P’ position (Braking side). And it is extinguishes after the relay QVRFis energised
when blow motor started circulating sufficient value of air to cool the RF’s. The LSRF
glows when MP is placed on ‘P’. Since CTF’s braking interlocks closes on QVRF, its N/C
I/L closed condition on LSRF branch than MVRF works normally QVRF energises and
its interlocks open on LSRF branch, so the lamp LSRF extinguish.

LSOV: This lamp is available in some locos to indicate excess TM voltage. Whenever
TM applied voltage reaches 865 volts, Q 20 energises and along with remaining
actions this lamp also will glow.

LSGRR: This lamp is available in some locos to indicate the position of rear loco GR
while working MU locos. When rear loco GR on notches this lamp will extinguish.

LSSIT: This lamp is available in SIV provided locos on both cab’s LP’S DESK. In
normal position it is extinguish condition. During INTERNAL FAULT/EXTERNAL FAULT
in SIV only LSSIT lamp glows and also DJ will trips. It glows when QSIT relay
energises.

NOTE:- In modified SIV locos QSIT relay is provided just like safety relay with target.
In such locos LSSIT lamp is not provided.

LSC-145: This lamp is provided in relay panel side of Q-50 relay. It shows the
position of c-145. If C-145 contactor is open in Traction side LS C-145 Lamp is in
extinguished condition and if C-145 contactor is closed in Braking side LS C-145 Lamp
is glowing condition.

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LSRSI glowing on run:

Causes:
1. Telltale fuse melted/LED glowing RSI block
2. QV63 N/O interlock welded
3. BPT contact stuck up.

PROCEDURE

1 . Should not bring MP to ‘0’.

2. Note down the readings of Ammeters, Voltmeters, Line voltage, Notch position,
MPS position, Speed and Gradient.
3. Now, bring MP to ‘0’.
4. Take necessary precautions and check the projection of tell-tale fuses.
5. If two fuses are projected in same RSI block, isolate concerned block and work
further.
6. If one fuse is projected in a block (or in each block), remove the same and
work further duly not reaching the earlier current ratings.
7. In modified locos RED LED’S are provided. If one red LED glows in any one RSI
block(change the miniature toggle switch position if provided. ) not to exceed
the previous current ratings work the train further duly informing to TLC.
8. If two red LEDS are glowing in any RSI block then isolate concerned RSI block
by keeping HVSI,HVMT,HVSL on 0 position and work the train with 50%
tractive effort if load and road permits otherwise inform to TLC and ask for
assistance or banker loco.
 Make entry in loco logbook and inform to TLC if necessary.

All pilot lamps are not glowing:

Causes:
1. CCLS blown out
2. ZLS OFF (if provided)
3. Poor contact of BL interlock
4. ‘A’ Conk slackened. (If DJ trips and Panto lowers)

Trouble Shooting:
a) Ensure HBA is closed, battery voltage is above 90 volts and BL is unlocked.
Lock and unlock BL for 2 or 3 times and check the pilot lamps. If they are
glowing, resume traction.
b) If not glowing, ensure ZLS is ‘ON’ position (provide in switch panel).

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c) Check the fuse CCLS. If it is melted, renew the same and resume traction. If
the fuse is repeatedly melting even after placing HOBA in OFF position, work
without pilot lamps, observing other audible signs, use sand by pouring
manually if required and wedge QRS in enegise condition to get notches.
d) If CCLS is in good condition with DJ tripping, check the ‘A’ conk connection
below the switch panel for any slackness or disconnection. If any abnormality
is noticed, attend it and resume traction. Otherwise work without pilot lamps,
observing other visible and audible signs.
NOTE:
If LSAF alone not glows and AFL not functioning, check the fuse CCLSA.

Working without pilot lamps:

1. While closing DJ release BLRDJ after 4 seconds of UA needle deviates.

2. Keep a good watch on UA needle and notice the auxiliaries sound to pick up
correct indication of tripping in case of any failure.
3. The deflection of UA needle and notice of auxiliary sound will only be the check
indication for closing DJ and trouble shooting.
4. Keep a watch on BA voltage and ammeter of CHBA.
5. Frequently check the telltale fuses on the RSI blocks, if any abnormality, any
fuse projects out, take action as required when LSRSI lamps glows.
6. Continue to haul up to next locomotive relief point.
7. Whenever MP is placed on ‘O’, observe NR to came to ‘O’ and both ammeter
voltmeter needles have come to ‘O’.
8. Inform to TLC.
9. Make an entry in the log book.

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DJ Control Circuit
DJ control circuit is provided
1. To give starting phase to ARNO.
2. To protect the loco if any of eight auxiliary motors is not working.
3. To protect the loco if ARNO is not working.
4. To protect RGR.
5. To ensure that GR is on ‘0’ while closing DJ.
6. To protect feeding power circuit from over current and short circuit.
7. To protect auxiliary power circuit from over current and earth fault.
8. To protect traction power circuit from over current and earth fault.
9. It trips DJ if GR is struck up on full notches while doing quick regression with
MP.

Types of DJ
1. In DJ, there are two types ABCB and VCB.
2. In VCB there are three types, double interrupter VCB, single interrupter
horizontal VCB and single interrupter vertical VCB.
3. In ABCB DJ control circuit there are six branches (Q118, Q45, Q44, C118,
EFDJ and MTDJ).
 In ABCB DJ closing coil is EFDJ and maintaining or tripping coil is MTDJ.

4. In VCB DJ (double interrupter and single interrupter vertical) control circuit

there are five branches (Q118, Q45, Q44, C118 and MTDJ). In these closing
coil and tripping coil is MTDJ.
5. In single interrupter horizontal VCB there are six branches (Q118, Q45, Q44,
C118, EFDJ and MTDJ) like ABCB. In this DJ closing coil is EFDJ and tripping
coil is MTDJ.

AIR BLAST CIRCUIT BREAKER:

Air Blast circuit breaker consists of two contacts namely primary
contact and secondary contact fitted on the loco roof. The primary contact is provided
inside the horizontal insulator and the secondary contact is provided on the rotating
vertical insulator. The secondary contact insulator is connected through fork and
actuating rod to the piston of the DJ servomotor.
To close DJ, pneumatic pressure admitted into DJ servomotor on right
hand side (piston rod end). To open DJ, the pneumatic pressure admitted on left side
of the piston. The air admission is controlled on right hand side by an electro valve
coil EFDJ and on left hand side by an electro valve coil MTDJ. To close DJ, the
pneumatic pressure in RDJ should be above 6.5 kg/cm² and to energise the electro
valve coils the battery voltage should be above 90 volts. To close DJ, switch ‘ON’ BLDJ
and press BLRDJ switch. In the DJ control circuit, first MTDJ coil will energise and
closes the passage of air in to the DJ servomotor left hand side. Later when EFDJ coil
is energised, the air from RDJ through EFDJ valve enters on the right hand side of the
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piston moving the piston to left hand side. Along with the piston through its fork and
actuating rod the secondary contact moves along with the insulator touching the fixed
contact of the primary of DJ assembly. Through the primary contact in the insulator
and the flexible shunts the current flows from the secondary contact to the main
transformer (TFWR).After closing of DJ the secondary contact is held in closed
position by mechanical locking through the retaining spring. After closing DJ the EFDJ
coil will be de-energise and the admission of air in to the right hand side of the DJ
servomotor is stopped and at the same time the air which entered to close DJ is
exhausted through exhaust port. To open DJ, MTDJ coil is to be de energised. When
BLDJ switch is opened or due to any other reason when MTDJ coil is de energised the
air from RDJ finds its way to MTDJ valve into the DJ primary contact insulator to push
the piston of primary contact mobile contacts. By this action fixed mobile contacts of
the primary contacts are separated and 1lack ohm resistance is introduced in the
circuit. After 0.04 sec due to action of the retardation valve the air admitted from the
MTDJ valve will enter on left hand side of the piston DJ servomotor and open the
secondary contact. Before opening of the secondary contacts, arc between primary
contacts minimized due to insertion of 1lack ohm resistance in the circuit, After
opening of the primary contact, due to spring action the mobile contact will be pushed
back and the air exhausted. Recently the air blast circuit breakers are replaced
by vacuum circuit breaker because of advantages.

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VACUUM CIRCUIT BREAKER:

Vacuum circuit breakers are provided in place of air blast circuit
breakers due to following advantages.
1. Less maintenance
2. Greater safety
3. Greater reliability
4. Simplified control
5. Noiseless operation

Construction:
The main switching unit consists of two vacuum interrupters connected in
series and are mounted in the horizontal support insulator. Each interrupter houses a
pair of contacts. The interrupters operating rods are connected to a pneumatic dual
piston. Operating mechanism is mounted in the main cradle between the interrupters,
which closes the contacts by the application of air supply.

The contacts are held normally open by heavy-duty springs. It is fixed to the
spring plate. The relay valve body is bolted to one side of the air cylinder. The control
air pipe and main air pipe, which are made up of special nylon, are routed between
the relay valve and the base of the circuit breaker inside the insulator.

The regulated and filtered air pressure of 5kgs/cm2 is supplied from air
reservoir QPDJ setting is kept at cut in 4.65kgs/cm2 and cut out 4.0kgs/cm2.

Operation:
When the magnet valve is energised, control air is admitted to the bottom
chamber of the air relay valve and pushes the puppet valve upwards to allow
operating air through main pipeline in to the cylinder.

The operating air in the cylinder piston moves outwards against the pressure of
springs, thus closing the contacts in those interrupters. Air cylinder has small and
large ports. When the magnetic valve is energized air enters in to the cylinders first
the small port and then at through energised touch with each other by the large port,
thus the contacts are fully closed. When the magnet valve is de-energised the cylinder
exhausts the air to atmosphere thus causing the piston to accelerate rapidly inwards
by the force of springs.

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 Course material for ALP to become LP (G)
Energisation of DJ control circuit( ABCB/VCB DJ Locos)
1. Before closing DJ, ensure that loco is on track and under OHE.
2. To close DJ, Add. CCBA, CCBA, CCPT & CCDJ fuses should be in good
condition.
3. Keep HBA on ‘1’ position and ensure BA voltage is more than 90 volts.
4. After keeping HBA on ‘1’ position, relay Q118 energizes through contactors
C118, C105, C106 & C107 N/C I/Ls, relays Q44 & Q46 N/C I/Ls and GR ‘0 -
5’ I/L. Now Q118 N/O I/L closes on Q44 branch.
5. Start MCPA and create more than 6.5 kg/cm2 of pressure in RS reservoir.
6. In ABCB loco Pressure relay QPDJ energizes at 5.5 kg/cm2 and de-energize
at 4.5 kg/cm2 and its N/O I/L closes on MTDJ branch (In VCB locos QPDJ
energizes at 4.65 kg/cm2 and de-energises at 4.0 kg/cm2).
7. Unlock BL key and ensure four pilot lamps are glowing (LSDJ, LSCHBA,
LSGR& LSB).

8. Insert ZPT on ‘0’ and move to ‘1’. Now it’s one I/L closes in panto electrical
control circuit to raise rear panto and another I/L closes on common
branch of Q45, C118, EFDJ and MTDJ (In VCB locos closes on common
branch of Q45, C118 & MTDJ).

9. Ensure panto is raised and touching to contact wire.

10. Close BLDJ and press BLRDJ, relay Q45 energizes through CCDJ, BP1DJ
N/C/ I/L, BLDJ N/O/I/L, ZPT I/L (closes on ‘1’ or ‘2’ position), BLRDJ N/O
I/L and through GR ‘0’ I/L.

11. When Q45 is energised one of its N/O I/L closes on Q44 branch, second on
C118 coil branch, third one on Q30 branch in auxiliary power circuit and
fourth one parallel to QLA in auxiliary power circuit.

12. Then Q44 energizes through Q45 N/O I/L, Q118 N/O I/L and ASMGR
closes on ‘0’ and on full notches I/L.

13. When Q44 is energized, its N/C I/L opens on Q118 branch (Q118 will not
de energize because of 5 seconds time lag) and its N/O I/L closes on
common path of C118, EFDJ & MTDJ.

14. C118 coil energizes through CCDJ, BP1DJ N/C/ I/L, BLDJ N/O/I/L, ZPT I/L,
Q44 N/O I/L, Q45 N/O/ I/L, QCVAR N/C I/L and C118 contactor closes in
auxiliary power circuit and starting phase gets ready before closing DJ.

15. When C118 contactor is closed it’s N/C I/L opens on Q118 and N/O I/L
closes on EFDJ branch (In VCB locos C118 N/O I/L closes on MTDJ
branch).

16. EFDJ energizes through the safety relay N/C I/Ls, C118 N/O I/L, DJ N/C
I/L. Simultaneously MTDJ also energised.

17. When EFDJ is energised air pressure is supplied to DJ servomotor to close

DJ. When MTDJ is energised air pressure is stopped to DJ servomotor to
keep DJ in closed condition (In VCB locos MTDJ energizes through the
safety relay N/C I/Ls, C118 N/O I/L and QPDJ I/L When MTDJ energizes,
 Course material for ALP to become LP (G)
pressure enters into puppet valve to lift puppet valve and DJ closes).

18. When DJ is closed LSDJ extinguishes through QV60 relay.

19. After closing DJ, EFDJ de energizes through DJ N/C I/L. Now the existing
pressure in DJ servomotor is exhausted through exhaust port of EFDJ and
DJ remains in closed condition through retaining spring (In VCB locos after
closing DJ, path is maintained through DJ N/O I/L).

20. As the DJ is closed and OHE supply is available TFWR and TFWA
energizes, UA meter needle deviates and Q30 energizes (Q30 energizes at
215 volts of TFWA output) as these are connected to auxiliary power
circuit. Q30’s N/O I/L close on Q44 branch.

21. ARNO initially works as single-phase AC induction motor and after few
seconds’ works as an alternator. When it produces an out put of 155 volts
QCVAR energizes causing automatic suppression of starting phase by
opening its N/C I/L on C118 coil branch.

22. When C118 contactor is opened, its N/C I/L recloses on Q118 branch and
opens on EFDJ branch (In VCB locos, C118 N/O I/L opens on MTDJ
branch).

23. Along with ARNO five direct auxiliary motors will start to avoid no load
working of ARNO and simultaneously their relay I/Ls closes on Q118 and
Q44 branches.

24. Along with ARNO five static devices also starts working. One of those is
CHBA. When CHBA is working signaling lamp LSCHBA extinguishes. Now
release BLRDJ.

25. After releasing BLRDJ, relay Q45 de energizes and its N/O I/Ls opens in
different branches.

26. Q44 gets path through Q30 N/O I/L, GR ‘0’ I/L and so on. Simultaneously
Q44 gets supply through QVSI-1 and QVSI-2 also.

27. Now DJ is maintained in closed condition through Q118, Q44 and MTDJ
branches.

28. After closing DJ, close BLCP to start MCP.

29. After closing BLVMT and after starting of MVRH, MVMT-1 & MVMT-2, Q118
gets path through QVMT-1, QVMT-2, & QVRH N/O I/Ls.

30. After taking first notch GR ‘0’ I/L open on Q44 branch and path is
maintained through QVSI-1 and QVSI-2 I/Ls.

31. After taking sixth notch GR ‘0-5’ I/L open on Q118 branch and path is
maintained through C105, C106 & C107 N/O I/Ls.

32. From 6th notch to 32 notches there is no change in DJ control circuit.

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TRIPPING FAILURES in ABCB/VCB DJ locos:

Whenever DJ is tripped on line prepare the loco as following to pick up correct

abnormal sign.
1. Keep MP on zero.
2. Open all top row BL switches.
3. Ensure LSGR is glowing.
4. Ensure Safety relays are normal.
5. Ensure C107, C105 & C106 are open fully.
6. MR / RS pressure is above 6.5 Kg/cm2.
7. Battery voltage is above 90 volts.
8. Ensure physically pantograph is raised fully and touches to OHE wire.
 If LSGR is not glowing and panto also lowered , check CCPT healthiness.
 If any safety relay energized trouble shoot accordingly.
 If BA voltage is ‘o’ check the batteries and isolate defective one.
 If RS pressure is less trouble shoot accordingly.
 If every thing is normal, now pick up correct abnormal sign as per given
procedure.

 Close BLDJ, press BLRDJ and observe LSDJ, UA needle, Auxiliaries sound
& LSCHBA.
 After extinguishing of LSCHBA, release BLRDJ. If LSCHBA not
extinguishes, release after re glowing of LSDJ.
 Pick up the correct abnormal sign as following manner.

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SL ABNORM
INDICATION/OPERATION PROBABLE REASONS
No AL SIGN
a. Less air pressure in RS or MR
b.Less battery voltage below 90 V
On closing BLDJ and pressing BLRDJ, LSDJ remains c. Less air pressure in VCB unit
1 ICDJ
glowing d. Q118/ Q45/ Q44/ C118/ MTDJ not energised.
e. Defective C118 N/O I/L on MTDJ branch.
f. Check for any slackness of A conk
a. Derailment/ Accident (reducing of Vacuum /
BP levels in loco)
b. Defect/cut in Feeding Power/ auxiliary
Close BLDJ, press BLRDJ. LSDJ extinguished, UA
power Circuit.
2 needle not deviated, no auxiliaries sound, LSCHBA not No Tension
c. Defect in OHE/ track/ formation
extinguished and after 5.6 seconds LSDJ re-glows
d. Foreign body on loco roof
e. No supply in OHE.

a. Check QOA/ QLA/ QLM for energisation.

Close BLDJ and press BLRDJ. LSDJ extinguishes and re ‘A’
b. Cut in MTDJ branch or defective MTDJ coil
3 glows immediately Beginning
in ABCB DJ locos.

Close BLDJ and press BLRDJ. LSDJ extinguished, UA a. Defective ARNO

needle deviated, auxiliary sound may/may not heard, b. Defective QCVAR
4 ‘A’ Ending
LSCHBA not extinguished after 5.6 seconds LSDJ re
glows.
Close BLDJ, press BLRDJ. LSDJ extinguished, UA ‘A’Ending
needle deviated, auxiliary sound heard LSCHBA also PART II Defective DJ N/O I/L
5. extinguished just before releasing BLRDJ, LSDJ re-glows (In VCB J
(LSCHBA flickering) locos only)

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Close BLDJ and press BLRDJ. LSDJ extinguished, UA Defect in

Operation
needle deviated, Auxiliary sound heard, LSCHBA also a. MVSL1/VLS1/ QVSL1
‘B’
6 extinguished, after releasing BLRDJ, while counting b. MVSL2/VSL2/ QVSL2
PART-I
15seconds LSDJ re-glows (after 5.6 sec of extinguishing c. MPH/PH/QPH
of LSCHBA). d. QCVAR N/O I/L
Close BLDJ and press BLRDJ. LSDJ extinguished, UA Operation Defective Q30, Q30 N/O I/L,
needle deviated, auxiliary sound heard, LSCHBA also ‘B’ RQ30
7
extinguished, on releasing BLRDJ, LSDJ re glows PART-II
immediately
Close DJ, After releasing BLRDJ count 15 seconds Defect in
&close BLVMT, nowcount 30 sec.While counting 30 Operation a. MVRH/VRH/QVRH.
8
seconds LSDJ re-glows. ‘O’ b. MVMT1/VMT1/QVMT1
c. MVMT2/VMT2/QVMT2
Close DJ, After releasing BLRDJ count 15 seconds & Defect in
close BLVMT again count 30 seconds and DJ holds take Operation a. MVSI1/VSI1/QVSI1
9
one traction notch. After taking 1st notch LSDJ re-glows ‘I’ b. MVSI2/VS2/QVSI2 or
immediately. c. Sluggish operation of GR.
After taking 1st notch if DJ holds take six traction notches a. All contactors not closed
and count 15 seconds. While counting 15 seconds LSDJ Operation b. Any one of C107 / C105 /C106 not closed
10
re-glows. ‘II’ c. C107, C105 & C106 closed but N/O I/Ls
defective.
a. Defective QPDJ
b. Slackness of CCDJ /CCPT/CCA
c. Moisture in system
11 DJ trips in various occasions other than above indications. TWAC d. Defective SMGR
e. Defective ZPT I/L
f. Momentary defect of any I/L in the DJ
control circuit.

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Tripping Failures - Trouble Shooting:

 Safety relays may act at any stage. So before confirming the above failures ensure
that safety relay targets are normal.
 No tension may be experienced at any stage even during trouble shooting for other
failures. Do not become panic.
 Before going to Trouble shoot for the tripping failures switch ‘ON’, ZCPA and
proceed further.
 Do not leave the train with only loco brake. After stopping the train, both loco and
train brakes should be applied by A-9 and keep it in application position only.

IMPOSSIBILITY TO CLOSE DJ (ICDJ):

On closing BLDJ and pressing BLRDJ, LSDJ remains glowing.

Reasons:
1. Less battery voltage.
2. Less air pressure in MR or RS
3. Q118 not energised.
4. Q45 not energised.
5. Q44 not energised.
6. C118 not closed.
7. EFDJ not energised (for ABCB locos, VCB with 6 branches).
8. MTDJ coil not energised (VCB with 5 branches locos).
9. Less pressure in VCB UNIT (less than 5Kg/Cm2).
10. A conk slack.

Trouble Shooting

Battery voltage is ‘o’:

If battery voltmeter (UBA) indicates ‘O’, defect is either with Addl. CCBA or any
one of the battery might have open circuited. Replace Addl. CCBA (in battery box
No.1) with a good fuse and try.
Note: If signal lamps are glowing no need to check Addl.CCBA.

a) Finding Open Circuited Battery

1. Operate HBA two or three times and check the battery voltage. If it shows normal
voltage resume traction.
2. If still BA voltage is ‘O’, open the cover of battery boxes, check the terminals and
condition of batteries. If any terminal is loose or broken or any battery is found
burst or defective, isolate the defective battery as per the instructions given below
and resume traction.
3. If all battery terminals are intact and there is no abnormality in the battery,
connect positive and negative terminals of each battery with a suitable cable duly
keeping MCPA ON. If MCPA starts while doing so conclude that battery is defective
and isolate the same and resume traction.

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4. If UBA indicates 'O' even after doing so, close ZCPA and check the working of
MCPA. If MCPA works normally and able to build up pressure in RS ignore UBA and
resume traction.

b) Procedure for isolating a defective battery:

1. After confirming the defective battery, keep HBA on O and disconnect the positive
and negative terminals of that battery.
2. Connect the disconnected positive and negative terminals together tightly with a
bolt and nut.
3. Wrap the terminals with insulation tape and ensure that it is not touching with any
part of the loco or battery.
4. Check the battery voltage. If it is above 90V, resume traction. If BA voltage is less
than 90V, contact TLC.
Less air pressure in RS:

Switch ON MCPA, if MCPA is not working, go as follows;

1. Keep HBA on ‘1’ & unlock BL. If battery voltage reads ‘O’, and all pilot lamps
are not glowing renew the Addl. CCBA fuse and try.
2. If the battery voltage is above 90 volts, check the fuse CCBA. If it is melted,
renew the fuse and resume traction. If it melts second time, place HOBA in
OFF, renew the fuse and resume traction.
3. If CCBA melts even HOBA in OFF position. Check LTBA/MOV, if the colour is
changed remove 003 wire, insulate it with tape to avoid touching with loco
body, clear the section and contact TLC.
4. If CCBA is in good condition operate ZCPA, 2 or 3 times and check MCPA. If
MCPA works, resume traction.
5. If MCPA does not work, check the terminals of ZCPA and MCPA. If any one is
disconnected, connect the same and resume traction.
6. If unsuccessful, contact TLC.
Note: Addl. CCBA is provided in battery box No.1. (Some locos are provided with
MCB)

Though MCPA is working but RS pressure is not building up:

1. Ensure ZPT is in 'O' and both pantos are in lowered condition.

2. Ensure MCPA is working normally and check RAL COC is opened, if it is
closed, open the same and build up the pressure in RS and resume traction.
3. Check CPA, PANTO, RS, DJ oil separator and RDJ drain COCs, if any one is
opened, close the same and try to build up pressure and resume traction.
4. If still unsuccessful, close R1 COC and try to build up the pressure in RS
and resume traction. Ensure there is no leakage from SS1.
5. If still unsuccessful close RAL COC, build up pressure in panto pipeline and
RDJ till SS1 blows. Keep MCPA working, place ZPT on 1. If panto raises,
again allow SS1 to blow then close DJ and immediately start MCP. After
building up 6.5 Kg/cm² in MR, stop MCPA, open R1 COC and resume
traction.

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6. If unsuccessful, open RAL COC, operate HOM and build up air pressure in
RS till SS1 blows. Keeping MCPA working, take out ZPT from HOM, place
ZPT on 1, close DJ and immediately start MCP. Stop the MCPA only after
the MR pressure is raised to 7kg/cm² and resume traction.

Q118 IS NOT ENERGISED

Q118 will energise as soon as HBA is placed on “1” position if not enegised
1. Ensure battery voltage is above 90 volts.
2. Ensure the pantograph is in raised condition. If it is lowered, check the fuses
CCBA and CCPT.
3. If one or both fuses are melted, renew the same. If it melts again, place HOBA
in OFF position, renew the fuse and resume traction with precautions.
4. Ensure C118, C105, C106 and C107 are fully opened. If anyone is not opened,
keep HBA ‘OFF’ and open it manually and check Q118 is energised.
5. Ensure the relays Q44 and Q46 are in de-energised condition.
6. Ensure GR is on 'O' (LSGR is glowing).
7. If everything is normal, manually operate Q118.

Manual energisation of Q118

1. Close BLDJ and BLVMT, press Q118 manually and press BP2DJ.
2. Release BP2DJ after LSDJ, LSCHBA are extinguished and release Q118 after 30
seconds or after starting of all blower motors.
3. If DJ is closed resume traction. For closing DJ every time energise Q118 manually.
4. While operating Q118 manually, if any abnormality is noticed, release Q118 and
trouble shoot for the abnormality.
5. If DJ is closed but tripped after releasing Q118, wedge Q118 in energised condition
and work with precautions.

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Precautions before & After Wedging Q118

1. Before wedging ensure all EM contactors are opened.

2. After wedging Q118, close DJ and ensure LSCHBA is extinguished, if not
extinguished release BLRDJ after 4 seconds after extinguishing of LSDJ.
3. After closing DJ ensure C118 is fully opened and check the working of MVMT1&2,
MVRH, MVSL1&2, MPH and ARNO.
4. Check TFR oil level for any colour change or any abnormal increase.
5. Avoid quick regression of GR.
Q45 IS NOT ENERGISED
1 Ensure BLDJ is closed. ZPT is in ‘1’ position, LSGR is glowing, and GR drum is in
‘0’.
2 Check CCDJ. If it is melted renew the fuse. If it melts second time, put HOBA in
‘OFF’ position, renew the fuse and operate Q45 manually.
3 If once again the fuse is melted, try from rear cab. If unsuccessful, contact TLC.
4 If CCDJ is in good condition, operate GR manually from ‘0’ to 5 notches and back to
‘0’. Then try to close DJ and resume traction.
5 Press BP2DJ instead of BLRDJ for closing DJ and press BP1DJ couple of times to
make proper contact.
6 Change ZPT to other position and try.
7 Try from rear cab.
8 If unsuccessful, energise Q45 manually.

Manual energisation of Q45:

1. Keep ZPT on '1', Close BLDJ, Press Q45 and release after 4 seconds of
extinguishing of LSDJ.
2. If DJ closes, resume traction. Every time for closing DJ, operate Q45
manually.
3. If DJ does not close check Q44, C118 and EFDJ.

Q44 NOT ENERGISED

1 Ensure Q118, Q45 are energised, and LSGR is glowing, clean the interlocks of
Q118, Q45.
2 Operate GR manually ‘0 ’to 5 and back to ’0’ and try to close DJ and resume
traction.
3 If unsuccessful, manually energise Q44.

Manual energisation of Q44

1. Keep Asst Loco Pilot to watch RGR.

2. Close BLDJ. First press BP2DJ and then press Q44 manually.
3. Release Q44 as soon as DJ is closed and release BP 2DJ after extinguishing of
LSCHBA.
4. If DJ holds, resume traction. Every time for closing DJ operate Q44 manually.
5. While operating Q44 manually, if any abnormality is noticed, release Q44 and
trouble shoot for the same.
6. While manually operating Q44, if DJ does not close, wedge Q44 and work
further with precautions.
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Note:Q44 should not be pressed for more than one second.
Precautions before wedging Q44:

a) . Take the permission from TLC for wedging Q44.

b) Conduct GR efficiency test. (GR travelling time from 1-32 or 32-1 is 11-13 sec,
to be conducted in LT.)

c) Wedge with suitable wooden wedge.

Precautions after wedging Q44:

1. Check the working of all auxiliary motors MVSI-1, MVSI-2, while on run.
2. Check the OHE voltage frequently and trip DJ when OHE voltage drops below
17.5KV.
3. Take all the precautions which have to be taken after wedging Q118

4. Manual operation of GR should not be done..

C118 NOT CLOSED:

a) Place HBA on 'O' and check the C118 wire connections (wire Nos. 740 & B315)
wire connections are normal, check the flexibility of the contactor. If it is
not moving freely, operate 2 OR 3 times and try if failed, contact TLC.
b) Ensure RS pressure if C118 is of EP type Contactor; ensure C 118 coc is
opened condition if available.
c) Clean the interlocks of Q44, Q45and QCVAR (DC coil) and try to close DJ.
d) Try in LT, if successful, defective Q 44 I/L, inform to TLC and take advice from
TLC for looping of wire 726,731 near BV box with precautions.
e) If unsuccessful, contact TLC for further instructions.

Note :
1. C118 should not be operated manually for closing DJ.
2. Quick trouble shooting of ICDJ, first ensure C118 closing or not and then check
one by one branch. If C118 is closing no need to check Q118, Q45, Q44 &C118
branches.

EFDJ NOT ENERGISED

(MTDJ not energised in VCB loco):

1. Ensure MR/RS pressure is above 6.5 Kg/cm², R1 COC and RAL COC are
open, and C118 N/O I/L wire connections (739 & 733) are intact. Gently tap
the safety relays.
2. Buildup air pressure in RS up to 8 Kg/cm² or until SS1 blows and close DJ.
3. If DJ does not close, gently tap QPDJ and try to close DJ. If successful work
the train.
4. If DJ does not close, place HQOA on 'O' and try to close DJ. If successful
work the train duly watching the auxiliary power circuit equipment
frequently for any abnormality.

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5. If DJ does not close, place HQOP1 & HQOP2 one by one on 'OFF' position
and try to close DJ. If successful, work the train duly watching the
concerned traction power circuit equipment for any abnormality.
6. If not successful place HQOA ‘O’, HQOP1 and HQOP2- OFF position and try.
7. If not successful place HOBA also in OFF position and try.
Note: After clearing the block section, normalize the switches (HQOA, HQOP1 &
HQOP2) one by one and keep the defective one isolated.
 If unsuccessful contact TLC.

NO TENSION:
Abnormal sign:

While trying to reclose DJ, LSDJ extinguishes (DJ closes), UA meter needle
does not deviate, no sound from auxiliaries, LSCHBA does not extinguish and LSDJ
glows again after 5.6sec (DJ trips) before BLRDJ is released.

Causes:
1. Train formation derailed and infringing with the OHE.
2. OHE supply is earthed through roof equipment or through foreign body/Panto
entanglement.
3. Panto not touching the OHE properly
4. NO supply in OHE.
5. Roof bar cut.
6. Open circuit in Aux. /main winding.

Trouble shooting:

7. If BP drops along with DJ tripping, switch ON flasher light, stop the train and
check the formation. If any infringement is noticed with adjacent track protect
the train as per GR and SR.
8. If there is no sudden drop of BP, and NO TENSION observed, check for any
abnormality in the track ahead (Adjacent train formation may be infringing the
track). If so, stop the train immediately and act as per GR and SR.
9. Check loco roof for any foreign body or loco roof equipment or cut in roof bar
or panto whether touching to contact wire.
10. If any foreign body is noticed or loco roof equipment is touching to roof or cut
in OHE is noticed immediately stop the train, lower panto, secure the loco and
contact TLC & TPC for TRD staff assistance.
11. If panto is not touching to contact wire, try with other panto or trouble shoot
for panto not rising.
12. If everything is normal, try to close DJ.
13. If power is not restored lower the working panto and raise the other panto.
Close DJ, if power is restored work with other panto.
14. If still unsuccessful, check for any heavy flash when other panto is touching to
contact wire.
15. If heavy flash is noticed, while raising other panto or closing DJ, lower the
panto. Contact TPC. If no abnormality is noticed when rear panto touches the
contact wire and power is restored, resume traction.

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16. If still power is not restored, stop at convenient place. Then lower both the
pantographs and contact TPC.
17. If power is restored after 5 minutes and no information regarding OHE failure,
clear the section with a speed restriction of 60/30 Kmph when view ahead is
clear or view ahead is not clear duly observing the adjacent line OHE also. If
any abnormality is noticed in OHE, protect and inform to TPC, TLC.

OPERATION 'A' BEGINNING:

Abnormal sign:
Close BLDJ and press BLRDJ, LSDJ extinguishes and immediately glows again. (DJ
closes and trips immediately, ie LSDJ flickers.)
While closing DJ, if there is any earth fault or over current in auxiliary power
circuit or dropping of pressure below QPDJ set value or cut in MTDJ coil, MTDJ coil
will de energise and DJ will trip immediately after closing of DJ.

Causes:

a) QOA/ QLA may be energised.

b) Cut in MTDJ branch or defective MTDJ coil in 6-branches DJ locos.
c) QPDJ defective.

Trouble shooting:

a) Check the safety relays QLA and QOA. If any safety relay target is dropped,
troubleshoot for the concerned safety relay.
b) If no relay target is dropped, tap safety relays gently and operate target
resetting buttons physically even though any relay target is not dropped. Close
DJ and resume traction

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c) If unsuccessful, place HQOA on '0' and close DJ. If successful resume traction
duly observing for any abnormality in auxiliary power circuit equipments for
every 10 minutes.
d) If unsuccessful normalise HQOA, place HQOP-1 in "OFF" position as per
procedure and close DJ. If successful resume traction duly observing for any
abnormality in the traction power circuit equipments for every 10 minutes.
e) If unsuccessful normalise HQOP1, place HQOP-2 in "OFF" position as per
procedure and close DJ. If successful resume traction duly observing for any
abnormality in the traction power circuit for every 10 minutes.
f) If still unsuccessful place HOBA in OFF position and try.
g) Try by building maximum pressure, tap QPDJ and try.
h) If successful contact TLC.

 If still unsuccessful, contact TLC.

OPERATION 'A' ENDING

Abnormal sign:

While trying to reclose DJ, LSDJ extinguishes, (DJ closes) UA needle deviates,
auxiliary sound may or may not heard LSCHBA does not extinguish and LSDJ glows
again after 5.6 sec (DJ trips) before BLRDJ is released.

Causes:
Defective ARNO or
QCVAR.

If there is any fault in ARNO or QCVAR relay, C118 coil will be in energised
condition which keeps C118 normally closed interlock on Q118 branch in open
position resulting in tripping of DJ through Q118.

Trouble shooting:
a) While closing DJ, ensure auxiliary sound, no smoke from ARNO and no
abnormality from ARNO.
b) If any abnormality in ARNO ask for relief engine.
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c) If ARNO is working properly, QCVAR is defective, place HQCVAR in '0' and close
DJ duly releasing BLRDJ promptly after 4 seconds after deviation of UA
needle. Since LSCHBA will not extinguish.
d) If BLRDJ not released within 4 sec DJ will trip through CII8.
e) Check the CHBA ammeter and ARNO frequently on run for proper working.

Note: Relay Q-45 should not be wedged if the loco is having Operation ‘A’ Ending
trouble.

OPERATION'A' ENDING - II
(In VCB type DJ provided locos only)
Close BLDJ and press BLRDJ, LSDJ extinguishes, UA meter needle deviates,
sound comes from the auxiliaries and LSCHBA also extinguishes and just before
releasing BLRDJ, LSDJ re -glows.

Cause:Defective DJ N/O I/L on MTDJ branch

.
TROUBLE SHOOTING: Ask for relief loco. Or
(If TLC is permitted, Loop 733-739 wires at C118 contactor duly taking precautions.)

OPERATION 'B' Part-1

Abnormal sign:
Close BLDJ and press BLRDJ. LSDJ extinguished, UA needle deviated, Auxiliary
sound heard, LSCHBA also extinguished, after releasing BLRDJ, while counting
15seconds LSDJ re-glows (after 5.6 sec of extinguishing of LSCHBA).
If there is any fault in MPH, MVSL-1, MVSL-2, QPH, QVSL-1, QVSL-2 and QCVAR
normally opened interlock in Q118 branch, DJ will trip within 15 seconds after
releasing BLRDJ.

Causes:
1. MVSL-1 not working or defective QVSL-1
2. MVSL-2 not working or defective QVSL-2
3. Defective QCVAR N/O interlock
4. MPH not working or defective QPH
Trouble shooting:

1. Check for any smell, smoke, fire from MVSL1 & 2, MPH; if any use fire
extinguishers, work with precautions.
2. If no abnormality, Place HVSL-1 & HVSL-2 on `3' position and HQCVAR & HPH
on ‘0’ position and close DJ.

3.Check the working of MVSL-1 and MVSL-2. If any one of them is not working,
isolate concerned MVSL (also isolate MVMT & MVSI) and work onwards with 50%
of the maximum load permitted

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4. If MVSL 1 and 2 are working normal, clear section duly observing transformer
oil, trip DJ, and place HVSL-1 on position '1', close DJ and wait for 15 seconds. If
DJ trips conclude QVSL-1 is defective place HVSL-1 on '3', normalize the other
switches (i.e.HVSL2, HQCVAR & HPH) and work onwards duly watching the
working of VSL-1 blower.
5. If DJ holds after keeping HVSL1 on 1 position, trip DJ, place HVSL-2 on position
'1', close DJ and wait for 15 seconds. If DJ trips, conclude QVSL-2 is defective,
placeHVSL-2 on '3', normalize the other switches (i.e. HQCVAR & HPH) and work
onwards duly watching the working of VSL-2 blower.
6.If DJ holds after keeping HVSL1&HVSL2 on 1 position, trip DJ, place HPH on
position '1', close DJ and wait for 15 seconds. If DJ trips, MPH or QPH defective,
contact TLC.
7. If DJ holds after keeping HVSL1, HVSL2&HPH on 1 position, conclude defect is
with QCVAR N/O I/L, keep HQCVAR on 0 position work on wards duly watching of
ARNO.

OPERATION 'B' Part-11

Abnormal Sign

Close BLDJ and press BLRDJ. LSDJ extinguished, UA needle deviated, auxiliary
sound heard, LSCHBA also extinguished, on releasing BLRDJ, LSDJ re glows
immediately.

Causes:
1. Defective Q30.
2. Less OHE voltage. (i.e., below 17.5 kv)

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Trouble shooting:
Wedge relay Q45 in energised condition and work onwards,
observing the following precautions.

Precautions:

1. Ensure GR is on ‘0’ before closing DJ.

2. DJ closes as soon as BLDJ is closed. So whenever DJ
trips immediately open BLDJ.
3. At neutral section open BLDJ at DJ opening board
and close BLDJ only at DJ closing board.
4. After closing DJ and on run ensures OHE voltage is
above 17.5 KV. If it drops below 17.5KV, open DJ
Immediately.
5. Check the working of MVSI-1 & MVSI-2 frequently on
run.
6. Should not wedge Q45 if operation A ending problem
exist.
7. In DJ tripped, remove Q45 wedge, before
energisation only wedge Q45, to avoid chattering of
Q118 & Q44.

Note: Do not use RB if loco is having Op B Part -II

trouble.

OPERATION 'O':
Abnormal sign:
After closing DJ, wait for 15sec, close BLVMT, while counting 30sec,
LSDJ re glows (DJ trips).

Causes:
1. MVRH not working or defective QVRH.
2. MVMT-1 not working or defective QVMT-1.
3. MVMT-2 not working or defective QVMT-2.
After switching on BLVMT, if there is any defect with MVRH or QVRH or MVMT-1
or QVMT-1 or MVMT-2 or QVMT-2, DJ will trip within 30 seconds.

Trouble shooting:
1. Check for any smell, smoke, fire from MVMT 1 & 2, MVRH; if any use fire
extinguishers, work with precautions.
2. If no abnormality, Place HVRH, HVMT-1 and HVMT-2 on 3 positions. Close DJ,
close BLVMT and wait for 30 seconds. If DJ holds, Check the working of
MVRH, MVMT-1 and MVMT-2.
3. If any blower is not working, trip DJ isolate the concerned Motor and work
further.

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If MVRH is not working, Place HVRH on '0', ensure C-107 is fully open and
work up to next station with 920A for first 5min and then 500A for continuous
current rating. Switch “ON” BLVMT and check C105 & C106 are closed. If they
are closed, clear the block section with in 5 notches or wedge Q118 in
energised condition and clear block section.

If MVMT-1 is not working, Place HVMT-1, HVSI-1 and HVSL-1 on '0', ensure
C-105 is fully open and work onwards with 50% of maximum load permitted.

If MVMT-2 is not working, place HVMT-2, HVSI-2 & HVSL-2 on ‘0’, ensure
C106 is fully open and work onwards with 50% of maximum permissible load.
Inform TLC.

4. If all the 3 blowers are working normally with HVRH,

HVMT-1 and HVMT-2 on 3, clear the block Section.
5. Trip DJ, place HVRH on '1' close DJ, close BLVMT and wait for 30 seconds. If
DJ trips, QVRH is defective, place HVRH on '3' and other two switches on '1',
work further duly watching MVRH blower working frequently.
6. If DJ holds with HVRH on '1', trip DJ, place HVMT-1 on '1', close DJ, close
BLVMT and wait for 30 seconds. If DJ trips, QVMT-1 is defective, place HVMT-
1 on '3' and HVMT-2 on '1' and work further duly watching working of
MVMT1 frequently.
7. If DJ holds with HVMT-1 on '1', it indicates QVMT-2 is defective, so keep
HVMT-2 on '3' and work further duly watching MVMT-2 blower working
frequently.

OPERATION ‘I’
Abnormal sign:

After closing DJ, wait for 15sec, close BLVMT, wait for 30sec, take one notch,
LSDJ re glows (DJ trips).
Causes:
1. CCPT melting on first notch (if VE-1 or Q52 earth fault)
2. MVSI-1 not working or defective QVSI-1

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3. MVSI-2 not working or defective QVSI-2
4. Sluggish operation of SMGR

If there is any defect with MVSI-1 or QVSI-1 or MVSI-2 or QVSI-2, normally

open interlock of QVSI-1 and QVSI-2 will not close in parallel path of GR ‘0’ interlock
in Q44 branch. Hence when GR is moved to first notch, Q44 will de-energise and DJ
will trip. Due to sluggish operation of SMGR also DJ will trip after taking first notch. If
earth fault in VE1 or Q 52 coil also, after taking Ist notch DJ will trip.

Trouble shooting:

a) Ensure LSGR is glowing and panto is raised. If LSGR is not glowing and panto
also lowered condition, BP dropped, check the fuse CCPT. If it is melted, renew
the fuse and try to resume traction. If CCPT melts again, place HOBA in OFF
position and renew the fuse and try. If once again CCPT melts, renew the fuse,
clear the block section with manual control of GR.
b) If panto is in raised condition, Place HVSI-1 and HVSI-2 on 3 position, close DJ.
Check the working of MVSI-1 and MVSI-2.

c) If MVSI-1 is not working, isolate RSI-1 block, by keeping HVSI-1, HVMT-1 &
HVSL-1 on ‘0’ and resume traction with 50% of maximum permissible load.
d) If MVSI-2 is not working, isolate RSI-2 block, by keeping HVSI-2, HVMT-2 on
‘0’ and resume traction with 50% of maximum Permissible load.
e) If MVSI-1 and MVSI-2 working, take one traction notch. If DJ trips, it indicates
sluggish operation of SMGR. Normalize HVSI-1 and HVSI-2, keep MP on ‘N’
and try to clear block section with manual control of GR with speed
restriction of 30 Kmph. After clearing the block section, stop the train and drain
out the moisture from main reservoirs, GR board pipeline, try to resume
traction through MP. Slightly improve SMGR pressure 0.5 kg/cm2 and try.
(SMGR pressure should be in the range of 2.5 kg/cm2 to 3.5 kg/cm2) if
unsuccessful, contact TLC and act as per instructions.
f) After taking one notch, If DJ does not trip, first clear the block Section. Open
DJ, place HVSI-1 on 1 position, close DJ, and take one Notch and wait for 15
seconds. If DJ trips, QVSI-1 is defective. Place HVSI-1 on 3 and normalize
HVSI-2, work further duly watching the working of MVSI-1. If DJ holds, QVSI-2

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is defective, let HVSI-2 be as it is on 3, work further duly watching the working
of MVSI-2.

OPERATION ‘2’:

Abnormal sign:

After closing DJ, wait for 15sec, close BLVMT, wait for 30sec, take six notch, while
counting 15sec, LSDJ re glows (DJ trips).
Causes:

1. All contactors C105,C106 & C107 not closed.

2. Any one of the contactors of C107/ C105/ C106 not closed.
3. C107, C105 & C106 closed but their I/Ls defective parallel to GR 0-5.

Trouble shooting:
C107, C105 and C106 are not closed:
a) Ensure HVRH, HVMT-1, and HVMT-2 on 1 position.
b) Ensure CPs working by BLCPD, if CPs also not working. Check CCA fuse If melts
replace, if again melt HOBA off and replace.
c) If CCA good, check Q100 relay for energisation, if not energized, wedge Q100,
close BLVMT/BLCP with 5 sec time gap after loco energisation.

NOTE:
d) If CCA melts even HOBA off, clear section with minimum contactors
wedging.(As fallows)
e) After wedging Q100, if ICDJ experienced, remove
f) Wedge, energie loco and then wedge Q100.
g) If CPs are working, take one notch and try.
h) Clean Q100 I/Ls and try.
i) If still all C105/C106/C107 not closing, in case of light load wedge C107
and one of C105/C106 work further if heavy load wedge C105 and C106
work with restricted current ratings.
j) If any C105/C106/C107 contactor is wedged, concern switch to be kept
in 3 position.

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If any one of the Contactors of C107/ C105/ C106

not Closed:

k) Keep concerned switch in ‘3’ and try.

l) Check QTD 105 and QTD 106 for energisation.
m) If still not closing, check the condition of contactor coil wire connections
and flexibility of contactor.
n) If still unsuccessful, wedge contactor and work with precautions.
o) Note:
p) When C107/ C105/ C106 wedged, keep concerned switch on ‘3’ position
to give initial path to Q 118.
q) In AC MVRF locos, if C107 not closed, ensure CTFs in traction side,
gently tap CTFs with Precautions.

If any I/L is not Closed :

(When BLVMT switch is closed, C107, C105 & C106 closed)
Keep HVMT 1 & HVMT 2 switches in ‘3’ and close DJ. If still trouble is existing,
conclude C107 N/O I/L is defective, work by wedging Q118 in energise position
with precautions.

After keeping HVMT 1 & HVMT 2 switches in ‘3, if DJ not tripped, clear the section,
normalize one by one Switches and find out where the trouble is, keep concerned
switch in ‘3’ & work further with precautions.

Wedging of EM Contactors

I. General Instructions:
1. Clear the block section by coasting or with lower notches or stop the train at
convenient place.
2. Build up maximum air pressure in MR & RS, if possible.
3. Trip DJ, lower pantograph, keep HBA on ‘0’.
4. Check flexibility of contactor and ensure that the flexible shunts are intact and
fixed properly.
5. Remove the arc chutes and check the surface of the fixed and mobile contacts
for any pit or burnt mark or globules or welding mark.
6. ree movableIf any abnormality mentioned above is noticed try to clean the
contacts with a cloth or smooth emery sheet.
7. Wedge the contactor with suitable wedge.
8. After wedging ensure all th contacts closed fully and there is no gap between
fixed and movable contacts.
Note: Do not wedge more than two contactors at a time. Inform to TLC and enter
in loco logbook.

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II. Precautions to be taken after Wedging of different contactors:
After wedging C101, C102 or C103;
1. Energise the loco. Check concerned MCP is working and ensure proper working
of SS2(Blowing after building up pressure more than 10.5 kg/cm2) .
2. After reaching pressure to 9.5 kg/cm2 in MR, create sufficient leakage by
opening CDC drain cock to maintain MR pressure between 8 to 9.5 kg/cm2.

After wedging C107, C105 or C106:

1. After wedging, keep concerned isolating switch (HVRH or HVMT1 or HVMT2) in
'3' position, to maintain initial path to Q118.
2. Check the working of concerned blower for every 15 minutes.
Note: If isolating switch is not placed in '3' position, operate Q118 manually for
every closing of DJ.

CCA melting even HOBA in OFF – Duties of LOCO PILOT

If CCA is fused even HOBA in OFF, work the train by wedging of minimum contactors,
in the following manner.

I. AIR BRAKE TRAIN:

Wedge any two of the contactors of C101/C102/C103 with necessary
precautions.

II. WORKING OF TRAIN:

A) Work the train with 5 notches only.
B) If load/road does not permit, wedge Q118 in energise position and clear
the block section by lower notches duly observing 920/500 amps current
rating to TMs.

III. After clearing the section:

A) Trip DJ, open all BL switches, normalize HOBA.

B) HBA OFF to ON. If CCA melts check Q119 & VEULS. Find out the defective
one and disconnect the positive cable.
C) If CCA melts after closing DJ trouble may be in Q100 .Disconnect the
positive cable and wedge Q100 and work with precautions..
D) After closing BLCP if CCA melts defect may be in
BLCP/RGCP/VEAD/HCP/C101/C102/C103 coils. Find out the defective one
and disconnect the positive cable.
E) After closing BLVMT if CCA melts defect may be in BLVMT/HVRH/C107/
QTD105/HVMT1/C105/QTD106/ HVMT2 /C106. Find out the defective one
and disconnect the positive cable.
Note:
1. If any contactor coil wire is disconnected, wedge the contactor and work
with precautions.
2. If BLCP is defective use BLCPD, if BLVMT is defective, take one traction
notch, ensure starting of blowers If HCP is defective, change the position.

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3. If HVRH / HVMT1 / HVMT2 is defective, change it to ‘3’ position.
4. If QTD 105 / QTD 106 wires are disconnected, wedge the same.

Tripping Without Apparent Cause (TWAC):

Causes:
1. Poor contact of fuses (CCPT, CCDJ & CCA).
2. Sluggish operation of SMGR.
3. Panto not making contact with OHE at times.(Bouncing of panto)
4. Chattering of relay Q118.
5. Acting of safety relays without dropping red target.
6. Poor contact of BL switch interlocks.
7. Momentary defect of any I/L in the DJ control circuit.

Trouble shooting:

1. Check the fuses CCPT, CCDJ & CCA for any slackness or rise in temperature. If
any fuse is found slack or having high temperature, change the fuse, tighten
the fuse cap properly and resume traction.
2. If unsuccessful, place ZPT on 2 and try to work with front panto.
3. If unsuccessful, wedge Q118 in energised condition and resume traction with
precautions.
4. Put HVSI-1 and HVSI-2 in 3 position and try.
5. Wedge Q44 in energised condition and try.
6. If unsuccessful, check the fixations of safety relays are intact. Gently tap the
safety relays cover and see any dropping of red targets. If any relay target is
dropped, trouble shoots for the same.
7. If no relay target is dropped, place HQOA on '0' HQOP1 & HQOP2 on OFF
position. If successful, work on words duly taking necessary precautions.
8. If unsuccessful place HOBA in OFF along with HQOA on “0” HQOP1 and
HQOP2 on “off” position and try.
9. Change the cab and try to work from the rear cab.
10. Ensure SMGR pressure gauge is showing 2.5-3.5 Kg/cm2 and try to work with
notch by notch progression or regression.
11. Drain out the moisture from main reservoirs, control reservoir and GR board
and try.
12. If unsuccessful, try to work with manual control of GR and clear the block
section with 30 Kmph, contact TLC .
13. If unsuccessful, contact TLC and act as per his instructions.

WEDGING OF RELAYS:

General precautions:
1. Stop the train at convenient place.
2. Secure the train as per procedure.
3. Build up maximum air pressure in MR & RS if possible.
4. Trip DJ, lower panto and open HBA.
5. Break the seal and remove the cover.

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6. Examine the relay for any abnormality and check the flexibility.

Procedure of wedging:

BBCTYPE:
Wedging in Energised position: Press the both stems and insert the wooden wedge in
rear of the outer bracket. Ensure interlocks are closed / opened properly.Then release
the stems.
Wedging in De-Energised position:Ensure that both stems have come out, fully. Insert
the wooden wedge in front of the outer bracket. Ensure interlocks are closed /
opened properly then release the stems.

EEC TYPE:
Wedging in Energised position:Insert the wooden wedge, in front of the pallet.
Wedging in De-Energised position:Insert the wooden wedge, in rear of the pallet.

WOAMA TYPE: To wedge the relay in energise condition. Press the pallet towards
the coil and insert suitable wooden wedge in the other side. In few locos, a latch
provided for this purpose. Few locos are having miniature toggle switch for this
purpose.

COMAT TYPE: Release the lock and rotate the lever provided for wedging the relay.

PRECAUTIONS FOR VARIOUS RELAYS WEDGING:

Q100:
1. Before closing DJ, ensure, BLCP & BLVMT opened.
2. After closing DJ close BLCP & BLVMT with 5 seconds gap to avoid over loading of
ARNO.
Note: If BLVMT is closed before closing DJ , experiences ICDJ.

QRS 2:
1. Ensure PR2 working normally.

Q50:
BEFORE WEDGING: AFTER WEDGING:
1. Ensure J1, J2 are in proper direction 1. Do not operate MPJ to reverse direction.
according to MPJ. 2. Do not perform shunting. If it is required
2. Ensure CTF 1, 2 & 3 are in Traction to perform shunting, operate MPJ ensure
side. J1 & J2 set properly for every movement.
3. Ensure C145 opened fully. 3. Bring MP to ‘0’ when DJ tripped on
4. LSC 145 is extinguished. notches.
4. Do not use RB.
Q51:
1. Obtain permission from TLC.
2. GR will not regress through Q20/Q48/QRS2/PR2. Hence, ensure correct current
rating, observe LSP and observe BP/ Vacuum level.
3. Check the relay frequently. If becomes over heat, remove the wedge and contact
TLC.

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Q118: BEFORE WEDGING AFTER WEDGING

1. Ensure C118 opened fully. 1. After closing DJ ensure C118 is opened
2. Ensure C107, C105 & C106 fully.
opened fully. 2. Ensure proper working of MVRH, MVMT1,
3. Ensure HVRH, HVMT1, HVMT2, MVMT2,MVSL1, MVSL2& ARNO frequently.
HPH, HVSL1, HVSL2, and 3. Ensure transformer oil level is normal.
HQCVAR in ‘1’ position. 4. Avoid quick regression of GR.
5. Observe restricted current rating of
920/500 Amps.

Q44:
BEFORE WEDGING AFTER CLOSING DJ
1. Obtain permission from TLC. 1. Ensure C118 is opened fully and no
2. Conduct GR efficiency test and abnormality in RGR.
ensure GR is moving in 11 to 13 2. Ensure OHE supply is above 17.5 KV
seconds for progression 0-32 notches and avoid manual operation of GR.
and regression 32-0 notches. 3. Ensure proper working of auxiliaries
3. Ensure GR drum is on ‘0’. provided on Q118 & Q44 branches.
4. Ensure Q118 is normal. 4. Ensure Q118 in energised position and
5. Ensure C118 is opened fully. avoid quick regression of GR.
6. Ensure HVSI 1 & 2 are in ‘1’ position.
7. Note down transformer oil level.
Note: While closing DJ, depute Asst. Driver to observe RGR from corridor.

Q45:
BEFORE WEDGING AFTER WEDGING
1. Whenever loco is having ‘A’ ending 1. To close DJ, close BLDJ only.
trouble should not wedge Q45. 2. On run ensure OHE supply is more
2. Ensure BLDJ open, GR is on ‘0’, ZPT than 17.5KV and proper working of
on ‘1’ and pantograph is raised. VSI1 & VSI2. If OHE drops below
3. Ensure Q118 & Q44 working normal. 17.5KV open DJ.
3. If DJ required to be open for a longer
period remove wedge of Q45 or keep
HBA on ‘o’ to avoid chattering of Q44 &
Q118.
4. If DJ tripped with any reason, open
BLDJ immediately to avoid DJ
chattering.

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LINE CONTACTORS CONTROL CIRCUIT

The rectified dc from RSI blocks is supplied to TMs through line contactors. For
this, line contactors should be closed. These line contactors will close, when MP is
moved from ‘0’ to ‘N’ position.
In non modified locos, all Line contactors are provided in HT3 BA3
Panel and in modified locos L1, L2, L3 are provided in HT1 BA1 Panel, and L4,L5,L6
are provided in HT3 BA2/HT3BA3 Panel.
Conditions for closing Line Contactors:
1. CCPT should be in good condition.
2. Unlock the BL
3. MP to be placed in 'N' position
4. Relay Q 50 should be in energised position
5. CTF1, CTF2 and CTF3 should be in running side.
6. HVSI 1, HVMT 1, HVSI 2 & HVMT 2 switches should be in '1' or '3' position
7. HMCS 1 & HMCS 2 switches should be in ‘1’ position
8. To close line contactors, control air pressure should be more than 5 kg/cm2.
9. Both EP COCs (EP1 & EP2) should be in open position and EP drain COC in
close position.

Energising:
1. When the above conditions are fulfilled, L1,L2,L3,L4,L5,L6 coils will get feed
through CCPT, BL I/L, MP in ‘N’, Q 50 N/O I/L, CTF1, CTF2 & CTF3 I/Ls closes
in running side, HVSI 1, HVMT 1, HVSI 2 & HVMT 2 switches in '1' or '3'
position and HMCS 1 & HMCS 2 switches in ‘1’ position
2. Once the line contactors are closed the N/O I/Ls of L1, L3, L4 & L6 will close.
Now dual path will be maintained through these I/Ls, GR closes on '1-32' I/L,
DJ N/O I/L, provided parallel to MP and Q50 N/O I/L.
NOTE:- Whenever All Line contactors are not closing , LP will get TLTE WITH GR
PROGRESSION trouble wil experience.

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SMGR CONTROL CIRCUIT

This circuit is having progression coil branch (VE1), regression coil branch (VE2), Auto
regression branch (Q51), notch by notch progression/regression branch (Q52), GR
full notch protection branch (Q46), GR oil pump branch (EVPHGR).

Notch By Notch Progression

When MP is kept in ‘+’ position, VE 1 will energise through

1. CCPT
2. BL I/L
3. MP closes on ‘+’ I/L
4. ZSMS closes on '1' position (In modified locos ‘O’)
5. Q52 N/C I/L
6. Q51 N/C I/L
7. Q50 N/O I/L
8. ZSMGR closes on 6o clock position (Pacco switch should be projected)
9. GR closes on 0-31 I/L
10. SMGR pressure is between 2.5 to 3.5 Kg/cm2
 Now VE 1 coil will energise and GR moves from O to 1 notch.
 At half notch Relay Q 52 will energise in the following manner.
Initially Q52 energises through
1. MP closes on ‘+’ I/L
2. ASMGR closes in between notches I/L
3. Q52 self I/L
4. Relay Q52 will energise.
After energising maintaining path of Q52…
1. MP closes on ‘+’ I/L
2. Q52 N/O I/L
3. Q 46 N/C I/L
4. RQ 52
 When Q 52 is energised, its N/C I/L will open on VE 1 coil branch. So, VE1 de
energizes and further progression is stopped.
 To take another notch, leave MP (It will move to ‘N’ position and Q52 de
energizes)
 Again move MP to ‘+’ position to take further notch.

Notch by Notch regression:

When MP is kept in ‘-’ position, VE 2 energizes through

1. CCPT

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2. BL I/L
3. MP closes on ‘-’ I/L
4. ZSMS closes on '1' position (In modified locos ‘O’)
5. Relay Q52 N/C I/L
6. Relay Q51 N/C I/L
7. Relay Q50 N/O I/L
8. ZSMGR closes on 6o clock position (Pacco switch should be projected)
9. GR closes on 32-1 I/L
10. SMGR pressure is between 2.5 to 3.5 Kg/cm2
 Now VE 2 coil energises and GR regress.
 In between notches, Relay Q 52 energizes in the following manner.
Initially Q52 energises through
1. MP closes on ‘-’ I/L
2. ASMGR closes in between notches I/L
3. Q52 self I/L (Q 52 N/C I/L)
4. Relay Q52 will energise.
After energising maintaining path of Q52…
1. MP closes on ‘-’ I/L
2. Q52 N/O I/L
3. Q 46 N/C I/L
4. RQ 52
 When Q 52 is energised, its N/C I/L opens on VE 2 coil branch. So, VE 2 will
de energises and further regression is stopped
 To regress another notch, leave MP (It will move to ‘N’ position and Q52 de
energizes)
 Again move MP to ‘-’ position.

Quick Regression of GR:

For quick regression of GR, keep MP on ‘0’ position, so that VE 2 coil will get
continuos path till GR comes to ‘0’ since Q52 will not come in function. After coming
GR to ‘0’, VE2 de energizes.

Emergency Electrical Control (EEC)

If SMGR cannot be operated with MP then work with EEC operation.

For EEC working

1. Keep ZSMS in ‘0’ position. By which, MP path will cut off and brings BPP / BPR
path into the circuit.(In modified locos no need to change ZSMS position)
2. Keep MP in ‘N’ position, to close the line contactors.

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3. When BPP is pressed, VE1 coil gets energised and GR progress only one notch.
4. In between notches Q52 energizes through VS13 diode, ASMGR closes in
between notches I/L and Q52 N/C I/L.
5. Once Q52 is energized it is maintaining path through VS13 diode, Q52 N/O I/L,
Q 46 N/C I/L and RQ 52.
6. To take next notch, release BPP to de energise Q 52 and then press BPP.
7. When BPR is pressed, VE2 coil energised and quick regression takes place.
Release BPR when further regression is not required. (There is no notch by
notch regression facility with EEC operation since Q 52 will not come into
service)
8. BPP & BPR are located on the Loco Pilot’s desk.

Manual Operation of GR:

Whenever SMGR cannot be operated electrically with MP or EEC, it should be

operated manually by ZSMGR handle.
Conditions to be fulfilled for manual operation of GR

1. MP should be kept on ‘N’ position to close the line contactors.

2. Q 44 should not be in wedged condition.
3. Rotate the ZSMGR handle from 60clock to 30 clock position in anticlockwise
direction. Now, the Pacco switch will be pressed, electrical and pneumatic
connections to SMGR will be cut off and also the existing pressure in the SMGR
will be exhausted.
4. Abstract the ZSMGR handle from 30 clock position.
5. Insert the ZSMGR handle to SMGR shaft at 60 clock position.
6. Communication to be established between the Loco Pilot and Asst. Loco Pilot.

Procedurefor doing the manual operation of GR

1. Rotate the ZSMGR handle from 60clock to 60 clock position in clockwise

direction, within 0.5 second for one notch progression.
2. Rotate the ZSMGR handle from 60clock to 60 clock position in anticlockwise
direction, within 0.5 second for one notch regression.

Precautionsduring the manual operation of GR

1. Rotate the ZSMGR handle with in 0.5 second otherwise DJ will trip.
2. ALP has to observe the RGR carefully from corridor for any smell / Smoke /
Fire.
3. During the manual operation of GR, speed should not exceed 30 KMPH.
4. In emergency, Loco Pilot has to trip DJ for controlling / stopping the train.
5. To reclose DJ Asst. Loco Pilot has to bring GR to ‘0’ manually.
6. Asst. Loco Pilot is responsible for doing the manual operation of GR.

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Q 46 branch:
For quick regression, when MP kept on ‘0’position Q46 relay energizes through
GR closes on 1-32 I/L, ASMGR opens in between notches I/L, Q 46 N/C self I/L and
ZSMGR 6’0 clock I/L, In between notches, Q46 de energizes since ASMGR I/L is opened.
During quick regression with MP, if GR stuck up on full notch, Q46 will energize and trip
DJ (after 5.6 seconds) by opening its N/C I/L on Q118 branch. After energising Q 46,
N/C I/L will open and path will be maintained through RQ 46 on Q46 branch.

Q 51 branch:
Q 51 will energize in the following occasions
1. If BP pressure drops below 2.8 kg/cm2 or CCLS fuse melts, QRS 2 will de
energise and it’s N/C I/L will close on Q 51 branch.
2. If QD 1 or QD 2 is energised, thereby Q 48 energises and it’s N/O I/L will close
on Q 51 branch.
3. If Traction Power Circuit is fed more than 865 Volts, Relay Q 20 will energise and
it’s N/O I/L will close on Q 51 branch.
4. In modified locos when BPEMS is pressed, QEMS relay energises and it’s N/O I/L
closes on Q51 branch.
5. In roof mounted DBR locos after taking 16th notch in braking side, through CTF
Br. I/L and through GR 16-32 I/L Q51 energises.

EVPHGR branch:
When GR is in between 6 to 32 notches, EVPHGR energizes through GR 6-32 I/L.

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TRACTION FAILURES
Troubles related to LINE CONTACTOR CONTROL CIRCUIT:

Total Loss of Tractive Effort with GR Progression:

When MP is moved from ‘O’ to ‘N’ then to ‘+’ LSGR extinguishes, NR deviates but
ammeters do not deviate and loco will not move.
Reasons:
1. Defect with all LINE CONTACTORS are not closing.
2. Cut in TFP primary winding.

TROUBLE SHOOTING:
Electrical side;
 Place HVSI 1 & 2, HVMT 1 &2 on ‘3’ position& try; if successful resume traction
taking necessary precautions. If un-successful;
 Open DJ. Operate BL key 2 or 3 times.
 Operate all three CTFS 1 or 2 times manually after taking safety precautions.
 If un-successful, clean the interlocks of Q50 and try to resume traction.
Pneumatic Side;
 Ensure MR pressure is 8 To 9.5 Kg/Cm2.
 Ensure EP 1&2 COC is fully opened.
 Ensure noleakage in EP pipe line
 Ensure EP drain cock is closed.

 If un-successful contact TLC

Auto Regression with LSP Glowing:

When MP is moved from ‘0’ to ‘N’ then to ‘+’ LSGR extinguished and GR comes
to ‘0’ with LSP glowing. Causes
1. Train brakes not released or wet rail / oil substance on the rails.
2. Slipped pinion or locked axle,
3. Any one of the line contactor is opened or any cut in the pair of QD connected
TMS.
4 Whenever any shunting contactor is welded in which QD is connected or any
shunting contactor may not be closed.

TROUBLE SHOOTING:
A) Check for
 BP pressure in the gauge

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 Any brake binding or

 Any abnormality on train. If every thing is normal apply sand and try to
resume traction.
 Press ZQWC while starting the train.

B) If unsuccessful, take one or two notches and observe both ammeters.

1. If A3 is not deviating place HMCS1 on 4 and resume traction.
2. If A4 is not deviating place HMCS2 on 2 and resume traction.
3. If both ammeters are deviating but U2 is not deviating, place
HMCS 1 on 3 and try.
4. If U5 is not deviating place HMCS2 on 3 position.

C) If auto regression takes place while operating MPS then avoid MPS operation.

D) If auto regression takes place due to slipped pinion

 Stop the train and apply brakes.
 Depute ALP to stand near the truck and take one notch.
 Observe for any spinning noise or rotation of traction motor pinion.

If any one of the TM pinion rotates or spinning noise is heard, isolate the
corresponding TM and clear the block section with permissible load, other wise
contact TLC.

E)If Auto regression takes place due to ‘Locked Axle’

 Detach the loco from the formation.
 Depute Assistant Loco Pilot by the side of the loco, to observe moving of wheels.
 Move the loco and observe whether all loco wheels are rotating freely.
 If any wheel is not rotating request for assistance from TIC.

Note:
 Lower notches auto regression with LSP indicates QD action due to defective
track, bad weather, defective formation, welded shunting contactors, slipped
pinion and locked axle.
 Higher notches auto regression with LSP (after operating MPS) indicates QD
action due to shunting contactors not closing.

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Partial Loss Of Tractive Effort

When MP is moved from ‘0’ to ‘N’ and then to ‘+’, GR is moving but tractive
effort is less and not moving properly (poor engine hauling). On LP’s desk U1/U6 will
not deviate.

Reasons: 1.The line contactors L1/L6( which is not connected with QD) is not closed.
2. Either TM1/TM6 open circuited.

Trouble shooting:
1. Bring MP to ‘0’ and check the position of HMCS-1 and HMCS-2. If anyone is other than
‘1’ position, find out the cause. If normal, place HMCS-1 and HMCS-2 on ‘1’ position and
resume traction.
2. If HMCS-1 and HMCS-2 are on ‘1’ position, check for any air leakage from line contactor
electro valves and in the pipe lines. If there is any air leakage, try to arrest the same
and resume traction.
3. If there is no air leakage or it cannot be arrested, trouble shoot as follows.

a) If U1 does not deviate, place HMCS-1 on ‘2’ and work onwards with 5/6th of
maximum permissible load.
b) If U6 does not deviate, place HMCS-2 on ‘4’ and work onwards with 5/6th of
maximum permissible load.
c) Ensure HVSI-1/HVSI-2 positions in case of Traction voltmeters, traction Ammeters not
deviating in rear cab and poor engine hauling.

Troubles related to Reversers,CTFs & Q50 circuit

Total loss of tractive effort with glowing of LSB:

Abnormal sign:

When MP moved from 'N' to '+’, LSGR does not extinguish traction ammeters & notch repeater
does not deviate and loco does not move.

Reason: Q50 not energizing.

Trouble Shooting:-
1. Operate BL 2 or 3 times and try.
2. Operate MPJ handle for 2 to 3 times. Forward and Reverse finally keep it in required
direction.
3. Tap/operate Q50 mannually and try.
4. Ensure EP1,EP2 and EP3 cocs are opened.

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5. Take necessary precautions and check the proper setting of J1 & J2 according to the cab
leading i.e., both J1 & J2 manual operating handles should be in upwards for cab1
leading and downwards for cab 2. Gently tap the handles.
6. Ensure CTF1,2,3 manual operating handles are in upwards (traction side) and tap the
handles.
7. Ensure C145 is fully opened.
8. Ensure LS-C145 is in extinguished condition which is provided near Q-50 Relay indicates
that C-145 is in open position.
9. Clean the interlocks of Q50 and try.
If still un-successful, wedge Q50 in energised position.

PRECAUTIONS AFTER WEDGING Q50:

1. MPJ should not be operated to reverse position till reaches destination.
2. Shunting is prohibited. if required in emergency, ensure proper setting of
reversers for every cab changing and operation of MPJ.
3. RB should not be used.
4. When DJ is tripped on notches, keep MP on ‘o’ to bring GR to ‘o’.

 Write remarks in loco logbook &inform to TLC.

Troubles related to Tap changer control circuit

TLTE w/o LSB, w/o GR progression:

Abnormal sign:

When MP is moved from ‘O’ to ‘N’ then to ‘+’ LSGR not extinguished, Ammeters & NR not
deviated, loco not moving and LSB extinguished.

Reason: VE1 Progression coil is not energized.

Trouble shooting
1. Try by EEC operation. If success resume traction and inform to TLC.
2. If not succeed, Operate ZSMS for 2 or 3 times (In non modified ZSMS locos) and try.
3. Still not succeed, clear the block section by manual control of GR and trouble shoot
as follows.
4. Check Q52. It should be in de-energised position. If Q52 is in energized position,
wedge in de-energized position. While taking notches operate MP very sharply from
‘N’ to ‘+’, otherwise quick progression of GR will take place.
5. Check Q51. It should be in de-energised position. If it is energized,

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 Check QRS2. If it is de-energised, Check CCLS fuse (Note: signaling lamps also
shall not glow). If it is fused renew the same. Observe BP level, rectify the
same if reduced. If BP pressure is found normal, tap RGEB2 and try. If still
QRS2 is not energised, wedge QRS2 in energised position and work the train
with precautions. If QRS2 is already energised, clean the interlocks.( If it is
starting point ensure RGEB2 COC is opened)
 Check PR2. If it is energized, observe BP/VAC. levels. If dropped, check the
formation for train parting or BP/VAC. hose pipes are disconnected and attend
the same. If BP/VAC. levels are found normal, wedge PR2 in de energised
condition, work the train with precautions. If PR2 is already de energised, clean
its I/Ls and try.
 Still Q51 not de energising, contact TLC for advice.

6. Clean the interlocksof Q50.

7. Ensure ZSMGR handle in 6oclock position and pacco switch is in lifted condition.
8. Ensure SMGR pressure is 2.5 to 3.5 kg/cm2 and no leakage in theSMGR pipe line.
9. Still unsuccessful, contact TIC for advice.

1ST Notch auto regression without LSP:

Abnormal Sign :

When MP is moved from ‘0’ to ‘N’ then to ‘+’ LSGR extinguished, NR deviated to ‘1’, GR come to
‘O’, without glowing of LSP.

Reasons :

1. Due to rear cab BL not locked properly.

2. Due to defective QVCD or QVCD N/OI/L on VE2 coil branch.
3. Due to defective Q50 N/C I/L on VE2 branch
4. Due to defective Q51 N/O I/L on VE2 branch

Trouble shooting:
1. Ensure QVCD in de enegise condition, clear section with manual operation if station is
near by.
2. Try from rear cab, if notches are coming.
3. Operate rear cab BL for 2 or 3 times and try.
4. If still unsuccessful pack Q46 in de-energise position and work with EEC operation in non
modified ZSMS locos.
5. If ZSMS is modified, work from rear cab or by manual operation of GR.
6. If notches are not getting from rear cab,
7. Clean the I/Ls of Q50 & Q51 and try.

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8. If QVCD is energized condition reset, still QVCD is not de enegise wedge in de-
energized condition and try.
9. Keep HVCD on 0 position and try.
10. If not success keep HBA OFF & ON and try, if still not successful remove the cables
connected to VCD main unit.
11. Write remarks in loco log-book.
12. Inform to TLC at first opportunity

Miscellaneous failures:
BANDING FAILURE:

LOCKED AXLE:

1. Detach the loco from the formation.

2. Depute assistant loco pilot by the side of the loco, to observe moving of wheels.

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3. Take two traction notches, observe the wheels and find out which wheel is not
rotating.
4. Contact TLC for arranging of loco breakdown staff.

SLIPPED PINION:

It can be known through 1st notch auto regression with LSP.

1. Apply SA 9 and ensure application of loco brakes physically.
2. Depute assistant loco pilot to stand near the truck to observe spinning noise or
rotation of traction motor pinion.
3. Take two traction notches and find out for slipped pinion.
4. Isolate concerned traction motor and work further.
5. Inform to TLC at next stopping station.

ABNORMAL SOUND FROM TM:

1. Depute assistant loco pilot to observe for any abnormal sound from the traction
motor, while moving the loco.
2. If unusual sound is due to hanging part remove or secure the same and work
further.
3. If unusual sound is from traction motor, isolate the same and work further.
4. If still unsuccessful, contact TLC.

SMELL / SMOKE / FIRE FROM TM:

1. If any smell, smoke or fire is noticed from any traction motor, put out the fire.
2. Isolate concerned traction motor, clear the block section and contact TLC.

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RNG-32

NEW GENERATION EQUIPMENT

STATIC CONVERTER

Static Converter is provided in place of ARNO to give constant 415 Volts ±5%,
50 Hz, 3Ø AC supply to all auxiliary motors, to charge the batteries and to give 415
volts 1Ø AC to non-motor loads (static devices). At present static converters are
designed by SIEMENS, AAL, MEDHA, HIRECT,STASALIT,BOMBAIDER and ABB
companies. Now a days most of the locos are provided with Static converters.

Advantages of static converter:

 To give 415 V±5%, 50 Hz, 3Ø AC supply to all Aux. motors.

 To detect single phasing.
 To detect earth fault.
 Minimum Maintenance.
 To avoid failure of Auxiliary motors.
 High Efficiency.
 To give the 3 Ø AC supply to MVRF.
 Life of 3Ø E.M. contactors increases since operated on ‘OFF’ load.
 More reliable.
 In-built fault management system having storage of faults.
 Noise less smooth operation.

Equipment removed:

ARNO, C118, R118, QCVAR, HQCVAR, QOA, HQOA, QLA, Q100, HCHBA, QTD 105
&QTD 106.

New equipment provided:

a) Static converter (Rectifier, Inverter, BA charger and Sine Filter are the parts of
SIV)
b) a7, a8 bushings
c) QTD 101 time delay relay of 5 sec (cab-2 back panel)
d) Contactor C-108 (in contactor panel) for 3 Ø AC supply to MVRF.
e) QCON (in relay panel) for checking the functioning of static converter.
f) QSIT (in relay panel) for tripping of DJ whenever static converter trips.
g) CCINV fuse 6 amps (in switch panel) for inverter electronics.
h) LSSIT (on Loco Pilots desk) indication lamp for static converter tripping.
i) QSVM (2 seconds time delay) relay for soft starting of blowers.

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j) HRAVT switch (in switch panel) related to cab heaters, cab fans, NR and walkie
talkie charger.
k) HSIV switch (in switch panel) for bypassing of earth fault during permanent earth
fault.
NOTE: In some locos QSIT is target type relay.

Indications on SIV panel: Most of the SIV inverters having following indications
a) OHE out of range lamp (red colour).
b) Internal fault lamp (red colour).
c) External fault lamp (red colour).
d) SIV ON lamp (green colour).
e) Battery charger ON lamp (green colour).
f) ELD bypass ON lamp (red colour).
g) ELD by pass Switch
h) SIV Reset push button switch
i) Fault Display Screen

Procedure for energisation:

1. After examination of the locomotive, keep ‘HBA’ on ‘1’ position.

2. 110V DC supply given to static converter.
3. Start MCPA to build up RS pressure to 8 kg/cm2. Unlock BL key. Keep ZPT in 1 or 2
positions to raise pantograph.
4. Close BLDJ, press BLRDJ. After closing DJ, LSDJ extinguishes. OHE voltage indicates
in UA meter. Release BLRDJ after UA meter deviation (don’t wait for extinguishing of
LSCHBA and auxiliaries sound).
5. Static converter starts functioning approximately 6 to 10 sec after closing of DJ.
6. Converter ON sensor will close on QCON branch after static converter starts
functioning. When QCON energized, LSCHBA lamp extinguishes.
7. Static converter takes 760/830 V 1 Ø AC supply from TFWA to convert in to 415 V 3
Ø AC supply and gives to all auxiliary motors.
8. Close BLCP to build up pneumatic pressure.

Starting and stopping of Blowers:

1. For starting of blowers, close BLVMT, SIV stops working and all blower contactors
closes in OFF load. Relay QSVM (2 seconds time delay) energises and after 2 seconds
SIV restarts again.
2. For stopping of blowers, after stopping train at station, open BLVMT, SIV stops
working and all blower contactors opens in OFF load. Relay QSVM (2 seconds time
delay) de-energises and SIV restarts through QSVM N/C I/L.

Description of power circuit

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1. On switching HBA, 110 V DC will be supplied to static converter for energizing

control system.
2. Close DJ as per given procedure. UA meter deviates and LSCHBA remains
glowing.
3. 760 / 830 v 1-Ø, AC is being supplied to SIV and converts into 415V, 3Ø AC to
supply all aux. motors.
4. The static converter is made using a half controlled single phase bridge rectifier
at the input, a DC link filter and a three phase IGBT based PWM inverter with
output sine filter and chopper for saving from DC link over voltage.
5. SIV takes 6-10 sec. to ramp up fully and then QCON relay picks up through
sensor of SIV and LSCHBA will extinguish (CHBA & all auxiliaries start working).
6. In some makes sine filter and battery chargers are provided out side the SIV unit
and in new locos these are provided in SIV unit itself.

Static converter control circuit:

1. After closing DJ, Inverter electronics gets battery supply through….
a. CCINV 6A fuse.
b. Working cab BL I/L
c. QSVM N/C I/L
d. QV60 N/C I/L.

2. After closing BLVMT, Inverter electronics BA supply is disconnected then SIV

stops working.

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3. After closing BLVMT, relay QSVM energises in blowers control circuit.

4. QSVM N/O I/L closes parallel to QSVM N/C I/L after 2 seconds.
5. Again SIV starts after 2 seconds through QSVM 2 seconds time delay I/L.
6. This arrangement is for OFF load operation of blower contactors

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 CCA (6A) BLOWERS CONTROL CIRCUIT (STC)
110V DC
+ VE
GR CL QVRF
0-5

DJ
CTF1
(BR)

CTF2
(BR)

CTF3
(BR)

BLVMT 1 BLVMT 2 HMCS 1

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HMCS 2

CTF 1 (TR)

HVRH HVMT 1 HVMT 2

C107
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2Sec

BA -VE
QSVM C107 C105 C106 C145 C108 LSDBR

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ENERGISATION OF STATIC CONVERTER DJ CONTROL CIRCUIT:

1. Before closing DJ, ensure that loco is on track and under OHE.
2. To close DJ, fuses ADDL CCBA, CCBA,CCPT& CCDJ should be in good condition.
3. Keep HBA on ‘1’ position and ensure BA voltage is more than 90 volts.
4. After keeping HBA on ‘1’ position, relay Q118 energizes through contactors C105,
C106 & C107 N/C I/Ls, relays Q44 & Q46 N/C I/Ls and GR ‘0-5’ I/L. Q118 N/O I/L
closes on Q44 branch.
5. Start MCPA and create more than 6.5 kg/cm2 of pressure in RS reservoir.
6. Pressure relay QPDJ energizes at 5.5 kg/cm2 in ABCB loco and its N/O I/L closes on
MTDJ branch (In VCB locos QPDJ energizes at 4.65 kg/cm2).
7. Unlock BL key and ensure four pilot lamps are glowing (LSDJ, LSCHBA, LSGR &
LSB).
8. Insert ZPT on ‘0’ and move to ‘1’. Now it’s one I/L closes in panto electrical control
circuit to raise rear panto and another I/L closes on common branch of Q45, EFDJ &
MTDJ (In VCB locos closes on common branch of Q45 & MTDJ).
9. Ensure pantograph is raised and touching to contact wire.
10. Close BLDJ and press BLRDJ, relay Q45 energizes through CCDJ, BP1DJ N/C/ I/L,
BLDJ N/O/I/L, ZPT I/L (closes on ‘1’ or ‘2’ position), BLRDJ N/O I/L and through GR
‘0’ I/L.
11. When Q45 is energized, one of its N/O I/L closes on Q44 branch, second on
EFDJ/MTDJ coil branch and third one on Q30 branch in auxiliary power circuit.
12. Then Q44 energizes through Q45 N/O I/L, Q118 N/O I/L and ASMGR closes on ‘0’
and on full notches I/L.
13. When Q44 is energizes its N/C I/L opens on Q118 branch (Q118 will not de energize
because of 5 seconds time lag) and its N/O I/L closes on common path of EFDJ &
MTDJ.
14. EFDJ energizes through the safety relay N/C I/Ls, Q45 N/O I/L, DJ N/C I/L.
Simultaneously MTDJ also energized(In VCB locos MTDJ energizes through the
safety relay N/C I/Ls, QCON N/C I/L , Q45 N/O I/L and QPDJ I/L. When MTDJ
energizes, pressure enters into puppet valve to lift puppet valve and DJ closes).
15. When EFDJ is energized air pressure is supplied to DJ servomotor to close DJ. When
MTDJ is energized air pressure is stopped to DJ servomotor to keep DJ in closed
condition. (In VCB locos MTDJ is meant for closing and maintaining and to open DJ)
16. When DJ is closed LSDJ extinguishes through QV60 relay.
17. After closing DJ, EFDJ de energizes through DJ N/C I/L. Now the existing pressure in
DJ servomotor is exhausted through exhaust port and DJ remains in closed condition
through retaining spring (In VCB locos after closing DJ, path is maintained through
DJ N/O I/L).
18. Once DJ is closed and OHE supply is available, TFWR and TFWA energizes, UA
meter needle deviates and release BLRDJ.
19. After releasing BLRDJ, relay Q45 de energizes and its N/O I/Ls opens in different
branches.
20. When supply comes to TFWA, relay Q30 energizes (Q30 energizes at 215 volts of
TFWA output), Q30’s N/O I/L close on Q44 branch.

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21. Now STATIC CONVERTER receives 760 / 830V single-phase AC supply and produces
415V ±5% 3-phase AC supply after 6 to 10 seconds. Along with STC five direct
auxiliary motors will start and simultaneously their relay I/Ls closes on Q118 and
Q44 branches. When STC is giving out put, relay QCON energizes through converter
ON sensor.
22. When QCON is energized, N/C I/L opens on Q118 branch and path is maintained
through C105, C106, C107 N/C I/Ls, QVSL-1, QVSL-2 and QPH N/O I/Ls. QCON N/C
I/L opens on MTDJ branch in VCB locos.
23. Along with STC static devices also gets supply. (CHBA, Cab heaters/AC, cab fans and
walkie - talkie charger). When CHBA is working, LSCHBA extinguishes.
24. Q44 gets path through Q30 N/O I/L, GR ‘0’ I/L and so on. Simultaneously Q44 gets
supply through QVSI-1 and QVSI-2 also.
25. Now DJ is maintained in closed condition through Q118, Q44 and MTDJ branches.
26. After closing DJ, close BLCP to start MCPs.
27. After closing BLVMT, Static converter stops working and contactors C105, C106 and
C107 closes at a time in OFF load. Relay QSVM energizes in blowers control circuit
and through its N/O I/L, STC again gets control supply and STC restarts again after
2 seconds. ( LSCHBA glows and extinguishes)
28. After starting of MVRH, MVMT-1 & MVMT-2, Q118 gets path through QVMT-1,
QVMT-2 & QVRH N/O /Ls and so on.
29. After taking first notch GR ‘0’ I/L open on Q44 branch and path is maintained
through QVSI-1 and QVSI-2 I/Ls.
30. After taking sixth notch GR ‘0-5’ I/L open on Q118 branch and path is maintained
through C105, C106 & C107 N/O I/Ls.
31. From 6th notch to 32 notches there is no change in DJ control circuit.

NOTE:
a) Immediately after closing DJ (i.e., after releasing BLRDJ), if BLVMT is closed, on
Q118 branch, C105, C106 and C107 N/C interlocks opens. Now path is maintained
to Q118 relay through QCON N/C interlock.
b) When static converter trips, SI trip I/L closes on QSIT branch and QSIT energizes
and opens its N/C I/L on MTDJ branch to trip DJ immediately. LSSIT lamp glows
on loco pilot desk.

HRAVT switch positions

Switch Cab Notch Walkie-talkie
Cab fans
position heaters/AC repeater charger
0 Isolate Isolate Isolate Isolate
1 Working Working Working Working
2 Isolate Working Working Working
3 Isolate Isolate Working Isolate

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TRIPPING FAILURES (STATIC CONVERTER):

 DJ tripped along with LSSIT lamps immediately go to SIV panel and see
external/internal fault lamp is glowing on SIV and trouble shoot accordingly.
 DJ tripped and LSSIT not glowing, pick up correct abnormal sign.

Before closing DJ, ensure the following:

1. Keep MP on “0”.
2. Open all top row BL switches.
3. Ensure GR is on zero (LSGR is glowing).
4. Ensure ZPT on “1” or on “2” position and panto is raised and touching to contact wire.
5. Ensure MR / RS pressure is above 6.5 Kg/cm2. Start MCPA, if pressure is less.
6. Ensure all safety relays are normal.
7. Ensure C107, C105 & C106 contactors are opened fully.
8. Battery voltage is above 90 volts.
 Close BLDJ, press BLRDJ and observe LSDJ and UA meter needle. Release BLRDJ
after the deviation of UA meter needle. LSCHBA will extinguish after 6-10 seconds.
 Pick up the correct abnormal sign in the following manner.

S No Indication / operation Ab. sign Probable reasons

1 On closing BLDJ and pressing ICDJ a. Less air pressure in RS or MR.
BLRDJ, LSDJ remains glowing b. Less BA voltage.
c. Q118/ Q45/ Q44/MTDJ not energized.
d. Less VCB unit pressure.
e. A conk defective.
f. If QSIT is energized, troubleshoot for
SIV tripping.
a. If unsuccessful, Place HOBA in ‘OFF’
and try. If still unsuccessful Keep HBA
in ‘O’ and try
2 Close BLDJ, press BLRDJ. LSDJ No Tension a) Derailment/ Accident (reducing of
extinguished, UA needle not Vacuum / BP levels in loco)
deviated, no auxiliaries sound, DJ b) Defect in Feeding Power Circuit.
trips immediately after releasing c) Defect in OHE/ track/ formation
BLRDJ. d) Defect in A0 / A33.
e) Cut in TFWA.
f) Insufficient rising of panto.
g) Foreign body on loco roof.
h) Cut in roof bars towards raised panto or
touching to loco roof.
3 Close BLDJ and press BLRDJ ‘A’ a. Check QLM for energisation
LSDJ extinguishes and comes back Beginning
immediately.

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4 Close BLDJ and press BLRDJ. ‘A’ Ending

LSDJ extinguished, UA meter SIV not picking up
needle deviated, Release BLRDJ. a. Defective CCINV
LSCHBA glowing continuously b. Defective QSVM.
and DJ maintains till MR/RS c. Defective BLVMT.
pressure available. d. Defective QV60 N/C I/L.

5 Close BLDJ and press BLRDJ. Operation Defect in

LSDJ extinguished, UA meter ‘B’ a. MVSL1 or QVSL1
needle deviated, release BLRDJ. part-I b. MVSL2 or QVSL2
After extinguishing of LSCHBA c. MPH or QPH
and while counting 15 seconds,
LSDJ re-glows.
6 Close BLDJ and press BLRDJ. Operation Defective Q30
LSDJ extinguished, UA meter ‘B’
needle deviated and LSDJ re glows part-II
immediately after releasing
BLRDJ.
7 Close DJ, After extinguishing of Operation Defect in
LSCHBA count 15 sec. and close ‘O’ a. MVRH or QVRH.
BLVMT, LSCHBA glows and b. MVMT1 or QVMT1
extinguishes. Now count 15 sec. c. MVMT2 or QVMT2
again.Now while counting 15
seconds LSDJ re-glows.
8 Close DJ, After extinguishing of Operation Defect in
LSCHBA count 15 sec. and close ‘I’ a. MVSI1 or QVSI1
BLVMT, LSCHBA glows and b. MVSI2 or QVSI2 or
extinguishes. Now count 15 sec. c. Sluggish operation of GR.
again. Take 1 notch. LSDJ re-glows
immediately.
9 After taking 1stnotch ,DJ holds, take Operation a) Any one of C107 or C105 or C106
six traction notches.Count 15 sec. ‘II’ contactors are not closed
While counting 15 seconds LSDJ b) C107 or C105 or C106 N/O I/Ls
re-glows. defective.
10 DJ trips in various occasions other TWAC a. Defective QPDJ
than above indications. b. Slackness of CCDJ or CCPT or CCA
c. Moisture in system
d. Defective SMGR
e. Defective ZPT I/L
f. Momentary defect of any I/L in the DJ
control circuit.

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Tripping Failures-SIV LOCO

1. ICDJ (On closing BLDJ and pressing BLRDJ, LSDJ remains glowing):

Trouble shooting:

For Q118 not energising, clean I/Ls of QCON, Q-46, operate GR 0-5 and back
.
Q45, Q44 are not energised, trouble shooting is same as conventional loco.

If EFDJ/MTDJ is not energising, trouble shoot as conventional loco and in addition clean
the Q-45 N/O I/L, If QSIT is energised, troubleshoot for SIV tripping.

If unsuccessful, place HOBA in OFF and try

,
Switch OFF & ON battery, and try.

 If unsuccessful contact TLC for advice.

2. NO TENSION (While closing DJ, LSDJ extinguishes, UA meter does not deviate,
and DJ trips immediately on releasing BLRDJ).
Trouble shoot for “NO TENSION” is same as conventional loco.

3. ‘A’ beginning: (Close BLDJ and press BLRDJ LSDJ extinguishes and comes back
immediately.)
Trouble shooting: If QLM is energized trouble shoot as conventional loco for
QLM energisation.

4. ‘A’ Ending: (Close BLDJ and press BLRDJ. LSDJ extinguished, UA meter needle
deviated, Release BLRDJ. LSCHBA glowing continuously and DJ maintains till
MR/RS pressure available.)

Troubleshooting
a. Check CCINV fuse, if fused replace & try, if again fused, keep HOBA in off
position and replace the fuse.
b. Close BLVMT and try.
c. Clean QV 60 N/C I/Ls and try.
d. Tap/Clean QSVM I/Ls and try.
e. Keep HBA off, wait for three minutes switch on HBA & try.

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f. Keep HOBA in off position and try.

g. Still not succeeded, isolate loads one by one (Direct motors& Static loads)
and try.
h. If still not succeeded, contact TLC.
Note:
1. If STC is initially picked up and after closing BLVMT if STC is not picking
up, check CCA & QSVM for energisation.
2. If CCA melts, replace & again melts, keep HOBA in off position &
replace.
3. If QSVM is not energised, wedge it in energised condition (Time delay
relay)
Precautions to be taken after wedging QSVM: Close BLVMT before
closing of VCB.

5. OPERATION B –I (After extinguishing of LSCHBA, DJ trips with in 15 seconds):

Trouble shooting:
a. Place HVSL-1 & HVSL-2 on ‘3' and HPH on ‘O’. Now close DJ, clear the
section duly ensuring the working of MVSL1, MVSL2 &TFP oil level. If any
one of MVSL1 & MVSL2 is not working, isolate MVSL by keeping
concerned HVSL on ‘O’ (Keep concerned HVMT & HVSI also on ‘O’) and
work onwards with 50% of the maximum load permitted.
b. If motors are working, after clearing section, trip DJ, place HVSL-1 on '1',
close DJ and after extinguishing of LSCHBA wait for 15 seconds. If DJ trips
conclude QVSL-1 is defective place HVSL-1 on '3', normalize the other
switches (i.e.HVSL2 & HPH) and work onwards duly ensuring the working
of VSL-1.

 Similarly trouble shoot for other MVSL and MPH.

6. OPERATION B – PART- II (DJ trips immediately on releasing BLRDJ):

Trouble shooting:Wedge Q45 and work with precautions (Close BLDJ, BLCP
and BLVMT)

7. OPERATION ‘O’ :(After closing BLVMT LSCHBA glows and extinguishes. While
counting 15 seconds LSDJ glows)

Trouble shooting:
 Put HVMT 1 & 2 and HVRH on 3 and close BLVMT and close DJ.
 Ensure the working MVMT-1, MVMT-2 and MVRH. If any one of the
blowers are not working isolate the same and work with precautions.
 If all the 3 blowers are working normally with HVRH, HVMT-1 and HVMT-2
on 3 position , clear the block section, trip DJ, place HVRH on '1' close

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BLVMT and close DJ, and wait for 15 seconds after extinguishing of
LSCHBA. If DJ trips, QVRH is defective, place HVRH on '3' and other two
switches on '1', work further duly watching MVRH blower working.
 If DJ holds with HVRH on '1', trip DJ, place HVMT-1 on '1', close BLVMT
and close DJ, and wait for 15 seconds after extinguishing of LSCHBA. If DJ
trips, QVMT-1 is defective, place HVMT-1 on '3' and HVMT-2 on '1' and
work further duly watching working of MVMT1 frequently.
 If DJ holds with HVMT-1 on '1', it indicates QVMT-2 is defective, so keep
HVMT-2 on '3' and work further duly watching working of MVMT-2
frequently.

8. OPERATION ‘1’ (DJ trips on taking 1ST notch with LSCHBA glowing & no sound
from auxiliary motors):

Check CCINV, if fuse melts trouble shoot for SIV not starting. Remaining trouble shooting is
same as conventional loco.

9. OPERATION ‘2’ (DJ trips after taking 6th notch, after 5.6 seconds)
Trouble shoot same as conventional loco for any Contactor not closing.
 If C107 alone is not closing, tap CTF 1.
 If contactors closed and N/O I/Ls are defective, trouble shoot same as
conventional loco.
Note:Wedging of contactors are not permitted.

TROUBLE SHOOTING FOR SIV

 If any internal or external fault occurs SIV stops and restarts for 2 to 3 times
normally.
 If trouble is not rectified, DJ trips through relay QSIT and LSSIT lamp glows on
Loco Pilot’s desk.
 Check fault lamp(External/Internal) on SIV panel and trouble shoot accordingly.

Important Instructions to Loco Pilots:
. Record the CHBA voltage and Current in the log book as per instructions.
1. During SIV working on power, the HBA should not be operated, unless necessary.
2. Switching 'ON' and immediately switching 'OFF' of any auxiliaries Motors should be
avoided.
3. Do not operate any Rotating switches, when SIV is in 'ON' condition.
4. For resetting QSIT press reset push button until LSSIT extinguish or close IP COC then
switch off HBA for few sec and switch ON.
5. On run, if all auxiliaries are not working and LSCHBA glows with DJ tripping, trouble shoot
for SIV.
6. Items removed from Loco are ARNO, C118, R118, QCVAR, HQCVAR, HCHBA, QLA, QOA,
HQOA, Q100, QTD 105 and QTD 106.

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7. Items provided in Loco CCINV (6Amps), QCON, QSIT, LSSIT, QSVM, QTD101, HRAVT-
(0,1,2&3 positions), SIV unit , a7, a8 terminals, HSIV – (0, 1 positions) & C108 (for 3
MVRF induction motor).

8. HSIV-'1'- CAPTFWA centre point directly connected to Earth in normal working conditions.
9. HSIV-'0'- Resistance connected in series with the CAPTFWA centre point to earth to
minimize leakage currents during Earth fault. (Similar to HQOA in Arno loco)
10. Earth leakage (ELD) bypass pushbutton switch is provided in SIV panel
MU Operation:
1. If LSCHBA glows along with LSOL indicates that the rear loco SIV /CHBA not started.
2. If SIV loco has to be made as dead while attached with train, rear Loco HBA should be
kept in 'OFF', in addition to normal procedure.
3. In MU Light engine rear Loco HBA should be kept 'ON' and CCINV to be slackened.

While Static convertor is functioning,

 Do not operate any auxiliary programmable switches.
 Except compressors no other loads should be DOL started.
 The loco batteries should not be isolated from battery charger, unless
necessary.(do not keep HBA in ‘O’)
Other instructions:
 Avoid simultaneous closing of BLCP and BLVMT when QTD101 is wedged.
 Close BLVMT before closing DJ whenever QSVM is wedged.
 DJ trips with LSSIT lamp glowing/QSIT target dropping, troubleshoot for SIV.
 DJ trips and LSSIT lamp not glown/QSIT target not dropped, troubleshoot for
tripping failures.
 BA on load test is not possible in SIV locos since HCHBA is not provided.
Static converter(180KVA) trouble shooting procedure:
Generally all the faults in the SIV will be reset by the unit itself and it makes the automatic
restart attempt. (Except fuse failure, fan failure, over temperature). After making all the restart
attempts, (2 to 5 times in 45 sec approximately) static converter will shut down on its own and
DJ trips through QSIT with LSSIT indication in Loco Pilots Desk.

Procedure to be followed in case of DJ trips on run:

1. If LSSIT not glowing, Check SIV panel also in addition to normal checks and if
everything is normal try to re close the DJ and trouble shoot as per TSD as in
Conventional Loco.
2. If LSSIT glowing in driver's desk in addition to normal checking, see the text display VFD
(vacuum fluorescent display) panel for fault message and any fault LED glowing on the
front panel of SIV.
Fault Indication: SIV is not picking up
procedure
1. Check CCINV fuse, if fused replace & try, if again fused, keep HOBA in off position and
replace the fuse.
2. Close BLVMT and try.
3. Clean QV 60 N/C I/Ls and try.

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4. Tap/Clean QSVM I/Ls and try.

5. Keep HBA off, wait for three minutes switch on HBA & try.
6. Keep HOBA in off position and try.
7. Still not succeeded, isolate loads one by one (Direct motors& Static loads) and try.
8. If still not succeeded, contact TLC.

Note:
1. If STC is initially picked up and after closing BLVMT if STC is not picking up, check CCA &
QSVM for energisation. If CCA melts, replace & again melts, keep HOBA in off position &
replace.
2. If QSVM is not energised, wedge it in energised condition (Time delay relay Precautions
to be taken after wedging
3. QSVM: Close BLVMT before closing of VCB.

Fault Indication: OHE out of range lamp glowing:

While closing VCB,
a) UA meter does not deviate and VCB trips on releasing BLRDJ
b) UA meter deviates; if OHE is below 16.5 KV VCB will trip through Q-30, if above 31 KV
VCB will not trip on releasing BLRDJ.
Action to be taken by crew:
1. If UA meter does not read trouble shoot for no tension.
2. In case input voltage is below 16.5 KV, VCB will trip through Q-30, contact
TLC/TPC.
3. In case OHE is 31 KV and above, SIV will switch off, VCB will not trip till pressure
drops. Contact TLC/TPC.
4. If OHE is in range i.e. VCB closes, OHE shows above 16.5KV and below 31KV, but
OHE out of range lamp is glowing, SIV is in off position, suspect trouble in input of
SIV, try to reset SIV, if not succeeded contact TLC.

Fault Indication: DJ trips through LSSIT, Internal fault lamp glows on

SIV:

Check for any smell, smoke or fire in Auxiliary power circuit equipment, if any
abnormality is noticed use fire extinguishers. Isolate effected load, work accordingly further
with precautions. If no abnormality is noticed, see the message displayed on SIV screen.

1. If fan fault is displayed, reset MCB if available on SIV unit, reset SIV, try to close VCB &
work further, if not succeeded or MCB is not available outside, contact TLC for assistance.
2. If over temperature fault is displayed, inform to TLC, wait for 10 minutes, reset SIV, try to
close VCB & work further, if not succeeded, contact TLC for assistance.

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3. If other message is displayed, press SIV reset button till LSSIT lamp extinguishes & try to
close VCB, if not succeeded, close IP COC, keep HBA in off position, wait for three
minutes & switch on HBA and try.
4. If still not succeeded, isolate loads one by one & try
5. If still not succeeded, contact TLC for assistance.

Resetting of SIV:
1. Press reset button on SIV unit, till LSSIT lamp extinguishes.
2. If reset button is not available, close IP COC, keep HBA in off
position, wait for three minutes, switch on HBA

Fault Indication: DJ trips through LSSIT, external fault lamp

GLOWS ON SIV
Check for any smell, smoke or fire in Auxiliary power circuit equipment, if any
abnormality is noticed, use fire extinguishers. Isolate effected load, work accordingly
further with precautions. If no abnormality is noticed, see the message displayed on SIV
screen.
1. If earth fault message is displayed on screen,

a) Keep HSIV on ‘0’ (a resistance 1500Ω will be added).

b) Reset SIV.
c) Press earth fault bypass button on the SIV panel & clear section within 45 minutes.
d) After clearing section, contact TLC and find out defective auxiliary load by isolating one
by one. After isolating a particular load, if trouble is overcome, work further according to
isolation. If trouble is not overcome or load and road do not permit after isolating a load,
contact TLC for assistance.
2. If other than earth fault message is displayed on SIV
a) Keep HRAVT is on ‘0’
b) Reset SIV, Close VCB
c) If trouble is overcome, work the train further and when time permits we can
detect/isolate the defective static load (Cab heaters, Cab fan, NR and Walkie talkie charger)
d) If fault is not overcome, switch off BLCP & BLVMT, reset
SIV, close VCB.
e) If still trouble is not overcome, isolate the direct motors
one by one and try. After isolating a particular load if
trouble is overcome, work further according to isolation, if
load and road do not permit, contact TLC for assistance. If still trouble is not overcome,
permanent earth fault is there. Contact TLC for assistance.
f) After closing VCB without closing BLCP&BLVMT, if external fault lamp is not glowing, it is
confirmed that there no trouble with direct motors and static loads.
Now close BLCP, if external fault lamp glows, trouble with
One of MCPs. Find out defective one, isolate and work normal.
g) After closing BLCP, if lamp is not glowing, close BLVMT, if
lamp glows, trouble with one of MVMT 1, MVMT2 and

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MVRH. Find out defective one, isolate and work

accordingly. If load and road do not permit, contact TLC.

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Fault Indication: Without tripping VCB, LSCHBA glows on run.

Action to be taken by crew:

1. Check the working of CHBA by keeping HBA in ‘0’ position. If VCB trips it is confirmed that
CHBA is not working.
2. SIV will continue to function even if battery charger is not working due to any
reason/fault.
3. Trip DJ, switch OFF & switch ON HBA and try. If succeeded work normal.
4. If not succeeded, Check Battery Voltage between 90 to 110Volts.
5. If BA voltage is above 90V and CHBA not working, inform TLC and work onwards as per
the instructions of TLC.
6. Minimise the load on batteries by switching off compartment lights and unnecessary loads
by watching BA voltage frequently.
7. After keeping HBA on ‘0’, if VCB is not tripped, it indicates that CHBA is working.

QCON De-energised on run:

Indications:
 LSCHBA glows on LP’s desk
 On SIV inverter ‘SIV OK’ lamp also extinguishes (SIV will function)
 Compressors will stop functioning.

Trouble shooting:
If SIV working normally wedge QCON & Q118 and work with
precautions.( In VCB locos, after releasing BLRDJ only wedge QCON without delay)

If compressor contactors alone are not closing.

Action to be taken by crew:
1. Close BLCPD and try, if unsuccessful
2. Ensure HCP is in other than ‘0’position.
3. If contactors are not closing tap the QTD101 and try.
4. If unsuccessful, wedge QTD101 and try.
5. If unsuccessful, try from rear cab.
6. If SIV working and QCON not energised wedge the same & Try, If QCON is energised,
clean its N/O I/Ls and try.
7. If unsuccessful, contact TLC for assistance.

Precautions after wedging QTD 101 or QCON

1. BLCP/BLCPD should be switched 'ON' after 5 Sec of SIV pick up or after LSCHBA
extinguishes.
2. If QCON is to be wedged, wedge QCON after closing of VCB only.

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Different SIV make panels

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MICROPROCESSOR PROVIDED LOCOS

MICRO PROCESSOR BASED CONTROL AND FAULT DIAGNOSTIC

Microprocessors are used in Electric locomotives for the purpose of controlling

and fault diagnostic. This fault diagnostic and control system is designed by “Advanced
Digital Controls”, “MEDHA” and STESALIT”. This system is suitable for all types of
Electric locomotives, including Static converter provided locos.

ADVANTAGES:

1. Microprocessor will monitor all the control circuit interlocking system. Hence, the
control circuit with their interlocking system has been eliminated by removing all
the functional/ Operational relays of conventional locos.
2. In each cab, one display unit is provided through which fault is displayed. This
feature is useful for Loco Pilots troubleshooting during online failures, quickly.
The stress on Loco Pilot is reduced enormously.
3. Due to less number of relays and interlocks means higher reliability of this
locomotive and trouble free. In these locos, online failures are recorded. So, this
record is useful for maintenance staff to know the faults occurred in the
locomotive and helps them in rectifying the same.

PRINCIPLE OF OPERATION

1) After the power is switched ON to the control unit, SCU (signal conditioning unit)
and one of the CPU cards become active, it checks the healthiness of various sub
systems.
2) Any abnormality found is send to both display units for display.
3) The control unit reads the digital and analog inputs. Also the initial status of certain
inputs e.g. Reverser is checked and BL key is switch ON.
4) The monitoring of input and calculation of out put is done at very high rate to
ensure a prompt action.
5) If any feed back input does not match with the input driving status during running
of locomotive, then also an appropriate message is sent to display units.
6) Faults are stored in non volatile memory.
7) For every normal opening with BLDJ, the stand by CPU card becomes active and
active CPU card becomes stand by.
8) If at any stage active CPU card fails, the other healthy CPU card takes over the
message on display units and logging of fault. Once a CPU card is found faulty the
role change over does not takes place. The system works with only with healthy
CPU. If both CPU card fails, loco will de energize condition.
9) Micro processor is equipped with real time clock and flash memory to record faults
in real time with fault type.
10) The fault data can be down loadable to a PC / Lap top.

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DISPLAY UNIT:

1) On powering up, each display unit checks for communication from control unit. If no
communication is received with in 10 seconds the respective display announces a
communication fail message.
2) The system can continue to work if one or both display units fail.
3) The fault screen on LCD shows Date, Time and loco configuration which was set.
4) The two digit seven segment LED indicator shows the current notch position.
5) When control unit is unable to find out the current notch position e.g. after power
up of any control unit the tap changer is not at “0”, manual operation of GR, etc, the
display shows “Er”.
6) Any fault message received from control unit is announced by displaying of message
on LCD and sounding of hooter (if configured).
7) For messages which requires compulsory acknowledgement, the hooter continues to
sound till acknowledge key is pressed in the cab where BL key is made ON.
8) For other messages and display in the other cab, the hooter stops after 10 seconds
irrespective of type of message.
9) The key board provide on the display unit can be used to be used to get the on
formation and current working status of the system. There are 8 keys. These are
“Menu”, “۷”, “۷”, “Enter”, “ACK”, Back light ON/OFF, contrast increase and contrast
decrease.

Keys on display:

KEY PURPOSE
ACK This key is used for acknowledge the fault displayed on the screen.
MENU This key is used for selection of various operations.
CURS UP For moving the cursor up.
CURS DN For moving the cursor down.
ENTR This is the command terminator

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MAIN UNIT:
Main unit is mounted in relay panel. This unit performs the main task of fault
diagnostics and control and comprises of the following:

1) Digital input cards : 8 Nos.

2) Digital out put cards : 5 Nos.
3) Analog input cards : 1 No.
4) Interface card : 1 No.
5) CPU cards : 2 Nos.
6) Power supply cards : 2 Nos.

SIGNAL CONDITIONING UNIT:

1) It is mounted above the main unit.
2) It accepts locomotive HV input of auxiliary supply, ARNO/SI output & TM armature
voltage (of only one TM) through a terminal block and gives digital opt put to
CPU..

RELAYS REMOVED:
Q20 Q30 Q44 Q45 Q46 Q48
Q49 Q50 Q51 Q52 Q100 Q118
Q119 QV60 QV61 QV62 QV63 QV64
QCVAR QWC QRS2 QTD105 QTD106 PR1
PR2 QD1, QD2 & QCON (in Static converter provided locos)
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RELAYS AVAILABLE:
QOA QOP1 QOP2 QRSI1 QRSI2 QLA
QLM QCVAR QSIT QEMS QPH QVMT1
QVMT2 QVRH QVSL1 QVSL2 QVSI1 QVSI2
RGCP RGEB RGAF QPDJ QVRF QFL
Fuse provided newly : CCCPU (6A–ADC & 2A - MEDHA) some locos only
Fuses removed : CCDJ, CCA, CCLS & CCLSA
BPQD switch provided in both cabs on Loco Pilot's desk.
HPAR switch is provided in switch panel to isolate AFL in case of mal functioning.
Note: In latest version QD relays are also removed.

Flow chart of MENU(MEDHA MAKE)

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Note: To know ELIMINATED RELAYS status, press main MENU, select PROCESS
INFORMATION(2nd ) AND select ELEMINATED RELAY STATUS(4th ) during trouble
shooting.
Messages displayed during various operations in ADC make MPFDS:

Operation Message on display

HBA “ON” Attempting synchronization(For few seconds and
disappears).Waiting for command will appears
UnlockingBLDJ
BL BLDJ open
Closing BLDJ ZPT/ BV open
ZPT 1 or 2 BLRDJ open
Closing BLRDJ DJ closure attempted for few seconds and disappears
reverser ON ‘0’ will appear (After closing DJ)
Moving MPJ to ‘F’ or ‘R’ MP ON ‘0’
Moving MP to ‘N’ Tr MP on Traction
Moving MP to ‘P’ Br MP on Braking
Taking notches Position of notch (0-32)indicated by digital NR

Messages displayed in the display unit when DJ tripped

When DJ tripped on run, the reason for tripping will be displayed on the
screen of the display unit.

1 DJ tripping via QVRH 10 DJ tripping via QRSI 1

2 DJ tripping via QVMT1 11 DJ tripping via QRSI 2
3 DJ tripping via QVMT2 12 DJ tripping via QOP 1
4 DJ tripping via QVSL1 13 DJ tripping via QOP 2
5 DJ tripping via QVSL2 14 DJ tripping via QLM
6 DJ tripping via QPH 15 DJ tripping via QOA
7 DJ tripping via QVSI1 16 DJ tripping via QLA
8 DJ tripping via QVSI2 17 DJ tripping via Q30
9 DJ tripping via GR stuck up in 18 Auto regression via wheel slip
between notches

PROCEDURE FOR ENERGISATION:

1. Energisation of this loco is similar to conventional loco.

2. After general checkup, Put HBA on ‘1’, observe LCD display for – welcome note.
3. Start MCPA and build up pressure up to 8 kg/cm2.
4. Unlock BL key and observe LCD display panel for – BL key ON.
5. Close BLDJ and observe LCD display panel for -BLDJ closed.
6. Keep ZPT on 1 or 2 and check for panto to raise and observe LCD display panel for
–CAB 1 / CAB 2 panto raise (According to cab and ZPT positions message will
appear).

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7. Press BLRDJ and observe C-118 contactor, DJ for closing and observe LCD display
panel for -DJ closed.
8. SIV ON appears after starting of static converter (in case of SIV locos).
9. MPJ ‘F’ or ‘R’-No message displays.
10. MP on ‘N’ (Tr / Br) - No message displays.
11. Taking notches – Position of notch (0 to 32) indicates by digital notch indicator only.

MESSAGES DISPLAYED IN THE DISPLAY UNIT

No Display message Action to be taken by the loco pilot

1. There
1 is NO OHE at the No Tension, Wait for OHE Voltage. Retry to close DJ
time of DJ closing If OHE present SC Unit or its connection may be bad.
(BLRDJ is ON) Inform TLC
OHE Power fail while Running, Apply Emergency brake
2. OHE
2 Low/No Tension Conform really OHE there or not
If OHE present, SC Unit or its connection may be bad.
Inform TLC
3. DJ3 Tripping due to QOP1 Follow as per TSD.
4. DJ4 Tripping due to QOP2 Follow as per TSD.
5. DJ5 Tripping due to QOA Follow as per TSD.
6. DJ6 Tripping due to QRSI1 Follow as per TSD.
7. DJ7 Tripping due to QRSI Follow as per TSD.
8. DJ8 Tripping due to QLM Follow as per TSD.
9. DJ9 Tripping due to QLA Follow as per TSD.
10. DJ Tripping due to QVSL1 Check MVSL1, If normal put HVSL1 on 3 resume traction
11. DJ Tripping due to QVSL2 Check MVSL2, If normal put HVSL2 on 3 resume traction
12. DJ Tripping due to QVMT1 Check MVMT1, If normal put HVMT1 on 3 resume
traction
13. DJ Tripping due to QVMT2 Check MVMT2, If normal put HVMT2 on 3 resume
traction
14. DJ Tripping due to QVRH Check MVRH, If normal put HVRH on 3 resume traction
15. DJ Tripping due to QVSI1 Check MVSI1, If normal put HVSI1 on 3 resume traction
16. DJ Tripping due to QVSI2 Check MVSI2, If normal put HVSI2 on 3 resume traction
17. DJ Tripping due to QPH Put HPH on 0 & work with restricted current ratings
18. DJ Tripping due to GR Bring GR to 0 manually and close DJ
Stuck up on notches
19. DJ Tripping due to QPDJ Check RS pressure, if less air pressure, start MCPA and
build up pressure
20. QVRF not working Insufficient air flow for DBR Do not use Dynamic Braking

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21. Reversers are neither in "F" Set the Reversers manually and resume traction
nor "R"
22. CTFs are neither in "Tr" nor Set the CTFs manually on "Tr" side only and resume
"Br" traction
23. GR not in Zero Bring GR to “0” manually and close DJ
24. Brake applied through IP IP coil de energizes during Dynamic Braking. Do not use
DBR
25. Auto Regression via RGEB If brake not applied, check for leakage
26. Auto Regression via QD Press BPQD / Resume Traction
27. Auto Regression via TM Check TM voltage, Bring notch down if Auto regression
over voltage not come
28. Braking Fault SWC Braking fault SWC operated
operated Do not use loco brake during DBR
29. Working with one CPU One CPU failure. Note in log book and resume traction &
inform to TLC
30. EEPROM failure working No action by the Loco Pilot
with Default parameters
31. Display Communication fail No action by the Loco Pilot
with other CAB
32. HVMT1 is in position 0 L1 L2 L3 Cut off, Half power available. Find out the reason
and trouble shoot.
33. HVMT2 is in position 0 L4 L5 L6 cut off, Half power available Find out the reason
and trouble shoot.
34. HVSI1 is in position 0 L1 L2 L3 Cut off, Half power available. Find out the reason
and trouble shoot.
35. HVSI2 is in position 0 L4 L5 L6 cut off, Half power available Find out the reason
and trouble shoot.
36. C145 Open HMCS 1/2 not in C145 open in DB mode due to HMCS 1/2 not in. Do not
1 use DBR.
37. DBR overheated or C145 open in DB mode DBR Overheated. Do not use DBR.
QF/ QE Operated
38. DJ Tripped via DJ Feed back Check if DJ is getting closed or not. If not Inform TLC
Fail
39. Battery Charger Output Fail Check CHBA working or not. If not working, work as
conventional loco.
40. ICDJ through C106 Feedback Unable to close DJ due toC106 Feedback Fail. Put HVMT2
Fail on 0. Clear the section and inform TLC
41. ICDJ through C105 Feedback Unable to close DJ due toC105 Feedback Fail. Put HVMT1
Fail on 0. Clear the section and inform TLC.
42. GR stuck on Notches Bring GR to “0” manually.
43. V965 Channel Fail 965-966 Voltage Measurement channel Failed. De energise
the loco & Inform TLC.
44. Auto - Regression via ACP Auto regression via ACP (Alarm Chain pulling / Train
parting)
45. BPAR put in bypass BPAR put in bypass mode

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46. BPAR restored BPAR restored

47. ICDJ through QSIT Dropped Follow trouble shooting as per SIV panel fault lamps.
48. OHE Voltage out of Range OHE Voltage out of range, SI unit shut down.

Important instruction for Loco Pilots:

1. CCA, CCDJ, CCLS and CCLSA fuses are not provided in microprocessor based locos CCPT
and CCCPU fuses are provided.
2. It is not necessary to change the position of ZSMS switch for driving the train with MP or
EEC.
3. Do not change the position of any switch while the loco is in energized condition.
4. During progression driver can avoid auto regression due to wheel slipping by pressing
BPQD up to 10th notch.
5. A push button switch BPQD is provided in the driver's desk, which may be pressed for
isolating auto regression in case of wheel slipping. If auto regression is not due to wheel
slip but may be due to any traction motor defect. Now trouble shoot for auto regression
according to TSD.
6. If any fault in the loco, the fault message will come on display unit. Based on the fault
message trouble shoot according to TSD. After trouble shooting press ACK provided on
display unit. Message will clear from the fault unit screen and it will be recorded in
memory. If message not cleared, put HOBA in OFF and try.
7. If any fault occurs, based on fault message trouble shoot as per TSD. If unsuccessful,
First place HOBA on OFF position and try. If not successful, switch OFF HBA and wait for
three minutes and try to energise the loco.
8. If any electromagnetic contactor is not closing even after trouble shooting according to
TSD then place HOBA in OFF position and try.
9. If loco is in energized condition and display unit in both cab does not work, keep HBA '0'
for 10 sec and try. If any fault occurs identify the same with the help of pilot lamps and
trouble shoot as per TSD, work up to destination. Make entry in log book and inform TLC.
10. While attending trouble, before checking any equipment ensure BLDJ is in open condition.
11. If DJ tripped for any reason it should be closed only after 4Sec. If closed within 4 Sec
display unit will indicate 'C 118N/C I/L fail, ensure C 118 opening. Do not press BLRDJ
ignore the message
12. Some locos are provided with CCSPM fuse for speedometers. If this fuse melts, Energy
monitoring system only will not function but SPM will work.
13. In case of TLTE without GR progression /AFL mal functioning put HQ51/HPAR to 'O' and
try.
14. If leading display unit is not working, during trouble shooting fallow rear cab display.
15. If both display units not working, pick up abnormal sign as per conventional loco during
trouble shooting.

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Key board operations:

The keyboard provided on the Display unit can be used to get the information and current
working status of the system. There are 5 tactile feedback Membrane keys. These are MENU-
and “ENTER”. ACK Pressing the “MENU” at any time shows the following Screen.

Date: Time:
Vehicle Diagnostic
Process information
EXIT

The - or / shows the current cursor position. To select an option, move cursor up or down by
using  keys. To select the option, Press “ENTER” Key. The next screen for “Vehicle diagnostic”
menu is as follows:

Date: Time:
Isolation information
Fault Information

To see isolation information press “ENTER”. If there are no isolations, the “No isolation”
information to display message is shown, otherwise the programmable switches put in positions
other than “1” are shown for HVMT1, HVMT2, HVRH and HMCS switches.

To see the faults logged, make sure that BLDJ key is “off” and “GR” is at “0”Select “Fault
information” option by bringing + in front of this option and then press “ENTER”. If there are no
faults logged since the last switching on of the control unit power, “No Faults to be Displayed”
message is shown otherwise, the latest fault logged with date and time of fault and Fault
Message is shown as follows:

Date: Time:
Fault Log
Date: Time:
DJ Tripped via QOP-1

To see previous faults press “” key. You can see a maximum of last 16 faults through
repeated pressing of “” key.

To exit from any of the above display screens press “MENU” key and then select “EXIT”
option to return to default screen or select other option as desired.
Note: 1. To see input and output cards status, eliminated relay
status select process information.

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1. If any fault message is displayed on screen, after noting press ack button, screen will go
to default screen and fault will be recorded in fault messages.

Main unit not working

Pilot lamp will not glow, no message on display unit and loco will not energize. Take the
following actions.
1. If BA is '0' and CPA not working replace Addl. CCBA with HOBA in ' OFF ' position.
2. If battery voltage is above 90V.
3. Check CCBA, CCPT and CCCPU (if provided), if blown out renew the fuse if again melts
put HOBA in OFF and renew the fuse.
4. If unsuccessful, keep HBA on '0' and wait for 3 minutes and & then try.
5. Keep HOBA off and try.
6. If still not energised, contact TLC.
Trouble shooting procedures:
i) Impossibility to closed DJ
a) Ensure the battery voltage is above 90V.
b) Check the relay target, if any target is dropped trouble shoot as per TSD.
c) Check CCBA, CCPT, CCCPU (If provided). Change the fuse if melted. If again melted,
put HOBA in OFF and renew the fuse.
d) Check the air pressure in MR and RS and ensure it should be above 8 kg/cm 2.
e) Ensure C118, C105, C106, and C107 before closing DJ.
f) Operate GR 0-5-0, Ensure GR is zero
g) Operate BP1DJ, 2 or 3 times.
h) Change ZPT position and try.
i) Try to close DJ by pressing BP2DJ
j) Keep HQOA ’0’ and try.
k) Keep HQOP 1&2 in OFF position and try.
l) Try from rear cab.
m) Ensure C118 is closing, for ARNO base locos while closing DJ.
n) Build up maximum pressure and try.
o) Tap QPDJ and try.
p) Switch off HBA, wait for three minutes and try to close DJ.
q) If not succeeded keep HOBA off and try.
r) Still not success, contact TLC, make a remark on log book.
NOTE: For quick trouble shooting, select eliminated relay status; attend for trouble
shooting for detecting the fault.
ii) On releasing BLRDJ, DJ trips due to 'No TENSION'
(UA not deviating)
a) Trouble shoot for 'No TENSION' trouble

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b) If OHE voltage is available signal conditioning unit of its connection may be defective
inform TLC
iii) On releasing BLRDJ, DJ trips with in 15 sec (UA
deviates):
a) Trouble shoots as per message displayed in Display board. If display board is not
working (Trouble shoot for Operation B part-1 as per TSD)

iv) On closing BLVMT, if DJ trips with in 30 sec

a) Trouble shoots as per message displayed in Display board. If display board not
working (Trouble shoot for Operation '0' as per TSD)

v) Tripping on 1stnotch (Operation-II)

a) Trouble shoots as per message displayed in Display board. If display board not
working (Trouble shoot for Operation '1' as per TSD)

vi) DJ tripping on 6th notch (Operation-II)

a) Trouble shoots as per message displayed in Display board. If display board not
working
b) Check C105/C106/C107 wire connections (after taking safety precautions) and
flexibility and try
c) Put HVRH,HVMT1/2 in '3' position and try
d) If unsuccessful, keep HOBA-off and try

TRACTION FAILURES

vii) Total Loss of Tractive Effort

When TLTE experienced LP has to check, whether TLTE is

Through LSB / without LSB / with GR progression. If

A) TLTE With LSB Experienced:

a) Operate BL, 2 or 3 times and try.
b) Operate MPJ, 2 or 3 times and try.
c) Check J-1 and J-2 are in proper direction or not, CTF s is in proper direction or not, if
not set properly, set them in proper direction, even in proper direction tap them gently
in correct direction with precautions.
d) Check C-145 in opened condition, if it is in closed condition, manually open it with
precautions.
e) Ensure LSC145 is in extinguished condition if provided.

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B) TLTE Without LSB Experienced:

a) Try with EEC operation.

b)Ensure ZSMGR position in 60 clock position.
c)Ensure pacco switch in lifted condition.
d)Ensure SMGR pressure 2.5kg/cm 2 to 3.5 kg/cm2; if necessary increase the pressure
up to 0.5 kg/cm2 and try.
e) Ensure RGEB2 coc in open condition.
f) Change HPAR and try.
g) Try from rear cab (MP interlocks may be defective, concern to VE-1 coil).
h) Still not success, try to clear with manual operation of GR.

c) TLTE with GR progression:

a) Tap CTF handles in proper direction gently.
b) Ensure HVSI-1, HVSI-2, HVMT-1, HVMT-2 in “1” position, try by changing to 3.
c) Ensure EP-1 and EP-2 coc’s are in open condition.
d) Ensure EP drain coc is in close position.
e) Ensure control reservoir pressure.
f) If still not success, try from rear cab. (MP interlocks may be defective, concern to line
contactors.)

Note: 1.) Still not success, keep HBA in off and on try, keep HOBA off try, still not
success contact TLC.
2.)During final trouble shooting, before keeping ‘HBA’ ON ‘0’ ensure that IP COC
should be kept on close position otherwise BP Pressure will drop.

S no Display messages Action to be taken

1 DJ tripped via DJ Check if DJ is getting closed, if not
feedback fail. inform to TLC.
2. Battery charger Check CHBA, if not working, clear
output fails. block section, make entry in log book
and contact TLC.
3. ICDJ through Put HVMT1/2 in 3 and try
C105/C106 feedback
fails.
4. V965 channel fail Make loco dead.
5. Auto regression via Troubleshoot for alarm chain pulling.
ACP
6. HPAR put in Bypass Change HRAR/HQ51 and try.
7. OHE voltage out of SIV unit will go in to off mode,
range confirm OHE voltage, if OHE available
put OFF HBA for 10 sec and then ON
try again.(in siv locos)_

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TWIN BEAM HEADLIGHT

The Twin beam headlight is introduced to achieve higher illumination at

lower power. The 24 Volts of two Halogen lamps are used in this system for
each head light unit. The DC-DC Converter is used in this system to convert 110
Volts of Battery (DC) to 24Volts DC supply. As it is taking supply from batteries,
the headlight will be available in open condition of DJ also.
It consists of two 400W converters. A selectable switch (Bipolar/Rotating)
is provided and located in front of the unit. It gives 24Volts (400Watts) of power
to the twin beam headlight (2 x 100W) and to the indication panels (approx.
160W). The headlight beams are adjusted from individual reflectors to meet at a
distance of 305 meters for long beam and 250 meters for short beam.
 Whenever headlight is not in use, keep ZPR/ZRT in OFF position.
 While operating Bipolar/Rotating switch on DC - DC converter,
ensure ZPR/ZRT in OFF position.
 Two fuses are provided on DC-DC converter unit, one for each
converter.
Note:
On DC-DC converter unit each converter consists of red LED (input
supply) and green LED (output supply). If both LEDs are not glowing, defect
with fuse/ input supply. If only green LED is not glowing, defect with concerned
converter.

HEAD LIGHT NOT WORKING

Close BLPRR, to check the rear headlight.

If rear head light is glowing………….
1. Check the bulbs in front side, if blown out, renew the same with spare one.
2. If still it is not glowing, check the bulb holder for any defect or slack terminals
3. If still unsuccessful, ensure marker lights in ON and work the train with 40kmph of
speed restriction duly informing to SCOR/TLC.
If rear head light also not glowing ………….
1. Ensure ZRT / ZPR is closed.
2. Still not glowing, keep ZRT/ZPR in ‘OFF’ and change the position of bipolar switch on
DC-DC converter unit (Dc-Dc converter consists either rotating switch or bi-polar
switch, to select the converter).
3. If still headlight is not working, check the fuses provided on converter unit. If any
fuse melts, replace with proper fuse.
4. In both converter & RTPR provided locos, change HRTPR position(1 to 2) to keep
RTPR in service
5. If still headlight is not working, keep marker lights in ON and work the train with
40kmph of speed restriction duly informing to SCOR/TLC.
6. If both converters are tripping, ensure BLLF is opened & try.
NOTE;- In some locos HRTPR rotating switch is provided in motor chest no 1.
It is having ‘3’ positions. i.e (0,1&2)

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REPLACEMENT OF BULB

1. Open the back cover from inside the cab, identify the defective bulb.
2. Pull out the wire loom by holding 3 way nylon connector.
3. Press the bulb holder a little inwards and rotate in anti clockwise direction.
4. The spring loaded holder will come out. Remove the defective bulb.
5. Take the new bulb from the middle box fitted on the back cover of headlight unit.
6. The new bulb is to be placed properly in the reflector, matching the notch & small
raised portion on the bulb.
7. Fix the spring loaded holder and connect back the wire loom.
Caution:
The glass portion of the Halogen lamp should not be touched by hand, which may
cause for cracking during operation. The Bulb to be handled from metallic portion only.

Vigilance Control Device

Instructions regarding VCD in Conventional locos:

Normal Operation: VCD gets activated as soon as loco is energized. The VCD has to
acknowledge by operating any one of the following once in every 60±2 seconds.
Loco pilot/Asst Loco pilot have to do the following operations for every 60 sec
1. Progression by MP or EEC.
2. Regression by MP or EEC.
3. Operation of HT/LT horn.
4. Application of Sanders.
5. Operation of foot pedal switch.
6. Press Acknowledgement switch.
7. Operation of MPS (Ist notch)

If VCD is not acknowledged within 60 sec, VCD warning lamp flickers for next 8 sec, if still not
acknowledge, VCD warning lamp and buzzer will come for next 8 sec. If still not acknowledge
VCD action takes place. BP drops and GR comes to ‘0’.
Note: When BL key is inserted, then VCD goes in “self-check” mode. If the
IP/E3W valve cock is in closed condition then VCD will log the event as IP isolated
and after that, it will work normally.

Resetting of VCD:
1. Keep MP on ‘0’.
2. Keep A9 on full service to avoid MR dropping.
3. Wait for 32 sec, then press VCD reset button.
4. Keep A9 on release for charging of BP.

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If VCD maul function:

1. A bypass switch is provided in the main unit, in case of any mal functioning of VCD, Loco
Pilot has to isolate the unit by keeping the bypass switch in OFF position duly entering in
the log book.
2. If still not success, HBA off and try.
3. If still not success, disconnect VCD main unit four cables and try.

Note:
 Don’t close IP valve cock.
 In standing condition, apply SA-9 otherwise VCD may be active in the
locomotive where low speed signal is not available from speedometer.
If QVCD N/O I/L defect on VE2 branch , experiences ‘1st notch auto regression
without LSP’ traction failure experiences.

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BPEMS

In case of Emergency Loco pilot has to press BPEMS.

If BPEMS is pressed the following indications will takes place.
1. QEMS Relay energises
2. BP drops through IP valve (de energizes).
3. DJ trips and Panto graph lowers.
4. GR comes to '0'
5. AFL starts functioning.

FOR RESETTING BPEMS

1. Put ZPT-on '0', MP '0'.
2. Keep A9 in emergency position to avoid MR dropping.
3. Rotate BPEMS knob to clock wise direction to release and ensure that BPEMS Knob is in
released condition hence QEMS relay deenergises..
4. Energize Loco as per regular procedure.

Note:
Ensure IP coc (A-15) in open position during running of Loco .

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MODIFICATIONS
Provision of EP contactor for C118:
In place of EM contactor of C118, EP contactor is provided in few locos. In such locos,
C118 chronometric I/L will not be available. A new relay QTDX/ QTD 100 provided with time
delay of 5 seconds for the purpose of chronometric I/L. Relay QTD 100 will energise after
closing of DJ. QTD100 I/Ls will close after 5 seconds in Auxiliary Control circuit. The
pneumatic supply is taken from DJ pipeline. To attend any pneumatic problems at C118, a COC
also provided, which should be kept in open position always.

Revised periodicity of POH and IOH for WAP1&WAP4

locos(EL/3.61/1 dated 19.10.06).
POH 6years±3 months or 12lacs kms whichever is earlier
IOH 3years±1 month or 6 lac kms whichever is earlier

Provision of 16th notch regression on SMGR in locos provided with

roof mounted DBR:
To improve the effectiveness of dynamic braking QF setting and auto regression of GR
have revised as:
 QF setting-850 amps
 Auto regression-16th notch
The above changes are to be applied in WAP1 and WAP4 locos provided with naturally
cooled roof mounted DBR.
METAL OXIDE VARIASTOR (MOV)
In some locos in place of LTBA it is provided and is located in Cab 2 back
panel. Normal condition the glass provided on which shows transparent but during
abnormal condition the glass will appears as blackish colour.

Whenever CCBA fuse is repeatedly melting even HOBA is kept in ‘OFF’ position
, then check MOV for any abnormality. If it is then disconnect the +ve cable wire
no 003 connected to MOV and work further duly informing to TLC , make a remark
on loco log book.

NEW MCPA PANEL (crew friendly cab locos)

In some modified locos of WAG-7 & WAP-4 New MCPA PANEL is provided. In
these locos MCPA motor, RAL COC, RS D/C, CPA D/C, SS-1 Safety valve, Z NRV R-
1 COC is provided.
But ZCPA is provided in both cab’s LP’s desk (OR) SWITCH panel (or) cab-1
back panel.

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Important locations of Crew friendly locos

1 ATFEX transformer Motor chest No-2
2 C-118 Beside the C-145 in BA-3 panel in HT-3
compartment

3 R-118 On top of BA-3 panel in HT-3 compartment

4 CTF-1 BA-1 panel in HT-1 compartment

5 CTF-2 BA-2 panel in HT-3 compartment
6 CTF-3 BA-3 panel in HT-3 compartment
7 C-145 BA-3 panel in HT-3 compartment
8 RB unit (RF resistances, MVRF etc) HT-1 compartment towards corridor No-2
9 HQOP-1 BA-1 panel
10 HQOP-2 BA-2 panel
11 MCPA, RS, their drain cocks, R-1 Motor chest No-1
COC, RAL COC, SS-1

12 ZCPA In switch panel (cab-2 panel)

13 RGCP and its COC CAB-1 back panel
14 QFL CAB-2 relay panel
15 Hand brake, wooden wedges, spare CAB-1 floor panel
hoses, etc.

16 Almost all pneumatic equipments are Motor chest No-1

provided in pneumatic cubical.

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RNG-24
Pneumatic equipment-Locations
Cab1 left side locker
1. Limiting valve set at 1.8 kg/cm2
2. Electrical VEF and Mechanical VEF
3. SWC
4. RGEB2
5. MU2B valve (Lead / Trail)
6. F1 selector valve
Cab1 Centre Locker
1. VESA1 & VESA2 with COCs (in WAG5 &WAM4-6P only)
Note:- In crew friendly cab locos these are kept on CAB-I back panel
2. VEPT1& Throttle valve (in WAG5 &WAM4-6P only)
Note:- In crew friendly cab locos these are kept on CAB-I back panel
3. ZCPA -Switch for compressor auxiliary (In some of WAG7 locos this switch is kept
in CAB-I left side locker)
Note:- In crew friendly cab locos this is kept on Driver’s desk/Switch panel
4. MCPA-Motor for compressor auxiliary
5. CPA's drain COC
6. SS1 - Safety valve 1(Set to 8 kg/cm2)
7. RAL cut out COC
8. RS with gauge (In WAG7 & WAP4 locos RS gauge is kept at gauges in both cabs
and named as PR gauge)
9. RS drain COC
Note:- 1.In WAP4 locos (crew friendly cabs) MCPA, RS, R1COC, RAL COC,RS D/C
& CPA D/C are provided in MC-I.
2.In WAG7 locos (crew friendly cabs) MCPA, RS, RAL COC,RS D/C & CPA
D/C are provided in MC-II.
10. RGCP and it’s COC - Regulating governor for compressor and it’s COC.
Note:- In some locos CAB-I back panel/Pneumatic panel

Loco Right Side Towards Cab2 End

1. Feed valve 6 kg/cm2 for Feed Pipe with COC (near MR3)
2. Duplex valve (near MR3)
3. NRV ( Non Return Valve ),
4. MR3 with drain COC,
5. NRV, MR4 with drain COC,
6. Centrifugal dirt collector (CDC) with drain COC
7. MR4 COC

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8. C2B relay valve, for loco brakes

9. Brake cylinder COC
10. Centrifugal Dirt Accumulator drain COC
11. R1 COC :In WAG5- above wheel No.4
In WAG7- near CR
In WAM4 & WAP4-Cab1 centre lock
In crew friendly cab of WAP4- MC-I

Loco Left Side From Cab1 End

1. Three CP independent safety valves (Set at 11.0 kg/cm2) with/without COC
2. EP drain COC
3. Centrifugal dirt collector with drain COC
4. C2A relay valve for Brake Pipe
5. Control reservoir drain COC
6. DJ oil separator drain COC
7. MR1, with drain COC
8. Auto drain valve (ADV) with COC
9. Panto pipe line drain COC
10. MR2 with drain COC
11. Air intake COC with Non Return Valve (NRV)
12. Brake cylinder COC

Loco Front Side (Both ends)

1. MR equalising pipe and Brake Cylinder equalising pipes with angular COCs.
2. Feed Pipe with Angular COC
3. Brake pipe Angular COC
4. Vacuum hose pipe with dummy

Brake equipment in MC-I: IP electrical valve with COC, IP (Mech) with COC,
Distributor Valve (DV or C3W) with passenger/ freight service handle, Quick release
valve(QRV), VEAD with COC.

Towards corridor in MC-I: MV4, AFMV, R6 & RGAF

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Pneumatic panel:- Most of the air brake equipment is provided on this.

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Pneumatic Panel in Side View

Parts:

1. A8 COC 9.C3W Valve

2. IP(M) COC 10.RGAF
3. IP(E) COC 11.SWC
12.MU2B
4. RGEB2 COC
13.C2A Relay Valve
5. VEF(M) 14.F1 Selector Valve
6. RGEB2 15.VEF(E) Valve
7. P2 16.IP(E) Valve
8. P1
NOTE: C2B Relay valve, DCV ,FP COC, AFMV, R6 valve are also provided on pneumatic
panel

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Various Pneumatic valves in the system

SA9 (Independent Brake Valve - A 13): -

It is used for application and release of loco brakes. It is a self-lapping pressure
maintaining independent brake valve. SA9 is having a feed valve, which is set to 3.5
kg/cm2 by the shed staff. It is having two positions.Release and Application.

C2B (A 29):
C2B Relay Valveis a diaphragm operated, self lapping valve. It is used to supply and
exhaust, brake cylinder air pressure in terms of pneumatic braking demand initiated by A9
or SA9. C2B is having 4 ports: for MR4, DCV, BC and Exhaust.

DCV (A 24):
Itis a Double Check Valve, used to provide control of a device from two sources
without interaction between the two sources. It will have three ports: for DV, MU2B and
BC pipeline.

MU2B (A 61):
MU2Bhas two positions: Lead & Trail (Dead). It is provided for the purpose of
working Multiple Unit operation. While working with single loco or leading loco of MU, it
should be kept in ‘Lead’ position. If the loco is moving as dead or in case of trailing loco of
MU, it should be kept in ‘Trail’ position. It is having eight ports: 2&20, 3&13, 53&63,
Ex&30 (From F1 selector valve). When MU2B is in Lead position, it connects 2&20 ports
for the purpose of working loco brakes & 3&13 ports for the purpose of working the
formation brakes.

F1 Selector Valve:
It has 9 ports. It performs the function of arranging the IRAVB-2 brake equipment
in the locomotive, to lead or trail other similar type of brake equipment. It also prevents
the loss of a brake application on trailing locomotive by automatically resetting the brake
control to lead position in the event of parting between locomotive units. Operation of the
F1 selector valve is under control of the MU2B valve.

Brake Cylinders:
There are 8/12 Brake cylinders provided to the locomotive for the purpose of
operating loco brakes. These are spring-loaded piston operated and transmits braking
force through brake shoes when pressurised. The pistons retract due to action of release
spring when depressurised.

A9 (A12):
It is called as Automatic Brake Valve. A9 has a feed valve, set to 5kg.cm2 by the
shed staff.It hhas 5 positions: Release, Minimum reduction, Full service, Over reduction &
Emergency. It is a self lapping pressure maintaining brake valve. It is capable of
graduating in application or release of locomotive and formation brakes by destroying or
maintaining the Brake Pipe pressure made throughout the train length. Three pipe lines

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are connected to A9 i.e.MR supply pipeline, control pipeline & BP pipeline. For MR supply
pipeline & control pipeline COC are provided.

DV (Distributor Valve):
It is also called asC3W valve. It is used for application of loco brakes along with
formation brakes. It is having 3 handles: QRV handle, G/P handle & isolation handle. The
G/P handle (to regulate Brake cylinder pressure), should be kept in G position when
working with goods train and to be kept in P position if working with Passenger train.
Isolation handle to be kept vertically for service. It should be kept in isolation position
(Horizontal) when loco is moving as dead. It is a compact Brake Pipe air operated,
automatic, self-lapping pressure maintaining type valve and graduates compressed air
brake application and release of locomotive. The valve is also designed to deliver
maximum brake cylinder pressure of 3.8+/- 0.1 Kg/cm2 with a Brake Pipe pressure drop
of 1.5 Kg/cm2 from regime pressure of 5 Kg/cm2. The C3W distributor is a composite unit
with pipe bracket and control reservoir with 3 pipe connections.
The C3W valve is connected to the Brake Pipe provided in the brake circuit and
responds to the variation of pressure in the brake pipe. It applies proportionate brake
application on locomotive when train brakes are applied either through automatic or
emergency brake valve.

Feed Valve (D 24B):

This Feed Valve isset to 6 Kg/cm2 by the shed staff. A COC is provided before this
valve, which should be kept in open position if working with twin pipe air brake system. If
working with single pipe air brake system, it should be kept closed. It is a pipe bracket
mounted, high capacity diaphragm operated relay valve and self-lapping pressure-
maintaining valve for ensuring constant compressed air supply to the system at a pre-
determined level. In IRAVB-2 brake system, this Feed Valve is used to supply of
compressed air to the feed pipe at 6 Kg/cm2.

Air Flow Measuring Valve: -

It is a diaphragm operate pressure differential valve , for measuring airflow,
when the air supply for system is routed through it. In IRAVB-2 dual brake system, MR-3
pressure supplied for C2 relay valve for making Brake Pipe to 5 Kg/cm2 directed through
it so that the condition of Brake Pipe air throughout the train is reflected shown in air flow
indicator situated at both end cabs through R6 relay valve.

R6 relay Valve:
It is a diaphragm-operated valve for magnifying the air signal as a result of MR
pressure flow through airflow measuring valve. The magnified air signal is finally fed to
the airflow indicator of each cab.

Air Flow Indicator:

It is a two needle indicator, one of the needles through standard bourdon tube
arrangement linked to the air signal from R6 relay valve and the other is manually
rotatable. The latter is normally kept align with the former during run and rate of flow of

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air pass through the air flow measuring valve is only to make up against specified leakage
throughout the train Brake Pipe, so that, during abnormal leakage in Brake Pipe pressure
the difference in needles will indicate the BP condition.

Pneumatic equipment- standard settings

EQUIPMENT/
S.No WAG5/WAG7/WAP4 REMARKS
DEVICE
1 BP pressure 5.0 Kg/cm2
2 FP pressure 6.0 Kg/cm2
3 Permitted droppage of MR 0.6 Kg/cm2 /3 minutes
Pressure
4 Permitted leakage of BP 0.6 Kg/cm2 /5 minutes From 4.5 of BP
5 BP leak hole (CP efficiency)
i. With MV4 in RELEASE 0.6 Kg/cm2 /1 minute With7.5mm leak
position (energised) hole
ii. With MV4 in RUN position BP pressure must fall With7.5mm leak
(de energised) down to more than 1.5 hole
Kg/cm2 but less than 2.5
Kg/cm2 per minute
6 BP charging time:
Release A 9 from Emergency
position, Time taken for
charging BP to full 5.0
Kg/cm2 when: Within 1-2
3-6 sec seconds BP drop
i. When MV4 is in RELEASE to zero when A9
position put to
ii. When MV4 is in RUN More than 6 sec Emergency
position position.
7 FP leak hole 2.0Kg/cm2/1min
8 RGCP 8.0/9.5 Kg/cm2
9 QPDJ 5.5/4.5 Kg/cm2 ABCB DJ 4.0/4.65 kg/cm2
VCB DJ
10 RGAF 4.0/3.0 Kg/cm2
11 P1 4.5/4.8Kg/cm2
12 P2 4.4/4.7Kg/cm2
13 RGEB 2 2.8/4.0 Kg/cm2

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14 CPA Safety Valve (SS 1) 8.0 Kg/cm2

15 MR Safety Valve (SS 2) 10.5 Kg/cm2
16 CP Safety Valve (SS) 11.0 Kg/cm2
17 Brake Cylinder Pressure with 1.8 Kg/cm2
A9/DVB,
Brakes Application/Releasing 25-30/ 10-15sec
Time
18 Brake Cylinder Pressure with 3.5 Kg/cm2
SA9/IAB,
Brakes Application/Releasing 6-9/9-10 sec
Time
19 Feed Valve 6.0 Kg/cm2
20 Duplex check valve 4.9 Kg/cm2
21 MCPA- pressure building time 8.0 Kg/cm2/8 min
22 MCP- pressure building time 9.5 Kg/cm2/12 min
23 PT Raise/Lower Timings 6-10 sec
24 Air Flow Measuring Valve 100 psi When A9
released from
emergency
25 SWC 0/1.0 Kg/cm2 DBR locos
26 A9 Dropping Rel: 5.0 Kg/cm2;
Min Red:4.3 to 4.5
Kg/cm2 (Drop 0.5 to 0.7
Kg/cm2)
Full Ser:3.4 to 3.6 Kg/cm2
(Drop 1.4 to 1.6 Kg/cm2)
Over Red:2.4 to 2.8
Kg/cm2 (Drop 2.2 to 2.6
Kg/cm2) ;Emergency:0
Kg/cm2

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Pneumatic Circuit
Initial Storage and Distribution

Initially pressure is created with MCPA to raise panto and to close DJ. To start
MCPA, BA voltage should be more than 90 volts and CCBA should be in good condition.
Keep ZCPA on ‘1’ position, MCPA starts and creates pressure in RS reservoir when RAL
COC is in open position. To create pressure in RS, five drain cocks should be in close
position (CPA d/c, RS d/c, RDJ d/c, DJ oil separator d/c and panto pipe line d/c). MCPA
should not work continuously for more than 10 min. MCPA can create pressure up to
8Kg/cm2 since SS1 safety valve is provided (SS1 set at 8Kg/cm2) between CPA and
NRV. The amount of pressure created in RS can be seen through RS gauge (In WAG7
and WAP4 locos RS gauge is provided in both cabs and named as PR gauge). After
creating RS pressure to 6.5 Kg/cm2, raise panto, close DJ, close BLCP and switch off
MCPA. According to HCP position, MCP starts.

RS Pressure Is Not Building Up:

1. Ensure MCPA is working.

2. Ensure RAL cock is open.
3. Ensure SS1 is not in stuck up position (if mal functioning, close SS1 cock if
provided).
4. Ensure RS pressure gauge is working.

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5. Ensure CPA drain cock, RS drain cock, RDJ drain cock, panto pipe line drain cock
and DJ oil separator drain cocks are in close position.
6. Check for any air leakages in pipeline leading to panto and DJ and arrest if found.
7. Check CPA intake strainer for any blockage, clean if blocked.
8. Tap NRV work MCPA for 10 minutes and observe SS 1.
9. If still pressure is not creating, close RAL cock and create pressure in panto and DJ
pipelines until SS 1 blows. If pressure is created, raise panto, close DJ and close
BLCP. After creating pressure in MR then switch off MCPA. If pressure is not creating
after closing RAL cock, open RAL cock.
10. If still pressure is not creates, close R 1 and try. If pressure is creates, raise panto,
close DJ and close BLCP. After creating pressure in MR then open R 1 cock.
11. If still pressure is not creating, place ZPT in HOM and turn to 7’ 0 clock position and
start MCPA. If successful raise panto close DJ immediately start MCP. Stop MCPA
only after MR pressure is raised to 7 kg/cm2.

 If still unsuccessful contact TLC.

After closing DJ - Storage and Distribution of Pneumatic pressure:

Three compressors (1000 lts. capacity), two compressors (2000 lts. capacity) are
provided on the loco to build up and store the air pressure. In this system 4 main
reservoirs, one control reservoir and one RS reservoir are provided. Either one or more
compressors are allowed to work continuously. Compressors cut in and cut off are
maintained by RGCP. On compressor’s side, RGCP cuts off at 9.5kg/cm² and above and
cut in at 8.0 kg/cm² and below. When MR pressure reaches to 9.5 kg/cm², RGCP cut
off and compressors stop working.

Each compressor delivery pipe line is connected to the atmosphere by individual

un-loader valve. The function of un-loader valve is controlled by RGCP. After stopping
of compressors, Q119 relay energizes through compressors contactors normally close
interlocks. Un-loader valves energizes through Q119 relay. This valve removes the back
pressure from delivery pipe line of each CP. When there is no back pressure in delivery
pipe line of compressor it starts smoothly so that the life of compressor increases. After
restarting of compressors also, these un-loader valves remains in energize position for
another 5 seconds.

Two auto drain valves are provided in the pneumatic system to drain out the
moisture from MR1 and MR2 automatically at 9.5 kg/cm² of MR pressure. ADV-1 is
connected to MR-1 through a cut out cock and ADV-2 is connected to MR-2 through a
cut out cock (in some locos only one ADV is connected to both MR1 and MR2). RGCP
interlock closes on VEAD at 9.5 kg/cm² and opens at 8.0 kg/cm². Once VEAD energizes,
MR2 pressure (after air dryer) is admitted to ADV-1 & 2 (through VEAD cut out cock).
Now ADV-1 & 2 drains out the moisture from MR-1 and MR-2 for few seconds.

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Compressed air from the compressors is allowed to pass through a separate after
cooler and store in MR1, MR2, MR3 and MR4. On each CP delivery pipe line (between
each compressor and NRV) provided with one individual safety valve is set at 11.0
kg/cm². NRV’s are provided on each CP delivery pipe line to avoid air pressure entering
from MR to CP. A centrifugal dust collector with a drain cock is provided before MR1 for
collecting the moisture and similarly one more is provided after MR4. A safety valve(SS-
2) set at 10.5 kg/cm² is provided between MR2 & MR3. Two NRV’s are provided one in
between MR2 and MR3 and another between MR3&4 (In WAP4 locos, five MRs are
provided. One NRV between MR2 & MR3 and another NRV between MR3 and MR4.
Between MR4 & MR5 no NRV is provided. In WAG5, WAM4 & WAG7 locos MRs counting
starts from cab-1 left side. In WAP4, MRs counting starts from cab-1 right side.

Use of MR1 &MR2:

Air from MR1 & 2 is taken through a duplex valve set at 4.9kg/cm² to the MR
equalizing pipe. The purpose of Duplex valve, while energizing the loco initially it will
not open still MR pressure reaches the set value 4.9 Kg/cm2. From this air is supplied to
sanders, wipers, F1 selector and also to the feed pipe (FP) through a LV set at 6 kg/
cm². A cutout cock is provided before the limiting valve, which should be kept closed
when feed pipe is not used.

One heat less twin tower air dryer is also provided between MR2 and MR3 for
supplying dry air to brake system and loco pneumatic / electrical appliances. The air
dryer is having three cut out cocks namely A, B and C. Normally A and B (green color
cut out cocks) are open and C (red color) COC is close position. Air dryer is getting
electric supply from battery or from CHBA. In some locos air dryer is getting electric
supply through CCAD fuse and HAD isolation switch. Whenever air dryer is by passed,
keep HAD switch on ‘0’ position.

Control reservoir pressure operation

From MR3 air supply is taken to control reservoir. From the control reservoir air
pressure is supplied to the panto servomotor through HOM, VEPT and throttle valve.
Compressed air is also supplied to RDJ for the operation of DJ through DJ oil separator.
A pressure relay QPDJ is provided on DJ pipeline after the DJ oil separator to trip DJ
when the air pressure drops below 4.5 kg/cm² in ABCB type DJ locos and 4.0 kg/cm² in
VCB type DJ locos. In ABCB locos, QPDJ energizes at 5.5Kg/cm2 and above pressure
and de energizes at 4.5 kg/cm² and below. In VCB locos, QPDJ energizes at
4.65Kg/cm2 and above pressure and de energizes at 4.0 kg/cm² and below. Control
reservoir air is supplied to BA1, BA2 and BA3(BA4 in WAG 7,WAP 4) for the operations
of reversers, CTF’s and shunting contactors and line contactors. Through a branch
connection air is taken to a limiting valve which reduces the pressure to 2.5 to
3.5kg/cm² for the operation of SMGR.

A dirt accumulator with a drain cock and NRV is provided after the control
reservoir and another NRV is provided before the DJ oil separator. R1 air control cut out

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cock is provided after the NRV to avoid the pressure escaping from RS to the control
reservoir whenever on usage.

Usage of MR1 and MR2 Pressure:

MR1 feeds MR2 reservoir and further it passes through air dryer to the following.

a) Through duplex check valve (set at 4.9Kg/cm2) goes to MR equalizing pipe. From
MR equalizing pipe pressure goes to sanders, wipers to feed pipe (through a COC
and 6Kg/cm2 feed valve) and also to F1 selector valve port no. 15. In between
MR2 and MR3 equalizing pipe connection is given to air intake COC through NRV.
b) This pressure also charges MR3.
c) To RGCP for cut in and cut out compressors and VEAD.
d) To VEAD through cut out cock for auto draining of MR1 and MR2 moisture when MR
pressure reaches to 9.5 Kg/cm2.
e) SS2 safety valve is connected after MR2

Usage of MR3 pressure:

 Through an NRV this pressure is charged to MR4 and CR.

 For charging BP pressure.

Usage of MR4 pressure:

This pressure after passing through CDC and MR4 COC is supplied to

1). Horns.
2). Both cabs A9 inlet.
3). Both cabs SA9 supply.
4). MU2B port no. 63.
5). C2B valve.
6). C3W valve.
7). VEF (E).
8). VEF (M).

NOTE:
a) In WAG7 locos, MR4 pressure is going to both cabs horns, both cabs A9 inlet,
Both cabs SA9 supply, MU2B port no. 63, C2B valve, C3W valve, VEF (E) and VEF
(M) only.
b) In WAP4 locos, MR4 and MR5 pressure is going to equipments like WAG7.
c) In some WAP 4 locos, 6 MRs are provided.
MR Pressure Not Maintaining:
a) Ensure MCPs are working.
b) Close BLCPD and try.

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c) Close VEAD COC and close VEUL COCs and try.

d) Increase no. of CPs by HCP and try.
e) Ensure all drain COCs are closed.
f) Tap safety valves gently and ensure no safety valve is struck up in lifted position.
If not succeeded close COC/ dummy the safety valve.
g) Tap NRV and try.
h) Ensure no leakage of air from sanders, wipers, horns & auto drain valves. If so,
close concerned COC
i) Ensure no leakage in the system if found arrest them.
j) Ensure air intake COC is closed.
k) Ensure MR/BC equaling COCs are in closed position.
l) Ensure no leakage of BP / FP in formation, if it is air brake train.
m) If twin pipe formation, work with single pipe and try.
n) If still unsuccessful, de energizes the loco, drain out all the pressure from the
system, again energize the loco and try.
o) Isolate air dryer, if provided.
p) If still unsuccessful contact TLC.

CR Pressure not maintaining:

a) Ensure MR pressure is 8 to 9.5Kg/cm2.

b) Ensure MR1, 2 & 3 drain COCs are in closed.
c) Ensure CR drain COC is closed.
d) Tap NRV gently (near pipe line of CR)
e) Ensure no leakage in CR pipeline.
f) If closing of CR drain COC is not possible dummy it with a suitable wooden plug.

Precautions while working with MCPA:

a) Close R1 COC.
b) Clear the section with the available pressure.
c) Keep a watch on battery voltage, which should not run down below 85 volts.
d) After clearing the section, contact tic.

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RNG-25

BRAKING SYSTEM

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 SA9 PNEUMATIC CIRCUIT
NRV
SA9 FV MR3 MR4 FV SA9
MR4
COC
EX EX
DC DC

SUPPLY APPLY
COC COC

APPLY SWC SUPPLY

COC DCV COC
MU2B 20 F1 SEL
2
C2B

F1 EX

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2 BC EQUALISING PIPE
APPLY PIPE 3.5Kg/Cm (MAX.)
2
MR SUPPLY PIPE 8 TO 9.5Kg/Cm

BC1 BC2
COC COC
BCPG1
BCPG2
Course material for ALP to become LP (G)

BRAKE CYLINDERS

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 Course material for ALP to become LP (G)

Independent Loco Brakes (SA9 Pneumatic Circuit)

Equipment:

1. SA9 Independent air brake valve with feed valve & application
handle.
2. MU2B Control valve for multiple unit operation.
3. C2 Relay
Valve for charging and discharging pressure in loco brake
Valve cylinder
4. DCV Double check valve for operating direct and proportional
working of loco brakes.
5. MR4 To supply air pressure for both cabs SA9 and also to C2(B)
relay valve for BC
6. F1
Selector Controlling loco brakes during MU operation of rear loco

7. BC Gauge To indicate pressure in loco brake cylinder.

8. Supply
and For Isolating air supply in non working cab and for supply in
Apply COC working cab.

9. BC COC To isolate the loco brake cylinders in truck 1 or in truck 2.

SA9 Positions
1. Release - BC pressure 0 Kg/cm²
2. Application - BC pressure 3.5 Kg/cm²

Loco BC’s Piston stroke.

Piston Clearance between

S.No. Loco Bogie type
stroke Wheel and brake block
WAM 4 Co-Co
1 95-105 10
WAG 5 Tri Mount
WAP 1
2 Flexi Coil Mark-I 68-78 10
WAP 4
Co-Co
3 WAG 7 Tetra Mount 107-117 10
High Adhesion

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Application ofindependent loco brakes:

1. MR pressure should be 8 to 9.5Kg/cm2 and MR4 COC in open.
2. SA9 supply and apply COCs should be open in working cab and close in non-
working cab.
3. Working cab SA9 handle should be in application position.
4. MU2B should be in ‘lead’ position.
5. Both side BC equalizing pipe COCs should be in closed.
6. Both trucks bogie isolating cut out cocks should n open position.

After the conditions mentioned above are fulfilled, Whenever SA9 is applied,
MR pressure is reduced by SA9 to 3.5Kg/cm2 and is charged in apply pipeline through
apply COC. Apply pipeline pressure, when MU2B is in lead position (through 2 and 20
ports) acts on C2B relay valve through double check valve. 8 to 9.5 Kg/cm2 of MR4
pressure is available at C2B, but C2B will send the same amount of pressure which is
acting on it by MU2B i.e. Only 3.5 Kg/cm2 of pressure will be fed to loco brake
cylinders provided both trucks bogie isolation COCs are in open position. The amount
of loco brake cylinder pressure applied can be seen through both cab BC gauges. In
both cab BC gauges, both needles should show 3.5Kg/cm2

RELEASING OF INDEPENDENT LOCO BRAKES:

1. To release independent loco brakes, keep SA9 in release position.

2. Supply pipeline gets closed and apply pipeline ports gets connected to exhaust port
of SA9
3. Now apply pipeline pressure is exhausted through SA9 feed valve exhaust port.
4. So, piloting pressure on C2B becomes ‘0’. The existing pressure from loco brake
cylinders & BC equalizing pipe will exhaust through C2B exhaust port.
5. Ensure both cabs BC gauge both needles showing ‘0’.

A9 PNEUMATIC CIRCUIT:

Equipment

a) A9 - Automatic brake valve with feed valve and application

handle.
b) MU2B - Control valve for multiple units.
c) C2 Relay valve (BP) - Valve for admitting air pressure from MR3.
d) MR Supply line - 8 to 9.5 kg/cm² MR pressure to connect to both cabs
A9.
e) Control pipe - To connect 5 kg/ cm² to MU2B & C2 relay valve(BC).
f) BP brake pipe - Connected with train if it is air brake stocks and
actuates C3W.
g) A9 inlet & outlet - For isolating air supply to A9 in non working cab and
COC: supply air to A9 in working cab.

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h) A8 or L&T COC - Lead or Trail cut out cock to cut off BP pressure from
C2 relay valve (BP).
i) B.P gauge - To indicate BP pressure.

A9 Positions

1. Release - Charges 5 Kg/cm² BP pressure

2. Minimum reduction - 0.4 to 0.6 Kg/cm² BP pressure will reduce
3. Full service - 1..2 to 1.6 Kg/cm² BP pressure will reduce
4. Over reduction - 2.2 to 2.8 Kg/cm² BP pressure will reduce
5. Emergency - 5 Kg/cm² BP pressure will reduce.

Initial charging of BP pressure:

a) MR pressure is 8 to 9.5Kg/cm2 and MR4 COC in open.
b) A9 I/L & O/L COCS open in working cab and close in non-working cab.
c) Both cabs A9 handles in release position.
d) Both cabs ALP emergency brake valves in close position.
e) MU2B is in ‘lead’ position.
f) A-8 COC is in open position.
g) BP pipe to be coupled up to last vehicle, BP angle COCS of all vehicles to be
opened except loco front and last vehicle rear side.
h) Additional BP COCs are open.

After the conditions mentioned above are fulfilled, MR supply pipe line
pressure is reduced by A9 to 5Kg/cm2 and is charged in control pipeline, This
control pipeline pressure, when MU2B is in lead position (through 3 and 13 ports)
acts on C2A (BP) relay valve. 8 to 9.5 Kg/cm2 of MR3 pressure is available at C2A
(BP). But it will send the same amount of pressure which is acting on it through
MU2B i.e. Only 5 Kg/cm2 of pressure will be fed to BP pipe line, provided A8 is in
open position, when BP pressure is 5 Kg/cm2, formation will be in release position.

Application:

a) To apply the brakes, keep A9 in application position.

b) MR supply line is disconnected and connects the control pipe with the exhaust
port provided in A9.
c) Now control pipeline pressure is reduced through A9 feed valve exhaust port.
d) Same time the exhaust port of C2A relay valve is connected to BP line. So that
BP pressure gets reduced proportionally.
e) Hence BP is reduced and brakes will apply on formation.
f) In loco if PVEF is not pressed through C3W valve loco brakes shall apply.

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Recreation:
a) To charge BP pressure again, A9 to be brought to release position.
b) Again control pipeline creates to 5Kg/cm2 through A9.
c) 5kg/cm² pressure acts on C2A (BP) relay valve.
d) C2A will feed 5Kg/cm2 of BP pressure in BP pipeline.
e) Because of BP is recharged with 5Kg/cm2 of pressure, formation brakes will be
released.
f) When the 5kg/cm² pressure is charged in BP line C3W valve comes back on its
seating position and loco proportional working is released.

Air flow indicator:

It is provided in the locomotive both cabs. It indicates the rate of charging of

brake pipe pressure. It is having two pointers (white and red color). The white needle
indicates the charging rate and red needle is to be adjusted manually by the loco pilot
as a reference for the movement of white needle. The air flow meter will indicate during
the following occasions.

a) During normal BP charging (A9 release).

b) In case of any air leakages from BP pipe line of train / loco.
c) After train parting.
d) After alarm chain pulling,
e) After brake application by guard.
After the loco is attached to formation and the air hoses are coupled up, open
the cut off angular cock of BP and FP in formation as well as in loco. The rate of
charging of BP will be maximum at beginning and as the formation builds up pressure
the charging rate also will come down, finally when the formation is fully charged i.e.
when BP pressure is 5.0kg/cm2 in engine and not less than 4.8 kg/cm2 in brake van.
The charging rate may come to zero, since the brake application and release entirely
depends on the rate of discharging and charging of BP pressure. The air flow indicator
is having vital role in air brake operation.

How the air flow meter will indicate:

During initial charging of BP pressure, MR3 pressure passes through AFMV.

According to charging rate AFMV operates R6 valve and the MR3 pressure enters into
RGAF. When MR3 pressure enters into RGAF is more than 4.0 Kg/cm2 it’s I/L closes on
AFI and white needle of AFI over shoots. On LP’s desk LSAF lamp glows. When the
formation is fully charged the MR3 pressure in RGAF reduces through AFMV. When MR3
pressure reduces to 3.0 kg/cm2 in RGAF the white needle will come down and stabilize
at any particular point according to the rate of external leakage in BP pipe line (if there
is no leakage in the formation the Air flow indicator needle will come to zero position
when the formation is fully charged with BP pressure). LSAF lamp shall extinguishes.
Once the white needle is stabilized the loco pilot should keep the red needle (reference
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needle) exactly above the white needle as a reference for complete charging position of
white needle and also for easy identification of any variation in BP charging rate on run.
When the loco pilot applies brake through A9 valve, the BP pressure is vented out
(discharged) so the flow indicator will drop below the reference needle. When the loco
pilot releases A9 the charging rate will increase to maximum so the air flow indicator
also will shoot up. As the BP pressure re-charged in formation the air flow indicator
white needle will come to the stabilized position i.e. under the reference needle. So that
the loco pilot can understand the brakes are fully released. On run if the air flow
indicator shoots up due to the reasons mentioned in the previous page loco pilot to take
appropriate actions

Emergency Application by A9
a) For emergency application keep the A9 handle on emergency position.
b) Emergency can provided in A9 valve (opens the direct port) connects the BP line
directly to exhaust port and also BP drops through C2A (BP) since control pipe
line pressure is dropped.
c) During emergency brake application by A9, first P1 pressure switch is acting then
after dropping BP pressure below 4.4 Kg/cm2, P2 pressure switch is acting.
Hence AFL will not come into service.
d) BP pressure reduces rapidly so that the train brakes are applied without any
delay.
e) On BP pipe line, RGEB2 is connected through a cut out cock. This RGEB2 I/L
opens when BP pressure is dropped below 2.8 Kg/cm2 and below during
destruction and I/L closes at 4.0 Kg/cm2 and above during recreation of BP
pressure.
f) When BP drops below 2.8 Kg/cm2, QRS-2 relay de-energizes and causes auto
regression of GR.

Proportional Working:
Equipment:
A9 Automatic brake valve with feed valve and application
handle.
MU2B Control valve for multiple units.
C2 Relay valve (BP) Valve for admitting air pressure from MR3.
C3W valve(DV) Distributor valve for proportional working.
Limiting Valve For regulating air pressure at the out put of C3W valve.
F1 Selector Controlling of rear loco brake during MU operation.
C2 Relay valve(BC) Valve for admitting MR4 pressure.
DCV Double check valve for operating direct & proportional
working.
Brake Cylinders To operate loco brakes.
MR Supply line 8 to 9.5 kg/cm² MR pressure to connect to both cabs
A9.
Control pipe To connect 5 kg/ cm² to MU2B & C2 relay valve (BP).

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BP brake pipe Connected with train if it is air brake stocks and

actuates C3W.
A9 inlet & outlet For isolating air supply to A9 in non working cab and
COC: supply air to A9 in working cab.
A8 or L&T COC Lead or Trail cut out cock to cut off BP pressure from
C2 relay valve (BP).
Bogie isolating COC To isolate loco brake cylinders of truck1 or truck2.
B.P gauge To indicate BP pressure.
BC gauge To indicate loco B.C pressure.

Application of loco brake along with formation brakes is called proportional

working. When BP pressure is dropped, C3W valve senses the dropping of BP
pressure. C3W valve senses when BP drops 0.6 kg/cm2 with in 6 seconds. The
insensitivity of C3W valve is when BP drops 0.3kg/cm2 with in 60 seconds. When BP
drops in loco, C3W acts and it takes proportionate MR4 pressure and passes via
limiting valve maximum 1.8 kg/cm2 and acts on VEF (M). Now VEF (M) admits MR4
pressure to C2B valve through F1 selector valve and double check valve. C2B valve
now takes MR4 pressure and send to loco brake cylinders according to sensing
pressure, max.1.8 kg/cm2. When both trucks bogie isolation COCS are in open
position brakes shall apply.

To isolate loco brakes while applying A9:

Before applying press PVEF. Now VEF (E) energizes and admits MR4 pressure to
VEF (M). In VEF(M) LV side port will be closed and VEF (M) exhaust port is connected
to C2B. Since there is no pressure from LV there is no brake application in loco. If
PVEF is pressed after proportional brake application the pressure acting on C2B will
exhaust through VEF (M). Same time the pressure in BC will exhaust through C2B
exhaust port and proportional braking will be nullified.

Isolation of Loco brake when defective:

a) The loco brakes can be isolated by placing C3W isolation handle in isolation
position (towards control reservoir of C3W side). This isolates the loco brake
during proportional working.
b) The direct air brake working can be isolated by closing SA9 Apply or supply COC
in working CAB.
c) One truck loco brakes can be isolated by closing the loco brake cylinder isolation
COC provided on either side of the loco.
d) When both trucks bogie isolation cut out cocks are in closed position, the loco
brakes can’t function with independent brake (SA9) or with proportionate brake
(A9).
e) Whenever the loco pilot does not require loco brakes to act along with the train
brakes he should press PVEF.

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Trouble shooting when ‘BP’ is not creating in loco

1. Ensure MR pressure is above 8 kg/cm2

2. Ensure MR 4 COC is open.
3. Ensure A9 I/L & O/L COCs in working cab are open and close in non-working cab.
4. Ensure RS 1 & 2 are closed
5. Ensure both A 9 handles are in release position.
6. Ensure MU2B is in lead position.
7. Ensure A8 COC is in open position.
8. Ensure rear side Addl.BP COC is open.
9. Tap C2A and try.
10. Operate MU2B for few times and try
11. Change the cab and try.
12. Trip the DJ, drain out the pressure completely, again charge the loco and try.
 If still unsuccessful, contact TLC.

BP is not charging after attaching loco on to formation.

i. If BP pressure does not charge to 5 Kg/cm2 after attaching on to the formation,

try to charge BP by keeping all compressors working. If successful, resume
traction. If failed, close BP and FP angle COCs between loco and formation and
check the BP pressure. If BP pressure raises on the loco, it is due to formation
trouble. Arrest the formation leakage and charge BP on the formation and
resume traction.
a) In case of dead loco attached ensure the following in dead loco
i. IP COC closed.
ii. MU2B lead (If BC equalising pipe not connected)
iii. A8 closed.
iv. If C2N valve is provided for FP, close inlet and outlet COCs of C2N valve.
b) If BP is not creating after attaching the dead loco, close the C3W Distributor
valve-isolating handle and treat as piped vehicle.

ii) If BP not charging on formation, ensure no leakages in palm ends, angle COCs,
DVs, pipe lines , AR DRAIN COCs, in Guard emergency handles in BV/SLR and ensure
no ACP action in coaching train.

BP pressure over charging:

There is a possibility for over charging of BP pressure in the system. In such a case,
clear the section carefully and stop the train in next station with single application of
brakes.
a) Close BP angle cut off cock in rear of the locomotive.
b) Change the cab. If BP pressure becomes normal, conclude working cab A9 feed
valve is defective. Work from rear cab with necessary precautions.

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c) On changing the cab also if BP pressure is excess, conclude C2A relay valve is
defective. Tap C2A gently and try. If becomes normal, operate A9 for several
times and confirm working normal. If still un-successful, ask for relief engine.

Automatic switching 'ON’ of Flasher light:

This is provided for switching on Flasher light automatically during any

emergency situation such as ACP, BP pressure dropping or during derailment, etc,. It
does not take any responsibility of Loco Pilot in abnormal situation like train parting,
etc,.as given in G&SR. Loco Pilot should keep the manual push button switch BPSW 1/2
pressed during brake release/ initial charging.
When BP pressure drops below 4.4 kg/cm2, automatically P2 I/L will close and
Buzzer and Flasher light will work through P2, PR1, SW & QFL I/Ls. same time LED
indication will also come in the cab. By energising PR2 relay, circuit will maintain
through PR2 I/L and it's I/L will close on Q51 branch and auto regression of GR will
takes place. .
Loco Pilot can isolate Flasher light and Buzzer by pressing SW1/2 provided in the
cab, if required. LEDs will extinguish only after BP pressure recharged to 4.7 kg/cm2.
Relay PR1 is provided for nullifying AFL when Loco Pilot applying brake through
A9. When BP pressure drops through A9, P1 will actuate at 4.5 kg/cm2 and PR1 Relay
will energise and it's I/L will open on AFL branch and action of P2 will nullify. When
Loco Pilot again keeping A9 in release position, control pipeline pressure will create
immediately and PR1 will de energise after 60 seconds. Due time lag I/L of PR1, flasher
light will not work even though BP pressure is not creating up to 4.7 kg/cm2 within 60
seconds.
Loco Pilot shall stop the train immediately when Buzzer sounds with LED
indication comes in the cab. If any abnormality noticed, Loco Pilot has to protect the
train as per rules. Loco Pilot can switch off AFL by SW1/2 if every thing is normal only.

Testing of AFL:
Preparation:
 Keep SA 9 in application position.
 Ensure BC gauge reads 3.5 Kg/cm2
 Personally ensure that all brake cylinders are applied and brake blocks are
touching to the wheels.
 Keep HVSI 1&2 and HVMT 1&2 on '0'

1. With TSAFL:
a. Take few notches.
b. By pressing TSAFL, Flasher light will glow, GR will come to ‘0’, Buzzer will
sound and LEDs will glow.

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2. With A9:
a. Take few notches.
b. Apply A9, there will not be any actions of AFL, other than dropping of BP
pressure.
c. When A9 brought to emergency, only GR will come to ‘0’.
3. With RS:
a. Take few notches.
b. Open RS. Flasher light will glow, GR will come to ‘0’, Buzzer will sound, LEDs
will glow (On opening of BP angle COC also same actions will come).

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COCs Position in various working conditions

LEADING LOCO TRAILING LOCO LEADIN TRAILIN LEADIN TRAILN TRAILN

A9&SA9 I/L& O/L A9&SA9 I/L& O/L G LOCO G LOCO G G G
COCs COCs A8 A8 LOCO- LOCO- LOCO-
LEADIN TRAILIN LEADIN TRAILIN MU2B MU2B IP(M)
G CAB G CAB G CAB G CAB COC
SINGLE OPEN CLOSE __ __ OPEN __ LEAD __ __
LOCO
DOUBL OPEN CLOSE OPEN CLOSE OPEN CLOSE LEAD LEAD OPEN
E HEAD
BANKE OPEN CLOSE OPEN CLOSE OPEN CLOSE LEAD LEAD OPEN
R LOCO
MU OPEN CLOSE CLOSE CLOSE OPEN A8- LEAD TRIAL OPEN
LOCOS CLOSE

DEAD OPEN CLOSE CLOSE CLOSE OPEN A8- LEAD TRIAL CLOSE
LOCO CLOSE
(with
MR &
BC
eq.pipe
s
coupled
)
DEAD OPEN CLOSE CLOSE CLOSE OPEN A8- LEAD LEAD CLOSE
LOCO CLOSE
(withou
tMR&
BC eq.
pipes
coupled
)

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AIR BRAKE TESTS

CP EFFICIENCY TEST:
1. Keep A9 handle in Emergency position
2. Create MR pressure to 9.5Kg/cm2
3. Couple 7.5mm leak hole test kit to BP pipe palm end
4. Keep A9 to release position, ensure BP pressure is charged to 5 Kg/cm2
5. Open BP angle cock
6. When BPSW is pressed, BP pressure should not drop below 4.4 Kg/cm2 and
when BPSW is not pressed, the BP droppage should be between 2.5 Kg/cm2 to
3.5 Kg/cm2
Note: Keep number of CPs in service according to trailing load.

BP LEAKAGE TEST:
1. Ensure MR pressure is 9.5 Kg/cm2
2. Ensure BP pressure is 5 Kg/cm2
3. Apply A9 to bring BP pressure to 4.0Kg/cm2
4. Close A8 and wait for 30 seconds to settle the gauge needle and note the
reading.
5. Wait for another five minutes and note down the BP pressure reading
Difference of pressure should not be more than
For loco : 0.7Kg/cm2 within 5 minutes (0.2Kg/cm2 for one minute)
For formation : 1.25Kg/cm2 for 5 min (0.25Kg/cm2 for 1 minute)

FP LEAKAGE TEST
1. Ensure MR pressure is 9.5 Kg/cm2
2. FP pressure is 6 Kg/cm2
3. Open FP angle cock slightly to reach FP pressure to 5 Kg/cm2
4. Close feed valve COC, FP angular cock and wait for one minute to note down the FP
pressure reading.
5. Wait for another 5 minutes, note down the reading
Difference of pressure should not be more than
For loco : 0.7Kg/cm2 within 5 minutes (0.2Kg/cm2 for one minute)
For formation : 1.25Kg/cm2 for 5 min (0.25Kg/cm2 for 1 minute)

PROPORTIONAL WORKING TEST

1. Ensure C3W valve isolation cock handle is in service position.
2. Place SA9 in release position.
3. Place A9 in release position and build up 5kg/cm² of BP pressure.
4. Place A9 in application position and observe brake cylinder gauge needle rising
according to BP pressure gauge drop.
5. Now press PVEF, brake cylinder gauge needle should come to '0'.
6. Place A9 in emergency position.

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7.Brake cylinder gauge needles will shoot up to 1.8 Kg/cm².

8.Now press PVEF, brake cylinder gauge needles should not drop.
9.During RB, VEF (E) energizes automatically through CTF 1, 2 & 3 Br interlocks.
Hence, During RB at the time of A9 application proportional working is isolated.
LOCO BRAKE POWER TEST:
1. Keep SA 9 in application position.
2. Ensure BC gauge reads 3.5 Kg/cm2
3. Personally ensure that all brake cylinders are applied and brake blocks are
touching to the wheels.
4. Ensure nobody is standing near by the loco or on the same line.
5. Give short whistle.
6. Take 2 or 3 notches and observe the current rating as given below according to
the type of loco( GOODS/PASS) service test the loco brake power as follows.
7. If the loco moves with in 800Amps/1000Amps, it indicates the loco brake power
is poor , infom to TLC.

NOT TO MOVE
TO MOVE AT
S.No LOCO GEAR RATIO AT
(AMPS)
(AMPS)
1. WAG 5 15:62 600 800
2. WAG 5 18:64 600 800
3. WAG 7 16:65 600 800
4. WAG 7 18:64 600 800
5. WAP 1 21:58 800 1000
6. WAP 4 23:58 800 1000
7. WAM 4 21:58 800 1000
Release SA 9 and ensure BC gauge reads ‘o’ and brakes are released.

Clearance between
Revised piston
S.N brake block and wheel
LOCO BOGIE stroke
o tyre in release position
(mm)
(mm)
1 WAM 4 Co-Co
95-105 10
WAG 5 Tri Mount
2 WAP 1
Flexi Coil Mark-I 68-78 10
WAP 4
3 WAG 7 Co-Co 107-117 10

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Tetra Mount
High Adhesion

CHANGING OF CAB (In single loco):

1. Stop the train

2. Apply loco brakes by SA9.
3. Buildup Maximum air pressure in MR by closing BLCPD.
4. Keep MP on ‘0’ and ensure GR is in ‘0’.
5. Keep ‘MPJ’ in ‘Neutral’ and ensure LSB lamp is glowing and abstract the MPJ from
neutral position.
6. Open DJ and ensure LSDJ is glowing.
7. Open all BL switches and lower the Pantograph by keeping ZPT in ‘0’ and abstract
the ZPT key from ‘0’ position.
8. Close A9 and SA9 inlet & out let COCs in that CAB.
9. Lock the BL box and remove BL key.
10. Close the doors, shutters, lock them and proceed to other CAB with 3 operating
(MPJ, ZPT & BL) keys with Loco log book.
11. Unlock the BL. Ensure LSDJ, LSCHBA, LSB and LSGR lamps are glowing.
12. Close DJ as per procedure.
13. Close BLCP to buildup pneumatic pressure.
14. Keep SA9 in application position and open its inlet and outlet COCs.
15. Keep A9 in release position and open its inlet and outlet COCs
16. Release SA9 and again Apply SA9 – ensure BC gauge drops to ‘O’ and again over
shoots to 3.5 kg/cm2.
17. Before moving loco conduct loco brake power test.

BP CONTINUITY TEST:

I. Air continuity test for goods trains

OCCASIONS
1. BEFORE GOING TO SIGN FRESH BPC.
2. WHILE CLEARING ANY STABLED LOAD FROM WAY SIDE STATION.
3. AFTER COMPLETING OF POWER INTERCEPTION.
4. AFTER COMPLETING OF SHUNTING.
5. AFTER REVERSING THE LOCO.
6. AFTER ATTACHING DEAD LOCO ON TO THE FORMATION.
7. DURING GLP CHECK.
8. IF TRAIN PARTED, AFTER RECOUPLING THE FORMATION.
9. LOCOMOTIVE OR ADDITIONAL LOCOMOTIVE ATTACHED TO THE REAR TO FULLY
FITTED TRAIN.
10. WHEN EVER BRAKE INTEGRITY CHANGES ON THE FORMATION.
11. AFTER COMPLETING OF POWER CHANGING. (I.E TRACTION TO DIESEL AND VICE –
VERSA)
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• NEED NOT CARRIED OUT

1) WHEN LOCOMOTIVE OTHER THAN TRAIN LOCOMOTIVE IS DETACHED FROM EXTREME
FRONT OF THE TRAIN
2) WHEN LOCOMOTIVE IS USED FOR COMPLETE BRAKE TEST OF THE WHOLE TRAIN AND
IS NOT THEREAFTER DETACHED BEFORE STARTING
3) WHEN LOCOMOTIVE OR VEHICLE IS DETACHED FROM THE EXTREME REAR OF THE
TRAIN.
PROCEDURE
1) THIS TEST TO BE CONDUCTED WITH THE COOPERATION OF GUARD.
2) CREATE 9.5 KG/CM2 OF MR PRESSURE AND 5.0 KG/CM2 OF BP IN THE LOCOMOTIVE.
3) ENSURE 4.8 / 4.7 KG/CM2 OF BP PRESSURE IN THE BV ACCORDING TO THE NO OF
WAGONS.
4) APPLY A9 AUTOMATIC BRAKE VALVE AND REDUCE BP PRESSURE BY 1. KG/CM2
WITHOUT PAUSE.
5) CONFIRM FROM THE GUARD FOR CORRESPONDING REDUCTION OF BP SHOULD BE
IN BETWEEN 3.6 TO 4.0 KG/CM2IN THE BV .
6) LOCO PILOT HAS TO CLOSE A8 COCK ( E70 COCK. IN CASE OF 3 PHASE LOCOS AN
IGNORE FAULT MESSAGE).
7) NOW IMMEDIATELY GUARD SHALL OPEN THE BV EMERGENCY VALVE AND THE GUARD
SHALL OBSERVE THE DROP OF BP PRESSURE TO ZERO.
8) IF THE BV IS NOT THE LAST VEHICLE, GUARD SHALL OPEN THE BP ANGLE COCK IN
THE REAR SIDE OF LAST VEHICLE.
9) LOCO PILOT TO ENSURE DROPPING OF BP PRESSURE COMPLETELY TO “0” AND NOT
TO RAISE BP PRESSURE.
10)GUARD HAS TO CLOSE THE BV EMERGENCY VALVE.
11)NOW THE LOCO PILOT RELEASE A-9 ,OPEN A8 COC AND ENSURE RECREATION OF 5.0
KG/CM2 OF BP IN THE LOCOMOTIVE AND4.8 / 4.7 KG/CM2 OF BP PRESSURE IN THE
BV.
12)FOR ORIGINATING TRAINS AFTER TURN AROUND EXAMINATION (WHERE SSE/SE-
C&W IS POSTED): CONTINUITY TEST WILL BE DONE BY THE LOCO-PILOT AND GUARD
IN THE PRESENCE OF SSE/SE-C&W WHO SHALL MAKE ENDORSEMENT ON THE
REVERSE OF THE ORIGINAL BPC.
13)WHERE SSE/SE-C&W IS NOT POSTED: LOCO-PILOT AND GUARD WILL CHECK THE
CONTINUITY AND MAKE ENDORSEMENT ON THE REVERSE OF ORIGINAL BPC.

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Brake Continuity Test(Coaching Trains)

1. The Loco Pilot must charge the BP to 5 Kg/Cm2 and FP to 6Kg/Cm2 must confirm
from the Guard that minimum BP 4.8 Kg/Cm2 and FP 5.8 Kg/Cm2 in BV
2. The LP must move the A9 automatic brake valve to reduce BP pressure to 4.0
Kg/Cm2 and must confirm from the Guard that BP pressure in brake van is
reduced by 1.0 Kg/Cm2 (in the range of 3.6 to 4.0). In this condition, train
brakes must also apply.
3. If BP pressure in BV does not show reduction in BP pressure in the range of 3.6
to 4.0 Kg/Cm2, it indicates discontinuity in brake pipe, which must be looked into
be TXR staff.
4. After that, the LP must move A9 automatic brake valve to ‘running’ position and
check that 5 Kg/Cm2 BP pressure is registered in BP guage in loco and must
confirm from the Guard that minimum 4.8 Kg/Cm2 in BV.
5. After the BP pressure has stabilized in the locomotive, air supply for the BP
should be cut off by closing A-8 COC or E-70 COC (Ignore the message appeared
in 3-φ locos).
6. Then, the Guard shall immediately open the Emergency brake valve to vent out
the BP drop up to3.6 Kg/Cm2 and LP should observe that the pressure in the BP
guage in the locomotive is within in the range of 3.6 to 4.0 Kg/Cm2, otherwise it
indicates discontinuity in brake pipe, which must be looked into by TXR staff for
rectification.
7. After confirmation of continuity, open the A-8 COC/E-70 COC and restore the BP
pressure in the loco/SLR.

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205.8 Bogie Mounted Brake System for Freight Stock

Features:
1. Graduated application/ release single/twin pipe system.
2. Two nos of 10 inch diameter cylinders provided on brake beam. One with hand
brake cables another without hand brake cables.
3. High friction K-type brake blocks are used.
4. In place of of Load-empty box APM (Automatic Pressure modifier/Maintainer) is
provided to regulate the air pressure entering into the cylinder in load and empty
condition. In loaded condition BC receives a pressure of 3.8 kg/sq.cm. and in
empty 2.2 kg/sq.cm. APM is fitted to body underframe above the bogie side
frame.
5. Piston stroke indicator is provided on BC for easy identification of BC in applied
condition.
6. 2 Nos. Isolating cocks with vent feature are provided between APM and BC to
isolate the BC in case of brake binding.
7. Hand brake wheel is connected through cables to one cylinder

Attention of brake binding:

1. Identify the wagon on which brake binding occurred.

2. Isolate the DV by lifting the DV handle to horizontal position.
3. Pull the manual release valve of DV.
4. Ensure that piston stroke indicator has fully gone inside of cylinder and brake
blocks are loose.
5. Isolate the isolating cocks provided between APM and both the brake
cylinders and work the train.

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LAYOUT OF SINGLE PIPE AIR BRKE SYSTEM WITH BMBS

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LAYOUT OF TWIN PIPE AIR BRAKE SYSTEM WITH BMBS

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AUTOMATIC
PRESSURE
MAINTAINER

Procedure to By pass BP pressure of a coach in case of Brake pipe failure at

enroute stations
(for Drivers & Guards.)

1. Collect BP-FP BYPASS Coupling from Pantry Car/AC II or Guard cab.

2. Close the FP-BP cut off angle cock of adjacent to affected coach at locomotive
end.
3. Wait till both air hose pressure releases from rear-end.
4. Uncouple BP-FP air hoses.
5. Couple BP-FP BYPASS coupling as shown in figure No. 1
6. Similarly uncouple BP-FP air hoses of rear end of affected coach and couple FP-
BPBYPASS coupling as shown in figure No. 2

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7. Close FP angle cock of adjacent to affected coach at rear end.

8. Put spare hanging air hoses on hooks.
9. Open BP angle cock of adjacent to affected coach at locomotive end.
10. Manually release and isolate the affected coach.
11. Close rear FP angle cock of locomotive to work the train with single pipe
12. Conduct air pressure continuity test.
1.Provision of spare BP and FP air hose at each ends of coaches of
durontoexp.
1. Angle cocks of one BP/FP air hose arekept in working position and spare BP/FP
hoses are in closed position.
2. Incase of BP or FP air hose failure, close theangle cock of affected air hose and also
closethe angle cock opposite to the affected hose coupled to it .
3. Open the angle cocks of spare air hose.
4. Conduct air pressure continuity test.
2.Working of Duronto Exp. Incase of BP/FP failure
FP failure:
1. Bring the flexible coupling pipe of coach length, kept in guard compartment.
2. Lay across the flexible coupling pipe from one end to other end from
outside of the affected coach. Secure/clamp the coupling pipe from falling.
3. Couple palm ends of flexible pipe to the FP air hose of adjacent to affected coach.
4. Isolate/dummy the brake system of affected coach. (Ensure brake release)
5. Conduct air pressure continuity test and work the train with restricted speed of
60km/h.
BP failure:
1. Bring the flexible coupling pipe of coach length, kept in guard compartment.
2. Lay across the flexible coupling pipe from one end to other end from
outside of the affected coach. Secure/clamp the coupling pipe from falling.
3. Couple palm ends of flexible pipe to the BP air hose of adjacent to affected coach.
4. Manually release and isolate the affected coach.
5. Conduct air pressure continuity test and work the train with prescribed speed.
1. Trouble shooting in case of BP-FP angle failure on the last
Coach (LHB coach FIAT Bogie)
1. Loosen the check nut fitted on ‘T’ joint and affected angle cock pipe.
2. Disconnect the affected pipe from ‘T’ joint by loosening holding clips.
3. Tighten the Dummy plug to that end.
2. Trouble shooting in case of BP-FP angle failure on the last
Coach (Hybrid coach)
MS Dummy Plate (98x65x2 mm)
1. Loosen and remove the both bolts.
2. Make gape between block and affected angle cock pipe.
3. Insert Dummy plate between block and affected pipe flange.
4. Insert and tighten both bolts.Dummy Plug Bore
PRODEURE FOR CHECKING CAPABILITY OF LOCOMOTIVES FOR
CHARGING/RELEASING OF TRAIN BRAKES

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N.B. This test should be carried out on single locomotive if only one locomotive is used
for hauling the train or on foremost loco of consist of locomotives unless otherwise
stated.
1. Place the driver’s automatic brake valve handle in emergency position.
2. In case of WAG5 electric locomotive start the compressors for building up of main
reservoir pressure.
3. Allow the main reservoir pressure to build up of the maximum stipulated limit.
4. Close the angle cock for the brake pipe. Couple 7.5 mm diameter leak hole special
test coupling fabricated to RDSO design SKDP 2691 with the brake pipe coupling of
the locomotive. In case of MU consist test coupling should be fitted on the rear
most locomotive of consist.
5. Move the driver’s automatic brake valve handle from emergency position to release
position to charge the brake pipe to 5 Kg/cm2.
6. Open the angle cock for the brake pipe. The brake pipe pressure should fall from
5Kg/cm2.
7. Check the brake pipe pressure with help of gauge fitted in the locomotive which
should not fall below 4 Kg/cm2 within 60 seconds.
8. The test shall be carried out with the number of compressor s considered adequate
by the driver for operating the train.
PROCEDURE FOR CHECKING LEAKAGE IN THE TRAIN
1. Attach the locomotive to the train an couple bake pipes and feed pipes. Ensure
correct coupling with brake and feed pipe in a manner that there is no leakage of the
air from coupled joints.
2. The coupling should be done with angle cocks in closed position.
3. Open angle cocks of l9oco after feed pipe and brake pipe.
4. Open the angle cocks of the brake pipes and feed on all the coaches. Check for
continuity of brake pipe and feed pipe by reducing and rebuilding brake pipe
pressure and feed pipe pressure. The verification should invariably be carried out
through the pressure gauge provided in Guard’s compartment.
5. After the brake pipe pressure. Has stabilized in the locomotive an rear most vehicle
move the driver’s automatic brake valve handle towards application position to
reduce the brake pipe pressure from 5 Kg/cm2 to 4 Kg/cm2.
6. After the brake pipe pressure has stabilized, close the brake pipe isolating cocks
provided between additional C2 relay valve and brake pipe of the locomotive.
7. Wait for seconds for temperature and gauge settlement and then note the drop in
pressure in the brake pipe gauge in the locomotive for five minutes.
8. The drop in brake pipe pressure gauge shall not be more than 0.25 kg/cm2/min.
PROCEDURE FOR CHECKING LEAKAGE IN FEED PIPE
1. Couple the locomotive feed pipe with the first vehicle of the train.
2. Open all the angle cocks of the feed pipe at the couple end of the locomotive as well
as in all the coaches.
3. Check for continuity of the feed pipe by checking the feed pipe pressure in Guard’s
compartment.

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4. After the feed pipe pressure gauge needle has stabilized in the locomotive a rear-
most vehicle close the isolation cock in the locomotive provided between feed valve
and thefeed pipe.
5. Wait for 60 seconds and note the drop in pressure in feed pipe for 5 minutes.
6. The drop in feed pipe pressure should not be more that 0.25 kg/cm2/minute as
indicated by feed pipe pressure gauge in the locomotive.

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RNG-26
LOCOMOTIVE BOGIES
Introduction:
Bogies Components:
Bogies in locomotive are provided to permit long length of locomotive body to negotiate
the curves. A small length of bogie is desirable. The length of bogies is decided by the
distance between the centre of extreme wheels of bogie is known as bogie wheelbase.
Bogie wheelbase shall be well proportioned to permit the bogie negotiating the curve
and jerking. The bogie has two a more bogies on which the body is mounted. The
distance between the centers of extreme wheels is known as the total wheelbase.
Bogies Classification: - Bogies are classified on
1) No of axles
2) Type of axle drive
The type of axle drive and no of axles in the bogie is also called the wheel
arrangement. Wheel arrangements are classified as B, Bo and CO.
B : Two axles, axles are mechanically coupled
BO : Two axles, axles are independently driven
CO : Three axles, axles are independently driven
Locomotive always have two or more bogies. Therefore, the wheel arrangement
of the locomotive is designed as B-B, BO-BO, CO-CO and BO-BO-BO.

Wheel arrangement of locomotive: - Different types of wheel arrangement are

available in Indian Railway Locomotives are as under:

Wheel Arrangement Locomotive Type

B-B WAG 1, WAG 2, WAG 4, WAM 1
BO-BO WAM 1, WAM 2, WAM 3, WAP 5
CO-CO WAM 4, WAG 5, WAG 6C, WCAM 1, WAP 1 & WAP 3
BO-BO-BO WAG 6A, WAG 6B

The bogie of a locomotive is an assembly of following components.

1. Bogies Frame
2. Wheels
3. Axles
4. Springs
5. Axle Boxes
6. Supports For Traction Motors
7. Supports For Brake Rigging & Brake Cylinder
8. Friction Dampers/ Snubbers.

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I. CO-CO TRI MOUNT BOGIE (WAM 4 & WAG 5):

WAM 4 & WAG 5 locos are provided with Co-Co tri mount bogie.
1. Equalising beams are provided between axle boxes. These equalising beams are
directly mounted on centre axle box and through roller pins on end axle boxes.
2. Spring saddle is provided on equalising beams on with one pair of helical springs
with inner springs. (Total 32 springs)
3. Spacer bolt (Tie rod) is provided between two equalising beams.
4. On these helical springs bogie frame is mounted.
5. Bogie frame have horns to hold axle boxes.
6. Below the axle box, stay plate is provided to the horns to avoid escaping of axle
box from the horns.
7. On bogie frame one centre pivot and two side bearers are provided on which
loco body is mounted. Centre pivot will carry 60% of load and side bearers will
carry 40% (20+20) of load.
8. Between two side beams of bogie frame, four cross beams are provided and
called as ‘Transoms’.
9. Middle transoms are used for holding the traction motors and end transoms are
used for holding the loco brake rigging.
10. Each bogie is equipped with 4 brake cylinders. Each cylinder will control one and
half wheel (3 brake blocks).
11. “Clasp” type brake rigging provided in this bogie.
12. Traction motors arrangement is “Axle hung and nose suspended”. Nose portion
is suspended on transom by the help of resilient pads.
13. Traction motors arrangement in this bogie is LLR and LRR.
14. Hand brake is connected to brake cylinder No.2. So, both brake blocks of wheel
No.2 and one brake block of wheel No. 4 will apply when hand brake is applied.
15. ‘TAO 659’ or ‘Hitachi’ type traction motors are provided in this bogie. In TAO
type, axle and suspension bearing are lubricated by oil and driven by suspension
bearing oil pump. In Hitachi both are lubricated by grease only. But in modified
locos, TAO 659 type traction motor axle cap is provided with Hitachi cap, in
which axle and suspension bearing are lubricated by grease.
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II. CO-CO TETRA MOUNT HIGH ADHESION BOGIE (WAG 7):

1. WAG 7 loco is provided with Co-Co tetra mount high adhesion bogie.
2. ‘W’ bracket (compensating beam) is provided to the centre axle box.
3. Single equalising beam is provided from W bracket to end axle boxes. These
equalising beam is connected to W bracket by the help of ‘Link’ and ‘Bulbs’.
4. Spring saddle is provided on equalising beam on which one pair of helical
springs are provided with inners. (Stay plates are not provided)
5. On these helical springs bogie frame is mounted.
6. Between bogie frame and equalising beam one vertical shock absorber is
provided and also called as hydraulic damper. Total two horizontal and four
vertical hydraulic dampers are provided for each bogie.
7. On bogie frame four load bearers and centre pivot are provided.
8. Entire load is carried by load bearers. Centre pivot will not carry any load.
9. Load bearers nearer to centre pivot will carry 60% of load and Load bearers
farer to centre pivot will carry 40% of load (20+20).
10. Between bogie frame and loco body horizontal shock absorbers are provided
one in each side of bogie.
11. ‘D’ link is provided between bogie frame and loco body.
12. Side stopper one in each side of bogie frame is provided.
13. Between two side beams of bogie frame, four cross beams are provided and
called as Transoms.
14. Middle transoms are used for holding the traction motors and end transoms
are used for holding the loco brake rigging.
15. Each bogie is equipped with 4 brake cylinders. Each cylinder will control one
and half wheel (3 brake blocks).
16. “Clasp” type brake rigging provided in this bogie.
17. Traction motors arrangement in this bogie is unidirectional (LLL RRR).
18. Traction motors arrangement is “Axle hung and nose suspended”. Nose
portion is suspended on transoom by the help of resilient block.
19. Hand brake is connected to brake cylinder No.2. So, both brake blocks of
wheel No.2 and one brake block of wheel No. 4 will apply when hand brake
is applied.
20. Only ‘Hitachi’ type traction motors are provided in this bogie. Axle and
suspension bearing both are lubricated by grease.

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III. CO-CO FLEXI COIL BOGIE (WAP 4):

1. WAP 4 and WAP 1 locos are provided with Co-Co flexi coil bogie.
2. This bogie has two types of suspensions.
Primary suspension : Axle box to bogie frame.
Secondary suspension : Bogie frame to loco body.
3. On each axle box one pair of helical springs are provided and called as
primary springs.
4. On these primary springs bogie frame is mounted.
5. Bogie frame have horns to hold axle boxes.
6. Stay plate is provided below the axle box. The specialty of stay plate in this
loco is it will see that axle box is not escaping from the horns and also it
holds the loco brake rigging.
7. Bogie frame have four spring pockets, two in each side. On each pocket one
pair of helical springs are provided and called as secondary springs.
8. On these secondary springs ‘H’ shape ‘Bolster’ is provided.
9. On the centre of the bolster loco body is mounted by the help of centre
pivot.
10. Entire load is carried by bolster but not centre pivot.
11. Rear side of bolster is provided with ‘Friction motors’.
12. All four ends of bolster is provided with side stoppers.
13. Between two side beams of bogie frame, four cross beams are provided and
called as ‘Transoms’.
14. Middle transoms are used for holding the traction motors and end transoms
are used for holding the loco brake rigging.
15. Each bogie is equipped with 6 brake cylinders. Each cylinder will control one
wheel.
16. “Clasp” type brake rigging provided in this bogie.
17. Traction motors arrangement in this bogie is unidirectional (LLR RRL).
18. Traction motors arrangement is “Axle hung and nose suspended”. Nose
portion is suspended on transom by the help of resilient block.
19. Hand brake is connected to brake cylinder No.2. So, both brake blocks of
wheel No.2 will apply when hand brake is applied.
20. Only ‘Hitachi’ type traction motors are provided in this bogie. Axle and
suspension bearing both are lubricated by grease.

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IV. CO-CO FLEXI COIL BOGIE (WAP 7 / WAG 9):

1. This loco is provided with Co-Co flexi coil bogie.
2. This bogie has two types of suspensions.
Primary suspension: Axle box to bogie frame.
Secondary suspension: Bogie frame to loco body.
3. Axle box is provided in ‘Wheel set’
4. On each wheel set, one pair of helical springs are provided and called as
primary springs.
5. The springs provided in middle wheel set are provided with inner springs.
6. Wheel set is connected to bogie frame by the help of wheel set guide (guide
rod).
7. Every axle cap is provided with side stopper.
8. On these primary springs bogie frame is mounted
9. Between end axle box and bogie frame vertical dampers are provided and
called as primary suspension vertical dampers.
10. On bogie frame one pair of helical springs are provided in each side of bogie
and called as secondary springs.
11. On these secondary springs loco body is mounted
12. Near middle axle box and loco body vertical damper one in each side is
provided and called as secondary suspension vertical dampers.
13. Between bogie frame and loco body ‘Yaw dampers’ are provided one in each
side of bogie.
14. Between bogie frame and loco body horizontal dampers are provided one in
each side of bogie.
15. Between two side beams of bogie frame, four cross beams are provided and
called as ‘Transoms’.
16. Middle transoms are used for holding the traction motors. The transoom
towards the centre of the loco is provided with ‘Traction link’. This traction
link other end is connected to the loco body by the help of ‘Traction frame’.
17. The traction motors are suspended in the bogie frame and on the individual
axles. The motors transmit their energy to the driving axles through a
gearbox mounted on the driving axle.
18. Safety chain is provided between bogie frame and loco body and provided at
centre axle.

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UNDER GEAR EXAMINATION

1. Ensure Cattle guard is 6 inches above from the rail level.

2. Ensure Rail guard is 4 inches above from the rail level.
3. Ensure CBC, it’s stay plates with securing bolts are intact.
4. Check TM bottom and top inspection covers.
5. Check the condition of fitting bolts to Suspension Bearing.
6. Check the condition of Gear case fitting bolts. (two horizontal and two vertical)
7. Check the TM cables, wooden packing and chain.
8. Check earthing bushes of TM.
9. Check the Resilient block, it’s two vertical bolts and safety pins.
10. Check the oil level in upper and lower sumps of Suspension Bearing and proper
fittings of their lids with dip sticks.
11. Ensure oil in Gear case is sufficient (Cardium compound) and check for any
leakage of oil.
12. Check the condition of Air Bellows.
13. Check the brake shoes, brake rigging, safety brackets and sand pipes.
14. Check the condition of Battery boxes, leakage of any electrolyte.
15. Check the leakage of Transformer oil especially from the drain plug. Ensure seal
to drain plug is intact.
16. Check the SL covers for any damages or slackness.
17. Check the condition of wheel tyres for any skid marks.

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RNG – 33

Checking of Locos& operating instructions

Loco Examination before leaving shed:

1. Ask for previous logbook (If new log book is provided) and note the remarks made
by earlier Loco Pilots and ensure that they have been attended
2. Check the new log book and ensure that list of items provided on the Loco is pasted
in Logbook.
3. After ensuring the above, have a visual check on the following items on both ends of
the loco.
a. Condition of Cattle guard, Rail guard, Buffers, Buffer rivets of body for proper
fitment and cracks.
b. Condition of CBC coupling, TS coupling, Safety pin, Locking pin and availability of
safety clamps
c. Ensure proper working of Headlight, Flasher light and Marker lights.
d. Ensure covers on B,C and D couplers
e. Check the condition of BP & FP and their palms painted with Green and White
colour paints on BP and FP hose pipes, respectively.
f. Check the condition/ availability of safety bracket to protect BP and FP angle
cock shells during cattle run over.
g. Check the condition of vacuum hose pipe with cage.
h. Provision of spare hosepipe, BP pipe, FP pipe, TS coupling, four wooden wedges
and four fire extinguishers.
i. Check the working of Air Dryer.
j. Check the working of AFL.
4. Ensure all drain cocks in closed position. Check smooth operation of cocks by
operating 2-3 times which are to be operated frequently for draining out the
moisture enroute.
5. The following items to be checked on truck
a. All equalizing beams and helical springs, Tie rods with cotter pin, Axle box cover,
stay plate bolts and nuts for proper securing. Check sand pipe for proper
alignment. Ensure the availability of body to bogie earthing shunts.
b. Check for any cracks on Bogies (special attention to WAP1/4 Bogies)
6. The following items should be checked in under gear,
 Check gear case compound, suspension bearing upper sump and lower sump oil
levels and fitment and their caps.
 Check TM inspection cover securing.
 Check brake rigging and brake blocks for proper fitment.
 Check TFP oil tank drain plug with seal.
 Check SL hold/casing for damage /crack.
 Check wheel skidding marks/crack on wheel discs.

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7. Loco Pilot must ensure availability of wiper assembly complete/copper pipelines or

aluminum/PVC pipes of various gauges, horns. Check the condition of heaters, Audio
visual indication, availability of spare fuses of different capacities (35, 16, 10 & 6 Amps)
condition of A, B, C Conks below the switch panel to be checked.
8. Check the battery voltage ‘on’ load ‘off’ load test.
9. Availability of ZSMGR handle.
10. Check TFP oil level (above 150c), GR oil level (+200c to -200c), CPs oil level, PVs oil
level and ensure that dipstick are properly secured.
11. Ensure all relays are provided with covers.
12. Ensure the availability of pilot valve of wiper motor and copper bits of reverser and
CTFs (especially when RB is not in service) and also ensure the availability of Brass
knobs and handles, spindles and other parts of pressure valves. In case any of these
items are not available, entry must be made from shed supervisor.
Ensure the following items are stenciled on loco Cabs,
a. Speed limit
b. Last scheduled done and due dates.
c. Latest modifications.
d. Working of DBR.
e. Gear ratio.
13. For arresting the leakages near A9 and SA9, applying of hard grease is to be
avoided.
14. Ensure that oil-draining pipes of CP are not blocked/ clogged.

Battery ON load and OFF load test:

In DJ closed condition;
 Keep HBA ‘1’
 Keep HCHBA on ‘O’
 Note down the BA voltage. This is BA ‘OFF’ load voltage.
 Now switch ‘ON’ ZCPA.
 Note down BA voltage . This is BA ‘ON’ load voltage.
 The difference between OFF load to ON load shall not be more than 5 volts.

Low Tensiontest (LT test)

Preparation:
1. Build up 9.5 Kg/cm2of air pressure in MR.
2. Open DJ and lower pantograph and ensure that both pantos are lowered.
4. Ground the loco as per procedure.
5. Close DJ and release BLRDJ, after LSDJ extinguishing (UA needle does not
deviate, no auxiliary sound and LSCHBA does not extinguish).
6. Place all rotating switches on position '1'.

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Testing:
1. Close BLCPD. Contactor C-101 or C-102 or C-103 should close as per HCP
position.
2. Close BLVMT, contactors C-107, C-105 and C-106 should close one after the
other with a time lag of 8 seconds each.
3. Move MPJ to 'F' or 'R' position. Reverser J-1 and J-2 should be thrown in
proper direction. i.e.to move towards cab-1 ----up side to move towards cab-2 --
--down side.
4. Keep MP on ‘N’ position and hear closing sound of all line contactors.
5. Take one notch with MP, GR should move from '0' to '1'.
6. After taking 6thnotch ,ensure PHGR starts working.
7. After taking 20th notch operate MPS and ensure shunting contactors are closing
as per MPS position and bring back MPS to ‘O’ position.
8. Now place A-9 on emergency position/ open slightly RS and ensure GR return to
'0'.
9. Place MP on 'N' and ZSMS on '0' (in non modified locos) and test EEC working
also.
10. Conduct GR efficiency test.
11. Take few notches and test AFL by pressing TS AFL/by opening RS.
12. Keep MP on ‘N’ and test line contactors are opening as follows.
13. Keep HMCS-1 on position '2'--- L-1 only should open.
14. Keep HMCS-1 on position '3'--- L-1 should close and L-2 only should open.
15. Keep HMCS-1 on position '4'--- L-2 should close and L-3 only should open.
16. Keep HMCS-2 on position '2'--- L-4 only should open.
17. Keep HMCS-2 on position '3'--- L-4 should close and L-5 only should open.
18. Keep HMCS-2 on position '4'--- L-5 should close and L-6 only should open.
19. Normalize HMCS-1 and HMCS-2.

Grounding the loco for entering into HT compartment:

1. Apply SA9.
3. Build up maximum pressure in MR.
4. Trip DJ, lower panto, ensure both pantos are lowered fully and LSDJ is glowing.
5. Remove ZPT key and insert the same in BV box at 5 O'clock position and turn it in
clockwise direction (7 O'clock position).
6. Operate HOM handle upwards gently. Sudden lifting may lead in HOM jaws getting
stuck up.
7. Remove two fitchet keys by turning them in anti-clockwise direction.
8. Keep one key in personal custody and with the other open the HT compartment
door.
9. Attend the repairs in HT compartment.

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10. Ensure that no tool left in HT compartment, lock the door and remove the fitchet
key.
11. Replace both the keys in the BV box and turn them in clockwise direction.
12. Operate HOM handle downwards gently.
13. Turn ZPT key back to 5 O'clock position and remove the ZPT key.
14. Raise the Panto, close DJ and resume traction.

Energising of Locos:

1. Unlock the BL in working cab of leading Loco and ensure four pilot lamps LSDJ,
LSCHBA, LSGR, & LSB glowing.
2. Place ZPT ON '1' and ensure rear panto raised and touched to OHE.
3. Close BLDJ and press BLRDJ. After UA needle is deviated release BLRDJ after
LSDJ & LSCHBA lamps extinguishes.
4. Close BLCP and ensure CPs working according to HCP switch position of each
Loco.
5. Close BLVMT and ensure three blower motors are working in both Locos.
6. Keep MPJ on 'F' or 'R' as required and ensure LSB is extinguished.
7. Move MP from 'N' to '+' and ensure LSGR is extinguished. NR shows one notch
and ammeters are deviating. Then bring back mp to '0'.

Procedure to be followed for coupling/uncoupling of locos:

Procedure to be followed for coupling between two locos:

1. If rear loco is dead;

 Apply A9 from working loco and ensure brakes are applied in both locos.
 Close BP angle COC between two locos and uncouple both hose pipes.
 Apply hand brake in dead loco.
 Uncouple the coupling between two locos by gently pushing back.
 Place wooden skids , in stand still condition for securing the dead loco
2. If rear loco is live;

 Apply SA9 in rear loco and ensure brakes are applied in rear loco.
 Close BP angle COC between two locos and uncouple both hose pipes.
 Uncouple the coupling between two locos by gently pushing back.

Procedure to be followed for coupling two locos:

1. If rear loco is dead;
 Apply hand brake in dead loco
 Ensure both locos CBCs are fully opened and are properly positioned for
coupling.
 Couple the locos by gently pushing back.
 Ensure both locos are coupled by gently pulling.
 Release hand brake in dead loco.

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2. If rear loco is live;

 Apply SA9 in rear loco and ensure brakes are applied in rear loco.
 Ensure both locos CBCs are fully opened and are properly positioned for
coupling.
 Couple the locos by gently pushing back.
 Ensure both locos are coupled by gently pulling.

Loco examination during crew changing:

1. After taking over charge by out going Loco Pilot, check the remarks given by the
incoming Loco Pilot in log book and if the logbook is incompletely filled demand for
proper entries from incoming Loco Pilot.
2. Check any relays/ contactors for packing / wedging and also check the relay covers
with seal. ensure specific entry on these in Logbook.
3. Check the corridor sidewall glasses for any damage, if noticed inform to TLC.
4. Check the working of Headlight, Flasher light, Temperature of axle boxes
availability of dry sand in sand boxes,
5. Visual check for any abnormality in under truck.
6. Check any leakage from TFP oil tank drain plug, GR.
7. Condition of Battery boxes, SL covers and TM inspection cover.
8. Check Cattle guard, Rail guard, Side Buffers, CBC, TS Coupling and Cracks in Loco
Bogie.
9. Check the condition of Sand pipes and falling of sand on Rail when PSA is
operated.
10. After taking over charge by out going Loco Pilot, Asst. Loco Pilot will assist the Loco
Pilot in checking the temperature of all Auxiliary Motor bearings, Oil levels, Fire
Extinguishers, Wooden wedges, Spare Hose pipes, etc,.
11. Conduct air continuity test before starting and brake feel test after starting and at
low speed.

Loco examination on Run:

1. Check the corridor sidewall glasses for any damage, if noticed inform to TLC and
make an entry in Logbook.
2. In first block section check the wheel skidding and found clear the block section not
exceeding 30 kmph and inform to TLC.
3. Check the temperature of the bearings of the Auxiliary Motors.
4. Check the transformer and GR oil level for abnormal increase.
5. Check the temperature of the fuses.
6. Check whether DBR is working or not.
7. Check whether ESMON type SPM working properly. In case any defective inform to
TLC and entry should be made in the loco logbook.
8. Compare the rear Cab readings with leading Cab reading and remarks on variation
or otherwise should be made in the logbook.
9. Checking of headlight glowing, before getting dark.

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10. Whenever BP suddenly drops to zero, put Flasher light ON duly switching OFF
headlight and check the condition of hose pipes and working of CPs. Find out the
reason for dropping of BP duly securing the loco/ train.
12. Whenever train is running without brake van, Loco Pilot should make necessary
remarks in the caution order/BPC to that effect.

Quick examination during short stoppage en-route:

1. Apply SA-9; do not leave the loco unmanned. In case train has stopped on
gradient territory, A-9 should be applied and ensure train brakes are applied.
2. Feel the temperature of all axle boxes, visually check for any damage for any
helical spring, tie rod, stay plate, sand pipes, SPM gear case fittings, Brake riggings
and special attention to be given in case of WAP-1/4 for any Bogie cracks.
Vertical/Horizontal shock absorbers in WAG-7 locomotives.
3. Check airflow from VSL and any oil leakage from TFP oil tank drain plug.
4. Check for no Cardium compound leakage and condition of TM inspection covers.
5. Check the condition of Air bellows for their condition and any leakage.
6. Check the condition of battery boxes and SL covers.
7. Drain out moisture from air circuits.
8. Check Cattle guard, Rail guard, Buffers, CBC, TS coupling for any abnormality.
9. Position of Brake blocks for any abnormality.
10. Check and ensure good condition of CBC/ Coupling between Loco and load.

Working the train from Rear Cab:

1. Follow the instructions given in SR 17.09 in G & SR book for the method of driving
the loco from rear cab.
2. In rear cab:
a. Place ZPT on position '2' and raise the panto.
b. Close DJ, switch on BLCP and BLVMT. Keep A-9 in running position and close
inlet and outlet cut out COCs.
c. Close SA-9 supply and apply cut out COCs.

3. In leading cab:
a. Keep A-9 handle in running position and open inlet and outlet cut out COCs.
b. Keep SA-9 supply and apply cut out COCs open to apply loco brakes when
required.
c. The loco shall be operated by the Assistant Loco Pilot from rear cab. The Loco
Pilot will remain in leading cab to control the train as required.
d. If necessary, the Loco Pilot can operate A-9 to emergency position to regress GR
to '0'.
e. The loco shall be operated by exchange of signals between the Loco Pilot and
assistant Loco Pilot.
f. At neutral section, the assistant Loco Pilot shall trip DJ and lower panto if
necessary.

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4. The speed of the train shall not exceed 40 Kmph as per SR 17.09 (12) (6) if the
Loco Pilot is in leading cab.
5. If the Loco Pilot is in trailing cab and the assistant Loco Pilot is in the leading cab,
the speed is restricted to 15 Kmph.
6. The Loco Pilot shall request for assistance at the first opportunity as per SR 17.09
(12) (e).
7. Enter in the loco logbook stating the place from where TLC has been informed.

Train stranded due to stall, loco failure or any other such reason and the train
cannot proceed further and loco is alive:
 Apply A9 to Full Service and ensure train brakes are applied.
 Apply SA9 and BC gauge is showing 3.5 Kg/cm2 and loco brakes are applied.
 Apply parking brakes if available.
 Apply SA9 to maximum in Trailing loco/ banker loco if provided.
 Do not desert the locomotive.
Train stranded and loco is not alive
 Apply A9 to Emergency and ensure train brakes are applied.
 Apply SA9 and BC gauge is showing 3.5 Kg/cm2 and loco brakes are applied.
 Apply parking brakes if available.
 Apply hand brake also.
 Apply SA9 to maximum in Trailing loco/ banker loco if provided.
 Apply hand brake in Trailing loco/ banker loco if provided.
 Keep the wooden wedges at wheels of loco against the falling gradient.
 Do not desert the locomotive.
In addition to above instructions pertaining to protection and securing of trains
as per GR 6.03 and 6.04 should also be followed by crew. These instructions should
follow for coaching trains also.

Stabling of the loco in station yard:

1. Berth the loco at a convenient place (ensure OHE while moving towards sidings).
2. Apply SA-9 and hand brake.
3. Build up air pressure upto 8 kg/cm2 in RS and close RAL cock.
4. Ensure MP is in `0’ and open BLDJ, check the glowing of LSDJ.
5. Lower the panto and ensure that it is fully lowered.
6. Remove ZPT, MPJ and BL keys from the sockets.
7. Check the battery voltage and make necessary remarks in loco log book
8. Close window shutters, cab and corridor doors.
9. Switch `OFF’ all the lights and fans and open HBA.
10. Drain out moisture and air pressure duly securing the loco with skids and consult
TLC for the disposal of loco.

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Duties of crew after cattle run over:

 If BP pressure is dropped put on Flasher Light and find out the reason for BP
dropping and arrest the same.
 After stopping apply A9 and SA9.
 Check cattle guard, rail guard, sand pipes, battery boxes and their covers, SL’s,
leakage of air from any pipeline, TM inspection covers and rectify if any abnormality
is found.
 Note down the Km No. and see the position of dead cattle whether fouling other
track.
 Clear the section and stop the train even though signals are through.
 Trip DJ and check the battery voltage.
 Inform to Dy SS & SCOR/TLC with all particulars even though there is no
abnormality and work further.
NOTE: Do not trip DJ in the section.

HORNS are not working:

1. Check the position of low tone (LT) and high tone(HT) horns cut out cocks. If
cut out cocks are closed open them and resume traction.
2. Try to sound the horns from ALP side. If they are sounding instruct the ALP to
sound horns wherever necessary and resume traction.
3. If they are also not sounding, try to sound the horns from rear cab by deputing
ALP. If successful depute the ALP to sound the horns from rear cab whenever
necessary. After clearing the section contact TLC for advice.
4. If both side horns are not working clear the block section cautiously and contact
TLC.

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MU OPERATION (RNG-33)
MULTIPLE UNIT OPERATION

1. For MU operation, 3 electrical jumpers (One set) are connected between two
Locos besides connecting the pneumatic &Vacuum hosepipes. Due to connection
of electrical jumpers, the control circuit feed of one Loco reaches to another Loco
therefore same control circuit operation takes place in both the Locos, though
operation is done from leading Loco. In MU operation, almost all the feed of
control circuits of the leading Loco reaches to the trailing Loco but Q118, Q44
and Q100 get the control supply from its own Loco. Therefore for closing DJ,
HBA should be on '1' position in both Locos. A switch BLSN is provided on the BL
box, which controls the feed to VEPT and MTDJ of trailing Loco. Its normal
position is 'up' (close). On pressing it down, the supply to trailing Loco VEPT and
MTDJ cuts off and the DJ of trailing Loco gets opened and Panto also lowers. It
is important to know that from leading Loco closing of DJ can be done for both
Locos together or separately. Similarly tripping of DJ can be done for both Locos
together or of the rear Loco only. However, DJ of the leading Loco alone cannot
be tripped from leading Loco. It should be kept in mind that if required, DJ
can be closed of trailing Loco by pressing BP2DJ of trailing Loco, but cannot be
opened by BP1DJ of the trailing Loco. In case of emergency the DJ of trailing
Loco can be opened by removing CCPT fuse of trailing Loco, but normally it is to
be avoided.Maximum four Locos only permitted to make as MU Consist.

Preparing of MU Locos
Checking of Locos

1. Examine the Locos separately and prepare them individually.

2. After complete checking attach them one to the other, preferably with cab 2 on
either ends with CBC & pin.
3. De-energise both locos and keep HBA of both Locos in '0' position.
4. On one side attach B C D couplers of one Loco to other. On other Loco side Loco B
C D couplers will be kept as spare.
5. Couple up MR and BC equalizing hose pipes and open their angular cocks.
6. Couple BP & FP air hoses and open their angle cocks. If necessary connect vacuum
hose pipe also.
7. Keep A9 I/L& O/L cocks of working cab open condition and remaining cabs should
be in closed position.
8. Keep SA9 supply & apply cocks of working cab open condition and remaining cabs
should be in closed position.
9. Keep A8 COC Open in leading Loco and close in Trailing Loco.
10. MU2B of leading Loco in LEAD position and in Trailing Loco should be kept in
TRAIL/DEAD position.
11. Keep ZPT, MPJ & BL keys of trailing Loco in the side locker.

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Energising Of MU Locos:
1. HBA should be kept on '1' in both the Locos.
2. Start MCPA of both the Locos and ensure RS pressure builds up to 6.5 kg/cm2.
Note: If CPA of any Loco is defective, then first energise the MU Locos from the
Loco in which CPA is working.

3. Unlock the BL in working cab of leading Loco and ensure four pilot lamps LSDJ,
LSCHBA, LSGR, & LSB glowing.
4. Place ZPT ON '1' and ensure rear pantos of both the Locos are raised and
touched to OHE.
5. Place BLSN switch at 'ON' position and ensure trailing Loco panto is lowered.
6. Close BLDJ and press BLRDJ. After UA needle is deviated release BLRDJ exactly
after 4 seconds. LSDJ, LSCHBA, LSGR & LSB will not extinguish.
7. Normalise the switch BLSN (i.e., 'OFF' position) and ensure trailing Loco rear
panto is raised and touching to OHE.
8. Now press BLRDJ again and release it after LSDJ & LSCHBA lamps extinguishes.
9. Close BLCP and ensure CPs working according to HCP switch position of each
Loco.
10. Close BLVMT and ensure three blower motors are working in both Locos.
11. Keep MPJ on 'F' or 'R' as required and ensure LSB is extinguished.
12. Move MP from 'N' to '+' and ensure LSGR is extinguished. NR shows one notch
and ammeters are deviating in both locos. Then bring back MP to '0'.
13. Before moving conduct loco brake power test.
** * Now MU Locos are ready to work a train .***

Procedure to locate defective Loco:

While working in MU operation, when DJ trips in 'Leading' or 'Trailing' Loco or
certain faults occurs, it can be detected by LSGROUP lamp provided on cab roof and
LSOL on the Loco Pilot's desk as given below.
 In defective Loco - LSGROUP glows and LSOL remains extinguished.
 In healthy Loco - LSOL glows and LSGROUP remains extinguishes.
The concerned pilot lamp indicating the fault will also glow in both the Locos
along with LSGROUP/LSOL. Until the fault is rectified, the pilot lamp will continue to
glow in both the Locos.
Therefore, on seeing LSGROUP (along with pilot lamps), we can locate the
defective Loco. If LSGROUP is glowing in leading Loco, then leading Loco is defective
and if LSOL glows in leading Loco then it means that defect is in trailing Loco (ensure
LSGROUP is in working order).
LSGROUP glows under following 4 circumstances in the Locomotive.
 When DJ trips.
 CHBA is defective.
 Q50 de-energised.
 When tell tale fuse melted in RSI block.
 (In SIV locos If SIV is not working in any loco then also LSOL/LSGROUP
lamp along with LSCHBA glows.)

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The above defects can be rectified/trouble shooted in concerned Loco.

Note: In case of Loco trouble in leading or trailing Loco, the Loco Pilot should first try to
clear the section & then do the trouble shoot the defective Loco. Switch ZLS is
provided in switch panel. When ZLS is switched OFF, signaling lamps will not glow. This
switch should be kept in OFF position in healthy Loco while trouble shooting in defective
Loco.

Signaling lamp indications in MU Locos

S.No TYPE OF INDICATION LEADING LOCO TRAILING LOCO

1 Leading Loco energised LSDJ, LSCHBA, LSGR, LSB LSDJ, LSCHBA, LSGR,
and trailing Loco de- & LSOL glows. LSB & LSGROUP glows.
energised.
2 Leading Loco de- LSDJ, LSCHBA, LSGR, LSB LSDJ, LSCHBA, LSGR,
energised and trailing & LSGROUP glows. LSB & LSOL glows.
Loco energised.
3 Both Locos de-energised LSDJ, LSCHBA, LSGR, LSB LSDJ, LSCHBA, LSGR,
& LSGROUP glows. LSB & LSGROUP glows.
4 CHBA failed in leading LSCHBA & LSGROUP LSCHBA & LSOL glows.
Loco glows.
5 CHBA failed in trailing LSCHBA & LSOL glows. LSCHBA & LSGROUP
Loco glows.
6 Reversers not correctly LSB & LSGROUP glows. LSB & LSOL glows.
set in leading Loco
7 Reversers not correctly LSB & LSOL glows. LSB & LSGROUP glows.
set in trailing Loco
8 Tell tale fuse projected in LSRSI & LSGROUP glows LSRSI & LSOL glows
leading Loco
9 Tell tale fuse projected in LSRSI & LSOL glows LSRSI & LSGROUP
trailing Loco glows

PASSING NEUTRAL SECTION

At 500 Board:
1. Check pressure in MR Gauge, if less, close BLCPD and build up maximum
pressure.
2. Try to accelerate the train speed before reaching Neutral Section, keeping in
view the caution order in force and maximum speed of the train.
At 250 Board:
1. Bring MP to '0' and Ensure GR has come to '0' by seeing LSGR glowing.
2. Open (down) BLSN switch. Observe LSDJ, LSCHBA, LSB & LSOL lamp glows in
leading Loco but UA meter needle will not come to '0' and Panto of trailing Loco
lowers.
At DJ open board:

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1. Open BLDJ one mast before of DJ open board and ensure DJ of leading Loco is
tripped by watching UA needle comes to '0'. If not come to '0', lower Panto by
keeping ZPT on '0'.
2. After tripping DJ ensure LSGROUP lamp glows and LSOL lamp extinguishes in
cab.
At DJ close board:
1. At DJ close board Loco Pilot shall close DJ through BLDJ & BLRDJ. Release BLRDJ
after Waiting 4 seconds after UA needle deviation or after glowing of LSOL.
2. After passing one mast distance, place BLSN in 'ON' (UP) position.
3. Ensure rear loco rear panto raises and then press BLRDJ again and release after
extinguishing of LDSJ,LSCHBA,LSB& LSOL.
Note: While passing Neutral Section Assistant Loco Pilot should check the leading Loco
as per procedure.

MU Locos Cab changing procedure:

1. Driving cab (Which was leading Loco and to be made as trailing loco)
 Close BLCPD and build up MR pressure to maximum.
 Keep A9 in release and SA9 in application position.
 Ensure Brake Cylinder pressure is showing 3.5kg/cm2 and pistons are projected
out.
 Do not change any pneumatic cut out cock positions.
 Open DJ, switch OFF all auxiliaries, lower pantograph, put MPJ to '0', lock BL
and remove all the keys.
 Proceed to another Loco.
 If it is necessary, keep wooden wedges towards falling gradient.
2. In other Loco (which shall become leading loco now)
 Unlock BL box and raise the pantos close DJ and start auxiliaries.
 Keep SA9 handle in application position and keep A9 in release position.
 Open A9 & SA9 inlet and outlet COCs.
 Keep MU2B in lead position.
 Open A8 COC.
 Give short whistle.
 Now go to rear loco, change MU2B to TRAIL position, close A8 COC and close
A9 & SA9 I/L & O/L COCs.
 Close cab doors and windows.
 Then return to the leading Loco and conduct loco brake power test, working of
A9 operation before moving the locos.

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Precautions&Important points to be followed while working with MU during

trouble shooting:

1. Do not wedge any EM contactor or relay (except Q100 and QRS) in trailing Loco.
If necessary, make the trailing Loco dead. Wedging of Q50, Q44 & Q118 is
strictly not permitted in trailing Loco.
2. If HOBA is required to be kept in 'OFF', keep HOBA in OFF position in both the
Locos.
3. In case of EEC working, both ZSMS switches should be kept on '0' position.
4. If HQCVAR of the front Loco is on '0', never close DJ separately. In such a case,
first open DJ of leading Loco and then press BLRDJ to close DJ together.
5. If CCPT melts in leading Loco, both Locos DJ trips and both Loco pantos lowers.
6. If CCPT melts in trailing Loco, only trailing Loco DJ trips but trailing panto will not
lower.
7. If CCDJ melts in leading Loco, both Locos DJ trips.
8. If CCDJ melts in trailing Loco, DJ will not trip in any Loco thereby no indication.
9. If CCA melts in leading loco, auxiliaries will not work in both locos.
10. If CCA melts in trailing loco, auxiliaries will not work in trailing loco only.
11. Feed Loco Pilot's data in both Locos SPM(R) and ensure availability of chart.
12. Keep MP on '0' while coasting.
13. Before starting the train, ensure both Loco brakes are released.
14. If Additional CCBA or CCBA melts in any one Loco trouble shoot as single Loco.
15. During trouble shooting, for picking up abnormal sign, Keep ZLS in ‘off’ position
in good loco and ensure ZLS is in ‘on’ position in defective loco and pick up
abnormal sign from defective loco as single loco.
16. In defective loco LSGRPT will glow and in good loco LSOL will glow.

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POSITION OF COCs IN MU LOCOS

ITEM LEADING LOCO TRAILING LOCO

A9 I/L &O/L COCs WORKING CAB : OPEN BOTH CABS CLOSE

NON WORKING CAB : CLOSE

SA9 SUPPLY & WORKING CAB : OPEN BOTH CABS CLOSE

APPLY COCs NON WORKING CAB : CLOSE

MU2B LEAD TRAIL

A 8 COC OPEN CLOSE

VTP COC OPEN OPEN

HB 5 COC OPEN OPEN

A 1 DIFF COC OPEN OPEN

RGEB 2 COC OPEN OPEN

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RNG-27 TO RNG-31

3-Ø Locomotives

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Chapter: 1 TECHNICAL DATA

Technical Data WAP 5 WAP 7 WAG 9 WAG 9H
Type of Service Passenger Passenger Freight Freight
Axle Arrangement Bo-Bo Co-Co Co-Co Co-Co
Gear Ratio 17:35:67 20:72 15:77 / 21:107 21:107
Gauge 1676 mm 1676 mm 1676 mm 1676 mm
Length over Buffer 18162 mm 20562 mm 20562 mm 20562 mm
Overall Width 3142 mm 3100 mm 3152 mm 3152 mm
Maximum Height 4255 mm 4255 mm 4255 mm 4255 mm
with Pantograph
Locked
Wheel Diameter
New 1092 mm 1092 mm 1092 mm 1092 mm
Worn 1016 mm 1016 mm 1016 mm 1016 mm
Total Weight 78 T 123 T 123 T 132T
OHE Voltage
Nominal 25 KV 25 KV 25 KV 25 KV
Minimum 17.5 KV 17.5 KV 17.5 KV 17.5 KV
Maximum 30 KV 30 KV 30 KV 30 KV
OHE Frequency
Nominal 50 Hz 50 Hz 50 Hz 50 Hz
Minimum 45 Hz 45 Hz 45 Hz 45 Hz
Maximum 55 Hz 55 Hz 55 Hz 55 Hz
Power Supply to 415 V  10% 415 V  10% 415 V  10% 415 V  10%
Auxiliary Frequency 0 to 59 Hz 0 to 59 Hz 0 to 59 Hz 0 to 59 Hz
No. of Auxiliary Aux. Conv. 1,2,3 Aux. Conv. 1,2,3 Aux. Conv. 1,2,3 Aux. Conv.
converter 1,2,3
Battery Voltage 110 V 110 V 110 V 110 V
Power Supply to 2180 V 2180 V 2180 V 2180 V
TMs
No. Of Power 2 2 2 2
Converters
Type of Traction 3 Ø Induction Motor 3 Ø Induction 3 Ø Induction Motor 3 Ø Induction
Motor Motors Motor
No. of Traction 4 (6FXA7059) 6 (6FRA6068) 6 (6FRA6068) 6 (6FRA6068HT)
Motors
Power of TM 1563HP 1156 HP 1156 HP 1156 HP
Tractive Effort 258 KN 322.6 KN 458 KN 520KN
Braking Regenerative, Regenerative Regenerative, Regenerative,
Pneumatic, Pneumatic, Pneumatic, Pneumatic,
Parking, Parking, Parking, Parking,
Anti Spin Anti Spin Anti Spin Anti Spin
Braking Effort 160 KN 182 KN 260 KN 260KN

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Parking Brakes: Wheel No. 1,4,5 & 8 Wheel No.2,6,7 &11 Wheel No. 2,6,7 & 11 Wheel No. 2,6,7
Some locos wheel & 11
no 2 &11.
In some locos in
place of parking
brake hand brake
provided.
Horse Power 5440 HP 6120 HP 6120 HP 6120 HP
Maximum Speed 160 Kmph 130/140 Kmph 100 Kmph 90 Kmph
Main Reservoir 3 Nos 2 Nos 2 Nos 2 Nos
Hotel Load Available Not available Not available Not available
Loco brakes On Disc On Wheel On Wheel On Wheel
5kg/cm2 3.5 kg/cm 2 3.5 kg/cm 2 3.5 kg/cm2

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Chapter- 2 ABBREVIATIONS
ALG Drive Control Unit - Drive Inverter and
Line converter Control
ASC Loco pilot Converter Control
ASR Drive Converter
BL Key switch
BLCP Spring-loaded switch for Main compressors
BLDJ Spring-loaded switch for Main circuit breaker
BLHO Spring-loaded switch for Hotel load (not active on WAG-9)
BLPR Switch Headlights
BPCS Illuminated push-button, green for Constant speed control
BPFA Illuminated push-button, yellow for acknowledgement
all fault Messages
BPFL Illuminated push-button, yellow Emergency flashlight
BPPB Illuminated push-button, red for parking brake
BPVG Push-button, green for Vigilance
BPVR Push-button, illuminated yellow for resetting vigilance
BUR Auxiliary Converter
BZ-V-O-F Buzzer for vigilance, over speed and fire
CEL Central Electronics
CSC Constant Speed Control
DDS Diagnostic Data Set
FLG Vehicle Control Unit
GTO Gate Turn Off
HB Cubicle Auxiliary Circuits
HBB Processor
HRA Switch Cab blower/heating
LSAF Indication lamp, red for Train parting
LSCE Indication lamp, amber for over temperature CEL
LSDJ Indication lamp, red for Main Circuit Breaker
LSFI indication lamp, red for Fault message, priority 1
LSHO Indication lamp, yellow Hotel load (Not active on WAG-9)
LSP Indication lamp, yellow for Wheel slipping
LSVW Indication lamp, yellow for Vigilance Warning
MCB Main Circuit Breaker
MCE MICAS-S2 Control Electronics
MEMOTEL Speed Recorder and Indicator
MR Machine Room
MUB Over voltage Protection Unit
NSR Line Converter
Pan Pantograph
PCLH Socket Hand Lamp
PP Pneumatic Panel
SB Cubicle Control Circuits

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SLG Converter Control Unit

SR Traction Converter
SS Subsystem
STB Low Voltage Cubicle Control
TE/BE Tractive/braking effort
UBA Voltmeter Battery Voltage
VCB Vacuum Circuit Breaker - Main Circuit Breaker
ZBAN Switch- Banking operation
ZBV Train Bus Administrator
ZLC Switch for Loco pilot’s cab lighting
ZLDA Switch for Assistant Loco pilot’s desk Illumination
ZLDD Switch for Loco pilot’s desk illumination
ZLFR Switch for Marker lights, red
ZLFW Switch for Marker lights, white
ZLH Switch for Socket hand lamp
ZLI Switch for Instrument lighting
ZPRD Switch for Headlights, intensity
ZPT Spring-loaded switch for Pantograph
ZTEL Switch for Max. Traction limitation
ZK DC link

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Chapter-3 GENERAL FEATURES OF 3 PHASE LOCO

Advanced Technological Features: -
In addition to the provision of latest 3-phase traction drive system; the 3-phase
locomotives have certain improved technical features as compared to the conventional
locomotives so being used on IR. Some major features are listed below.
3.1 Digital electronics based real time traction control System: -
To obtain precise control over tractive effort and speed in the normal mode and
constant speed control mode of operation respectively.
3.2 Electrical weight transfer control system: -
To automatically reduce the tractive effort in the leading bogie and increase the
same in the trailing bogie to take care of weight transfer effect.
3.3 Anti spin protection: -
When the ratio of applied and required tractive effort goes below 0.5, anti spin
protection initiated which reduce the TE and apply loco brakes to stop spinning.
3.4 On-board fault diagnostics system: -
To eliminate/ elaborate trouble-shooting by engine crew and also to help
maintenance staff to trace faults. The fault diagnostics system provides for automatic
isolation of faulty equipment/ subsystems.
3.5 Simulation mode of operation: -
To facilitate a complete functional testing of the locomotive without raising
pantograph.
3.6 An exclusive harmonic filter circuit: -
To reduce harmonics in the loco current
3.7 Static auxiliary converter: -
To supply auxiliary 3-phase motors. The auxiliary converter, depending on then
traction load, operates at an optimum frequency to minimize power consumed by
auxiliaries
3.8 Electronic speedometer: -
Paperless speed recording system. An over speed alarm system is built in.
3.9 Electronic energy meter: -
For information of energy generated and energy consumed
3.10 Fire detection and alarm system: -
For the machine room.
3.11 Low traction bar arrangement between bogie and body to reduce
weight transfer :-
Unidirectional mounting of traction motors to further reduce weight
transfer effect.
3.12 Ergonomically designed and spacious driving cabs: -
To provide comfort and relief to crew.

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3.13 Use of dust filters: -

Pressurized machine room to prevent entry of dust into sensitive equipment in the
machine room.
3.14 Electronic brake system: -
For precise and fast control of braking effort, blending between electrical brake and
pneumatic brake on the locomotive.
3.15 Triplet pneumatic brake panel :-
To minimize piping and provide single- place location of all pneumatic equipment.
3.16 Use of tread brake units: -
To reduce maintenance
3.17 Spring loaded parking brake system
Instead of handbrakes, spring loaded parking brakes are provided on this loco,
these brakes can be operated from loco and remain applied without pressure by spring.
3.18 Over-charge feature in the brake system for quick release of brakes
For faster release of train brakes after recreation, BP is charged to 5.4 kg/ cm2 for
short time with restricted dropping rate to 5.0 kg/cm2.
3.19 Electronic controlled vigilance system
To keep the loco pilot alert Vigilance system is provided, As per this system, loco
pilot has to do predetermined task once within 60 seconds, otherwise VCD will apply
emergency braking.
3.20 Wheel Flange lubrication system: -
To reduce energy consumption and wheel wear.
3.21 Under-slung compressors: -
To eliminate oil fumes and oil spillage inside the machine room, which is
potential cause for fire hazards.

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Chapter-4 ADVANTAGES OF 3-PHASE LOCOMOTIVES

The merits of 3-phase locomotives over D.C.-motored locomotives are summarized
below.
4.1 The size of traction motor for the same output power is much less in case of a 3-
phase induction motor compared to DC motor. Therefore, with the permissible
axle load and available space in a bogie, realization of a much higher-powered
loco motive is possible.
4.2 Maintenance cost of a 3-phase locomotive is less due to absence of brush-gear/
commutator in the traction motors and switchgears in the power circuit.
4.3 Induction motors are very robust. Consequently reliability of a 3-phase
locomotive is higher.
4.4 The rated power of a D.C.-motored locomotive reduces beyond the field
weakening range. In case of 3-phase loco motives, full power is available up to
the maximum speed.
4.5 Overload capabilities in 3-phase locomotives are more Liberal.
4.6 Regeneration of power is available in 3-phase locomotives. Regenerative braking
effort is available from the full speed till dead stop. Consequently, the overall
efficiency of operation is higher.
4.7 Due to superior drop characteristics of speed Vs. torque and the fact that the
motor speed is limited by the synchronous speed, a much improved adhesion is
available in 3-phase locomotive and thus higher tractive efforts can be realized
within permissible axle load limits.
4.8 3-phase locomotive operates at near unity power factor throughout the speed
range except at very low speeds.
4.9 Due to lesser weight of the traction motors, the un-sprung masses in 3-phase
locomotive are low. This reduces track forces and consequently minimizes wear
on rails and disturbance to track geometry.

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Chapter-5 Mechanical features of 3 Ø AC loco

The three axles, three motor Co-Co bogie assemblies, is one of the major parts
of the Locomotive. Two bogie assemblies support the entire weight of the 3-phase
locomotive and provide a means for transmission of the tractive effort to the rails.
The bogies are designed to withstand the stresses and vibrations resulting from
normal rolling stock applications. An important function of the bogie is to absorb and
isolate shock caused by variations in the track bed. The suspension systems minimize
the transmission of these shocks to the locomotive under frame.
The traction motors are suspended in the bogie frame and on the individual
axles. The motors transmit their energy to the driving axles through a gearbox mounted
on the driving axle. The force from the driving axles is transmitted to the contact point
between the wheel tread and the rail. Traction force is in turn is transmitted through
the axle journal boxes and wheel set guide rods to the bogie frame. The tractin
link connected between the bogie transom and loco under frame, transmits the tractive
forces to the loco body.
Like the tractive effort, braking effort is also transmitted to the bogie frame by
the axle journal boxes and guide rods and from the bogie frame to the locomotive by
the traction links.
Isolation and absorption of shock loads and vibration is performed by the
primary and secondary suspension. Movement between the loco body and bogie is
smoothly controlled by the primary and secondary suspension. Although the springs
permit free movement in any direction, lateral buffers and dampers limit the amount
and rate of lateral movement. Rebound limit chains and vertical dampers limit the
amount the rate of vertical rebound of the locomotive loco body.
Yaw (longitudinal) dampers control the loco body pitch rate. Wheel set
Guide rods control the fore and aft movement between the axles and the bogie frame,
while the traction link controls the fore and aft movement between the bogies and
the loco body.
Primary suspension, located between the axles and the bogie frame, is
provided by twin coil springs on the axle journal box fore and aft of the axle line.
Vertical hydraulic dampers are used to dampen the rebound rate of the springs.
This “Flexicoil” arrangement permits lateral movement of the axle. Longitudinal control
of the axle, and the transmission of tractive and braking effort to the bogie frame, is
provided by guide rods connected between the axle journal boxes and bogie frame.
Spheribloc rubber bushes in the guide rods allow the axle lateral movement without
undue restriction.
Secondary suspension is also provided by coil springs and vertical hydraulic
dampers located between the bogie frame and the locomotive under frame on each
side of the bogie. The weight of the loco body is carried by the secondary suspension
springs. The “Flexi Float” arrangement of the secondary suspension allows the loco
body to move both laterally and vertically within certain limits relative to the bogies.

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Bogie equipment:

1 Sanding box 2 Wheel flange lubrication nozzle

3 Primary suspension damper 4 Secondary suspension yaw damper
5 Wheel flange lubrication reservoir 6 Secondary suspension spring
7 Safety chain 8 Secondary suspension vertical damper
9 Horizontal damper 10 Wheel set guide
11 Bogie frame 12 Sanding box
13 heel set 14 Wheel
15 Brake blocks 16 Brake lever
17 Brake cylinder 18 Brake rod
19 Primary suspension spring 20 Wheel flange
21 Sanding pipe 22 Traction link
23 Anti compounding valve

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Chapter-6 SYSTEM DESCRIPTION

6.1 Potential transformer

The primary voltage transformer is situated on the loco roof and attached to the
pantograph via the roofline. The primary voltage transformer reduces the catenary voltage,
approximately 25 KV, to 200 volts AC. A resistor is placed across the primary voltage
transformer to provide a reference load. The output signal is used in three ways;
1) Main converter electronics = 4 volt AC
2) Catenary voltmeters on the Loco pilot’s console = 10 volt DC
3) Minimum voltage relay.
When panto is raised this potential transformer feeds U meter and U meter
shows the OHE supply in Loco pilots cab.
Hence we can check the availability of OHE supply before closing DJ and also
idea of rising of panto. However our responsibility of seeing panto is not finished, we
have to check the condition of panto physically.

6.2 Main Transformer

General: 25 KV, 1-phase, AC Supply is taken from OHE catenary/ contact wire through
pantograph, roof equipment and VCB (DJ). The same supply is fed to charge the
“parallel induction transformer” where it is stepped down to different operating voltage.
The tank is filled with transformer oil:
• In order to increase the insulation strength and to dissipate the heat.
A spy glass is provided in each machine room to check the oil level of transformer oil.
There are 7 secondary winding:
a. Convertor secondary winding/Traction winding.(4 Nos.)
b. Aux. Convertor secondary windings.(1 Nos.)
c. Harmonic filter secondary winding.(1 Nos.)
d. Hotel load (1no.) in WAP-5 & some WAP-7 locos.
ROOF LAYOUT

1 Main circuit breaker 2 Potential transformer

3 Pantograph 4 Resistor harmonic filter
5 Surge arrestor 6 Roof line

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LIGHTING AND OUTSIDE CONNECTIONS

1. Horn shell
2. Flash light
3. Headlights
4. White Marker light
5. Red Marker light
6. End Cock direct brake (Yellow)
7. End Cock main reservoir (Red)
8. End Cock brake pipe (Green)
9. End Cock feed pipe (White)
10.UIC cable (un interrupted cable)

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6.3 Power Circuit (WAG 9, WAP 7 & WAP 5)

In WAP-5 and
in some WAP-7
locos

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Traction Power Circuit (WAP-5)

Power from the overhead Catenary is directed to the main transformer, mounted
on the locomotive under frame, via the pantograph. The traction circuit is split into two
separate circuits after the main transformer.
The traction converters can conduct current from the Catenary to the traction
motors to provide propulsion, or can act in the opposite manner by conducting, and
rectifying, current from the traction motors to the Catenary. This allows the converter
to work in both traction and braking mode. During braking the traction motors act as
generators feeding power back into the catenary. The traction converters then act to
convert the three phases into single phase for the catenary.
The traction converters provide continuous and automatic control of both speed
and torque of the traction motors according to the Loco pilot’s demand. The converters
are controlled by the converter control electronics, and the locomotive central
electronics.
Three, 3-phase asynchronous traction motors are connected in parallel to each traction
converter.

6.3.1 Traction Converter: (SR)

Traction converter converts single-phase 25 KV AC supply into 3 phase AC, with
Variable Voltage (max 2180 V) and frequency (from 65 to 132 Hz) while in traction
mode and feeds it to traction motor group -1.
As such there are two traction converters i.e. Traction converter-1 for TM 1-2-3
and Traction converter-2 for TM 4-5-6 (In case of WAP-5 , traction converter-1 for TM
1-2 and Traction converter-2 for TM-3-4)
During regenerative braking the traction motors work as a generators and feeds
generated 3-phase supply to Traction converter. This converter now acts in reverse
manner i.e. it converts 3 phase AC supply into single phase AC supply and feeds it to
Transformer. Further main transformer steps up this supply and feeds back to OHE. In
this way 3 phase loco works as a small powerhouse, which generates supply and share
the load by feeding it back to OHE.
SR is cooled by separate oil cooling unit.
The traction converter has three main sub parts:
1) Line Converter 2) Intermediate DC link and 3) Drive converter.
One spy glass is provided on each SR to check the oil level.

6.3.2 Line Converter :(NSR)

The line converter converts the alternating current supplied from the main transformer
into direct current (motoring) and forwards this direct current to the intermediate DC-
Link. However, it is also able to convert direct current from the intermediate DC-Link
into alternating current and to supply this alternating current in turn to the main
transformer (braking). Both functions are activated by the traction converter control
electronics.

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6.3.3 DC Link:
The intermediate DC-Link performs two main tasks.It smoothens the direct current that
flows through and, it also performs the storage function, thus covering the peak current
demand of the line converter or of the motor. It works as a electrical buffer between
ASR and NSR.
Converter Unit

1 Oil sight glass

2 Expansion tank
3 Bus station on converter unit
4 Earthing switch
5 Capacitor bank series resonant circuit
6 Capacitors DC-Link
7 Gate Units

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8 Valve set
9 Current sensors
10 Converter contactors
6.3.4 Drive Converter- (ASR):
The drive converter converts the direct current from the intermediate DC-Link into
three-phase current for the drive motors (motoring). Conversely, it also converts the
three-phase current generated by the drive motors into direct current for braking. The
construction of the motor inverter valve set is identical to that of the line converter. The
complete assembly of line converter No.1, DC link and drive converter No.1 is termed as
“TRACTION CONVERTER NO.1” which in turn converts 1-phase AC supply of main
transformer into 3-phase AC supply with variable voltage and frequency and feeds to
the 3-phase traction motor.

6.3.5 Technical Data Of Traction Converter

Coolant oil : SHELL DIALA DX
Input voltage (RMS) : 2 x 1,269 Volt
Input current (RMS) : 2 x 1,142 Amp
Input frequency : 50Hz
DC-Link circuit nominal voltage( Ud) : 2,800 Volt
Output voltage (line-line voltage, RMS) : 2,180 Volt
Output current (per phase, RMS) : 740 Amp
Output power : 2,105 kW
Out put frequency : 65-132 Hz

6.4 Traction Motor:

There are total 6 traction motors provided in WAG-9 / WAP-7 loco. TM 1-2-3 are
mounted in bogie-1 and are fed from traction converter -1 where as TM 4-5-6 are
mounted in bogie -2 and are fed from traction converter -2. In case of WAP-5 there are
4 traction motors in which, Traction converter-1 feeds to TM-1-2 where as traction
converter-2 feeds to TM3-4.
Unlike conventional WAG-5/7 individual TM cannot be isolated in this loco only a group
isolation is possible. For isolation of TM group one rotating switch No. 154 is provided in
SB-1, its normal position is “ Norm”.
In WAP-7 & WAG-9, the traction motor is forced—air cooled and intended for
transverse installation in a 3—motor bogie. The power transmission is effected via a
spur—wheel gear. In WAP-5 the TM is fully suspended and connected with gear by
hurth coupling by which power is transmitted.

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Traction motor is suspended on axle, by axle cap at one end and on link at
another end.
To check the oil in gear case one spy glass is provided on gear case.
To monitor the temperature & speed, sensors are provided in the stator assembly.

6.4.1 Technical Data Of Traction Motor:

WAG-9 / WAP-7
Type : 6FRA 6068
Kind of motor : 6 poles/alternating current Asynchronous motor, 3 Ø
Cooling : Forced air cooling
Power supply : Current fed converter
Temperature recording : 2 thermal resistance elements installed in a stator
tooth
OUTPUT P (KW) : Continuous 850; Maximum 850
VOLTAGE U (V) : Continuous 2180; Maximum 2180
Current Intensity I (A) : Continuous 270; Maximum 370
Frequency (Hz) : Continuous 65; Maximum 132
WAP-5
Type : 6FXA 7059
Kind of motor : 6 poles/alternating current Asynchronous motor, 3 Ø
Cooling : Forced air-cooling
Power supply : Current fed converter
Temperature recording : 2 thermal resistance elements installed in a stator
Tooth.
OUTPUT P (KW) : Continuous 850; Maximum 1150
VOLTAGE U (V) : Continuous 2180; Maximum 2180
Current Intensity I (A) : Continuous 370; Maximum 540
Frequency (Hz) : Continuous 65; Maximum80
6.5 Auxiliary Converter:
6.5.1 General:
The motors used for the auxiliary circuits are 3-phase squirrel cage motors. The
cost of maintenance is therefore low. There are total 12 auxiliaries run by 3-phase, 415 V
AC supply. This 3-phase 415 V, AC supply is obtained by Auxiliary converter to feed
different 3-phase auxiliaries and one battery charger.
The auxiliary circuits are controlled as required. The traction motor and oil cooling
blowers run only when required. The control electronics adjusts the blower speeds
depending on measured operating temperatures, nominal traction values and speed.
Transformer and traction converter oil pumps work continuously whenever the
auxiliary converters are operating.
Auxiliary converter receives single -Phase AC 1000 volts supply from auxiliary
winding of main transformer.
This single-phase supply is fed to rectifier module auxiliary converter where it
converts into DC supply. This DC supply is fed to DC link to suppress AC pulses in DC.

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The pure DC supply is then fed to inverter module auxiliary converter where it converts
DC supply to 415V, 3-phase AC supply with variable amplitude of voltage and frequency
and then feeds to different 3-phase auxiliaries.
There are three, auxiliary converters which get single phase 1000 volts AC input
supply from common auxiliary winding and feeds 3-phase 415 volt out put to different 12
auxiliaries and one battery charger.
Auxiliary converter-1 is placed in cubicle called BUR-1 situated in machine room
No-1 where as aux converter No. 2 and 3 are placed in cubicle BUR-2, which is situated
in machine room No. 2
6.5.2 Auxiliary Power Circuit

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3 phase, 415 volt Auxiliaries

Following 3-phases, 415-volt auxiliaries are provided on this loco, which are fed
from Auxiliary converter No.. 1, 2 and 3.
Auxiliary Location Function MCB
Load on Auxiliary Converter No. 1
To cool transformer
Oil Cooling Blower- and SR 1 oil in 59.1/1
Machine Room-1
1 (OCB-1) cooling unit 1 by In HB 1
taking air from roof
To cool transformer
Oil Cooling Blower- and SR 2 oil in 59.1/2
Machine Room-2
2 (OCB-2) cooling unit 2 by In HB 2
taking air from roof
Load on Auxiliary Converter No. 2
Machine To cool bogie 1 TM 53.1/1
Tr. Motor Blower 1
Room 2 group by forced air In HB 1
Machine To cool bogie 2 TM 53.1/2
Tr. Motor Blower 2
Room 1 group by forced air In HB 2
Under Truck To circulate oil from
Transformer oil 62.1/1
Below TFP to Cooling Unit 1
pump 1 In HB 1
Machine room 1 & back
Under Truck To circulate oil from
Transformer 62.1/2
Below TFP to Cooling Unit 2
oil pump 2 In HB 2
Machine room 2 & back
To circulate oil from
Tr. Converter Machine Room 1 63.1/1
SR 1 to Cooling Unit 1
Oil Pump 1 Near SR 1 In HB 1
& back
To circulate oil from
Tr. Converter Machine Room 2 63.1/2
SR 2 to Cooling Unit 2
Oil Pump 2 Near SR 2 In HB 2
& back
Load on Auxiliary Converter No. 3
Under Truck
Main 47.1/1
below Machine To create MR pressure
Compressor 1 In HB 1
room-1
Under Truck
Main 47.1/2
below To create MR pressure
Compressor 2 In HB-2
Machine room 2
To clean dust from air
Scavenging Machine Room 2 55.1/1
filters of
Blower 1 Near TMB 1 In HB 1
TMB 1 & OCB 2
To clean dust from air
Scavenging Machine Room 1 55.1/2
filters of
Blower 2 Near TMB 2 In HB 2
TMB 2 & OCB 1
Battery Within Auxiliary 110
To charge battery
Charger Converter Cubicle In SB 2

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6.5.3 Load Sharing

Generally all the 3 Auxiliary converters are loaded equally, but in case of failure
of any converter another converter shares its load. In such condition, frequency of
auxiliary Motor drops from 50 Hz to 37Hz.
Load sharing after isolation of any auxiliary converter.
Load on Oil cooling blower 1, 2, Tr. Motor blower 1, 2
Aux.Conv-1 Aux.Conv-2 Scavenging blower 1-2
isolate Load on Aux. MCP 1, 2, Transformer pump 1, 2,
Conv.-3 Converter pump 1, 2, Battery Charger
Load on Oil cooling blower 1, 2,Tr. Motor blower 1, 2
Aux.Conv-2 Aux.Conv-1 Scavenging blower 1, 2
Isolate Load on Aux. MCP 1, 2, Transformer pump 1, 2
Conv.-3 Converter pump 1, 2, Battery Charger
Load on Oil cooling blower 1, 2, Tr. Motor blower 1, 2
Aux.Conv-3 Aux.Conv-1 Scavenging blower 1, 2
Isolate Load on Aux. MCP 1, 2, Transformer pump 1, 2
Conv.-2 Converter pump 1, 2, Battery Charger
Note:
1. Machine Room blower and scavenging blowers (2+2) are directly supplied and
starts as soon as VCB is closed independent of MCE in driving as well as in
cooling mode.
2. The oil pump for transformer and converter works continuously during operation
of converter.
3. TM blower and, oil cooling blower and scavenging are run as per requirement.
4. The control electronics adjust the selected stage of measured operating
temperature; nominal traction value and speed range lower - moderate –
maximum. However, RDSO has issued instructions for the removal of 24 Hz from
BUR1 to minimize OCB failure.

6.5.4 Main Compressor 1 & 2

Starting:
For starting the main compressor a spring-loaded switch (BLCP) is provided on
panel, ‘A’ which is having 3 positions.
1. ‘OFF’ position : For stopping compressors.
2. ‘AUTO’ Position : Compressor 1 & 2 will work alternately according to cut in and out
3. ‘MAN’ Position : Compressors work continuously irrespective of MR pressure. This
is spring-loaded position.

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Auto Position
1. Air pressure goes below 8 kg/cm2 : Only one CP start alternately up 10 kg/cm2
2. Air pressure goes below 7.5 Kg/Cm².: Both CPs start till 10 kg/cm2 of pressure
3. Air pressure goes below 5.6 kg/cm²: “Low pressure, main reservoir” message
appears on the screen with priority-1 fault along with LSFI indication. No TE/BE
is possible till MR pressure reaches to 6.4 kg/cm2. Both compressors will start till
MR pressure reaches to 10 kg/cm2.
4. After getting the start command, compressor starts but it takes 25 seconds to
ramp up and unloading and start actual pumping there after. During this delay,
pressure drops by 1 to 1.5 kg/cm2. So if we sees the gauge cut in cut out setting
will be appear as 7 to 10 kg/cm2 instead of 8 to 10 kg/cm2.

6.5.5 SINGLE - PHASE 415 V/110 V AUX. CIRCUIT:

The auxiliary transformer is located in cubicle-1(HB-1) and supplies following
systems with 1-phase power.
This circuit is independent of CE and all these auxiliaries work in Driving as well
as cooling mode and start as soon as VCB closed.
To cool machine room by
Machine Room ducting and limit the 54.1/1 In
Machine Room-1
Blower-1 temperature of control HB-1
electronics parts below 700C
Machine Room 54.1/2 In
Machine Room-2 -do-
Blower-2 HB-2
Scavenging
Blower for To clean dust from air filters of 56.1/1
Machine Room-1
Machine room Machine Room Blower-1 In HB-1
Blower-1
Scavenging
Blower for To clean dust from air filters of 56.1/2
Machine Room-2
Machine room Machine Room Blower-2 In HB-2
Blower-2
In Both cab. Inside To deliver heat for keeping the 69.62
Heater Element
Desk cab warm In HB-1
Single phase 110 Volts
69.71
Crew Fan: 4 Nos. 2 Nos. in Both cabs Crew ventilation
In HB-1
Cab Ventilation One in Both cab To expel heat of heater element 69.61
Blower- 2 Nos. Inside Desk into the cab. In HB-1

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6.6 COOLING CONCEPT

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6.7 Harmonic Filter:

Line harmonic filter is connected with primary winding of main transformer which
consist of resistances and capacitor. This harmonic filter reduces/suppresses the high
frequency harmonics to avoid disturbances in signaling.
If the harmonic filter get bypassed by the system, the speed of the loco / train will be
automatically restricted up maximum 40 KMPH by CE.

8.2 1 Contactor filter adaption

8.1 2 Contactor filter "ON"/ "OFF"
8.41 3 Contactor for discharging resistor

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6.8 Battery

In ABB loco NiCD Battery is used. There are total 78 cells in the batteries which
are placed in 2 boxes at either side of the locomotive. Each box contains 39 cells and
each battery has 3 cells. Capacity of battery is 199 A-H and output is 110 V. To charge
the battery, one battery charger is provided with circuit breaker No. 110 situated in SB2.
Main switch for battery is 112 which is placed in a box provided near battery box No. 2.
For control circuit supply 1 MCB No. 112.1 is provided in SB2. To show the battery
voltage UBA is provided in either cab.
Note:-
1. If battery voltage is 92 V for more than 30 seconds, P-2 Fault will appear on the
screen.
2. If charging current is reduced by 10 A, P-2 fault will appear on screen.
3. If battery voltage is reduced below 86V, P-1 message will appear , if BV 82V
shutdown of loco will take place .
4. If cab is activated and panto is not raised, CE will switch OFF after 10 minutes
automatically.
5. Loco CE get power supply directly from battery and can supply upto maximum 5
hours.
6. For machine room light power supply is given directly through MCB 327.4.

Technical Specification:
Cell model : SBL-199
Cell type : Nickel/Cadmium
Number of cells per battery : 3
Number of batteries per battery box : 13
Number of battery boxes : 2
Total nominal capacity : 199 Ah
Nominal voltage of each cell : 1.4 V
Total battery voltage : 1.4 x 3 x 26 =110 V

6.9 Brake System

There are 5 types of brakes available on this loco.
1. Automatic Train Brake (Pn)
2. Direct Brake (Pn)
3. Parking Brake (Spring Loaded)
4. Anti Spin Brake.(Pn)
5. Regeneration Brakes.(Elect)
Note: All the brake system functions are monitored by brake electronics and if there is
any wrong configuration, the brake electronics do protective action along with P-1
message on screen. One circuit breaker is also provided in SB-2 for this brake
electronics. In case of failure of brake electronics, crew should check this MCB
(127.7).

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Supporting brakes:

1. ESPB (emergency stop push button) 2. Blending valve 3.ALP Emergency.

6.9.1 Automatic Train Brake (A-9)

In both the cabs one

Loco pilots automatic train
brake (A9) is provided. The
function of the A9 is to
generate a variable voltage
code in accordance with the
position of the controller handle
and to perform a number of
ancillary electrical functions. A
pneumatic valve is incorporated
to provide a pneumatic
emergency brake function in
addition to the electronically
controlled emergency brake.
This brake is used for
charging and discharging the
B.P. Pressure to apply/release
train brake and also loco brakes
in conjunction working.
This valve has following 6 positions.
This A-9 is remaining active in active cab only. Once the BL key is rotate from D
to OFF, this handle will not functions, but its emergency position will act.
Handle position Pressure (kg/cm2)
Release : 5.4 ± 0.05
Running : 5 ± 0.05
Initial Application : 4.60 ± 0.05 Variable
Full Service : 3.35 ± 0.10
Emergency :0
Neutral :0

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B. P. CHARGING SYSTEM

Braking: When the handle of the brake controller is placed in a apply position the
control circuits will produce the pressure to give the relevant brake pipe pressure.
The brake signal from the brake controller causes the control pressure to fall to
the level demanded by the particular brake code which in turn causes the Air from the
brake pipe now flows past to atmosphere through E-70 valve. The brake pipe pressure
is then held constant at a reduced level, which corresponds to the particular braking
requirement, against any normal leakage by the self-maintaining feature.
Emergency: When the handle of the brake controller is placed in the EMERGENCY’
position one of the cam operated switches within the controller opens to cut off the
power supply to all E.P. valves of E-70, except the ‘Isolate’ E.P. valve which is already
de-energized. At the same time the pilot valve in the Loco pilot’s brake controller opens
venting the operating air from above the piston in the emergency exhaust valve located
in the Loco pilot’s cab. This valve then opens to vent the brake pipe direct to
atmosphere at the emergency rate.
In addition to direct exhaust as all the electrical supply is switched off the
‘Release’ and ‘Application’ E.P. valves are de-energized causing the valve E-70 to lift
and therefore vents the brake pipe to atmosphere. In emergency, brake of 2kg/cm 2 is
applied through C3W valve in to brake cylinders.
Neutral: When the handle of the brake controller is in the ‘Neutral’ position the cam
operated switches within the controller cut off the power supply to all the E.P. valves
(except ‘Isolate’ E.P. valve which is already de-energized) as for the ‘Emergency’
position.

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Release: When the handle of the brake controller is held in the spring loaded ‘Release’
position, the ‘Full Bore’ and ‘Running’ E.P. valves (of E-70) are energised. In this
condition the system operates as described for the ‘Running’ condition, except that the
‘Full Bore’ E.P, valve is energised. This valve allows a low-pressure overcharge in BP
pipe.
Low pressure over charge is achieved by raising the normal brake pipe pressure
of 5 kg/cm2 to a pressure of 5.4 kg/cm2 and holding this for a limited period after which
the overcharge is arranged to bleed down at a prescribed rate.
The pressure of 5.4 kg/cm2 in the brake pipe is held for a short period by an electronic
timing device on the low-pressure overcharge circuit board. At the end of this period
the ‘Low Pressure Overcharge’ release E.P. valve is de-energised in a controlled manner
which thus reduces the pressure in the control reservoir and hence the brake pipe at a
predetermined rate towards a level of 5 kg/cm2.
Even overcharging up to 5.4 kg/cm2 for short time and normalized with restricted
rate, there will be no brake binding in load as overcharging feature of DV will prevent
DV to overcharge.
Note: 1. The handle of A-9 can be removed and inserted in neutral position and can
be locked by locking device.
2. If the electronic brake control system fails, a priority-1 message display on
the screen and an emergency brake is triggered.

6.9.2 Direct Brake (SA 9):

To apply loco brakes, Loco pilots Direct air Brake Valve (SA-9) is provided in both
the cabs. The operation of this system is near about same as in case of WAG-5/7. But
unlike WAG-5/7 there are no Cocks on inlet as well as outlet pipes of Loco pilots Direct
air Brake Valve (SA-9). Instead of Cock the EP valves (pilot valves) are provided which
keep the Loco pilots Direct air Brake Valve (SA-9) in service only in active cab
automatically.
As a preventive measure, the handle of Loco pilots Direct air Brake Valve in rear
cab should be kept in release position.
Unlike WAG-5/7, separate relay valves are provided for loco brakes through Loco
pilots Direct air Brake Valve and loco brakes through conjunction working. So possibility
of total brake failure due to relay valve failure is eliminated.
The Loco pilots Direct air Brake Valve has two positions; APPLY and RELEASE
Apply: When the Loco pilot’s control handle is moved to the ‘brake on’ position, air
from the main reservoir admits in the out let pipe which (3.5 kg/cm2 max) is further
connected to braking relay valve 58. This pressure operates the relay valve so relay
valve again allow the MR pressure waiting at its port to the brake cylinders through 2

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Nos. of DCVs and bogie isolating COC. Brake cylinder pressure can be seen in the
gauges provided in both the cabs.
Release: When the Loco pilot’s control handle is moved towards the ‘release’ position,
it isolates the main reservoir pressure from the relay valve. Simultaneously, allows the
pressure from the relay valve to escape to atmosphere through its exhaust port. As
the pressure from relay valve get exhausted, relay valve further disconnect the
pressure flow from MR to brake cylinder and simultaneously the pressure of brake
cylinder get exhausted to atmosphere through exhaust of relay valve.
Any desired releasing stage for the brake cylinder pressure may be obtained
according to the position of the Loco pilot’s control handle.
The direct brakes are used to apply loco brakes. In WAP5 direct brake apply on wheel
disk with the pressure of 5 kg/cm2 whereas in WAG-9/WAP-7 it apply on wheel tyre as
conventional loco with the pressure of 3.5 kg/cm2. The brake handle remains active
only in active Loco pilot Cab.
Start/running interlock (i.e. regression of TE / BE) is initiated when the speed of
loco is above 10 KMPH and BC pressure share in gauge by 0.6 kg/cm2 and above..
For isolation of brakes of particular bogie, bogie COC are provided. COC for bogie -1 is
provided below machine room -1 above MCP-1 where as COC for bogie -2 is provided
below machine room -2 above MCP-2
Brake cylinder gets supply from following:
1. From SA-9 through C-2 (58) relay valve (3.5 kg/cm2)
2. From C3W DV in conj. working through C-2(57) relay valve (2.5 kg/cm2)
3. From Anti spin device (Wheel slip) (0.6 kg/cm2 to 1.0 kg/cm2)
4. From blending valve (DBR cut off) : in proportion
To separate these different pressure paths different DCVs are provided in the path.

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Loco Brake system

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6.9.3 Anti Spin Brakes:

The principle of the anti-spin brake is to provide the traction equipment, with
means to obtain a rapid light brake application to the driving wheels. The friction thus
generated between the brake shoes and the tyres immediately absorbs the torque,
which is in excess of the value that can be absorbed by the normal adhesion between
the tyre and railhead. The net result is to prevent any increase of existing wheel slip.
The main advantages are that the slip is prevented or controlled, so avoiding the
possibility of damaging the traction equipment, and at the same time it normally
enables the traction power to be maintained so improving and simplifying the control of
the locomotive when operating under conditions which may cause wheel slip.
The anti-spin brake can give an improved adhesion condition between the rail
and tyre, due to the cleaning effect of the brake shoe when used with ‘On tread’
braking.
A further important advantage of the anti-slip brake is that its use often
enables a reduction in the use of sanding.
This device is provided on each bogie behind MCP.
The automatic anti - spin protection is initiated as soon as the ratio between effective
tractive/braking effort and requested tractive/braking effort is less than 0.5
As required, one or more of the following actions is/are initiated:
 Sanders start
 LSP glows
 TE/BE difference is reduced by control electronics.
 If necessary required braking force is given to wheel by applying loco brakes by
control electronics- you can see that BC needle ups and down. (Which is limited
to 0.6 kg/cm2 to 1.0 kg/cm2)
Note:
 If anti spin brakes are not applied at the time of wheel slipping, then wheels will
get off loaded and to avoid further spinning, CE will reduce tractive effort. This
will affect the hauling of load
 When train is in motion with speed more than 10 KMPH, Start/Run interlock get
activated if BC pressure rushes above 0.6 kg/cm2 and TE becomes 0.On run
during anti spin brakes, 0.6 kg/cm2 to 1.0 kg/cm2 pressure rushes in brake
cylinder. So as per above, due to this 0.7 kg/cm pressure TE get reduced to 0
2

affecting haulage of load.

6.9.4 Brakes through Blending Valve:

If train is running in regenerative (DBR) mode and suddenly regenerative braking
gets cut off automatically due to internal fault or VCB tripping, to compensate
regenerative braking, blending valve sends the MR pressure in the brake cylinder in
proportion. This pressure activates the relay valve (57), further this relay valve allows
MR pressure into BC (See figure of loco brake system).

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6.9.5 Proportional loco brakes:

Whenever BP pressure drops below its pre- determined value (i.e.5 kg/cm2),
distributor valve gets activated and allows MR pressure to activate relay valve (57),
further this relay valve allows MR pressure to rush in brake cylinder (2.0 kg/cm2). When
BP restores, DV gets balanced and releases the loco brakes accordingly.

6.9.6 Parking Brake

In 3-phase loco, hand brakes are not provided. For parking the loco new type of
brakes are available on this loco, called as parking brake. The great feature of parking
brake is that, it remains applied to indefinite time as per your requirement in absence of
air pressure. Its function is just opposite to that of conventional brakes. i.e. it remain
release when there is 6 kg/cm2 pressure in parking activator and get applied when
pressure exhausted below 3.8 kg/cm2 in parking activator. But the brakes are applied
through the same brake block of conventional loco brakes.
Parking brakes are provided on Wheel No.2, 6, 7 & 11 (WAG 9/WAP 7) and on
wheel No. 1, 4, 5 & 8 in WAP 5 loco.

Applying Parking Brake (By any one of the following means)

1. Press push button BPPB (‘A’ panel), a red lamp illuminated in it. Due to which 6
kg/cm2 air in parking activator get exhausted and the PB gauge show ‘0’ kg/cm 2
which indicates the application of P.B. (this is possible only when cab is activated).
2. Press ‘Apply’ plunger on parking brake valve solenoid No.30/23, BPPB red lamp will
glow (when cab is activated), P.B. pressure gauge show ‘0’ kg/cm2 and PB get
applied (this is possible when there is MR / AR pressure in the loco).
3. When ‘BL’ key is moved from ‘D’ to ‘OFF ‘, parking brakes get automatically applied
through control electronics. BPPB will not be illuminated since cab is deactivated
but Parking Brake Gauge will show “0” kg/cm2

Releasing Parking Brake: (By any one of the following means)

1. Press BPPB illuminated red button once red lamp will get extinguished and 6
kg/cm2 pressure enter in parking activators which can be seen in PB gauge
indicating that PB are released (this is possible only when cab is activated).
2. Press “Release” plunger on parking brake solenoid 30/22, air will be admitted in
parking activator and gauge will show 6 kg/cm2 pressure (this is possible when
there is MR/AR pressure in loco). BPPB red lamp will extinguish, if already
glowing.
3. Pull “parking brake release spindle” provided on parking brake cylinder on wheel
No.2,6,7,11. (for WAP-7/WAG-9) and on wheel No. 1-4-5-8 (for WAP-5 locos).
PB gauge will show ‘0’ kg/cm2 and lamp will not extinguish, if glowing.
The lock of PB will open and piston returns to release position due to re-setting
spring. Release sound can be heard and releasing of brake blocks can also be
seen.

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Note:
 If PB are released through manual lever, BPPB will not extinguished in Energized
loco and Loco pilot may get indication of application of PB and throttle will not
respond, in such case press BPPB to release PB even though PB are released
manually.
 Ensure releasing of PB by physically shaking the brake block.
 In dead loco even though there is no air pressure the PB will remain in applied
condition, but once the brakes get released, then PB cannot be applied again
until the loco takes on pressure. So, while shunting the dead loco and stabling
there after, this fact should be kept in mind and loco should be secured properly
by wooden wedges as local hand brakes are not provided in the loco.
Locking Of Parking Brakes:
 Parking brakes can be locked in applied or in release condition for this purpose
locking arrangement is provided on release and application plunger of solenoid valve
30.
 If plunger is pressed and then rotate, it will be remain in that condition until you
unlock it by again rotating it and taking out the plunger outside.
 For locking the parking brake, follow the instructions of the division if any otherwise
don’t lock the parking brakes.

6.9.7 FAILURE OF BRAKE ELECTRONICS:

Whenever brake control electronics get failed a priority-1 message appear on the
screen with Full-service brake application. One circuit breaker(127.7) is also provided in
SB-2, if this circuit breaker is tripped same symptoms will appear.

6.9.8 Regenerative Braking:

This is an electrical braking system in which brakes are applied on loco without
physical application or brake block failure.
1. Brake block does not apply on wheel so wheel and brake block wear is
eliminated.
2. Reliable braking.
3. Smooth controlling.
4. Energy generated during braking is fed back to OHE i.e. it works just like a small
power station and helps in energy conservation.
5. Braking is available up to 0 KMPH.
6. When throttle is put to BE side, traction motor work as generator and generates
3-phase, AC supply which is converted into DC supply by Loco pilot converter
and fed to line Converter through DC link. In line converter this DC supply is
again converted into single phase/AC supply in such a way that it induces supply
equal to line voltage in main transformer through converter, which later is fed to
OHE through VCB and pantograph.
 At the time of Regenerative braking, the TE / BE meter deviates down ward in
RB mode.

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 If the RB fails during braking operation the independent loco brakes

automatically takes over its function in proportion to RB force through blending
valve.
 Even if the RB and Pneumatic brakes applied together due to fault in the system,
excessive braking of loco is avoided because the anti spin slides control system
reduces the electrical braking effort.
 Can use the regenerative braking from full speed to ‘0’ speed.
 As train loco can be stopped only by using regenerative braking, there is a
possibility of non Application of loco brakes, here one thing should be noted that
loco can be stopped but cannot be held by regenerative braking. So, don’t forget
to apply loco /train brakes at halt/stop.
 As already explained it feeds back to OHE during regeneration, so, Use RB as
more as possible and generate the energy.
 Also note the readings at the time of taking over charge and handing overcharge
to calculate energy conservation.

6.9.9 Emergency Braking Operation

Emergency brakes will apply through brake electronics when:
1. Response from the Vigilance module
2. Permitted maximum speed being exceeded (10% MORE)
3. Moving of the automatic train brake handle to position EMERGENCY
4. Actuation of the emergency brake Cock on the assistant Loco pilot’s side
5. Actuation of the emergency stop push button on the panel A
6. Failure of the electronic brake control system
7. P-1 fault (particular fault).
Note:
 The emergency stop button is only active in the activated Loco pilot’s cab.
However its function is not dependent on the speed of the locomotive.
When the emergency stop button is pressed, the VCB opens and the
pantograph is lowered along with BP drop and TE/BE “0”.
 Emergency braking is actuated directly in all cases and is not controlled by
the MCE. However, the MCE responds to emergency braking by reducing
tractive effort to 0. If an emergency braking operation is triggered in
multiple operation, it is transferred to the slave locomotive also.

6.10 Miscellaneous
6.10.1 Pantograph:
Two pantographs are provided on either end of loco. Design of pantograph is
same as other AC locos. For raising and lowering of pantograph one switch ‘ZPT’ is
provided on panel ‘A’ having 2 positions, UP and DOWN.
When we press switch down ward (i.e position UP) and release - panto will raise.
When we press switch upward (i.e position DOWN) and release - panto will lower.
Note: The rear panto will rise automatically.
Selection Of Panto:-
Panto selector switch is provided on Pneumatic Panel in machine Room

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Position:
Auto : Normal position (only rear panto will raise)
I : Panto of Cab 1 will raise (2 will isolate electrically)
II : Panto of Cab 2 will raise (1 will isolate electrically)
For isolation of both pantos pneumatically, two COCKS are provided on
Pneumatic Panel PAN-1 & PAN-2. Normally these COC should be opened (Horizontal).
For isolating particular panto keep that COC on closed position ( i.e Vertical)
One circuit breaker (127.12 Circuit breaker Pantograph, VCB Control) is provided for
panto circuit in SB-1 cubicle.
Key IG-38 is provided on pneumatic panel to control the air pressure to
Pantographs. For air passage to pantographs this key should be kept ON (horizontal).

6.10.2 Auxiliary Compressor: - (MCPA)

The auxiliary compressor is used to raise the pantograph. While the control
circuit. is switched ‘ON, the auxiliary compressor controlled by Pn switch start
automatically (independent of MCE) till the pressure reaches to 6 kg/cm2 (MCPA will
work in DRIVING and COOLING mode. ( works between 5.2 k kg/cm2 to 6 kg/cm2)
Auxiliary compressor has one drain COC on pneumatic panel. Normally this COC should
be horizontal to pipe line (i.e. closed).

6.10.3 Main Reservoir:

For storage of compressed air pressure MRs are provided on this loco. In WAP-7
& WAG-9 loco, two MRs and one AR is provided in machine Room in vertical manner.
Capacity of MR is 450 liters. Drain COC is provided below each MR, which can be
operated from machine room. In WAP-5 MRs are located in under truck and each MR
having capacity of 240 liters.
In dead loco AR is charged by BP pressure of Live loco provided that COC 47
should be in open condition. This AR pressure is utilized for conjuction loco braking and
Parking brakes.

6.10.4 Memotel (Speedometer)

For indicating the speed of the loco, memotel type speedometer is provided in
both the cabs. Speed is indicated by needle as well as LCD screen of SPM.
For Data entry one push button “A” is provided on SPM
When push button ‘A’ is pressed repeatedly following parameters will appear (8 digits)
in sequence.
1. Speed : kmph
2. Time : HH:MM:SS
3. Date : DD:MM:YY
4. Distance covered : ……Km
5. Encoded fault message : --------
Aproximately10 seconds after releasing push button ‘A’ time or speed is
displayed automatically.

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1. Indication lamp A : Recording function fault

2. Indicator : Speed in km/h
3. Digital display : Date, time, distance
covered speed, fault message
4. Indication lamp B : Fault in MEMOTEL,
incorrect speed indication
5. Interlock : Interlock of cover
6. Push button C : Selection of amendment
mode, digital display (can be locked)
7. RS232 interface : Interface for the Service
Computer (can be locked)
8. Push button B : Alters the digital value
(can be locked)
9. Memory Card : Provided inside
10. Push button A : Selection of digital
display for lighting control

Note: Memory Card and interface for Service Computer are not available in Cab 1.
Functions and Settings
Self Test As soon as power supply is available, the internal functions of the
digital display are checked.
Note:If a fault is detected, lamp B lights up.

Adjustment of Brightness:
The brightness of the scale and the light intensity of the digital display can be
adapted to suit the light conditions in the driver's cab.
If push button A is pressed for longer than 2 seconds, brightness rises in linear
fashion in intervals of approx. 8 seconds from 0 to 100% intensity and starts again from
0%.
The selected brightness is displayed on the digital display as a percentage
value and, when push button A is released, the selected brightness value is stored in
memory.
Indication Lamps (Indication Lamp A)
1. Lamp A does not light up if:
-All MEMOTEL functions are O.K.
-Lamp B is already lit.
2. Lamp A flashes once every two seconds, if:
- 90% of the long-term storage capacity of the Memory Card is
allocated.
3. Lamp A flashes twice every second if:
- MEMOTEL is being configured.
- Data are being read out or deleted with the help of a service device
- The Memory Card is being configured.

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4. Lamp A is lit continuously if:

- 100% of the capacity of the long-term or fault memory is assigned.
- A Memory Card is called for but not installed, or if the card is not
accepted.
- A different speed display than the Slave MEMOTEL is connected up.
Indication Lamp B (Lamp B does not light up if)
1. MEMOTEL functions perfectly.
- Service work is being carried out via the serial interface.
2. Lamp B is lit continuously if:
- A fault is detected in the MEMOTEL (EPROM, RAM)
- No configuration, or an invalid configuration, is loaded.
- The speed display (MEMOTEL Master or Slave) is incorrect.
Push Buttons:
Push Button A (By pressing push button A)
1. 6 Functions can be displayed on the digital display unit
2. Brightness settings can be performed
Push Button B:
With push button B, the
value of the selected and flashing digit is changed.
Note: All setting work only by Service Personnel.
Push Button C:
1. Activates the amendment mode for the digital display unit.
2. Selects the digit to be amended.
Note: All setting work only by Service Personnel.

6.10.5 Sanding:
Sanding is done automatically on leading wheels when
1. PSA is pressed.
2. Anti spin device activated.
Note : Don’t press PSA continuously, but press and release it. Continuous
sanding is not possible, If PSA is pressed continuously for 1 minute, then dead mans
penalty brakes will apply. 10-12 sec pause is required between two operations of PSA.

6.10.6 Control Electronics [Micas-S2]:

All functions of the locomotive are controlled by the control electronics. It takes
the form of bus stations with processors.
The bus stations communicate with each other via fiber optic Cables which are
resistant to the effects of Electro Magnetic Interference [EMI] The diagnostic equipment
comprises a diagnosis computer with monitor and keyboard in the Loco pilot’s cab. This
provides an effective support for the duties of the locomotive Loco pilot and
maintenance personnel.

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6.10.7 Active functions with deactivated Loco pilot’s cab:

While the cab deactivated, the following functions remain operative.
1. MEMOTEL functions
2. Catenary voltage display 8. Cab venting and heating
3. Emergency brake Cock on assistant 9. Crew fans
Loco pilot’s side 10. Hand lamp socket.
4. Cab and desk lighting 11. U- METER.
5. Windshield wipers 12. GAUGES.
6. Fault display screen
7. Marker lights switches
6.10.8 Resetting of MCB:
Sometimes MCB trips momentarily without any equipment failure. Loco pilots
should try to reset MCB once. While resetting ABB make MCB, resetting screw below
the respective circuit breaker turns to horizontal position from initial vertical position.
This screw should be turned to vertical position first and then, MCB should be reset by
lifting it’s handle.
For resetting MG make MCB, handle should be pulled first downward towards
offside and then in upward direction towards on to reset the MCB, otherwise the MCB
will not hold.
If it is needed to trip any MCB, trip it with proper procedure i.e. by rotating screw
or by pressing tripper knob provided on MCB. Don’t trip any MCB directly and in VCB
closed condition.
NOTE: To reset MCBs in HB-1/HB-2 panel, VCB has to be tripped and in SB-1/SB-2
panel, CE has to be switched OFF.

6.10.9 Flasher light:

1. Automatic flasher light system is provided
2. One additional flasher light unit is provided in cab at Asstt side, ensure that switch
provided on it is at ON
3. To switch on the flasher rotate the switch provided on panel –C
4. Note that flasher glows only when CE is ON or in cooling mode.
5. If on line CE gets off and at the same time if flasher is required then, switch ON it
in cooling mode.
6. Note that in panto’s down condition, CE remains ON only for 10 minutes after that
CE will get off automatically. So, in such cases (like accident), flasher should
switch ON in cooling mode.
Testing of automatic flasher light
1. In energize loco, ensure that BP is 5 kg/cm2 and Set the reverser as per
requirement.
2. Drop the 0.6 to 1.0 kg/cm2 BP for 1 minute by opening ALP’s emergency brake valve
or by opening BP angle COC.
3. Ensure the following indications

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 ACP message of P-2 will appear on screen.

 LSAF will glow.
 Buzzer will sound.
 BPFL light will flicker.
 Flasher light will flicker.
4. Recharge the BP by closing BP angle COC or ALP’s emergency brake valve, all above
indication will disappear, acknowledge the fault by BPFA.
5. Apply A-9 to minimum reduction and full service and release, auto flasher light
should not glow. If during normal operation of A-9 auto flasher light glows or if it
does not glow during above testing, Inform the TLC/TRS staff.

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Chapter-7 KNORR BRAKE 3 Ø LOCOS (CCB-1)

7.1 INTRODUCTION: IN SOME WAG 9 LOCOS KNORR TYPE BRAKE SYSTEM IS

PROVIDED WHICH IS DIFFERENT FROM CONVENTIONAL BRAKE SYSTEM OF WAG 9
LOCOS.

IN CONVENTIONAL LOCO, LOCO GET FAILED IN CASE OF BRAKE ELECTRONICS

FAILURE. BUT IN THIS LOCO, BLOCK SECTION CAN BE CLEARED BY 10 KMPH IN CASE
OF FAILURE OF BRAKE ELECTRONICS.
7.2 CHANGES IN LOCO:
PILOT LAMP PANEL
ONE PANEL OF 6 PILOT LAMPS IS PROVIDED BESIDE PANEL C WHICH IS AS
UNDER:
1. EXCLUSIVE FLOW: THIS IS A RED COLORED PILOT LAMP, GLOWS WHEN MR
PRESSURE IS LESS.
2. PCR OPEN: THIS IS A RED COLORED PILOT LAMP, GLOWS WHEN BP PRESSURE
IS LESS.
3. PER ACTION: THIS IS A GREEN COLORED PILOT LAMP, GLOWS WHEN PTDC
(PNEUMATIC TIME DEPENDENT CONTROL) IS IN SERVICE.
4. EAB FAIL: THIS IS A YELLOW COLORED PILOT LAMP, GLOWS WHEN BRAKE
ELECTRONICS FAILED AND PTDC IN SERVICE.
5. P-16 ACTION: THIS IS A GREEN COLORED PILOT LAMP, GLOWS WHEN DV IS
ISOLATED.
6. SIFA CUT OFF: THIS IS A YELLOW COLORED PILOT LAMP, GLOWS WHEN COC 74
IS CLOSED.

7.2.1 CHANGES IN AUTO BRAKES & DIRECT BRAKES:

IN CASE OF CONVENTIONAL SYSTEM, AUTOMATIC TRAIN BRAKE AND DIRECT BRAKE

HANDLES HAS TO BE OPERATED FROM LEFT TO RIGHT, BUT IN THIS SYSTEM HANDLE
HAS TO BE OPERATED FORWARD AND BACKWARD LIKE THROTTLE. BOTH VALVES
ARE PROVIDED ON LEFT SIDE OF LOCO PILOT ON CONTROL STAND.
A. DIRECT BRAKE: IT HAS TWO POSITIONS: APPLY AND RELEASE. ONE SPRING
LOADED CLIP CALLED “BALL RING” IS PROVIDED BELOW THE HANDLE. IF THIS
RING IS PRESSED AND RELEASED, SYNCHRONIZED BRAKES GET RELEASED VERY
FAST WHERE AS BRAKES GET RELEASED GRADUALLY IF PVEF IS PRESSED.
B. AUTO BRAKE: AUTOMATIC TRAIN BRAKE HANDLE CAN BE LOCKED OR
UNLOCKED IN FS (FULL SERVICE) POSITION BY A KEY PROVIDED IN EACH CAB.
NON DRIVING CAB AUTO TRAIN BRAKE HANDLE TO BE IS KEPT ON FS LOCKED
CONDITION WHERE AS IN WORKING CAB TO BE KEPT IN RUN POSITION. WHILE

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CLEARING LOCO AS DEAD BOTH CAB HANDLES ARE TO BE KEPT ON FS LOCKED

CONDITION. THIS HANDLE HAS FOLLOWING 5 POSITIONS.
1. REL (RELEASE): IN THIS POSITION BP PRESSURE IS OVER CHARGED TO 5.5
KG/CM2 AND DROP DOWN AUTOMATICALLY AFTER SOME TIME WITH
RESTRICTED FLOW TO 5.0 KG/CM2. THIS POSITION IS USED FOR QUICK
CHARGING OF BP.
2. RUN: THIS IS THE NORMAL POSITION ON WHICH BP IS CHARGED TO 5.0
KG/CM2. AT THE TIME OF RECHARGING, BP IS OVERCHARGED BY 0.2 KG/CM2
AT THIS POSITION FOR SHORT TIME.
3. MINIMUM REDUCTION: BP PRESSURE REMAINS 4.5 KG/CM2.
4. FS (FULL SERVICE): BP PRESSURE DROPS TO 3.0 KG/CM2. THE HANDLE CAN
BE LOCKED OR UNLOCKED IN THIS POSITION.
5. EMERGENCY: BP DROPS TO 0 KG/CM2 ON THIS POSITION.

C. MODE SWITCH: ONE ROTATING SWITCH CALLED MODE SWITCH IS PROVIDED

IN EACH CAB BELOW DIRECT BRAKE VALVE. THIS SPRING LOADED SWITCH CAN
BE OPERATED BY PRESSING DOWNWARD. THIS SWITCH HAS FOLLOWING 4
POSITIONS.
1. HLPR(HELP): While using loco as banker, this switch should be kept at HLPR
position on this mode in addition to ZBAN at ON.
2. TRL (TRAIL): In non working cab (SU / MU), this switch should be kept on TRL
position.
3. LEAD: In working cab (SU / MU), this switch should be kept on LEAD position
and then BP will be charged 5.0 kg/cm2.
4. TEST: In this position BP leakage test is done. When this switch is kept on TEST
position, Loco brakes get applied. This switch should be kept on lead position
immediately after testing.
D. PTDC (PNEUMATIC TIME DEPENDENT CONTROL):
IN THIS LOCO AUTOMATIC TRAIN BRAKE AND DIRECT BRAKES ARE GOVERNED BY
BRAKE ELECTRONICS. IN CASE OF FAILURE OF BRAKE ELECTRONICS TRAIN CAN BE
WORKED BY MAXIMUM OF 10 KMPH BY PTDC. THIS IS PROVIDED IN EACH CAB NEAR
BRAKE HANDLES AND HAS 2 POSITIONS: RELEASE AND APPLY. PTDC IS HAVING ONE
COC, WHICH SHOULD BE IN OPEN CONDITION ALWAYS.

7.2.2 CHANGES IN UNDER TRUCK:

BC 1 & BC 2 COCS ARE NOT PROVIDED IN UNDER TRUCK. THESE COCS ARE BLACK IN
COLOR AND PROVIDED AT THE BOTTOM OF BRAKE MANIFOLD IN MACHINE ROOM.
NORMALLY THESE COC SHOULD BE VERTICAL (OPEN).
CHANGES IN PNEUMATIC PANEL:
Pneumatic panel is divided into two parts.
 Air Brake Manifold.
 Auxiliary manifold.
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Parts in Air Brake Manifold:

1. PB-BUS (Parking Brake Back Up Switch): This is a black colored switch.
Normally this switch should be in horizontal condition. But in case of PTDC
mode or clearing loco as dead, this switch should be kept closed (Vertical) to
release the parking brakes.
2. PER-COS (Pneumatic Equalizing Reservoir Cut Off Switch): This is a black
colored switch. Normally this switch should be in horizontal condition. But in
case of PTDC mode, this switch should be kept vertical.
3. PBR-COS (Parking Brake Reservoir Cut Off Switch): This is a black colored
switch. Normally this switch should be in horizontal condition. Maintenance staff
uses this switch.
4. PB-PDS (Parking Brake Pneumatic Disable switch): This is a black colored
switch. Normally this switch should be in horizontal condition. In case of
parking brakes malfunctioning maintenance staff uses this switch and to be
kept vertical along with PBR-COS.
5. SIFA-74 (Vigilance exhaust COC): This is yellow colored COC. Normally this
COC should be kept down ward but while clearing loco as dead this COC should
be kept upward.
6. BC- & BC-2 COCs: These are bogie isolating COCs.
7. DV: Distributor valve

2. Auxiliary Manifold:
Following COCs are provided on this manifold.
1. WFL: Pressure switch for wheel flange lubrication.
2. TC1&TC2: Pressure switch for traction converter 1&2
3. KABA KEY: Loco grounding key.
4. FC: Harmonic filter contactor pressure switch.
5. PAN 1 & 2: Pressure switch for Panto 1 & panto 2.
6. VCB: Pressure switch for VCB.
7. VESA 1 & 2: Pressure switches for sanders(Vertical).
8. 136: Pressure COC for Feed Pipe.
9. 47: Cock for dead loco (Normally closed- parallel to the pipe)
10. Panto selector switch: for selection of panto

7.3 Procedure of Cab Changing:

1. Keep Automatic train brake handle in FS and lock it and remove the key out side.
2. Keep the Direct brake handle in release
3. Keep MODE switch in trail position.
4. Open the VCB, lower the panto and move BL key from ‘D’ to ‘OFF’. Remove the
BL key and go in other cab.
5. In other cab, Unlock Automatic train brake handle and keep it on RUN position.
Operate Mode switch from TRAIL to LEAD.
6. Energise the loco as per the procdure.

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7. To charge BP, release parking brake and ensure charging of BP pressure.

7.4 Energizing of loco:

Loco should be energised as conventional 3 phase loco, but ensure following:
1. Automatic train brake handle of working cab should be at RUN and non working cab
should be at FS in locked condition.
2. Mode switch should be kept at LEAD in working cab and at TRAIL in non working
cab.
3. Energise the loco as per normal position.
4. For charging BP move Automatic train brake handle to FS for 10 seconds and then
keep it to RUN position. BP will be charged by 3.0 kg/cm2.
5. Ensure that parking brakes are released.
6. Keep Automatic train brake handle from RUN to FS. Wait for 10 seconds, then again
keep it to RUN and ensure that BP is charged to 5.0 kg/cm2 and BC is ‘0’ kg/cm2.
7. Every time after recharging, BP will overcharge to 5.5 kg/cm2 at RUN position and
then after some time become normal to 5.0 kg/cm2.
8. For overcharging BP to 5.4 kg/cm2, keep Automatic train brake handle to REL
position, if necessary.
9. For releasing synchronised loco brakes use Ball Ring for quick release or use PVEF
for normal release.

7.5 Parking brake:

Whenever parking brakes are applied by CE or manually, every time penalty auto
brakes will be applied along with parking brakes in which BP will drop to 3 kg/cm2 and
loco brakes up to 2.5 kg/cm2 with Priority 1 message on screen.
For recharging BP pressure, first release parking brakes and keep Automatic train
brake handle to FS position for 10 seconds, again keep it in RUN position and ensure
that BP is recharged to 5.0 kg/cm2. Acknowledge the fault and work further.
For applying parking brake manually, rotate switch PB-BUS from horizontal to
vertical and for releasing vertical to horizontal.

7.6 Vigilance penalty brakes:

In this loco BP pressure is dropped by 3.0 kg/cm2 (in gauge 2.0 kg/cm2) on
application of vigilance parking brakes. Do the following for resetting vigilance penalty
brakes:
1. Keep throttle in ‘0’
2. Wait for at least 2-3 minutes.
3. Keep Automatic train brake handle to FS, press BPVR for acknowledging fault
message.
4. Keep Automatic train brake handle at RUN and ensure that BP is charged to 5.0
kg/cm2 and loco brakes are released.
5. Acknowledge the fault by BPFA and proceed further after ensuring pressure.
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7.7 Emergency Brake – Actions

Emergency penalty brakes applied when, emergency push button is
pressed or due to over speeding or due to emergency application by / ALP
Emergency valve, in which BP pressure drops to ‘0’. For releasing this penalty
brake, keep Automatic train brake to Emergency (EMER) for 10 seconds and
again keep to RUN position, BP will charge to 5.0 kg/cm2 then acknowledge the
fault message and work further.

7.8 Service penalty brakes:

Service penalty brakes apply automatically in following condition in which,
BP is dropped to 3.0 kg/cm2.
1. If BC 1 & BC 2 are isolated in locos ‘LEAD’ mode.
2. If any one COC of PB-PDS, PB-BUS, PB-R-COS is isolated and BPPB is pressed
then also penalty brakes will apply.
3. To release service penalty brakes, normalize the above switches, keep
Automatic train brake handle to FS for 10 seconds then again keep to RUN
position and ensure BP to charge at 5.0 kg/cm2.
7.9 PROCEDURE of clearing block section by using PTDC:
1. Bring throttle to ‘0’
2. Open the DJ, Lower the panto and switch OFF CE.
3. Trip the MCB 127.7 (SB 2) and ensure that MCB 127.15 (SB 2) is in ON position.
4. On Pneumatic panel, Close PB-BUS COC & PER-COS from horizontal to vertical
position.
5. Keep automatic train brake handle of working cab on RUN.
6. Switch ON CE, raise Panto and close VCB as per procedure
7. Acknowledge the fault by pressing BPFA
8. Keep PTDC on release position and ensure that BP is 5.0 kg/cm2 and BC is ‘0’
kg/cm2.
9. If BC pressure does not come to ‘0’ then release by distributor valve.
10. To apply / release auto brakes keep PTDC handle to apply or release as per
requirement and clear the block section by 10 KMPH.

7.10 Clearing loco as DEAD.

1. Keep the throttle at ‘0’, Open VCB, lower the panto, and remove BL key by switching
OFF of CE.
2. Keep the Automatic train brake handle of both cab in FS and remove the key after
locking it.
3. Keep both Direct brake handle at release and keep MODE switch at TRAIL.

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4. Open 47 COC (perpendicular to the pipe) and close 136 COC (FP) provided on
auxiliary manifold.
5. Keep PAN 1 & 2 COCs (Auxiliary manifold) on vertical position.
6. Close 74 SIFA COC (Vigilance) provided on pneumatic manifold by keeping upward.
7. Switch OFF MCB 112.1 (in SB 2). Drain out MR & AR.
8. Couple the energised loco with dead loco and couple BP/FP pipes and open their
angle Cocks.
9. BC pressure should be ‘0’ and if not then release the distributor valve.
10. For application and releasing of parking brakes in dead locomotive rotate PB-BUS
(air brake manifold) from horizontal to vertical. Ensure 5 kg/cm2 pressure in parking
brake gauge.
NOTE:
1. No. 70 COC of BP and Solenoid valve No. 30 are not provided in this loco.
2. Before clearing loco as dead ensure that parking brakes are released fully and
parking brake gauge is showing 5 kg/cm2. Also ensure the same on run.

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KNORR BRAKE 3 Ø LOCOS (CCB-2)

KNORR’S CCB-2 BRAKE SYSTEM ON 3-PHASE LOCO

In 3-phase Locos, some of locos 31393 onwards provided with KNORR
CCB-2 brake system, with minor modifications in equipment and working system
with existing knorr-brake system.

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Equipment provided in CAB:

AUTO BRAKE (A-9): AUTOMATIC TRAIN BRAKE HANDLE CAN BE LOCKED OR

UNLOCKED IN FS (FULL SERVICE) POSITION BY A LOCKING SPINDLE PROVIDED
IN BOTH CABS AND COUPLED WITH A CHAIN. NON DRIVING CAB AUTO TRAIN
BRAKE HANDLE IS TO BE KEPT IN FS AND LOCKED CONDITION WHERE AS IN
WORKING CAB TO BE KEPT IN RUN POSITION. WHILE CLEARING LOCO AS DEAD
BOTH CAB HANDLES ARE TO BE KEPT ON FS AND LOCKED CONDITION. THIS
HANDLE HAS FOLLOWING 5 POSITIONS.
1. REL (RELEASE): IN THIS POSITION BP PRESSURE IS OVER CHARGED TO
5.5 KG/CM2 FOR PRESET TIME, FOR QUICK CHARGING OF BP.
2. RUN: THIS IS THE NORMAL POSITION ON WHICH BP IS CHARGED TO 5.0
KG/CM2. IN THIS POSITION BP IS OVERCHARGED BY 0.2 KG/CM2 FOR PRESET
TIME.
3.MINIMUM REDUCTION: BP PRESSURE DROPS TO 4.5 KG/CM2.
4. FS (FULL SERVICE): BP PRESSURE DROPS TO 3.0 KG/CM2. THE HANDLE
CAN BE LOCKED OR UNLOCKED IN THIS POSITION.
5. Emergency: BP drops to 0 kg/cm2 on this position

DIRECT BRAKE (SA-9) : IT HAS TWO POSITIONS, APPLY AND RELEASE. ONE
SPRING LOADED CLIP CALLED “BAIL RING” IS PROVIDED BELOW THE HANDLE
FOR QUICK RELEASE OF PROPORTIONAL BRAKE IN LOCO , EITHER CAN BE
PERFORMED BY LIFTING BAIL-RING PROVIDED ON DIRECT BRAKE/SA9 HANDLE
OR BY PRESSING PVEF FOOT PEDAL SWITCH.

MODE SWITCH: ONE ROTATING SWITCH CALLED MODE SWITCH IS PROVIDED

IN EACH CAB BELOW DIRECT BRAKE VALVE. THIS SPRING LOADED SWITCH CAN
BE OPERATED BY PRESSING DOWNWARD. THIS SWITCH HAS FOLLOWING 4
POSITIONS.

5. HLPR: While using loco as banker, this switch should be kept at Help
position on this mode in addition to ZBAN at ON.
6. TRL (TRAIL): In non working cab (SU/MU), this switch should be kept on
TRL position.
7. LEAD: In working cab (SU / MU), this switch should be kept on LEAD
position then only BP will charge.
8. TEST: In this position BP leakage / brake continuity tests to be conducted.
When this switch is kept on TEST position , Loco brakes also get applied.

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LCD DISPLAY : It will show messages like

1. “Okay to Run” : Auto handle to RUN from FS position, BP will charge to 5 kg/cm2
and BC will reduce to zero.

2. “Safety Penalty – Keep Handle in FS” :To recover this penalty brake, move
Auto/A9 handle to FS and then back to run.

3. “Train-line Emergency – Keep Handle in EMER” : To recover Emergency

penalty, Auto/A9 handle should be moved to Emergency and then back to FS and then
to RUN.
PTDC SWITCH :
It is having 3 positions ( STABLED POSITIONS) Used when train clearing in PTDC
mode, when brake electrons failed.
1. Apply,
2. Neutral,
3. Release.

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PARTS IN PNEMATIC PANEL :

1. SOLONOID FOR PARKING BRAKE: with application spindle (left side) and Release
spindle (right side) in red colour for application & releasing of parking brakes.

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2. COC NO 74 : working position open ( vertical) , while moving dead loco Close
(horizontal).
3. C3W/DV HANDLE: Normal position vertical, Isolation Position horizontal.
4. GOODS/PASSEGER MODE SWITCH: As per the train working
(goods/chg) in addition the passenger/ goods handle position.
5. PANTO SELECTOR SWITCH: with 3 positions AUTO, I, II positions.
Auto : Rear panto will raise.
I position : Pant I will raise.
II position : Panto II will raise.

6. COC-136 (FEED PIPE COC): Normal position open (horizontal), while moving dead
loco close (vertical).
7. COC- 47 : Normal position close, in dead loco open.
8. PER-COC: Normal position horizontal ,while moving loco in PTDC mode vertical.
9. 20TP & 16 TP POINTS: If loco brakes not release, remove the safety caps, press and
release test points.
10. SANDER 1&2 COCs: Normal position working (vertical), sanders to be isolated keep
in horizontal position.
11. UNLOADER-COC: Normal position open( horizontal ) , in case of air leaking from
auto drain valve or un-loader valves, we can close this COC (to vertical).
12. VCB COC: Normal position open (horizontal) for closing of VCB , for VCB isolation
close ( vertical).
13. IG-38 key : Normal position open (vertical) for raising of pantos , for grounding
keep it in horizontal.
14. PAN-1 COC: Normal position open (horizontal), in case of panto-1 isolation close this
coc (vertical).
15. PAN-2 COC: Normal position open (horizontal), in case of panto-2 isolation close this
coc (vertical).
16. SR-1, SR-2 COCs: Normal position open, for closing electro pneumatic contactor of SR-
1 & SR-2 (in GTO locos). For IGBT locos close (for IGBT locos electro magnetic
contactors are used for SR-1 & SR-2).
17. HARMONIC FILTER CONTACT COC: Normal position open, for closing electro
pneumatic contactor of harmonic filter.

AUTO/A9 OPERATION:
To charge the BP, energize the Loco as normal 3 phase loco, Keep Auto/A9
handle in FS, wait to see the massage on LCD display of Controller as “Okay to Run”.
Move the Auto handle to RUN from FS position, BP will charge to 5 kg/cm2 and BC
will reduce to zero.

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To overcharge the BP to 5.50 Kg/cm2, Keep Auto/A9 handle in REL

(Release) position for 3 seconds. Once BP starts overcharging, leave Auto/A9 handle.
BP will charge to 5.50 +/- 0.1 Kg/cm2.
Quick release of proportional brake in loco either can be performed by lifting
Bail-ring provided on Direct Brake/SA9 handle or by pressing PVEF Foot Switch.
CAB CHANGING PROCEDURE :
In currently operating cab: Apply SA-9, Put A9 Handle in Full Service position &
Lock it using Locking Pin ( fixed), Change the position of Mode selection switch
from LEAD to TRAIL & Switch the BL Key to Self Hold Mode as usually done with
E-70 Brake system , release SA-9 handle.
Go to another cab: Apply SA-9, Change the position of Mode selection switch from
TRAIL to LEAD, Switch ON Loco Electronics &Un-lock the A9 Handle, Bring A9
Handle from FULL Service position to RUN position after LCD display OK-TO
RUN, Résumé traction after conducting loco brake power test.
RECOVERY OF PENALTY SERVICE BRAKE:
Penalty service brake would result into dropping of BP to 3 Kg/cm 2 & crew message
will appear as “Safety Penalty – Keep Handle in FS”. To recover this penalty brake,
move Auto/A9 handle to FS and then back to RUN (Follow message on LCD of
Brake Controller). BP would charge to 5.0 Kg/cm2.
RECOVERY OF PENALTY EMERGENCY BRAKE:
Emergency penalty brake can also get applied by over speed relay or Emergency stop
button and also at the time of connection of Load with Locomotive & crew message
will appear as “Train-line Emergency – Keep Handle in EMER”. To recover
Emergency penalty, Auto/A9 handle should be moved to EMER and then back to FS
and then to RUN. (Follow crew message on Display of Brake Controller).Then BP
will charge to 5.0 Kg/cm2.
RECOVERY OF VIGILANCE PENALTY BRAKE:
Vigilance penalty would result into dropping BP to ‘0’ kg/cm2 and application of full
BC pressure & crew massage will appear as “Train-line Emergency – Keep Handle in
EMER”.
To recover vigilance penalty, bring throttle handle (TE/BE) to ‘0’, wait for 32
seconds. After that, move Auto/A9 handle to EMER and press BPVR on driver's desk.
To charge “BP” move Auto/A9 handle to RUN. BP will charge to 5.0 Kg/cm2.
Acknowledge the fault by pressing BPFA. Resume normal operation.

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PARKING BRAKES :
1. Parking brakes can apply in three ways by BPPB, solenoid valve left spindle (red
colour) and by moving BL key D to OFF.
2. Parking brakes can release in three ways by BPPB, solenoid valve right spindle
(red colour) and by manual releasing.
PTDC (Pneumatic Time Dependent Controller) SET UP &OPERATION :

This feature has been provided in case of brake electrons failure (CCB System), by
keeping brake system in this mode, locomotive / train can move at a restricted
speed of Max. 10 Kmph to clear the block section.
PROCEDURE OF CLEARING BLOCK SECTION BY USING PTDC:
11. Bring throttle to ‘0’
12. Open the VCB, Lower the panto and switch off CE.
13. Trip the MCB 127.7 (SB 2) and ensure that MCB 127.15 (SB 2) is in ON
position.
14. On Pneumatic panel, keep PER-COS (Pneumatic Equalizing Reservoir Cut out
Switch) in active position from horizontal to vertical position.
15. Keep automatic train brake handle of working cab on RUN, non working cab FS
and locked with pin.
16. Switch ON CE, raise Panto and close VCB as per procedure Acknowledge the
fault by pressing BPFA (the message of “Brake electronics failed” will not
come).
17. Keep PTDC on release position and ensure that BP is 5.0 kg/cm2 and BC is ‘0’
kg/cm2.
18. If BC is not reducing to zero then give brief pulls to quick release lever provided
at bottom of distributor valve. Ensure BC reduces to zero. (Note: If Loco Brake
remains applied, press 20TP/16TP (Test Point nipple) of 20CP & 16CP on
Pneumatic Panel to Release BC to Zero.
19. Release parking brake BPPB, take traction.
20. To apply / release auto brakes keep PTDC handle to apply or release as per
requirement for sufficient time by observing the BP pressure gauge and clear the
block section by 10 KMPH.
While working in PTDC mode ensure rear cab PTDC handle is in neutral
position for proper BP charging.

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DEAD LOCOMOTIVE OPERATION:

1. Keep the throttle at ‘0’, Open VCB, lower the panto, and remove BL key by
switching OFF of CE.
2. Keep the Automatic train brake handle of both cabs in FS, Insert Pin to lock the A-
9 Handles.
3. Keep both Direct brakes handle at release and keep both cabs MODE switches in
TRAIL.
4. Close 74(SIFA cock) on Auxiliary panel (keep in horizontal to close).
5. Keep 47 COC in Dead loco position by rotating in anti clock wise and close 136
COC (FP) to vertical position.
6. Keep PAN 1 & 2 COCs on vertical position.
7. Switch OFF MCBs 112.1, 110 & 310.4 (in SB 2).
8. Couple the energised loco with dead loco and couple BP/FP pipes and open their
angle Cocks, after charging of BP pressure to normal level, ensure Brakes are
fully released and BC pressure is zero in the gauge. If BC is not reducing to zero
then give brief pulls to quick release lever at bottom of distributor valve. Ensure
BC reduces to zero. (Note: If loco Brake remains applied, press 20TP (Test point)
of 20CP on Pneumatic Panel to Release BC to Zero.
9. Ensure parking brake released condition, (apply parking brake by application
spindle, it will latch automatically and Release Parking Brake by Pulling Manual
Release Pins of Parking Brake Cylinders).
10. After moving, stop the train at a distance of 500m, ensure no brake binding.
11. At stopping, ensure there is no brake binding.
12. At destination, before detaching dead loco, apply parking brakes and put wooden
wedges.
TROUBLE SHOOTING FOR BP NOT CHARGING IN LOCO:
1. Ensure MR pressure 8 to 10 kg/cm2.
2. Ensure both side angle COCs in closed position.
3. Ensure both side additional BP COCs open.
4. Ensure lead cab A-9 in run position, rear cab A-9 in FS and locked by pin.
5. Ensure both side RS COCs closed position.
6. Ensure MODE switch in leading cab LEAD position, in trailing cab in TRAIL position.
7. Ensure Z-BAN switches in off position in both cabs.
8. Ensure both side PTDC handles in neutral position.
9. Initially To charge the BP, energize the Loco as normal 3 phase loco, Keep Auto/A9
handle in FS, wait to see the massage on LCD display of Controller as “Okay to
Run”.Move the Auto handle to RUN from FS position, BP would charge to 5
kg/cm2 and BC would reduce to zero.
10. Ensure there is VCD action.
11. If message will appear as “Safety Penalty – Keep Handle in FS” and BP not charging
more than 3 kg/cm2, To recover this penalty brake, move Auto/A9 handle to FS and

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then back to RUN (Follow massage on LCD of Brake Controller), BP would charge to
5.0 Kg/cm2.
12. If message will appear as “Train-line Emergency – Keep Handle in EMER. To
recover Emergency penalty, Auto/A9 handle should be moved to EMER & then
back to FS and then to RUN (Follow crew message on Display of Brake Controller).
BP would charge to 5.0 Kg/cm2.
13. If still BP is not charging switch of CE and switch on CE and try.
14. Still BP is not changing contact TLC.

At the time of connection of Load with Locomotive, crew message will appear as
“Train-line Emergency – Keep Handle in EMER”. To recover Emergency penalty,
Auto/A9 handle should be moved to EMER & then back to FS and then to RUN
(Follow crew message on Display of Brake Controller). BP would charge to 5.0
Kg/cm2.

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Chapter 8 DO’s and DON’Ts for Loco Pilots

DO’s
1. Acknowledge VCD always within every 60 sec.
2. Do maximum use of regenerative braking, it not only control the train but
participate in generating the power.
3. In case of any trouble, as a last step, switch OFF the CE and switch ON.
4. In case of heavy airflow, instead of attending the screen, do the protection of
train and adjacent track.
5. In case of emergency use emergency stop push button.
6. While deactiving the CSC, check the position of throttle, it should not be opposite
to the force.
7. Use throttle gradually.
8. Before regenerative braking, bunch the load.
9. While working dead loco, ensure conjunction working in dead loco.
10. While working dead loco ensure releasing of parking brakes and pneumatic
brakes in dead loco.
11. First note down the fault message and then acknowledge the fault.
12. During failure mode operation, use throttle carefully.
13. Before resetting MCB, first rotate the knob provided on it.
14. Keep the SA-9 handle of rear loco at release.
15. Apply parking brakes when stationary.
16. Instead of continuous operation of sanders, use frequently.

DON’Ts
1. Don’t operate BL when loco is in motion.
2. Don’t believe on U-meter, ensure the panto physically.
3. Don’t press PSA continuously.
4. Don’t allow any unauthorized person in rear cab, as some functions are remains
active in rear cab.
5. Don’t declare the loco FAIL, without switching OFF and ON the control
electronics.
6. Don’t lower the panto for more than 10 minutes otherwise CE will switch off.
7. Don’t forget to acknowledge the fault message.
8. Don’t use CSC in undulating area.
9. Don’t isolate VCD unnecessarily.
10. Don’t switch off CE in running train.
11. Don’t smoke in the loco.
12. Don’t use quick release position of A-9 frequently and unnecessarily.
13. If MR pressure is less than 6.4 kg/cm2, don’t operate MPJ.

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Chapter 9 PROTECTIVE MEASURES

Protective measures by control electronics:

Initiation of protective measure in dangerous situation are controlled by Control
Electronics. MCE monitors a range of values such as voltage, current, temperature,
pressure and other signals.

9.1 Catenary voltage out of range: When catenary voltage drops down
below 17.5 KV and raise above 30.5 KV VCB will open automatically.
9.2 Temperature protection: When temp of Transformer exceeds beyond 84
degree C, for more than 10 sec, VCB will trip.
9.3 Primary Over Current Protection (QLM): Reason for over current.
1. Disturbance in measurement of primary current.
2. Fault in converter.
3. Short circuit in transformer winding
4. Insufficient cooling of transformer oil due to pump/blower failed.
If OCR-78 relay is acted, before resetting the target, inspect the machine room
for any oil spillage. Check the oil level in both the expansion tanks of transformer in
machine room located near Oil Cooling Unit and the expansion tanks of both the
converters. It should be in between the Max. & Min. marks. If there is any abnormality
like splashing of oil inside the machine room or from the transformer/converter, sign of
overheating/sparking of connection, don’t reset the relay target and ask for relief loco.
If there is no any abnormality, then the target can be reset once.
If OCR-78 relay is acted for second time, with or without any abnormality, don’treset
the target and ask for relief loco.
If VCB trips during ‘C’ mode then check oil level of transformer and converter and check
relay 78. If any thing is abnormal, fail the loco.

9.4 Train Parting: Airflow measuring valve is provided in loco. Whenever train gets
parted, or air flow increases and AFMV gets activated, resulting in glowing of LSAF and
sounding of buzzer. Also message of ALARM CHAIN PULLING will appear on screen.
As due to uncoupling / parting, the BP pressure start expelling at very fast rate,
resulting in sudden drop in MR pressure which leads to Priority -1 message on screen
“Low Pressure Main reservoir”
So, after parting/uncoupling, the Loco pilot will get message of low MR pressure.
So, when ever AFI shoot up with sudden drop in BP pressure, your first duty is to
act as in case load parting / accident (like switching ON of flasher light, protection of
adjacent track, Securing of load / loco, etc.), After asserting that trailing load is OK,
then think about the loco / message.

9.5 Fire Alarm: In loco fire detention unit is provided in SB2. There are two smoke
detectors provided to detect the smoke in machine room. Each machine room is
equipped with one detector.

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When one detector detects the smoke –

1. Buzzer will sound
2. Priority-2 message will appear on screen.
When both detectors detect the smoke –
1. Priority-1 message will appear on the screen - Inspect Machine room
2. Throttle T/E, B/E becomes ‘0’
3. Buzzer will sound.
Do the necessary arrangement to extinguish the fire by using suitable fire
extinguisher provided in Cab1/2 and Machine Room 1/2 (Total 4 Nos.)
Resetting Of Fire Alarm:
1. Press Reset button on fire detection equipment provided in Machine Room
(SB-2)
2. Press BPFA.
Action to be taken by Loco pilot
1. Inspect the Machine room and take necessary action. In case of fire on loco, use
big fire extinguisher provided in the rack behind asst. Loco pilot in cab. To
operate this fire extinguisher, open the cut out COC and release the gas by
rotating adjusting knob, gas will expel and extinguish the fire at appropriate
places in machine room behind it. In addition to this two numbers of portable
fire extinguishers are provided on the loco which should be used accordingly as
per requirement.
2. To reset the FDU, press the white knob provided on it. To acknowledge the fault
press BPFA. Resume normal traction.
Note:- In case of defect in FDU, P-2 fault message will appear on the
screen. After inspecting the machine room, reset the white knob on the FDU.
Acknowledge the fault and keep watch on machine room.

9.6 Alarm Chain Pulling:

When airflow increases without initiation of Loco pilot or CE i.e. in case of
ACP/Guards brake applied/leakage in train etc. Following indications appear.
1. Air Flow Indicator needle will deviate.
2. LSAF will glow.
3. Buzzer will sound.
4. BPFA will illuminate with P-2 message.
5. Auto flasher will start.
ACP Indication:
1. Reset the ACP or arrest the leakage.
2. Buzzer will sound continuously until the leakage/ACP is arrested. To stop
sounding, press BPFA. If ACP/leakage is not arrested buzzer will start again.
3. When ACP leakages are reset, all indications will disappear, but for BPFA
indication press it once.

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Chapter – 10 EQUIPMENT OF LOCO

10.1 CAB OVER VIEW

CAB OVER VIEW

1 Crew fan 14 Control lever for horn
2 Lamp Loco pilot’s desk illumination 15 Panel D
3 Pneumatic horn 16 Operation of window
4 Emergency flash light wipers/washers
5 Lamp assistant Loco pilot’s desk 17 Rotary switch cab heater/fan device
illumination 18 Brake handle direct loco brake
6 Crew fan 19 Brake handle automatic train brake
7 Panel B 20 Foot switch SANDING”
8 Control lever for horn 21 Foot switch “PVEF” for release of
9 Panel A loco brake
10 Reverser 22 Foot switch “VIGILANCE”
11 TE/BE Throttle 23 Emergency brake Cock
12 PaneI C 24 Parking Brake (PB) gauge
13 MEMOTEL 25 Wiper motor

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10.2 PANEL- A

1 UBA Voltmeter Battery voltage

2 U Voltmeter Catenary voltage
3 BOGIE 1 TE/BE meter - Traction / braking effort, bogie 1
4 BOGIE 2 TE/BE meter - Traction / braking effort, bogie 2
5 ZBAN Spring loaded switch – Banking operation “ON” / “OFF”
6 LSDJ Indication lamp, red - Main circuit breaker “OFF”
7 LSHO Indication lamp, yellow - Hotel load “ON” (Inactive on WAG—9)
8 LSP Indication lamp, yellow - Wheel slipping
9 LSAF Indication lamp, red - Train parting
10 LSVW Indication lamp, yellow - Vigilance warning
11 LSCE Lamp, amber - Over temperature CEL
12 BL Key switch - Activation of Loco pilot’s cab
13 ZPT Spring—loaded switch - Raise / Lower Pantograph
14 BLDJ Spring—loaded switch –
Main circuit breaker “ON” / “OFF”
15 BLCP Spring—loaded switch - Main compressors
AUTO mode “ON” / “OFF”
16 BLHO Spring—loaded switch - hotel load “ON” I “OFF”
(Inactive on WAG—9)
17 ZTEL Switch - Max. Traction limitation
18 BPCS Illuminated pushbutton – green-constant Speed control
19 BPPB Illuminated push—button- red - Parking brake
20 BPVR Push—button, yellow Resetting vigilance
21 Emergency Stop - button – red - Emergency stop

NOTE : In some locos LSHO is using for SANDERS WORKING INDICATION.

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10.3 PANEL-B
1 Pressure Brake Cylinder Bogie 1+2
2 Pressure Brake Feed Pipe/Main Reservoir
3 Air Flow Meter
4 Pressure Brake Pipe

10.4 PANEL-C

1 Screen Display of messages diagnosis

2 LSFI Indication lamp, red - Fault message, priority 1
3 ZLC Switch - Loco pilot’s cab lighting
4 ZLI Switch - Instrument lighting
5 ZLDD Switch - Loco pilot’s desk illumination
6 B-Z-V-O-F- Buzzer - Warning signal,3 frequencies
7 BPFA Illuminated push - button, yellow - Acknowledgement all fault messages
8 BLPR Switch - Head Light, Bright
9 ZPRD Switch - Headlights, Dim
10 ZLFW Switch - Marker lights, white
11 ZLFR Switch - Marker lights, red
12 BPFL Illuminated push - button, yellow - Emergency flash light
10.5 PANEL-D

1. Asstt Loco pilot Desk Lamp

2. Vigilance Ack push button
3. 110V socket
4. 110 V socket ON/OFF button
5. PT PHONE ( WAP-5 LOCOs)

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10.6 MACHINE ROOM LAYOUT

WAG 9/WAP 7 WAP 5

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10.7 PNEUMATIC PANEL

FRONT OF PNEUMATIC PANEL

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1 260 Control electronics pneumatic manifold

2 237 Vigilance control equipment
3 Instructions regarding isolating cock position (see Fig.4.18)
4 130.4/1 Pressure switch pantograph 1
5 130.4/2 Pressure switch pantograph 2
6 269.1 Pressure switch emergency brake
7 172.4 Pressure switch auxiliary compressor
8 269.3 Pressure switch parking brake
9 293.2 Isolating cock brake pipe control system (E70)
10 237.3 Isolating cock on emergency brake/vigilance control
11 269.2 Pressure switch direct brake
12 Pneumatic equipment, pantograph and VCB
13 Brake pipe control unit (E70)
14 Pneumatic equipment, parking brake
15 Relay valve, automatic brake
16 Relay valve, direct brake
17 Pneumatic equipment, sanding
18 Distributor, automatic brake
19 Blending unit EBC5
20 Pneumatic equipment, wheel flange lubrication, traction converter,
filter cubicle
21 269.41 Pressure switch, flow indication
22 269.5 Pressure switch, vigilance control
23 269.42 Pressure switch, brake feed pipe
24 129.1 Rotary switch, pantograph selection

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REAR VIEW OF PNEUMATIC PANEL

260 1 Control electronics pneumatic manifold

2 Pneumatic equipment, wheel flange lubrication, traction converter,
filter cubicle
3 Capacity reservoir, distributor
4 Control reservoir, brake pipe control unit (E70)
5 Air reservoir, pantograph and VCB
6 Control reservoir, distributor automatic brake
7 Capacity reservoir, sanding valves

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PNEUMATIC PANEL

COC-74 : Emergency exhaust COC (Open-horizontal)

COC-70 : BP charging COC. (Open- horizontal)
COC-136 : FP charging COC.(Open-perpendicular)
COC-47 : Dead loco (AR charging) COC (Close-horizontal)
PAN-1 Cock : Panto -1 pneumatic control COC (Open- horizontal)
PAN-2 Cock : Panto -2 pneumatic control COC (Open-horizontal)
VCB Cock : VCB (DJ) pneumatic COC (open-horizontal)
Sand-1&2 Cock : Sander pneumatic control Cock (Open-horizontal)
Solenoid -30 : Parking brake solenoid valve.
IG-38 : Pneumatic control key.(Open-horizontal)
E-70 : BP charging valve (like Add C-2 relay valve).
C3W : Distributor valve.
TC-1 Cock : SR-1 contactor cut out cock (open-horizontal)
TC-2 Cock : SR-2 contactor cut out cock (open-horizontal)
WFL Cock : Wheel flange lubrication contactor cut out cock
FB Cock : Harmonic filter contactor cut out cock (open-horizontal)

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COC 74 70 136 47
Open Open Open Close
LIVE -SU
Horizontal Horizontal Vertical Horizontal
DEAD Close Close Close
Open Vertical
( Towed) Vertical Vertical Horizontal
As Open Close Close Close
Banker Horizontal Vertical Horizontal Horizontal

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Circuit breakers provided in HB-1

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10.8 Auxiliary Circuits, Cubicle – 1 (HB1)

1. 47.2 Contactor, main compressor

2. 47.2A/1 Snubber circuit to item 47.2
3. 52.3/4 Auxiliary contactor to item 52
4. 52.3/5 Auxiliary contactor to item 52
5. 89.5 Earth fault relay 415/110 V
6. 59.1/1 Circuit breaker, oil cooling unit, transformer/converter
7. 55.1/1 Circuit breaker, scavenge blower to traction motor blower
and oil cooling unit
8. 53.1/1 Circuit breaker, traction motor blower
9. 52.A/4 Snubber circuit to item 52
10. 52.A/5 Snubber circuit to item 52
11. 52/4 Contactor auxiliaries
12. 52/5 Contactor auxiliaries
13. 67 Transformer, auxiliary circuits 415/110 V
14. 90.41 Earthing resistor earth fault detection 415/110 V
15. 90.42 Earthing resistor earth fault detection 415/110 V
16. 54.4/1 Capacitor to MR blower motor
17. 69.71 Circuit breaker, crew fan
18. 69.62 Circuit breaker, cab heater
19. 69.61 Circuit breaker, cab ventilation
20. 56.1/1 Circuit breaker, scavenge blower to machine room blower
21. 54.1/1 Circuit breaker, machine room blower
22. 47.1/1 Circuit breaker, main compressor
23. 63.1/1 Circuit breaker oil pump converter
24. 62.1/1 Circuit breaker oil pump transformer
25. 41 Fuse auxiliary 415/110 V.
26 54.2/1 Time relay for MR blower
27. 54.8/1 Capacitor to MR blower

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Three phase 415 Volt Auxiliary Circuit breaker

1. 62.1/1 Circuit breaker oil pump transformer
2. 63.1/1 Circuit breaker oil pump converter
3. 47.1/1 Circuit breaker, main compressor
4. 53.1/1 Circuit breaker, traction motor blower
5. 55.1/1 Circuit breaker, scavenge blower for traction motor
blower and oil cooling
6. 59.1/1 Circuit breaker, oil cooling unit for transformer/ converter
Single phase 415 /110 Volt Aux.circuit breaker
1. 54.1/1 Circuit breaker, machine room blower
2. 56.1/1 Circuit breaker, scavenge blower
for machine room blower
3. 69.61 Circuit breaker, cab ventilation
4. 69.62 Circuit breaker, cab heater
5. 69.71 Circuit breaker, crew fan

10.9 Circuit breakers provided in HB-2

100

Three phase 415 Volt Aux. circuit breaker

1. 62.1/2 : Circuit breaker oil pump transformer
2. 63.1/2 : Circuit breaker oil pump converter
3. 47.1/2 : Circuit breaker, main compressor
4. 53.1/2 : Circuit breaker, traction motor blower
5. 55.1/2 : Circuit breaker, scavenge blower for traction motor blower and oil cooling
6. 59.1/2 : Circuit breaker, oil cooling unit, transformer/ converter
Single phase 415 /110 Volt Aux.circuit breaker
1. 54.1/2 : Circuit breaker, machine room blower
2. 56.1/2 : Circuit breaker, scavenge blower for machine room blower
3. 100 : CHBA in put breaker.

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Auxiliary Circuits, Cubicle-2 (HB2)

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Auxiliary Circuits, Cubicle-2 (HB2)

1. 47.2A/2 Snubber circuit to item 47.2

2. 47.2/2 Contactor, main compressor
3. 89.2 Earth fault relay, auxiliary converter
4. 59.1/2 Circuit breaker, oil cooling unit, transformer/converter
5. 55.1/2 Circuit breaker, scavenge blower to traction motor blower
and oil cooling unit
6. 53.1/2 Circuit breaker traction motor blower
7. 90.3/1-2 Earthing resistor earth fault detection auxiliary converter
8. 42.3/2 Current sensor, auxiliary circuits
9. 42.3/1 Current sensor, auxiliary circuits
10. 54.5/2 Capacitor to MR blower motor
11. 56.1/2 Circuit breaker, scavenge blower to machine room blower
12. 54.1/2 Circuit breaker, machine room blower
13. 47.1/2 Circuit breaker, main compressor
14. 63.1/2 Circuit breaker, converter oil pump
15. 62./12 Circuit breaker, transformer oil pump
16. 52.6/1 Auxiliary contactor to item 52.4
17. 52.6/2 Auxiliary contactor to item 52.5
18. 54.2/2 Time relay for MR blower
19. 52.5/1 Contactor oil pumps
20. 52.5/2 Contactor oil pumps
21. 49 Input filter Auxiliary converter
22. 54.8/2 Capacitor to MR Blower (Start up)
23. 52.4/1 Contactor Scavenge Blower
24. 52.4/2 Contactor, Scavenge Blower

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10.10 Control Cubicle - (SB1)

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Control Cubicle- (SB1)

1 152 Rotary switch Failure mode operation
2 154 Rotary switch Bogie cut-out
3 160 Rotary switch Configuration
4 237.1 Rotary switch Vigilance device cut-off
5 179 Key switch Simulation
6 161 Illuminate push-button Configuration
7 381.71 Wire resistor Earthing screen Train bus
8 78.1 Resistor Maximum current relay
9 211.1/1 Thermostat Control electronics
10 78 Relay Maximum current
11 86 Relay Minimum voltage
12 90.7 Resistor Earth fault detection, Control Circuit
13 381.7 Connecting box Train bus
14 126.5A Relay Control electronics "OFF"
15 136.4A Snubber circuit to item 136.4
16 126.7A Snubber circuit to item 126.7
17 136.3A Snubber circuit to item 136.3
18 136.3 Relay Time delay VCB
19 136.4 Contactor Auxiliary contactor VCB
20 126.7/1 Contactor Power supply cab
21 118.4/1 DC/DC Converter
22 218 Contactor Control electronics
23 126 Contactor Control circuits "ON"
24 118.5/1 DC/DC converter
25 118.4/1 DC/DC converter
26 411 Rack Central electronics (CEL1)
27 123.1/1 Blocking diode Illumination test
28 123/7 Blocking diode
29 123/5 Blocking diode
30 123/3 Blocking diode
31 123/1 Blocking diode
32 89.7 Relay earth fault Control circuit
33 127.9/2 Circuit breaker Central electronics
34 127.9/1 Circuit breaker Central electronics
35 127.22/1 Circuit breaker Electronics, auxiliary converter
36 127.2/1 Circuit breaker Monitoring
37 127.11/1 Circuit breaker Power supply Gate Units
38 127.1/1 Circuit breaker Electronics traction converter
39 310.1/1 Circuit breaker Lighting front
40 127.91/1 Circuit breaker Power supply 24V/48V
41 127.12 Circuit breaker Pantograph/VCB Control
42 127.3/1 Circuit breaker Drivers cab
43 123/9 Blocking diode Head light
44 338 Contactor Head light

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2A
FUSE 86

Miniature Circuit breakers provided in SB-1

1 127.3/1 Circuit breaker Loco pilot’s cab
2 127.12 Circuit breaker Pantograph, VCB Control
3 127.91/1 Circuit breaker Power supply 24V/48V
4 310.1/1 Circuit breaker Lighting front
5 127.1/1 Circuit breaker Electronics traction converter
6 127.1 1/1 Circuit breaker Power supply Gate Units
7 127.2/1 Circuit breaker Monitoring
8 127.22/1 Circuit breaker Electronics, auxiliary converter
9 127.9/1 Circuit breaker Central electronics
10 127.9/2 Circuit breaker Central electronics
11 2A FUSE POTENTIAL TRANFORMER FUSE.
Rotating Switches
11 152 Rotary switch Failure mode operation
12 154 Rotary switch Bogie cut-out
13 160 Rotary switch Configuration
14 2371 Rotary switch Vigilance device cut-off
15 78 Relay Over Current Relay
16 86 RELAY minimum voltage relay
10.11 Miniature Circuit breakers provided in SB-2
1 127.81 Circuit breaker Commissioning 1
2 127.15 Circuit breaker Vigilance control
3 127.7 Circuit breaker Pneumatic panel
4 127.82 Circuit breaker Commissioning 2
5 48.1 Circuit breaker Auxiliary compressor
6 127.3/2 Circuit breaker Loco pilot’s cab
7 127.91/2 Circuit breaker Power supply 24V/48 V
8 31 0.7/1 Circuit breaker Marker lights
9 310.1/2 Circuit breaker Lighting front
10 310.4 Circuit breaker Lighting machine room
11 127.1/2 Circuit breaker Electronics traction converter
12 127.1 1/2 Circuit breaker Power supply Gate Units
13 127.2/2 Circuit breaker Monitoring
14 127.22/2 Circuit breaker Electronics auxiliary converter
15 127.22/3 Circuit breaker Electronics auxiliary converter
16 127.9/3 Circuit breaker Central electronics
17 127.9/4 Circuit breaker Central electronics
18 127.92 Circuit breaker MEMOTEL speedometer
19 110 Circuit breaker out put battery charger
20 112.1 Circuit breaker control circuit locomotive
21 212 Fire detection equipment

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Control Cubicle - 2 (SB2)

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Control Cubicle - 2 (SB2)

1 110 Circuit Breaker Output battery charger
2 112.1 Circuit Breaker Control circuit locomotive
3 127.81 Circuit Breaker Commissioning 1
4 127.15 Circuit Breaker Vigilance control
5 127.7 Circuit Breaker Pneumatic panel
6 127.82 Circuit Breaker Commissioning 2
7 48.1 Circuit Breaker Auxiliary compressor
8 127.3/2 Circuit Breaker Driver's cab
9 127.91/2 Circuit Breaker Power supply 24V/48 V
10 310.7/1 Circuit Breaker Marker lights
11 310.1/2 Circuit Breaker Lighting front
12 310.4 Circuit Breaker Lighting machine room
13 127.1/2 Circuit Breaker Electronics traction converter
14 127.11/2 Circuit Breaker Power supply Gate Units
15 127.2/2 Circuit Breaker Monitoring
16 211.1/2 Thermostat Control electronics
17 127.22/2 Circuit Breaker Electronics auxiliary converter
18 127.22/3 Circuit Breaker Electronics auxiliary converter
19 127.9/3 Circuit Breaker Central electronics
20 127.9/4 Circuit Breaker Central electronics
21 127.92 Circuit Breaker MEMOTEL speedometer
22 212 Fire detection equipment
23 130.1A Snubber circuit to item 130.1
24 211.A Snubber circuit to item 211
25 126.7A/2 Snubber circuit to item 126.7
26 126.7/2 Contactor Power supply driver's cab
27 126.6 Safety relay Control electronics "ON"
28 211 Relay Temperature control, Electronics
29 130.1 Auxiliary contactor Pantograph
30 118.5/2 DC/DC Converter
31 118.4/2 DC/DC Converter
32 412 Rack Central electronics (CEL2)
33 300.3/2 Auxiliary contactor Wheel flange lubrication
34 300.3/1 Auxiliary contactor Wheel flange lubrication
35 48.2 Contactor Auxiliary compressor
36 123/6 Blocking diodes
37 123/4 Blocking diodes
38 123/2 Blocking diodes
39 123/8 Blocking diodes
40 123.1/2 Blocking diodes Illumination test
41 127.24 Circuit breaker Electronics auxiliary converter
42 338/2 Auxiliary contactor Head light

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10.12 SWITCHES IN SB 1

152 Rotary switch Failure mode operation Switch

Positions:
0 - Normal Position Fine control throughout the range
1 - Failure mode Fine control in steps through aux. contacts
When throttle is not responding then Loco pilot can keep this switch from 0 to 1
and now same throttle will respond, called failure mode operation.

Note: Before operating this switch, TE/BE handle should keep in 0 position.

154 Rotary switch Bogie cut-out Switch

Positions:
NORM : Traction converter-1 & 2 ( All TM’s) in service
I : Traction converter-1 (TM 1-2-3 WAG-9/WAP-7) (TM1-2 WAP-5) isolated
II : Traction converter-2 (TM 4-5-6 WAG-9/WAP-7) (TM 3-4 WAP-5) isolated
I+II : Traction converter-1 & 2 ( TM 1-2-3 & 4-5-6 WAG-9/WAP-7)
(TM1-2 & 3-4 WAP-5) isolated.

The modified procedure of bogie isolation:

A) If the loco is running.

Bring the throttle to ‘0’ position.
Open the VCB. Ensure Node No. 550.
Keep switch No. 154 in required position.
Required bogie will be isolated after 10 seconds.

B) If the loco is stand still.

Bring the throttle to ‘0’ position. Ensure Node No.590.
Keep switch No. 154 in required position.
3) Required bogie will be isolated after 10 seconds.

160 Rotary switch Configuration Switch

Positions:
1 : Normal Normal mode
0 : Shunting mode (Max Speed 15 KMPH).

Note: Before changing this switch ensure Throttle on 0, loco/train is Dead stopped and
Reversor on 0.

237.1 Rotary switch Vigilance device cut-off Switch

Positions:
1 : Normal VCD is in service
0 : VCD is isolated.
Note: Before operating this switch, CE should be switched OFF.

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10.13 INCHING MODE

For making engine on train, INCHING MODE feature is newly provided in the
three phase loco. By this, loco will move at a speed of not more than 1.5 kmph.
Procedure for using inching mode:
1. Keep Throttle in ‘0’
2. Keep Automatic train brake, parking brake in release and Direct brake in applied
position.
3. Press menu, opt for “3. Process information”
4. Opt for “3. Motor temp. / Soft ware / Inching”
5. Opt for “Inching mode” The following message will appear on the screen

INCHING MODE ACTIVE : 0

ACTUAL SPEED : 0.00 KMPH
SET SPEED : 0.8 KMPH
MODIFY SET SPEED BY UP AND DOWN KEYS

6. Now use curser up and curser down keys to modify the set speed. (Min: 0.5
kmph & Max: 1.5 kmph)
7. Now release Direct brake and close ZTEL. Loco will start moving with set speed.
8. To stop the train open ZTEL and apply direct brake.
Note:
i.Throttle need not be operated for inching mode.
ii.After attaching the loco if ZTEL is not opened, train will work only with 1.5
kmph.
iii.While moving the loco with 1.5 kmph, if ZTEL is opened due to any reason, set
speed will come back to preset ie., 0.8 kmph.
iv.VCD need not acknowledge during inching mode.

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Chapter 11 Loco Preparation And Inspection

Before commissioning Journey, perform an inspection check of the locomotive
and through the machine room. In particular, check the following items:

1. In front Of Cab:
1. Ensure that loco is standing on the rail and under the OHE.
2. Ensure that both side MRE, BCE, BP , FP hoses are connected properly and their
angle COCs are as per requirement. Also ensure that hoses are not hanging.
3. Ensure no damages to rail guard and cattle guard.
4 Ensure that CBC having no abnormalities and locking pin is available and provided
with operating handle.
5. Ensure that UIC connector sockets are covered.
6. Ensure that flasher light, marker lights, headlights are glowing properly and their
glasses are clean.
7. Ensure that both look out glasses are clean and wipers are wiping properly.

2. Below Machine Room No. 1(Cab 1 To Cab 2)

1. Ensure that all sand boxes are filled with dry fine sand, sanders are working properly
and sand pipes are aligned correctly.
2. Ensure that additional angle COC of MRE & BCE are opened.
3. Ensure that Air dryer unit is in service that (D-in open, D- out open & D-off closed).
4. Ensure that all suspension dampers; helical springs having no abnormalities like,
crack etc.
5. Guide rod is fitted properly and its bolts are tightened.
6. All brake rigging; brake block, brake shoe, sleeve rod, assembly hanger
arrangement are OK.
7. Wheels are not skidded.
8. Return current bush are connected properly.
9. Parking brakes cylinders are provided with manual releaser hook.
10. Traction link is fitted properly and their all 6+6 bolts are tightened.
11. Oil level in MCP-1 is above min mark; also ensure that CP foundation bolts are
tightened and safety sling is slack.
12. Bogie brake -1 COC is in open condition.
13. Battery box cover is fixed properly.
14. Safety chain is intact.
15. BP and FP additional COC are in open condition.

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3. Below Machine Room No. 2

1. Ensure that all sand boxes are filled with dry fine sand, sanders are working properly
and sand pipes are aligned correctly.
2. Ensure that additional angle COC of MRE & BCE are opened.
3. Ensure the all suspension dampers, helical springs having no abnormalities like,
crack etc.
4. Guide rod are fitted properly and its bolts are tightened.
5. All brake rigging; brake block, brake shoe, sleeve rod, assembly hanger
arrangement are OK.
6. Wheels are no skidded.
7. Return current bush are connected properly.
8. Parking brakes cylinders are provided with manual releaser hook.
9. Traction link is fitted properly and their all 6+6 bolts are tightened.
10. Oil level in MCP-2 is above min mark; also ensure that CP foundation bolts are
tightened and safety sling is slack.
11. Bogie brake -2 COC is in open condition.
12. Battery box cover is fixed properly.
13. Safety chains are intact.
14. BP and FP additional COC are in open condition..
4 In Cab
1. Cab and look out glasses are clean.
2. All switches are normal, ZBAN-OFF, ZTEL-OFF and BLCP-AUTO position.
3. Emergency exhaust Cocks are normal.
4. Water is filled up in windshield washer unit.
5. Spare hoses, wooden wedges are provided in side locker.
6. Fixed and handy both fire extinguisher are in good condition and filled with gas.
8. Ensure that emergency push button is released.
5. In Machine Room
1. Control and power Circuit breakers in cubicle SB-1 / SB-2, HB-1 / HB-2 are normal in
( up) position.
2. Switches provided in SB-1 are in normal (vertical) position.
3. Oil level of Conv-1/2 and transformer-1/2 are above min mark.
4. All fittings and connections are normal.
5. Outer cover of any power equipment is not opened.
6. Pneumatic Panel
1. Panto selector switch is in “auto” position.
2. COC 70,74,136 are in open condition and COC 47 is in close position.
3. COC of panto 1, panto 2, VCB and sanders are in open condition.
4. Distributor valve is in service.
5. IG 38 Key is inserted and kept ‘ON’.
6. CPA drain Cock is in closed position.
7. Parking brake apply/release plungers are not in locked condition.

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Chapter 12 OPERATING MANUAL

12.1 Energising of Loco:

1. Check the machine room and cubicle HB1/2,SB1/2 and pneumatic panel and
ensure that all Circuit breakers, rotating switches and Cock at Pneumatic Panel
are at Normal position and ensure that key ‘IG-38’ is provided on pneumatic
panel. Also ensure that panto selector switch is at normal position.
2. Switch ON compartment light, it ensures closing of main circuitry breaker 112 of
battery.
3. Put battery additional circuit breaker No.112.1 to ‘ON’ position in cubicle SB-2.
Also ensure that CHBA circuit breaker No. 110 (SB-2) is at ON position.
4. Go in operating cab.
5. Insert A-9 handles at ‘Neutral’ position and keep it in ’RUN’ position by lifting
lock.
6. Insert ‘BL’ key at ‘OFF’ position and turn it to ‘D’ position
a. Light of screen (panel-C) and Memotel will get ON.
b. MCPA will start (if pressure is less).
c. UBA will deviate to 110 volts.
d. LSDJ will glow.
All above indications indicates that Control Electronics is ‘ON’.
7. The message “Loco is in configuration, please wait” will appear on the screen
and self testing is done for 10 seconds.
8. During testing, all pilot lamps will glow and extinguish, Bogies-1 & 2 meter
needle will deviate both in TE/BE mode and come to -0.
9. After completion of testing, Node No. FLG 504 will be displayed on the screen.
Now press ‘ZPT’ in ‘UP’ mode for raising of pantograph and confirm the touching
of panto with contact wire by seeing physically and also U-meter will deviate and
indicate the OHE voltage.
10. Node No. FLG 550 will display on the screen, now press BLDJ for closing VCB and
check ‘LSDJ’ is extinguished.
Now DJ will close, loco will energize and all the auxiliary motors will start
automatically.
11. Ensure that BLCP is at AUTO position.
12. Node No. FLG 570 will appear on the screen.
13. After building of MR pressure to 6.4 kg/cm2, set Reverser to F/R as per
requirement. (FLG 590 will show on the screen.)
Note: If the reverser is set without confirming the MR pressure above 6.4
kg/cm2, P 1 message will be there on screen- indicating wrong operation.
14. Apply loco brakes.
Now release the parking brakes
Ensure BP pressure is 5 kg/cm2
Ensure AFI is at Zero.
Set the screen in ‘Simulation Mode’.
15. Now operate throttle in TE direction.
16. TE /BE meter will deviate in TE side indicating that traction is available. No.
“596” will appear on the screen.

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17. Check the loco brake power (should not move upto 150/100 KN).
18. Now Loco is ready to work.
Note:
Priority -1 message will appear on the screen if: -
1. If Reverser is put on position F or R when MR pressure is below 6.4 kg/cm2
2. If throttle is operated without releasing parking brakes.
3. If throttle is operated without recharging BP to 5 kg/cm2.
Information message will appear on the screen:-
1. If throttle is operated before node information No. 590.

12.2 Operation Of BL Key

BL key is operated in the following modes:
1. DRIVING MODE : Off - D
2. SELF HOLD MODE : D - Off
3. Switching OFF control electronics : D - Off - C - Off
4. COOLING MODE : D - Off - C - Off - C

12.3 Driving Mode:

This mode is used to drive the loco. To achieve this mode Loco pilot has to:
1. Insert BL key in ‘OFF’ position.
2. Turn it clockwise from ‘OFF’ to ‘D’
3. By doing so, following indications will confirm the driving mode:
a. LSDJ will glow
b. UBA will show battery voltage.
c. Display screen will activate.
d. Memotel screen will activate.
e. Control electronics will ON.
f. Cab will activate.
g. MCPA start if less pressure.

12.4 Self Hold Mode:

1. Open DJ , lower the pantograph
2. Rotate ‘BL-key’ from ’D’ to ‘OFF’: Now control electronics will remain ‘ON’ for 10
minutes and then it will become ‘OFF’ automatically. This mode is used while
changing the cab.
a. Screen will display with information message as “Self hold mode
active. After 10mins MCE will switch OFF”.
b. Memotel SPM LEDs will glow.
12.5 Switching Off - Control Electronics:
Loco pilot has to switch off control electronics in many cases like;
c. Making the loco dead.
d. During troubleshooting.
e. To bring back the isolated sub system into service.
f. Before resetting circuit breakers in SB-1/2 panel.
g. Before operating some rotating switches in SB-1 panel.
h. Before going to cooling mode.

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To switch off the control electronics do the following:

1. Stop the train and secure the formation.
2. Open the VCB and lower the pantograph.
3. Operate BL-key from ‘D’ to ‘Off’ (wait for 2 sec.)
4. Operate BL-key from ‘Off’ to ‘C’ and wait until display screen, Memotel SPM
LEDs, LSDJ, and UBA goes off.
5. It indicates that CE is ’OFF’ and now rotate BL key from ‘C’ to ‘OFF’.

Note :
1. CE gets automatically ‘off’ after 10 minutes if BL-key is rotate from ’D’ to‘OFF’ (as
explained in self hold mode)
2. C.E. will get ‘off’ automatically after 10 minutes in driving mode also, if panto is
remained in lowered position for more than 10 minutes.
3. If the key switch is moved from “D” to “Off” without opening VCB and lowering
panto graph, results in automatic shutdown of the loco ( VCB TRIP and PT
lowers).

12.6 Cooling Mode:

Whenever temperature of control electronics is increases above 70 0C then lamp
LSCE glows on Panel ‘A’ and throttle will not respond.
1. Try to coast in to station or stop the train at suitable place and secure the
formation.
2. Inform TLC/SCOR regarding cooling.
3. Open VCB and lower the pantograph.
4. Switch off CE as per procedure.
5. Move ‘BL’ key from ‘C’ to OFF.
6. Again move ‘BL key’ from ‘Off’ to ‘C’ and ensure that UBA shows battery voltage
and LSDJ glows, Screen is Off - no node information and Memotel SPM LEDs will
not glow (Note: CE is OFF).
7. Now raise the panto, close the VCB- LSDJ will extinguish and loco will energize in
cooling mode.
8. Machine room blowers & their scavenging blowers will start automatically to cool
the machine room.
9. Ensure working of machine room blowers.
10. When the machine room temperature goes below 70OC then LSCE will
extinguish.
11. Now Open the VCB, lower the pantograph.
12. Put BL from ‘C’ to ‘Off’ and ‘off’ to ‘D’ and energize loco & resume traction.
NOTE: 1. If LSCE lamp does not extinguish after 15/20 mins, keep BL key in
Driving Mode and try. If TE/BE handle responds, ignore LSCE and work further.
3. During Cooling Mode observe UBA meter frequently. If battery voltage drops to 92V,
stop cooling mode and energise the loco in driving mode to charge the batteries (CHBA
will not work in cooling mode).

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12.7 Operation Of Reverser :

Reverser has following 3 positions.
Position ‘F’ : Forward
Position ‘O’ : Neutral
Position ‘R’ : Reverse
Throttle and reverser are interlocked mechanically.

12.8 Driving:
1. After creating MR pressure above 6.4 kg/cm2 and node information No. 570.
2. Move the reverser into desired position.
3. Release the parking brake if applied.
4. Put A9 to ‘RUN’ position & ensure BP 5 kg/cm2
5. Check AFI is not deviating.
6. Set the TE/BE throttle to desire position.
7. Put SA9 handle to ‘Release’ position.
8. In order to increase adhesion and to avoid wheel slipping use sanders.
9. Bogies 1 & 2 meters will show in TE side and loco starts moving.

12.9 Braking:
1. Set the TE/BE throttle to - ‘0’ or move towards braking side as per requirement..
2. Move A9 from ‘RUN’ to ‘Initial Application’. If more brake force is required move the
A9 handle to desire position between ‘Initial Application’ and ‘ Full Service’ & vice
versa gradually.
3. Regenerative Braking is possible up to 0 KMPH.
4. When train stops, apply SA9.
5. Maximum brake force is 260 KN in WAG-9/WAP-7 & 160 KN in WAP-5.
Note: Train brakes can be applied with Regenerating brakes but Loco brake can not
be applied simultaneously with Regenerating brakes.

12.10 Operation Of Throttle:

TE/BE Throttle
The TE/BE throttle controls traction and the electric braking effort of the locomotive
with an angle transmitter and auxiliary contacts.
The TE/BE throttle has the following three positions:
For Traction
Position 1/3 : 33% Tractive effort
Position 2/3 : 66% Tractive effort
Position TE max : 100% Tractive effort
Position “0” : no tractive / no braking effort
For Regenerative Braking effort
Position 1/3 : 33% braking effort
Position 2/3 : 66% braking effort
Position TE max : 100% braking effort
Note: 1. If TE doesn’t increase beyond 300 KN in WAG 9, then check ZTEL (Panel ‘A’),
which should be in ‘OFF’ position.
4. The % tractive/braking effort is indicated in the two TE/BE meters on the panel A.

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12.11 Failure Mode Operation

This mode allows the locomotive to operate even if the angle transmitter of the
throttle is failed.
In this mode, driving and electrical braking are controlled by the auxiliary contacts
on the throttle.
Driving in failure mode:
Driving in failure mode becomes necessary if the difference between auxiliary
contacts and the absolute value of the angle transmitter is greater than 25% of the full
range because of a defective master controller.
The following steps are initiated with a time delay of 2 sec:
1. Traction is set to 0 by the MCE.
2. A priority 2-fault message (F1703P1/F1803P1) is displayed.
3. The Loco pilot must keep the TE/BE throttle into position “0”.
4. The Loco pilot must now move the rotary switch “152-Failure Mode Operation” in
the (SB1) into position ‘1’. This deactivates the angle transmitter.
Position ‘0’ : Fine control though out the range by angle transmitter.
Position ‘1’ : Fine control in steps though auxiliary contacts.
5. The Loco pilot must acknowledge the fault message.
6. Now the TE/BE handle will respond in three position only ie., 33%, 66% and 100%.

12.12 Loco Brake Testing:

1. Apply loco brakes by SA-9.
2. Ensure that brake cylinders showing 3.5 kg / cm2.
3. Physically ensure the brake blocks are touching to the wheels and no person/loco is
in front .
4. Set the screen in simulation mode.
5. Release parking brakes and release A-9.
6. Operate reverser to forward.
7. Keep throttle in TE side and loco should not move upto 150 KN in WAG-9 & WAP-7
locos and 100 KN in WAP-5 locos.
8. After conducting loco brake power test ensure TE/BE handle in neutral position.

12.13Procedure of Cab Changing:

Single Unit
1. Stop the train/loco.
2. Apply direct brake and ensure loco BC gauge is showing 3.5kgs/cm2.
3. Build up maximum MR pressure (BLCP in ‘MAN’ position).
4. Open ‘VCB’ and ensure LSDJ is glowing.
5. Lower the pantograph. Physically ensure it and ‘U’ meter should show ‘0’.
6. Move automatic brake (A-9) handle to Emergency and ensure BP dropped
7. Move automatic brake (A-9) handle to ‘Neutral’ position.
8. Remove the automatic brake (A-9) handle form ‘Neutral’ position.
9. Operate BL key from ‘D’ to ‘OFF’ and remove it.
a. CE will remain ON for 10mins.
b. Parking brakes will apply.
10. Release the direct brake handle.

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11. Close the doors and window shutters.

12. Go to the other cab.
13. Apply direct brake.
14. Insert the automatic brake (A-9) handle and keep in ‘Run’ position.
15. Operate BL key from ‘OFF’ to ‘D’.
16. Raise pantograph and close VCB as per procedure.
17. Conduct loco brake power.
Note:
 If BL key is taken ‘OFF’ without opening DJ and lowering panto, loco will be shutdown
as emergency shutdown will initiate on loco.
 During normal driving if BL key is kept ‘OFF’, emergency brakes will get applied as
emergency shutdown will initiate on loco.
 After moving the key switch ‘BL’ to position ‘OFF’, the MCE remains active for 10
minutes. The cab changing should take place during this time.
Multiple unit
1. Move key switch ‘BL’ on master locomotive into position ‘Off’ (self hold mode) and
remove the key.
2. Set automatic brake controller to position ‘Neutral’.
3. Release direct brake.
4. Set the feed pipe Cock 136 to the ‘Close’ Position.
5. Change the loco and set the brake pipe Cock 136 to the ‘Open” position on this
previous slave loco.
6. Insert key in Loco pilot’s cab of previous slave loco.
7. Move key switch “BL” into position “D” .
Note: The change of Loco pilot’s cab has to take place within this 10 minutes period
otherwise the MCE has to be restarted.

12.14 Banking Mode

When it is required to use loco as a banker i.e use of TE / BE without charging BP,
at that time loco should be operate in banking mode.
Procedure:
1. Attach the banker loco in rear of the formation. Don’t couple the BP hose pipe.
2. Trip the VCB and Set switch “ZBAN” to “ON” position (Panel A).
3. Close 70 & 136 COCs provided on pneumatic panel.
4. Energise the loco in the normal manner.
5. BP pressure will be drop to ‘0’.
6. Now couple the BP hose pipes, BP will rush from the leading loco into BP pipe of
this loco which will be seen in the gauge.
7. Auto brake will not work in banker loco expect in emergency position.
Note: During the Set Up, the train Loco pilot receives a priority-2 message that
banking mode is active.

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12.15 Constant Speed Controller:

This system enables the train to maintain a constant speed automatically and
can be activated at any speed above 5 KMPH by pressing illuminated push button
‘BPCS’.
The control electronics and GTO controls the constant speed by giving tractive or
braking effort to the TM as per requirement irrespective of position of throttle (ATDC-
Angle transmission Loco pilot Controller) i.e. TE/BE .
CSC is activated only when
1. Speed is more than 5 KMPH
2. Throttle in either TE or BE side ie., not in ‘0’ position.
3. Train Br. and loco Br. are not applied
4. BPCS is pressed once, green lamp will glow.
The actions of CSC are cancelled in following conditions.
1. Pressing ‘BPCS’ while CSC is active, lamp will extinguish.
2. Moving of throttle by 3%.
3. Drop in ‘BP’ by 0.25 kg/cm2 and above.
4. BC pressure more that 0.6 kg/cm2.
Some thing Important:
1. To minimize oscillation, the CSC should be set during a slow acceleration phase.
2. CSC will maintain the speed only up to max TE / BE. Speed may vary if required
TE / BE is more than loco capacity. So, in an undulating area the speed may vary
+/- 10 kmph to preset value.
3. So in such areas BPCS should be pressed at the speed with margin of 10 KMPH.
4. Also in some areas where special driving technique is required, CSC may stall the
train. So, in such areas, instead of using CSC, Loco pilot should use his best
driving technique by operation of throttle.
5. Also if CSC is used in very frequent up / down graded region, the loco will trigger
for TE to BE and BE to TE very frequently with heavy amplitude, which is not
good as far as driving technique is concerned.
6. While nullifying CSC ensure that needle position of TE/BE meter and throttle are
not just opposite. If so, first bring the throttle as per needle.

12.16 Emergency Stop Push Button

One red colored push button is provided on panel ‘A’ in such a place that Loco
pilot as well as Asst. Loco pilot can operate it. In normal condition it remain projected
out. In case of an emergency if Loco pilots/Asst. presses this button, button will go
inside and remain pressed and following actions initiated.
1. VCB will open.
2. TE/BE comes to ‘0’.
3. Pantograph will lower.
4. BP drops to 0 and Train/Loco brakes applied.
5. LSFI & BPFA glow with message (F1008P1).
6. “Emergency shutdown on the loco” appears on screen and train will stop with
emergency brakes.

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Resetting:
1. Bring TE/BE throttle to ‘0’.
2. Press “emergency stop push button” slightly and rotate it clockwise as per arrow
indication on it, the button will comes out from pressed condition.
3. Press BPFA and acknowledge the fault and node information will appear.
4. Energise the loco and work the train as per procedure.

12.17 Automatic Vigilance Control System:

VCD is meant for keeping the Loco crew alert. It is a safety device. A foot
switch of VCD is provided below Loco pilot’s desk in each cab and also press button
‘BPVG’ is provided on Loco pilots’ desk panel ‘D’.
Loco pilot/Asst. Loco pilot is expected to activate VCD within every 60 seconds
interval by anyone of the following ways.
1. Press VCD “ Foot switch”.
2. Press BPVG.
3. Operate throttle in TE/BE with difference of more than 3%.
4. Operate ‘Sanders’.
If anyone of the above exercises is done, the Loco crew is considered alert and the
60 seconds cycle get reset.
If none of the above activities are done once within 60 seconds, then buzzer will
sound and ‘LSVW’ will glow for next 8 seconds ie., from 61 to 68 secs.
Within these 8 seconds VCD should be acknowledged. If not acknowledged, VCD will
apply penalty brakes ie., TE/BE will come to ‘0’ & BP pressure will drop to 2.5 to 3.0
kg/cm2 and P1 Message F1003P1 will be displayed on the screen.
Note: VCD comes into service when the speed of train is more than 1.5 KMPH.

12.17.1 Dead Mans Mode:

If VCD ‘Foot switch’ or BPVG lies remain pressed for more than 60 seconds, then
the system will go automatically in “Dead Mans” mode, buzzer will sound & LSVW will
glow. If not released within next 8 second, VCD penalty brakes will be applied.

12.17.2 Resetting Of VCD Penalty Brakes:

1. Bring throttle to ‘0’.
2. Apply auto brakes to Full Service to avoid MR pressure dropping and after stopping
the train Apply Direct brake.
3. Wait for 160 seconds in WAG-9/WAP-7 and 120 seconds in WAP 5 loco.
4. Press “BPVR” to reset VCD, LSVW will extinguish and buzzer will stop.
5. Press and release VCD “Foot switch”.
6. Press ‘BPFA’ for acknowledging fault message.
7. Release auto brakes.
8. MR/BP pressure would come back to normal.
9. Resume normal traction.
10. Inform to TLC and write remarks in loco log book.

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12.17.3 Isolation Of VCD:

If Loco pilot is acknowledging VCD correctly as per procedure, but till VCD penalty is
applying, it is assumed that VCD is malfunctioning. In such cases stop the train, take safety
measures. VCD can be bypassed by keeping switch No. 237.1 (SB 1) on ‘0’ position. Remark
should be given in log book, TLC is to be informed & proceed carefully.

12.18 PASSING NEUTRAL SECTION (SU)

Before approaching neutral section:
1. Ensure that MR pressure is between 8.0 to 10 kg/cm2.
2. Bring TE / BE throttle to ‘0” gradually before 250M board.
3. At DJ open board, open DJ by BLDJ, LSDJ will glow, Aux. sound will stop, but U meter
will show OHE supply.
4. At actual neutral section location, OHE meter will comes down to “0” and will shoot up
when neutral section over.
5. In PTFE type neutral section, at higher speed, needle will just fluctuate.
6. At DJ close board close VCB (DJ), and resume normal traction.

In case MU operation
 The command from the master locomotive to switch the main circuit breaker “ON”, “OFF”
also controls the main circuit breaker on the slave loco.
 The VCB of the slave loco is switched on after a delay of 0.5 seconds following the switch
on of the master loco. When switching off, there is no delay.
 While passing neutral section follow the procedure mentioned for SU, but DJ should be
closed after passing one mast after DJ close board.

12.19 LOCO GROUNDING:

Loco should be grounded only while climbing loco roof to attend any trouble on loco body like
removing foreign body, securing damaged pantograph etc.
PROCEDURE:
1. Stop the train at convenient place and secure the train.
2. Open VCB and lower pantograph.
3. Rotate IG-38 in anti clockwise direction and extract key.
4. Insert the key in empty socket of HOM box and rotate in clock wise direction.
5. Operate HOM handle by 180 degrees by taking it out from latch.
6. Rotate yellow KABA key in clock wise direction and extract the key and keep in personal
custody.
7. Now attend the trouble.

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Chapter-13 FAULTS DIAGNOSTIC

13.1 Display Screen

13.2 Screen Structure

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13.3 Faults with Priority-1:

1. The action to be taken is entirely clear.
2. The action to be taken must be initiated immediately.
3. A protective action is initiated (VCB opens or pantograph lowers or TE/BE comes
to ‘0’ or BP drops or all the above ).
4. BPFA will glow.
5. LSFI will flicker.
6. Priority 1 message will display on the screen.
13.4 Faults with Priority-2:
1. The action to be taken is not entirely clear.
2. The action to be taken does not have to be initiated immediately.
3. The faults can be remedied manually by Loco pilot.
4. BPFA only will glow.
5. Priority 2 message will appear on screen.
Note:
If a fault message appear on the screen, the yellow illuminated push button “BPFA”
lights up. If this is fault of priority-1, the red indication lamp ”LSFI” starts flashing at
the same time.
If a fault message with priority-1 is displayed, a fault message with priority-2 is
suppressed on the screen.
A fault message with priority-2 remains on the screen until it is overwritten by a
fault message with priority-1 or by subsequent fault with priority-2.

13.5 Isolation Of Sub System:

A constant priority-1 fault or priority-2 fault which occurs twice within 30 minutes
period causes the appropriate subsystem to be isolated.
If sub-system has been isolated it does not issue any more fault message and
signals. Only LSFI remains glowing.

13.6 Acknowledgement Of Fault Message:

Priority 1
If a priority-1 fault occurs the fault message must be acknowledged before the loco
can travel further, If the train Loco pilot fails to acknowledge, the protection measures
introduced remain in force. The fault is not remedied.
- Fault message can be acknowledge by pressing BPFA, if after acknowledgement
LSFI extinguish then it indicates now loco is normal, but if LSFI glow continuously it
indicates isolation of concerned sub-system.
Priority 2
These are also acknowledged by pressing BPFA. Even if this acknowledgement is
not forthcoming, the locomotive is still able to operate. The fault message still remains
visible on the screen until it is over written by a fault message with priority-1 or by
subsequent fault with priority 2.

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13.7 Indication and recognisation of faults:

Illuminated push button(BPFA):
Fault indication/fault acknowledgement (Yellow): On occurrence of any fault, the
illuminated push button for fault acknowledgement will light up and fault message will
appear on the display. The Loco pilot is required to acknowledge the fault through the
push button. On acknowledgement, the lamp of acknowledgement push button will go
off and the display will be cleared.

Fault indication lamp (Red) (LSFI):

In case of priority-1 fault, the fault indication lamp will start blinking additionally.
On acknowledgement of fault, the lamp will be off but if there is an isolation of a
subsystem persisting, then the lamp will continue to glow.

Automatic display of diagnosis messages

If a fault occurs that needs to be transmitted to the Loco pilot by means of a
diagnosis message, such message will be displayed immediately. At the same time, the
illuminated push-button for fault acknowledgement will light up.
All diagnostic messages shall be acknowledged by the Loco pilot through the fault
acknowledgement push button (BPFA). On acknowledgement, the lamp of
acknowledgement push button will go off and the display will be cleared.
In case of priority-1 fault, the fault indication lamp (LSFI) will start blinking additionally.
On acknowledgement of fault the lamp will be off but if there is an isolation of a
subsystem persisting, the lamp will continue to glow.
If the Loco pilot fails to acknowledge faults of priority-2 then the fault message will
remain on the display screen, unless it is overwritten by a fault message of priority-1.
The fault or isolation messages include following information:
 Locomotive number on which the fault or the subsystem isolation respectively
occurred
 Name of subsystem being affected (SSO1 to SS19)
 Type of fault /subsystem isolation and related consequences
 Instructions to the engine Loco pilot.

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13.8 STATUS CODE:

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13.9 FAULT MESSAGE CODE

13.10 DISPLAY OF SUBSYSTEM STATUS

By means of keyboard entry, the Loco pilot can display the status of all subsystems of
all locomotives within the train composition. Different display levels furnishing more or
less detailed information are provided:
• Survey of all locomotives within the train composition: the status of each individual
locomotive is indicated by a two-digit numerical code.
• Survey of all subsystems within one locomotive: the status of individual subsystem is
indicated by a two-digit numerical code.

13.11 Browse Of Status Messages On Request

All diagnosis messages that appeared at the display since the last activation of the
control system may be repeated on request. In this way, the relieving operating
personnel is kept informed on the status of the vehicle. If the train composition consists
of two locomotives, the Loco pilot can select the locomotive that he wants to process
first.

13.12 Diagnosis Messages

There are three types of messages displayed on the display unit in the cab:
1. Information messages
2. Fault messages
3. Isolation messages

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13.13 Fault & Isolation Message Structure

13.14 List of Subsystems

SS01 : Main power SS10 : Brake System
SS02 : Traction Bogie 1 SS11 : Auxiliaries HB1
SS03 : Traction Bogie 2 SS12 : Auxiliaries HB2
SS04 : Harmonic filter SS13 : Cab 1
SS05 : Hotel load SS14 : Cab 2
SS06 : Aux Converter 1 SS15 : Fire detection
SS07 : Aux Converter 2 SS16 : Speedometer
SS08 : Aux Converter 3 SS17 : Processor FLG1
SS09 : Battery System SS18 : Processor FLG2

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13.15 List Of Isolation Messages

SSO1: Main power
MAIN POWER ISOLATED; VCB inhibited
Loco is dead Ask for relief loco
SSO2: traction bogie 1
BOGIE 1 ISOLATED; Only half traction and braking power available
Inform to TLC and make a remark in the log book.
SSO3: Traction bogie 2
BOGIE 2 ISOLATED; Only half traction and braking power available
Inform to TLC and make a remark in the log book
SSO4: Harmonic Filter
HARMONIC FILTER ISOLATED
Inform to TLC regarding reduction of speed to 40 kmph
make a remark in the log book
SSO6: Aux. Converter 1
AUXILIARY CONVERTER 1 ISOLATED
Driving still possible Max. Ventilation level will be reduced
Inform to TLC and make a remark in the log book
SSO7: Aux. Converter 2
AUXILIARY CONVERTER 2 ISOLATED
Driving still possible Max. Ventilation level will be reduced
Inform to TLC and make a remark in the log book
SSO8: Aux. Converter 3
AUXILIARY CONVERTER 3 ISOLATED
Driving still possible Max. Ventilation level ‘ill be reduced
Inform to TLC and make a remark in the log book
SS13: Cab 1
CAB 1 ISOLATED Drive from Cab 2 Change to Cab2
Inform to TLC and make a remark in the log book
SS14: Cab 2
CAB 2 ISOLATED Drive from Cab 1 Change to cab-1
Inform to TLC and make a remark in the log book
S517: FLG 1
FLG1 ISOLATED
No multiple operations possible, Inform to TLC and make a remark in the
log book
SS18: FLG 2
FLG2 ISOLATED
No electrical brake power available, Inform to TLC and make a remark in
the log book
SS19: Train bus
TRAINBUS ISOLATED
Multiple operations not possible, Inform to TLC and make a remark in the
log book

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13.16 List Of Information Messages

Information 001
SELF HOLD MODE ACTIVE for 10 minutes. MCE will switch off
Change cab or repair train or multiple operations within 10 minutes

Information 002
MORE THAN ONE CAB ACTIVE
Deactivate non-driving cab otherwise after 10 minutes. MCE switches off

Information 003
Traction MAY NOT BE AVAILABLE ON THIS LOCO OR ON THE SLAVE LOCO
Bring throttle to 0 . then set again Bring TE/BE throttle to “0” and set it again

Information 004
TRAINBUS CONFIGURATION RUNNING Please wait

Information 005
FULL TE/BE RESTORED

Information 006
PANTO RAISING Please wait

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Chapter 14 Multiple Unit Operation

Multiple operation with two locomotives

In multiple operations a maximum of two locomotives can be operated. Both must
be directly coupled to one another. They must not be separated by a carriage.
While in motion, the front Loco pilot’s cab is usually activated.
When linking up or in unusual situations, it is also possible to control the
locomotives from another Loco pilot’s cab.
The train bus configuration for multiple operation is only possible from the Loco
pilot’s cab at the uncoupled end. A configuration from a rear Loco pilot’s cab is referred
to as single-unit traction. The train bus automatically checks the configuration :
The leading manned locomotive is called the master locomotive and the other one
is called the slave locomotive.
The two locomotives are correctly linked together once the mechanical and
pneumatic systems and the UIC cable have been connected. Commands are transmitted
down the UIC cable.

Pantograph
In multiple operation, both the most distant pantographs are raised if “pantograph
selector switch” in both the locomotives are in position “AUTO”. The train bus
connections define the free end of each locomotive.
The command from the master locomotive to raise/lower the pantographs also controls
the pantographs on the slave locomotive.
Note: Whenever the simulation key switches on the master and slave locomotives
are not in the same position, the pantograph are not active (fault
message).

Main circuit breaker

The command from the master locomotive to switch the main circuit breaker
“ON/OFF” also control the main circuit breaker on the slave locomotive. The VCB on the
slave locomotives is switched on after a delay of 0.5 seconds following the switch on of
the VCB on the master locomotive. When switching off, there is no delay.
Note :
If the VCB on the slave locomotive cannot be closed due to a fault, an appropriate
fault message appears on the screen.

Regenerative brake
During multiple operation, there is a limitation on the regenerative brake on the
slave locomotive. This limitation reduces forces on the loco buffers (prevention of
derailing).

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Constant Speed Control (CSC)

During multiple operation, the constant speed control of the slave locomotive is
inactive. The train bus transmits the selected tractive/braking effort from the master
locomotive to the slave locomotive. The master loco performs speed controlling function,
demanding TE/BE on master and slave loco.

Anti-spin protection
The anti-spin protection of the slave locomotive is independent of the master
locomotive.
Compressor control
The compressors are able to operate in three different operating modes.
These modes can be selected with the spring-loaded switch “BLCP”, (Panel A).

Pos. “Off” Compressor switched off.

Pos. “Auto” Automatic pressure monitoring.
Pos. “Man” Compressor switched on (manual monitoring).
The selected position of the compressor switch is transmitted to the slave
locomotive.
In the “Main” and “Off” positions, all main compressors in both locomotives are
controlled directly.
In the position “Auto”, there are the following options :
1. A main reservoir pressure below 8 kg/cm2 on the master or slave locomotive activates
a particular compressor on both locomotives. Each locomotive switches alternately
and independently between its two compressors.
2. A main reservoir pressure below 7.5 kg/cm2 on the master or slave locomotive
activates all compressors on both locomotives at the same time.
3. At a main reservoir pressure below 6.4 kg/cm2, each locomotive independently
control its compressors.

Parking brake: The multiple unit cannot drive if one of the parking brakes is applied.
Note : An activated parking brake on the master or slave locomotive is indicated in the
activated Loco pilot’s cab of the master locomotive by the red illuminated push
button “BPPB”.

Emergency Brake: An emergency brake on the slave locomotive can only be initiated in
the following manner:
1. By actuating the brake handle of the automatic train brake to “Emergency” position.
2. By actuating the emergency brake Cock on the assistant Loco pilot’s side. If the
pressure switch 269.1 on the master or slave locomotive registers actuation of the

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emergency brake, the ensuing command for emergency braking applies to both
locomotives.
The master for all other emergency braking commands is the master for all other
emergency braking commands is the master locomotive in the double (multiple unit)

Other Brake functions

If the pressure switch (269.6) registers a pressure in the brake cylinder of any
bogie, and if speed exceeds 10 km/h, tractive effort is set to 0.
Note :
If the electrical brake on one of two locomotives fails, the electrical brake on the
other locomotive remains functional.
Coupling
1. Both locomotive must be deactivated. The BL key switch must be in position “0”.
2. Couple both locomotives mechanically, pneumatically and connect the UIC cable.
3. Close the isolating Cock on the brake supply line of the slave locomotive.
4. Move the key switch on the slave locomotive into position “D” and, as soon as the
light test starts, turn back to position “0”. The MCE on the slave locomotive is now in
self-hold mode.
5. During the self-hold mode of the slave locomotive, move key switch into Pos. “D” on
the master locomotive. The control electronics starts to configure the train bus.
6. After the configuration procedure, screen on the display shows the serial numbers of
the master and slave locomotives.
Example : Train configuration
Loco 31001
Loco 31002
Note : 1. If configuration proves impossible, (or if no locomotive is available)
locomotive number 00000 appears.
2. If more than one Loco pilot’s cab is activated in both locomotive, one is
shutdown and a corresponding message appears on the displays in both
locomotives.
Uncoupling
Starting position:
Master and slave locomotives are available and both are ready.
1. Shut down both locomotives in accordance with regulations (VCB switched off,
pantograph lowered).
2. Remove the UIC cable and disconnect the locomotives pneumatically and
mechanically.
3. Both the locomotives are now ready for setting up as a single locomotive.
Note: If for any reason the train bus link is interrupted, or if both locomotives are set
up or in motion, the system protection initiates a monitored shut down of the
slave locomotive.
Reaction: The pantograph of the slave locomotive is lowered and a corresponding fault
message appears on the screen of the master locomotive.
Sanding: Sanding on both locos can be initiated by the Loco pilot by pressing the sanding
foot switch on the master loco.

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Fire alarm: A fire detection on the slave locomotive initiates an audio signal on the master
locomotive.
In addition, the VCB on the slave locomotive is switched off and a priority 1 fault message
appears on the displays of both locomotives.

Trailing mode
Trailing mode means that on the master locomotive in a multiple unit no tractive effort is
available, if both bogies are electrically isolated. The Loco pilot’s cab of the master
locomotive still controls the slave locomotive.
The status of the master locomotive is as follows :
1. VCB switched off.
2. Pantograph is lowered.
3. Train bus is working correctly.
4. Pneumatic brake system is working correctly.
5. Brakes are controlled from the master locomotive.
6. The TE/BE meters show the values for the slave locomotive.
Note: All equipments on the master locomotive are supplied by the battery and are
functional for a maximum of 5 hours, if battery is fully charged.

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Chapter 15 DEAD LOCO MOVEMENT

Hauling 3-Phase loco fitted with E-70 brake system as a dead loco.
These locomotives are fitted with electro pneumatic E-70 brake system. These
locomotives in dead condition can be hauled both by locomotive fitted with IRAB-
1/28LAV-1 brake system and locomotive fitted with E-70 brake system.
If these locos are coupled with conventional A.C. locos as a dead, then direct loco
brake application is not possible by SA-9 since MRE & BCE can not be coupled but if BP
is dropped from live loco, conjunction loco brakes application will take place in dead
loco.

A) Hauling dead WAP-5/WAG-9 electric locomotive fitted with E-70 brake

pipe control system in a train.
Switch off BLDJ and lower the pantograph of the loco to be sent as dead. Isolate the
pantograph through panto isolating cock and close VCB cock provided in pneumatic
panel.
1. Switch off the control electronics.
2. Switch off the ‘circuit breaker control circuit locomotive’ (112.1) and 310.4 in SB2
panel.
3. Couple the dead loco in the train.
4. Put auto brake controller (A9) in “Neutral” position in both cabs of dead loco.
5. Put the direct brake controller (SA9) in “Release” position in both cabs of dead
locomotive.
6. Drain the Main and Aux. reservoirs of dead locomotive completely. After draining out,
close the drain cock of main reservoir and aux. reservoir.
7. If loco brake in the dead locomotive is not released, which can be verified by
observing the BC pressure gauge, then release the same in the following steps.
a. Manual handle of distributor valve at pneumatic panel should be operated
manually to release control pressure. BC pressure shall automatically vent
through D2 relay valve to release loco brakes.
b. In case residual BC pressure remains in brake cylinder line, the BC pressure
should be released through bogie isolating Cock of both bogies. Make bogie-
isolating Cocks in ‘Normal’ position after releasing the BC pressure
8. In the dead locomotive, ensure isolating Cock position in the pneumatic panel as
follows. (Towed dead):
74 70
47 136
Cock (Emergency/ (E-70
(Dead loco) (Feed Pipe)
Vigilance) Brake pipe)
Position Open Closed Closed Closed

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9. Connect BP pipe of the dead loco to the BP pipes of load and open BP angle Cock of
both of loco and load side. The aux. reservoir on dead locomotive will get charged from
BP supply. Check the BP pressure gauge in the cab of dead loco. It should show the
same pressure as that of the load in case of load (In case of locos are to be attached on
a train having twin pipe i.e. both BP and FP then FP of dead locos should also connected
and its angle Cock should be opened.)
10. Lock the parking brakes in applied condition. This procedure is safe to avoid brake
binding and condensation of moisture in the parking brake cylinder. It is as under
a) Apply the parking brakes of dead loco by apply push button.
b) Lock the parking brakes in applied condition.
c) Release the parking brake of the dead loco by manual operation of parking brake
release handle on each of the four parking brake units. For manual brake release,
first turn the release handle slightly clockwise and then pull till a sound of locking
mechanism is heard.
The parking brake units are fitted on the following wheels:
LOCO TYPE WHEEL POSITION OF PARKING BRAKE UNITS
WAP-5 1 4 5 8
WAG-9/WAP-7 2 6 7 11
d) If some of the parking brake handles are defective and due to this if not
possible to release manually, then release the same by manually pressing the
“Release” Push Button of the latched solenoid valve No.30/22 on the
pneumatic panel of the dead locomotive.
11. As parking brakes are locked in applied condition PB gauge will show 0 Kg/Cm2.
12. Double check the release of parking brakes of dead loco by moving the parking
brake unit by hand.
13. Apply auto brakes (A9) in the working locomotive and check that loco brakes on
both the locomotives are getting applied. Then release the auto brake in the working
loco and check that loco brakes are getting released on both the locomotives. Rear
locomotive (WAG-9 / WAP-5 dead) takes about 1 minute to release.
14. As a final check, run the coupled loco for about 500 meters and feel for any
abnormal rise in temperature of wheels of dead loco and also check if at subsequent
stop during journey.
15. Remember that in the dead locomotive, the loco brakes takes about 1 minute to release
after auto brake application from the live loco. Hence after every auto brake application and
release wait for adequate time (minimum 1 minute) for release of loco brakes in dead
locomotive before resuming traction
16. Escorts accompanied dead locomotive should never put BL key in position ‘D’ and also
strictly avoid energising the dead locomotive.
c. After reaching the destination, before detaching the working loco,
d. Unlock the application plunger of parking brake solenoid valve No. 30/23.
e. Press the release button of parking brake solenoid valve No. 30/22. This will charge
parking brake line by 5 kg/cm2.
f. Apply parking brakes on dead locomotive by application plunger of parking brake
solenoid valve No. 30/23.

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B) Hauling dead WAP5/WAG-9 locomotive fitted with E 70 brake pipe control

system when attached next to leading working locomotive:
1. Switch off BLDJ and lower the pantograph of the loco to be sent as dead. Isolate
the pantograph through panel isolating Cock on pneumatic panel.
2. Switch off the control electronics as per the procedure.
a. Switch off the ‘circuit breaker control circuit locomotive’ (112.1) in SB2 panel.
3. Couple the dead loco in rear of the working loco.
4. Put auto brake controller (A9) in “Neutral” position in both cabs of dead loco.
5. Put the direct brake controller (SA9) in “Release” position in both cabs of dead
locomotive
6. Drain the Main and Aux. reservoirs of dead locomotive completely. After draining
out, close the drain Cock of main reservoir and aux. reservoir
7. If loco brake in the dead locomotive is not released, which can be verified by
observing the BC pressure gauge, then release the same in the following steps.
a. Manual handle of distributor valve at pneumatic panel should be operated
manually to release control pressure. BC pressure shall automatically vent
through D2 relay valve to release loco brakes.
b. In case residual BC pressure remains in brake cylinder line, the BC pressure
should be released through bogie isolating Cock of both bogies. Make bogie-
isolating Cocks in ‘Normal’ position after releasing the BC pressure
8. In the dead locomotive, ensure isolating Cock position in the pneumatic panel as
follows. (Towed dead):

47 74 70
136
Cock (Dead (Emergency/ (E-70 Brake
(Feed Pipe)
Loco) Vigilance) Pipe)
Position Open Closed Closed Closed
9. Connect BP pipe of the dead loco to the BP pipe of working loco and open BP angle
Cock of both the locos. The aux. reservoir on dead locomotive will get charged
from BP supply of the working locomotive. Check the BP pressure gauge in the cab
of dead loco. It should show the same pressure as that of the live locomotive (In
case of locos are to be attached on a train having twin pipe i.e. both BP and FP
then FP of both the locos should also connected and its angle Cock should be
opened.)
10. Lock the parking brakes in applied condition. This procedure is safe to avoid brake
binding and condensation of moisture in the parking brake cylinder. It is as under
a. Apply the parking brakes of dead loco by apply push button 30/23.
b. Lock the parking brakes in applied condition.

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c. Release the parking brake of the dead loco by manual operation of parking
brake release handle on each of the four parking brake units. For manual
brake release, first turn the release handle slightly clockwise and then pull till a
sound of locking mechanism is heard.
The parking brake units are fitted on the following wheels:
LOCO TYPE WHEEL POSITION OF PARKING BRAKE UNITS
WAP 5 1 4 5 8
WAP 7 & WAG 9 2 6 7 11
d. If some of the parking brake handles are defective and due to this if not
possible to release manually, then release the same by manually pressing the
“Release” Push Button of the latched solenoid valve No.30 on the pneumatic
panel of the dead locomotive.
11. As parking brakes are locked in applied condition PB gauge will show 0 Kg/Cm2.
12. Double check the release of parking brakes of dead loco by moving the parking
brake unit by hand.
13. Apply auto brakes (A9) in the working locomotive and check that loco brakes on
both the locomotives are getting applied. Then release the auto brake in the
working loco and check that loco brakes are getting released on both the
locomotives. Rear locomotive (WAG-9 / WAP-5 dead) takes about 60 seconds to
release.
14. As a final check, run the coupled loco for about 500 metres and feel for any
abnormal rise in temperature of wheels of dead loco and also check if at
subsequent stop during journey.
15. Remember that in the deal locomotive, the loco brakes takes about 60 seconds to
release after auto brake application from the live loco. Hence after every auto
brake application and release wait for adequate time (minimum 1 minute) for
release of loco brakes in dead locomotive before resuming traction
16. Escorts accompanied dead locomotive should never put BL key in position ‘D’ and
also strictly avoid to energise the dead locomotive.
17. After reaching the destination, before detaching the working loco,
a. Unlock the application plunger of parking brake solenoid valve No. 30.
b. Press the release button of parking brake solenoid valve No. 30. This will charge
parking brake line by 5 kg/cm2.
c. Apply parking brakes on dead locomotive by application plunger of parking brake
solenoid valve No. 30.

C) Hauling dead locomotive fitted with IRAB-1/28LAV-1 brake system by WAP-

5/WAG-9 locomotive
1. Set up the IRAB-1/28LAV-1 locomotives for hauling dead in normal condition.

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2. Connect BP pipe of the dead loco to the BP pipes of working loco and open BP angle
Cock of both of loco and load side. The aux. reservoir on dead locomotive will get
charged from BP supply. Check the BP pressure gauge in the cab of dead loco. It
should show the same pressure as that of the live locomotive (In case of locos are to
be attached on a train having twin pipe i.e. both BP and FP then FP of both the locos
should also connected and its angle Cock should be opened.)
3. Check the release of parking brakes/hand brakes of dead loco by moving the parking
brake/hand brakes unit by hand and observing the clearance between the brake
blocks/pads and the wheels wheel disc.
4. Apply auto brake (A9) in the working locomotive and check that loco brakes on both
the locomotives are getting applied. Then release the auto brake in the working loco
and check that loco brakes are getting released on both the locomotives.
5. As a final check, run the coupled loco for about 500 metres and feel for any abnormal
rise in temperature of wheels of dead loco and also check if at subsequent stop
during journey.
6. After reaching destination, before detaching the working loco, apply parking
brake/hand brake on dead locomotive.

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QUICK BITS & INSTRUCTIONS IN 3 PHASE LOCO:

1. Manual isolation of bogie can be done using switch no 154 without switching of
CE. However, to bring back isolated bogie in to service, CE off &CE on duly
normalizing the switch no 154 position.
2. The modified procedure of bogie isolation:
If the loco is running: Bring the throttle to ‘0’ position, Open the VCB.
Ensure Node No. 550, Keep switch No. 154 in required position, Required
bogie will be isolated after 10 seconds.
If the loco is stand still: Bring the throttle to ‘0’ position, Ensure Node
no.590, Keep switch No. 154 in required position, required bogie will
be isolated after 10 seconds.
3. To change the position off switch: 160, ensure Throttle on 0, loco/train is Dead
stopped and Reverser on 0.
4. To change the position off switch: 152, before operating this switch, TE/BE
handle should keep in 0 position.
5. For resetting of MCBs in HB-1& HB-2, VCB trip, reset MCB, close VCB.
6. For resetting of MCBs in SB-1& SB-2 (Except 127.92 for Speedo Meter, 310.1/1
& 310.1/2 for head lights, 310.7/1 for marker lights.) CE off reset MCB CE on.
7. For MCBs 127.92 for Speedo Meter, 310.1/1 & 310.1/2 for head lights, 310.7/1
for marker lights, VCB trip reset MCB close VCB.
8. In case of angle transmitter going defective, immediately switch over to manual
mode using switch 152 in running condition, there is no need to stop.
9. In case of Harmonic filter isolation, speed restrict to 40kmph, in case of light
load, isolate bogie -1 by 154, to bring harmonic filter in to service CE off and on
required. If harmonic filter came in to service can work with normal speed.
10. While on run, if bogie meter suddenly not respond, LP should trip VCB and
reclose VCB.
11. While on run, if reduction in traction effort with LSP without any proper reason,
isolate bogie-2, work up to convent place, switch off CE and switch on CE ,to
bring isolated bogie in to service.
12. While on run, if bogie isolated without any message, at convent place, switch off
CE and switch on CE, to bring isolated bogie in to service.
13. While on run, after two or three attempts of reclosing of VCB while attending
any fault, bogie may get isolated, at convent place, switch off CE and switch on
CE, to bring isolated bogie in to service.
14. While working with MU, if leading loco fails ,with TRAILING MODE operation can
clear section with leading loco only.( by keeping 154 switch of leading loco in
I+II position , VCB of rear loco can be closed from front loco itself to clear
section but leading loco CHBA will not work)

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15. In IGBT locos, TM can isolate individually by the system, in case of Short circuit
in TM, Single phasing in TM etc instead of truck Isolation.
16. In IGBT locos, Due to space consistent the message for isolation of TM will be
display in F04 & F05 subsystem fault messages.
17. In IGBT locos, for traction converters (SRs) Electromagnetic
Contactors are provided. In Place of electro pneumatic contactors
Of GTO locos, Pneumatic COCs for SR1and SR2 will be closed
Position in Pneumatic panel.
18. In IGBT locos, SRs are cooled by water coolant Instead of oil, Water level
Sensors are provided in some locos, if water level decrease below Sensor level
concern SR will isolate with message numbers as
F0206P1/ F0306P1.
19. In IGBT locos, ensure 3 way coc in proper position if provided for SR.
20. In some of the IGBT locos, water coolant pump provided in side SR.
21. In TPWS loco, ensure Battery control switch should in OFF position , TPWS
Isolation switch should be in ON position in on TPWS unit , Pneumatic
isolation cocs in closed condition in both Cabs, provided under the driver brake
controller (A-9) on the FITL interface unit (one window is provided for opening
and closing of this coc ).
22. In Dropler Rador provided locos, if any sudden dropping of TE/BE , on bridges
experienced , isolate concern dropler rador breaker.
23. In case of any transformer pump not working, work with 70% of maximum
TE/BE.
24. Automatic switching of corridor lights after 10Min of loco shut down, to avoid
battery discharge , if required corridor light ,BL key should can keep in “C”
mode.
25. In case of “OHE failure” for short time, in loco un manned condition leads to
battery discharge through continuous working of MCPA.
26. Any fault message should not be acknowledge without read and note down.
27. MCB 127.7 in SB2, to be checked first during brake electrons failure.
28. Continuous using of sanders leads to MR pressure dropping.
29. Timely action to P2 message, avoid failure of loco with P1 message.
30. Pressure drop in MR, May due to VCD may activated, ensure no VCD action.
31. Pressure drop in MR, May due to AIR DRIER defective, isolate AIR DRIER and
try.
32. Pressure drop In MR, may due to ULs or ADVs air leaking, in such case:
a) Close VEUL and ADV coc near battery box if provided.
b) Disconnect cable no 26 near C3W valve in pneumatic panel.
c) In case KNORR ccb-2, close VEUL coc in pneumatic panel.
33. Pressure drop In MR, ensure there is no leakage in AFI indicator glass.

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34. Ensure “ZBAN” switch is in normal position after changing. Whenever BP drops
with fault message ”F1004 P1”, check the ZBAN switch
35. Check “ZTEL” if TE is not getting more than 300KN( wag-9)
36. For switching of CE, Keep A-9 to emergency, to avoid MR dropping.
37. For resetting of VCD, keep A-9 to full service, to avoid MR dropping.
38. In case of speed not increasing, more than 1kmph/creeping, isolate bogie-1 or
bogie -2 as per DDS message. (In IGBT locos the system can isolate defective
TM).
39. In case of speed not increasing, more than 10kmph, tap 269.1& 269.2 pressure
switches near pneumatic panel.
40. In case of speed not increasing, more than 15 kmph, ensure 160switch in
proper position.
41. If loco brakes not releasing, close and open 94 coc and try, in knorr-ccb2 brake
locos press and release test switches 16 and 20 in pneumatic panel.
42. In case of VCB not close, try to trouble shoot by isolating bogie one by one.
43. In case of voltage out of limit message, check PT fuse or by isolating one bogie
as per DDS message.
44. For changing of PT fuse, lower panto and change the PT fuse.
45. In case BL key giving trouble, try by pulling key up slightly.
46. BPCS switch should not be pressed for more than 5Sec. It shall give switch
struck up message and became non functional.
47. VCUs modified locos, in case of messages like F1301P1, F1302P1,
F1401P1, F1402P1, cab will not isolate, with precautions can work from
Same cab.
48. Isolate SR-1 and SR-2, by 127.1/1 or 127.1/2, in case of faults like F0104P1,
F0107P1, and F0107P2.
49. If regenerative brake fail on run, press PVEF and apply A-9 .FOR application of
brakes and to avoid wheel skidding.
50. In cooling mode if VCB trip, check OCR and TFP OIL flashes.
51. If OCR acts second time CE OFF automatically.
52. OCR is provided with Mechanical Locking Type.
53. In case fault message with F020101 P1, F0301P1, if need CE off, switch on CE
after 5 minutes only.
54. Resetting of VCD , press BPVR after, For WAG9/WAP7 -160sec,.for
WAP5-120sec, for knorr locos-120sec, for knorr CCB-2 locos-32sec.
55. If any repeated tripping of MCB in HB-1 or HB-2, like both OCB breaker trip, try
by isolating concern auxiliary converter.
56. Before moving the loco (Dead/Working) ensure loco brakes and parking brakes
are fully released

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57. If CE not getting on, CE can on by pressing 126 and 218 contactors knobs in
SB1 panel.
58. If MCPA not getting on, MCPA can start by pressing 48.2 contactors knob in SB2
panel.
59. If PANTO not gets raised, PANTO can raise by pressing 130.1 relay knob in SB2
panel.
60. If VCB not getting close, VCB can close by pressing 136.4 relay knob in SB1
panel.
61. If HEAD LIGHT not working, ensure 310.1/1 or 310.1/2, not in tripped condition.
62. If HEAD LIGHT not getting on , H/L can on by pressing 338.1 or 338.2
contactors knob in SB1OR SB2 panel respectively.
63. If CE not getting OFF, open 112.1 breaker.
64. If any trouble un able to rectified, before asking relief loco, try from rear cab, try
by changing panto, try by isolating one bogie, if not success then ask for relief
engine.

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RNG-34 FIRE
Introduction:
Fire is the combustion of any flammable material that can burn with the help of oxygen
and heat as a result of which a chemical reaction takes place with smoke and heat.
To develop a fire 3 elements are essential.
1. Combustive material.
2. Air/Oxygen
3. Ignition temperature.
By removing any one of the above the fire can be extinguished.

CLASSIFICATION OF FIRES:

Fire is classified in to five groups.

1. 'A' class fire (carbonate fire ) example: wood, paper, textiles , straw etc.
2. 'B' class fire (liquid fire) example: oils, tar, grease, paints, etc.,
3. 'C' class fire (gas and chemical fire) example: vessels containing gas, chemicals containing
sulphur,
4. 'D' class fire (metallic fire) example: zinc aluminum, potassium and magnesium
5. 'E' class fire (electrical fire)

In AC locos DCP/CO2 type fire extinguishers are provided.Loco crew should ensure
the following items regarding fire extinguishers.
1. Full indication
2. Expiry date
3. Seal / Nozzle intact.

FIRE TRIANGLE:

 To extinguish a fire, it is necessary to remove one or more of the three components of

combustion. Removing any of these will not allow combustion to continue. Firefighters
work by Limiting exposure of fuel that may be ignited by nearby flames or radiant heat
 Containing and extinguishing the fire
 Removing debris and extinguishing all hidden heat to prevent rekindling

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Firefighters' goals are to save life, property and the environment. A fire can rapidly spread and
endanger many lives. To prevent fires from starting a firefighter's duties include public
education and conducting fire inspections.

Types of Fire Extinguishers

There are different types of fire extinguishers for different types of fires. The commonly used
types are described below.

Soda – Acid fire Extinguishers :This is used for ‘A’ class fire only. This type of extinguisher is
cylindrical or conical shape. Inside it, above a solution of soda and water, is small glass flask
containing sulphuric acid . When the extinguisher is inverted the acid mixes with the solution
and reacts with soda to generate carbon dioxide gas pressure then forces the solution out of the
hose .It can extinguish fire which is up to a about on the way from the fire extinguisher. It is
suitable for fires of wood, cloth, Papered .But unsuitable for petrol, oil, sprit and electrical fires.

Carbon Dioxide Extinguishers: This type of extinguishers has a horn like nozzle and is
therefore, easily distinguished from other types. It contains liquid carbon dioxide forms flakes that
vaporize and blanket the fire. It is used to extinguish electric fires and fires involving liquids. It is
effect against small surface fires and not use in the open air. These type fire extinguishers are used
in 3Ø locos.

Foam Extinguishers:This type will put out the fire by blanketing method. It is used for ‘B’ class
fire only. Form extinguishers are used against inflammable liquids and small fires in solid they
cannot be used against electrical fire as both water and foam electricity. A foam extinguisher
contains water, sodium bicarbonate, an agent for strengthening the foam and a phial containing
aluminum sulphate powder. When mixed they form a foam of CO2 bubbles. All the foam type file
extinguishers should be operated in turn over type position only.

Carbon-tetrachloride Extinguisher (CTC):It comprises a cylindrical metal container containing

carbon tetrachloride liquid. When release fire. It is suitable for electrical fires but it should not be
used in enclosed places as the vapour is poisonous.

Dry Chemical Powder extinguishers (DCP):This type of extinguishers put out the fire by
smothering or blanketing method. This is used for B,C,D& E class fires. This should be operated
in upright position only. (97% Sodium carbonate +one 1/2 magnesium streeke +1% magnesium
carbonate +one ½ dry calcium phosphate = dry CO2). These type fire extinguishers are used in
conventinal locos.

Precautions to be taken for extinguishing fireby using DCP Fire

extinguisher:
1. Trip DJ, switch off battery and take necessary safety precautions as soon as fire/smoke
emission is noticed. Stop the train at once.
2. Remove the seal and clamp of the fire extinguisher.
3. Try to find out the base of the fire.

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4. Hold the nozzle and aim towards near to the base of the fire.
5. Hit the operating knob and ensure that the powder is sprayed properly.
6. Ensure the fire is fully extinguished and it is cooled.
7. After extinguishing fire, isolate the fired equipment from the circuit.
8. Check the banding failure in case of traction motor is fired.
9. If fire is not controlled with fire extinguishers, inform to fire brigade through control
and detach the fired loco from the formation with safety precautions.
10. Protection should be carried out as per G & SR.

Fire prevention methods in Locos:

1. Spillage of oil from exhauster and compressor can be avoided by using proper funnel
while topping of oil.
2. Cleaning of locomotive interior (driving cabs, corridors and HT cubicles) during minor
schedules and also the oily areas.
3. Arc chutes should be fixed properly to the contactors.
4. Under frame / bogies should be cleaned properly to avoid fire during heavier
application of brake which results spark from brake blocks (melting pieces of brake
blocks).
5. Adhering the proper maintenance instructions strictly i.e. SMI’s & TC on TFR, GR,
TMs etc. Actual rating of fuses to be used to avoid short circuit.
6. Insulate the bare portion of the conductor if available. Use proper tool for crimping to
avoid loose contacts.
7. Cleaning of Air Filters shall be carried out on schedules.
8. Proper care should be taking during schedules to avoid foreign bodies line metal pieces
/ nuts/ any small tools in SL & TMs.
9. Ensure frequently the transformer oil for any abnormal rise/color change during
isolation of MPH/MVRH.
10. Whenever air flow relay is isolated, the function of concern auxiliary motor to be
ensured physically at short intervals.
11. Wedging of Q-118, Q-44 only in unavoidable cases.
12. Check RGR for any over heating during manual control of GR.
13. Watch HT compartment, SL, TM and auxiliary motors carefully after bypassing safety
relays and especially HOBA in OFF.
14. Ensure safety relays for NO tension indication also and check TFP/GR safety valves
for any oil splash.

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15. While working multiple, if DJ tripping in rear loco is experienced the relay target of rear
locos must be checked before re-closing DJ whatever may be condition.

Items to be checked up after the fire in a loco:

1. Position of MP and GR.
2. Condition of DJ, Locked or open.
3. Condition of relays, QLM, QRSI 1 &2 , QOP 1 & W, QOA and QLA.
4. Condition of HOBA, HQOP-1 & 2, HQOA
5. Condition of fuses
6. Condition of CGR 1,2 & 3, RGR & Arc chutes
7. Line/shunting/EM Contactors.
8. Condition of contactors whether found in wedged or welded
9. Sign of over heating or loose contact at the terminal points.
10. The location of globules are found or formed
11. Area/Zone where the damage to the locomotive is extensive due to fire
12. 25 KV bushing burnt after burst /simply burnt.
13. TR oil splash/oil in the conservation
14. GR oil splash / flash over the taps
15. Condition of the electrical equipment, RSI/Aux. motors/SL/TMs/Bus bars/CTF 1,2&3
/ J1, J2 flash marks.
16. Condition of the brake blocks – over heating, melting, search for molten pieces of the
brake blocks.
17. Fire took place during RB – Check DBR resistance /THRM relays.
18. Inflammable material like jute, rubber etc.
19. Abnormality if any already entered in the lob book.
20. Number of fire extinguishers available : ………..
Used by Loco Pilot : ………..
Found any defective : ………..
21. Take the statement of the crew / any others traveling on the cab.

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RNG-35Traction Distribution
Introduction:
Electrical way and works means the traction installation over head equipments and other
connected works are provided on the electrical section of the railway. Electrical equipments means
by any apparatus is used for generation and transmission or utilisation of electrical energy.
General Arrangement of Power Supply:
The state government supplies 132kv of ac supply to traction substation, where 132kv
supply will be stepped down to 25kv and fed to over head equipment. each TSS will supply 38
KMs to 50 KMs. Each TSS will be supplied with two different phases and will have two step
down transformers one is for stand by interrupters in section are operated from remote control
centers (TPC). Single-phase 25KV, 50HZ is used for running of trains.
The power is received from the supply authorities at individual traction substations. It is
stepped down to 25kV through single phase transformer. The primary is connected to any two
phases of 132kV /220kV supply system and in the secondary side, one terminal of the 25kV is
connected to OHE, the second terminal is being solidly earthed and connected to the running rails.

SP:(Sectioning and paralleling post)

It is a supply control post situated midway between two feeding points at the neutral section and
provided with 2 no’s bridging and 2 no’s paralleling interrupters.

SSP:(Sub-sectioning and paralleling post)

It is a supply control post where sectioning and paralleling interrupters are provided. In SSP total 3
no’s interrupters are provided 2 no’s sectioning interrupters, 1no.paralleling interrupter.

Elementary section: The smallest section of OHE which can be made dead manually by opening
the isolators only.

NEUTRAL SECTIONS:

Asthe supply of 25kV, 1-, 50Hz traction load causes imbalance on the 3-
loads and distribution of the grid authority; adjacent substations are connected in cyclic order of
two different phases to minimize unbalancing. To prevent bridging of two different phases by
passing pantograph, it is necessary to provide electrical discontinuity with mechanical continuity.
Neutral section is provided midway between two substations which is electrically isolated from
any of the section. Neutral section permits smooth passage of the pantograph from one section to
other. The function of neutral section is to avoid short-circuiting between different phases.

These are three (3) types.

1. PTFE [poly tetra floro-ethylene ] : length of 4.8 meters.
2. Conventional type : length of 41 meters.
3. Section insulator type: length differs as per requirement.

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N/S warning Boards:

Location of neutral section:

 Overlap type avoided in suburban and heavily graded sections (heavy traffic).
 Located away from stop signal and level crossing , should be on tangent track.
 If provided before stop signal should be at a sufficient distance so that negotiating train does
not overshoot the signal.
 Neutral section if provided after signal should be at a distance, that train pick up sufficient
speed to negotiate neutral section.
 Short neutral section with s.i. type should be avoided on mainlines.

Location of short Neutral Section(SI Type)

If provided on mainline:-
400 mts beyond signal.
and 600 mts in front of signal.

Location of PTFE Neutral Section:

In tangent track after signal = 400m, before signal =200m.

In gradient track after signal =1600m, before signal =1600m.

Auto Tensioning Device:

The function of atd is to maintain a constant tension in ohe conductors i.e contact wire and
catenary's wire under varying temperature conditions, so that profile of OHE is maintained for
better current collection.

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Types of OHE regulations:-

1. Regulated OHE: - If both ends of OHE is provided with ATD, it is called as regulated OHE.
2. Semi – regulated OHE: - If one end of OHE is provided with ATD , it is called semi-
regulated OHE.
3. Un regulated OHE: - If both ends of OHE is not provided with ATD , it is called un
regulated OHE.

Masts: Mast is a structure used for supporting the OHE. Electrical and mechanical clearances are
achieved by these structures.

Span: Span is defined as the distance between two consecutive OHE structures and is measured in
metres.The shortest span adopted is 22.5m and the longest, depending on the particular
specification of the wind speed zone and the type of equipment, being maximum of 72m.

Anticreep: Anti-creep wire means a short length of steel wire used in the middle of the tension
length of regulated OHE.

Droppers: The satisfactory performance of the OHE depends on the good profile of the contact
wire. Droppers transfer the load of the contact wire to catenary wire and maintain a correct
required profile of the contact wire. The following types of droppers are used in 25kV OHE.
Bond: Bond means an electrical connection between two or more conductors of non-current
carrying metallic parts of traction masts or structures or supports and rails.
Earth: Earth means a connection to the general mass of earth by means of an earth electrode.

Rail-bond: Rail bond means an electrical connection across a rail joint between consecutive
lengths of rails. It is also called a ‘Longitudinal bond’
Cross bond: Cross bond means a bond between two rails of a track or two rails of adjacent
tracks. It is also called a transverse bond.

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Structure bond: It means a bond connecting for non current carrying metallic parts of a traction
mast or structure or support to the traction rail.

TYPICAL SCHEMATIC OF TRACTION POWER SUPPLY FEEDING ARRANGEMENT

INCOMING EHV SUPPLY

(220/132/110/166kv

DP
ISOLATOR
CT

CIRCUIT BREAKER
LIGHTNING
ARRESTER
TRACTION
TRANSFORMER

25 kv
42 kv LIGHTNING
CT
ARRESTER
TO BURIED RAIL &
NEAREST RUNNING 25 kv CIRCUIT BREAKER
TRACK 25 kv CT
25 KV SP ISOLATOR 25 kv SP ISOLATOR
NORMALLY CLOSED 100 kva, 25 kv/240 VLT SUPPLY
25 kv SP ISOLATOR TRANSFORMER
25 kv CT
25 KV/110V PT
25 kv FEEDER CIRCUIT BREAKER
(PROTECTION)
25 kv SP ISOLATOR
25 kv BUS COUPLER
INTERRUPTOR
(NORMAL OPEN)

25 kv INTERRUPTOR
25 kv SP ISOLATOR

25 kv PT
SUB SECTIONING &
PARALLELING STATION (SSP)

42 KV LA STATION TYPE:
HEAVY DUTY

SECTIONING AND PARALLELING POST (sp) S P BRIDGING

SUB - SECTOR SUB - SECTOR SUB - SECTOR INTERRUPTOR

SECTOR

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Stagger:
In order to avoid damage to the pantograph and the OHE, it is of paramount importance that there
should be good current collection at all permissible speeds under all weather and track conditions.
It, therefore becomes necessary that the contact wire should always be within permissible limits of
current collecting zone of pantograph.
On tangent track, the contact wire is normally given a stagger of 200mm at each
support alternatively on either side of the centre line of track.
On curves, the stagger of the contact wire at supports should not exceed 300mm.

Implantation (Setting Distance):

It is the distance between the centre line of track and the nearest face of the mast. The
implantation has been standardised for certain values given below to facilitate cutting of cantilever
assembly tubes to standard sizes.
1. On tangent tracks and for locations on outside of a curve the implantation kept is
normally 2.50m (old), 2.80m (for new sections).
2. For locations, which are on inside of a curve the implantation kept is 2.75m for open
route section.
3. For structures on platforms, the minimum implantation kept is 4.75m.
For portal upright or a mast carrying more than one OHE the setting distance adopted should not
be less than 3.00m

Section insulator:

It is a device installed in the contact wire for insulating elementary sections from each
other while providing a continuous path for pantograph without break of current.

Overlaps:
In the overhead equipment the tension length i.e. the length between two anchor points is
restricted. If therefore become necessary to overlap the overhead equipment of one tension length
and the subsequent tension length for certain distance to allow smooth passage of pantograph from
one tension length to the other. In the overlapping zone , the two OHEs should be minimum 2 m.
Caution boards:
The following are the various caution boards available on OHE mast / area.
1. Neutral section warning boards
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2. Panto lower / raise boards

3. 25kv public safety warning boards
4. Power block working limit boards
5. Caution unwired turnouts boards
6. Electric engines stop boards
7. MRL (maximum rail level)
8. Mast number / kilometer number
9. Telephone tap direction
10. Distance between mast and center track
11. 25kv danger board
12. P/C (Power / Coasting) Boards
13. Jurisdiction Boards

Panto entanglement-causes:

When any broken part of pantograph comes contact in between over head lines or vice-
versa causes

Panto entanglement causes:

1. OHE defects
2. Pantograph defects
3. Track defective
4. Miscellaneous

1. OHE defects:

A. Damaged insulators, cantilever tubes, jumpers and droppers

B. Improper adjustment of OHE at turnouts & curves
C. If ATD drum is not moving properly.
D. Contact wire defective.

2. Panto defects:

A. Spring box failure

B. Improper static force of panto on OHE
C. Missing pins and fasteners of parts
D. Improper leveling of panto pan

3. Miscellaneous defects:

A. Storm
B. Bird hitting
C. Tree branches / foreign material on OHE/ theft of OHE contact/catenary wire

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Duties of Loco pilot during panto entanglement:

1. When driver came to know about panto entanglement, immediately he has to keep ZPT in ‘0’
2. If panto is fully lowered, coast the train and stop at convenient place.
3. If panto is not lowered and damaging the OHE, stop the train immediately
4. Inform to TPC for arranging of OHE breakdown staff.
Use of flasher light at SP/SSP:
1. Whenever emergency feed is extended, flasher light will glow.
2. If driver noticed glowing of flasher light, immediately keep MP in ‘0’, trip DJ and lower
panto and coast the train.
3. After passing SP/SSP keep ZPT in 1, close DJ and resume traction.
4. Assistant Loco Pilot should examine the locomotive as if at neutral section.
5. Panto lower and raise boards also may be provided.
6. If the Loco Pilot is failed to lower, the pantograph will cause to bridging of two phases.

Cantilever - parts:
1. Mast fitting for hook insulator.
2. Stay tube insulator
3. Stay tube arm
4. Stay tube sleeve
5. Tube cap
6. Mast bracket fitting
7. Bracket tube insulator
8. Register arm hook
9. Bracket tube
10. Register arm dropper
11. Tube cap
12. Anti wind clamp
13. Register eye piece
14. Drop bracket assembly
15. Steady arm hook
16. Steady arm swivel
17. Steady arm
18. Contact wire
19. Contact wire swivel clip
20. Catenary wire.

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Duties of Loco crew during OHE break down:

1. Immediately crew should lower pantograph and stop the train.

2. During OHE breakdown, Loco Pilot should inform to TPC for arranging of OHE break
down staff.
3. Mean while he should see that nobody is entering into the dangerous zone.
4. Secure the loco and formation by applying brakes and keeping of sprags and wedges
according to the rules.

Safety rules to be followed in electrified section:

1. Do not approach 25 KV limits directly or indirectly within two meters radius.
2. On line before going on the roof of the locomotive, first ensure power block is obtained by
TRD staff and put Earthing poles both sides of the locomotive, ground the loco and then go
on the roof of the loco.
3. To carry out roof inspection in the shed always check and confirm that the correct isolating
switch corresponding to the line, where the loco is standing is opened by electric shunts
(ET). Ensure isolation switch is properly opened and blade of the earthing heal is properly
engaged in the clip for earthing the OHE.
4. Ensure loco isolating switch handle is locked with personal padlock and retain the key in
the personal custody.
5. Do not direct any part of the body above roof level of loco while changing the head light
bulb.
6. Do not walk in between track under OHE.
7. Do not project any jet of water or foam towards OHE.
8. Do not touch any conductor lying close to electrified line.
9. Do not stretch hand or any conductor on the OHE from a over bridge.
10. Do not enter into HT compartment until such time, the loco is brought to a stand and
grounded.

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RNG-117CARRAIGE & WAGON

TRANSPORTATION CODES FORWAGONS
COMMONLY USED
C 4 Wheeler covered Wagon
CA 4 Wheeler covered for cattle
CJ 4 Wheeler covered for Jute
CE 4 Wheeler covered for Explosives
BC Covered Bogie Wagon
KC 4 Wheeler Open Wagon
BKC Open Bogie Wagon
CRT 4 Wheeler Covered Roller Bearing and Transition Coupling

CRC 4 Wheeler Covered Roller Bearing with CBC

BOX All Welded Open Bogie Wagon

BOXC All Welded Open Bogie Wagon with CBC

BOXT All Welded Open Bogie Wagon with Transition coupling

BOXR All Welded Open Bogie Wagon with Screw coupling

BCX All Welded Covered Bogie Wagon

BCXC All Welded Covered Bogie Wagon with CBC
BCXT All Welded Covered Bogie Wagon with Transition coupling
BOXN All Welded Open Bogie Wagon with CBC Air Brake
BCN All Welded Covered Bogie Wagon with CBC Air Brake
BTP/TP Bogie /4 Wheeler Tank Wagon Petrol
BTK/TK Bogie/4 wheeler tank wagon Kerosene
BTM/TM Bogie/4 wheeler tank wagon Molasses.
BTV/TV Bogie/4 wheeler tank wagon vegetable oil
BTX/TX Bogie /4 wheeler tank wagon liquid chloride.
BWT/WT Bogie/4 wheeler tank wagon water.
BTR/TR Bogie/4 wheeler tank wagon Coal tar
BTS/TS Bogie/4 wheeler tank wagon Country spirit
BTPG/TPG Bogie/4 wheeler tank wagon LPG (Liquid petroleum gas)
BTPN Bogie tank wagon petrol Air brake
BTPGN Bogie tank wagon LPG with Air brake
BFR Bogie Flat wagon Rails
BFK Bogie Container wagon
BKH Bogie Open wagon Hopper
BOI Bogie Condola wagon
BOY Bogie open Ore wagon
BOBY Bogie Hopper wagon with centre&side discharge
BOBR Bogie Hopper wagon with Rapid discharge
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BFU Bogie well wagon

MBFU Bogie well wagon Military
BWL Bogie well wagon
BWS Bogie well wagon 132 Tons
BWH Bogie well wagon 91.4 Tons
BWT Bogie well wagon 81.28 Tons
BFT/FT Bogie /4 wheeler wagon Timber
FTT Timber truck twin
BOM Bogie open Military
BVGT Guard Brake van with Transition Coupling
BV Guard Brake van with Screw Coupling
BVZC Guard Brake van with CBC & Air Brake System
BCW Bogie Bulk Cement wagon
BRN Bogie Flat wagon open with Air Brake.
MBC Meter gauge Covered Bogie wagon
MBKC Meter gauge Open Bogie wagon
MBTP Meter gauge Bogie Tank wagon Petrol
KF 4 wheeler Open Flat
KL Low side 4 wheeler Open wagon
KM 4 wheeler Open Wagon Military

Wedges

CASNUB BOGIE-PARTS
Bogie construction: - The bogie comprise of two cast steel side frames and a floating
Bolster. The bolster is supported on the side frames through two nests of springs. This
also provides a friction damping proportional to load. Fabricated mild steel spring plank

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connects the side frame to maintain the bogie square. This bogie is fitted with tapered
cartridge roller bearing axles.

WHEEL: The movement of rolling stock on track is possible with the help of wheels. A
wheel set is an assembly mainly of two components wheel discs on both sides of axle.

AXLE: It is the most vital component of Rolling stock through which the whole weight of
the body passes to the Rails. The axle box is also mounted on the journal of the axle.
Axle boxes used on ICF coaches are with spherical roller bearings.

PARTS OF THE AXLE: -1) Journal 2) Shoulder 3) Wheel seat 4) Axle centre

STANDARD AXLES USED ON INDIAN RAILWAYS: -

BG -13 t axles - used in BG Non AC coaches.
16.25t axles - used in BG AC coaches
20. 3t axles - used in BG DHMU/EMU motor car coaches.
16.3t axles - used in BG 4 wheeler wagons.
20. 3t axles - used in BG wagons of UIC bogies.
22. 9t axles - used in BG wagons of CASNUB bogies.

CENTRE BUFFER COUPLER (CBC):- Box type bogie wagons and all other wagons
provided with center buffer couplers to sustain heavier draft and buffing loads. These
CBC’s serve dual purpose of draft gear as well as buffing gear.

The parts of CBC are:-

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1. Coupler body
a. Knuckle
b. Knuckle pin
c. Locking piece.
d. Knuckle thrower
e. Lock lift lever
f. Toggle

2. Operating bar
3. Striker casting
4. Yoke,
5. Yoke pin
6. Yoke pin support plate
7. Yoke support plate
8. Draft gear RF-361/MK-50
 CBC height from rail level – Max 1105 mm when Empty
Min 1030 mm when Load

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vent type vent type

SCHEMATIC LAYOUT OF TWIN PIPE GRADUATED RELEASE AIR BRAKE SYSTEM

Note: Pressure gauges are installed only in guard’s brake van.

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Differences - single pipe & twin pipe:

Sl
Single pipe Twin pipe
no.
1 BP pressure is charged not only in BP. One pipe is meant for BP pressure
Pipeline but also in auxiliary reservoirs. charging, another one is meant for
charging auxiliary reservoirs (2 no’s).
2 After application and release, for recharging It will not take much time for recharging.
it will take time.
3 Brakes releasing time is more. Brakes releasing time is less.
4 If BP iron pipe is damaged, no alternative If any one pipe is damaged can work the
procedure and remaining stock to work with train with another pipe by conversion.
out brake power.
5 Since FP is not available auxiliary Since FP pressure is 6kg/cm2, auxiliary
Reservoir will have 5kg/cm2. reservoir will have 6kg/cm2 of pressure.

Charging Of BP/FP Pressure:

The brake pipes of all coaches / wagons are to be connected with the flexible air
hoses and then to the brake pipe of locomotive. All the angle cocks to be kept in open
position but front angle cock of leading loco and the rear angle cock of brake van, or last
vehicle to be in closed position. The compressed air from the loco through hose
assemblies and cut off angle cocks of successive wagons, charge brake pipe through out
the train length. In individual wagons the compressed air, after passing through the dirt
collector for the filtration, charges the auxiliary reservoir through DV. During charging the
DV also keeps the brake cylinder pressure vented to atmosphere thus keeping the brake
release.

No. of wagons Loco L.V/B.V

Up to 56 wagons 5.0 Kg/cm2 4.8 Kg/cm2
More than 56 wagons 5.0 Kg/cm2 4.7 Kg/cm2

Similarly the feed pipes are also to be connected. Feed pipe is charged with
6.0kg/cm2 and brake pipe with 5.0kg/cm2 air pressure throughout the length of the train.
In the rearmost brake van a minimum feed pipe pressure of 5.8kg/cm2 and brake pipe
pressure of 4.8kg/cm2 should be recorded. In this condition the brake cylinder is
connected to atmosphere through exhaust port, so that pistons will remain in release
position.

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Brake application:

For applying the formation brake, Loco pilot operates A9 valve handle to
application position in the loco and reduces the BP pressure in four graduated steps.
According BP droppage in loco BP reduces in all wagons/coaches. At that time in DVs AR
port will connect to BC and 2.5 times or maximum 3.8 Kg/cm2 pressure will enter into
BCs and apply brakes.

Brake Release:

When the loco pilot keeps the A9 handle to release position, 5.0kg/cm2 BP
pressure will be recharged. So the DV will assume normal position and the auxiliary
reservoir will be disconnected from the brake cylinder and brake cylinder pressure will be
exhausted out through the exhaust port in DV causing the brake cylinder piston drawing
inward due to the action of releasing spring. Thus all the brakes will get released.

Distributor valve:
It is the most important functional equipment of the air brake system. It senses
the variation in B.P pressure and functions automatically to application as well as release
of the train brakes.
The DV assembly consists of the following.
a) A common pipe bracket.
b) control reservoir
c) D.V with isolating cock and manual release handle.

All Pipe connections to DV are given through common pipe bracket. It remains on the
wagon / coach when D.V is removed for repair and maintenance purpose without
disturbing the pipe connections. The sensitivity of D.V is 0.6 kg/cm2 in 6 Sec. The
insensitivity of DV is 0.3 kg/cm2 in 60 Sec.

The D.V isolating cock handle in vertical position indicates that the DV is in
working and if the handle in horizontal position indicates isolated position of DV. A
manual release handle is provided at the bottom of the DV, the brake in a particular
wagon / coach can be released manually by pulling this handle towards any side. Now
the air from the control reservoir will be vented out and subsequently the brake cylinder
pressure will be connected to exhaust through the DV and thus the brake will get
released.

Attaching of loco and coupling of air hoses:

The loco pilot should ensure the following before attaching the locomotive to the
train.
a) B.P. Pressure should be 5.0kg/cm2.
b) The coupling heads or palm ends should have locking pins, grooves and MU
washers-without damage.

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c) The palm-ends of the feed pipe and brake pipe are opposite design. So they can
not be coupled together.
d) The F.P palm ends are painted white with letters FP engraved on it.
e) The brake pipe palm ends are painted green with BP engraved on it.
f) Attach the loco on formation and secure the coupling.
g) Couple the air hoses BP to BP and FP to FP and open the cut off angle cock on
formation side first, then on the locomotive.

Checking Brake power:

1. Apply brakes by destroying BP.
2. Check all brake cylinders in Wagons and ensure the piston stroke in empty
position are 85mm ±10mm. Loaded position stroke are 130mm ±10mm.
3. Wagons with inoperative brake cylinders should be marked.

4. Ensure the brake blocks of each wagon are touching the wheels.
5. Release the brake and ensure that the brake blocks are away from the Wheel.

Passenger emergency alarm system:

An emergency alarm actuator is fitted on the end wall of each coach and is
connected through a passenger emergency valve to the brake pipe. When a passenger
pulls the alarm chain the actuator operates the passenger emergency valve to connect
brake pipe to exhaust resulting in brake application. The cam-operated limiting switch is
provided to signal the Loco pilot regarding alarm chain pulling; this signal operates a
buzzer and also gives a light indication in the coach. A choke (4mm) hole has been
provided in the passenger emergency alarm actuator of each coach.

The guard of the train can also apply brakes through the brake van valve provided
in the brake van. A choke of 5mm hole has been provided in the guard brake van valve.

Maintanance of air pressure

Engine SLR/B.Van
Air pressure required BP FP BP FP
For all Express&Passenger Trains 5 kg/cm2 6 kg/cm2 4.8 kg/cm2 5.8 kg/cm2
Up to 56 Wagons 5 kg/cm2 *** 4.8 kg/cm2 ***
More than 56 Wagons 5 kg/cm2 *** 4.7 kg/cm2 ***

Vac.levels BG MG
Engine B/Van engine B/Van
Goods Trains 46 cms 38 cms 45 cms 30 cms

Trouble Shooting

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Bye-passing wagon / coach when BP iron pipe is broken:

When BP iron pipe is damaged in a wagon work the train as follows.

1. Close BP angle cock in front side of effected wagon and rear side of the good wagon towards
loco.
2. Release the formation of the rear portion, manually.
3. Clear the section carefully.

When BP iron pipe is damaged in a coach

1. Close BP angle cocks in either side of effected coach.

2. Connect BP/FP special made kit between BP and FP hoses in either side of the coach.
3. If no such kit is available connect BP hose of the before coach to FP hose of the effected
coach, by changing their complete hoses. Similarly, connect FP hose of the effected coach to
BP hose of the next coach.
4. Close FP COC of loco and first coach.
5. Work the train with single pipe.

When FP iron pipe is damaged in a coach

1. Close FP COC of loco and first coach.

2. Work the train with single pipe.

Occasions for isolating DV:

1. DV is malfunctioning.
2. Heavy air leakage from DV or brake cylinder. After isolating DV ensure the brakes are fully
released.

Brake Binding:

In case of brake binding in an air brake formation following checks should be done.

a) Check the BP pressure and ensure it is created 5.0 kg/cm2 in loco & 4.8 kg/cm2 in the
brake van.

b) In case of loco change or reversal of locomotive, brake binding may occur for the entire
train due to difference in brake pipe pressure setting in different locomotives. In such cases
all the vehicles in the formation may be released by pulling the manual release handle
provided in DV. Check and arrest the leakage in brake pipe pressure (if any).

c) Check and ensure the DV isolating handle is kept in vertical position. If any distributor
valve is kept isolated ensure the brakes are in released condition by pulling the manual
release handle.

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d) Check the position of the brake cylinder piston whether it is projecting out or drawn fully
inside. If brake cylinder piston is projected outwards check whether the hand brake is in
applied condition, if so release it.

e) If the brake binding is due to the mal-functioning of distributor valve, isolate the DV by
operating DV isolating COC & ensure the brakes are released by pulling the manual
release handle. Gently tap the piston rod to ensure that the piston is not struck up.

f) If the brake binding is caused due to air trapped in brake cylinder, isolate the DV and pull
the manual release handle to ensure the disconnection of auxiliary reservoir from brake
cylinder and then carefully remove the dummy nut provided at the bottom side of the brake
cylinder to vent out the trapped air. After the air is completely vented out re-fix dummy nut
in position and make necessary remarks in BPC.
g) If the brakes are binding even though the brake cylinder piston is fully released check load
empty box for correct position.

h) In case of coaching stock, drain out the AR duly closing the isolating COC.

Incase of loco failure:

In case of a vacuum braked train if loco fails or exhauster stops the train brakes will get
apply automatically due to reduction of vacuum by normal leakage. But in air brake train in such
occasions train brakes will not get applied automatically due to normal leakage of air pressure,
because of the insensitivity range of distributor valve. So the Loco pilot should apply train brakes
to emergency position in case of loco failure while working air brake trains to ensure adequate
brake application in the formation. If the train is likely to be detained ensure hand brakes of the
formation also applied to extend of rules.

General defects in Air Brake system:-

Air hose defects:-

1. If the M.U washer in the palm end of air hose is cut, perished or not seated properly leakage
of air take place – M.U washer to be replaced /attended
2. If the locking pin of palm end is broken the pipes get uncoupled automatically- Replace air
hoses.
3. Leakage in Air hose due to perished or porous Air hoses – Replace air hose

Cut off angle cock defects:-

1. If the cut off angle cock handle not open completely leakage take place – Open cut off
angle cock completely.
2. If the cut off angle cock spindle is worn out or the compression spring is weak leakages take
place. - replace cut off angle cock.

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If brake grip seal joints and cut off angle cock joints are loose leakage take place. - Tighten
up/Attend properly.

Distributor valve defects

Branch pipe grip seal joints leaking - attend by tightening properly.

Brake binding.

Poor brake power.

Causes of brake binding:-

1. Local application of brakes – If the leakage of Air pressure on formation is of 0.4 kg/cm2 or
more local application of brakes will take place.
2. Leakage through Engine brake pipe while on run.
3. Brake cylinder piston jam.
4. Hand brake in ‘on’ position.
5. S.A.B Defects.
6. Brake beam bent.
7. Empty Load devise handle kept in load position when wagon is Empty.

Preventive measures for brake binding:-

1. Ensure there were no leakages in the formation. Min. BP pressure should be available in
Engine is 5 kg/cm2 and in rear SLR/BV should be 4.8 kg/cm2 up to 56 BOXN wagons and
4.7 kg/cm2 if more than 56 wagons.
2. Ensure manual release before starting the train.
3. Ensure there was no leakage from Engine Brake pipe.
4. If brake cylinder piston not goes inside isolate DV handle and pull QRV (Quick release
valve) for manual release.
Still brakes are not released do the following

In case of a wagon – Remove dummy plug of BC. Still not released, SAB is to be rotated anti
clock wise to lengthen the pull rod. If it is not feasible remove any brake gear pin.

In case of (BMBC) Bogie mounted brake cylinder coach – Isolate the isolation cock of BC
which is having went hole feature or other wise unscrew flexible hose. Then air from BC will
went out and brakes will be released. If piston still not goes in, remove the brake gear pins of
floating links of each wheel and ensure brake blocks are loose on all 4 wheels.

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In case of under frame mounted brake cylinder coach - – Isolate the isolation cock of BC
and unscrew the dummy plug of BC carefully not facing the head in front of the screw then air
in the BC will went out and brakes will be released. If piston still not goes in, remove the
brake gear pin of SAB.
*In all case after ensuring of brake block loose on wheel, wheels are to be examined for
wheel skidding marks if any and if they are in permissible limits then wagon/coach can
permitted to run by DV Isolating (handle to be lifted to horizontal position) & close the
isolation cock of FP and drain out AR pressure by opening drain out cock of AR.
5. Examine hand brake and release if it is on position.
6.If SAB defect SAB pin to be removed.
7. Ensure brake block loose by removing the brake beam or removing the floating link pin and
then dummy the brake system
8.Empty load devise handle to be kept in load position when wagon gross load is 42.5 tons or
more.

Causes of poor brake power:-

1) No air continuity in brake pipe up to last vehicle due to cut off angle cock in closed position
in between formation.
2) Less air levels in Engine and brake van.
3) Inoperative pistons.
4) Brake gear defects.
5) When wagon is loaded Empty Load box handle kept in Empty position.

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Preventive measures of poor brake power:-

1) Formation all cut off angle cocks to be kept open except last wagon/coach last cut off angle
cock and Engines front one.
2) Arrest all leakages to maintain air levels in Engine and Brake van.
3) All Distributor valve Isolation handles to be kept in open position. And all Brake cylinders
should be in working condition.
4) Brake adjustment to be made according to wheel diameters at palm end or adjusting link.
5) Empty Load devise handles to be kept according to its Load and Empty positions.

Types of brake application:-

1) Minimum reduction:- Reduction of Brake pipe pressure will be of order – 0.5 kg/cm2 to 0.8
kg/cm2.- Used for controlling of trains.
2) Service application: - Brake pipe pressure will be reduced 0.8 kg/cm2 to 1.0 kg/cm2 - Used
for stopping train by controlling speed.
3) Full service application:- Brake pipe pressure will be reduced 1.0 to 1.5 kg/cm2 - Used for
stopping train.
4) Emergency application: - Brake pipe pressure will be reduced 1.5 kg/cm2 to 5 kg/cm2 -
Used during emergency only.

Revised JPO on CBC coaching

1.After berthing the CBC rake on the platform and before releasing the rake by C&W staff the first
five coaches should be in brake applied condition.
2.The loco shall be brought to the same line and to be stopped at 20 meters from first coach and to
move cautiously observing the hand signals.
3.The first coach CBC and loco CBC should be aligned horizontally.
4.The nominated supervisors of C&W and TRSO will ensure the following.

“Vertical gathering between the two CBCs to be within the allowed range. If vertical gathering
range is not within limits, the buffer heights of the loco and the coach should be checked. (i.e.
Limits 1030 mm to 1105 mm). If buffer height of SLR is not within the prescribed limits due to
over loading, the over loaded contents should be un loaded from SLR in accordance with the
extant procedure with the permission obtained from Sr.DCM/DCM of division by Dy.SS.”

5.S.C.Rly. will not apply any lubricant on internal coupler parts of CBC or loco CBC in terms of
RDSO manual No. G80 (Inspection and maintenance of centre buffer couplers for work shop
staff). Since the practice of using lubricant on internal parts is in vogue in electric and diesel loco
maintenance points/loco sheds, thus in case any lubricant / grease is available will be wiped out
by C&W staff before coupling. This instruction of non application of lubricant have to be issued
by RDSO / Rly.board to all zonal railways.

6.The coach CBC is H type and loco CBC is E type. Following procedure to be ensured by C&W
staff.

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a. Remove the tell-tale pin (locking pin) of CBC of coach intended to be coupled.
b. Open the knuckle of CBC of coach wide open.
c. Remove the locking pin of loco CBC intended to be coupled.
d. Open the knuckle of CBC of loco wide open.
e. Align both the CBCs in a line of gathering range.
f. Guide the loco pilot / loco shunter who has stopped loco 20 meters before as in para (2)
through hand signal to proceed with 2 to 3 kmph for coupling.
g. After coupling is made check for the tell-tale of coach CBC cleared (ie. The lock lift is fully
fallen) and lock lift of loco CBC is dropped fully.
h. Ask loco pilot / loco shunter to take notch and test proper coupling of knuckles.
i. Once coupling is ensured provide tell-tale pin in slot (complete in the position) and tie with
GI wire to avoid accidental coming out on run. Provide washer on tail piece followed split
pin. The split pin end to be opened up there after.
j. The locking pin of the locomotive to be placed in position and to be tied up by GI wire to
prevent any accidental falling out.
k. Ask loco pilot to take the notches for checking the proper coupling by pulling apart the
locomotive. Once it is pulled, C&W staff should insert the shims and fix the restrictor as per
RDSO sketch and ensure proper coupling. The shims should be tied with GI wire by C&W
staff.

7. After ensuring proper coupling, the brakes of first 5 coaches should be released by C&W staff.
8. The loco pilot and guard should ensure that required amount of BP & FP air pressures are built up
in loco and rear SLR respectively as under:

BP FP
Loco 5.0 kg/cm2 6.0 kg/cm2
SLR 4.8 kg/cm2 5.8 kg/cm2

The above procedure should be followed at terminating stations as well as at intermediate

stations where the loco is reversed/changed.

All loco pilots and guards should be trained in the working of CBC of locos
as well as coach. For this purpose, working model of coach CBC and loco CBC should be kept at
Technical training centers and ZRTI/MLY. All guards and loco pilots should be in possession of
key for un coupling handle of coach (for emergency usage for un coupling the coaches enroute).
9. The CBC of the coaching stock should be maintained as per RDSO’s maintenance instruction No.
RDSO/2006/ CG/CMI/01 Dated 16.10.2006. The loco CBC should be maintained as per RDSO’s
technical booklet No. G 76.
10. Since the coach CBC is H type and loco CBC is E type which may be contributing towards un
coupling cases, CRSE agreed to examine the possibility of E type CBC coupling being provided in
the SLR’s of CBC rakes to match with the loco CBC.

Freight Train examination

Freight train examination is divided in to four types:-

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1) Intensive examination for C.C rakes (Air Brake stock only):

2) Intensive examination for Non C.C rakes (Air Brake/Vacuum Brake stock)
3) Premier End to End examination.
4) Intensive examination for material trains.

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RNG-118E

TRAIN HANDLING METHODS

INTRODUCTION:

Train Driving is skill based, it is an art. As in any other form of art, the driving also
differs from person to person because the degree of freedom in operation is more to the Loco
Pilot. In this connection, some guidelines for train handling are given as under.

The previous chapters dealt with track, vehicle behavior and traction mechanics. In this
chapter some guidelines for train handling are given.
The train Loco Pilot should feel the following to handle the train smoothly.
 Load hauling (tractive effort).
 Draw bar pull.
 Slackness in the train.
 Break power.
 Condition of Territory

General instructions:
Before starting of the train at originating station/yard

1. Before starting a train, the following air pressure/vacuum settings of brake system are to
be checked:
Air Braked train
Sl On Locomotive On Brake van
Parameter
No. (In Kg/cm2) (In Kg/cm2)
1 Main reservoir pressure 8.0 to 9.5
Brake pipe Passenger 5.0 4.8 to 5.0
2
pressure Goods 5.0 4.8 to 5.0
Feed pipe Passenger 6.0 5.8 to 6.0
3
pressure
Max BC pressure 3.5
Passenger
when brakes are (In WAP-5) 5.0
4 applied Goods 3.5
Max BC pressure
Passenger 0
when brakes are
released Goods 0

2. Check proper coupling of brake pipe and feed pipe of locomotive with trailing stock. For
identification of air pipes, brake pipe angle cock & palm coupling are painted in green
colour and feed pipe cock & angle cock are painted in white colour. FP & BP are written
on palm coupling of feed pipe and brake pipe respectively. In addition, both the
couplings are in opposite directions.
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3. The entire angle cocks of brake pipe and feed pipe of the locomotive and trailing stock
should be open. While hauling single pipe air brake stock feed pipe angle cock should be
in closed condition
4. Supply and apply COCs of A9 automatic brake valve and SA9 independent brake valve
in non working cab should be closed and in working cab should be opened
5. While hauling air brake stock H-5 relay valve should be opened and HB-5 relay air valve
should be closed.
6. Ensure that guard emergency valve / alarm chain pulling, air flow indicator, light
indication and buzzer indication are in working order.
7. C3W distributor valve’s P/G cock should be in proper position as per requirement.
8. Perform the continuity test of brake pipe and feed pipe on the train from leading
locomotive to last vehicle.
9. check that the brakes are applying on the entire train.
10. Release the brakes and ensure that the brakes are releasing on the entire stock.
11. Ensure that brake pipe and feed pipe angle cocks of the last vehicle are closed and their
respective hose couplings are kept on support carrier.
12. Ensure that conjunction brake of locomotive is in working order.

Starting a train after stopping

Do
 Move the brake valve handle to release position.
 Wait for 3 minutes to release the brakes in case of single pipe brake system and 1 ½ minute
in case of twin pipe brake system fitted on trailing stock. Earlier starting if train brakes have
not been released fully may result in excessive force on coupler and brake binding.
 Wait for 6-7 minutes in case of vacuum braked freight train to release the brakes.
 Ensure that air flow indicator white needle coincide with fixed red needle and light &
buzzer is not giving any indication,

Do not
Move the train unless air pressure is achieved as specified above.

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1. Level territory:

General:
Grades of less than 1 in 400 are termed as level territory. Territory of this type does not
produce significant effect on train forces. However, this train forces may increase due to improper
use of MASTER CONTROLLER, automatic brake, independent brake and rheostatic brake. There
fore Loco Pilots while working a train must ensure that.

1.1 Starting A Train:

 Release the automatic brake.
 Take MASTER CONTROLLER to first notch and simultaneously release independent
brake.
 Note the traction ammeter reading and move to second notch, when the traction ammeter
needle is stabilized.
 Like wise move graduator up to required notch duly allowing pauses between notches.
 If the train starts moving in the stretched mode, increase graduator slowly to accelerate the
train.
 Wait until the train has absorbed the power from the present notch position, before taking
another notch.
Note:
 If the train does not move, even after giving maximum current
 Slowly reduce graduator to ‘0’ position.
 Apply independent brake.
 Check brake binding and other reasons for train not moving.

1.2 Accelerating A Train:

 The acceleration of train depends on connected load.
 Traction ammeter can be used as a guide for graduator handling.
 Notch up in the stretch mode to obtain balance speed / desired speed.
 Avoid slack while notching up.

1.3 Negotiating (Steady running):

 Once the desired / balance speed is achieved, adjust the graduator notch to maintain the
speed.
 Frequent adjustment of notch position is not advisable

1.4 Slowing Down:

 Reduce graduator slowly and allow to coast.
 Apply brake to decelerates rapidly
 Either rheostatic brake alone or rheostatic brake with automatic brake can be applied in
slack bunch method.

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 Brake should be applied keeping in view the train speed and the state of slack prior to
initiating action for slowing down brake equipment, train make up and the state of slack
prior to initiate the slowing down.

1.5 Stopping:
 Close the graduator gradually.
 Apply brake in slack bunch method.
 Rheostatic braking in lower speed (less than 30 Kmph) should not be used
 Apply independent brake, after the train comes to dead stop.

 Rheostatic Brake Alone :

 Bring the MASTER CONTROLLER to ‘P’ position
 Ensure LSB glows and extinguished.
 Note the traction ammeter for ‘0’ reading.
 Gradually advance the graduator notch by notch to get desired braking effort.
 After the train speed is reduced to the desired level, gradually bring graduator to ‘0’.
 Note the traction ammeter for ‘0’ reading.
 Release rheostatic brake and resume to power mode of operation.

 Rheostatic Brake And Automatic Brake :

 Apply brakes with small reduction of vacuum / brake pipe pressure in the train pipe by
A9. This will allow rear portion to run smoothly.
 A heavier reduction of vacuum / BP pressure may then be made.
 Conjunction brake is not advised at the speed above 30 kmph to avoid wheel skidding
 Rheostatic braking in lower speed (less than 30 Kmph) is not effective.
 In order to make final stop very smooth the brake application should be gradually
reduced by recreation of vacuum / increasing the brake pipe pressure as the train is
about to come to stop.

Resume to power mode after the train brakes are fully released.

2. Light ascending grade.

General: Grades of less than 1 in 100 and steeper than 1 in 400 are termed as light ascending
grade. Slack stretched method of stopping a train prevents sudden increase in- train forces when
brakes are released. While working a train on light ascending grade, Loco Pilots must ensure.

2.1 Starting a Train:

 Train brakes are fully released.
 Open graduator to one or two notch to hold the train, and then release independent brake.

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 Advance graduator notch by notch duly providing sufficient pause between notches.
 If the wheel-slipping problem is experienced, reduce the graduator position and apply sand.
2.2 Accelerating:
 Advance graduator until sufficient power is produced for train to reach the desired or
balanced speed.
 Keep the train in slack stretch.

2.3 Negotiating:
 Adjust the graduator at the desired / balance speed.
 Keep the train in slack stretch.

2.4 Slowing Down :

 Reduce graduator slowly to keep the train stretched.
 As the graduator is reduced to one or two notch position, train speed will slow down.
 If graduator reduction alone is sufficient apply train brake duly closing graduator to idle.

2.5 Stopping :
 Use graduator reduction method as follows
 Reduce graduator gradually
 After the grade stalls the train, fully apply independent brakes.
 Application of independent brake will allow the slack to stretch.
 Use automatic brake as follows.
 Make minimum reduction application as soon as the graduator is closed.
 Make additional brake application as required.
 Apply independent brake fully after the train comes to dead stop.

3. Light descending grade:

General:
Grades of less than 1 in 100 and steeper than 1 in 400 are termed as light descending grade.
Rheostatic brake can be used effectively to control the train speed. Loco Pilots while working on
light descending grade must ensure.

3.1 Starting A Train:

 Take one notch.
 Release independent brake slowly to stretch the slack.
 Take subsequent notches after the slack is stretched.
 If the in train forces are developed more, use slack bunch braking to control the speed.

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3.2 Accelerating:
 If the train is fully loaded, maintain the slack in bunched state with the help of rheostatic
brake and allow the train to accelerate.
 Improper application of rheostatic brake will cause severe jerk experienced during run.

3.3 Negotiating:
 For loaded train, rheostatic brake can be used for steady running.
 In the above case automatic brake can also be supplemented to control speed.
 For empty train, steady running can be maintained at lower notch position.

3.4 Slowing Down:

 Slack bunch braking method can be used to slow down.
 For loaded train automatic brake can be used to a higher degree than for empty train.

3.5 Stopping:
 Use slack bunch braking method.
 Apply independent brake, after the train comes to dead stop.

4.0 Heavy ascending grade :

General:
Grade of steeper than 1 in 100 is termed as heavy ascending grade. Sudden notching up
may result in excess draw bar pull as such Loco Pilots while working a train, on heavy ascending
grade must ensure.

4.1 Starting A Train:

 Train brakes to be fully released.
 Advance graduator sufficiently to hold the train.
 Release the independent brake very slowly.
 As the train starts moving, notch up gradually keeping a watch on Traction ammeter to
ensure that power at a particular notch is absorbed before moving to next higher position.
 If the wheel slips, reduce one or two notch position and apply sand.
 Once the wheel slip stops, reapply power smoothly.
 If the train does not move, reduce graduator sufficiently to hold the train and apply
independent brake. Then investigate the reason for not moving.

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4.2 Accelerating:
 Advance graduator to higher notch duly observing Traction ammeter.
 Fast notching up may result in high draw bar pull and should be avoided.

4.3 Negotiating:
 Maintain free running in the slack stretched condition.
 When “attacking” an up-gradient, the Loco Pilot shall attain sufficiently high speed at the
foot of the gradient so as to enable him to negotiate the full length of the gradient without
any stoppage en-route,
 Do not change graduator notch position frequently

4.4 Slowing Down:

 Slowly reduce graduator.
 Allow sufficient time between notch positions to keep the slack stretched.
 Control the train speed only by reducing graduator.
 Do not apply automatic brake, except in emergency.

4.5 Stopping:
 Reduce graduator slowly.
 Allow the train to stall in one or two notch position.
 Apply independent brake.
 If automatic brake is applied, the brakes should be kept applied by the automatic brake
valve, till the train actually stops. This will prevent the rear portion from rolling back.
 After stopping of train keep brakes on locomotive and train applied by A9 brake valve. It
will prevent rolling back of train on gradients. Do not leave the train with only SA 9 in
applied condition.

5.0 Heavy descending grade:

General:
Grades of steeper than 1 in 100 are termed as heavy descending grade. Train should be
kept under control by slack bunch method. Load and speed of the train should be carefully
considered to maintain the speed. Loco Pilot while working a train on heavy descending grade
must ensure.

5.1 Starting A Train:

 For loaded train bring MASTER CONTROLLER to ‘P’ position and then release the
independent brake slowly.

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 For empty train, release the independent brake slowly and then apply rheostatic brake
gradually.
 As the train starts moving, apply both rheostatic brake and automatic brake to the required
extent.

5.2 Accelerating:
 Allow the train to accelerate by suitably releasing the automatic brake and rheostatic brake.
 Slack bunch should be maintained to avoid run out.

5.3 Negotiating:
 Allow free run in rheostatic brake mode operation to maintain the slack bunch.
 In order to maintain the train speed on heavy descending grade automatic brake should be
supplemented by rheostatic brake.

5.4 Slowing Down:

 Slack bunch braking method is to be used to slow down.
 Cyclic application of automatic brake is required to keep the train under control.

5.5 Stopping :
 Use slack bunch and cyclic braking method.
 Destroy vacuum / BP pressure partially on trains (passenger / freight)by automatic valve
except in case of emergency stop.
 Application of vacuum / air brakes being increased as the speed comes down.
 When the speed comes down if proportionate brakes are in operation, the train shall be
brought to stop with train and loco brakes ON.
 Heavy application should never be made or the rear portion is liable run in violently and
damage to rolling stock may occur.
 Similarly quick release will cause front portion to run out resulting in service jolts.
 Do not allow vacuum (or) brake pipe pressure to build up to initial level, before the train
comes to dead stop.
 However allow the vacuum or brake pipe pressure in the raising trend, when the train
comes to dead stop.

6.0 Cresting grade :

General :
Grades having long ascending grade followed by along descending grade are termed as
cresting grade. Proper train handling at the peak is very important. Slack in train formation should
be stretched to reduce the sudden change in draw bar forces.

6.1 Starting A Train:

 Fully release train brake.
 Slowly release the independent brake to stretch the slack.

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 Open one (or) two notches gradually to ensure train start moving.
 Gradually open graduator, keeping the stretch.

6.2 Accelerating:
 As the head end of the train crest the grade, the weight of the locomotive and those
vehicles, which have crested, add to the Tractive Effort of the locomotive.
 The weight and resistance of the rear portion oppose the sum of these two effects, which is
still in ascending grade.
 Due to this, draw bar pull is increased to exceed coupler strength at the top of the grade.
 The graduator should be adjusted gradually to avoid excessive draw bar pull.
 When the rear end of the train passes over the crest, the tendency for slack to run-in should
also be adjusted by graduator.

6.3 Negotiating :
 Employing graduator only.
 As loco crest the summit - reduce graduator gradually.
 Further reduce graduator as the remaining portion of the train passes over crest.

 Employing graduator and train brakes.

 Reduce graduator gradually, as the loco with few vehicles starts descending.
 Apply minimum reduction of train brake.
 Make further application of train brake to maintain speed.
 Employing rheostatic brake only.
 Reduce graduator gradually, as the loco with few vehicles starts descending.
 Move the MASTER CONTROLLER to RB side.
 Increase the braking effort gradually to maintain the speed.

 Employing rheostatic brake and train brake .

 Reduce graduator gradually; as the loco with few vehicle starts descending.
 Apply train brakes to minimum reduction.
 Apply rheostatic brake gradually .
 Increase the rheostatic brake effort and train brake effort as necessary to maintain the
speed.

6.4 Slowing Down :

 For train approaching cresting grade.
 Reduce the graduator gradually, as the loco is in the ascending grade.
 Allow sufficient time between notches to avoid severe bunching of slack.
 When majority of train has crested the grade.
 Use rheostatic brake with train brake to slow down.
 Keep the run - in under control by suitably applying train brake.

6.5 Stopping :
 Employing train brake only.
 Close the graduator gradually.
 Apply train brake to minimum reduction.

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 Increase train brake to stop the train.

Note :
 Coupler force at the crest will be more, when the considerable length of train is in
ascending grade.
 Employing rheostatic brake and train brake.
 Use the train brake as stated above, with rheostatic brake.

7.0 Hump territory:

General:
A rapid increase in grade followed by a rapid decrease in grade is termed as hump
territory. The slack condition with in the train will change due to change in speed of vehicles
within the train.

7.1 Starting A Train :

 Release train brake fully.
 Keeping the slack condition in mind, open graduator to first notch and then release
independent brake very slowly.
 As the train starts moving, increase graduator notch by notch duly considering the draw -
bar pull.

7.2 Accelerating :
 Gradually increase the graduator duly considering the slack with in the train.
 Sudden increase of graduator may result in parting.

7.3 Negotiating :
 As the loco starts up the hump, increase the graduator to avoid slack bunching.
 As the loco passes the hump, reduce graduator to reduce slack stretch.
 As the rear portion of the train starts down the descending side of hump, slack will tend to
run - in and then followed by a run-out at the bottom of the hump.
 Higher notch as practicable to be maintained to reduce run-in.
 Lower notch as practicable to be maintained to reduce run-out.

7.4 Slowing Down:

 When approaching a hump, with graduator in power mode --using train brake slack
stretched slow down may be used.
 When approaching a hump with rheostatic brake mode --using rheostatic brake and train
brake, slack bunch slow down may be used.

7.5 Stopping:
Slack stretched method of braking is normally advisable for stopping to avoid harsh
bunching of slack.

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8.0 SAG (or) Dip territory :

General :
Descending grade followed by an ascending grade is termed as sag or dip territory. Train
operating through sag has a tendency for the head and to decelerate when entering a level or
ascending grade, while the portion of the train is still on the descending grade resulting in run-in
of slack. While working a train in Sag or Dip Territory Loco Pilot must ensure.

8.1 Starting A Train:

 Release train brake fully.
 Keep the loco speed slow until the entire train starts moving.

8.2 Accelerating:
 Open graduator gradually notch by notch.
 Sudden notching up will result in parting.

8.3 Negotiating:
 When approaching the sag use train brakes if required, to reduce the train speed.
 Reduce the graduator when head portion descends into the as.
 Just before the head portion, reaches the ascending grade advance the graduator.
 Continue to advance the graduator until the rear portion approaches the bottom of the sag
this will prevent heavy slack run-in from the rear of the train.
 Reduce graduator sufficiently as the rear portion starts damping up the ascending grade to
permit slack to adjust.

8.4 Slowing Down:

 When approaching sag with power mode with train brake, slack stretched slow down may
be used.
 When approaching sag with rheostatic brake mode using rheostatic brake and train brake.
Slack bunch slow down may be used.

8.5 Stopping:
 Slack adjust method of braking is normally advisable for stopping to avoid harsh bunching
of slack.

9.0 Undulating grade:

General:
A track profile with grade changing so often that an average train passing over the track
has some vehicle on alternating ascending and descending grade is known as undulating grade.
Train slack is constantly changing and vehicles on descending grade tend to run-in and those on
ascending grade tend to run-out.

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Train handling in this type of territory depends on the following:

 Train make-up
 Train speed
 Train length
 Train load
 Train features

9.1 Starting A Train:

 Head end of train on descending grade.
 Release independent brake slowly.
 After the slack is stretched, open graduator handle to first notch to move.
 If the train moves rapidly, while releasing independent brake, apply train brake to
control the speed.
 Head end of the train on ascending grade.
 Open graduator to first notch.
 Release the independent brake slowly.
 Advance graduator as the slack is stretched.

9.2 Accelerating :
 Advance graduator very slowly than normal condition.
 As the slack cannot be stretched-graduator should be very slowly adjusted.

9.3 Negotiating:
 Employing graduator manipulation.
 Maintain train speed as constant as possible.
 Do not change the graduator position frequently as this will increase the in-train forces.
 Employing rheostatic brake.
 Maintain train speed by slowly adjusting the master controller.
 Do not change the graduator position rapidly, as this will increase the in-train forces.

9.4 Slowing Down:

 Employing graduator manipulation.
o Use lower graduator position on ascending portion of grade.
 Employing graduator and train brake.
o Only minimum reduction of train brake is advisable duly controlling the train reducing
graduator well in advance.
 Employing rheostatic brake and train brake.
o In conjunction with rheostatic brake, train brake can also be used to slow down.
o Rheostatic brake should be carefully adjusted to avoid severe in-train forces.

9.5 Stopping:
 Use slack bunch braking method to stop.
 Train brake may be applied to minimum reduction position before applying train brake
further.
 The rheostatic brake and train brake has to be adjusted to reduce in-train forces.

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10.0 Curvature :
General :
While working a train on curvatures Loco Pilots must ensure that special care is taken in
negotiating curves in excess of two degree, especially those of four degree and more.

10.1 Starting in Curve :

 Notching up should be done carefully – minimum required to start the train.
 This is essential to minimize draft forces, which can generated excessive inward lateral
forces.
 Rapid notching can result in “string lining” of curve, which can shift the track, turn the rail
or even cause a derailment.

10.2 Running over Curvature:

 Always avoid graduator manipulation, rheostatic braking, or air brake application while
approaching, negotiating or leaving any curve.
 Speed should normally be reduced to the prescribed speed or lower, prior to entering the
curve.

10.3 Stopping on a Curve:

 Use rheostatic brake in addition to A-9 brake application.
 Total braking effort of rheostatic and air brake should be kept at the lowest desirable level
while slowing down or stopping on a curve territory.

11.0 Ghat section:

General :
The ruling gradient of 1 in 50 or steeper are considered as ghat section. For such a section
ensure :
 100%/90% brake power on formation for Passenger / Freight trains.
 Rheostatic brake in working order.
 Speedometer in working order.
 Sanders in working order.

20.1 Starting :
Ascending :
 Ensure train brakes are fully released.
 Advance the graduator sufficiently to hold the train.
 Release the independent brakes slowly, so as the train start in the slack stretched
condition, open the graduator notch by notch keenly watching Traction ammeter
without wheel slip.
 Apply sanders to avoid any slipping during starting.

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Note :AdhereBanker operation instructions strictly if banker loco is provided.

Descending :
 Ensure the brake power continuity on formation.
 Apply rheostatic brake and release independent brake so as to start the train in slack
bunched condition.
 As the train starts rolling, control the train in bunched mode by the manipulation of
rheostatic brake.
Note :
 Feel the brake power of the train at the first opportunity (Feel Test).
 On Locos fitted with auto- emergency brakes (AEB), check its functioning for the
set speed on the section.

11.2 Negotiating :
Ascending :
 Maintain free running in slack stretched condition.
 Maintain the section speed and do not change the notch frequently to avoid
 Heavy in train forces.
 Wheel slip/ stalling.
Descending :
 Keep on control over the train running with in the speed limits by applying the
maximum effort of rheostatic brake along with automatic brake application, if
necessary.
 Train speed should be controlled/ reduced by cyclic brake application.

11.3 Stopping :
Ascending :
 By reducing the graduator to lower notches so as to stop & hold the train in a stretched
condition.
 Fully apply the independent brake and formation brakes to min reduction to avoid roll
back.
 Bring the graduator to idle.

Descending :
 Along with rheostatic brake application apply train brakes to bring train to dead stop.
 Apply independent brakes fully.
 If necessary apply train brake to minimum reduction to avoid pushing

Note :To avoid rolling back of the train at the time of engine failure (loco shutdown) immediately
apply train brakes fully and take precautions as per the instruction in force.

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12.0 Banker operation :

General :
There are two types of banker working.
 Banker loco is attached next to the train engine. This type of working is also called
“double head working “ or “ assisting loco working “. Banker in this case pulls the
train along with the front loco.
 Banker loco is attached next to the brake van of the train and pushes the train.
In both types of working, the banker loco should be isolated from creating vacuum/brake pipe
pressure. The banker loco pilot should keenly watch the vacuum/brake pipe pressure gauge,
traction ammeter and speedometer for effective banking. Walkie-talkie may be used liberally to
get better co-ordination between the leading and banker loco pilots.

12.1 Starting A Train :

 When the train is ready to start in all respect, the leading Loco Pilot should blow the
starting whistle and communicate through walkie-talkie.
 The banker Loco Pilot should first start the train duly considering the train conditions.

12.2 Accelerating :
 Banker Loco Pilot can open the graduator notch by notch duly watching the gauges and
speedometer.

12.3 Negotiating :
 According to the terrain condition, the banker Loco Pilot can assist the leading Loco
Pilot in power mode of operation.
 In case of double head working, the assisting Loco Pilot can also use rheostatic brake
to maintain the speed.
 In case of banker attached next to the brake van, the banker Loco Pilot should not use
the rheostatic brake.

12.4 Slowing Down :

 The leading Loco Pilot should give indication to the banker Loco Pilot by sharply
applying train brake well in time.
 In double head working, the assisting Loco Pilot can use rheostatic brake to slow down
in descending grades.
 In banker working from the rear of brake van working, the banker Loco Pilot should
suitable reduce graduator to slow down.
 In both double head and rear brake van banking, the leading Loco Pilot alone should
have the control over charging and discharging vacuum/brake pipe pressure.

12.5 Stopping :
 The leading Loco Pilot should control the train speed well in advance.
 In double head working, the assisting Loco Pilot can keep the rheostatic brake ‘ON ‘
till the train stops in slack bunch braking.

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 In rear brake van banking, the banker Loco Pilot can reduce the graduator suitably duly
avoiding stalling and roll back.
 In double head working, the assisting Loco Pilot can apply independent brake to hold
the train in descending grade.
 In rear brake van banking, the banker Loco Pilot should not apply independent brake.
 However in case of roll back, he can open the emergency brake valve to stop the train.

Double Heading:
Operation of a train with two locos in front, both coupled together and to the train, but operated
independently by separate crew is known as double heading. The two locos can be of different
types.
1. Subject to compliance with all speed restrictions, the maximum speed of double headed
train shall not exceed the lower of the maximum speeds of the two locos individually.
2. Each loco must be manned by a loco pilot and assistant loco pilot who are qualified to
work the type of loco and have learned the road over which the train is working.
3. The loco pilot of the leading loco, known as the “train loco pilot” must be qualified to
work the class of train and will be responsible for working the train in accordance with
rules.
4. It is the duty of the leading loco pilot to satisfy him self that the exhauster of the second
loco, if running, is suitably isolated from the train pipe and does not create vacuum in the
train pipe.
5. Except in an emergency, the leading loco pilot only will apply the brakes. Under no
circumstances may the second loco pilot release the brakes on his loco or the train or apply
the brakes independently on his loco.

6. When starting power may be applied by both locos as required. The leading loco pilot who
is in charge of the train will notch up until the train moves. The rear loco pilot will assist as
required.

7. While running, power may be applied as often as necessary but gradually by the rear loco
pilot.

8. The rear loco pilot may switch off power using his discretion and with due regard to
locality, gradient etc. The rear loco pilot must frequently observe his vacuum gauge and
be prepared to stop.

9. It is the duty of the train loco pilot to ascertain that the second loco pilot is acquainted with
the contents of all caution orders and special instructions etc . Which he may receive while
working the train.

10. All rules in regard to switching off power at neutral section, lowering of pantograph in the
event of emergency feeding etc. Shall be observed. The loco pilot of the rear locomotive
will be signaled by the loco pilot in the leading locomotive to carry out these operations, as
required, by means of code whistles. The code to be used for such occasions shall be laid
down under local instructions.

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Banking:
On a gradient sections, sometimes assisting locos are used in the rear of the train to assist the
leading loco/locos to negotiate the gradient. The banking locomotive must be coupled to the train.
1. The vacuum hose/air brake pipes of the banking loco should be coupled to the last vehicle,
2. On no account should the exhauster of the banking loco be run.
3. In the event of banking air braked trains, mu2b valve of banking loco shall be kept in trail
position.
4. The loco pilot of the banking loco will keep a watch on the vacuum gauge and take
necessary action to assist the leading loco pilot when brakes are applied.
5. All rules in regard to switching off power at neutral section, lowering of pantograph in the
event of emergency feeding etc. Shall be observed.
6. The loco pilot of the rear locomotive will be signalled by the loco pilot in the leading
locomotive to carry out these operations, as required, by means of code whistles.
7. When working a train up a gradient with the assistance of an electric banking loco, the
following procedure should be followed.
8. When the signal is at ‘off’ the leading loco pilot will give the prescribed code whistle. The
banking loco pilot will acknowledge the whistle and notch up quickly so as to obtain the
maximum permissible starting current, simultaneously releasing the loco brakes. The
sanders should be used to avoid wheel slipping.
9. The leading loco pilot should take 2 to 3 notches, releasing the loco brakes the leading and
banking loco pilots should keep a watch on their respective ammeters and maintain the
current at the continuous rating.
10. If a “stop” signal is encountered in the gradient section by the leading loco pilot, he should
switch off the master controller and bring the train to a stop applying the brakes to the
extent required. He will also use code whistle for the banking loco pilot. This will increase
current in the banking loco. The banking loco loco pilot should regress the master
controller so as to maintain the current at the continuous rated value till the train stops. On
stopping, both the leading and banking loco pilots should apply independent air brakes to
avoid rolling down.
11. When re-starting after a stop signal, the same procedure as in (i),(ii)and (iii) should be
followed.
12. At the point where the rising gradient ends, the Banking Loco Pilot should switch ‘off’ the
Master controller and stop pushing. A board is provided to indicate this point.
DO’s
 Apply brakes by moving automatic brake valve handle to stop the train. In case of
train parting, ensure that before stopping of front portion of the train, parted rear
portion has stopped first then apply emergency brake.
 Bring throttle/MP to ‘O’.
 Ensure that guard has protected the rear portion of the train.
 Ensure that brakes are in applied condition to avoid roll back of the train.
 Check the train to identify defective coach/wagon.
 Heavy sound of air leakage will indicate the affected hose pipe.
 Close the angle cocks of adjacent ends of two coaches where hose pipe disconnection
has taken place.
 Inspect the hose pipe, which has got disconnected.

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
In case these pipes are damaged, replace them. In case there is no damage, reconnect
the existing ones.
 In case train parting has taken place, reconnect the parted portion of the train as per
prescribed procedure.
 Now open the closed angle cocks, no leakage should take place from the reconnected
hose pipe.
 Ensure the continuity of the brake system and train.
 In case the brake hose/vacuum hose pipe is damaged or cannot be replaced the pipe
of the last wagon of the front portion should be put on dummy and the angle cock
closed. The brakes of the portion in rear should be manually released and the train
brought to the next station at reduced speed.
 Ensure that coupling of effected coaches is intact.
 Observe the position of movable needle of air flow indicator gauge, it should
coincide with the fixed red needle. Audio visual indication system provided in
locomotive should stop giving indication.
DO‘NT
 Do not operate emergency brake valve.
 Do not move train until the air flow indicator light is extinguished and its white
needle has not coincided with red needle or buzzer sound stops.
 Do not start train after stopping the train at least for 3 minutes in case of single pipe
air brake system and 1½ minute in case of twin pipe air brake system fitted on
trailing stock to release the brake.
 Do not move train unless the brakes on entire train are released fully.
 Do not move train unless specified pressure or vacuum is created.
How to reduce SEC
1. Switch OFF blowers when the train is expected to stop for 15 min.
2. Open DJ whenever the detention of train is expected to be more than 30 min.
3. Lower the pantograph when locos are idling in the yard.
4. Switch off rear loco in MU locos when running with light load.
5. Ensure no brake binding in the formation.
6. Avoid frequent application of brakes.
7. Optimize control of train with Rheostat brake.
8. Avail advantage of down gradients and coast maximum extent.
9. Assistant Loco Pilots should call-out energy coasting boards along with other signals, to
draw the attention of the Loco Pilot at the down gradients.
10. Steady and even braking at every halt with minimum application of brakes, this will help not
only in increasing the life of brake blocks and wheels but also saves electrical energy.
11. Account of correct tonnage/ load for goods trains and proper entry in CTRs.
12. Late taking of signals or continuous running on Yellow signals to be reported.

Punctuality - Role of Loco pilot

1. Loco pilot should report to duty, in time.
2. Loco pilot should start the train and accelerate it to maximum speed quickly and maintain
the balance speed.

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3. Arrival / departure of stations punctually ensure the customers satisfaction and the
reputation of railways among the public.
4. Always run the train at advertised timings.
5. Make up the time though the time lost by other departments.
6. To overcome unforeseen detentions, run the train at mps.
7. While reaching terminal stations, don’t go much before time.
8. Train should not leave before time from the station.
9. Observe speed restrictions at engineering spots and in loop lines.
10. Test the brake power of the train at first opportunity and make judgment.
11. Judicial application of brakes is an important factor, where loco pilot can improve the
punctuality of the train.
12. While stopping the train at stations don’t overshoot the platform.
13. Sight the signals from sighting distance and act accordingly.
14. Attend the loco in least possible time, if gives any trouble. Give message if unable to attend
with in the time.
15. Give message clearly if loco is required to attend by mechanics at destination/ en-route.
16. If stopped with any problem such as ACP etc., attend it quickly.
17. At destination, hand over loco / documents to concerned, properly.
Precautions to avoid loco Wheel skidding
1. While taken over charge of loco, check the loco wheels for any skid marks.
2. Ensure all brake blocks are intact.
3. Ensure loco brake power is intact.
4. Before starting the train, release loco brakes.
5. After starting the train if wheel skidding is noticed, try to stop the train before the signal
(starter) and inform to traction loco controller (TLC).
6. Check the brake power of the train at first opportunity and make judgment.
7. Advise the assistant loco pilot to check the wheels of rear truck for any wheel skidding
sound. This should be done before reaching next block station. If wheel skidding observed,
stop at station and inform to traction loco controller (TLC).
8. Do not apply SA9 for stopping the formation.
9. Apply SA9 only after complete stopping of the train.
10. While performing shunting, connect BP /VAC pipes to the formation and make use of
formation brakes.
11. When dead loco is attached, isolate C3W valve in dead loco.
12. Check the wheels of dead loco also during stopping of the train.
13. After applying of brakes give sufficient time to release.
14. Before notching up ensure brakes are fully released. Ensure airflow indicator needle reads
'0' in case of air brake stock.
15. If wheel skidding is experienced on run, work with restricted speed up to the next station
and inform to traction loco controller (TLC).
16. During rheostat brake (RB) don't use loco brakes.
17. When the train is stalled on the gradient, do not try to restart repeatedly to safe guard
wheels as well as rails also.

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