Operating Manual Troubleshooting Directory for ELECTRIC LOCOMOTIVE WAGS5 WAG7, WAP1 WAP4 AND WAM4(6P) thay Chief Electrical Engineer TrailINDEX CONTENTS PAGE NO Salient features of AC Locos 1.1. General instructions o 1.2. Do's forloco pilots o2 1.3. Dont for lo pilots 03 1.4, Loco failure on run while working air brake stock of 4.5. Contacting TLC for advice o4 . Trouble shooting of WAGs WAG;, WAP, WAP, & WAM, (6P) 2.4. General checking in case of DJ tripping on line 06, DJ tripping through safety relays 3.4. QLM lone acted with locked indication 08 3.2, QLMazted along with QOP-1 JQOP-2/ ARSI-1 / GRSI-2 target indication 10 3.3. QLM acted along with QLA or QOA target indication 10 3.4, QRSI+ target drops on run 10 3.5. QRS? target drops on run 10 3.6 QOP-1 drops target can be reset 14 3.7. QOP-2 drops target can be reset 2 3.8. QOP-1 drops target cannot be reset 13 3.9. QOP-2 drops target cannot be reset 4 3.10. Instructions after keeping HQOP-1/2 in OFF position 18 3.11. QOA drops target can be reset 16 3.12, QOA drops target cannot be reset 16 3.13, Instructions to be followed after keeping HQOA in ‘0 positon 18 3.14. QLA drops on run 18 . Tripping failures 4.1. impossibly to close DJ 19 4.2, Notension on ine 26 43. Operation A’ beginning 2 44, Operation'A’ ending 28 45. Operation '8'— part’! 29 48. Operation 'B part ‘I 3t 41. Operation 0 33 4.8. Operation ‘1 35 49. Operation 2 36 4.10. DJ Tripping Without Apparent Cause (TWAC) 40INDEX CONTENTS PAGE NO n failures 5.1, TLTE without GR progression “1 5.2, TLTE with GR progression 44 5.3. Auto regression with LSP glowing 45 5.4, 1st notch auto regression without LSP glowing 46 5.5. Partial loss of tractive effort 47 5.6, CCPT melting 47 6. Pneumatic failures 6.1. CPA not building up pressure in RS 49 6.2, MR pressure dropping graduallyinot maintaining 49 6.3. Brake Pipe (BP) pressure not charging 51 6.4, Sudden drop of BP on run 52 6.8. Airflow indicator overshoots on run 53 6.6. FP pressure (6 kglom®) not charging in loco 54 6.7. Loco brake not applying through SAS / AS 54 6.8. Loco brakes not releasing after placing AQ in release position 55 6.9, BP pressure beyond 5 kg /om? after A9 operation 56 6.10. BP not dropping through A9 operation 56 6.11. Gradual drop of Vacuum on run 87 6.12. Vacuum not ereating fully 87 6.13. Sudden drop of Vacuum on run 58 7. Miscellaneous failures 7.4. MCPA not working 59 7.2. Pantagraph not raising 59 7.3. Pantograph damaged 60 7.4, Allpilot amps not glowing 62 7.8. LSDJ not glowing, when BLD4J is opened 62 7.6. LSCHBA glows on run 64 7.7. LSGR not glowing when MP is placed on ‘0! 64 7.8. LSRSI glows on run 65 7.9. UAmeter not deviating, when DJ closed 66 7.10. NR not indicating after extinguishing of LSGR 66 7.41. Head light not glowing 67 7.12. Flasher light not glowing 67INDEX CONTENTS PAGE NO 7.18. Sanders not working 68 7.44, Homs not sounding 68 7.18. Auto regression with LSB during RB 69 7.48. Wheel skidding 69 7.47. Loco not moving on 1" notch 70 8. Position / Isolation of equipments 8.1. Rotating switches n 8.2. Knife switches (ON/OFF ) 2 83. Drum contactors 73 8.4. Drain cocks 3 85. Oilpoints 73 8.6. Cutout cocks 6 8.7. _ Isolation of RSI block 7 8.8. _ Isolation of traction motors 7 8.9. Isolation of MVSL-1 or MVSL-2 78 8.10. Isolation of MPH 78 8.11, Isolation of MVRH, MVMT-1,8 MVMT-2 79 8.12, Isolation of main compressor (MCP) 79 8.13. Isolation of exhauster (PV) 80 8.14, Isolation of pantograph 80 8.15, Isolation of battery charger at 8.16, Isolation of defective battery a1 8.17, Isolation of RGCP 82 8.18, {solation of blower relays 82 8.19, Isolation of GOP, QA 83 8.20, Placing HOBA in fault position 84 9. Wedging of contactors and relays 9.1. Manual energisation of relays Q118, Q45 & Q44 85 8.2. Wedging of EM contactors, 86 9.3. Wedging of relays 0100, 050, 051, 045, 0118 & QRS 88 10. Special instructions 10.1. Emergency Electric Control operation (EEC) 93 10.2. Manual operation of GR 93INDEX CONTENTS PAGE NO 10.3. Rear cab driving 96 10.4. Working without pilot lamps. 96 10.5. Working without head light or 106. Grounding the loco 97 10.7. Instructions for earthing CHE, to climb on loco roof 98 40.8. Renewing the fuse 99 10.9. Instructions for cleaning relays Q50, Q51 & QCVAR 100 40.10. DJ cannot be opened by BLDJ 102 10.11. Dummying of safety valve SS2 102 10.12. Low Tension (LT) test 103 11, Operating manual 11.1. Preparation of loco in shed 105 11.2, Energisation of locomotive 110 11.3. Different tests to be conducted after energizing loco 12 41.4. Driving the locomotive 118 41.5. Loco examination on run 124 11.6. Duties of loco pilots and Asst. Loco Pilots at neutral section 125 11.7. Duties of loco pilots and asst loco pilots at lower panto zone 126 11.8. Quick examination during short stoppage enroute 2 11.9. Examination of loco at erew changing point 127 411.10. Change of power at loco inter change point 128 11.11, Examination of loco on arrival to shed 129 11.12. Stabling of loco in station/yard 128 11.13. Making the loco dead 130 11.14, Movement of dead locomotive 130 11.15. Train parting / hose pipe disconnection 130 11.16, Precautions to avoid train parting 131 11.17, Duties of loco pilots in case of accident 131 11.18, Use offre extinguishers 132 11.19. First aid in case of electrical shock 133 11.20. Safety rules conceming 25KV AC traction 134 41.21. Emergency telephone 134 11.22. Emergency power block 134 11.23. Loco log book and failure report 196 411.24, Flasher light / AFL 137 11.25. Instructions to the loco pilot regarding speedometer, 137INDEX CONTENTS PAGE NO 12. Static inverter 12.1. Energizing the locomotive 144 12.2. General instruction 144 12.3. 180 KVA static converter trouble shooting procedures 145 licroprocessor loco 18.1. Locos operating instructions 154 13.2. Trouble shooting procedures 156 13.3. BPEMS 158 13.4. Vigilance Control Device 158 14. MU operation of WAG5, WAG7 LOCOS 14.1. General 159 14.2, Definitions 159 14,3, Items to be checked while TOC 160 14.4. Condition of apparatus on leading loco 161 14.5. Condition of apparatus on traling loco 161 14.6. Conditions for coupling of locos 161 14.7. Energisation of MU locos 162 14.8. Cab changing procedure 163, 14.9, Passing neutral section with MU locos 163 14.10. Making one loco dead in MU operation 164 14.11. Working with trailing loco when leading loco fails 164 14.12. Working with leading loco when traling loco falls 164 15. Trouble shooting of MU locos - WAGS, WAG7 16.1, Procedure to identify the defective laco 165 15.2. Tripping indication in leadingitrailing loco 165 15.3. Trouble shooting in case of DJ tripping 165 15.4, Auxiliaries failure 168 185. Traction failures 167 15.8. Other failures 170 18.7. Pneumatic failures 1m 16. Double head operation of WAG5, WAG7 16.1. Condition of apparatus 173 16.2. Condition for coupling of locos 173 16.3. Instructions for leading trailing loco pilots 174INDEX CONTENTS PAGE NO 17. Banker loco operation of WAGS, WAG7 4175 18. Guide lines to running staff for operation of BOX-N and BCN rakes. 18.1. Testing procedure of locomotive before attaching to load 176 18.2. CP efficiency test 176 18.3. Leakage test on train 17 18.4. Brake continuity test 17 18.5. Before starting a train 17 18.6. While on run 179 187. While stopping a train 179 18.8. Specification of brake power for goods train 180 19. Problems and remedial actions on air brake trains 19.1. BP pressure is not building up on air brake train 181 19.2. Brake pipe pressure dropping on run 181 19.3. FP pressure dropping on run 181 19.4. Brakes are binding on a single vehicle 182 19.5. Mechanical jamming of brakes 182 19.6. BP iron pipe is broken in a vehicle 183 19.7. BP air hose is damaged 183 19.8. BP angle cock towards loco end in between the vehicles is closed at way-side station 183, 19.9. ACP is pulled on the air brake train 183 19.10. Precautions to be taken on the air brake system 185 20. Index for correction slip 186 24. Circuit Diagrams 187Operating Manual and Troubleshooting Directory for ELECTRIC LOCOMOTIVE WAGS5 WAG7, WAP1 WAP4 AND WAM4 (6P) ISSUED BY CHIEF ELECTRICAL ENGINEER SOUTHERN RAILWAY June 2009[MTG RUE / GOVERNMENT OF INDIA ‘BATT / Ministry of Railways ‘ert Soutnorn Railay VIPIN JHA (CHIEF ELECTRICAL ENGINEER serrate / Headquarters Office, ‘faupit zat / Electrical Branch, ‘ah 2131 / Park Town, Chennai 3, FOREWORD I am glad that the Trouble Shooting Directory for Electric Locomotive has been revised and is ready for issue, There is a need for revising the Directory from time to time to take stock of continuous improvements taking place to incorporate the advancements in technology and innovations. The revised Directory incorporates new features viz., trouble shooting techniques of SIV and Micro processor controlled Locos. I would be happy if our Loco pilots. Assistant Loco pilots and Supervisors who will be using this Directory, give their valuable feedback on any oversight, any features that ought to have been included, apart from their suggestions, which may improve the presentation and usefulness of the Directory further: I take this opportunity to wish each and every Loco pilot a SAFE AND TROUBLE FREE RUNNING in their day to day operation of Train service (VIPIN JHA) Chief El‘fier / Southern Railway JOHN THOMAS CHIEF ELECTRICAL LOCO ENGINEER surtaraiera / Headquarters Office, fawfet aan / Electrical Branch, ‘Wh 231! Park Town, Chennai 3 MESSAGE Lam very happy to note that ZETTC / AVD is bringing out an updated version of the “Operating Manual and Trouble Shooting Directory” with detailed trouble shooting instructions of Static Inverter and Micro Processor fitted locos with the operating instructions. This will be very useful to the Loco Running staffand Supervisors. The concerted and coordinated efforts put in by St DEEs of Electric Loco sheds and Operations and their team helped in successfully releasing this issue in a short time. also appreciate and acknowledge the overwhelming dedication and hard work putin by the entire Faculty of ZETTC/AVD. I sincerely believe that the running staff and supervisors will derive maximum advantage out of this “Operating Manual and Trouble Shooting Directory” to reduce down time in trouble shooting enroute. [fy MAA (JOHN THOMAS ) Chit Electrical Loco EngineerAloysius Sundaram Salik Ram PREFACE Trouble Shooting Directory and operating instructions for Electric Locomotive was first issued in the year 1990 and was revised in the year 2001 to incorporate the requirements for the new Locos. The latest technological advancement and introduction of SIV and Micro processor controlled Locos, necessitated to updating the TSD again for easy understanding and trouble shooting by the running and maintenance staff. The faculty members of ZETTC have put in a lot of efforts to update and incorporate the developments and brought out this New Edition of "Operating Manual and Trouble Shooting Directory". We acknowledge their effort and commitment towards improvement of the training centre. ‘We look forward for suggestions from users for continual improvement as part of the ISO 9001: 2000 requirements. We sincerely hope that the running staff and maintenance staff will make the best use ofthe end product of the effort put in by all of us. (Aloysius Sundaram) (Salik Ram) Principal/ZETTC/AVD StDEE/RS/AVD.INDEX CONTENTS PAGE NO Salient features of AC Locos 1.1. General instructions o 1.2. Do's forloco pilots o2 1.3. Dont for lo pilots 03 1.4, Loco failure on run while working air brake stock of 4.5. Contacting TLC for advice o4 . Trouble shooting of WAGs WAG;, WAP, WAP, & WAM, (6P) 2.4. General checking in case of DJ tripping on line 06, DJ tripping through safety relays 3.4. QLM lone acted with locked indication 08 3.2, QLMazted along with QOP-1 JQOP-2/ ARSI-1 / GRSI-2 target indication 10 3.3. QLM acted along with QLA or QOA target indication 10 3.4, QRSI+ target drops on run 10 3.5. QRS? target drops on run 10 3.6 QOP-1 drops target can be reset 14 3.7. QOP-2 drops target can be reset 2 3.8. QOP-1 drops target cannot be reset 13 3.9. QOP-2 drops target cannot be reset 4 3.10. Instructions after keeping HQOP-1/2 in OFF position 18 3.11. QOA drops target can be reset 16 3.12, QOA drops target cannot be reset 16 3.13, Instructions to be followed after keeping HQOA in ‘0 positon 18 3.14. QLA drops on run 18 . Tripping failures 4.1. impossibly to close DJ 19 4.2, Notension on ine 26 43. Operation A’ beginning 2 44, Operation'A’ ending 28 45. Operation '8'— part’! 29 48. Operation 'B part ‘I 3t 41. Operation 0 33 4.8. Operation ‘1 35 49. Operation 2 36 4.10. DJ Tripping Without Apparent Cause (TWAC) 40INDEX CONTENTS PAGE NO n failures 5.1, TLTE without GR progression “1 5.2, TLTE with GR progression 44 5.3. Auto regression with LSP glowing 45 5.4, 1st notch auto regression without LSP glowing 46 5.5. Partial loss of tractive effort 47 5.6, CCPT melting 47 6. Pneumatic failures 6.1. CPA not building up pressure in RS 49 6.2, MR pressure dropping graduallyinot maintaining 49 6.3. Brake Pipe (BP) pressure not charging 51 6.4, Sudden drop of BP on run 52 6.8. Airflow indicator overshoots on run 53 6.6. FP pressure (6 kglom®) not charging in loco 54 6.7. Loco brake not applying through SAS / AS 54 6.8. Loco brakes not releasing after placing AQ in release position 55 6.9, BP pressure beyond 5 kg /om? after A9 operation 56 6.10. BP not dropping through A9 operation 56 6.11. Gradual drop of Vacuum on run 87 6.12. Vacuum not ereating fully 87 6.13. Sudden drop of Vacuum on run 58 7. Miscellaneous failures 7.4. MCPA not working 59 7.2. Pantagraph not raising 59 7.3. Pantograph damaged 60 7.4, Allpilot amps not glowing 62 7.8. LSDJ not glowing, when BLD4J is opened 62 7.6. LSCHBA glows on run 64 7.7. LSGR not glowing when MP is placed on ‘0! 64 7.8. LSRSI glows on run 65 7.9. UAmeter not deviating, when DJ closed 66 7.10. NR not indicating after extinguishing of LSGR 66 7.41. Head light not glowing 67 7.12. Flasher light not glowing 67INDEX CONTENTS PAGE NO 7.18. Sanders not working 68 7.44, Homs not sounding 68 7.18. Auto regression with LSB during RB 69 7.48. Wheel skidding 69 7.47. Loco not moving on 1" notch 70 8. Position / Isolation of equipments 8.1. Rotating switches n 8.2. Knife switches (ON/OFF ) 2 83. Drum contactors 73 8.4. Drain cocks 3 85. Oilpoints 73 8.6. Cutout cocks 6 8.7. _ Isolation of RSI block 7 8.8. _ Isolation of traction motors 7 8.9. Isolation of MVSL-1 or MVSL-2 78 8.10. Isolation of MPH 78 8.11, Isolation of MVRH, MVMT-1,8 MVMT-2 79 8.12, Isolation of main compressor (MCP) 79 8.13. Isolation of exhauster (PV) 80 8.14, Isolation of pantograph 80 8.15, Isolation of battery charger at 8.16, Isolation of defective battery a1 8.17, Isolation of RGCP 82 8.18, {solation of blower relays 82 8.19, Isolation of GOP, QA 83 8.20, Placing HOBA in fault position 84 9. Wedging of contactors and relays 9.1. Manual energisation of relays Q118, Q45 & Q44 85 8.2. Wedging of EM contactors, 86 9.3. Wedging of relays 0100, 050, 051, 045, 0118 & QRS 88 10. Special instructions 10.1. Emergency Electric Control operation (EEC) 93 10.2. Manual operation of GR 93INDEX CONTENTS PAGE NO 10.3. Rear cab driving 96 10.4. Working without pilot lamps. 96 10.5. Working without head light or 106. Grounding the loco 97 10.7. Instructions for earthing CHE, to climb on loco roof 98 40.8. Renewing the fuse 99 10.9. Instructions for cleaning relays Q50, Q51 & QCVAR 100 40.10. DJ cannot be opened by BLDJ 102 10.11. Dummying of safety valve SS2 102 10.12. Low Tension (LT) test 103 11, Operating manual 11.1. Preparation of loco in shed 105 11.2, Energisation of locomotive 110 11.3. Different tests to be conducted after energizing loco 12 41.4. Driving the locomotive 118 41.5. Loco examination on run 124 11.6. Duties of loco pilots and Asst. Loco Pilots at neutral section 125 11.7. Duties of loco pilots and asst loco pilots at lower panto zone 126 11.8. Quick examination during short stoppage enroute 2 11.9. Examination of loco at erew changing point 127 411.10. Change of power at loco inter change point 128 11.11, Examination of loco on arrival to shed 129 11.12. Stabling of loco in station/yard 128 11.13. Making the loco dead 130 11.14, Movement of dead locomotive 130 11.15. Train parting / hose pipe disconnection 130 11.16, Precautions to avoid train parting 131 11.17, Duties of loco pilots in case of accident 131 11.18, Use offre extinguishers 132 11.19. First aid in case of electrical shock 133 11.20. Safety rules conceming 25KV AC traction 134 41.21. Emergency telephone 134 11.22. Emergency power block 134 11.23. Loco log book and failure report 196 411.24, Flasher light / AFL 137 11.25. Instructions to the loco pilot regarding speedometer, 137INDEX CONTENTS PAGE NO 12. Static inverter 12.1. Energizing the locomotive 144 12.2. General instruction 144 12.3. 180 KVA static converter trouble shooting procedures 145 licroprocessor loco 18.1. Locos operating instructions 154 13.2. Trouble shooting procedures 156 13.3. BPEMS 158 13.4. Vigilance Control Device 158 14. MU operation of WAG5, WAG7 LOCOS 14.1. General 159 14.2, Definitions 159 14,3, Items to be checked while TOC 160 14.4. Condition of apparatus on leading loco 161 14.5. Condition of apparatus on traling loco 161 14.6. Conditions for coupling of locos 161 14.7. Energisation of MU locos 162 14.8. Cab changing procedure 163, 14.9, Passing neutral section with MU locos 163 14.10. Making one loco dead in MU operation 164 14.11. Working with trailing loco when leading loco fails 164 14.12. Working with leading loco when traling loco falls 164 15. Trouble shooting of MU locos - WAGS, WAG7 16.1, Procedure to identify the defective laco 165 15.2. Tripping indication in leadingitrailing loco 165 15.3. Trouble shooting in case of DJ tripping 165 15.4, Auxiliaries failure 168 185. Traction failures 167 15.8. Other failures 170 18.7. Pneumatic failures 1m 16. Double head operation of WAG5, WAG7 16.1. Condition of apparatus 173 16.2. Condition for coupling of locos 173 16.3. Instructions for leading trailing loco pilots 174INDEX CONTENTS PAGE NO 17. Banker loco operation of WAGS, WAG7 4175 18. Guide lines to running staff for operation of BOX-N and BCN rakes. 18.1. Testing procedure of locomotive before attaching to load 176 18.2. CP efficiency test 176 18.3. Leakage test on train 17 18.4. Brake continuity test 17 18.5. Before starting a train 17 18.6. While on run 179 187. While stopping a train 179 18.8. Specification of brake power for goods train 180 19. Problems and remedial actions on air brake trains 19.1. BP pressure is not building up on air brake train 181 19.2. Brake pipe pressure dropping on run 181 19.3. FP pressure dropping on run 181 19.4. Brakes are binding on a single vehicle 182 19.5. Mechanical jamming of brakes 182 19.6. BP iron pipe is broken in a vehicle 183 19.7. BP air hose is damaged 183 19.8. BP angle cock towards loco end in between the vehicles is closed at way-side station 183, 19.9. ACP is pulled on the air brake train 183 19.10. Precautions to be taken on the air brake system 185 20. Index for correction slip 186 24. Circuit Diagrams 187‘Operating Manila Trouble Shooting Directory fr Electric Locomotive SALIENT FEATURES OF AC LOCOS S.No MAIN DATA wacs wac7 |wama(sP)| wap4 TWAP1 1 Type of Traction 25KVac 25kvac | 25kvac_ | 25kVac 2 Gauge(mm) 1676 1676 1676 | 1676 3 Bogie arrangement Co-Co Coco | Coco | CoCo 4 Brake system AirlVec Kironly | AirVac_| Aironly 5_| Wheel Diameter(new)mm 1092 1092 to92 | 1092 6 | Bogie Wheel Base(mm) 3610 3s00 | 3810 | 3695 7_[__ Total Wheel Base(mm) 15984 tio7e | 14432 | 14390 8 _| Length over coupler(mm) 19974 zosea_| 19974 | 18794 9 _|__ Width of the loco(mm) 3055 3055 | 3055 | 3055 10 | Height coment Panto 462 ane2 4162 4235 1 ‘Axle load Max(T) 19.60 2060 | 1860 | 188 12 Weight tota(T) 118.80 123 | 112.60 | 1128 43 | Adhesion in dry condition 335 34.8 30 30 14 Maximum TE(T) 33.50 45 33.84 | 308 15 Continuous(TE) 20.60 2 1760 | 19 16 _| Continuous Speed (kmph) 505 50 56 72 17_| Total horse power(HP) 3850 5000 3640 | 5000 18 | Max. speed(kmph) 80/100 400 120 140 19 | Conn a 3900 5400 3900 | 5400 20 Gear ratio recaqag sun) | 785 | aves) | 22881. General instructions: 1, Whenever any trouble is caused on loco, try to clear the section either by coasting or with minimum notches. 2. If itis not possible to clear the block section, stop the train clear of bridges, cuttings, curves land preferably near a manned level crossing gate or at a flag station where communication facility is available. 3. In case of DJ tipping, Do the general checking given in the TSD, before reclosing Du. 4, In case of error or doubt while troubleshooting, start the trouble shooting from the beginning to the stage concerned. 5. Enter the trouble experienced, defect noticed and action taken in the logbook. 6. If any smoke or fire is noticed on any equipment open DJ, stop the train, switch off HBA and put out the fire with approved type (DCP) of fre extinguisher available in the loco. 7. Whenever any auxiliary motor is isolated ensure that its EM contactor (if provided) is opened fully 8, Inform the unusual occurrence to TLC through the telephone tap (emergency telephone) or from next station or at next stop. 9. To minimize the time, pass on the message to TLC through a memo in duplicate, through the station master and obtain acknowledgement, 10, When stopped in enroute by LP of train in opposite direction either for issuing any message of for seeking advice for trouble shooting, occupy minimum time, give necessary instructions and should start the train within § minutes. 11. Whenever the train is detained or likely to be detained in section for more than 18 minutes, give information to TPCITLC through emergency telephone tap, or from a flag station or through the adjacent line train Driver and also arrange to protect the train as per G & SR 6.03. 12. Before removing and replacing the fuse HBA should be placed in ‘OFF’ position and before replacing a fuse it should be checked that itis in good condition. 18. In case of manual operation of a relay, operate the relay gently with the help of wooden stick. (On run if vacuum/BP pressure drops suddenly or if any lurchijerk is experienced or DJ tripping with drop in vacuum / BP pressure, suspect some abnormality on the train. Immediately switch on the flasher, stop the train, check the formation and appraise the Guard by giving two short and one long whistle and protect the train if necessary.12. 10. 14 2. 18. 14 16. 16. 17. 18. 19. 20. 2 2, ‘Operating Manila Trouble Shooting Directory fr Electric Locomotive Do's for Loco pilots: Do check the loco properly while taking over charge. Ensure availabilty of safety equipments in their nominated / respective places. Do ensure that you go through logbook while taking charge of a locomotive. Do keep the C3W cistributor valve (isolating handle towards valve side) in service for dual and air brake locos, Do release the brakes and start the blowers before starting a train, Do keep @ watch on BP/vacuum gauge, pressure gauge, airflow indicator speedometer, ammeters and voltmeter. Do keep a watch on Pilot lamps. Do keep a watch on OHE and track ahead. Do check battery voltage and lubrication drops of PVs while taking over charge and every hour there after. Do ensure that the line is wired while entering a turn out Do take the advantage of coasting Do check the MR pressure and BPIvacuum before approaching 500 m waming board Do create full BP vacuum before notching up after passing neutral section. Do keep the blowers running for 10 minutes even after bringing MP to ‘0’ after heavy-duty ‘operation to ensure that you start with cool traction motors. Do open drain cocks of air reservoirs and check the temperature of suspension bearings and axle boxes at halt stations if stopping time permits, Do keep a full records of indication of OHE voltage, speed, notch, current, klometer etc. in case of a trouble in loco, Do open all BL switches after opening Od Do the current booking of repairs to enable the shed staff to attend the same Do ensure MP and NR on ‘O' before applying brakes. Do take out MPJ (reversor handle) handle every time while leaving the cab Do ensure personally the pantograph is lowered before operating HOM. Do keep HBS COC in closed condition in dual brake locos while working on air brake train or ‘working as light engine, Do ensure the availabilty of arc chutes.13. 10. 1 12, 13, 14, 18, 16, 7. Don'ts for Loco pilots : Do not exceed the current rating limit of traction motors. Do not allow to blow the MR safety valve, when RGCP is not in service. Do not exceed the maximum permissible speed of the loco under any circumstances. Do not operate the reversor handle (MPU) when the loco is running, Do not operate battery main switch (HBA) when the loco is in energised condition, Do not stop the blowers, ifthe halt is for few minutes only. Do not enter into HT compartment unless the loco is grounded. Do not lock the loco on road side stations unless asked to do so. Do not open the corridor doors without closing the cab windows, when the blowers are working. Do not allow your Assistant Loco pilot to handle the loco. Do not climb on to the loco roof without abtaining Power Block. Do not adopt short cut methods as it may lead to serious consequences. Do not erive More than 10 knvh through water upto a level of 200mm above ral level Do not drive the loco at more than 8 Kmph of speed ifthe water is above rail evel Do not attempt to move the Light Engine, if its MCPs are burntdefective, Do not operate rotating switches when the Dy is in closed condition. Do not leave the loco in energised condition.14, ‘Operating Manila Trouble Shooting Directory fr Electric Locomotive Loco failure on run while working air brake stock: ‘Stop the train and apply A-9 in to emergency and do not release the AQ, Apply SA-9 and the hand brakes of the locomative. Place the skids/ wooden wedges and secure the loco. Apply the hand brakes of the formation as per G&SR. NOTE: 18, Sensitivity of the brake system demands on minimum brake pipe pressure reduction, 0.6 kglcm? in 6 seconds for brakes to apply. If a train is stalled or comes to a halt for any reason ‘with coach brake pipe fully charged, no brakes will apply even if brake pipe pressure reduces to 0’ due to normal leakage in the system. Loco Pilot must therefore ensure that brakes are applied by a positive act of placing A® at emergency, so as to avoid roling down of the train fn its own on gradients, Contacting TLC for advice: Stop the train at a station or near a telephone tap or at a flag station or at a manned level Crossing gate where telephone is available. Find out the cause of failure or trouble and give information to TLC within 15 minutes. After asking for relief or if train is detained for more than 15 minutes in mid section, protect the train as per GR & SR 6.03. ‘Act as per the instructions given by TLC. Enter in the loco logbook, the location and time at which TLC is contacted6 2. TROUBLE SHOOTING OF WAGS, WAG7, WAP1, WAP4 & WAM4 24, General Checking In Case of DJ Tripping On Line : I DU trips on line with sudden drop of vacuumv/BP pressure, switch ON Flasher light immediately and ‘act as per GRASR and do the following, 1. Bring MP to 0 2. Open all BL switches, 3. Wait for LSGR to glow. If it does not glow, wait for 15 seconds, if still not glowing check pantograph. If pantograph is lowered, troubleshoot for CCPT melting 4. Ensure air pressure in RS is above 6.5 Kglom* 5. Ensure battery voltage is above 85 volts. 6. Ensure that the contactors (C108, C106, and C107) are opened fully. 7. Check the safety relays for dropping of RED targets. (Locked indication for QLM) + If safely relay target found dropped, trouble shoot for DJ TRIPPING THROUGH SAFETY RELAYS If everything is found normal, try to reclose DJ and pick up the correct abnormal sign for the following failures and trouble shoot, 1. Impossibility to close DJ (ICDJ) 2. No Tension 3. Operation ‘A’ Beginning 4. Operation ‘A’ Ending 5. Operation 'B'- Part 6. Operation '8'- Parti! 7. Operation 0" 8. Operation 1 8. Operation I! 10, DJ tripping without any apparent cause (TWAC) NOTE: 1, Safety relays may act at any stage, So before confirming the above failures ensure that safety relays and its targets are normal. 2. No tension may be experienced at any stage even during trouble shooting for other failures. Do not panic.‘Operating Manila Trouble Shooting Directory fr Electric Locomotive Before trouble shooting for tripping fallures switch ‘ON’, ZCPA. Do not leave the train with only loco brake (SA-9). After stopping, both loco and train brake should be applied by automatic brake valve (A-8). When QLM relay (mechanical ype) is acted, a RED targot with at will appear on the relay as shown, rs “LOCKED!3. DJ TRIPPING THROUGH SAFETY RELAYS. 3.1. QLM alone acted with LOCKED indication Action to be taken a) Check the HT-2 compartment for any smoke, buming smell, fre and oil splashes from TFR explosion vent and undemeath of the locomotive through vent pipe or from GR safety valve. b) Check the TFR and GR oil level for any abnormal increase. ©) Check CGR-1, CGR-2, CGR-3 are chutes, TFR terminals; A33 & A34 bushings roof bushing bars, ETTFP-1/2 & CAPTFP panel for any abnormality. 4) If there is no abnormality, reset the QLM once and resume traction. €) If there is any abnormality or QLM acts second time, DO NOT reset the relay target. Make clear remarks in logbook and ask relief loco. 3.2. QLM acted along with QOP-1 /QOP-2/ QRSI-1 / QRSI-2 target indication: Action to be taken a) Check the HT-2 compartment for any smoke, buming smell, fre and oll splashes from TFR ‘explosion vent or from GR safety valve. b) Check the TFR and GR oil level for any abnormal increase. ©) Check CGR-1, CGR-2, CGR-3 are chutes, TFR terminals, A33 & A34 bushings, ETTFP- 1/2 & CAPTFP panel for any abnormality, 4) If there is any abnormality, DO NOT reset the QLM relay target. Contact TLC. «) If everything is normal in the feeding circuit, check the traction power circuits completely, TER terminals, RSI-1, RSI-2, line contactors, shunting contactors, Ss, J1, J2, QD-1, QD-2, SL-1, SL-2, CTFs, Q20, C145, ATFEX, RC damping, voltmeters, ammeters, and the traction motors, for any abnormality If there is any abnormality, try to isolate the same. If successful, reset the relay targets and resume traction. Otherwise contact TLC for further instructions. 4) If there is no abnormality, reset the QLM and other relay targets and resume traction, 4) If QLM acts second time along with other relays DO NOT reset the relay targets, ask relief loco. NOTE: Reset the Relay target as per the arrow mark (clock wise direction) indicated on the resetting knob.‘Operating Mani snd Trouble Shooting Directory fr Ele PA Lt 044006 sec) ena QLa QLM QoPi gore QRSI1 arsi2 QpDJ MTDJ QLM: ‘This is a over current relay provided in the feeding circuit to protect the main transformer from over load. If it trips, it indicates that there is a serious fault either in the main transformer or in the equipments connected to it such as GR, CGRs, RGR, transformer bushings and terminals etc. Its set at 325 amps for WAM4, WAP1 & WAGSA while itis 450Amps in WAG7H & WAP4 Locos. QRSI-1 AND QRSI-2: ‘These are the over current relays provided in the traction power circuits to protect the equipments such as traction motors, SLs, line contactors, volt meters ammeters, reversors etc., from over current. ‘These relays are set at 3600 amps for WAGS and 4000A for WAG7H & WAP4 Locos. When relay QLM or QRSI-t or QRSI-2 or both energises, its normally closed interiock will open in MTDJ branch and trips DJ immediately and also a red target will drop in the relay.3.3. QLM acted along with QLA or QOA target indication : Action to be taken a) Check the HT-2 compartment for any smoke, buming smell, fire and oll splashes from TER ‘explosion vent or from GR safety valve, b) Check TFR and GR oil level for any abnormal increase and CGR arc chutes, TFR terminals, and roof bushing bars, RCAPTFWA & CAPTWA panel for any abnormality. ©) If there is any abnormality, DO NOT reset the QLM target. Contact TLC. 4) If everything is normal in the feeding circuit, check the auxiliary power circuit (ARNO, 13, auxiliary motors, CHBA, 20, a1, terminals, cab heaters TFVT, C118, R118, Q30, UA‘, UA2, EM contactors, HVSI-1, HVSI-2 and cab 2 switch board) for any smoke, butning smell, fire, high temperature or any abnormality. If anything found abnormal, try to isolate that equipment. If successful, reset the relay targets and resume traction. Otherwise contact TLC. @) If everything is normal, reset the relay targets and resume traction. 4) IfQLM drops second time with other relays, DO NOT reset the relay target. Ask for relief loco. 3.4, QRSI-1 target drops on run: Action to be taken a) Check for any smoke, burning smell or any abnormality in RSI-1, J1, CTF-1, 2, 3, SL-1, L1, L2, L8, traction motors 1, 2, 3, U1, A1/1, At/2, ( in modified locos U1,U2&A3) Q20, QD1, & SJs. If ‘everything is normal reset the relay target and accelerate gradually, duly watching ammeters (if anything Is found abnormal, try to isolate the same, otherwise contact TLC for further instructions), b) IF QRSI+ is dropping after long Interval, check the equipments mentioned above, if every-thing is normal, reset the relay target and resume traction. ©) If QRSI-t is dropping frequently, check the equipments mentioned above. If there is no abnormality, change HMCS-1 to 2, 3 & 4 positions one by one and try. If QRSI-1 is not dropping in a particular position of HMCS-1, isolate that traction motor work with S/6th of maximum permissible load, 4d) If QRSI+ is dropping in all positions of HMCS-1, place HVSI-1, HVMT-1 and HVSL+1 on ‘0! Resume traction with 50% of the maximum permissible load. NOTE: 4, InWAP-4 (without RB) and WAM-46P locos C145, ATFEX and CTFs are not provided 2. In WAG-7 and WAP-4 (with RB) locos C145 and ATFEX are connected in RSI-2 block 3.5. QRSI-2 Target Drops on Run: Action to be taken 4) Check for any smoke, burning smell or any abnormally in RSI-2, J2, CTF-1, 2, 3, $L-2, L4, LS, L6, traction motors 4, 5, 6, U2, A2/1, A2I2, (in modified locos US, US and Ad) QD-2 and SJs. If everything is normal, reset the relay target and accelerate gradually duly watching ammeters (WF anything is found abnormal, try to isolate the same. Otherwise contact TLC for further instructions),‘Operating Manila Trouble Shooting Directory fr Electric Locomotive b) IF ORSI-2 is dropping after long Interval, check the equipments mentioned above, if everything is. normal, reset the target and resume traction ©) If QRSI-2 dropping frequently, check the equipments mentioned above. If there is no abnormality, change HMCS-2 to 4, 3 & 2 positions one by one and try. If QRSI-2 not dropping in a particular position of HMCS-2, isolate that traction motor and work with S/6th of maximum permissible load, 4) If QRSI-2 is dropping in all positions of HMCS-2, place HVSI-2, HVMT- Resume traction with 50% of the maximum permissible load. ‘and HVSL-2 on “0 NOTE: 4. InWAP-4 (without RB) and WAM-46P locos C145, ATFEX and CTFs are not provided. 2. In WAG-7 and WAP-4 (with RB) locos C145 and ATFEX are connected in RSI-2 block BU lorscoe seer toe tos oe oe | H ‘GOP- 1 AND GOP- 2 INTERLOGKS ‘QOP relay with red target QOP-1 AND QoP.2 ‘These are the earth fault relays provided in the traction power circuit to protect the equipments from earth fault. Acting of these relays indicate there is an earth fault in the equipments such as RSI biocks, traction motors, line contactors, reversers, ATFEX, CTFs etc., or in the interconnected cables, When QOP-1 or QOP-2 relay acts, its normally closed interlock will open in the MTDJ branch and {tips DJ immediately and also a red target will drop in the relay. 3.6. QOP-1 drops, target can be reset Action to be taken 4) Check for any abnormality in a5, a6 (in WAGSA & WAM) 23, ad (in WAGT & WAP4), RSI SL-1, Lt, L2, L3, traction motors 1, 2, 3, J, Q20, QD-1, RC damping panel, CTF-1, 2, 3, ATFEX, C145, shunting contactors, U1, At/1, A1/2, (in modified locos U1, U2 & A3) SJs. If any. thing is found abnormal, isolate the concerned equipment or circuit and resume traction if possible npits ») IFeverything is normal, try to reset the relay target and resume traction ©) If QOP-1 drops further after long interval, every time check the equipments mentioned above. If no abnormality, reset the target and resume traction. 4) IF QOP-1 drops frequently, change HMCS-1 to 2, 3 & 4 positions one by one and try. If QOP-1 not dropping in any one of the HMCS-1 positions isolate that particular traction motor and work if the load is less than 5/6th of maximum permissible load, @) If QOP-1 drops in all the positions of HMCS-1, check the equipments mentioned above thoroughly and if no abnormality is noticed, place HQOP-1 in OFF position. Reset the relay target and resume traction duly watching the power circuit equipments for any abnormality. ‘Check the traction motors for any banding failure at a convenient place. 3.7. QOP-2 drops, target can be reset Action to be taken a) Check for any abnormality in a3,a4 (in WAGSA & WAM) a5, a6 (in WAG7 & WAP4), RSI-2, SL-2, L4, L5, L6, traction motors 4, 5, 6, J2, QD-2, RC damping panel, CTF-1, 2, 3, shunting contactors, U2, A2/1, A2/2 ( in modified locos U6, US and A4) and SJs. (In WAG-7 and WAP-4 with RB locos) C145 and ATFEX also to be checked. If anything is found abnormal, isolate the concerned equipment or circuit if possible and resume traction, > (©) If QOP-2 drops further after long interval, every time check the equipments mentioned above. If no abnormality, reset the target and resume traction. If QOP-2 drops frequently, change HMCS-2 to 2, 3 & 4 positions one by one and try. If QOP-2 not dropping, in any one of the HMCS-2 positions isolate that particular traction motor and work ifthe load is less than 5/6" of maximum permissible load, ©) If QOP-2 drops in all the positions of HMCS-2, check the equipments mentioned above thoroughly and if no abnormality is noticed, place HQOP-2 in OFF position. Reset the relay target and resume traction duly watching the power circuit equipments for any abnormality. ‘Check the traction motors for any banding failure at a convenient place If everything is normal, try to reset the relay target and resume traction. 9) NOTE: 41, If relay QOP-1 or QOP-2 dropping even after keeping HQOP-1 or HQOP-2 in OFF, Place HOBA in OFF position along with HQOP-1 or HOP-2. 2, Do not use RB if QOP-1/ QOP-2 acting during RB. 3. In WAP-4 (without RB) and WAM-46P locos RB equipments are not provided.‘Operating Manual and Trouble Shooting Directory for El For isolating a traction motor in negative side, an insulating sheet to be inserted between the corresponding reversor bit and drum as shown by keeping the reversor in appropriate direction. 3.8. QOP-1 drops, target can not be reset : Action to be taken ‘a) Stop the train at the convenient place and check the traction power circuit no. 1 for any smoke, fire or any abnormality and check for any foreign body coming out through traction motor vent mesh (i. banding failure) b) If any foreign body or wires 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 target. If the target is reset, close DJ and resume traction. 4) Ifthe relay target does not reset, keep HQOP-1 in OFF position isolate RSI-1 block and clear ‘section if load and road permits. If load and road does not permits Keep HQOP-1 in OFF position and clear section, inform TLC, take safety measures, and enter into the HT ‘compartment. ) Normalize HOOP-1 to ON and keep reversor J1 in neutral position. Try to reset the relay target 4) If the target does not reset (the fault is not with the traction motor), keep HQOP-1 in OFF position and work further with instructions, 9) If the target is reset, conclude the fault is with the traction motors (1, 2, 3) h) Keep the reversor J1 in the appropriate direction. Find out the defective traction motor by ‘changing HMCS-1 and packing the reversor bit as follows. i LocomotiveFOR WAGS, WAG7, WAP4 WITH RB & WAM4 LOCOS 1. Pack J1 ~ 8th Bit, Try to reset QOP-1. If QOP-1 resets, place HMCS-1 in ‘2’ position, work with 5/6th of maximum permissible load. If QOP1 does not reset, remove the Bit packing 2. Pack J1 ~ 10th Bit. Try to reset QOP-1. if QOP-1 resets, place HMCS-1 in '3" position, work with 5/6th of maximum permissible load. If QOP-1 does not reset, remove the Bit packing. 3. Pack J1\~ 12th Bit. Try to reset QOP1. If QOP-1 resets, place HMCS-1 in ‘4’ position, work with 5/6" of maximum permissible load FOR WAP4 LOCOS WITHOUT RB 1. Pack J1 ~ 8th Bit, Try to reset QOP-1. If QOP-1 resets, place HMCS-1 in ‘2° position, work with 5/6th of maximum permissible load. If QOP1 does not reset, remove the Bit packing 2. Pack J1 — 10th Bit. Try to reset QOP-1. If QOP-1 resets, place HMCS-1 in ‘3° position, work with 5/6th of maximum permissible load. If QOP-1 does not reset, remove the Bit packing. 3, Pack J1 ~ 6th Bit, Try to reset QOP1. If QOP-1 resets, place HMCS-1 in 4’ position, work with ‘516th of maximum permissible load. 4. Ifunsuecessful, contact TLC for advice NOTE: If relay QOP-1 not resetting in HQOP-1 OFF, piace HOBA OFF along with HQOP-1 in OFF and try. 3.9. QOP-2 drops, target cannot be reset Action to be taken 42) Stop the train and check the traction power circuit no. 2 for any smoke, fre or any abnormality ‘and check for any foreign body coming out through traction motor vent mesh (ie. banding failure) b) If any foreign body or wires 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 abnormally in the traction power circuit, isolate the defective equipment and try to reset the relay target. I the target is reset, close DJ and resume traction, 4) Ifthe relay target does not reset, keep HQOP-2 in OFF position isolate RSI-2 block and clear section if load and road permits. If load and road does not permits Keep HQOP-2 in OFF position and clear section, inform TLC, take safely measures, and enter into the HT ‘compartment ©) Normalize HQOP-2 to ON and keep reversor J2 in neutral position. Try to reset the relay target 1) I the target does not reset (the fault is not with the traction motor), keep HQOP-2 in OFF position and work further with instructions, 9) Ifthe target is reset, conclude the fault is with traction motors (4, 5,6). h) Keep the reversor J2 in the appropriate direction. Find out the defective traction motor by ‘changing HMCS-2 and packing the reversor Bit as follows, NOTE: In WAGT loco and WAP4 with RB, check ATFEX and C145 also.‘Operating Manila Trouble Shooting Directory fr Electric Locomotive FOR WAGS, WAG7, WAP4 WITH RB & WAM4 (6P) LOCOS 1 Pack J2 ~ 8th Bit, Try to reset QOP-2. If QOP-2 resets, place HMCS-2 in '2' position, work with 5/6th of maximum permissible load. If QOP2 does not reset, remove the Bit packing Pack J2 - 10th Bit, Try to reset QOP-2. If QOP-2 resets, place HMCS-2 in '3' position, work with 5/6th of maximum permissible load. If GOP2 does not reset, remove the Bit packing Pack J2 - 12th Bit, Try to reset QOP2. If QOP-2 resets, place HMCS-2 in ‘4’ position, work with 5/6th of maximum permissible load. FOR WAP4 LOCOS WITHOUT RB 1 NOTE: 3.10. Pack 2 ~ 6th Bit. Try to reset QOP-2. If QOP-2 resets, place HMCS-2 in ‘2° position, work with 5/6th of maximum permissible load. If QOP2 does not reset, remove the Bit packing Pack J2~ 10th Bit, Try to reset QOP-2, If QOP-2 resets, place HMCS-2 in 3 position, work with 5/6th of maximum permissible load. If QOP-2 does not reset, remove the Bit packing. Pack J2-8th Bit. Try to reset QOP2, If QOP-2 resets, place HMCS-2 in ‘4’ position, work with '5/6th of maximum permissible load, Irunsuccessful, contact TLC. Ifrelay QOP-2 not resetting even HQOP-2 in OFF, place HOBA in OFF along with HQOP-2 in (OFF and ty, Whenever manually operating the reversor or packing the reversor bit, Keep HBA switch on 0 Ensure HBA in ON position before resetting the relays QOP-1, QOP-2 & QOA Instructions to be followed after keeping HQOP 1/2 in off position : While resuming Traction, depute the Assistant Loco Pilot for § minutes in corridor to watch for any smoke, burning smell, fre or any abnormality in HT compartment and also watch for any abnormality in SL and traction motors. While resuming traction, if auto regression with LSP glowing is experienced, watch the ‘ammeters and trouble shoot for the same. ‘After clearing the block section check the traction motors for any banding failure. Report the matter to TLC and make a remark in the logbook.3.11. QOA drops target can be reset : Action to be taken 1a) Check the auxiliary power circuit (ARNO, 13 auxiliary motors, CHBA, a0, a1 terminals, cab heaters, TFVT, C118, R118, Q30, UAt, UA2, EM contactors, HVSI-1, HVSI-2 and cab 2 switch panel) for any smoke, burning smell, fire, high temperature or any abnormality. If anything found ‘abnormal, try to isolate that equipment and resume traction. b) Ensure all EM contactors are open. If any one of EM contactors welded, take safety precaution to remove the welding and isolate the concemed. equipment and work accordingly ©) If everything is normal, reset the relay target and resume traction 4) If QOA drops further after long interval, check the auxiliary power circuit every time for any abnormally and if everything is normal, reset the relay target and resume traction. ©) If QOA drops very frequently, place HQOA on ‘0’ position and resume traction duly observing the instructions. '). If QOA drops while closing DJ, check ARNO, TFWA terminals, MVSI-1, MVSI-2, MVSL~ MVSL.2, MPH, HVSI-1, HVSL2, HVSL-1, HVSL-2, HPH, C118, R118, CHBA, Q30 and UA meters for any abnormality. i), IQOA drops while closing BLCP, check MCPs and C101, C102, C103 for any abnormality, i, IF QOA drops while closing BLPV, check the concemed MPV and contactor. If there is any abnormality, isolate the same and work on wards with other MPV, 'v). If QOA drops while closing BLVMT, check MVRH MVMT-1, MVMT-2 and contactors C105, (€106, C107 for any abnormality. NOTE: 1. If any abnormality is noticed in the above equipments, try to isolate the defective equipment ‘and resume traction. Otherwise contact TLC for advice, 2. RTPRis replaced by DC-DC converter. In some locos both are provided. For QOA dropping check RTPR also if provided. 3.12, QOA drops target cannot be reset : Action to be taken a) Check the auxiliary power circuit for any smoke, buming smell, fire or any abnormally. If there is any abnormally, try to isolate that equipment and resume traction b) If there is no abnormality, open all BL switches and try to reset the relay target. ©) Ifthe target is reset, close DJ and resume traction. d) If the target does not reset, Check all the EM contactors in EM contactor panel, if any EM contactor is noticed in welded condition release it and reset the relay. If QOA relay is reset, isolate that particular auxiliary motor whose contactor is welded and work onwards accordingly. ©) fall the EM contactors are normal, place BLRA ‘OFF’, remove CCRA18&2, CCVT & CCSPM and keep the isolating switches HPH, HVSL-1, HVSL-2, HVSI-1, HVSI-2 and HCHBA in 0! one by one and try to reset the relay target. 4) Ifthe target is reset after putting the particular isolating switch in ‘0, keep that corresponding ‘auxiliary motor in isolated condition and resume traction accordingly.‘Operating Matoal sd Trobe Sboting Directory for lecre Locomotive g) If stil the target does not reset, place HQOA on '0' position and resume traction duly observing the instructions. i). If QOA relay dropping or not resetting even when HQOA on ©, place HOBA also in OFF position and try. i, If unsuccessful contact TLC for further instructions. iid. If any independent starting auxiliary motor is bumt, place concemed isolating switch on 0! and ensure its contactor opened fully. iv). After isolating any equipment, inform TLC, v). While working HOG (Head On Generation) system provided locos for QOA dropping frequently or unable to reset cases, Place HOG breaker in OFF position and try. 1Q44(0.6sec> QnA QLA QLM QoPi Qure QRSIi QRSI2 wr QPDJ 3 MTDJ aoa: It is an earth fauit relay provided in the auxiliary power circuit to protect the equipments from earth fault. If there is any earth fault in any of the equipments such as ARNO, auxiliary motors, CHBA, TFVT, C118, R118 etc, the relay will act When relay QOA energises, its normally closed interlock in MTDJ branch will open and trips DJ immediately and also a red target will drop in the relay.3.13. Instructions to be followed after keeping HQOA in ‘0' position 41. Depute the Asst. Loco pilot for 5 minutes in the corridor while closing DJ and starting the auxiliaries to watch for any smoke, buming smell, fire or any abnormality in the auxiliary power circuit equipments. 2. Loco pilot to watch for any abnormality in EM contactors, switchboard, driving desk if he is ? votow band 1 ‘TO WEDGE COMET RELAY PULL KNOB 4 TOWARDS. COMET RELAY AFTER RIGHT SIDE AND LIFT KNOB 2 AS SHOWN IN FIGURE. WEDGING For wedging COMAT type relay in energised condition, release the locking, provided for the wedging knab(white in colour), then rotate the knob in clockwise for 90 degrees (ie.9 to12 'O' clock). WEDGING OF 'WOAMA' TYPE RELAY IN ENERGISED CONDITION In WOAMA typo relays a metal clamp is To pack the relay In. energised condition, provided for the purpose of manual packing, remove the cover and press the pall and Normally metal clamp positioned at 3 'o' clock ‘tum the metal clamp from 3'o' clock to 12 ‘o' Poston. clock postion. After packing the relay, ensure the interfocks are closed fully NOTE: In some locos WOAMA type relays are provided with screw for wedging purpose. For wedging the relay in energised condition no need to remove the cover. Break the seal land rotate the screw in clockwise direction. 89WEDGING OF “BBC / EEC” TYPE RELAY IN ENERGISED CONDITION For wedging EEC type relay in energised position, press the pallet and insert the wooden wedge between the pallet and outer bracket. Check and ensure that relay interiaoks are closed or opened fully NIC INTERLOCK After wedging the relay, check the interlocks are For wedging of EEC type relays in energized propery closed. ‘condition, brosk the seal and remove the cover, Pass the pallet and insert the tapered wooden wedge ‘between core and outer bracket. After wedging the relay ensure that ‘the N/O interlocks are fly closed. ©. Precautions: When Q100/QTD100 relay is wedged (if provided): 1. While closing DJ every time ensure that BLPV, BLCP and BLVMT are kept opened. 2. After closing DJ and LSCHBA extinguishes, close BLPV, BLCP and BLVMT one after the ‘other with 5 seconds interval to avoid over loading of ARNO. 3. In WAGSI7.WAP4 locos, when ever Dy trip , before reclosing DJ bring MPJ to 0" position and bring back to forward to enable the opening of contactors C107,C105,C 106 otherwise ICDJ experiences. 4, In WAMA 6p Locos 100 is not provided. +100wire wil energize only after 9 sec of DJ closing, When relay Q50 is wedge 4. Ensure the correct setting of J1 and J2 as per the direction and CTF 1-2-3 on “UP” position and C145 open position, before wedging Q50. Do not operate MPu till the train reaches the relief point. When Dy is tripped on notches, bring MP to '0' for GR to regress to ‘0 Do not use RB. 90‘Operating Manila Trouble Shooting Directory fr Electric Locomotive When rolay Q51 is wedged: Relay Q51 should be wedged in de-energised position, ‘Wedge should be inserted between the pallet and core Auto regression will not take place during wheel slip or when QD or Q20 action takes place or when relay QRS is de-energised or when PR2 is energised Operate sanders to avoid wheel slip. Observe LSP and ammeters for whee! slip indication. Watch BP pressure and vacuum level on run ( for QRS and PR2 action}, Check the relay for any over heating, Ifthe relay is over heated open DJ, remove the wedge and contact TLC for advice, 7. Watch the Traction voltmeter for not exceeding the maximum traction motor voltage (865V) NOTE: QS1should not be wedged for avoiding auto regression during wheel slip. Remove the cover and loosen the check nut by using ‘cutting plier. To wedge Q61 relay (EEC type) in deenergised ‘condition, break the seal and remove the cover. Then insert the wooden wedge between core and pallet. When relay 118 is wedged: 1. Before wedging Q118, ensure C118, C101, C102, C103, C105, C106, C107, C111 and C121 are opened fully. 2. While closing DJ ensure LSCHBA is extinguished. If not, release BLRDJ after 4 seconds after extinguishing of LSDJ. ‘After closing DJ, check and ensure that C118 is fully opened, Check and ensure that MVSL-1, MVSL-2, and ARNO are working property Close BLVMT and check that MVRH, MVMT-1 and MVMT-2 are started and working properly. On run, check the working of ARNO, VSL-1, VSL-2, VMT-1, VMT-2 and VRH and also transformer oil level at regular intervals. Avoid quick regression of GR. If any blower is not working properly or if transformer oll level is increased abnormally, open DJ immediately and contact TLC for advice.92, When Relay Q45 is wedged (after removing 30) (2-45 should not be wedged when there is Operation ‘A’ ending trouble in the loco) 1. Ensure that BLDJ is opened. 2. Ensure GR is on’0 through SMGR drum. 3. Ensure that both HVSIs are on position“! 4, ‘After wedging, when HBA is closed, relays Q44 and Q118 will chatter til such time DJ is closed. So clase DJ without delay. For closing DJ, close BLDJ only, BLRDJ need not be pressed. 6. Before starting the train, ensure VSI-1 and VSI-2 are working properly and also check their ‘working at regular intervals. 7. Watch OHE voltage. if it drops below 17.5 KV or to'0' open DJ and trouble shoot according to the abnormal sign, 8. If DJ is to be kept opened for long time, remove the wedge from Q45 or place HBA on ‘0! to avoid chattering of G44 and 118. ‘9, Whenever D\ is tripped on run, open BLDJ immediately, When Relay QRS is wedged: Watch and ensure BP pressure is adequate and the train is running safely, 2. While working air brake train whenever air flow indicator reading shoots up, bring MP to ' and ensure GR comes to'0 3. When RS is opened and AQ is brought to application, bring MP to ‘0’ and ensure GR comes to 010. SPECIAL INSTRUCTIONS 10.1. NOTE: Emergency Electrical Control Operation (EEC) Place MP on N and ZSMS switch on '0' (EEC position. Press and release BPP for one notch progression of GR. Press and release BPR for one notch regression of GR. Press BPR continuously for quick regression of GR. Before resuming traction by EEC operation ensure that progression and regression take place correctly. When DJ is tripped, place MP on 0’ close DJ and then move MP to N and resume traction FMP is moved to'0' position when GR is on notches, Du will rip through Q46 relay. Work the train with normal speed and current rating up to destination. For EEC operation, in modified oco's, no need for changing ZSMS position. During EEC poration wrle taking notches, if MP placed on ‘0’, loco pilat wil experience 1* notch auto regression wlo LSP glowing, 10.2. 1 2 3 10. " 2 28. 14 45. Manual operation of GR: Manual operation of GR should be done, when MP and EEC failed in both cabs. Place MP on position N. Turn ZSMGR handle anti-clockwise from 6 0’ clock to 3 0’ clack position and remove the handle. Ensure SMGR drum is on ‘0 Insert ZSMGR handle in GR shaft at 6 0” clock position, Turn ZSMGR handle in clock wise direction within 0.6seconds from 6 O' clock position to 6'0" clock position for one notch progression. Turn ZSMGR handle in anti-clockwise direction with in 0.6seconds from 6'o'clock to 6°0' clock position for one notch regression, Walch RGR for any over heating during progression and regression. Progress and ragrass by exchanging signals (normally use corridor lights for indication), ‘Speed of the train shall not exceed 40 kmph. Incase of emergency, Loco Pilot shall open DJ and apply brakes. Whenever Du is tripped GR should be brought to 0’ manually and MP should be placed on “ for closing Du. While regressing, ensure that GR is not over travelled beyond '0' by observing notch indicator ‘of SMGR drum and lamp LSGR. ‘Assistant Loco pilot is responsible for manual operation of GR. After clearing the block section, contact TLC for advice.The location of the pacco switch is shown above. The pacco switch to be in fifted condition for MP and EEC operationi, Hf SS Ss96 10.3. Working the train by energising the loco from rear cab: Follow the instructions given for the method of driving the loco from rear cab: A. In rear cab: Place ZPT on position *2' and raise the panto. Close Du, switch on BLPV, BLCP and BLVMT. Keep A9 in running position and close supply and apply cut out cocks, Close SAS supply and apply cut out cocks. In leading cab: Keep Ag handle in running position and open supply and apply cut out cocks. 2. Keep SA9 supply and apply cut out cocks open to apply loco brakes when required, The loco shall be operated by the Assistant Loco Pilot from rear cab as per GR 4.21. The Loco Pilot wil remain in leading cab to control the train as and when required. 4, If necessary, the Loco Pilot can operate AQ to emergency position to regress GR to ‘The loco shall be operated by exchange of signals between the Loco Pilot and Assistant Loco Pilot 6. Atneutral section, the Assistant Loco Pilot shall open Du and lower panto if necessary. The speed of the train shall not exceed 40 kmph ifthe Loco Pilot is in leading cab. 8. If the Loco Pilot isin trailing cab and the Assistant Loco Pilot is in leading cab, the speed is restricted to 15 kmph 8. The Loco Pilot shall request for assistance at the first opportunity 10. Enter in the loco logbook stating the place from where TLC has been informed, 10.4. Working without pilot lamps: While closing Du, release BLRD\ after 4 seconds when UA needle deviates. 2. Keep a good watch on UA needle and the noise of the auxiliaries to get correct indication of ‘ripping 3. The deflection of UA needle and the noise of auxiliaries will only be the checking sign for closing DJ and trouble shooting. 4. Keep a watch on battery voltage, baltery charger Ammeter (on battery charger). Frequently check the telltale fuses on RSI blocks. If any fuse projects out follow the instructions. 6. Continue hauling the train up to next locomotive relief point. Walch NR for notch regression, while taking notch due to QD action, 8. Whenever MP Is placed on '0' observe notch repeater needle to come to ammeter needles and traction motor volimeter needle should come to 0’. 8. Inform TLC at the first normal stop. 10, Enter in the loco logbook stating the place from where TLC has been informed, and both1 2 3, 4. 6. 10.6. 10 " 12 8. 14, 15 ‘Operating Manu and Trouble Shooting Directory for Electric Locomotive Working without head light: Keep ZPR switch in open position. Ensure marker lights are glowing, Proceed at a speed as per G & SR Whistle freely on run. Inform TLC and Section controller at next block station. Grounding the loco for entering into HT compartment: Try to stop the train at a station or at a convenient place near a gate lodge, or at a telephone tap or at flag station, Apply train and loco brakes, Protect the train as per GR& SR 6.03. Build up maximum pressure in MR and RS. ‘Open DJ, lower panto, ensure both pantos are lowered fully and LSDJ is glowing, Remove ZPT key and insert the same in BV box at § 0’ clock position and tum itn clockwise direction to 7 'O' clock position, Operate HOM handle upwards gently Remove two fitchet keys by turning them in anti-clockwise direction. Keep one key in personal custody and withthe other open the HT compartment door. Attend the repairs in HT compartment. Ensure that no tool is let in HT compartment, lock the door and remove the fitchet key. Replace both the keys in the BV box and turn them in clockwise direction. Operate HOM handle downward gently ‘Tum ZPT key back to 5 O'clock position and remove the ZPT key. Raise the panto, close DJ and resume traction. For grounding the loco the ZPT key to be in BV box at 52" clock position and fs to be moved to 7 o'clock position aSpecial Instretions When HOM handle comes to horizontal position, HOM switch will close on the roof of the loco 10.7. Instructions for earthing OHE, to climb on loco roof : 1. Note the time, kilometerage of occurrence and nature of damage to panto and OHE, 2. Protect the train as per GR & SR 6.03. 981" 12, 10.8. Operating Manual and Trouble Shoting Directory for Electric Locomotive Contact TPC through emergency telephone tap. Give information to TPC i.e, date, train no, loco no, between stations, direction (UP/DOWN), kilometer, nature of damage and time required for attending the repairs. ‘Ask for OHE staff to obtain emergency power block, ‘After power block is obtained and OHE is grounded on either side of the loco by OHE staf, Operate HOM and ground the loco, If pantograph is damaged, remove the broken pieces, tie up the projecting and hanging parts which cannot be removed, with a coir rope. Remove the HPT from the roof insulator clip and {xin the earthing clip. ‘After completion of work ensure that no too! is left over on the loco roof. After earthing poles are removed from contact wire and power block is cancelled by OHE staff, unground the loco. Close the damaged pantograph cut out cock. Raise the good pantograph and close DJ when the power is restored, Standard instructions for renewing fuse : If CCLC, CCLF or CCVT biows, which does not open DJ, work upto next normal stop and then renew the fuse. If the fuse is CCPT or CCDJ or CCA try to coast, clear the block section and then renew the fuse. SStop the train, open DJ, lower the panto, switch off HBA, for removing or replacing the fuse in fuse socket. For replacing, choose the correct fuse, which should be equal in value and shape to that of melted one, Check the fuse before replacing with the help of fuse tester ECC and LECC lamp Place the fuse in the fuse cap with tail end upwards and then insert in the socket. Tighten the cap properly. Operate the switches one by one duly watching the working of auxiliaries to detect any faulty circuit, so as to isolate that particular circuit or to avoid using that control circuit or for wedging that particular contactor (see NOTE below). If the fuse is melted second time, place HOBA in OFF position and renew the fuse and try I again fuse is melting, observe the following 4) Ifitis CCBA or CPT or CCDJ, try from rear cab. If unsuccessful, contact TLC, b) I itis CCA,work within 5 notches by wedging minimum contactors (MPV, MCP) and clear the block section or clear the block section with S00amps current rating duly wedging 118 in energised condition, ©) If it is CCLS, work onwards without pilot lamps, with other indications and avoid whee! slipping. 4) Ifitis CCLC, CCVT, CCFL and CCLF work onwards without energizing the circuit, «¢) Ifitis CCQV 61, ignore LSCHBA and work onwards, ) For CCRT, CCUA, CCTFS and CCVT do not place HOBA in OFF and work onwards by isolating the concemed equipments. 99100 Place the fuse in fuse cap with tail end upwards and then insert in the fuse socket. NOTE: If CCA malts while closing auxiliary BL switch, isolate the concerned contactor. If required, take safely measures and wedge the concemed contactor, keeping the contactor coll in isolated ‘condition, 10.9. Instructions for cleaning relays Q50, Q51 & QCVAR: A. General Stop the train at a station or at a convenient place, Build up maximum air pressure in RS and MR. 1 2 3. Open Di, lower the panto and open HBA. 4. Break the seal and remove the relay cover. 5. Examine the relay visually for any welding of contacts, burt marks, bent or breakage of contact fingers, obstruction of any foreign body and connecting terminals. Operate the actuating rod or pallet gently and check the flexibility of the relay. I any abnormality is noticed, contact TLC for advice. B. To Clean Relay contacts: For normally open interlock: Insert a thin paper between the contact. Press the actuating rod gently so as to close the contacts. Now move the paper to and fro few times. Release the actuating rod and take out the paper. Repeat the process 2 or 3 times on each interlock.NIC INTERLOCKS AC COIL Cleaning of QCVAR NIC interlocks. aa INTERLOCK Cleaning of 045 N/O interlock. For normally close interlock: 1 2 3. 4 5. Press the actuating rod gently. Insert a thin paper in between the relay contacts. Release the actuating rod and move the paper to and fro few times, Press the actuating rod and remove the paper. Repeat this process 2 or 3 times on each interlock. 10110.10. DJ cannot be opened by BLDJ MANUAL OPENING OF DJ 1. Stop the train at a convenient place and lower the pantograph after building up 9.6 kg/cm? of pressure in the main reservoir and RS. Keep HBA on ‘0, Close Rt and RAL COCs, ‘Take safely measures and enter into HT-2 compartment. 4. Release the pressure from RDJ by opening the RDJ drain cock and keep the drain cock in ‘open position only Open the DJ assembly cover. Use 32mm spanner and insert the same at the bottom square of the yoke of the DJ pin insulator and tum the spanner in anti-clockwise direction. Full length projection of the DJ servo motor piston rod indicates proper opening of the DJ. 7. Replace the cover and close RDJ drain cock. 8 Unground the loco and open R1/RAL cut out cock. 9. Keep HBA on position 1 10. Close and open DJ few times in LT. 11, If successful, resume traction. Inform TLC and enter in the loco logbook. 12. If unsuccessful, contact TLC for advice. ‘Manual opening of DJ 10.11. Dummying of safety valve SS2: 4. Stop the train at a convenient place. 2. Ifthe safety valve is stuck up in open position, gently tap the safety valve and try. 3._ Ifthe leakage is not stopped or SS2 is worked out from pipe, try to refx the safety vaive. 4 If $82 cannot be fixed up, remove the dummy nut provided near SS2 and try to dummy the Pipe line. Ifthe dummy nut is also not suitable or not provided, try to block it with a wooden plug Ifthe leakage can be arrested, energise the loco and resume traction 102Operating Manual and Trouble Shoting Directory for Electric Locomotive 7. Ensure RGCP is in proper working order. If tis defective, work with BLCPD duly opening it at 9.5 kglem? and closing at 8Kglcr. 8. Ifthe leakage could not be arrested and unable to maintain the minimum working pressure, NOTE: In some loco’s COC is provided for SS2.Close the COC in case of S82 is stuck up In open condition, 10.12. Low Tension Test (LT TEST) A. Preparation: 1. Stop the train. Build up 9.5 kg/cm? of air pressure in MR and RS by working MCP. 2. Check the BA voltage. It should be above 85V. 3. Open DJ and lower pantograph and ensure both pantos in lowered condition. 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 't' position. B. Testing: 1, Close BLCP or BLCPD. Watch the closing of compressor contactors according to HCP position, 2. Keep A9 in release position, close BLPV, and Watch closing of Exhauster contactor according to ZPV position. Close HPV, watch the closing of other Exhauster contactor. Close BLVMT, watch the closing of contactors C-107, C-105 and C-106 one after another with a time delay of § seconds each, Move MP4 to F or R position. Watch the Reversers J1 and J2 are thrown to proper direction, Cab-tforward J18J2 UP direction, Cab-1 reverse- J18J2 DOWN direction Cab-2 forward -J1&J2 DOWN direction, Cab-2 reverse- J18J2 UP direction, Bring MP from N to + Watch for one traction notch progression and LSGR to extinguish 1038. Place MP on *N" position and watch for the closing/opening of line contactors according to HMCS position as given below: a) HMCS-1 in 2’, Watch for Lt to open and L28L3 to close, b) HMCS-1 in’3', Watch for L2 to open and L1&, L3 to close. ©) HMCS-1 in 4’, Watch for L3 to open and L1& L2 to close, 4) Normalise HMCS-1, Watch for L1, L2 & L3 to close. ) HMCS-2 in 2’, Watch for L4 to open and L58L6 to close, 1) HMCS-2 in 3’, Watch for LS to open and L4&, LE to close. 9) HMCS-2 in ‘4’, Watch for L6 to open and L4& LS to close. h) Normatise HMCS-2, Watch for L4, L5 & L6 to close, 10. Take two traction notches and Watch for CGR-1, 2 & 3 to close according to GR notches. 14, Walch the working of PHGR after taking 6 traction notches. 12. If MPS is in service, take 20 traction notches and operate MPS to 1’, 2’, '3', and '4” positions, Watch the closing of shunting contactors step by step. Bring back MPS to ‘0 13. For testing QWC, press BPQWC before taking 2nd notch, one shunting contactor will close in leading pair of traction motors circuit. Take 11 traction notches and watch the opening of shunting contactors. 14, Take few traction notches and place A9 on emergency position. GR should retum te 15, Place MP on 'N’ and ZSMS on and test EEC working also. NOTE: In modified ZSMS locos, for EEC operation no need to change the ZSMS position.hPa GM ca UY 11.1. Preparation of locomotive in shed |. GENERAL: 4. Ensure that the loco is under wired track and secured with hand brake. 2, Read the loco log book and note the repairs, missing fitings ete. I LOCO EXAMINATION ON LEFT SIDE: (This examination to be started from cab-1 end) 4 2 10. 1" 12. 8. 14. 45. +6. 7. 8. 19. 20. 21 22. 23. 24, 2. 26. 21. ‘Accessories drain cack above wheel no. 1 should be closed. Check the speedometer gear box and its cables Examine the front truck equalizers, helical springs and bogie frame for any crack or abnormality. Check the proper fixation of axle box covers and stay plates. Check the loco body, bogie securing bolts and safety pins are intact, Check the air bellows for any damage. Check the brake cylinder securing bolts, slack adjusters, brake shoes, brake riggings and safety brackets are intact, Check the sand pipes alignment with rail and availabilty of sand in the sand boxes. CCheck the ol level in the load bearer and center pivot oil cups. Check the condition of three safety valves (11. Skg/en). GR board drain cock should be in closed condition. Check the centrifugal dit collector with drain cock in closed condition, Check C2 relay valve (BP charging) is intact, behind battery box no.3 Check control reservoir drain cock is in closed condition. (Check DJ oll separator drain cock in closed condition Check MR1 drain cock is in closed condition Check auto drain valves with their COCs are in open conaition, Check panto pipe drain cock isin closed condition. Check the condition of battery boxes and their fixing brackets are intact and also observe for any smoke, smell or leakage of electrolyte. Check MR2 drain cock is in closed condition. CCheok the safety valve SS2 is intact (Check Air intake COC is in closed condition. Check SL2 and its exhaust for any abnormality, Check brake cylinder COC for truck 2 is in open condition, Rear truck examination to be carried out as mentioned in the front truck examination (Items 3 to 9), CCheok the condition of side glasses and micro fiters. Check the loco body and footsteps for any damage.Ill, LOCO EXAMINATION FRONT SIDE (CAB 2 SIDE): 1. Check the condition and position of cattle guard, rail quard and engine buffers. Check the condition of CBC and transition coupling and locking pin, Secure the transition coupling in hook, when not in use on either side of the loco. CCheok the condition of marker lights, look out glasses and wind screen wipers. Check the condition of B, C, D couplers and sockets. Check the condition of headlight, flasher light and horns, Ensure that MU COCs are in closed condition (MR equalizing and BC apply pipe) Check the condition of vacuum hose pipe and its proper fixation on dummy plug with IR washer. 8. Check the condition of BP and FP hose pipes, their palm ends with rubber washers and properly secured on the hanger. 8. Check BP and FP angle cocks are in closed position. 10. Check SA9 and BP drain cocks are in closed condition IV. LOCO EXAMINATION ON RIGHT SIDE: (This examination to be started from cab 2 end) 1. Check the items mentioned for left side examination from 1 to 8 except speedometer gear box. Check the feed valve 6 Kglom? and its COC in open condition. Check SL 1 and its exhaust for any abnormality. Check MR3 drain cock in closed condition. 2 3. 4 5. Check battery box no 1 for any abnormality. 6. Check EP drain cock in closed position. 7. Check MR4 drain cock in closed condition. 8. Check battery box no 2 for any abnormality. 9. Check centrifugal dirt collector with drain cock. 410. Check MR4 COG is in open condition 11, Check C2 relay valve for loco brake is intact. 412. Check brake cylinder COC for truck no 1 isin open condition 19. Check centrifugal dt accumulator drain cock above whee! no. 4is in closed condition. 14, Check R1 COC above wheel no 4 is open \V. LOCO EXAMINATION FRONT SIDE (CAB 1 SIDE) : ‘Check all the items mentioned in LOCO EXAMINATION FRONT SIDE (CAB 2 SIDE) except item no 10,Operating Manual and Trouble Shoting Directory for Electric Locomotive VI. UNDER GEAR EXAMINATION (PIT INSPECTION): (This examination is to be conducted in shed or where examination pit is available) 1. Check the CBC inner securing bolts and nuts. Check vacuum reservoir for any damage. Check the traction motor inspection covers for any cracks and proper fixation, Check the condition of traction motor fixing bolts on suspension bearing. (Check the condition of six earthing bushes and their connections. Check the gear case fixing bolts are intact Check the condition of traction motor cables and wooden cleats. Check the resilient block, its bolts and safety pins are intact. Check the oil level in suspension bearing lower and upper sumps and cardium compound level in gear case and proper fixing of the cavers and dip sticks, 10, Check suspension bearing cover screws on either end are intact (four screws on each cover) 14, Check the air bellows for any tear or holes, 12, Check for any oll or grease splashes on inner wheel surface, 18. Check for any oil and cardium compound leakage. 14, Check the condition of brake shoes, brake riggings, safety brackets and sand pipes alignment, suspension bearings and gear case securing bolts and nuts. 16, Check the condition of battery boxes. 16, Check SL1 and SL2 covers for any damage or slackness. 17, Check for any oll leakage from transformer oll tank drain plug and check its wire seal 18, Check the condition of wheel tyres for any skidding mark. NOTE: Items 3 to 10 to be checked on each traction motor. VIL. CAB 2 EXAMINATION: 1, Keep both A9 and SAS apply and supply COCs open in working cab and closed in non- ‘working cab. Also ensure homs LT, HT COCs and wipers COC are in open position. 2. Ensure A9 handle in release position in both cabs. Ensure SA9 handle in release position in non- working cab and applied condition in working cab. 4, Ensure RS-2 (Asst. Loco pilot Emergency) in closed condition, Ensure AS and SA9 handles on release position and RS-2 in closed position in non-working cab and SAS handle in application position in working cab. Place MPJ, ZPT and BL keys in their respective positions. ‘Switch ON HBA, press ZUBA and check battery voltage above 85 volts Ensure all rotating switches on position 1 except ZPV and HCP. Ensure ZPR is in OFF position during day, ZPR in ON position during night and HOBA is in ON position, 107108 10, Ensure all fuses intact in their sockets. Test the spare fuses in ECC (35A- 2 nos, 16A- 4 nos, 6A- 4 nos. 11, In some locos (35A-2 nos, 16A-2 nos, 104-2 nos & 6A-4 nos.) 12, Ensure A, B, C conk connections at the bottom of switch panel are coupled up correctly and switch panel is secured propery. 18. Unlock BL and check that four pilot lamps LSDJ, LSCHBA, LSGR and LSB are glowing Press BPT and check the lamps LSRSI and LSP. Also check the availabilty of LSOBR, LSOL, LSAF, and LSGRPT if provided. 14, Check the ammeters, voltmeters, notch repeaters and speedometer needles are on 0. 415, Open center locker door and check electromagnetic contactors for any abnormality and check that CCTFS fuse cap is secured property 16. Open right side locker door and check that the safety relays are fixed properly and relay targets are not dropped and all the relay seals are intact, 17, Ensure iron and glass shutters are intact 18. Switch ‘ON’ ZFL and check the working of flasher light. 419. Check that fre extinguisher 2 nos are intact, sealed and not over due for testing Vill, CORRIDOR-2 EXAMINATION: Ensure PT2 COC is opened on Cab-2 back panel Ensure that MVMT-2, RTPRIDC-DC converter and Amo for any abnormality, ‘Check and ensure that there is no abnormality in C118 if provided (in HT compartment BA-3. pane). ‘Check the relays QF1 and QF2, red targets nat dropped on BA-2 panel corridor-2 facing. Ensure ZSMGR handle is at 6 O' clock position and pacco switch is lifted .ZSMS is on 4 position, HQOP1 & HQOP2 in ON position, RDJ drain cock is closed and SMGR drum is on g Check that the transformer oil level is above 15° C. Check the air flow indicator assembly is intact (for some locos itis available under the loco). Check the oil level in MPV1, MPV2, MCP1, MCP2 and MCP3. Secure the dipsticks and oil filing caps properly. Check the IV oil pump working on SLM type exhausters. 9. Check air flow measuring valve, R6 relay valve, MV4, RGAF are intact in motor chest-1 410, Check the sander electro valves are intact and their cocks are open on cab-2 back panel 1X, CAB -1 EXAMINATION: 1. In cab-1 right side locker, check the hand brake is fully applied and check portable telephone box, tool box (if provided) and fire extinguishers (2 nos. of DCP type) are intact 4 nos. in loco). 2. In Cab-1 center locker, check MCPA, ZCPA, RGCP with COC, VESA 182 with COC, VEPT1, RS drain cock, CPA drain cock, RS reservoir, RS pressure gauge and also RAL cock and Stor any abnormal. ‘Switch on ZCPA and ensure proper working of MCPA. In cab-t left side locker, check limiting valve 2.5Kglem®, electrical VEF, mechanical VEF, HS4 with feed valve and its gauge, RGEB-1,RGEB-2 with COC, HBS with COC, SWC, MU2B in lead position and F1 selector valve for any abnormality 5. Ensure RGEB2 COC is in open condition for both air and vacuum brake trains and HBS COC is in open condition for vacuum brake trains and in closed condition for air brake trains.1 Operating Manual and Trouble Shoting Directory for Electric Locomotive Ensure A‘ differentia valve COC is in open condition for vacuum brake trains. Ensure A9 and SAS handles are on release position and RS s in closed position properly Ensure AQ inlet and outlet COCs and SAS inlet and outlet COCs in open position, if itis working cab or else close them. Keep L&T ( A8) COC in open position. Ensure that four pilot lamps LSDJ, LSCHBA, LSGR and LSB are glowing. Press BPT and check the lamp LSRSI and LSP. Also check the availabilty of LSBCR, LSOL, LSAF, LSDBR ‘and LSGRPT if provided. Ensure ammeters, voltmeters, speedometers and notch repeater needles are on '0 X. CORRIDOR -1 EXAMINATION: 12, 13, 14, Ensure PT1 COC is in open position Check C3W distributor valve isolating handle towards valve side. VIC or VTP (Vacuum train pipe) COC is in open position In motor chest No-t check MVMT-1, MCP1, MCP2, MCP3, MPV1 and MPV2 for any abnormality and vacuum equipments are not having any abnormality, Check VEUL1, VEUL2, and VEULS , ensure their COC’s are open Check VEAD and ensure its COC is open and ladder is provided with its locking arrangement. ‘Check visually HT-1, HT-2 and HT-3 for any abnormality Check the HOM and ensure four fitchet keys are intact Check RSI blocks and isolating switches HVSI-1 and HVSI-2 positions and tell tale fuses should not be in projected condition. Ensure CHBA ammeter needle is on ‘0: ‘Check TFVT and R118 for any abnormality. In some locos C118 is provided above or below R118, Check VMT-2, QVMT-2 and Amo visually for any abnormality and ensure earthing shunts on roof and auxiliaries are intact. Check the relays provided on cab-2 back panel are intact. Check the colour of LTBA. XI, HIGH TENSION COMPARTMENT EXAMINATION: Remove ZPT key on '0' position, ensure that both pantographs are lowered. Insert ZPT key in BV box. Tum it clock wise from 5 'O' clock to 7 'O' clock position, operate HOM handle upwards and take out two fitchet keys. Keep one key in your personal custody and use other key to open HT compartment door. A. HT- 1 COMPARTMENT: 1. Open the door on corridort side, Ensure shunting contactors $1 to $3 arc chutes are intact and there is no abnormality. Ensure EP1 COC is opened. Ensure that reverser J1 and CTF1 are not locked and no abnormality. Check for any abnormality in ATFEX and QD1Ensure shunting resistances are intact and no abnormality, Ensure $J1 to SJé are intact and no abnormality. Ensure Ammeter shunt (SHAA-1) has no abnormality Check for any abnormality in RF resistance unit if Rheostatic brake is in service and cables are intact, B.HT-2 COMPARTMENT: CCheck for any abnormality in MPH, QPH, radiator and its pipe tne. Check the cowl joint for any abnormality. Ensure MPH inlet and outlet valves are open and securing bolts are intact. Check MVRH, QVRH and transformer terminals for any abnormality Check the terminals of RSI, TFWA and TFWR are intact. Check MVSL-1, MVSL-2, QVSL-1, QVSL-2, Tap changer, CGR 4, 2, 3 with are-chutes, RGR, RPGR, SMGR and roof bushing bar for any abnormality. Check GR oil level in the gauge and it should be between ~20° C and +20" C. 8. Ensure that there is no abnormality in PHGR, its pipe line, silica gel, DJ assembly and QPD4. ¢. HT- 3 COMPARTMENT: 4. Ensure HQOP-1 and HQOP-2 in ON position and EP2 COC is opened. 2. Ensure €145, line and shunting contactors with their arc-chutes are intact and there is no abnormality in QD 2, Q20, shunting contactors, J2, CTF2, CTF3, RSI-1, RS/-2 and RCC panel 11.2, Energisation of locomotive |. RAISING OF PANTOGRAPH: 4. Loco should be under wired track and LSDJ should glow on Loco Pilot's desk. At least 6.5kg/cm? air pressure is required for raising the pantograph 2. Ar pressure to raise the pantograph can be used from main reservoir if there is sufficient air pressure in MR. 3. Tho ar prossure from (Panto) secondary reservoir RS. can be used if there is sufficient air pressure in RS, 4, Air pressure in RS can be built up by CPA and used, when there is no or less air pressure in MR and RS. However while building RS pressure ZPT should be kept in A. RAISING OF PANTOGRAPH BY MAIN RESERVOIR PRESSURE: 1, Ensure R1 COC and pantograph COCs are opened 2. Insert ZPT key and bring it from ‘0’ to 't’ position, ensure the rising of rear pantograph and touching the contact wire itrespective of the cab.Operating Manual and Trouble Shoting Directory for Electric Locomotive B. RAISING OF PANTOGRAPH WITH RS PRESSURE: Ensure panto COCs are opened. Ensure panto, RDJ, Du il separator, RS and CPA drain cocks are closed. ‘Open RAL cock and ensure air pressure in RS gauge is 6.5 Kalen Operate ZPT from’! to 1 position. Rear panto will raise in3 steps. ©. RAISING OF PANTOGRAPH WHEN THERE IS NO AIR PRESSURE IN MR & RS: Ensure panto COCs are opened. Ensure panto, RDJ, DJ oil separator, RS, CPA drain cocks are closed ‘Open RAL cock and switch on ZCPA. MCPA starts working and builds up pressure in RS, ensure 6.5-kg/cm* air pressure in RS, Operate ZPT from'0' tot’ position. Watch the rising of rear panto and touching the contact wire. NOTE: 1. MCPA should be switched off after MR pressure build up to 6.5 Kglem? 2. MCPA should not be worked for more than 10 minutes. I CLOSING OF MAIN CIRCUIT BREAKER (D4) Ensure 6.5 kg/em? air pressure in MR or RS, If itis less, bulld up pressure with MCPA. Ensure LSDJ, LSCHBA, LSGR and LSB lamps are glowing Ensure pantograph is fully raised and touching the contact wire, Close BLDJ and then press BLRDJ Watch LSDJ to extinguish and release BLRD\ after extinguishing of LSCBHA. Check CHBA ammeter needle showing 2 to 7 Amps on charging side. Il, STARTING THE MAIN COMPRESSOR: NOTE: After closing DJ, Close BLCP switch, according to the HCP position, contactor C101/C102/ C103 will close and MCP 1/MCP2/MCP3 start working When air pressure is raised above 6.5 kg/em? in MR, open R1 COC ifits closed When the air pressure is raised to 9.5Kglom* or when CP is stopped working, close RAL coc. Close BLCPD and check the direct working of MCP. Raise the pressure to 10 kglom? and ensure SS-2 blowing, Depute Assistant Loco Pilot to drain out moisture, Before raising the pantograph loco pilot should ensure DJ Is in open condition ( LSDJ glowing) Before closing DJ loco pilot should ensure pantograph is fully rised and touching the contact,2 11.3. Different tests to be conducted after energi ing the loco |. LOCO BRAKE TEST: 1. Apply full brakes using SA9. The brake cylinder gauge should indicate a reading of 3.6 kgicm2 under such condition. Get down and ensure that all brake cylinders (8 nos. in WAGS, WAG7 & WAM and 12 nos. in WAP4 locos) are operated and brake shoes are held tight with wheel tyres. 2. Ensure no locomotive is nearby and nobody is working on the locomotive, 3, Take notches through MP and record the observations as per the table given below Gear] TM Gurrent AtWhich | TMCurrent At Which SINo | Type ofteco | Ratio | Loco Should Not Move _| Loco Should Move 7 WANE 75:52 [600A 00 A 2 WANA. 2158 | 800A T0008 3 WAGS. 4562 | 600A, BOOA 4, WAGSHA 7864 | 600A, ‘800A 3 WAP4 23:58 | 800A. 10008 6 WAG7, 76:85 | 600A, BO0A NOTE: The above values have been calculated theoretically, during practical working, there may be a variation of +50A I. VACUUM BRAKE TEST: 4. Ensure both cab A9 handles in release position and RS-1&2 on closed position. ZPV on 1 or 2 position, both side hosepipes are secured on dummy plug and IR washers are intact. 2. Ensure BP pressure is 5 kg/cm, HS4 pressure is 1.4 to 1.7 kglcnr. Ensure HCP on 1 or 2 or 3 positions, i. @. only one MCP in service. 4, Close BLPV, contactor C111 or C121 closes according to ZPV position and concerned PV starts working and creates Vacuum in the train pipe. Vacuum gauge needle shoot up to preset amount of vacuum. 5. Close HPV, contactor C111 or C121 closes and other PV also starts working 6. Apply SA9 and ensure loco brakes are applied (BC pressure 3.5 Kglom2), take 2 traction notches. 7. Bring AS handle to application position; ensure the droppage of vacuum is according to Ag position, 8, Place A handle on ‘emergency’ position 9. Ensure vacuum gauge needle comes to ‘0’ and GR retums to '0' and both exhausters stop working Il VACUUM BLOCKAGE TEST: ‘Switch OFF BLPV, Apply A9 and drop the vacuum to 0 Remove the vacuum hose pipe from dummy plug and keep the hose pipe facing upwards, Place A8 on release position and close BLPV and HPVIBLOPV, Check the vacuum gauge. Vacuum should not be created more than § cms. ‘Switch off BLPV and replace the hose pipe on dummy plug Repeat the test for rear side also.Operating Manual and Trouble Shoting Directory for Electric Locomotive NOTE: If the vacuum is created more than Scm indicates that there is blockage in the train pipe, Inform the same to TLC/ shed incharge. IV. VACUUM LEAKAGE TEST: 1. Ensure both vacuum hosepipes are secured on dummy, AQ in release and RS in closed position 2. Close BLPV and create prescribed amount of vacuum, 3. WAGS, WAM46PD (dual brake) ~ 58 om 4, Open BLPV and wait for 30 seconds for setting of vacuum needle and note the reading on vacuum gauge 5, Wait for another one minute and ensure that vacuum not dropping more than 10 ems on loco and 1Sems on train. V. VACUUM EFFICIENCY TEST: 1. Switch OFF BLPV, Apply A and destroy vacuum, remove the hose pipe from dummy and place 8 mm leak hole test plate, 2. Release AQ and switch ON BLPV. 3, Ensure 63 cms of vacuum is created within 20 seconds against & mm leak hole with single PV. 4, Repeat the test on rear side also, VI. PROPORTIONAL BRAKE TEST: 41. Ensure C3W Distributor valve isolation cock handle isin service position. Place SAQ in release position, Place A9 in release position and charge Skglcm* of BP pressure. Place AS in application position and observe brake cylinder gauge needle raising according to BP pressure gauge needle. Now press PVEF, brake cylinder gauge needle should come to'0’ Place Aa in emergency position. Brake cylinder gauge needle will shoot up to 2.Skg/cr. Now press PVEF, brake cylinder gauge needle should not drop. VIl. TESTING IN AIR BRAKE LOCOS: CP EFFICIENCY TEST: ‘This test should be carried out on the single loco, if loco is utilised for air brake train. If there are more than one loco, this testis to be conducted on fore most loco of the multiple units. 41. Start all MCPs and build up MR pressure up to 9.5 Kglom?, 2. Ensure BP pressure is 5 kglem with AG handle at release position and press BPSW tll test completes, 3. Couple 7.5 mm diameter leak hole special test coupling fabricated to RDSO design with brake pipe coupling of locomotive, In case of MU trains test coupling should be fitted with BP pipe of the rear most locomotive. M3na 4. Secure the BP pipe properly and open BP angle cock on which side test coupling is fitted and wait for 60 seconds, Check the BP pressure gauge in the loco, which should not drop below 4.4 glen. 5. Without pressing BPSW , the BP pressure gauge in the loco, which should drop below 3.5, kglom# and should not drop below 2.5 kglem* BP LEAKAGE TEST: Build up MR pressure to 9.5 Kglem® Ensure BP pressure is charged to 5 kglom Bring A9 handle to application so as to drop BP pressure to 4 kglem? Close L&T (A8) cock and wait for 60 seconds (gauge needle to settle down) and note the BP pressure gauge reading, Again wait for 5 minutes and note down the BP pressure reading. 6. BP pressure should not drop more than 0.7 kg/cm in 5 minutes while testing loco alone. 7. With formation BP pressure should not drop more than 1.25 kgfem* in 5 minutes (0.26 kgicm? in 60 seconds), 8. Normalise A9 and L&T (A8) COC. FP LEAKAGE TEST: Build up MR pressure to 9.5 kglom® Ensure BP pressure is charged to Skg/cm? and FP pressure to 6kgicm. Close FP feed valve COC. Wait for 5 minutes and note FP pressure reading. It should not drop more than 0.7 kglem in § ‘minutes while testing the loco alone. 5. With formation FP pressure should not drop more than 1.25 kglem* in 5 minutes (0.25 kgicm* in 60 seconds), 6. Normalise the FP feed valve COC. CONTINUITY TEST (Goods Trains): This test isto be carried out in co-ordination with guard 41. Ensure BP pressure is 5 kg/cm in loco and 4.8 Kglcm” in Brake van. Bring A9 handle to application so as to drop BP pressure to 4 kglem® Close L&T (AB) cock. Inform guard to open the guard's emergency brake valve until BP pressure drops to ‘0’ and then valve to be closed. 5. Incase the BV is not the rear most vehicle, open the BP angle cock on the rear end of the last vehicle until BP pressure drops to ‘0’ and then angle cock to be closed. 6. The Loco Pilot to observe the BP pressure dropping o ‘0’ and not rising again. 7. If the BP pressure does not drop to ‘0 in the loco, check the formation for closing of any BP angle cocks in between the vehicles of the train. f found any, open it 8. After opening of the angle cocks during the course of continuity test, further continuity test ‘must be carried out.Operating Manual and Trouble Shoting Directory for Electric Locomotive NOTE: Sensitivity of the brake system demands on minimum brake pipe pressure reduction of 0.6 kglem® in 6 seconds for brakes to apply. I a train is stalled or comes to a halt for any reason with coach brake pipe fully charged, no brakes will apply even if brake pipe pressure reduces to 0’ due to normal leakage in the system. Loco Pilot therefore must ensure that brakes are applied by a positive act of placing A@ at full service, so as to avoid rolling down of the train ‘on its own on gradients, CONTINUITY TEST (Pass/Express Trains) ‘This testis to be carried out in co-ordination with guard. vil. ‘The Loco Pilot & Guard must confirm for the test by means of communication, 2. Charge BP and FP pressure of the train and check that §.0 +/- 0.1% kglom? and 6.0 +/-0.1% kglom2 pressure is registered respectively in BP & FP Gauge in the leading driving ‘compartment. 3. Confirm from the Guard that minimum 4.8 kgicm? & 5.8 kg/cm pressure is registered respectively in BP & FP Gauge in the rear SLR. 4. Bring AQ handle to application so as to drop BP pressure to 4 kg/em? and confirm from the Guard that pressure registered in 8P Gauge in the rear SLR within the range of 3.6 to 4.0 kglom, 5. Bring AG handle to release position and ensure BP pressure recharges to 5.0 +/- 0.1% kglemand 4.8 kg/cm? in Loco and rear SLR respectively 6. Close L&T (A8) cock. And inform guard to open the guard's emergency brake valve without delay until BP pressure drops to 3.6 kglem® and then Guard Emergency brake valve to be ‘closed, 7. Incase the BV is not the rear most vehicle, open the BP angle cock on the rear end of the last vehicle until BP pressure drops to 3.6 kg/cm* and then valve to be closed 8 The Guard must confirm from Loco Pilot that the BP pressure dropped to 3.6 to 4.0 kglcm* in the Loco. 9. If the BP pressure does not drop to3.6 to 4.0 kgicm* in the loco, check the formation for ‘losing of any BP angle cocks in between the vehicles of the train. If found any, open it. 410. After opening of the angle cocks during the course of continuity test, further continuity test must be carried out. 11, Open L&T (AB) cock and ensure BP pressure recharges to 5.0 #/- 0.1% kglem#and 4.8 kglem* in Loco and rear SLR respectively. TESTING OF AUXILIARIES WORKING: 1. Place A9 on release and close BLPV, BLCP and BLVMT. 2. Check the working of PV1, PV2 and check the drops of lube oi through spyglass (Northy type 2 to 3 drops per minute, SLM type 9 to 12 drops per minute). 3. Check the suction of air from VMT-1, VMT-2 and VRH and throwing out of air from VSI-1, Vsi-2, VSL-1 and VSL-2 4. Check the tomporature of MCP1, MCP2, MCP3, MPV1, MPV2, MVMT-1, MVNT-2 and Amo by placing the palm 5. Open D4, switch OFF'BLVMT, close DJ, take one notch and check the working of blowers \VRH, VMT-1 and VMT-2.NOTE: For stopping the blowers, DJ should be opened and then BLVMT should be opened before reclosing DJ, ensure contactors, C105, C106 and C107 are opened fully. IX. TRACTION TEST: ‘A. MP OPERATION: 1. Apply air brake through SAS.Ensure 3.5 Kgfem of pressurein BC gauge. 2. Move MP\ to forward, the lamp LSB should extinguish 3. Move MPJ from forward to reverse, lamp LSB will glow and extinguish again (This indicates that J1 and J2 are setting correctly) 4, Switch on BLVMT and start the blowers. 5. Take one notch and check the LSGR is extinguished, both ammeter needles deviate and notch repeater needle is moved to 1 6. Place MP on '0' and ensure LSGR is reglowing, ammeter and notch repeater needles retum to0 7. Repeat the test on other position of MPJ. B. EEC OPERATION: 1. Place MP on N, ZSMS on '0' and apply SA9. 2. Press BPP and take one notch and check that LSGR extinguishes ,ammeters and notch repeater needle deviates. 3, Press BPR and ensure LSGR regiows, ammeters and notch repeater needle retum to 4, Repeat the test with the other position of MPJ 5. Take one notch, place MP on 0', DJ will rip. NOTE: In modified ZSMS loco's no need to change ZSMS for EEC operation. ‘C. MANUAL OPERATION OF GR: 1. Place MP on N and apply SAS. 2. Turn ZSMGR handle from 6 0’ clock position to 3 O' clock position, ensure pacco switch in pressed condition and remove the handle. 3. Insert ZSMGR handle at 6 O' clock position on GR manual operating shaft 4, Rotate the handle clock wise from 6 0” clock to 6 0 clock position within 0.6 seconds and observe that LSGR extinguishes ammeters and notch repeater needle deviate, 5, Rotale the handle anti-clock wise in the same manner and ensure that LSGR reglows, ‘ammeters and notch repeater needle retums to'0 6. Replace the ZSMGR handle in its appropriate position and ensure PACCO switch is lifted fully NOTE: 4. Watch RGR for any overheating during manual operation of GR. 2. When DJ trips on notch during manual control of GR, bring GR to ‘0’ manually before closing DJ, otherwise ICD4J will be experienced. 116Operating Manual and Trouble Shoting Directory for Electric Locomotive X. MISCELLANEOUS TEST: 1. Operate sander pedal PSA with MPJ in F or R and ensure that adequate sand is dropped on rails 2. Switch on ZPR and close BLPRF and ensure headlight is glowing bright. Close BLPRD and ensure head glowing dim, Close BLPRR and check the working of rear head light, Keeping BLPRF and BLPRD opened, ‘Check the working of windscreen wipers. Close BLLF and check the glowing of white marker ight. (Close BLZLF and BLLF and check the working of red classification light. Check that LT and HT homs on Loco Pilot and Assistant Loco Pilot side are sounding well ‘Close BLLM and check the corridor and HT compartment lights, ‘Check the working of flasher lights. AUTOMATIC FLASHER LIGHT (AFL) : ‘This is provided for switching ON flasher light automatically during any emergency situation such as ICC, BP dropping, or vacuum dropping due to any reason lke derailment etc. It does not take away the responsibilty switching of the Flasher light by loco pilot in abnormal situation like train parting etc. as given in GR & SR. NOTE: 1. Pross BPSW switch during initial and recharging of BP pressure. 2. Press SW switch to stop the Auto flasher light and buzzer sound. TESTING PROCEDURE FOR AUTOMATIC FLASHER LIGHT : 1. Testing through TS 1. Apply loco brake through SA and ensure brakes are applied and BC pressure 3.5kg/cm? 2. Keep MPJ in Forward / Reverse. 3. Press TS switch and watch the following indications. a) Flasher light glowing, ») LED indication in ALP side, ©) Buzzer sound Release the TS switch and ensure the above indications go off NOTE: While testing with TS switch 8P pressure will not drop. Testing through RS /BP angle COC Ensure loco brakes are applied and BC pressure is 3.5kgicm” and take one traction notch ‘Open RS (ALP Emergency brake valve) or open BP angle cock with due precautions to drop BP Pressure above 0.6 kgicm’, and watch the following indications. 41. Flasher light glowing, 2. LED indication urus 3, Buzzer sound. 4. Auto regression. 5. Air low indicator (AFI) white needle shooting up. 6. LSAF glowing (if available) Close the RS / BP angle cock and ensure. BP is recharging to 5.0 kg/cm’, ‘AFI needle is come back to its previous position. Flasher light stops working, LED extinguishes. Buzzer sound stops. LSAF extinguishes 3. Testing through A9 Bring A9 to application positions to drop BP pressure. In all A9 application positions ensure that NO AFL indications in the loco, AFL system not working 41. Check CCLSA fuse for good condition 2. Throw MPu to forwardireverse and check. 3. Ensure A isin released condition. AFL malfunctions on run! after A9 operation, 4, Ensure HBS COC is closed for air brake stock. 2. If BPIVAC and AFI indications are normal, remove CCLSA (Wedge PR1 in energized ‘condition after taking safety precautions and work without AFL. REAR CAB TESTING: Loco should be energised from rear cab and all the tests mentioned above should be conducted from rear cab, 11.4. Driving the locomotive: Ensure the following for starting of Train 1. Before starting a train the following air pressure/vacuum setting of brake system is to be checked, A) Vacuum train: ‘SNO_] Parameter ‘On Locomotive | On Brake van (Gms of Hg) | (Cms of Hg) 7. | Vacuum evel Mail Expross | 53 47 Passenger | 50 44 Goods 46 38B) Air brake train: eee SNO] Parameter ‘On Locomotive | On Brake van (Kglom*) (Kglom*) 7. _ | Main reservar pressure [8-85 2__| Brake pipe pressure Passenger 5.0 48-50 Goods 5.0. 48-50 3 __| Feed pipe pressure Passenger 60 58-60 Goods 6.0. 5.8 -6.0 7 | Max BG Pressure i) Brakes are applied Passenger 38 - Goods 35 - iiBrakes are released Passenger ° : Goods, 0 : 3 | Air flow indicator White and red needle should coincide Observe the position of movable needle of ar flow indication gauge. Coincide red needle with white needle. ‘Audio visual indication system provided in locomotive should be in working order. Check proper coupling of brake pipe and feed pipe of locomotive with trailing stock. For identification of air pipes, brake pipe angle cock and palm coupling are painted in green colour and feed pipe angle cock and palm coupling are painted in white colour. FP & BP are written on palm coupling of feed pipe and brake pipe respectively. Also both the couplings are in opposite directions. All angle cocks of brake pipe and feed pipe of the locomotive and trailing stock should be ‘open. While hauling single pipe air braked stock the feed pipe angle cock should be in closed condition, ‘AQ & SAQ cut out cocks should be opened in working cab and should be closed in non working cab, While hauling air brake stock RGEB2 cut out cock should be opened and HBS cut out cock tobe closed. Ensure that emergency brake valvelalarm chain pulling, airflow measuring device, light indication and buzzer sound indication are in working order. The change over cock (PG cock) of C3W distributor valve should be in goods or passenger (G or P)postion for hauing goods/passenger trains respectively. Perform the continuity test of brake pipe and feed pipe on the train from leading locomotive to the last vehicle, Check that the brakes are applying on the entire train. Release the brakes and check that the brakes are releasing on all the stock, Check the operating cylinder percentage. In case of Air braked train, it should be 100% on passenger trains and 90% on freight stock. In case of Vacuum braked train, it should be 100% on passenger trains and 85% on goods train, ng12. Check that brake pipe and feed pipe angle cock of the last vehicle are closed and their respective hose couplings are kept on support cartier. 13. Ensure the proportional brake of locomotive is in working order. A. GENERAL: 1, Release SA9 and also release the hand brake and ensure all the brake cylinders are released. 2, Place MPJ on position F and observe that the lamp LSB is extinguished, 3. Ensure sufficient BP pressure/ vacuum is created. 4, Ensure other normal conditions according to G & SR are fulfiled for starting the train, B. STARTING: Move MP from‘ to position N and then move MP to ‘+’ position. 2. LSGR wil extinguish, ammeter needles will deviate, notch repeater needle will move to 1 and the loco will end to move. Ifnecessary, press BPQWC and operate PSA for sanding bback MP to 0’ and try to find out the cause (brake binding or excess load), NOTE: BPQWC to be pressed before taking 2" notch, Normal Current Ratings Progress traction notches one by one and observe the maximum current rating limit Ifthe train does not move within 5 to 10 seconds after application of normal current rating, bring Type of Continuous cco moive | _Typeot | Taclon | Shortime curentratng (ame) | ent Transformer 2min [10min] 60min | (Amps) WAPI HETTs900 | TAosa | 1100" | 1000 | eaor | 750" WAPS HeTTs400 | Hsts260 | 1250 | 1100 | 960 900 wawaisp) | HETT3900 | Taoess | 110% | 1000 | 840 750 waes | _HeTrse00 | taoess | t100~ | 1000 | s4o- | 750" waes | Herrse00 | Hsi5250 | 120° | 1100 | ea" | 750" wae7_|_werrsaoo | nst520 | 1300 | 1100 | 960 900 * Limited by transformer capacity ** Limited by reliability condition, NOTE: Voltage is 865 V for TAO 659 & HS15250 TMs During Rheostatic braking Maximum current rating 120 for vertical DBR 850 Amps and for roof mounted DBR 850 amps up to 15 notches.Operating Manual and Trouble Shoting Directory for Electric Locomotive ©. QUICK ACCELERATION: 1 ‘After the train has started, progress the notches gradually without exceeding the current limits. Use sanders when required. ‘After applying the maximum voltage 865 V, if the acceleration of the train is still required, use shunting contactors if provided, For double-headed train the maximum current limit shall be 750 amps for WAP1/WAPS locomotives D. SPEED CONTROL BY FIELD WEAKENING: MPS can be used upto and above 20 notches (after giving maximum voltage) when the speed and current rating have not reached the maximum. Take one field weakening notch and observe ammeters and speedometer. Ammeter needle will shoot up and gradually come down and speed will increase. If the speed is to be increased further, progress the shunting notches duly observing the ammeters for stabilizing and watching speedometer. While releasing MPS, first regress 2 or 3 traction notches by holding MPS and then release field weakening notches to ‘0 step by step. E. BALANCING SPEED: After the train has reached the required speed, MP and MPS (if provided) should be adjusted to ‘maintain the speed constant, F. OBSERVATION ON RUN: In addition to road and signals, the Loco Pilot should observe the following while on run. 1 Observe vacuum, MR gauge, and BC gauge, BP gauge, FP gauge, and airflow indicator, speedometer, ammeter and voltmeter needles, Test the brake power of the train/LE at the first available opportunity/ within the block section here ever the load composition /crew changed For attacking an up gradient loco pilot shall attain sufficiently high speed at the foot of the gradient to enable to negotiate the full length of the gradient Keep a good watch on OHE and lower the pantograph immediately whenever there is any abnormality noticed in OHE and also observe the adjacent line OHE. G. COASTING: Whenever there is any lengthy down gradient or before scheduled and unscheduled stops, MP. should be placed on '0' and allow the train to coast for the maximum distance possible. Coasting can help to save considerable amount of electrical energy. Coaching or goods trains can coast to a distance of 3 kms after power is shut off at maximum speed (100 or 75 Kmph). Loco Pilot should use his discretion and take up the full advantage of coasting without affecting the punctuality, roy12 H. BRAKING: GENERAL: Bring MP to'0' and ensure GR on Press PVEF pedal judiciously. Destroy minimum amount of vacuum/BP pressure by A9 and keep the handle in application position til the train speed is controlled Place Ag handle on release position, whenever the speed is contralled and decelerating, Repeat this application til such time the train speed is well controlled, Just before stopping when the train speed is 5 kmph, release PVEF, so that the loco brake ‘can be applied partially. 7. Apply brake in such a way that the train is stopped with raising vacuun/BP and loco brake is in partially applied condition. This will avoid jerk on the train when stopping, NOTE: 1. If the Loco Pilot experiences poor brake power, he should destroy more vacuum and press PVEF and if necessary he should place A9 on emergency position, 2. In air brake train: 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 as given below. 2) Minimum reduction. in this position 0.5kg/om* B.P pressure is reduced ») In full service application 1.5 kg/cm* BP pressure is reduced ©) In over reduction position the BP pressure is reduced to 2.6 kglom* 4) For emergency application brake pipe pressure is reduced to zero so that the train will stop within minimum possible distance. ) The maximum pressure that can be built up in the brake cylinder is 3.8 kg/om? to obtain Max. braking force in wagons. ‘STOPPING OF THE TRAIN: ON LEVEL TRACK: 1. When the train (passengerifreight) is to be brought to a stop on level track, frst apply brakes with a small reduction of vacuumbrake pipe pressure in the train pipe by auto brake valve (A-9).This will allow the rear portion to run smoothly. 2. A heavier reduction of vacuumv/orake pipe pressure may then be made In order to make the final stop very smooth, the brake application should be gradually reduced by recreation of ‘vacuumvinereasing the brake pipe pressure as the train is about to come to stop, 3. The loco independent brakes should be applied gradually when the speed has come down to 5 kmph. This would help in bunching of the train and would help in easier start ‘ON DOWN GRADIENT 1. Destroy vacuumibrake pipe pressure partially on trains (passengerifreight) by automatic brake valve except in case of emergency stop. 2. The application of vacuum/air brake being increased til the speed comes down.Operating Manual and Trouble Shoting Directory for Electric Locomotive 3. When speed comes down, if proportionate brakes are in operation, the train shall be brought to stop with train and loce air brakes on. 4, Heavy application should never be made, or the rear portion is liable to run in violently and damage to rolling stock may occur. 5. Similarly quick release will cause front portion to run out resulting in service jolts, ‘ON UP GRADIENT Control the train with minimum application of vacuum/BP pressure. 2. Apply sand to few meters before stopping the train. 3. When the train (Passenger/Goods) is brought to stop, the brake should be kept applied by the AS, til the train actually stops. 4, Aller stopping of train keep brakes on locomotive and train applied by SAS and A9 brake valve. It will prevent rolling back of train on gradients. Do not leave the train with only SAQ in applied condition, ACTION TO BE TAKEN AFTER STOPPING A TRAIN: 1. The blowers for traction motors and transformer should continue to run for 10 minutes ‘especially after long runs with heavy trains to cool the motors. 2. The place and duration of stop permitting; the Loco Pilot or Assistant Loco Pilot shall check the following a) Axle box, traction motor and gear box bearing temperature (by feeling). In case the running staff observes abnormal temperature, he will report the matter to TLC for suitable action. TLC will arrange its checking through maintenance staff at the appropriate point b) Working of all blowers. ©) Oillevel of main transformer and tap changer whenever possible. 4) The air reservoirs shall also be drained off to expel accumulated water. RHEOSTATIC BRAKE ‘On WAGSI7 & WAP 4 Some locos, an additional electrical braking called Rheostatic brake is provided, to control the goods trains on long falling gradients with heavy loads. Whenever RSI-1 or RSI-2 or any one of the traction motor is isolated, Rheostatic braking should not be used. INSTRUCTIONS FOR WORKING DURING RHEOSTATIC BRAKING: When MP is brought to P, LSB will glow and extinguish and the following sequence of operations are ensured. To allow for electrical current delay and to prevent a surge of dynamic braking, follow these dynamic braking rules 1. Pause for few seconds before changing from power to dynamic braking 2. Ensure LSDBR extinguishes on or before Sth notch. If LSDBR doesnot extinguish on Sth notch do not use RB.3. When operating over a railroad crossing at grade (diamond): a) Reduce the dynamic braking level before the train reaches the crossing ) Wait until the entice locomotive passes over the crossing before increasing the dynamic braking level 4. To stop while operating at speeds below 15 Kmph, apply the conjunction brakes as necessary to prevent slack run out. NOTE: 4} For WAP4 and WAG7, RB equipments are provided in RSI-2 circuit. + The maximum current for theostatic braking for Vertical DBR is 850 Amps. 4 Incase of Roof mounted RB The max current is 850Amps up to 15 notches STARTING OF TRAIN AFTER STOPPING: Move the brake valve handle (A9) to release position. 2. Wait for 3 minutes in case of single pipe and 1% minute in case of twin pipe brake system to release the brakes. Earlier starting, if train brakes have not been released fully, may result in ‘excess force on coupling and brake binding 3. Ensure that air flow indicator white needle coincide with fixed red needle and light and buzzer is not giving indication. 4. Wait for 4 minutes in case of vacuum braked passenger and 6-7 minutes in case of vacuum braked freight train to release the brakes. ‘STARTING THE TRAIN ON UPGRADIENT. 1. While restarting, move A9 handle to release position and wait for 3 minutes in case of single pipe and 1% minutes in case of twin pipe air braked train for the releasing of brakes. 2. Wait for 4 minutes in case of vacuum braked passenger train and 6 to 7 minutes in case of ‘vacuum braked goods train for releasing of brakes, 3. Ensure full vacuum/BP pressure is recreated, press BPQWC, press sander pedal (PSA) and take two to three traction notches and release SAQ, 4. Progress the traction notches without exceeding the starting current rating and apply sand to avoid slipping. ‘After starting the train, accelerate the train beyond stalling speed. 6. Ifthe train is not moved even after applying full starting current within 10 to 15 seconds, apply SA9, bring MP to ‘0’, recreate full vacuunv/BP pressure and check for any brake binding. If everything is normal, try to restart the train in the above said manner. 7. Ifthe train cannot be started, contact TLC and follow GR 6.03. 11.5. Loco examination on ru This examination is to be conducted by Assistant Loco pilot every one hour and make entry in the log book. Assistant Loco pilot shall not carry out this examination when the train is approaching {gates or station or any stop signal in absolute block system and while approaching manual or semi automatic stop signals in case of automatic block system. 4. Check the working of VMT-1, VMT-2, VRH, VS, VSL-2, VSL-1, VSL-2, CP1, CP2, CPS (if working), PV1, PV2, and ARNO. 2. Check the temperature of Arno, MVMT-1, MVMT-2, MCP-1, MCP2, MCP3, MPV1 and MPV2. 124Operating Manual and Trouble Shoting Directory for Electric Locomotive CCheok the oil drops in exhauster Check the transformer and GR oil levels. (Check for any abnormality in Arno, motor chests and HT compartments. CCheck the working of PHGR, drain out moisture from ROL Check the working of CHBA and Ammeter charging rate. Give signal through BPT to the Loco pilot and note the readings in ammeters, voltmeter, notch repeater, speedometer, vacuum and MR gauges. 8. Look for any abnormality in the rear cab. 10. Check UBA reading, 11. Compare the rear cab readings with leading cab and make necessary remarks in the log book as per standard instructions 12. Im case any abnormality is noticed and if it requires attention at crew changing points\trip shed enroute, inform at the first opportunity to the TLC. 11.6. Duties of Loco Pilot and Assistant Loco Pilot at neutral section (With single loco): Loco PILoT: 41. While approaching a neutral section, ensure MR pressure, if itis less put on BLCPD and build Upto 8.5 Kalem* Accelerate the train speed if necessary without exceeding the speed limit, (On reaching 500 Metres board check the air pressure, BP/ vacuum gauge and speed. ling 250 Mts. board bring MP to ‘0' and be prepared to open DJ On reaching DJ OPEN BOARD, open BLDJ and observe LSDJ. If LSDJ does not glow, immediately lower panto by placing ZPT on’ 6. After opening DJ, open BLCP, BLPV and BLVMT. (Not required to open in case of SIV fitted Locos) 7. Ensure contactors C105, C106 and C107 are opened fully. 8. On reaching DJ CLOSE BOARD close Du, by closing BLDY and pressing BLRDJ. 9. Afler closing Dy, close BLPV and BLVMT. After starting of blowers, close BLCP. 10. After recreation of sufficient amount of vacuum, progress the traction notches observing ammeters and voltmeters. On rea DUTIES OF LOCO PILOT AND ASSISTANT LOCO PILOT AT NEUTRAL SECTION: (With MU Loco) AT 500 Mts. WARNING BOARD: Do same as on single loco. ‘AT 250 Mts. WARNING BOARD: Keep MP on ‘0. After LSGR is glowing, place BLN switch DOWN position and if possible ensure rear loco panto is lowered. LSDJ, LSB and LSCHBA along LSOL wil glow in the working cab and UA needle will not drop to ‘0126 AT DJ OPEN BOARD: (Open BLDJ and ensure UA meter needle is dropped to ‘0’. Now open all BL switches except BLSN. AT DJ CLOSE BOARD: Close BLDJ and press BLRDJ, After UA is deviated, release BLRDJ promptly after 4 seconds. LSDJ, LSB and LSCHBA will not extinguish. Keep BLSN in UP and wait for 10 seconds. Now press BLRDJ again and release it when LSDJ, LSB and LSCHBA are extinguished, Then resume traction, BY ASSISTANT LOCO PILOT: 10. " While approaching neutral section, Assistant Loco Pilot should ensure 8kg/cm? air pressure in RS ‘At the time of opening DJ, Assistant Loco Pilot should remain in Cab-2 and check that contactors C105, C106 and C107 are opened fully ater DJ is opened and give signal through BPT to the Loco Pilot Check the battery voltage and safety relays after DJ is opened, ‘After Du is closed check the contactors C105, C106 and C107 are closed fully. ‘Check all the items (1 to 12 Ret: 11.5) mentioned for loco examination on run, NOTE: Assistant loco pilot should not leave the leading cab for the above purpose, when the train is approaching gates or station or any stop signal in absolute block system and while approaching manual or semi automalic stop signals in case of automatic block system. Quick examination during short stoppage enroute : Stop the train and apply SA9 and keep the blowers working, Drain out moisture from main reservoirs, centrifugal dirt collector, DJ cil separator control reservoir, EP and Graduator control board. Check the temperature of axle boxes. Check the condition of helical springs, equalizers, tie-ods, stay plates, sand pipes, brake riggings, speedometer gear case ftings. Check for any oil or cardium compound leakage or air flow from under gear and also check the condition of traction motor inspection covers. Check the airflow from SL blowers and for any oll leakage from transformer oil tank and drain plug. Check the condition of air bellows for any leakage, Check the condition of battery boxes and SL covers, Check the cattle guards, rail guards & buffers for any abnormality. Ensure front coupling is secured in the hook and rear coupling is tight and safety pin is intact In case of Exp /Pass trains ensure U clamp is intactOperating Manual and Trouble Shoting Directory for Electric Locomotive 11.8. Checking of CBC coupling in loco sheditrip sheds: Proper closing and opening of CBC. Free operation of screw coupling ‘After closing of CBC by complete dropping of lock lt indicated by proper insertion of lock pin. Availabilty of spit pins for clevis-pin and knuckle pin. Availabilty of operating handle without bend ‘After locking of CBC by proper insertion of locking pin, ensure inability of operating handle to open the CBC. 11.9, Examination during crew changing by loco pilot: A. BY INCOMING LOCO PILOT: Incoming loco pilot after stopping the train, apply SAS. Operate sander pedal PSA with MPJ in F* or Keep the blowers working and build up 9.5kg/em® pressure, ‘Switch ON head light and flasher light. Mention all the important repairs and abnormality observed on run, in the log book and also inform the outgoing loco pilot. In case of abnormal detentions in en route, it should be informed to TLC on duty. B. BY OUTGOING LOCO PILOT: 1. Outgoing loco pilot should check the working of head light, lasher light, air flow indicator and temperature of axle boxes. ‘Switch OFF’ head light and flasher light after testing. 2. Check for any abnormality in the helical springs, equalizers, tie-rods, stay plates, brake riggings, speedometer gear boxes and bogie frame. 3. Check for any oll leakage from suspension bearings, transformer oll tank and drain plug and cardium compound leakage from gear cases. Check the condition of air bellows, battery boxes and SL. covers. CCheck for any air leakage from traction motor inspection covers and air bellows. Check the airflow from SL blowers Check the cattle guard, rail guard, buffers, and CBC fittings for any abnormality Ensure that front coupling is secured property and locking bolt is property fixed. Check the adequate fall of sand on rail under every sand pipe. 10. Gat into the cab and check the loco log book and enquire the particulars regarding any defective apparatus or unusual occurrence from incoming Loco Pilot. 11. Check the BP/ vacuum level after closing BLPV and compare it with BPC. ¢. BY ASSISTANT LOCO PILOT: 1. Check PV1, PV2, CP1, CP2 and CP3 ol level after one minute of opening of BLPV and BLCP (Switch ON BLPV and BLCP after checking the oil level). 2. Check the transformer and GR oil level 127Check the working and temperatures of auxiliaries, Amo, CHBA and RTPRIDC-DC Converter , VRH, VMT-1 and VMT-2. (Check for any abnormality in high tension compartment (arc-chutes, CGR, RGR, C118). Check the air flow from VSI-1, VSI- (Check ladder in corridor No. 1 Drain out the moisture from RDJ and centrifugal dirt accumulator and in RS. Check the position of cut out cocks in leading cab, rear cab, cab-1 center locker, side locker, back panel and HT compartment. 8. Check the position of rotating switches, tightness of fuses in sockets, condition of spare fuses and relay seals, 410. Check the working of lasher light in rear cab. 11, Cheok the fire extinguishers tool box (i provided) & PT box are intact. 12. Check logbook for any missing fitings, repairs and unusual occurrences. 13. Drain out the moisture from main reservoirs, centrifugal dirt collector, DJ oll separator, panto Pipeline, control reservoir, EP and GR board. 11.10. Change of power at loco inter change point: 1. Before detaching the locomotive, close BP and FP angle cocks of locomotive and first vehicle after placing A9 to emergency. Disconnect hose coupling between locomotive and frst vehicle. (Open screw coupling/CBC and electrical coupler and detach the locomotive. Keep locomotive hose coupling on support carter. Release the brakes of locomotive and formation. Move the outgoing locomotive for attaching with the formation. Couple screw couplingiCBC, brake pipe, feed pipe, and electrical coupler (in case of passenger train) of locomotive with first vehicle, 8. In case of vacuum train couple vacuum hose pipe. 8. Ensure correct coupling of the locomotive hose pipe with the trailing stock 410. Open brake pipe and feed pipe angle cocks of first vehicle and attached locomotive. 411, Check the continuity of brake pipe and feed pipe of the train 412. Ensure that locomotive and stock couplings are not loose. 49, Ensure that locomotive proportionate brakes are in working order. 14, Ensure that audio visual indication device and indicating light and buzzer are in working order. 45, Ensure that air low indicator reading is normal and its needle is coinciding with white needle. NOTE: (On arrival at terminal station, if shunter is available the incoming Loco Pilot to hand over charge to shunter after ensuring his identity, 11.11. Incoming examination in shed: This examination is to be carried out after the loco arrived in shed on examination pt. 1. Conduct loco side, under gearing, cab, corridor and roof examination, 128Operating Manual and Trouble Shoting Directory for Electric Locomotive Enter the repairs and deficiency in the loco loghook and performance register. Build up Bkg/crr air pressure in RS and close RAL cock ‘Apply SA9 and hand brake. Destroy BP to ‘0 (Open DJ and lower pantograph. Remove MPJ, ZPT and BL keys. Close all the shutters, corridor and cab doors. Hand over the loco keys, log book to CC or shunter on duty. Any important repair or deficiency to be informed to TLC or JE concerned for immediate action. 11.12. Stabling of the loco in station yard / Stabling line / Running line: Berth the loco at a convenient place (ensure OHE while moving towards sidings). Build up air pressure up to Bkglem* in RS and close RAL cock. ‘Apply SA9 and hand brake. Destroy BP to ‘0 Ensure MP is on 0’ and open BLD4J, check the glowing of LSDJ Lower the panto and ensure itis fully lowered Remove ZPT, MPJ and BL keys from the sockets. Check the battery voltage and make necessary remarks in loco logbook. Close window shutters, cab and corridor doors. 8. Switch OFF all the light and fans and open HBA. 40. Drain out moisture and air pressure duly securing the loco with skids in non-platform side. 11. Hand over all keys to the on duty CC or SM or any authorized person, NOTE: (On arrival at terminal station, if shunter is avallable the incoming Loco Pilot to hand over charge to shunter after ensuring his identity 11.13. Making the loco dead: 1. Build up pressure up to &kg/em? in RS and close RAL cock 2. Place MP on ‘0’, MPJ neutral, A9 on release position and open DJ and then all auxiliaries BL switches. 3. Lower panto, remove ZPT, ground the loco, enter in HT and HT3 compartments and place the reversers J1 and J2 in neutral position and lock them with the help of locking bot. 4. Lock the HT compartments, replace the fitchet keys and remove the ZPT key. Close all shutters, cab and corridor doors 6. In both cabs keep SA9 on release position and check that loco brakes are released. Then close SAS supply and apply cut out cocks on both cabs, 7. Release air pressure fram brake cylinders of loco with the help of C3W distributor valve releasing handle, 8, Open the drain cocks and release the air pressure, 9. Switch OFF all the lights and open HBA. 10. Keep the loco keys and log books in safe custody. 129130 14.14, Movement of dead locomotive. POINTS TO BE ENSURED BY THE LOCO PILOT: Fit to run certificate” has been issued by Section Engineer (TRS)! Loco Inspector! TLC/Loco pilot of failed Loco that the dead Loca is fit to run in all respects from the safety point of view. 1 " 12, 13. 14 15, 14.45. ‘A dead Loco may be attached to a Goods/Pass/Mail/Express trains except Rajadhani or shatabdi express. Maximum permissible speed of the dead locomotive as certified by the above persons is not less than the MPS of the train to which itis attached. In case the Maximum permissible speed of the dead locomotive is less than the maximum permissible speed of the train, sultable speed restriction shall be Imposed on the train while attaching dead loco. ‘As a result of attachment of dead loco, maximum permissible length and Load of the train should not be exceeded On the dead locomotive all the operating keys ie. ZPT, BL, MPJ, etc are removed after deenergising the loco motive and HBA is kept in zero. ‘Supply and Apply cut out cocks for A9 and SAS in dead locomotive is kept in closed condition, ‘Ac8 (LET) cock & IP coc is kept in closed condition and MU2B in trail Position. J18 J2 reversers are placed in neutral and locked. For dual brake locomotive 2" VIC, A1Diff. Valve coc, & HBS cut out cocks should be closed BP & FP pipes should be connected between the locomotives and the respective angle cocks should be kept open. For vacuum brake train, the VTP between the locomotives should be connected If the dead locomotiveliocomotives are attached next to the working locomotive, the MR equalizing and BC equalizing pipe of the locomotives on the inter connection side should be connected with the respective angle cocks open, except when otherwise mentioned below, In case the dead loco (dual brake Loco) is attached to a vacuum brake train and the MR_& BC equalizing pipe cannot be connected, then the dead loco shall be treated as a piped vehicle. Preferably it can be attached next fo the working Locomotive. In case brakes are not functioning on the dead locomotive it shall be hauled as a piped vehicle duly ensuring the following, i) Only one dead locomotive is attached to the train ii) Ona passenger train, brake power excluding the dead loco is 90%. When the piped dead locomotive is attached as the rear most vehicle of the goads train, the competent person not less than Asst loco Pilot provided with suitable equipment including walkie-talkie set, flags, detonators etc, accompanying the dead locomotive, It wil be the duty and responsibilty of the competent person to switch on flasher lights (after switching on HBA) and apply hand brakes judiciously in case of a runaway occurring, Train parting /hose pipe disconnection: ‘Tractive force is exceeding the tensile strength of the coupling material or coupling open on run or worked out coupling or large butfer height or difference in all level 1 Apply the 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, MP to 0 and ensure GR is on 010. " 12 13. 14. 15. 11.16. 10, 1" 2, W.47. Operating Manual and Trouble Shoting Directory for Electric Locomotive Ensure that guard has protected the rear portion ofthe train. Ensure that train brakes are in applied condition to avoid roll back of the train Check the train to identify defective coachiwagon. Heavy sound of air leakage wil indicate the affected hosepipe. Close the angle cocks of adjacent ends of two coaches where hose pipe disconnection have taken place. Inspect the hosepipe, which has got disconnected In case the hose pipe is 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 hosepipe, Ensure the continuity of the brake system and train In case the brake hoseivacuum hose 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 screw coupling of affected coaches is not loose. Observe the position of movable needle of airflow indication gauge; it should coincide with the fixed red needle. Audiovisual indication system provided in locomotive should stop giving indication, Precautions to avoid train parting Start the train without Jerks, smoothly. Progress notch by notch gradually Maintain uniform speed, where the formation negotiates over Ups and Downs. ‘Avoid unnecessary, frequent progression/regression ‘After brake application do not put into traction mode suddenly, sufficient time should be given. ‘Always avoid sudden start, sudden brake application and sudden stopping of train, While restarting train from level crossings etc., push back the train formation by half length of comotve (10 mrs approx) to ensure prope locking of CBC. (o ensure famperng ‘Synchronize working if banker is provided Control your train in case of whee! slip, by reducing the speed. Do not use loco independent brakes to stop the train, Ensure engine coupling is properly tightened / locked before starting a train. Apply brakes moving automatic brake valve handle to stop the train ident: Duties of loco pilot in case of ac: ‘Whenever the Loco pilot met with an accident or suspects some abnormality on train, on double line section, Loco Pilot should immediately switch ON the flasher light and after stopping, depute Assistant Loco pilot to protect the adjacent line as per G & SR 6. 03. Give four short whistle and exhibit red hand signal towards the guard. Note the time and place of accident in the rough journal book. 1B132 Consult the guard and quickly assess the cause and other particulars of accident. 4, Try to secure the gathered information and convey the nature of assistance required by quickest means. Use emergency telephone, train engine, adjacent line train, PWI trolley, Gate Phone, Assistant Loco pilot or Guard to convey he information to the secon conrotaal 5. The following information to be conveyed to controller, TPC or Station Master. a) Train No. by Date €) Loco No, 4) Load of train, 8) Site of accident 1). Time of accident. g) Nature of accident. h) Cause of accident. i) No, of persons killed. j) No. of persons injured ) No. of wagons bogies derailed, capsized, telescoped. 1) Damage of track and OHE. 1m) Types of assistance required 1) Loco pilot and guard's name. ©) Whether the Engine is fited with headlight and cattle guard ) Time of dispatching the message. 6. After conveying or dispatching the message Loco pilot should render first aid to the injured if any. 7. Loco Pilot should try to preserve the clues undisturbed specially, when sabotage is suspected, 8. Give information to the nearby village and take the assistance of the Doctors, Government Oficials and Police in ste guarding the Relay and pubic property and rendering Medica 8. Gather the Raiway staff present at the site and distribute some relief work. 40, Inform particulars of accident to the first official visiting the site of accident and assist them. 11.18. Use of fire extinguishers: A. GENERAL: 1. Loco pilot should ensure that the fre extinguishers (4no, each weighing 5kg ) are provided on the loco with its locking clip, nozzle and spring valve and seal are intact before leaving shed 2, Ensure thatthe hole on the nozzie is clear. 3. Check that the fre extinguisher is not due for re-fling 4, DCP or CO2 fre extinguisher should be used for putting out electrical fre. 5. Read the instructions for using the fie extinguishers before usingOperating Manual and Trouble Shoting Directory for Electric Locomotive B. WHILE USING: 1. Whenever any smoke or fire is noticed on any equipment on loco, Loco plat should take the following actions, 2, Open DJ, lower panto, switch OFF HBA and stop the train, 3, Remove the fire extinguishers from the bracket, take it nearer to the equipment on fire and cover your nose with a wet cloth Break the seal and remove the locking clip. 5. Stand oppostecrcton tothe eroke, press the eping valve and face the nozzle toward the 6. Strike the knob by hand 7. Direct the jat towards the base of fre with a sweeping action, 8. Ifthe fire is not able to put out with one fire extinguisher, use the remaining fre extinguishers inthe same way. 9. If the fire is uncontrollable, inform the section controller or station master to arrange fire engine and observe G & SR 6.03 & 6.10. 410. After putting out fire, discharge the remaining pressure from fire extinguishers. 11, Isolate the affected equipment, inform TLC and work onwards if possible. 412. Make a remark in the logbook regarding fire extinguisher and affected equipment. PRECAUTIONS TO PREVENT THE FIRE ON AC LOCO: The following precautions to be taken by engine crew to prevent the fire on AC loco 1. Ensure arc chutes are properly secured for EM contactors, EP (Line and shunting) contactors and CGR1, 2 & 3 Ensure no oil leakage from exhausters and compressors and pipe lines in HT2 compartment. Loco pilot has to use rheostatic and regenerative braking if provided in the loco on graded section.(Preventing the heavy mechanical braking which may cause the sparks from brake shoes), 4, Do not leave any cotton waste/paper in HT2. compartment, Do not put HOP in OFF position without proper trouble shooting. 6. When HQOP is in OFF position, carefully watch the power circuit equipments and SLs and ‘Traction motors on stoppages. Do not put HOA on °0" position without proper trouble shooting When HQ0A is placed on “O’carefully watch the auxiliaries. 11.19. First aid in case of electrical shock 1, Whenever a person comes in contact with live wire, switch OFF the source of supply if known. 2. If the source of supply is not known, attempt should be made to remove the person from contact of live wire by using non-conducting materials i.e. dry wooden stick, dry blanket, rubber rod or paper whichever is readily available on the spot. 3, Never touch the body with bare hand when the person is in touch with the live wire. 4. After the removal of affected person from the contact of live wire, send for the doctor at once and in mean time give him artificial respiration, ‘Silver burd method! and “Shepherds method" Whichever is convenient.11.20. 11.21. Before giving artificial respiration ensure that no bones are broken, there are no fracture near the lungs. Avoid violent operation during artificial respiration since it may cause injury to the internal organs. ‘Also special care should be taken if there is a burnt injury. Serious burns should be treated with proper oil dressing and avoid exposing the patient to the cool atmosphere. Safety rules concerning 25 kV AC traction: Do not approach 25 KV limits directly or indirectly within 2 meters radius. On line before going on the roof of the locomotive, first take power block, put earthing poles ‘on both sides af the locomotive, ground the loco and then go on the roof of the loco. 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 shunter. Ensure isolation switch is properly opened and blade of the earthing heal is properly engaged in the clip for earthing the OHE Ensure loco isolating switch handle is locked with personal pad lock and retain the key in the personal custody. Do not direct any part of the body above root level of loco while changing the head light bulb. Do not walk in between track under OHE, Do not direct any jet of water or foam towards OHE. Do not touch any conductor lying close to electrified line. Do not stretch hand or any conductor on the OHE from a over bridge. Do not enter into HT compariment until such time, the loco is brought to a stand and grounded, Emergency telephone : The emergency telephone taps with sockets are provided at every one km in the section. The location of the nearest telephone tap is indicated on the OHE mast by an arrow. HOW TO USE EMERGENCY TELEPHONE: 11.22. 134 Open the emergency telephone tap by the key provided for the purpose. Insert the plug of the portable telephone in the emergency telephone tap socket. Press the switch provided on the portable handle and also press the button on the side of portable telephone box. Then call out TPC in the following manner a number of times ‘Hello Emergency’ and after TPC’s response, give your message. How to take emergency power block: Incase of damage to panto or OHE, lower the panto immediately and stop the tran if possible near the emergency telephone tap, Protect the tain as per G & SR 6. 03. Contact TPC through emergency telephone.11.23. Operating Manual and Trouble Shoting Directory for Electric Locomotive Inform TPC about the particulars of defect or damages with km No, between stations, Loco No, Train No, up or down line, time etc. ‘Ask for OHE staff to take emergency power block ‘After emergency power block is taken and OHE contact wire is earthed on either side of the loco by OHE staff, ground the loco and do the roof work duly fixing the ladder ‘After completion of roof work, remove all the materials from the roof and remove the ladder. After earthing poles are removed from contact wire and power block is cancelled by OHE staff, unground the loco. After power is restored, raise the good panto, close DJ and resume traction. Loco log book and failure report: A. HOW TO WRITE THE LOCO LOG BOOK: Give 1 12 ‘the following particulars in the loco log book Date. Loco No. Train No. Load. From & To. Loco pilot's Name. Assistant Loco pilot's name. ‘Speedometer km starting & ending. Do not write ‘refer previous booking’ in the loco logbook. 1. The Loco pilot must write al the repairs or failure particulars in the loco logbook. ‘Any provious repairs unattended for the last 48 hrs to be informed to TLC. While working MU / double head locos, mention the same in the loco logbook. Also mention a to which loco is leading and which is trailing. In case of single loco, mention which cab is leading. B, HOW TO WRITE THE DEFECTS /FAILURES IN THE LOCO LOGBOOK: In case of a failure or defect of the loco on line the Loco pilot should enter the following particulars in the loco logbook and report the same to TLC on duty. ‘Tripping at km No. Between stations. Date Time Loco pilot's cab, Speed. Notch No. UA reading,9. Voltmeter reading. 10, Ammeter reading 11. Position of MPS, 12, MPJ position, 13, Mention abnormal sign, 14, Name of the relay which is showing red indication (target dropped). 15, Name of operation in which tripping took place. 16. Apparatus handled or isolated. 17, Time resumed traction. 48. Informed TLC at station 19. Private No. 20. Total time lost. NOTE: While informing TLC, furnish loco No, train No, load of the train, Loco pilot's and Assistant Loco pilot's name. ‘TRACTION FAILURE: 4 Nature of defect (Total loss or partial loss of tractive effort or slipped pinion or locked axle or ‘smoke emission or unusual noise from traction motors) Place of occurrence. Km No. Time. Driving cab. Traction motor. Apparatus handled or isolated. ‘Traction resumed observing standard instruction. Observed any smoke emission or unusual sound, Informed TLC from station Total time loss. NOTE: If relief is asked, give details of relief loco arrival and the time when the block section is cleared. MISCELLANEOUS FAILURES: Nature of defect. Between stations and km No. Time. Notch No. Cab No, Speed. MP4 position.8 8 Apparatus handled. Informed TLC fram station 10. Total time lost. 11. Private No. NOTE: Preferably give the break up of the total time occupied in the block section or at station as following. Time taken for trouble shooting. Time taken to inform TLC at a station or in block section. Extra time occupied on run if any, due to isolation of equipment on the loco (RSI, traction motors, MPH etc), 11.24, How to make use of the flasher light Flasher light should be used in case of emergency to attract the attention of the Loco pilot of a train coming in the opposite direction. Working condition of the flasher light should be ascertained while taking over charge of the loco at crew changing pointished, To put on flasher light, ZFL switch should be closed at the working cab. Switch OFF the headlight when the flasher light is put ON. 11.25. Instructions to the loco t regarding Speedo meter: IMPORTANT CHECKPOINTS: HASLER Speedo meters 1 Recorder cum indicator RT-9 has Standard 12 hours dial for signifying AM or PM a white or blue dot appears in a small opening of the dial Wind RT-9 clock in every 24 hours. Always set the time in clock (clock wise direction by rotating key in anti-clock wise direction RT-9) Check zero error of speed pointer on dials. Check for ‘O' error setting for speed for the ballpoint carrier on the marking position of the graph paper. Diagram roll, while loading should align. The red dot on the roll and paper feed plate. Ensure all the cable entry holes and cover of the terminal box is water tight. Do not work RT-9 (Recorder) without diagram rol. Be ready to replace the diagram roll when the working lines appear in the Window. 11.25.1. AUTO METER ALLIANCE LTD. MODEL SP-90-S Display board 0 Train No 4 5 é Diver ID 137138 DISPLAY: Time is displayed in Hour, Minute, Second format. Also four red LED's indicate. 4 POWER: This LED continues to glow when power to the system is ‘TURNED ON" 3 MEMORY FULL: This LED is kept for future use, % ALARM: This LED wil glow when Loco speed crosses the over speed limit set by the over speed thumb wheel switches. + RUN: This LED blinks to indicate that the system is functioning normally. This does not have any link whether loco is running or not ‘SETTING OF PARTICULARS: Train number: 4. Press train no. key 2. Existing train no. willbe displayed 3. Type new train no. by using numeric keys, 4._ Press train no. key to save new train no. Driver identification: 41. Press Driver ID key 2. Existing Driver ID will be displayed 3. Type new Driver ID by using numeric keys 4, Press Driver ID key to save new Driver ID How to check date: Press't”, current date will be displayed for few seconds. Display onioff: 41. Press °0" all display will turn off 2. Press any key to tun on the display NOTE: 1. A memory freeze switch is provided which is covered by a glass window, when the front door is closed. In case of any accident, the Loco Pilot shall break the glass and turn on this switch. This will freeze the data in the short term memory module and further data will be recorded even ifthe loco is moved, 1. CAUTION: Any data entry through key board should be done only, when the loco is, stationary. Any fiddling in the running will disturb the normal functioning of the system 1.25.2. MEDHA TYPE MRT 921R a — 7 1. Memory freeze indicator I fe aw | ce 2.Memory freeze Switch 3.Key Board = (t= 4 iaoa z a 7 CANCEL 3 e 7 e 3 TOAD |DISP | DRIVER | TRAIN NUM, ENTER NUM. MEDHA TYPE Speedo meter can display and memory speed, time distance, energy, fault message and diagnostic messages. It is equipped with system memory and memory card. The memory card can access 4 bytes of information (i.e configuration + error log + short term memory + long term memory). OPERATION: The MRT 921 recorder cum indicator unit operation is very simple and some of the operations like entry of Loco Pilot No. Train No., Load and dial ilumination level adjustment are accessible from outside and can be set by LP. FAULT LED'S: Two faults LED's are provided. One for memory fault (Green) and the other for the system fault (Red), MEMORY FAULT LED (Groen): This lamp will blink at a low frequency once the memory is 85% full The lamp will blink continuously with high frequency whenever the memory card is fauity or if itis not inserted ‘SYSTEM FAULT LED (Red): This LED will glow when Speedo meter indication fails but display will give digital speed. This lamp also glows continuously whenever there is some system failure (ike Configuration memory fail ‘SETTING OF PARTICULARS: TO SET THE LOAD: 41. Press the LOAD key on the key board. 2. Enter the new value with the keys and press the ENTER key. 3. If you want to cancel before new value is accepted, press CANCEL and enter new data and then press ENTER key. TO SET DIAL ILLUMINATION: 1. Using the DISP key to view the parameters, select DIAL ILLUMINATION. 2. Enter the value with the keys (0-9) and then press the ENTER key. 3. If you want to cancel before new value is accepted, press CANCEL and enter new data and then press ENTER key. TO SET LOCO PILOT NO: 1. Press the Driver Num. key on the key board. 2. Enter the new value with the keys (0-9) and press ENTER key. 3. If you want to cancel before new value is accepted, press CANCEL and enter new data and then press ENTER key. TO SET TRAIN NO: 1. Press the Train Num, key on the key board, 2. Enter the new value with the keys (0-9) and press ENTER key 3. If you want to cancel before new value is accepted, press CANCEL and enter new data and then press ENTER key. 139MEMORY FREEZE OPERATION: Memory freeze facility is provided to allow the loco to be moved after an accident, without over writing of the data on the latest data stored in the short memory. ‘The memory freeze switch and the indication are provided inside a sealed glass cover on the recorder cum indicator unit. The glass has to be broken to operate the switch. Once the switch is operated the LED will be "ON." 11.25.3. ELECTRONIC SPEED CUM ENERGY MONITORING SYSTEM : Setting by Locomotive Crew: ‘There is a provision for entering the following parameters by the locomative crew without opening the MASTER unit. Setting of these parameters is possible from both MASTER and SLAVE unit at halt condition as well as in running condition. There is provision of 16 digits alphanumeric entry for Driver ID and Train No, Driver ID, Train Number, Train load, Dial illumination & Display illumination PARAMETER SETTING AND VIEWING PROTOCOL : ‘The speed, time distance cum Energy Recorder and indicator is provided with an analog illuminated dial pointer cisplay to indicate speed in kmph, In addition 16 character x 2 lines back lit LOD is provided to view and set the parameters, The default a display on LCD Display screen on both MASTER and SLAVE In case analog display fails the default display is automatically changed into speed display in Locomotives as given below: s_[P Je Je [o | xix Tx kK [mw _[P_ [A i} ‘The following is the protocol for viewing and setting the various parameters on the MASTER and SLAVE Units using Keypad. The data shall be viewed or set with 1-16 key membrane Keypad having 10 Alphanumeric Keys containing Numeric digits 0 - 9 and Alphabetical letters A to Z Distribution of letters of Alphabet on numeric keys shall be as given below: 1 2 3 4 5 6 7 8 ABC DEF Ri JKL MNO pors || ruv 9 ° DRIVER toap | [ can } { vise. ) { ext wxvz | | space 1D NMC CEL AY FR On pressing of key °2' first time numeric digit 2 shall be entered. On pressing key "22 time letter" shall be entered. On pressing key "2,3" time letter ‘8’ shall be entered. On pressing Key ‘2, 4th time letter °C’ shall be entered and on pressing key °2' Sth time numeric digit 2 shall be entered again & above will repeat ‘The same procedure for entering other letters shall be followed with other key as standard.Operating Manual and Trouble Shoting Directory for Electric Locomotive VIEWING OF THE PARAMETERS USING DISPLAY KEY It is possible from both MASTER and SLAVE unit to view parameters using display key when Locomotive is stand stil as well as in running condition, ‘The parameters of LCD Data are displayed in succession with every press of the ‘DISPLAY’ key. At this mode current values set are only seen. It is not possible to modify any value except the Dial illumination level itis possible to return to default display by pressing ‘CANCEL key any time. Display will return to default screen if no key is pressed for 10 seconds. If anyone wants to see any specific parameter continuously, a provision was made in such a way that pressing “ENTER’ key in display mode when that parameter is displayed, will freeze the display to desired parameter on screen instead of default. Pressing “ENTER’ key again will return default screen SETTING OF DIAL ILLUMINATION : 41. Its possible to change the Dial illumination level at any time i.e. loco moving or at stand stil by pressing the numeric keys, 1 to 9 When key 1 is pressed, the illumination Level will be minimum, When Key 2 is pressed, illumination Level will be greater than by around 10 % compared to key 1 was pressed 4. When key 3 is pressed illumination Level will be greater than by around 10% compared to key 2was pressed 5. It shall keep on increasing like this up to key 9, where Dial illumination will be maximum 100%. 6. When key 1 is pressed, again it will come to minimum ‘SETTING OF TRAIN LOAD: Press the TRAIN LOAD’ key on the keypad. Existing TRAIN LOAD (stored in memory) will be shawn on display. ‘The new data for Train load has to be entered using keypad. Pross the ‘ENTER’ key. After pressing’ ENTER the display returns to default display made after displaying "New Data recorded” for 3 seconds. 6. Press ‘CANCEL’ key to discard any new data entered and to retain the earlier stored data After pressing ‘CANCEL’ Display will retum to earlier stored data after displaying “Data Not Recorded” message for 3 seconds, 7. Whenever wrong entry is made, "INVALID VALUE” message will be displayed. SETTING OF DRIVER ID: Press the “DRIVER ID" key on the keypad. Existing DRIVER ID (stored in memory) will be shown on display. ‘The new Driver ID (Alphanumeric) has to be entered using Keypad Press the ‘ENTER’ key.142 5. After pressing ENTER the display returns to default display mode after displaying "New Data recorded" for 3 seconds 6. Press “CANCEL key to discard any new data entered and to retain the earlier stored data. Afier pressing ‘CANCEL’ Display will return to earlier stored data after displaying "Data Not Recorded” message for 3 seconds. SETTING OF TRAIN NUMBER: Press the "TRAIN NUM" key on the keypad. Existing Train number (stored in memory) will be shown on display. The new TRAIN NUMBER ( Alphanumeric) has to be entered using Keypad, Press the ‘ENTER’ key, ‘After pressing’ ENTER the display retums to default display mode after displaying "New Data recorded" for 3 seconds. 6. Press ‘CANCEL’ key to discard any new data entered and to retain the earlier stored data. ‘After pressing ‘CANCEL’ Display will return to earlier stored data after displaying "Data Not Recorded” message. for 3 seconds, PARAMETERS TO BE ENTERED BY DRIVER - At halt as well as in running condition 4. Driver ID (Alphanumeric Entry) DIR |i |v je UR oe) XX xX XX XXX xX xX XxX x x 2. Train No. 7 [RA] [N No Xx [|X |X |x [x |x| xx [xX [Xx xX 3. Train Load Tt [RJA [tN to Ja | x [x |x_ [x Tt [o |N |S MEMORY FREEZE OPERATION: Memory freeze facility is provided to allow the Loco to be moved after an accident without over writing of the data on the latest data stored in the ‘Short memory’ There will not be any further recording of the data in the'short memory: ‘The memory freeze switch and the indication are provided inside a sealed glass cover on the recorder cum indicator unit ‘The glass has to be broken to operate the switch, Once the switch is operated the LED will be on, ‘There will not be any more recording in the ‘short memory'as long as the memory freeze switch Is ‘on. There is no effect in the'long memory'even if the loco is moved.‘SPEEDO METER NOT WORKING ON RUN: 1. Ensure the Pulse Generator is intact and reset the resetting knob provided in the panel & try. 2. If SPM is not working inform to TLC and work train with 10% less than the permissible speed by estimating the speed with the help of watch, kilometer posts and inter station running time given in the working time table. READY RECKONER FOR SPEED Time in sec | Speedinkmihr | Timeinsec | Speed in kmihr 120 30 58 62 115 31 55 66 110 33 53 68 105 34 50 R 100 36 48 5 95 38 45 80 90 40 42 86 85 42 40 90 80 45 38 95 75 48 36 100 70 51 35 103 65 55 34 106 60 60 33 109 32 112 14312. STATIC INVERTER (WAGS/7, WAM4 & WAP 1/4) LOCOS SIV OPERATING AND TROUBLE SHOOTING INSTRUCTIONS. 12.1. Energizing the Locomotive : 4, Switch ON HBA. , Switch on ZCPA & Unlock BL, 2. Raise pantograph after building up RS pressure to 6.5 kg cm”. 3. Close BLVMT, BLCP, BLPV (for vacuum stock}& BLDJ. 4 Press BLRDJ and release BLRDJ as soon as DJ closes (LSDJ Extinguishes, line voltmeter deviates). 5, MPH, MVSI-1&2, MVSL-182, MVMT-182 and MVRH will start working and ‘LSCHBA’ will extinguish within 10-12 sec. 6. Alter 5 Sec time delay (QTD 101) CP - 1 & 2 will start working and CP-3 starts with a 5 seconds time delay. (Q119 5 Sec) 7. Even If BLVMT closes after Closing DJ & SIV working, SIV will stop and start automatically. In ‘case of MU lacos close DJ only after closing BLVMT. 8. In case of SIV loco and ARNO loco MU operation, release BLRDJ after 4 seconds of LSDJ extinguishing 8. PutMPJ to FIR.Ensure ‘LSB’ extinguishes and Take notches only after LSCHBA extinguishes, 1. For Negotiating Neutral section At DJ open Board ‘Switch ‘OFF’ BLDJ Don't open BLVMT, BLCP At DJ closing Board Close BLDJ & Press BLRDJ In loop line (after 10 minutes), stopping and starting of blowers. To Stop Blowers To Start Blowers ‘Switch 'OFF" BLVMT alone ‘Switch on BLVMT (SIV will stop for 2 sec and starts automatically) 12.2. General Instruction: BLS! is replaced with QV60 normally closed interlock for starting SIV. Record the CHBA voltage and Current after every five hours (approx) in the log book During SIV working on power, the HBA should not be operated, unless necessary. ‘Switching ‘ON and immediately switching OFF” of any auxiliaries Motors should be avoided, Do not Wedge CPs / PVs EM contactor Do not operate any Rotating switches, when SIV is in ‘ON’ condition. For resetting QSIT switch off HBA for few sec and switch ON. Ensure opening of DJ on account of ‘NO/Low tension’, if any.9. On unifall auxiliaries are not working and LSCHBA glows with DJ tripping, rouble shoot for SIV, 10. Items removed from Loco are ARNO, C118, R118, QCVAR, H@CVAR, CHBA, HCHBA, QLA, QA, HQOA, Q100, QTD 105 and QTD 106, 11. Items provided in Loco CCINV (Amps), QCON, QSIT, LSSIT, QSVM, QTD101, HYT(O8&t position) , HRAA-1(08:1 positions), HRA-2 (081 positions) or HRAVT-(0,1,2,83 positions) HRAVT | GabHealer | Cab fan Wansformer | Notch Repeater | Charger for Walkie talkie 0 Isolated Tsorated isolated isolated} 7 Service Service Service Service 2 isovated Service Service Service 3 isolated Isolated ‘Service isolated} 12. HSIV 0/1 positions) & C108 (for MVRF-30) Induction motor) + SIV. CAPTFWA centre point directly connected to Earth in normal working conditions, + HSIV-0'- Resistance connected in series with the CAPTEWA centre point to earth to minimize leakage currents during Earth faut. (Similar to HOA in Amo loco) + Earth leakage (ELD) bypass pushbutton switch is provided in SIV panel MU Operation: 4. ITLSCHBA glows along with LSOL indicates that the rear loco SIV /CHBA not started, 2. IFSIV 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 slackned, 12.3. 180 KVA static converter trouble shooting procedures 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 In Siemens type,Earth fault in the SIV willbe reset by the unit itself and it checks the fault without restarting attempts (15 sec approximately) and static converter will shut down on its own and J trips through QSIT with LSSIT indication in Loco Pilots Desk. PROCEDURE TO BE FOLLOWED INCASE OF DJ TRIPS ON RUN: 4. IFLSSIT not glowing , Check SIV panel also in addition to normal checks and if everything is normal try to re clase the DJ and trouble shoot as per TSD as in Conventional Loco. 2. ITLLSSIT 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.AAL type non modified SIV Pane! AAL Modified SIV Panel Medha type SIV panel Fault Indication: DJ trips through LSSIT external fault messages (QLA in ARNO Locos) sve | Somens [AL ype Mecha ype | recipe ineaion Single psig pu over | Convair outa Iomp stows | eral taut | euren teoReo INVERTER ing" | amp gions | Inverter faut, Output over pana cara apt or Base Laad Ci ‘Out put phase ircuit, Output Unbalance Ac Fault S phase_Fi imbalance! Output message in | Single Phasing | IN’ Oct & IN_OC2 short circuit’ output | Olt-Ac Load VED panel. | Inverter AG_OC1 &AC_OG2 | overcurrenvinput | Over Current. over current ‘Shutdown 146Action to be taken by crew Check the Auxillary Power circuit equipments if any abnormality isolate the same and reset QSIT (switch ‘OFF’ and switch ‘ON’ the HBA } and work on wards. 1) _IFNo abnormality, do any one of the following three operations after switching OFF& ON, a) Put HRAVT in 3’ position (if available) OR b) HRA1 & HRA 2 in 0’ position (if avaliable) and HVT in ‘0’. OR ) Remove CCRA1&CCRAZ2 and open BLRA1 &BLRAZ and put HVT i 2) Close DJ and work further if normal position, 3) IFDJ trips with LSSIT indication, Switch OFF& ON, open BLVMT, BLOP and BLPV (in dual brake locos) and then close DJ. If DJ does not trip, follow SEQUENCE -I, If DJ trips with LSSIT indication again, follow SEQUENCE -IL a) SEQUENCE -| + Close BLCP, If DJ trips through LSSIT indication, change HCP and try. + Close BLPV. If DJ trips through LSSIT indication, Change ZPV and try. Close BLVMT and ensure SIV stop and restarts normaly. If DJ trips with LSSIT indication after, restarting, find out defective blower and isolate the same, re-close DJ and proceed further. While closing BLVMT, if Humming sound noticed in the SIV without restarting and DJ trips with LSSIT, reset OSIT by Switching OFF & ON - HBA, close BLVMT first and then close DJ. b) SEQUENCE -I If DJ tris with LSSIT indication, remove CCSPM and put HRAVT -9, HPH-O, HVSLI-0, HVSL2-, HVSI1-0, HVSI 2-0 and close DJ after switching ‘OFF & ON - HBA’ for few seconds, If DU does not trp through LSSIT, normalize one by ane with precautions and isolate the faulty motor and work accordingly. I not succeeded report the same fo TLC and ask for rte loco. Note: 41) Do not operate Rotating switches when SIV is ON and use only HBA to reset SIV by putting it OFF & ON for few seconds. 2, Make entry in the logbook External fault lamp glowing in Modified Siemens SIV panel and Non- modified SIV panel. 147External ELD fault lamp glowing in Modified AL SIV panel ,ELD by pass lamp glowing after ELD bypass ‘switch is pressed (First switch OFF & ON HBA and press ELD bypass switch ) Earth fault bypass button in Siemens SIV panel. This has to be pressed for bypassing earth fault when external fault lamp glows (red) along with earth fault jon in VED panel Ensure external fault lamp in SIV panel & LSSIT in loco pilot's desk are extinguished. 1. Fault indication: DJ trips through LSSIT with Earth fault message. (QOA in ARNO Locos) SIV type Siemens AL type Medha type Hirect type Tnateaton amp m Earth leakage LED- glows in siv. | External fault Earth Fault ss INVERTER FAULT lamp giows RED panel Fault message AC EIF -AG SIDE jaulmessage | Earth Fault ELD_FT Earth Fault CATH EAULe Action to be taken by crew Check the Auxiliary Power circuit equipments if any abnormality isolate the same and reset QSIT (‘Switch OFF HBA & ON’) and work on wards. If No abnormality 1) Do any one of the following three operations after Switching ‘OFF & ON’ HBA 2) Put HRAVT in 3" position (if available) OR b) HRA & HRA 2 in 0! position (if available) and HVT in ‘0'. OR ¢) Remove CCRA1&CCRAZ and open BLRA1 &BLRAZ and put HVT in'0' position. 1482) Close DJ and work further if normal If DJ trips with LSSIT indication 3) Switch ‘OFF & ON’ HBA, open BLVMT, BLCP and BLPV (in dual brake locos) and then close Du. IFDJ does not trp, follow SIV earth leakage SEQUENCE «I. If DJ trips with LSSIT indication again, follow SEQUENCE I a) SEQUENCE «1 ® Close BLCP, If DJ trips through LSSIT indication, change HCP and try. * Close BLPV, If DJ trips through LSSIT indication, Change ZPV and try. + Close BLVMT and ensure SIV stop and restarts normally. If DJ trips with LSSIT indication after restarting, find out defective blower and isolate the same, re-close DJ and proceed further. b) SEQUENCE-II If DU trips with LSSIT indication, Switch ‘OFF & ON’ HBA, remove CCSPM and put HRAVT -0, HPH- 0, HVSL1-0, HVSL2-0, HVSI1-0, HVSI 2-0 and close DJ. If DJ does not trip through LSSIT, normalize one by one with precautions and isolate the faulty motor and work accordingly. 4) If Dd trips with LSSIT with earth fault indication even after following the sequence | & II, normalize all switches and fuses and go to EARTH LEAKAGE BYPASS MODE. 5) EARTH LEAKAGE BYPASS MODE. ‘Sequence SIEMENS, ‘AL MEDHA /HIRECT Put HBA OF F&ON for resetting : ’ sit X (Do not DO) (00) (0) Put HSIV into "0" (00) MoO) (00) | Press earth leakage bypass |.) and then ensure |\(D0) & then ensure |\(00) & then ensure] push button switch extemal fault ELD bypass iamp_| self luminated ELD lamp extinguishes slows push button glows Gloss DI Woop Woop OO} Work the train for max 45 minutes with precautions & (00) (00) (00) ‘must inform TLC for relief loco | Frequently check aux, power circuit equipments for any abnormality Note: 1) Do not operate Rotating switches when SIV is ON and use only HBA to reset SIV by putting it OFF & ON for few seconds. 2, Make entry inthe logbook 2._Fault indication: Di trips through LSSIT with internal fault messages (Major failures). SIV type Siemens AAL type Medha type Hirect type LEDs of Input supply, Converter supply, Fuse Trip Output Converter output, | AC input OK tary Indication | Internal fault lamp ‘over voltage! Converter ive, anne ‘emp stows Inverter fault! | Gharger supply, internal fault Charger output turn Reo VIS-OWS Faut | UP fusefalure. VP | use rinv. | nputtuserai | EOLACINPUT isolator open, message | ,,20ialoropen, | | Gpu.PSLVD Rectifier overload |“ yis.Vb, GOUF 149‘Action to be taken by crew Check SIV & Auxiliary Power circuit equipments. If normal Reset SIV by switching ‘OFF & ON — HBA’ and work further. If not succeeded once again try to reset SIV by switching ‘OFF & ON HBA’, then note the indications and fault message. Contact TLC and ask for assistance 3. Fault indication: DJ trips through LSSIT with internal fault message (over temperature). SIV type Siemens AAL type Medha type Hirect type Converter output Indication | Internal fault lamp Fan Failure / &Temp. LED tum . lamp glows Over Temperature RED Fan LED -RED Fault ‘Over temperature OTH FT ‘Over Temperature _ message Fan failure FAN_ FAULT. Fan fall ‘Action to be taken by crew: 1. For siemens & AL type -Turn OFF the inverter for few minutes ( maximum of 10 minutes) to {drop the temperature of heat sink and then turn ‘ON’ again and then closes DJ. Report to TLC 2. for Medha type -Open the Du for few minutes until Temperature LED changes from RED to GREEN and then close DJ & report to TLC. 3. Check the airflow from top of converter, if fan not rotating ask Relist Loco 4. For fan failure, contact TLC for advice & act as per his instructions. 4.Fault indication: DJ trips through LSSIT with other message. swiype [Siemens AL ope Weaha ope Fret ype indcaton | item eating | DSLR” convner ouput 7 ‘amo ows 0 TED RED De funder DC ine Varage aur |, wotage over | oc ovoroc_tvo, | (aM OUPH | oWor ute message | cive SiBcOS M croc “Ouiputover | messeaee lec Watage Action to be taken by crow: 1. For instantaneous faults, SIV will trip and start automatically. If SIV trips frequently with QSIT, switch ‘OFF’ HBA and ‘ON’. After 3 minutes try, 2. Ifunsuccesstul, isolate any one MCP by HCP and try to close DJ. Ifnot successful, check ‘exact fault from VFD panel and ask for assistance. 1505. Fault indication: while closing DJ,~1. UA meter not deviates and DJ trips on releasing BLRDJ. 2. UA meter deviates below 16.5 KV /above 31KV and DJ does trip on feleasing BLD SViype [Siemens RAL bp Medha ype Het ype TEDS of Converter supp, inaeaton | OnE outotrange | iputiowiover | Converter output | AC input OK lamp wi ‘am lamp slow votage! | Charger supply, Glow as RED Charger output Tum RED Faut | OnE votagetowor [| VIN LVDI Trputover Vin MAXINPUT AC message nigh vinovo | voleselinst_| VOLTAGE HIGHLOW n to be taken by crow 1 IF UA meter not reads trouble shoot for no tension trouble. 2. In case of input voltage low/ high indication above 31 KV and SIV does not start contact TLCITPC for OHE supply. 3 If OHE voltage is normal and SIBCOS sensing system fault indication in VFD panel -switch off HBA & switch on HBA for 5 Seconds & try 6. Fault Indication: Without tripping DJ, LSCHBA glows on run with the following message. Indication | chargortamp of | ‘goes of (green) | Charger ouput | *¥#-Wps. gb fault, amp (green) Charger OK-LED | Chargerload | ,S4euivpsigbt eo goes off (green off) | LEDs tum Red | ‘aun — dc cur Battery charger | massage will | Crargerin put_| input volt high, uz ps Pp PPC fail/Charger out input volt low, ubh “vps message ut put shot BCH OV, put low or ‘out put vott high, ubl — 9 Under voltage BCH_LV. high/Charger Ivps output volt low, t 100 ee sage Boy. overioad Ivps temp > 100° ¢ BCH_OTH FT n to be taken by crew SIV will continue to function even if battery charger tripsilocks due to any reasonifault, Trip DJ and momentarily switch OFF & switch ON HBA and try Check Battery Voltage between 90 to 110Volts IFBA voltage above 80 and CHBA not working, inform TLC and work onwards Minimize the Load by switching off compartment lights and unnecessary loads by watching BA voltage frequently 7 WHILE RE CLOSING DJ, LSDJ REMAINS GLOWING (ICD) Action to be taken by crew? Q118 is not energized. 41. Ensure C105, 108, 107 fully opened, 044 de-energized, GR-0, CCBA, CCPT 2. Ifunsuccessful, wedge Q118 and try (precautions to be observed) For Q45, Q44 relay trouble shooting same as in conventional loco 1st152 If Q45 and Q44 is energized and DJ is not closed 4, Check QSIT and LSSIT glows 2. If QSIT energizes (LSSIT glows), trouble shoot for SIV tripping and other troubleshooting for EFDJ not energized is same as conventional loco. If unsuccessful, place HOBA OFF and try ‘Switch off battery and wait for three minutes and try( If FDCS Provided) If unsuccessful,contact TLC for advice. 8. IfDJ Closes and converter does not start (LSCHBA remains glowing after 15 Sec) Action to be taken by crew: “Try two times to close DJ and the converter does not start, Check CCINV.(6 amps) If Fuse melts renew the same, If unsuccessful, HOBA off and try. IFCCINV in good condition, ensure QSVM is energized on closing BLVMT. IQSVM not energized, Check CCA, IFCCA melts renew the same, If unsuccessful,put HOBA in OFF and try. IF CCA in good condition, trip DJ and wedge QSVM [after wedging QSVM : BLVMT should be ‘switched on before closing DJ 10. If QSVM energizes and converter does not start. 11. IfCCA, CCINV and QSVM found normal 42. If LSDJ remains glowing, UA meter deviates and SIV does not start — wedge QV60 in de ‘energize condition, 13. If above are normal and SIV not started, Switch off battery and wait for three minutes and try. 414, Ifunsuccessful, Isolate all the auxiliary loads and try. 45, Ifthe converter stars, then normalize the switch one by one and try. 16. Operate any programmable switches when inverter isin off condition only. 9. While closing DJ, LSDJ extinguishes, UA meter deviate, and DJ trips within 30 seconds after releasing BLRDJ and LSCHBA extinguishes. ‘Action to be taken by crew: Put HPH, HVSL-1 & 2 on 3 and close DJ, If DJ does not trip ensure the working of MVSL182 and for MPH watch transformer oil level If any one of the auxiliaries is not working isolate the same and work accordingly. IFDJ does not trip check transformer oll frequently and clear section. After clearing section normalize the switches one by one and find out the defective relay ‘and keep the concerned switch on 3 position and work onward duly observing the working of auxiliary. 10. While closing DJ, LSDJ extinguishes, UA meter deviates and DJ trips on releasing BLRDJ Action to be taken by crew: 1. Do not release BLRDJ for 15sec, if SIV starts and LSCHBA extinguishes, troubleshoot for “Operation B part-il as in conventional loco 2. SIV does not start_and input voltage out of range LED glows, switch off HBA and wait for 3 minutes and try. If unsuccessful, contact TLC.Operating Manual and Trouble Shoting Directory for Electric Locomotive 11. After closing DJ & SIV ramps up {LSCHBA extinguishes), close BLVMT, DJ trips after LSCHBA glow |extinguish within 30 seconds Action to be taken by crew: 4. PutHVMT- 1 & 2 and HVRH on 3 and close DJ, Ensure SIV stops and restarts normally 2. If DJ does not trip trouble shoot for flow relay defects, after clearing section as given in operation-O" DJ trips on 1" notch after LSCHBA extinguishes Action to be taken by crew: Trouble shoots for 'Operation-I'as in conventional loco 12. DJ trips after taking sixth notch within 15 seconds Action to be taken by crew 4. Ensure BLVMT ‘ON’ & Ensure CCA. 2. If CCA melts trouble shoot as conventional loco Note: Do not wedge the compressor contactors. 3. IF C107 alone is not closing ensure CTFs are in traction side properly.-Put HVRH on 3 and try. 4. If C105/C106 not closing trouble shoot as conventional loco, 5. Ifunsuccessful, wedge the same and put concerned Switch on 3 and try. 6. IFunsuccessful, wedge the same and work on wards with precautions, 13. If compressor contactors alone are not closing Action to be taken by crew: Close BLCPD and ty, if unsuccessful If contactors are not closing tap the QTD101 and try. If unsuccessful, wedge QTD104 and try If unsuccessful try from rear cab, If SIV working and QCON not energized wedge the same & Try. If unsuccessful,ask assistance, Precautions after wedging QTD 101 or QCON 1. BLCP/BLOPD should be switched ‘ON’ after § Sec of SIV pick up or after LSCHBA extinguishes. 2. ICON is to be wedged, wedge Q118 also and observe precautions.154 a MICROPROCESSOR LOCO 13.1. Loco operating instructions: 1. Relays of different purposes and interlocks in SMGR, master controller, reversor, CTF, and electromagnetic contactors are removed. These locos are more reliable because of its lesser number of relays and interlocks 2. One fault display unit - through which all faults produced in these locos, can be seen with reasons. However the crew has to carry out the general checking (1 to 7 - Ref: 2.1) in case of Di tripping 3. All faults occurring in locomotives are recorded with time and date in its memory. Using the button in the display unit the fault with its date and time can be seen when necessary. The following relays are removed from locos. Q118, 44, 245,046, 48, Q49, 250, Q51, Q52, QVED, AVE2, AVE3, A100, ATD105, ATD106, Q119, QWC, PR1, PR2 and ORS (some locos Q30,020, QVE1 and QCVAR) Relays & Governors provided in loco QA, QOP-1, QOP-2, QRSI-1, QRSI-2, 30, QCVAR, QV 61, QLM QVMT-1, QVMT-2, QVRH, QVSL-4, QVSL-2, OPH, AVS, QVSI-2, RGCP, RGEB, RGAF and QPDJ, Fuses removed CCDJ, CCA, CCLS and CCLSA New fuses added in loco - CCCPU- 6A / 2A Note: 1) Most of the interlocks of MP, Reversor, CTF and SMGR are removed. 2) In some locos C118 Electro pneumatic contactor has been provided. Messages displayed on display unit screen when DJ trips ‘When Dy tripping on line, the reason for tripping will be displayed on the screen of the display Dy tripping via QOA Di tripping via QVRH i tripping via ORSI-1 iJ tripping via QVMT-1 Dy tripping via QRSI-2 Dy tripping via QVMT-2 iJ tripping via QOP-1 DJ Di tripping via QVSL-1 Dy tripping via QOP-2 Di tripping via QVSL-2 iJ tripping via Q 30 iJ tripping via QPH Dy tripping via QLM Dy tripping via QVSI-4 ‘Auto regression with LSP Di tripping via QVSI-2 Dy tripping via GR stuck up in between notchesOperating Manual and Trouble Shoting Directory for Electric Locomotive Important instruction for Drivers CCA, CCD\J, CCLS and CCLSA fuses are not provided in microprocessor based locos CCPT and CCGPU fuses are provided. 2. Itis not necessary to change the position of ZSMS switch for driving the train with MP or EEC, 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 BPD 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 ocours, 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 fo energize 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. f again unsuccessful, wedge the contactor, close DJ by pressing BLRDJ 2. Ifoco 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 iamps 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 BLD4 is in open condition. 11. If DU tripped for any reason it should be closed only after 4Sec .f closed within 4 Sec display Unit will indicate "C118 NIC IML fail ensure C118 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. 419. In case of TLTE without GR progression /AFL mal functioning put HQS1/HPAR to ‘0 and try 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 4 tactile feedback Membrane keys. These are MENU = \7 and “ENTER’. Pressing the "MENU" at any time show the following Screen, Date; Time: Vehicle Diagnostic Process Information EXIT ‘The + shows the current cursor position. To select an option, move cursor up or down by Using ZX ---\7_ keys. To select the option, Press "ENTER" Key. The next screen for “Vehicle diagnostic" menu is as folows Date: Time: Isolation Information Fault Information 155156 To see isolation information press “ENTER’. If there are no isolations, the “No isolator information to display message is shown, otherwise the programmable switches put in positions other than" 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 “O" Select "Faull 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 other wise, the latest fault logged with date and time of fault and Fault Message is shown as follows. Main unit not wo! 13.2. Date: Fault Log Time: 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 “MENUS” key and then select “EXIT” option to return to default screen or select other option as desired. If any of the above selected messages are on Display and a fault comes, itis announced immediately. On pressing “ACK” key the screen returns to previously selected option. ig Pilot lamp will not glow, no message on display unit and loco will not energize. Take the following actions. IFBA is ‘0’ and CPA not working replace Addl. CCBA with HOBA in ‘OFF’ position If battery voltage is above 90 V Check CCBA, CCPT and CCCPU (if provided), if blown out renew the fuse if again melts put HOBA in OFF and renew the fuse. IF fuse is in good condition, operate BPEMS one or two times and try. If unsuccessful keep HBA on ‘0’ and wait for 3 minutes and & then try If still not energised, contact TLC. Trouble shooting procedures : Impossibility to closed DJ a) Ensure the battery voltage is above 90 V. ») Check the air pressure in MR and RS and ensure it should be above 8 Kglom. ©) Check CCBA, CCPT, CCCPU (If provided). Change the fuse if melted. If again melted, Put HOBA in OFF and renew the fuse, d) Ensure GR is zero. ©) Try to close DJ by pressing BP-2-D4. 1) HOOP 182 in OFF position and try. 9) Try from rear cab, h) Check the relay target, if any target is dropped trouble shoot as per TSD. |). Switch off HBA, wait for three minutes and try to close DJOn releasing BLRDJ, DJ trips due to ‘NO TENSION’ (UA not deviating) a) Trouble shoot for 'NO TENSION’ trouble. b) If OHE voltage is available signal conditioning unit ofits connection may be defective inform Te On releasing BLRDJ, DJ trips with in 15 sec (UA deviates): a) Trouble shoot as per message displayed in Display board. If display board isnot working (Trouble shoot for Operation B part-1 as per TSD) On closing BLVMT, if DJ a) Trouble shoot as per message displayed in Display board. If display board not working (Trouble shoot for Operation ‘0’ as per TSD) s with in 30 sec DJ tripping on 1St notch (Operation - 1) 8) Trouble shoot as per message displayed in Display board. If display board not working (Trouble shoot for Operation -1 as per TSD) DJ tripping on 6th notch (Operation - Il) €) Trouble shoot as per message displayed in Display board. If display board not working b) Check €105/C106/C107 wire connections (after taking safety precautions) and flexibility and try ©) Put HVRH,HVMT1/2 in’ position and try d) If unsuccessful, keep HOBA- off and try Ammeter not deviating while taking ‘1st notch (TLTE) a) IFLSB glowing check J-1, J-2, CTF1, 283, C145 and Line contactors, b) Ensure RGEB cut out cock in open position €) Ensure SMGR pressure and Try with EEC. dd) Put HOBA in OFF and try. & Try from rear cab. ) Clear section with manual control of GR 4) Trip DJ, Place HBA in OFF, drain out moisture and energize loco again. Sino [Display message Action to be taken T DJ tipped Via DJ feedback fail | Check DJs gatting closed Jf not inform to TLC z Battery charger output fais Check CHBA, ff nat working clear block section, ‘make entry in log book and contact TLC. 3 TEDJ through C1057 C706 | PutHVMT#/2 nO and try feedback fails 4 'V965 channel Tal Make loco dead 3 ‘Auto regression Via AGP Trouble shoot for ICG palling G BPAR palin bypass PutHPAR To 0 or HOST to 0" 7. ‘ORE vollage out of range ‘Srunit shut down, Put OFF HBA Tor 10 see and then try again 137158 13.3. BPEMS (Push Button switch for Emergency): In case of Emergency Loco pilot has to press BPEMS. If BPEMS is pressed the following indications will takes place. BBP drops through IP valve (de energizes). Di trips and Panto graph lowers. GR comes to 0 AFL starts functioning, ‘Once train stops close IP Coc and open after BP recharges. For Re Energizing Loco 1 2. 3 4. 13.4. Put ZPT-on'0' & Clase IP coc, Rotate BPEMS knob to clock wise direction to release. Energize Loco as per regular procedure. Ensure IP coc (A-18) in open position during running of Loco. Vigilance control Device Loco pilo/Asst Loco pilot have to do the following operations for every 60 sec 1 2 3 4 5 6 7 Progression Regression Brake application through A9 & SAS Application of Sanders Operation of HTILT horn Press Acknowledgement switch Ifitis not done VCD will apply brakes for 30 seconds and auto regression will take place. In such cases Bring MP-0 and push Acknowledgement switch to release the brakes .This is possible only after 30 sec. of brake application. 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.1 MU OPERATION OF WAGS5 & WAG7 LOCOS 14.4. General: Whenever more than one loco are coupled together and locos are worked by a single crew, then it is ‘known as MU operation, 41. The front driving loco is known as ‘leading loco’ and rear loco is known as ‘Trailing loco’ 2. In MU operations 3 electrical jumpers ( B C D ) are connected between locos to operate Control circuits of trailing loco in synchronizing with leading loco. 3. During MU operation control circuits of traling locos are operated from leading loco except Q118, 244 & Q100. For closing DJ, HBA should be on 1 in both the locos 4, BLSN switch is provided on the BL box, which controls the feed to VEPT and MTD\ of traling loco from leading loco. Its normal position is UP, on switching it ‘DOWN’ the supply to MTDJ and VEPT gets cut off and thus DJ of Trailing loco gets tripped and panto also lowers, 5. Closing of DJ can be done for both the locos together or separately. Similarly opening of DJ ‘can be done for both the locos together or of the rear loco only. 6. Traling loco DJ can be closed from the trailing loco by pressing BP2DJ, but cannot be opened by BP1DJ. In case of emergency the DJ of tralling loco can be opened by removing its CCPT fuse. 7. Opening of DJ for leading loco alone not possible, 8. For disconnecting B C D jumpers, de energize both locos and switch off both locos HBA. 14.2. Definitions LSGRPT: The RED lamp provided in the ceiling of both driving cabs, this lamp indicates the existence of a defect on the loco in which it glows. LSGRPT glows along with defective indication (LSDJ, LSCHBA, LSB & LSRSI) NOTE: 4. When MPJ is brought to '0', LSGRPT will glow. 2. When trouble shooting in MU locos do not bring MPJ to 0. 3, LSGRPT glows in defective loco to indicate that the particular is defective. LSOL: The orange lamp provided on the driving desk of both cabs, the lamp will glow on the loco indicating the defect is in other loco. LSOL glows along with defective indication (LSDJ, LSCHBA, LSB& ESR) Nor 1, LSOL glows in good loco only. QVLSOL: Relay for recapitulation lamp. When there is any abnormality in Leading (Trailing locos, this relay will pick up and make the lamp LSOL to glow in the good loco. 15949: This relay is called as synchronizing device relay, which synchronizes the tap changer operation in both leading and trailing during running and braking of multiple operation. BLSN 1/2 - neutral section switch: This BLSN switch enables the Loco Pilot to open DJ and lower pantograph of the trailing loco from leading loco. While passing through neutral section first put BLSN Down to open DJ, lower panto of Trailing loco and observe the glowing of lamp LSDJ, then switch OFF BLDJ to open DJ of leading loco. Normal position of BLSN during MU operation is Upwards, At Neutral Sections BLSN to be put down ward position for rear loco DJ to trip and panto to lower. 2. Use two compressors on leading loco and one on cach trailing loco for air braked stock with the normal load under normal condition. 9 instruction for loco pilot during MU operat Do not wedge any EM contactor or relay (Except Q 100 and QRS) in trailing loco. If necessary make the trailing loco dead. If HOBA of one loco is to be kept on OFF position due to fuse melting then HOBA of the other loco should also be kept on OFF position otherwise fuse will continue to melt Whenever it is necessary to work with EEC then keep ZSMS on ‘0! for both the locos (In modified locos, if ZSMS of leading loco is kept on 0’ both locos will work on EEC). Whenever H@CVAR is kept on 0" in leading loco then never close DJ separately of any loco. Close DJ of both the locos together. NOTE: In modified ZSMS locos no need to change ZSMS for EEC operation in MU locos 14.3. Important items to be ensured while taking over charge of WAGS & WAGT MU LOCOS : Both the locos are coupled properly. All air hose pipe are connected with their respective pipes and their angle cocks are opened. All electrical jumpers (BC D) are connected between the locos and secured on the ends. ‘SA, A9 cut out cocks are open only in driving cab and closed in other cabs. BP charging cock (L&T) is opened in leading loco only and closed in trailing loco. MU28 valve is on ‘lead’ position on leading loco and on ‘rail position on traling loco. RGEB2 cut out cock is open in both the locos. HBS cut out cock should be opened in both the locos while working vacuum brake train and close while working air brake train, If working vacuum brake train, the hose pipe between the loco should also be connected.Operating Manual and Trouble Shoting Directory for Electric Locomotive 10. In vacuum brake trains VIC should be opened in both leading and trailing locos. 11, Ensure HBA is on 1 on both locos. 14.4. CONDITION OF APPARATUS ON LEADING LOCOMOTIVE: 1. Keep Ag handle on release position and keep AQ inlet and outlet COCs open in working cab ‘and closed in non-working cab, 2. Keep SA9 handle on release position and SA9 apply and supply COCs open in working cab ‘and closed in non-working cab. 3. ‘Lead and Trail’ COC to be kept open. 4, MU2B should be on ‘Lead’ position, 5. Air control COC HBS to be Kept closed for air braked trains and open for vacuum braked trains, and RGEB2 COC to be kept opened for both air braked trains and Vacuum braked train 6. A1 differential valve and IP valve COCs to be kept open. 7. VIC to be kept in open position for vacuum brake trains. 8. Only two compressors to be kept on service for air braked trains or one compressor to be kept in service for vacuum braked trains. Condition of apparatus on trailing locomotive: 41. A9 handle on release position and keep AQ inlet and outlet COC to be closed in both cabs. 2. SA9 handle on release position and keep both supply and apply COCs closed in both cabs. 3. Lead and Trail cock to be kept closed. 4, MU2B should be on ‘Trail’ position. 5. Air control COC for HBS to be kept closed for air braked trains and open for vacuum braked trains. RGEB2 COC to be kept opened for both air braked trains and vacuum braked trains. 6. A1 differential valve and IP valve COCs to be kept open 7. Only one compressor to be kept in service for both air and vacuum braked trains. 8, VIC to be kept in open position for vacuum braked trains, 14.6. Conditions for coupling of locos: 1. In the front end of the leading loco: 41. Ensure the following self-locking angle COCs are closed, a) MR equalising pipe. b) B.C equalizing pipe. ©) Brake pipe (BP) d) Feed pipe (FP) 2. Ensure vacuum hose pipe is kept on dummy. 2. In between locomotives: Ensure the following are coupled properly and their self locking angle COCs are opened, 161162 MR equalising pipe B.C equalizing pipe. Brake pipe (BP) Feed pipe (FP) ‘Vacuum hose pipe Ensure both loco's are coupled properly Ensure BCD jumpers are connected properly 3. In the rear end of trailing loco. 1 2 14.7. Close MR equalizing pipe and straight air brake pipe self locking angle COC. In vacuum braked trains, connect the vacuum hose pipe to the first vehicle of the formation and close brake pipe (BP) and Feed Pipe (FP) self locking angle COCs. In air braked trains, connect the brake pipe (BP) and Feed pipe (FP) to the first vehicle of ‘formation and open their self locking angle COCs, Vacuum hose pipe to be kept on dummy. Energisation of MU locos Do the preparation of both the locos separately and also ensure that everything is OK as per the requirement for MU Locos. Start CPA of both the locos and build up & kgiCM* pressure in RS of both the locos, In the working cab, unlock BL, insert ZPT in the socket and place it on 1, Check the effective raising of rear pantograph of both locos. Close BLDJ and press BLRDJ. Check that LSDJ extinguishes, UA deviates and LSCHBA extinguishes. After LSCHBA extinguishes, release BLRDJ. Close BLCP, MR gauge needle will deviate. Wait for MR pressure to build up. In case MR pressure does not build up more than 2 Kg /om?, check IP valves of both the locos. If anyone of IP valve is leaking, close the cut out cock. When MR pressure builds up to 9.5 kg/om*, ensure that the unloading or auto draining takes: place in both the locos. Close BLVMT and check the working of all auxiliaries in both the locos. NOTE: If CPA of one loco is defective then first energise the MU locos from the loco in which CPA is working by taking the following precautions (Open RAL cook of both the locos. Start CPA and keep it working even after building up & kg/cm”, pressure in RS. Unlock BL of loco in which CPA is working and put BLSN down. Put ZPT on 1 and check the effective raising of pantograph, Close DJ (LSDJ will remain glowing but UA will deviate), release BLRDJ after 4 seconds, close BLCP and build up MR pressure to 9.5 kgicm* Put ZCPA on'0to stop CPA. Keep BLSN upwards and check the effective raising of pantograph of the other loco. Press BLROJ once again and release BLRD4 after LSDJ & LSCHBA extinguished. Change over to leading loco if required. (Adopt proper procedure).14.8. Operating Manual and Trouble Shoting Directory for Electric Locomotive Cab changing procedure in MU locos Driving Cab (of the loco which is to be working as trailing loco): Inthe 14.9. Bull Keep A8 on release position, and SA9 on application position. up MR pressure to 9.5 kglom* Check that BC pressure gauge indicates 3.5 kg/cm. Do not change any pneumatic COC positions. Open Di, switch off all auxiliary switches, lower Pantograph, put MPJ to ‘0’, lock BL and remove all the keys. Proceed to other Loco. NOTE: 1, On gradient section apply hand brakes of loco iff necessary. 2, Ensure rear loco brakes are released after releasing SA9 in lead loco. other loco (which is to be working as leading loco) Apply loco brakes through SA9 and keep AQ in release position. Then open A9 and SAS supply and apply COCs. Put MU26 on lead! position and open BP charging COC (L & T COC) Unlock BL, raise pantos, close DJ, start auxiliaries. Release SAQ and see that loco brakes are releasing in both locos. If rear loco brakes alone are not releasing operate MU2B one or two times, release C3WDV of rear Loco & try. ‘Again apply SA9 and see that loco brakes are applying Proceed to rear loco. Change MU2B to ‘rail’ position, close 'L & T' cock, and close AS and 'SA9 supply and apply COCs. Close the cab doors and windows. Then retum to leading loco and proceed further. Passing neutral section with MU locos ‘The procedure of passing the neutral section is same as single loco but the following extra operations have to be done. ‘At 250M Board Put BLSN Down and ensure DJ trips and panto lowers in rear loco, ‘ALJ open board Open BLDJ watching UA. If UA does not come to 0’, lower pantograph. ‘After passing neutral section, At Du close Board- close DJ of leading loco observing UA meter and Release BLRDJ after 4 sec. Put BLSN Up and ensure rear loco pantograph raises, after rear loco passes DJ close board. Press BLRDJ again and ensure LSDJ and LSCHBA extinguishes and then release BLRDJ. 16314.10. 14.12. |. Worl Making one loco dead Whichever loco is to be made dead, open DJ ofthat loco and keep HBA switch on In dead loco put HLS (if provided) in 0 If trouble persists, remove the electrical jumpers between the locos and secure them on clamps. If unsuccessful make lead loco as trail loco and change trailing loco as working loco. If trailing loco failed, don't change position of any COC in lead loco and work onwards if road and load permits. Clear section with healthy loco and contact TLC. 9 the train from trailing loco when leading loco fails In case leading loco (other than CCPT) fuse melting, do not change any coc position and work from leading loco carefully to clear section, Make the leading loco dead and work from trailing loco. Resume traction from traling loco and clear section without exceeding the speed limit of 30, kmph and contact TLC. Ifthe load and road permits, request TLC for remarshalling of the loco (changing tralling loco as leading loco) and work onwards with single loco, Ifthe foad and road does not permit, contact TLC for further advice. Working the train from leading loco when trailing loco fails. Put BLSN Down to de-energise the rear loco and work with leading loco. If trouble persists remove the electrical jumpers between the locos and secure them on clamps. Keep HBA on ‘0’ of rear loco and work the train from leading loco. Put HLS (if provided) in 0" in tralling loco & ensure GR on ‘0 Don't change any COC position. Clear section and contact TLC. Ifthe load and road permits, work onwards with single loco. Otherwise contact TLC for further advice.15. TROUBLE SHOOTING OF MU LOCOS (WAGS & WAG7) 15.1. Procedure to identify the defective loco: 41. While working in MU operation when Du trips in leading or traling loco or a fault occurs, it can be indicated by LSGRPT lamp provided on cab celling and LSOL on the loco pilot desk as follows. In defective loco, LSGRPT glows and LSOL remains extinguished In healthy loco - LSGRPT remains extinguished and LSOL glows. 4. The concem pilot lamp indicating the fault will also glow in both the locos along with the glowing of LSGRPT or LSOL. Until the fault is rectifed the pilot lamp will continue to glow in both the locos. 5. If LSGRPT is glowing in the leading loco then leading loco is defective and if LSOL glowing in leading loco it means that defect is in trailing loco. LSGRPT or LSOL glows along with defective indications. 6. LSGRPT/LSOL glows for the following defects in the loco. a) When Ds trips, b) CHBA defective, ©) 050 de-energises, 4d) When teltale fuse melts in RSI block. NOTE: If trouble is on trailing loco, try to clear the section and check for any abnormality. If leading loco is defective, the Driver shall try to clear section and then trouble shoot. If'necessary, remove the electrical jumpers between the locos and clear section with the healthy loco. 15.2. TRIPPING INDICATION IN MU OPERATION : DJ tripping on leading loco: 41, LSDJ, LSCHBA, LSB and LSGR glow. 2. UA meter indicate ‘0. 3. No sound from Amo and Auxiliaries 4, LSGRPT glows, DJ tripping on trailing loco and indication on healthy loco: 4. LSDJ, LSCHBA and LSB glows. 2. LSOL glow. 15.3. Trouble shooting in case of DJ tripping in MU operation Whenever Du trips bring MP to ‘0’ Let MPJ remain as it is and check LSGRPT. 41. ITLSGRPT is glowing - the leading loco is defective, 2. IFLSGRPT is not glowing the traling loco isdefective, LSOL will glow on the leading loco. 165Trouble Shooting of MU Locos If leading loco is defective: 4. Check the relay targets, if any target is dropped, do the Trouble shooting as per WAGS single loco TSD. 2. If no relay target is dropped, do the testing to find out the abnormal sign and take the remedial action as per TSD of single WAGS loco and proceed 3, If unsuccessful, adopt the procedure of ‘work the train from trailing loco when leading loco fails ing loco is defective: Put BLSN Down and ensure that Pantograph of trailing loco is lowered Try to clear section, if load is within permissible limit for single loco. IW necessary, after clearing the section go to defective loco and check the defects. Ensure LSGR is glowing & GR-0’.Ifnot bring it manually If any relay target is found dropped, do the trouble shooting as per single WAGS loco, 1 2 3 4 5. 6 If no relay target is found dropped, do the testing to find out the abnormal sign and take remedial action as per TSD of single WAGS loco. 7. Ifunsuccessful, make the trailing loco dead. If load and gradient permits, work the train with leading loco, Otherwise contact TLC. 8 Rear Loco DJ can be closed by pressing BP 2 D4 in rear loco provided BLSN should be normal position in Lead loco. 15.4. Auxiliaries failures 1. Auxiliaries failure in leading loco can be attended as per the TSD procedure of Single WAGS loco. 2. If both PVs failed in leading loco, put MU2B in Lead’ position in traling loco and close the BC equalizing pipe angle cocks between locos. 3, Ifthe Trouble is in trailing loco, the following trouble shooting should be done in the trailing loco, MPH does not work: 1. PULHPH on 0 2. Make trailing loco dead MVSI-1/MVSI-2, MVSL-1, MVSL-2 does not work: 1. Isolate the concemed RSI block and work with normal current ratings, if load permits 2. IF DJ trips on 6th notch in rear loco make the rear loco dead.Operating Manual and Trouble Shoting Directory for Electric Locomotive Alll independent Auxiliaries do not worl 1. Check CCA, if melted replace it, if again melts keep HOBA on OFF on both the locos and replace the fuse. If unsuccessful remove electrical jumpers and clear section. Do trouble shooting in defective loco as per TSD. 2. If CCA fuse is in good condition, Check Q100/QTD100. 3. If Q100 /QTD100 is not energised, wedge it and do not energize loco separately. 4. If unsuccessful, make the rear loco dead. CPIPV does not work: 1, Isolate the concerned CPIPV of rear loco. MVRH does not work: 1. PutHVRH on ‘0 2. Make trailing loco dead. MVMT-1/MVMT-2 does not work 1. Ensure ©107 is closed, 2. Isolate the concerned RSI block and work train with normal current rating, ifload permits, 3. If DJ trips on 6th notch make the rear loco dead. 15.5. Traction failures TOTAL LOSS OF TRACTIVE EFFORT ABNORMAL SIGN: When MP moved from ‘N’ to * IR does not extinguish, traction ammeters & notch repeater does not deviate in both the locos and MU loco does not move ( i.e Progression not taking place in both the locos) CAUSES: For both locos same as TSD of single loco TROUBLE SHOOTING 2) Try to trouble shoot the leading loco first as per the TSD of single loco. b) If successful, work the train with single loco ifthe load permits. Informing TLC. ©) If not successful, ry to trouble shoot the tailing loco as per the TSD of single loco.if ‘successful, work the train from the leading loco. Inform TLC. 4) If not successful, clear the section with manual control of GR, 167Trouble Shooting of MU Locos PARTIAL LOSS OF TRACTIVE EFFORT ABNORMAL SIGN: poor hauling CAUSES: 1. Leading loco not responding or trailing loco not responding, 2. One of the line contactor not closed on traction motor branch in which QD coil is not provided in leading loco / trailing loco, TROUBLE SHOOTING Leading loco: 2a) If the leading loco is defective, trouble shooting should be done as per TSD of single WAGS loco, b) even after trouble shooting, GR of leading loco cannot be progressed by MPIEEC but GR of trailing loco is progressing then remove ZSMGR handle of leading loco and work train with trailing loco. ©) For cause 2 trouble shooting should be done as per TSD of single WAGS loco Trailing loco: a) If the traling loco is defective, then trouble shoot as per TSD of single loco. b) if unsuccessful, remove ZSMGR handle and work only with leading loco. ©) For cause 2 trouble shooting should be done as per TSD of single WAGS loco WHILE WORKING IN MU, IF AFTER TAKING ONE NOTCH, GR IS NEITHER PROGRESSING NOR REGRESSING THROUGH MP OR EEC CAUSES: Rear Loco GR struck up in Full notch beyond ‘0's notch TROUBLE SHOOTING 1) Try to clear section with available notches or manual control of GR b) If DJ tripping indication along with LSOL, glowing in leading loco, try to clear section with single loco with SMGRIMOM operation, ©) Check whether Du has tripped in rear loco. 4d) If DJ has tripped in rear loco check whether LSGR is glowing in rear loco. ©) IFLSGR is not glowing in rear loco, bring GR manvally to “0” in rear loco and try again after closing DJ, 4) If problem persists again, after bringing GR to “0” manually in rear loco, de-energise it and work only with leading loco. 9) If in rear loco, GR is not stuck-up on half notch, try again gently tapping Q52 and seeing iis. de-energised 168Operating Manual and Trouble Shoting Directory for Electric Locomotive h) If sil unsuccessful de-energise the rear loco, clear the section with manual operation from leading loco or remove BCD jumpers in-between locos after taking safety precautions work with single loco. i) if there is a trouble of Total Loss/ Partial Loss of tractive effort then ammeters of both the locos should be checked to find out the defective loco for non closing of line contactor. LSB REMAINS GLOWING WHEN MP IS BROUGHT TO ‘0’ FROM RHEOSTATIC BRAKING 1a) Check LSGRPT. If it glows on a particular loco, check the CTF1, CTF2 and CTF3. Ifit is on TRACTION side (upwards). b) Ifany of the CTF is on BRAKING side (Down wards), bring it to TRACTION side manually. ©) Check the contactor C145. Ensure C145 is opened and resume traction 4d) If 0145 is closed, open C145 manually by operating the Electro valve and resume traction. If C145 is open, check Q50. If its energised, check QV64 & tap it and resume traction ©) I LSGRPT is in extinguished condition, check LSOL, if itis glowing, indicates trouble is in trailing loco. 1) Try to clear the block section, stop the train, tip DJ and take safety precautions, check the CTF1, CTF2 and CTF3. fits on TRACTION side (upwards) in the traling loco, 9) any of the CTF is on BRAKING side (Down wards), bring it to TRACTION side manually. fh) Check the contactor ©145, Ensure C145 is opened and resume traction i) 1f0145 is closed, open C145 manually by operating the Electro valve and resume traction. If C145 is open, check Qs0. }) Ifit is energised, check QV64 & tap it and resume traction, k) If Q50 is in de energised condition, work with leading loco, if load permits. Inform TLC. 1) Otherwise contact TLC. ‘4st NOTCH AUTO REGRESSION WITH LSP: a) Put BLSN downwards, remove electrical jumpers, take notch and check for 1st auto regression. If auto regression experienced, trouble is in leading loco. Trouble shoot as per single WAGS loco. b) If auto regression not experienced, trouble is in rear loco. Clear the section if possible and trouble shoot the rear loco as per single WAGS loco. 4ST NOTCH AUTO REGRESSION WITHOUT LSP GLOWING ABNORMAL SIGN: Taking notch GR progresses to 1" and retums to zero without LSP glowing CAUSES : Trailing loco BL. box not locked properly during cab changing. a) Trip the DJ, take the BL key and go to the traling loco, bb) Un-lock and lock BL box two or three times and lock it. 169170 Trouble Shooting of MU Locos ©) Come to the leading loco, energise the loco and try to resume the traction, 4d) If successful work onwards. €) If not successful remove the BCD jumpers in between locos after taking safety precautions work with single loco, ifload permits. Inform TLC. ) Otherwise clear section with rear loco driving and contact TLC. LSB DOES NOT EXTINGUISH ON KEEPING MPJ TO ‘F’ OR ‘ Check LSGRPT. If it is glowing, leading loco is defective. If LSGRPT is not glowing and LSOL glowing, Trailing loco is defective. Leading Loco is defective: Trouble shoot as single loco, Trailing Loco Defective Trouble shoot as single loco, But wedging of Q50 is not allowed in trailing Loco, If unsuecessf make the trailing loco dead, LSCHBA GLOWS ON RUN: Check LSGRPT, if it is glowing, leading loco is defective. If not glowing and LSOL glowing, trailing loco is defective. Leading Loco Defective: Check CHBA ammeter, if it is showing on discharging side, keep HCHBA on ‘0, Check Battery voltage on load (CPA working), if it shows above 85V, work the train keeping a wath on BA Voltage. Inform TLC at next station, Trailing Loco Defective Check CHBA ammeter of trailing loco. If it shows on discharging side, then keep HCHBA of trailing loco on ‘'and Check the Battery Voltage. If less than 85 V, make the rear loco dead. If BA voltage is more than 85 V work the train, keep checking BA voltage during halts. Ifbattery voltage drops below 85 V then make the trailing loco dead. NOTE: Notch repeater supply taken from CHBA. When CHBA fails notch repeater does not function. 15.6. Other failures PANTO DOES NOT RAISE: Irpanto of leading loco does not rise, trouble shoot as per TSD of single WAGS loco. If panto of trailing loco does not rais 4, Ensure BLSN in UP position in leading loco, Operate it2 or 3 times 2, Keep ZPT on °2' on leading loco, Raise the front panto,3. 4 Operating Manual and Trouble Shoting Directory for Electric Locomotive Ensure RS pressure is 8 kglem* and RAL COC is in open postion in trailing loco. Ensure VEPT COC of trailing loco is open, operate VEPT manually 2-3 times and try otherwise isolate traling loco. CCBA/ CCPT/ CCA OF LEADING LOCO MELTS: 4 5. 6. 7. Replace the fuse. I again melts, keep HOBA in OFF on both the locos. If stil fuse melts, remove the electrical jumpers (BCD) between the locos and energise the locos separately to locate the defective loco. Make the defective loco DEAD and clear section with healthy loco. Try to trouble shoot the defective loco after clearing section If successful reconnect the electrical jumpers (BCD) between the locos and work onwards I unsuccessful, make the defective loco DEAD and contact TLC. IF CHARGER AMMETER NOT DEVIATING IN LEADING /TRAILING LOCO: 1 2 3. 15.7. Put HBA on 0’ and wait 15 seconds, DJ does not trip, ignore LSCHBA and resume traction, Put back HBA in normal position, If DU trips, put HCHBA on ‘0’ and follow instruction for isolation of CHBA. Pneumatic failures LOCO BRAKE BINDING: 1 5. If loco brake binding takes place in both locos while changing cab, trouble shoot the failure as like a single loco. Release C3WDV of leading loco, and try. If loco brake binding takes place in trailing loco while changing cab, trouble shoot the failure as lke a single loco, If rear loco brakes alone not releasing operate MU2B one or two times, release C3WDV of rear Loco & try, It trouble stil persists, isolate C3WD valve, release loco brakes and work onwards. BP PRESSURE NOT CHARGING / LESS BP PRESSURE 1 2 NOTE: ITBP pressure does not build up or BP builds up less after changing the Driving Loco. Ensure that MU2B valve, L&T COC, AS and SAS Cocs are in required position in leading and trailing and ensure AQ, in released condition in both the locos as per instructions already laid down, For all pneumatic failures refer failures in single loco VACUUM DOES NOT BUILD UP (OR) INDICATE LESS THAN MINIMUM 1 2 3 Ensure A9 on release. RS1, RS2 are closed on all the locos and vacuum hose pipe properly coupled. Open VIC COCs (Train pipe cut out COCs) on all locos. Ensure lead and trail (L&T) COCs on leading loco is open and on the trailing loco is closed, imm Trouble Shooting of MU Locos 4. Check the contactors C111, C121 and position of ZPV on 1 or 2. 5. Check the relay Q100 in energised condition. 6. Ensure the HCP switch is on 1 or 2 or 3 position, NOTE: For vacuum not creating trouble shoot as per TSD of single loco. 1. If loco brake binding takes place in one of the loco while changing cab, trouble shoot the failure as like as single loco. Release C3WDV of leading loco, release and try. If trouble still persists, isolate C3WD valve, release loco brakes and work onwards, 2. If BP pressure does not build up and FP builds up less after changing the Driving Loco, ensure that MU2B valve, BP charging COC, A9 and SA9 COCs are in required position in leading and traling locos as per instructions already laid down, NOTE: For all pneumatic failures refer failures in single loco WAGS.16. DOUBLE HEAD OPERATION OF WAG5 LOCOMOTIVES 16.1. Condition of apparatus on the locomotive: 1. Leading Loco 1. Keep AS handle on release position and keep A@ inlet and outlet COCs open in working cab and closed in non-working cab. 2. Keep SA9 handle on release position and SA9 apply and supply COCs open in working cab {and closed in non-working cab. 3. Lead and Trail COC to be kept open, 4, MU2B should be on ‘Lead’ position, 5. Air control COC HBS to be kept closed for air braked trains and open for vacuum braked trains. RGEB2 COC to be kept opened for both air braked trains and vacuum braked train. 6. VIC to be kept in open position for vacuum brake trains. Only two compressors to be kept on service for air braked trains and one compressor to be kept in service for vacuum braked trains. 2. Trailing Loco 1. A9 handle on release position and keep A9 inlet COC open and outlet COC to be closed in working cab and both COCs to be closed in non-working cab. 2, SA handle on release positon and keep both supply and apply COCs closed in both cabs. 3. Lead and Trail cock to be kept closed. 4, MU2B should be on Trait postion. 5. Air control COC HBS to be Kept closed for air braked trains and open for vacuum braked trains. RGEB2 COC to be kept opened for both air braked trains and vacuum braked trains, ‘Only one compressor to be kept in service. While working vacuum stock, Exhausters shall be isolated (BLPV in OFF position) and VIC to be closed 16.2. Conditions for coupling of locos: 1. In the front end of the leading loco: 41. Ensure the following self-locking angle COCs are closed. a) MR equalizing pipe. b) BC equalizing pipe. ©) Brake pipe (BP) 4d) Feed pipe (FP). ) Ensure vacuum hose pipe to be kept on dummy. 2. In between locomotives: Ensure the following are coupled properly and their self locking angle COCs are opened, 17314 Double Head Operation of WAGS, WAG Locomotives a) MR equalizing pipe b) B.C equalizing pipe. ©) Brake pipe (BP) 4) Feed pipe (FP) for air braked trains only. ) Vacuum hose pipe for vacuum braked trains should be connected. 3. In the rear end of trailing loco. 16.3. Close MR equalizing pipe and straight air brake pipe self locking angle COC. In vacuum braked trains, connect the vacuum hose pipe to the first vehicle of the formation and close brake pipe (BP) and Feed Pipe (FP) self locking angle COCs, In air braked trains, connect the brake pipe (BP) and Feed pipe (FP) to the first vehicle of ‘formation and open their self locking angle COCs. Vacuum hose pipe to be kept on dummy. Instructions to the leading and trailing loco Loco pilots. Except in an emergency, the leading Loco pilot only will apply the brakes. Under no circumstances, may the trailing loco, Loco pilot release the brakes on his loco or the train or apply the brakes independentiy on his loco. ‘When starting, power may be applied by both locos as required. The leading loco Loco pilot ‘who is in charge of the train will notch up untl the train moves. The rear loco Loco pilot will assist as required. ‘While running, power may be applied as often as necessary by the rear loco, loco pilot irrespective of the position in which the graduator of the leading loco is provided. Power may however be applied only gradually by the rear loco, Loco pilot. The rear loco Loco pilot may switch off the power using his discretion and with due regard to locaity gradient etc. The rear loco Loco pilot must frequently observe his 8Pivacuum gauge and be prepared to shut OFF power (i itis being applied at that time) should the needle make any movement back. It is the duty of the rear loco Loco pilot to acquaint himself with the contents of all caution orders and special instruction ete issued to the leading loco Loco pilot while startingiworking the train, ‘At neutral section, the leading loco, Loco pilot will follow the instructions given in TSD for single loco operation, the trailing loco, Loco pilot will tip DJ and lower panto of the trailing loco at 250m board and raise panto and close Di after passing neutral section1 BANKER OPERATION (On gradient sections, sometimes banking 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, 41. The vacuum hose/air brake pipes of the banking loco should be coupled to the last vehicle, but on no account should the exhauster of the banking loco be run. 2. Inthe event of banking air braked trains; MUZB valve of banking loco shall be kept in. Trail position and L&T COC should be in closed position. 3. The Loco Pilot of the banking loco will keep @ watch on the vacuum/BP gauge and take necessary action to assist the leading Loco Pilot when brakes are applied. 4. 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 locomative will be signalled by the Loco Pilot in the leading locomotive to carry out these operations, as required, by means of code whistles / walkie - talkie. 5. When working a train in an up gradient with the assistance of an electric banking loco, the following procedure should be followed, a) When the signal is lowered the leading Loco Plat wll 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, b) The sanders should be used to avoid wheel slipping simultaneously and using the sanders as required. (©) The leading Loco Pilot should take 2 to 3 notches, releasing the loco brakes. The leading and banking Loco Pilot should keep a watch on their respective ammeters and maintain the current at the continuous rating, 4) 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 Pilat. This will increase current in the banking loco. The banking loco Loco Plot 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. e) When re-starting after @ stop signal, the same procedure as in a), b) and c) should be followed, 4) At the point where the rising gradient ends, the Banking Loco Pilot should switch ‘OFF’ the Master controller and stop pushing,18. GUIDE LINES TO RUNNING STAFF FOR OPERATION OF BOX-N AND BCN RAKES The Box-N and BCN wagons are equipped with single pipe system, INSTRUCTION FOR LOCO DRIVERS Before attaching locomotives to trains, the engine should be thoroughly tested to ensure that itis five from any leakage and MRJBP pressure is properly maintained to the order of 8 to 9.5 kg/cm? and 5+ 0.1 kglem? respectively. 181. Testing procedure of locomotives before attaching to load: (pen locomotive angle cocks at both the ends and blow out water, dirt and sediment. 2. Use two compressors on leading loco and one each in MU / consist loco for charging the brake system of the train, 3. Charge BP and check up pressure in the gauge, which should register 5 + 0.1 kg/cm 4. Drop 1 kg/cm pressure by operating A9 valve (DAB) handle, wait til hissing sound stops and the brake pipe pressure gauge needles stop at 4 kg fom 5. Close the Lead/Trall cock for BP charging and wait for few seconds to stable the pressure. Now check the drop of Air pressure for 5 minutes, it should not drop more than 0.7 kglomy 6. Charge BP prossure to 5 0.1 kgicm? which must be attained instantaneously. This will Confirm efficiency of the compressor and satisfactory condition of the system, 18.2. CP effici ncy test: This test should be carried out on the single loco, if loco is utilized for air brake train, If there are more than one loco, this test is to be conducted on fore most laco of the multiple units Start all MCPs and build up MR pressure up to 9.5 Kglem? 2. Ensure BP pressure is § kglom* with A9 handle at release position and press BPSW til test completes. 3. Couple 7.5 mm diameter leak hole special test coupling fabricated to RDSO design with brake pipe coupling of locomotive. In case of MU trains test coupling shouldbe fited with BP pipe of {he rear most locomotive 4. Secure the BP pipe properly and open BP angle cock on the side’test couplings fitted and walt for 60 seconds. Check the BP pressure gauge inthe loco, which should not drop below 4.4 kalonr. 5. Without pressing BPSW , the BP pressure gauge in the loco, which should drop below 3.5 kglem? and should not drop below 2.5 kglom® 176Operating Manual and Trouble Shoting Directory for Electric Locomotive Leakage test on train: 41. Couple up BP hose of the loco to the BP hose of the load and FP hose of the loco to FP hose of the load in case of twin pipe working. 2. Charge the train with 5 £0.1 kglom? BP pressure, ensure 5 + 0.1 kgiom? on loco and 4.8 kglom? in brake van (4.7 kg/em? on longer trains). 3, Drop 1 kg pressure by operating AQ valve handle and wait til hissing sound stops and brake pipe pressure stabilises at 4 kg/cm’. Close the Lead/Trall cock for BP charging and wait for 60 seconds: AA drop of 0.25 kg/cm? per minute (0.3 kg/cm on the longer trains) is permissible. Excess leak noticed on the BP system of the train should be attended to and rectified. Recharge the BP pressure to 5 « 0.1 Kglem®. 18.4. Brake continuity test : ‘The Loco Pilot and Guard must carry out this brake continuity test as soon as possible after the locomotive is attached on train and BP pressure is ereated fo 5 £ 0.1 Kg/emt. This test is to be also done whenever any vehicle is detached or attached to the train or clearing a stabled load from way side stations. 4. The Loco Pilot should reduce BP pressure to 4 kg/cm* on the locomotive and close ‘L & T’ cock. 2. The Guard must then open the Guard's emergency valve until all air is exhausted. The valve must then be closed, 3. If brake van is not the rear vehicle, open the brake pipe angle cock on the rear most vehicle nti all airis exhausted. The cock must then be closed, 4, The Loco Pilot must observe that the BP pressure is dropped to ‘0’ on the locomotive gauge and does not commence to rise again. Ifthe BP pressure does not fall, this can be due to BP angle cock closed between vehicles, 5, The Loco Pilot must move the A9 handle to ‘release’ position, open ‘L & T’ cock and recreate 5 kg/cm? of BP pressure. 6. The guard must not give the signal to start the train until he has carried out his duties as, above and finally there is 4.7 or 4.8 kglom? pressure in the brake van, 7. The Loco Pilot must not start the train unless, he has observed the fall of the pressure to ‘0° and that it has remained at 0’ until he had moved the Ag valve to ‘release’ position. He must then observe the subsequent rise of pressure to 5 kglcm* on the locomotive gauge. 8, In case of change of traction, the train brakes must be manually released to avoid brake binding and train parting while starting or on run, Before stat ga train 41. A train should not be started until brakes of the entire train including hand brakes are fully released. 2. At the originating point of train, C&W staff should ensure this. At wayside stations, for the clearing of stabled loads it should be ensured by Loco Pilot, Guard and Station Staff. 3, If the train is started with the brakes released partially, whee! skidding or breakage of coupling may take place, 7178 (uidelnes o Running Stal for Operation of BoxcN snd BCN Rakes 4. Emplylload handle should be set in the correct position (ie.) when the wagon is empty, the handle should be set in ‘empty’ position and for loaded wagons in ‘load position’ ‘5. Ifthe empty load handle is not set in the correct position, a serious accident can take place a jn the loaded condition the train will have inadequate brake power. On the other hand ‘when it is empty severe application of brake wil skid the wheels and cause irepairable damage. 6. The train examiner will be responsible for the correct setting of the empty/load handle at all originated stations and wayside stations where the trains are passed by them. At way side station where any shunting is done or when a stabled train is picked up, it should be ensured by the Guard that the above handle is set in correct position in all the wagons. 7. The Loco Pilot will personally check the position of all angle cocks of all air hoses of the leading and traling locomotives and of the first Box-N/BCN wagon of the load. BP pressure ime limit 4. After minimum reduction or full 1 to 2 mits, respectively. service application 2. After over reduction 3 to4 mts, 3. After an emergency application 5 to 7 mts. preferably the later limit 8. MR pressure should not be allowed to fall below 8 kg/cm? to achieve optimum advantage of charging brake pipe. In case MR pressure drops below 7 kglem®, stop the train and investigate the cause and rectify the fault. 9. In case a heavy leakage or mal-functioning of the distributor valve or any brake binding is noticed, the release of the wagon brake should be ensured by pulling the quick release valve ‘of the distributor valve. In case the brake binding prablom is repeated or brakes not releasing at the first instant, the distributor valve of the concerned wagon should be isolated by ‘changing the position of isolation cock handle to ‘OFF’ position, and quick release valve of istributor valve operated til the brake fully released 10, In case of disconnection of air hose in enroute, apply A9 emergency and close the lead/trail ‘cock for BP on the loco. Then the attention should be given by closing the angle cocks of the defective wagon and if necessary replacement of damaged hoses may be done by removing the air hose either at the front of loco or rear of the brake van. If unsuccessful, request for TXR assistance, 11, Loco Pilot should report all problems and unusual events noticed by him on run in respect of functioning of air brakes and wagon movement etc, immediately to CHCICTLC. The procedure to be adopted in such cases shall be reported through a “Memo! jointly signed by both Loco Pilot and Guard 12, Under no circumstance the angle cocks of the wagon should be closed except for the attention period and after the attention the concerned angle cocks must be opened before any movernent is made. NOTE: ‘After closing angle cocks of the loco/wagons, an interval of about 0.5 minute should be given, so as to allow the trapped air in the air hose to leak out through the exhaust and then only the air hoses should be uncoupled.18. 14 15. 18.6. 18.7. Operating Manual and Trouble Shoting Directory for Electric Locomotive The Loco Pilot should see that the brake pipe and feed pipe connection are not mixed up either between the locomotives or between the locomotive and the first wagon of the load. The Loco Pilot shall ensure that BP gauge is showing 5 + 0.1 kglom* and FP gauge is showing 6 kgicm?. Then after ensuring the continuity of the air pressure, through the Guard of the train and in his absence, through the attending TXR, Loco Pilot shall sign the brake power certificate presented by the TXR. The brake van or last vehicle pressure should not be less than 4.8 kglome for a load of 56 BOX-N/BCN and 4.7 kglem? for the load of beyond 56 BOX- NIBCN wagons. At wayside stations while picking up stabled load, it should be ensured by both Loco Pilot and Guard of the train. Isolating cock on distributor valve and angle cocks of BP and FP of all wagons should be in ‘open position which should be ensured by C & W staff at the originating point and at wayside stations while picking up a stabled load, by Loco Pilot and Guard of the train While on run ‘As far as possible, the train should be controlled by service application of brakes (0.2 to 0.8 Kglem®) and in exceptional cases where the train brake power Is inadequate, the BP pressure may be reduced upto 1.5 or 1.6 kg/cm?. Over reduction of BP pressure to 2.5 kg/cm? or emergency brakes should be used only in genuine cases. Because heavy braking force will result in skidding, excessive wear of wheels and train parting Faulty braking can cause skidding of wagon wheels. To avoid skidding, the braking and starting has to be smooth. If the train is running heavy, the Driver should stop immediately and investigate the cause. Any delay in investigation may cause skidding of wagon wheels or other damages like breakage of CBC parts, etc, CBC of loco and BOX-N/BCN can break due to high coupler force, which can arise either ‘while starting or stopping or accelerating. To avoid breakage of couplers, the instructions laid down below should be rigidly followed after application of brakes. While stopping a train Stopping a train should be smooth (without jerks) which is to be done by releasing the brakes just before final stop. It should be ensured that handle of AS (DAB) Is put to released position, when the speed is about 3 to 5 kmph prior to stopping, ‘When stopping at a station on the falling gradient, the rheostatic brake is to be kept in ‘ON’ position and should only be cut off after an application of A-9 (DAB). In case of stopping a train on a rising gradient, the GR should be maintained on atleast 2 notches and only after application of loco brakes, the GR should be brought to ‘0: Loco Pilot and Assistant Loco Pilot should release the condensate from main reservoirs by ‘opening the drain cocks as frequently as possible to prevent moisture entering in the loco pneumatic system as well as in the alr brake system of BOX-N/BCN wagons. Before uncoupling the locomotive from the rake make an emergency application and wait tl BBP pressure reduced to 0". Thereafter close the angle cock of the brake pipe on the loco and ‘st wagon and after a short pause of about half minute, uncouple the BP air hose. 19180 18. ines to Running Stl for Operation of BoxeN and BCN Rast 8. Specification of brake power for goods train : 1, Notless than 85% of total number of eylinder must be operative for goods trains only, 2. On steep gradient sections 90% of the brake cylinders must be operative for goods trains. 3. Piston strokes in the emply and loaded condition shall be as follows. EMPTY LOAD BOX.N 85.410 mm 130410 mm. BCN -do- -do- 4. There should be at least 4 fully air braked vehicles including brake van with operative cylinder at the rear end of the train 5. While checking brake power of the train enroute at a wayside station, it should be first ensured that the BP pressure on the loco and brake vanvlast vehicie is 5 kglom? and 4.8. inadequate, the position of angle cocks in the entire train should be checked and ensured that they are open, Kglom* respectively. If the BP pressure in the brake vanilast vehicle I any found closed, open it, NOTE: Before uncoupling the locomotive from the rake make an emergency application and wait till BP pressure reduced to '0' thereafter close the angle cock of the brake pipe on the loco and Ist wagon and aflcr a short pause of about half minute, uncouple the BP air hose.19.1. 19.2. 19.3. 19, PROBLEMS AND REMEDIAL ACTIONS ON AIR BRAKE aT BP pressure is not bui ing up on air brake train: Close the BP angle cock of the loco between the loco and first vehicle of the train. Ensure BP. prassure is 5.0 kg/cm and the MR pressure is above 9.0 kglom? on the loco. In case if the Pressure is less on the loco, attend the same. Ensure adequate number of CPs are kept in service according to the number of boxes of the train: If the loca is in good condition, check the train for any leakage of the pipe lines and at the angle cocks and arrest the same if necessary, Check for any BP air hose washers are missing. f missing, replace the same. Ensure in front of the loco BP angle cock is closed and there is no air leakage. Similarly ‘ensure BP angle cock in rear of the brake van is closed and there is no air leakage. In case of air leakage is noticed on any distributor valve try to arrest the leakage. If not Possible to arrest the leakage, isolate that particular distributor valve and release the brakes of that vehicle. IF loco air flow indicator pointer is shooting up above the previous level maintained, arrest the leakage tlt drops to the previous level. Brake pipe pressure dropping on run: Ensure A9 and RS are in proper position in both cabs. Check and ensure that all the angle cocks of the train are opened fully and there is no leakage at the angle cocks and palm ends (missing rubber washers). Ensure BP angle cock in front of the loco and rear of the brake van or last vehicle is closed properly, Check and rectify the leakage of BP pipes if any. In case of coaching train, check for any Alarm chain pull is operated. Ifso, reset the same. Ensure that there is no leakage at Guard's brake valve. In case of any leakage noticed at the distributor valve and ifit could not be arrested, close the isolation cock of the distributor valve and release the brakes of that vehicle, FP pressure dropping on run: Ensure that the FP feed valve COC is opened fully on the loco. Ensure that FP angle cock in front of the loco and in the rear of the brake van or last vehicle of the trains closed Check and ensure all the FP angle cocks on the train are opened fully and there is no leakage: at the angle cocks and palm ends. Check and rectify the leakage on the FP pipe line if any. Itthe leakage on FP pipe line could not be arrested or could not be traced or any FP hose is damaged, work onwards with single pipe system duly closing FP angle cocks of the loco and first vehicie of the formation IslFor isolating C3W distributor valve, move the isolating handle upwards as shown in the photograph. Then pull the releasing han Uill the brakes are released. Brakes are binding on a single vehicle: 1. If brake cylinder piston has come out, close the C3W distributor valve isolating cock and then pull the releasing handle, 2. If brakes are released, normalise the isolation cock and resume traction. 3. If the brakes are getting applied again, close the isolation cock, release the brakes and resume traction (in twin pipe working, close the auxiliary reservoir cock also). 4, In case of coaching trains, close the brake cylinder COC whichever is getting applied. If both the brake cylinder piston gets applied, close the C3W distributor valve isolation cock, release brakes, close auxiliary reservoir cock and work onwards. 19.5. Mechanical jamming of brakes: 4. Check and ensure that the hand brake is released fully 2. If the brake cylinder piston is inside the cylinder and the brakes are binding or brake cylinder piston is jammed, operate the slack adjuster. Ifthe brakes are released, resume traction, 3. If unsuccessful or the slack adjuster could not be operated or brake rigging is jammed, request for assistance of TXR. 182Operating Manual and Trouble Shoting Directory for Electric Locomotive 19.6. BP iron pipe is broken of a vehicle: 4. Since MR pressure gets discharged through BP pipe line, keep AQ handle in ‘emergency’ position, 2. Check the train and close the rear BP angle cock of the vehicle before the defective vehicle. 3, Release the brakes of the remaining vehicle upto the brake van or last vehicle including the defective vehicle. 4, Inform the Guard and exchange signals with the Guard frequently and clear the section with necessary precautions, f the section is favorable. 5. Alter clearing the section inform CHCICTLC and detach the defective vehicle, 6. If the section is not favorable to work with partial brake system, clear the block section in two portions duly taking the defective vehicle in the first portion as per procedure. 19.7. BP air hose is damaged: 4. Keep A8 in ‘emergency’ position. 2. Close the BP angle cock before the air hose damaged. 3. Renew the air hose, if spare hose is available or with the hose in the rear of the last vehicle or ‘with the hose in front of the loco and resume traction duly opening the closed angle cock. 4, If no spare hose is available or could not be replaced, close the BP angle cock of the vehicle before the defective air hose and act as per the procedure. 19. BP angle cock towards loco end in between the vehicles is closed at a way-side station: (The BP pressure of the loco will not drop and air flow indicator white needle will go below red needle). 4, When a Loco Pilot tries to start a train he will experience hard pulling due to train brakes being applied in rear of the vehicle where the angle cock is closed 2. Check the train and open the angle cock, which is closed and ensure continuity of BP pressure and last vehicle before starting the train. 19.9. ACP pulled on the air brake train: (Air flow indicator shoots up suddenly. If ACP circuit is available and is in service, buzzer sounds with LSPAR lamp glowing in the cab) At times the train brakes also get applied slightly. Isolate the Buzzer by pressing BIS switch on the loco, Stop the train immediately at a convenient place. Apply SAQ and depute the Assistant Loco Pilot to check the train. Simultaneously Guard of the train also should come from the brake van. If phone faclity is available on the train, Loco Pilot should inform the Guard and the train Superintendent to check the ACP along with the C& W staff available on the train for this purpose. After identifying the ACP pulled Bogie, reason to be ascertained by the Guard or train Superintendent for pulling of ACP. Later ACP clappet valve to be reset with the help of ACP resetting key which is available with C & W staff or Guard of the train, 183‘Once ACP is reset, the flow indicator white needle drops back to the red needle level and lamp LSPAR gets extinguished. The train should be restarted as per the rules, NOTE: ‘Whenever Clappet valve could not be reset or clappet valve leaking or any leakage on ACP pipe line, close the ACP COC duly informing the Guard. Message should be given to arrange C & W staff to attend at the next TXR point. before starting the train In the photograph white needle reading is assumption for explanation 184Operating Manual and Trouble Shoting Directory for Electric Locomotive 19.10. Precautions to be taken on the air brake system: 4. Do not try to couple or uncouple the air pipes unless angle cocks on either side are closed fully. 2. While the loco is attached, be present and personally ensure that FP and BP air hosepipes are correctly connected and the angle cocks are opened 3. Ensure load or empty handle of box wagon is in the appropriate position according to the load conditions 4. Do not work the train, unless the continuity test is done when fresh BPC is issued or loco is intercepted or loco is attached or loco is reattached after shunting is performed on to the train. 5. Do not start the train,from the yard or crew changing point or when the loco is reattached on a train at the way side station unless the BP pressure is adequate and at least in 10 vehicles behind the loco brakes are getting applied through AS applications. 6. Keep the Air Flow Indicator's red needle over white needle before starting the train, After brake application on run, to release the brakes keep A on release, wait tll the air flow indicator white needle settles at the red needle. Then only notch up the loco. 7. Whenever Air Flow Indicator’s white needle shoots up suddenly with A handle at release, stop the train and ascertain the reason, 8, Due to any reason ifthe train is stopped in mid section, keep A9 handle in minimum reduction before attending the trouble on the train, so that train will nat rol back 9. Whenever the train is stabled at any station after detaching the loco, open BP angle cock of, the first vehicle of the formation, so that the train brakes get applied fully and this avoids rolling back of the train 10. Whenever the loco becomes defective or dead or the train detained for more than 15 minutes due to OHE trouble etc., in mid-section or at station, keep the A9 handle in application position and drop BP pressure is sufficiently to keep the train brakes in applied position, Note: (On madified locas BP angle cock is provided above FP angle cock, but the extension of the BP pipe is below the FP pipe20, INDEX FOR CORRECTION SLIP Correction | Date of | Date of SlipNo. | ‘tue. | posting Chapter and part Page No Remarks 186YAP mle lc Tatsost TO ARNO POWER CIRCUIT OF WAG 5A ONE 25kv 16 S0cIs Roof bar TUL CAPTEWA coTFWAoot POWER CIRCUIT OF WAG 5A (Loco No. 23385 ONWARDS) (Continued) = FROM Rsit ie a a RsIZ >| ¢ al é © re rsa erst Rao 23415 & ABOVE LOCOS ARE PROVIDED WITH WEAK FIELD6t AUXILIARY POWER CIRCUIT - WAG 5A w v u Bre Fig § 2 Be ea G i a @ Flo £ Fi 2 as le @ Flo & B epran! |S |E | g tov.ae RCAPTFWA | rom ect 1s lacvar lac 1 ‘3 lacvar [peAUXILIARY POWER CIRCUIT WAG 5A i 1 Sees aeo CONTROL CIRCUIT OF CHBA, MCPA & PANTO ur ele] ). . ‘ c c | oe “AEN LAE 5 J gg He mg iW CCLS(6A) ou Jon 1 (e- TOSIGNALLNG { cond 15 of vse] rae ; @ 5 mo ‘ARNO Seana) = sce Be tH soy uss zg ac Tk] tnovne Dee La — |; — — é 1. ups ty] zen Later 7 7 H Wi EL | il it IOV ACto NR - i i FFs F ONP]) RHOBA iy in HOBA MT In vers verrarot CONTROL CIRCUIT OF DJ WAG 5A a ats +0035 Bf 00 (Modified) oz oss Javsi: 4 uvsit ez lavste Y uvsiz on iene Ree +700 avers] F125 ,.38 [eros aso] ] oval 95 2 Tf NW opis ceo Ee xe avn | 2a few eal sae ovul Se eo mana ae tyeers a aver! D6 Zeb AWE Arr ail less 0820) orn | ta 20 ab |) ase TFET] yao KE Yuen fou 4 if uM cover |" wacvan crop! floss fers |, eas [laor2 ez fonsis ene aK" Jjecvar fonsi2 onos [} cree F9 | sor [ema] Been sstgems os Opens 4.5 kglem2 ad e183sot CONTROL CIRCUIT OF COMPRESSORS & BLOWERS IN WAG 5A i FROM ever cca (6a Qos oH H ot ly cus evan eva} HOD RD ccxsaan ee crf | em|0 Byayur aa oo Leal som oh ath, efit applies oves| lav “AY - evo arco” YAP = "| e101 P961 CONTROL CIRCUIT OF REVERSERS & CTFs - WAG 5A T ——re er sul re zawer suf) loses Ty MP2 Closes on mp2 Doe Bo ..necrh Dre aesr0 1, fi fl r ! ® arse F Diese fF ‘SWC 1 Kg/cm2| orr1 (6) f crr2 (a)! evra (oly nmecst 0 este foie fair for Hmcs2 GO 30 I cree feather fen ger jean Bocres try ——_, fn Loe ER] ER tl aso] GRaso | SP LET Len goal fiero ef te" z aso | Ft “| gogo y ieee EOE 2 oH Leh LEG esol He i Jono 1 use| TF crF| mp1 on) ae | ver | vs2 Dhora s2r| vv ST] ere Jere | cre. ALL POSITIONS Lp ines - & & & 1626 36 out al 143] + Te ver [re] 0 THRM, ast CTFZR LSDBR FORWARDCOIL REVERSECOIL RUNNING COIL BRAKING COIL erateCONTROL CIRCUIT OF TAP CHANGER WAG 5A +700 eu Jee on 90 (R) Pr (B) A oa Ly cig [A8MOR closes o 12 ct 78 Full & O notches or ta2 ZSMGR 6 O'Clock, position yrs } [as2 as2| 1952 Jor eoz | loss UAE Net 3 R 6: 72 Note 4081 ast z H=—TI aso aso | clock position rasa rasg | pemnnnnn anna Seon sc orsivctpesition ly Resa! gc, 049 as Dor 122 lonost : 3 EVPHGR ‘VEZ Coil ast VET Coll S a52 eas 5 t = é 1 i istCONTROL CIRCUIT OF SIGNALLING LAMPS - WAG 5A 198 zu2/6y s'9 SNadO a zwoi6 £ $3807 BI ? (w) aver FROM 140V BA +VE g josino a 3 5 ets el ° oid dele lets &- roe (w) 1au987| 5 Tosin Tosnp @) 1087 é 030 oe SS 2] : cone] ss 0D ano a ono 8 4 = was g bide 3 — 8 3 law me wanl_gy N = ® g = wrmAL_p 3 uae 8 = + z9nD (a) w9S7 ay von0. --&— ~~ —_ (9) vaHos7 {% noo ® o0nD wrasl_@ = znos to 4 tos661 CONTROL CIRCUIT OF LINE CONTACTORS - WAG 5A +003 i ccPT (108) +700 - - To GR circuit Bull jim vss : t 1 mp4 aN (BR) i dre GR432 [ps [oso ews flere -n te "ps "ea "us eres -n TT Dctrs-k Lf | | | letr2-r Fcrrs-z Ke we ae kee a & & Jans Javz oo a tvs a nvsiz oh 20-38 HUM ate w ere a4 jRA4B theo bbs toa cae ao BS Kad 390 KT Tt = Jo a ra oe ee ohoz CONTROL CIRCUIT OF COMPRESSORS & BLOWERS(SIVLOCOS) By ccs oul eR Ae le. ™ - ceousa tn) | . eros] : 5 H he eres «ny nvenl nur, vera] eee PA eet 'f i Ser Seis eros e oroto: SSM g seeoe CONTROL CIRCUIT OF SIV & RB Seb over +100 +003 me SI : ree | EE Ry cease Ba] cere son iherraa oem (D5 "THRM ad Ide. soos alal [53 m 4 an hoe g sivut cl | | OX 5 lars z | | aveo \ ; i aveo flor = Zz gl = i ° 3 ox) fF 8 z is [a siv Trip } {2 | c107 ' i 5 LSDBR = - C108 i QsiT | acon e Cores Gr ;PNEUMATIC CIRCUIT OF WAG 5A i wz Ss HC] 5 CoS Wert! prYcocn | Mie Vers cock pew m_ [0000 vo _O wos necnuce : oe coe wv ferzV1_] mors Coc SAB maa TER 0 vt) veo Coc GR de wor LO died ae Fale 55_ADV CORE uniwrane SOAP ad Bee die} fo sanders L&T Cock vero ae Re sone 88895 ‘ADV ren ar sxciem" valve 6 kglem2 coe va EQUALISING FI ae Opens 9.5 tent closes 8 kglem2 Y Co 83 SAD HORNS MUZE CZRV VEF(E) VEF(M)COW ES 54 VAIRV LOCO BRAKEost TO ARNO POWER CIRCUIT OF WAG 5A ONE 25kv 16 S0cIs Roof bar TUL CAPTEWA coTFWAoot POWER CIRCUIT OF WAG 5A (Loco No. 23385 ONWARDS) (Continued) = FROM Rsit ie a a RsIZ >| ¢ al é © re rsa erst Rao 23415 & ABOVE LOCOS ARE PROVIDED WITH WEAK FIELD6t AUXILIARY POWER CIRCUIT - WAG 5A w v u Bre Fig § 2 Be ea G i a @ Flo £ Fi 2 as le @ Flo & B epran! |S |E | g tov.ae RCAPTFWA | rom ect 1s lacvar lac 1 ‘3 lacvar [peAUXILIARY POWER CIRCUIT WAG 5A i 1 Sees aeo CONTROL CIRCUIT OF CHBA, MCPA & PANTO ur ele] ). . ‘ c c | oe “AEN LAE 5 J gg He mg iW CCLS(6A) ou Jon 1 (e- TOSIGNALLNG { cond 15 of vse] rae ; @ 5 mo ‘ARNO Seana) = sce Be tH soy uss zg ac Tk] tnovne Dee La — |; — — é 1. ups ty] zen Later 7 7 H Wi EL | il it IOV ACto NR - i i FFs F ONP]) RHOBA iy in HOBA MT In vers verrarot CONTROL CIRCUIT OF DJ WAG 5A a ats +0035 Bf 00 (Modified) oz oss Javsi: 4 uvsit ez lavste Y uvsiz on iene Ree +700 avers] F125 ,.38 [eros aso] ] oval 95 2 Tf NW opis ceo Ee xe avn | 2a few eal sae ovul Se eo mana ae tyeers a aver! D6 Zeb AWE Arr ail less 0820) orn | ta 20 ab |) ase TFET] yao KE Yuen fou 4 if uM cover |" wacvan crop! floss fers |, eas [laor2 ez fonsis ene aK" Jjecvar fonsi2 onos [} cree F9 | sor [ema] Been sstgems os Opens 4.5 kglem2 ad e183sot CONTROL CIRCUIT OF COMPRESSORS & BLOWERS IN WAG 5A i FROM ever cca (6a Qos oH H ot ly cus evan eva} HOD RD ccxsaan ee crf | em|0 Byayur aa oo Leal som oh ath, efit applies oves| lav “AY - evo arco” YAP = "| e101 P961 CONTROL CIRCUIT OF REVERSERS & CTFs - WAG 5A T ——re er sul re zawer suf) loses Ty MP2 Closes on mp2 Doe Bo ..necrh Dre aesr0 1, fi fl r ! ® arse F Diese fF ‘SWC 1 Kg/cm2| orr1 (6) f crr2 (a)! evra (oly nmecst 0 este foie fair for Hmcs2 GO 30 I cree feather fen ger jean Bocres try ——_, fn Loe ER] ER tl aso] GRaso | SP LET Len goal fiero ef te" z aso | Ft “| gogo y ieee EOE 2 oH Leh LEG esol He i Jono 1 use| TF crF| mp1 on) ae | ver | vs2 Dhora s2r| vv ST] ere Jere | cre. ALL POSITIONS Lp ines - & & & 1626 36 out al 143] + Te ver [re] 0 THRM, ast CTFZR LSDBR FORWARDCOIL REVERSECOIL RUNNING COIL BRAKING COIL erateCONTROL CIRCUIT OF TAP CHANGER WAG 5A +700 eu Jee on 90 (R) Pr (B) A oa Ly cig [A8MOR closes o 12 ct 78 Full & O notches or ta2 ZSMGR 6 O'Clock, position yrs } [as2 as2| 1952 Jor eoz | loss UAE Net 3 R 6: 72 Note 4081 ast z H=—TI aso aso | clock position rasa rasg | pemnnnnn anna Seon sc orsivctpesition ly Resa! gc, 049 as Dor 122 lonost : 3 EVPHGR ‘VEZ Coil ast VET Coll S a52 eas 5 t = é 1 i istCONTROL CIRCUIT OF SIGNALLING LAMPS - WAG 5A 198 zu2/6y s'9 SNadO a zwoi6 £ $3807 BI ? (w) aver FROM 140V BA +VE g josino a 3 5 ets el ° oid dele lets &- roe (w) 1au987| 5 Tosin Tosnp @) 1087 é 030 oe SS 2] : cone] ss 0D ano a ono 8 4 = was g bide 3 — 8 3 law me wanl_gy N = ® g = wrmAL_p 3 uae 8 = + z9nD (a) w9S7 ay von0. --&— ~~ —_ (9) vaHos7 {% noo ® o0nD wrasl_@ = znos to 4 tos661 CONTROL CIRCUIT OF LINE CONTACTORS - WAG 5A +003 i ccPT (108) +700 - - To GR circuit Bull jim vss : t 1 mp4 aN (BR) i dre GR432 [ps [oso ews flere -n te "ps "ea "us eres -n TT Dctrs-k Lf | | | letr2-r Fcrrs-z Ke we ae kee a & & Jans Javz oo a tvs a nvsiz oh 20-38 HUM ate w ere a4 jRA4B theo bbs toa cae ao BS Kad 390 KT Tt = Jo a ra oe ee ohoz CONTROL CIRCUIT OF COMPRESSORS & BLOWERS(SIVLOCOS) By ccs oul eR Ae le. ™ - ceousa tn) | . eros] : 5 H he eres «ny nvenl nur, vera] eee PA eet 'f i Ser Seis eros e oroto: SSM g seeoe CONTROL CIRCUIT OF SIV & RB Seb over +100 +003 me SI : ree | EE Ry cease Ba] cere son iherraa oem (D5 "THRM ad Ide. soos alal [53 m 4 an hoe g sivut cl | | OX 5 lars z | | aveo \ ; i aveo flor = Zz gl = i ° 3 ox) fF 8 z is [a siv Trip } {2 | c107 ' i 5 LSDBR = - C108 i QsiT | acon e Cores Gr ;oe CONTROL CIRCUIT OF SIV & RB Seb over +100 +003 me SI : ree | EE Ry cease Ba] cere son iherraa oem (D5 "THRM ad Ide. soos alal [53 m 4 an hoe g sivut cl | | OX 5 lars z | | aveo \ ; i aveo flor = Zz gl = i ° 3 ox) fF 8 z is [a siv Trip } {2 | c107 ' i 5 LSDBR = - C108 i QsiT | acon e Cores Gr ;PNEUMATIC CIRCUIT OF WAG 5A i wz Ss HC] 5 CoS Wert! prYcocn | Mie Vers cock pew m_ [0000 vo _O wos necnuce : oe coe wv ferzV1_] mors Coc SAB maa TER 0 vt) veo Coc GR de wor LO died ae Fale 55_ADV CORE uniwrane SOAP ad Bee die} fo sanders L&T Cock vero ae Re sone 88895 ‘ADV ren ar sxciem" valve 6 kglem2 coe va EQUALISING FI ae Opens 9.5 tent closes 8 kglem2 Y Co 83 SAD HORNS MUZE CZRV VEF(E) VEF(M)COW ES 54 VAIRV LOCO BRAKEeve PNEUMATIC CIRCUIT OF AQ & SAQ in WAG 5A sao Kh 7 i Pee ge 5 pt Appl 1-¢- a Sree nev 16/4 we £0. coy es =| sg €0.coc LY lanai ve eee eee oe CO Feed pipe 6 kglom2 GN Pape —— aa Goss (DO _s 7 GL ore enters LE) GET ane nto LED)0 VACUUM BRAKE SYSTEM - WAG 5A RGEgT fod] [ns] Vacuum AM Dif. Valve gauge Inlot coc [Contro! pipe S ky/cm2 IMR pipe Line 5 Kalen}? Brake pipe 5 kglem2 Vacuum Frain PipePNEUMATIC CIRCUIT OF WAG 5A i wz Ss HC] 5 CoS Wert! prYcocn | Mie Vers cock pew m_ [0000 vo _O wos necnuce : oe coe wv ferzV1_] mors Coc SAB maa TER 0 vt) veo Coc GR de wor LO died ae Fale 55_ADV CORE uniwrane SOAP ad Bee die} fo sanders L&T Cock vero ae Re sone 88895 ‘ADV ren ar sxciem" valve 6 kglem2 coe va EQUALISING FI ae Opens 9.5 tent closes 8 kglem2 Y Co 83 SAD HORNS MUZE CZRV VEF(E) VEF(M)COW ES 54 VAIRV LOCO BRAKEeve PNEUMATIC CIRCUIT OF AQ & SAQ in WAG 5A sao Kh 7 i Pee ge 5 pt Appl 1-¢- a Sree nev 16/4 we £0. coy es =| sg €0.coc LY lanai ve eee eee oe CO Feed pipe 6 kglom2 GN Pape —— aa Goss (DO _s 7 GL ore enters LE) GET ane nto LED)0 VACUUM BRAKE SYSTEM - WAG 5A RGEgT fod] [ns] Vacuum AM Dif. Valve gauge Inlot coc [Contro! pipe S ky/cm2 IMR pipe Line 5 Kalen}? Brake pipe 5 kglem2 Vacuum Frain Pipe