Training manual

TRAINING MANUAL

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Training manual

INTRODUCTION TO LOCOMOTIVE .................................................................................4

ENGINE .......................................................................................................................................8
ENGINE BLOCK ...........................................................................................................12
CRANKSHAFT..............................................................................................................13
CAM SHAFT..................................................................................................................14
CYLINDER HEAD ........................................................................................................15
LINERS...........................................................................................................................16
PISTONS, PISTON RINGS AND CONNECTING ROD .............................................17
CONNECTING ROD .....................................................................................................20
FUEL OIL SYSTEM ................................................................................................................21
FUEL OIL TANK...........................................................................................................22
FUEL PRIMARY FILTER.............................................................................................23
FUEL PUMP MOTOR: -................................................................................................23
FUEL RELIEF VALVE .................................................................................................23
FUEL SECONDARY FILTER.......................................................................................23
FUEL REGULATING VALVE .....................................................................................23
FUNCTIONING OF FUEL FEED SYSTEM ................................................................24
FUEL INJECTION PUMP .............................................................................................24
FUEL INJECTION TUBE..............................................................................................26
CHARGE AIR SYSTEM.........................................................................................................31
TURBO SUPERCHARGER AND ITS WORKING PRINCIPLE ................................31
AFTER COOLER...........................................................................................................34
INERTIAL ENGINE AIR FILTRATION SYSTEM .....................................................34
LUBE OIL SYSTEM............................................................................................................37
COOLING SYSTEM................................................................................................................42
COOLING WATER AND ITS TREATMENT .............................................................42
COOLING WATER SYSTEM.......................................................................................43
BRAKE SYSTEM.....................................................................................................................47
IRAB-1 BRAKE EQUIPMENT .....................................................................................48
AIR COMPRESSOR ....................................................................................................50
PANEL MOUNTED BRAKE SYSTEM:-...................................................................51
AIR DRYER .................................................................................................................51
AIR DRYER ..............................................................................................................................52
PRSSURE GAUGES ....................................................................................................52
AUXILIARY AIR EQUIPMENT ..................................................................................56
BRAKE PIPE SYSTEM .................................................................................................56
FEED PIPE SYSTEM.....................................................................................................57
MULTIPLE UNIT OPERATION...................................................................................57
DYNAMIC BRAKING ............................................................................................................60
MOTORS AS GENERATORS ......................................................................................61
BRAKING CONTROL ..................................................................................................61
PROTECTION AGAINST WHEEL SLIDING .............................................................62
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BRAKING EFFORT AND ITS CHARACTERISTICS ................................................62

AUXILIARY SYSTEMS ...............................................................................................63
BOGIE ........................................................................................................................................65
DESIGN FEATURES OF WDG3A BOGIE..................................................................68
RIDE CHARACTERISTICS..........................................................................................68
MAIN GENERATOR(TA).............................................................................................71
TRACTION MOTOR.....................................................................................................74
EXCITER........................................................................................................................76
EDDY CURRENT CLUTCH GEAR UNIT ..................................................................79
CONTROL SYSTEM...............................................................................................................80
GENERAL DESCRIPTION OF LOCOMOTIVE CONTROLS ...................................80
DESCRIPTION OF ITEMS OF WDG3A......................................................................85
REVERSER/ POWER BRAKE SWITCH .....................................................................90
ELECTRO MAGNETIC CONTACTOR .......................................................................91
GROUND RELAY .........................................................................................................93
E.P.CONTACTOR .........................................................................................................94
ELECTRO MAGNETIC RELAY ..................................................................................99
GOVERNOR .......................................................................................................................... 106
WOODWARDS PGEV GOVERNOR .........................................................................107
MICRO CONTROLLER BASED GOVERNOR.........................................................112
MCBG OF MEDHA MAKE ........................................................................................114
EXCITATION SYSTEM ...................................................................................................... 118
E TYPE EXCITATION SYSTEM ...............................................................................120
SYSTEM COMPONENTS.........................................................................................122
MICROPROCESSOR BASED CONTROL AND EXCITATION SYSTEM.............125
MEP 660 CONTROL SYSTEM OF M/S MEDHA .....................................................126
SAFETY DEVICES............................................................................................................... 133
TROUBLE SHOOTING....................................................................................................... 135
FAULTY ENGINE OPERATION ...............................................................................136
LOCOMOTIVE OPERATION ....................................................................................138
TROUBLE DEVELOPS WITH MOTOR....................................................................139
DIRTY EXHAUST.......................................................................................................139
BATTERY DOES NOT CHARGE ..............................................................................139
AIR PRESSURE...........................................................................................................140
BRAKES.......................................................................................................................140
LUBRICATION ...........................................................................................................140

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INTRODUCTION TO LOCOMOTIVE
A diesel engine can be either two-stroke or four-stroke and, except for its
ignition, is much like any other internal combustion engine. It is one of three
types--V, vertical in-line, or horizontal--depending on the arrangement of its
cylinders.
The fuel system includes the fuel tank, fuel and ignition pumps, filters,
injection nozzle, and emergency fuel cut-off valve. The fuel tank has baffle plates
to prevent surging and a pit to catch sediment so that it can be drained out. In
some locomotives, the fuel tank is above the pump and fuel enters the pump by
gravity. In others, fuel is pumped from the tank into the main pump by an auxiliary
pump. The fuel pump creates the injection pressure and determines the amount
of fuel injected into the cylinders by the injectors.
In an engine with a water-cooling system, water is run through water
jackets between the cylinders and cylinder liners. The water is directed through a
radiator to cool it. Louvers on the front of the radiator can be opened and closed
to regulate the heat escaping from it. Occasionally, an engine is designed so that
the pistons are cooled also by their lubricating oil. When this is done, a special oil
radiator, with its own cooling fan, is provided in addition to the water cooling
radiator.
Lubricating oil should have some detergent properties so that
contaminating materials can be kept in suspension and filtered out by strainers,
made of gauze, steel wool, or closely spaced plates.
Brakes for a locomotive can be the kind that controls the locomotive, the
train, or both. Air pressure for the brakes is supplied by a compressor.
The weight of the locomotive is carried by the trucks, which also absorb
lateral thrusts and oppose the tilting tendency. A truck is made of frames, wheels,
axles, journals and journal boxes, bolsters, springs, bearings, and brake rigging.
Most locomotives are equipped with chains to limit the swing of the trucks in case
of derailment. Locomotives larger than 40 tons use four-wheel rigid trucks, fourwheel swing bolster trucks, or six-wheel swing bolster trucks.
Accessories supported by the locomotive engine include a bell, horn,
speed recorder, wipers, sanding system, temperature controls, and engine and
cab heaters.
Measures of electrical pressure, resistance, and quantity are called volts,
ohms, and amperes. A volt is the unit of pressure leaving the generator or battery;
an ohm is a unit of resistance; and an ampere is the unit used to measure power
available to the receiving mechanism, such as one of the traction motors. Ohm's
law states the relationship between these: current equals voltage divided by
resistance. Voltage is measured by a voltmeter and amperage by an ammeter.
Wiring diagrams, using lines and standardized symbols and abbreviations,
are used in tracing circuits and locating troubles on diesel-electric locomotives.
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Wiring in the electric system is built to carry a specific load of current; current
heavier than that specified is called an overload. Since an overload in the wiring
can harm equipment, fuses and circuit breakers are provided to break the circuit
before damage occurs.
Mechanical energy can be changed into electrical energy, or electrical into
mechanical, by a dynamo. If the mechanical energy is changed into electrical, the
dynamo is called a generator; if the electrical energy is changed into mechanical,
the dynamo is a motor. A generator can be either the alternating current or the
direct-current type. Current is set up in the generator's armature coil whenever the
coil cuts across the lines of magnetic force between the generator's poles. With
an alternating-current generator, the current flows through the coil first in one
direction then the other unless the generator has a commutator to turn the
alternating current into a direct current. If a generator has many coils, connected
to form a closed circuit, a direct current is supplied. Direct current generator coils
can be connected in series, in shunt, or in a combination of series and shunt. Like
a generator, a motor can also be connected in shunt or in series.
Mechanical transmission is not preferable/suitable in locomotive because of the
locomotive's size and weight, gears large enough to control it would be too large
and bulky to be practical. Mechanical gear transmission of power to the wheels is
therefore replaced by electrical transmission. To change the mechanical force
from the engine into electrical power, an alternator is operated by the engine's
crankshaft. The output of the alternator is rectified with the help of static rectifiers
and cables transmit the power to traction motors and the traction motors turn the
wheels. Traction motors are series-wound, direct current motors and are provided
with a shunt. Their function is to convert electrical energy from the generator into
mechanical force to turn the locomotive wheels.
Electrical circuits in the locomotive are connected in series, in parallel, or in
series-parallel, a combination of the two. Circuits are opened and closed by
contactors, operated either by compressed air in heavy circuits, or by current from
the battery in circuits where the current is low. Auxiliary switches to control the
connecting or breaking of circuits are called interlocks. A relay is a device that
changes connections in one part of a circuit in response to changes taking place
in another part. Changing traction motors from series connection to series-parallel
or parallel connection is known as transition. It can be done by connecting the
motors in parallel or by shunting off part of the current drawn into the circuit,
forcing more current to be drawn from the generator. A traction motor cutout
switch is used to take the motors out of circuit if there is an electrical failure.
In dynamic braking, the locomotive's wheels are used to drive the traction
motors, which acting like generators, slow the locomotive's speed without causing
wear of the wheels. When brakes are applied, a pneumatic switch stops the
engine, stops the fuel pump, and turns on indicating lights.

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Data sheet for WDG3A Loco

Wheel Arrangement
Track Gauge
Weight
Length over Buffers
Wheel Diameter
Gear Ratio
Min radius of Curvature
Maximum Speed
Diesel Engine
HP
Brake
Loco
Train
Fuel Tank Capacity
Traction Alternator type
Aux. Generator Type
Exciter type

:
:
:
:
:
:
:
:
:
:
:
:
:
:
:

Co-Co
1676 mm
123 t 2%
19110mm
1092 mm
18: 74
117 m
100 Kmph
Type : 251 C,16 Cyl.- V
3100
IRAB-1
Air, Dynamic
Air
6000 litres
T A 10102 EV

A G 3101 AY-1

A G 3101 AY-1

Traction motor type

:
(with roller suspension bearings) Type
Eddy Current Clutch - Gear Box type (Gear :
Ratio 1:1.312)
:
Tacho Generator type

T M 4907 BZ

Axle Generator type

A G 903 CX/M
2S-3P 100% FF & 6-P 100%

Traction Motors combination used

:
:

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EC 9005/2M/GB 11 A/M 1.312

T G 1404 AZ/M

Training manual

ENGINE
Diesel Engine is the power unit of the Locomotive; hence it is also called power pack
assembly. WDG3A loco engine is a V shaped 16 cylinder Engine. Engine Block,
made of fabricated steel, forms the structure of the Engine. Various components are
housed in it to form the complete Engine assembly. Cylinder Liner, Cyl. Head and
Piston form the combustion chamber of the engine. Cylinder head forms the lid of the
combustion chamber. It houses inlet and exhaust valves to provide passage for
incoming air and outgoing gas. It also accommodates Nozzle for supply of fuel in
atomized form into the combustion chamber. Cylinder Liner is made of cast iron with
honey combed chromeplated bore. They are basically wet type liner. Piston, made of
Al alloy, in combination with special malleable grey cast iron Piston Rings seals the
combustion chamber. Con Rod, made of forged steel, connects the movement of
piston with Crankshaft. Crankshaft, made of forged steel with hardened surface,
converts the reciprocating motion of Piston into rotating motion as the output power.
It also gives drive to camshaft, water pump, lube oil pump, Expressor, Radiator Fan,
main generator and many other auxiliaries of the engine. Camshaft operates inlet &
exhaust valves and Fuel Injection pump of different cylinders as per their firing order.
Each piece of camshaft takes care of two Nos. of cylinder, hence, there are total 8
Nos. of cam pieces to form left and right bank camshaft. Cam shaft is made rolled rd.
bar and surface hardened to reduce wear and tear. Camshaft and Crankshaft are
supported with bi-metal and tri-metal bearings at their housing to reduce wear and
tear, which are further assisted by lubrication system to do so. Different methods of
failure investigation and their analysis help to detect the failures and to decide
corrective measure to save the components from premature failure in service.
Diesel Engine is the prime mover and the most important component of the
locomotive. Depending on the power output, the size and cylinder arrangement on
the engine may vary from inline to Vee type, following major components will be
present in all the engines.
1. Engine base
8. Lube Oil Pump
2. Engine block
9. Water Circulating Pump
3. Crank shaft
10. Fuel Injection Pump
4. Cam shaft
11. Nozzle
5. Cylinder head and Valves
6. Liner Piston, Piston rings
7. Connecting rods.
Engine Action
To produce power through an interval of time, a diesel engine must
perform a definite series of operations over and over again. This series is known
as a cycle in which suction, compression, ignition, and exhaust take place in the
order listed. If the engine requires four strokes of the piston and two revolutions of
the crankshaft to complete a cycle, it is known as a four-stroke-cycle engine; one
completing the cycle in two strokes of the piston and one revolution of the
crankshaft is a two-stroke-cycle engine. Figure 1.5 illustrates the operating cycles
of the two types of engines.
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In the four-stroke-cycle engine, air is drawn into the cylinder through the intake
valve as the piston descends on the intake stroke. The intake valve then closes
and the piston goes up on the compression stroke, compressing the air within the
cylinder. Fuel is injected through the injector while the air is compressed, and
combustion occurs. The combustion, with resultant pressure, drives the piston
back down on the power stroke. The piston rises again on the exhaust stroke and
expels the air through the exhaust valve, a process called scavenging.
Piston action in the two-stroke cycle engine is basically the same. A
difference in scavenging accounts for two strokes rather than four. Air entering the
intake port pushes the oxygen-depleted air, left from the previous combustion, out
through the exhaust valves. The compression stroke then occurs. Notice, in the
lower portion of figure 1.5, that the piston itself closes the intake port on this
stroke.

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ENGINE DATA
The locomotive is powered by DLW built 16 Cylinder. ALCO 251
C(WDG3A)design uprated, fuel-efficient engine capable of producing 3100 HP
at 1050 rpm under standard conditions. The engine shall deliver 2900 HP at
site condition and power input to traction motors at site shall be 2750 HP.
1. ENGINE CHARACTERSTICS AND RATING
Rated Power under standard condition *

3100 HP

Engine Speed
-Rated
-Idle
Cylinder formation

:
:
:

1050 rpm
350 rpm
45 Deg. Vee

Nos. of Cylinders

16 Nos.

Bore and Strokes

9" X 10-1/2" (228.6 mm X 266.7 mm)

Compression Ratio

11.75: 1

Cycle

4 stroke

Aspiration

Turbo supercharged and charge air

cooling

Mean Piston Speed

1837.45 fpm (9.33 m/sec)

BMEP

218.69 psi (15.08 Bar)

Swept Volume per cylinder

668 Cu-in (10.95 Lit.)

Total Swept Volume

10688 Cu-in (175.2 lit)

Nos. of Valve / Cylinder

-Air Valve
-Exhaust Valve
Crank Pin Diameter

:
:
:

2 Nos.
2 Nos.
6"

Crank Journal Diameter

8 1/2"

No. of Main Bearings

15Nos.

:
:

40798 lbs. (18506 Kg.)

44231 lbs. (20063 Kg.)

Wt. of Engine
-Dry
-Wet

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Overall dimension of engine

210-7/8" x 66" x 92"

(5355 x 1676 x 2336 mm)

Over speed trip set point.

1180+20 rpm ( Mech) OST

Fuel Injection timing

Firing order

22.0 Deg.CA before TDC

23.0
1R-1L-4R-4L-7R-7L-6R-6L-8R-8L
-5R-5L-2R-2L-3R-3L

Peak firing pressure (Max.)

1775 PSI

Specific fuel consumption at rated Load

156 + 4 gm/BHP/hr

Booster pressure

1.8 2.2 bar

Engine of WDG3A Loco

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ENGINE BASE: ALCO engine being used in the locomotives is a fabricated structure made from
weldable quality steel to specification IS-2062 with 0.2% of carbon.
The engine base of ALCO Locos have following functions.
It has to a) Support the engine block
b) Serve as oil sump
c) Accommodate lube oil main header
d) Provide housing for fixing lube oil pump and water pump at the free end
e) Allow openings for crank case inspection
f) Take fitment of crank case explosion cover
g) Foundation pads are provided for transmitting load to the chassis and also to
take lower bolts of the main generator magnet frame.
A perforated screen is fitted to the base to prevent foreign matter like pieces of metal
etc. getting access to the sump. The top face of the base which takes the engine
block is machined smooth and a sealing compound is applied before fitting the
block to make the crank case air tight so that crank case vacuum can be
maintained.
ENGINE BLOCK
The engine block is the most important and very highly stressed structure on which
are fitted a number of important fittings like crank shaft, cam shaft, cylinder heads,
cylinder liners, pistons, Con. Rods, fuel injection pumps and cross-head, turbo
support, governor etc to form a complete Power pack.
This structure is fabricated from low carbon steel to specification IS-2062. The
saddle, however, is a forging out of steel to specification IS-2004 The fabrication is
done in a definite sequence to minimize distortion and build up of stresses. In order
to ensure that best quality of fabrication is done in all cases down hand welding is
resorted to. For this purpose extensive use of positions are made. Wherever
possible, continuous welding is done in the process of automatic submerged arc
welding. To make sure that there is no defect in the welding, X-ray testing of welding
is done liberally.
After fabrication by welding stress relieving and shot blasting is done and then
hydraulic test of water chamber is done so that no water leakage can take place.
Finally the block is taken to the marking table for marking and then machining. After
marking, the engine blocks are placed on the planning machine for machining the
sides and the top faces, all the faces being machined at a time. While setting up for
machining, it is ensured that the side faces are at right angle to the end face. The
bottom face and the saddle faces are also machined in the same machine.

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Different views of Engine Block

The maximum possible misalignment permitted in main bearing housing bore are as
follows: Horizontal misalignment:
1. Between adjacent bores. 0.001" max.
2. Between any two bore. 0.0015" max.
Vertical misalignment:
1. Between adjacent bore 0.001" max.
2. Between any two bore. 0.0015" max.
This sort of misalignment can be checked with the help of mandrel and feeler gauge.
But this is considered to be rather crude method. It is advisable to make such checks
with the help of optical instruments like collimators to give accurate results.
After the boring of crank and camshaft bearing housing, the work of machining top &
middle decks of cylinder liners is taken up. The two bores, the chamfers and facing of
the top face are all done simultaneously with the help of machine with two boring
bars fixed at an angle of 45.
CRANKSHAFT
The engine crankshaft is probably the singular costliest item in the diesel engine. It is
the medium of transforming reciprocating motion to rotary motion. The standard
Locomotives of Indian Railways are with single-piece crankshaft with welded counter
weights.
The ALCO crankshafts are manufactured from chrome-molybdenum steel equivalent
to AISI E4130 (Nitride crankshaft)/SAE: 5046 (Induction hardened crankshaft). The
process of forging is such that continuous grain is maintained.

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Crank web deflection: Checking of crank web deflection is one of the major works
while assembling engine.
Main generator is coupled at one end of the crankshaft, whose other end is
supported on a bearing housed at the magnet frame. As such, due to dislocation of
magnet frame, if axis of armature does not completely align with the axis of the
crankshaft, the unbalanced mass of armature will cause uneven loading on crank
web at different angular positions during rotation. This causes deflection on crank
web, which will be changing at various positions of crankshaft during rotation. Such
kind of continuous cyclic variation of load leads to main bearing seizure and
breakage of crankshaft.
Fitting a deflection gauge at the located punch mark on the 8th crank web, nearer to
TG and rotating the crankshaft in both the directions can measure the crank web
deflection
The permissible limit of deflection on each side is . 0008", TIR . 0016".
Correction is made by adding or subtracting shims at the mountings of magnet frame
with engine block. The magnet frame is mounted at two locations with the engine
block and at two locations at the base. Adjustable shims are provided at the
mountings of the magnet frame with the block. The shims of the magnet frame with
the base are fixed and normally not disturbed during crankshaft deflection.
CAM SHAFT
In diesel engine the cam shaft performs the vital role of opening and closing inlet and
exhaust valves and allowing timely injection of fuel inside the cylinder. Usual practice
is to provide 3 cams for each cylinder the two outer cams being for exhaust and inlet
valves and the central cam being for fuel injection.
Like most of the Diesel engine manufacturers, ALCO engines have cams integral
with camshaft. Each camshaft section takes care of two cylinders. After profile milling
of the cam lobes the cams are given for induction hardening. Subsequent to this the
cams are put on profile grinding machine. The individual camshafts are joined
together by bolting. The location of dowel hole is of importance as it determines the
relative angular position of one camshaft section with respect to the adjacent one.
In order to avoid wrong assembly respective part Nos. of camshaft sections are
punched onto the shaft. Care has to be taken to see that the correct section is fitted
in correct location. The rifle hole is made in the center of the shaft for lubrication of
cam bearings. Lubrication to cam lobes is provided by oil coming from valve lever
mechanism via the push rod.

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Cam Shaft section

CYLINDER HEAD
The cylinder head is held on to the cylinder liner by seven hold down studs or bolts
provided on the cylinder block. It is subjected to high shock stress and combustion
temperature at the lower face, which forms a part of combustion chamber. It is a
complicated casting where cooling passages are cored for holding water for cooling
the cylinder head. In addition to this provision is made for providing passage of inlet
air and exhaust gas. Further, space has been provided for holding fuel injection
nozzles, valve guides and valve seat inserts also.
In cylinder heads valve seat inserts with lock rings are used as replaceable wearing
part. The inserts are made of satelite or weltite. The valves have stem of alloy steel
and valve head of austenitic stainless steel, butt-welded together into a composite
unit. The valve head material being austenitic steel has high level of stretch
resistance and is capable of hardening above Rockwell 34 to resist deformation due
to continuous pounding action.
The valve guides are interference fit to the cylinder head with an interference of
0.0005" to 0.0020". After attention to the cylinder heads the same is hydraulically
tested at 70 psi and 190F. The fitment of cylinder heads is done in ALCO engines
with a torque value of 550 Ft.lbs. The cylinder head is a metal-to-metal joint on to
cylinder.

Cylinder Head

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Internal structure of a cylinder head

LINERS
Liner forms the wall of the combustion chamber as well as it also guides the
movement of piston inside it. Alco engine uses wet liners. Wet liners are those, which
not only form the cylinder wall, but also form a part of the water jacket. There is
interference fit on outer dia of liner and sleeve area. In addition to this, synthetic
rubber seals of suitable qualities are to be used, one on the upper deck groove and
two on middle deck. Lack of interference or defect in gaskets may result in water
leakage causing water contamination of crank case oil. The liner bore has chromeplated surface and is honey combed by electrolytic process. ALCO liners have no
step size in the bore. It has got only one standard size permitting a wear of 0.009
inch.
The ALCO cylinder liners are made of high strength close-grained alloy cast iron
heat-treated to relieve stresses.

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Cylinder Liner

PISTONS, PISTON RINGS AND CONNECTING ROD

PISTON
The piston is the most important component in the diesel engine as it takes direct
part in transmission of power. It is, therefore, necessary that the designers and users
must know the essential details about the piston. The combustion of fuel results in
large amount of heat being developed. Out of this about 18% of the heat is absorbed
by piston only.
The functions of the piston are: (a) It compresses the air to required pressure & temperature.
(b) It receives the thrust of expanding gases and transmits the force through
connecting rod (for rotating crankshaft).
(c) It forms the crosshead through which side thrust due to angularity of connecting
rod is transmitted to the cylinder wall.
(d) With the help of piston rings it prevents leakage of gas from combustion chamber
to crank case.
Guiding factors for dimensions are as follows: (a) The top portion of the piston is in contact with direct heat of combustion. Inspite of
cooling arrangement, it takes up more expansion and as such the need for more
clearance at this location.
(b) Relief has to be provided at the piston pin located area to prevent seizure of
piston due to bulging of material at this location in course of working.
Ring Grove Insert
The top most ring bears the maximum burnt of high pressure hot gases. This result in
heavy wears in the upper ring groove. In order to over come this problem, Ni-resist
ring insert is fitted in the uppermost ring groove. Ni-resist rings apart from being dove
tailed in Aluminium casting/forging, are molecularly bounded to the Aluminium body
by AI-FIN-process.
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Piston material:
In many ways cast iron is best-suited material for manufacture of piston. The reasons
are as follows: (a) Co-efficient of expansion matches with cylinder liner whereas Aluminium has got
twice the co-efficient of cast iron.
(b) Heat conductivity is 3 times better than Aluminium.
(c) Compression strength is much more than Aluminium at high temperature.
(d) Wear is less than Aluminium.
Two main disadvantages with cast iron piston are: (a) Weight of Aluminium is 0.097 1bs. per cubic inch in place of cast from which is
0.284 1bs. per cubic inch. Thus cast iron pistons are about 3 times heavier than
Aluminium piston in weight.
(b) Possibilities of cylinder liner being scored are more in case of cast iron piston.
The factor of weight has become more over riding in view of the high speed of the
modern diesel engines and hence Aluminium alloy pistons are favoured. ALCO 251
engines pistons are of Aluminium alloy with composition given belowSteel cap pistons are used in Fuel efficient and upgraded engines.

Piston

PISTON RINGS
The main functions of piston rings are: a) Sealing of combustion chamber and thus prevents blow by of air and high
temperature combustion gasses from getting access to crank case.
b) Scraps down excess lube oil from walls of cylinder liner and thus prevents
reaching lube oil into combustion chamber.
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Piston rings are made of malleable grey cast iron with open graphite structure and a
hard pearlitic matrix. The piston ring operates during a part of its life under conditions
of marginal lubrication hence material composition has important role in this regard.
Piston rings are used in combination to perform the above functions. They are either
5 ring combination or 6 ring combinations. Now a days 5 ring combinations are in
use.
Compression Rings:
1. Square Face
1. Square Face
2.Taper Face
2. Taper Face
3. Taper Face
3. Taper Face
Oil scrapper Rings:
4.DoubleTaper face 4.DoubleTaper Face
5. Conformable
5.Double Taper face
6. Conformable
In the latest fuel efficient engines barrel faced piston rings are used in place of
square faced compression rings and both the oil scrapper rings are conformable
rings.

Steel Cap Piston Improved Crown Design

TOP FASTENING EXPOSED TO FIRE FACE

GE SINGLE
BOLT DESIGN

IMPROVED DESIGN BOTTOM FASTENING

IPL FOUR
BOLT DESIGN

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CONNECTING ROD
Connecting rod is a member connecting piston and crankshaft and is a medium for
converting the reciprocating motion to rotary motion. In four stroke engines during the
compression and power stroke the connecting rod is subject to high compressive
load. In suction stroke it undergoes high tensile stresses. In case of two-cycle engine
the connecting rod is only subject to compressive load. Connecting rod length is
usually about 4 to 5 times of the crank radius. They are I beam sections of finegrained, fully killed alloy steel forging. Connecting rods are having a fine-drilled hole
from the big end to the small end for transporting oil for lubrication at small end
bearing and piston pin and for cooling of piston.
The connecting rod assembly consists of: (i) Connecting rod, (ii) Connecting rod cap (iii) Piston pin bushing (iv) Bearing Shell
upper (v) Bearing Shell lower (vi) Connecting rod bolts and nuts.
During assembly the bolts are to be tightened with specified torque value and
elongation upto .015 to .018. Connecting rods are mostly made of carbon steel or
alloy steel forging. The metallurgical composition of connecting rod is given below in
percentage.

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FUEL OIL SYSTEM

Fuel Feed System is responsible for supply of clean oil with adequate quantity at
required pressure to Fuel Injection System, to meet the requirement of fuel oil of the
engine at rated output. In Fuel Feed System, Fuel tank acts as reservoir of HSD oil of
the engine; Primary and Secondary filters maintain cleanliness of oil in the system.
Fuel Booster Pump works for generating pressure and maintaining adequate supply
of fuel in the system; Relief and Regulating Valves maintain constant pressure in the
feed system.
Fuel Injection System comprises of mainly two components (a) Fuel Injection Pump
(b) Fuel Injection Nozzle. Fuel Injection Pump is a plunger type Pump having
constant stroke with variable delivery. The quantity of fuel delivered is decided by the
position of the helix groove, that varies with the twisting of the plunger according to
the fuel rack position. Hence it is responsible for supplying correct quantity of
pressurized fuel upto the nozzle. Nozzle is responsible for delivering pressurized fuel
in atomized form into the combustion chamber. The breaking pressure i.e. the final
pressure at which fuel is released into the combustion chamber is decided by the
setting of Nozzle Valve Spring pressure.
All locomotive units have individual fuel oil system. The fuel oil system is
designed to introduce fuel oil into the engine cylinders at the correct time, at correct
pressure, at correct quantity and correctly atomised. The system injects into the
cylinder correctly metered amount of fuel in highly atomised form. High pressure of
fuel is required to lift the nozzle valve and for better penetration of fuel into the
combustion chamber. High pressure also helps in proper atomisation so that the
small droplets come in better contact with the fresh air in the combustion chamber,
resulting in better combustion. Metering of fuel quantity is important because the
locomotive engine is a variable speed and variable load engine with variable
requirement of fuel. Time of fuel injection is also important for better combustion.

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FUEL OIL SYSTEM

The fuel oil system consists of two integrated systems. These areFUEL FEED SYSTEM.
FUEL INJECTION SYSTEM.
FUEL FEED SYSTEM AND ITS ASSOCIATE COMPONENTS
The fuel feed system provides the back-up support to the fuel injection pumps by
maintaining steady supply of fuel to them at the required pressure so that the fuel
pump can meter and deliver the oil to the cylinder at correct pressure and time. The
fuel feed system includes the following:Fuel oil tank
A fuel oil tank of required capacity (normally 6000 ltrs), is fabricated under the
superstructure of the locomotive and located in between the two bogies. Baffle walls
are used inside it to arrest surge of oil when the locomotive is moving. A strainer filter
at the filling plug, an indirect vent, drain plug, and glow rod type level indicators are
also provided.
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Fuel primary filter

A filter is provided on the suction side of the fuel transfer pump to allow only filtered
oil into the pump. This enhances the working life of the fuel transfer pump. This filter
is most often a renewable bleached cotton waste packed filter, commonly known as
socks type filter element. These socks type filters are coarse filters and have a
greater ability to absorb moisture, and are economical. However, in certain places, it
has been replaced by paper type filter, which have longer service life.
Fuel transfer pump or booster pump
The fuel feed system has a transfer pump to lift the fuel from the tank. The gear type
pump is driven by a dc motor, which is run by storage batteries through a suitable
circuit. The pump capacity is 14 ltrs per minute at 1725 rpm at pressure 4 to 4.8
kg/cm. sq.
Fuel Pump Motor: The AC Fuel Pump Motor with built in inverterModel: FP-3-72 accepts DC
nominal 72V, its 3-phase inverter inverts this DC voltage to 3-phase, 40V AC
voltage, which runs the AC Fuel Pump Motor. This equipment is specially
designed for Diesel Electric Locomotives as per RDSO Specification No. MP0.24.00.20 of June, 2000 (Rev.00). The equipment works on SPWM technology
with very high efficiency. The unit is coupled with Fuel Booster Pump and
Governor Pump. The unit is easily interchangeable with DC Motor.
Fuel relief valve
The spring- loaded relief valve is meant for by passing excess oil back to the fuel
tank, thus releasing excess load on the pump and on the motor, to ensure their
safety. It is adjusted to a required pressure (normally 5 kg/cm2), and it by- passes the
excess fuel back to the oil tank. It also ensures the safety of the secondary filter and
the pipe lines.
Fuel secondary filter
The fuel secondary filter is located after the booster pump in the fuel feed system.
The filter used is a paper type filter, cartridge of finer quality, renewable at regular
intervals. This filter arrests the finer dirt particles left over by the primary filter and
ensures longer life of the fuel injection equipments.

Fuel regulating valve

The fuel-regulating valve is spring-loaded valve of similar design as the fuel relief
valve. It is located after the secondary filter in the fuel feed system. This valve is
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adjusted to the required pressure (3 kg/cm2), and always maintains the same
pressure in the fuel feed system by releasing the excess oil to the fuel oil tank. There
is no by-passing of oil if the pressure is less than the adjusted level.
Functioning of fuel feed system
The fuel booster pump or transfer pump is switched on and the pump starts
sucking oil from the fuel oil tank, filtered through the primary filter. Because of
variable consumption by the engine, the delivery pressure of the pump may rise
increasing load on the pump and its drive motor. When the rate of consumption of the
fuel by the engine is low, the relief valve ensures the safety of the components by
releasing load, by- passing the excess pressure back to the tank. Then oil passes
through the paper type secondary filter and proceeds to the right side fuel header.
The fuel header is connected to eight numbers of fuel injection pumps on the rightbank of the engine, and a steady oil supply is maintained to the pumps at a pressure
of 3 Kg./ sq. cm. Then the fuel oil passes on to the left side header and reaches
eight fuel injection pumps on the left bank through jumper pipes. The regulating valve
remaining after the left side fuel header, takes care of excess pressure over 3
Kg/cm2 by passing the extra oil back to the tank. A gauge connection is taken from
here leading to the driver's cabin for indicating the fuel oil feed pressure. Thus the
fuel feed system keeps fuel continuously available to the fuel injection pumps, which
the pumps may use or refuse depending on the demand of the engine.
FUEL INJECTION SYSTEM
When diesel engine is started, all fuel injection pumps start functioning. According to
firing order all F.I. pumps start discharging fuel oil at high pressure to their respective
nozzles through high pressure line tube. Fuel injection nozzle injects fuel oil to
combustion chamber at 4000 psi. The internal function of F.I. pump and nozzle are
described below.
Fuel Injection Pump

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Internal details of Fuel Injection pump

It is a constant stroke plunger type pump with variable quantity of fuel delivery to suit
the demands of the engine. The fuel cam controls the pumping stroke of the plunger.
The length of the stroke of the plunger and the time of the stroke is dependent on the
cam angle and cam profile, and the plunger spring controls the return stroke of the
plunger. The plunger moves inside the barrel, which has very close tolerances with
the plunger. When the plunger reaches to the BDC, spill ports in the barrel, which are
connected to the fuel feed system, open up. Oil then fills up the empty space inside
the barrel. At the correct time in the diesel cycle, the fuel cam pushes the plunger
forward, and the moving plunger covers the spill ports. Thus, the oil trapped in the
barrel is forced out through the delivery valve to be injected into the combustion
chamber through the injection nozzle. The plunger has two identical helical grooves
or helix cut at the top edge with the relief slot. At the bottom of the plunger, there is a
lug to fit into the slot of the control sleeve. When the rotation of the engine moves the
camshaft, the fuel cam moves the plunger to make the upward stroke. It may also
rotate slightly, if necessary through the engine governor, control shaft, control rack,
and control sleeve. This rotary movement of the plunger along with reciprocating
stroke changes the position of the helical relief in respect to the spill port and oil,
instead of being delivered through the pump outlet, escapes back to the low pressure
feed system. The governor for engine speed control, on sensing the requirement of
fuel, controls the rotary motion of the plunger, while it also has reciprocating pumping
strokes. Thus, the alignment of helix relief with the spill ports will determine the
effectiveness of the stroke. If the helix is constantly in alignment with the spill ports, it
bypasses the entire amount of oil, and nothing is delivered by the pump. The engine
stops because of no fuel injected, and this is known as no-fuel position. When
alignment of helix relief with spill port is delayed, it results in a partly effective stroke
and engine runs at low speed and power output is not the maximum. When the helix
is not in alignment with the spill port through out the stroke, this is known as FULL
FUEL POSITION, because the entire stroke is effective.
Oil is then passed through the delivery valve, which is spring loaded. It opens at the
oil pressure developed by the pump plunger. This helps in increasing the delivery
pressure of oil. It functions as a non-return valve, retaining oil in the high pressure
line. This also helps in snap termination of fuel injection, to arrest the tendency of
dribbling during the fuel injection. The specially designed delivery valve opens up due
to the pressure built up by the pumping stroke of plunger. When the oil pressure
drops inside the barrel, the landing on the valve moves backward to increase the
space available in the high-pressure line. Thus, the pressure inside the high-pressure
line collapses, helping in snap termination of fuel injection. This reduces the chances
of dribbling at the beginning or end of fuel injection through the fuel injection nozzles.

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Fuel Injection Tube

Photo of Fuel injection Tube

The fuel injection nozzle or the fuel injector is fitted in the cylinder head with its tip
projected inside the combustion chamber. It remains connected to the respective fuel
injection pump with a steel tube known as fuel high pressure line. The fuel injection
nozzle is of multi-hole needle valve type operating against spring tension. The needle
valve closes the oil holes by blocking the oil holes due to spring pressure. Proper
angle on the valve and the valve seat, and perfect bearing ensures proper closing of
the valve.
Due to the delivery stroke of the fuel injection pump, pressure of fuel oil in the fuel
duct and the pressure chamber inside the nozzle increases. When the pressure of oil
is higher than the valve spring pressure, valve moves away from its seat, which
uncovers the small holes in the nozzle tip. High-pressure oil is then injected into the
combustion chamber through these holes in a highly atomised form. Due to injection,
hydraulic pressure drops, and the valve returns back to its seat terminating the fuel
injection, termination of fuel injection may also be due to the bypassing of fuel
injection through the helix in the fuel injection pump causing a sudden drop in
pressure.

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10211767
10211226

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Data sheet for fuel oil system

i.

Fuel tankPart no.

Location
Capacity

11034555
Underslung from base frame
6000 lt

ii. Relief Valve

Part no.
Make
Operating pressure

11663728
M/s J.P.Corporation
75 PSI

iii. Regulating valve

Part no.
Make
Operating pressure

11663718
M/s J.P.Corporation
35 PSI

iv. Fuel pump

Part no.
Make
RPM
Drive
Delivery

v. Fuel pump motor

Part no.
Rating
Operation Parameters
Synchronous speed
Actual speed

11452433 (11664290 Assl.)

M/s Shashi Engg., Trion Engg. &
Muridula.
1425 RPM
Counter Clockwise
5 GPM (U.S.Gallon)

12102120
1.5 H.P. (continuous).
40V, 3-Phase, 60 Hz
1800 rpm
1728 rpm

Cooling arrangement
Insulation
Type of Winding

Self-cooled
Class H
3-Phase, DELTA/STAR

No. of Poles
Type of Protection
Weight of Motor

4
IP-54
39 Kgs

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vi. Inverter
Part no.

In Build With Motor

Input Voltage (Rated)

72V DC

Input Voltage Range

50 to 90V DC with 15% ripple. The

inverter will operate even at 20V DC
input voltage, so that the unit does
not trip at time of cranking
Multi Pulse Sinewave PWM
Constant torque operation by V/f control

Output Waveform
Type of Control
Output Range
Output Frequency
Output Power
Protection

Cooling
Power Circuit Configuration
Control circuit

vii. Fuel primary filter Housing

Part no.
Make
Type
Filtration size
Part No.

viii. Fuel secondary filter

Part no.
Make
Type
Filtration size

3-Phase, 40V 5% at input voltage

range 65 to 90V DC
60 Hz. 2 Hz. in input voltage range
65 to 90V DC
1.5 H.P. (continuous)
a) Input under voltage protection
(auto reset).
b) Input over voltage (auto reset)
c) Output over load (power ON
reset).
d) Output short circuit (power ON
reset)
e) Reverse Polarity (auto reset)
Natural self-cooled
3-Phase full bridge with ultra-fast IGBT
Micro-controller
based
wavefor
generator

11569037
M/s Patra & Chandra. Prag Polymer
Lko.
Wire Mesh
10-16 micron
10051715 (Primary Filter Assly)

10052094
M/s United Engg., Deepak Engg.
Wire Mesh
6-10 micron

ix. Fuel injection Pump

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Part no.
Make
Type
Capacity
Length
x. Fuel Injectors (Nozzles)
Part no.
Make
Model
Nozzle size
Operating pressure

10050693
MICO
17mm
At idle (9 mm rack)- 95+ 9 cc
At full load (28 mm rack) 477+ 15 cc
33 mm

10050036
MICO
DL157T1134
0.35
4000 psi

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CHARGE AIR SYSTEM

The diesel engine produces mechanical energy by converting heat energy derived
from burning of fuel inside the cylinder. For efficient burning of fuel, availability of
sufficient air in proper ratio is a prerequisite.
Supercharging is the method of pressurizing the induced air to increase the efficiency
and performance of the engine. This can be achieved by any of the methods, like,
engine crankshaft driven Centrifugal / Roots Blower, exhaust gas driven Turbo
Supercharger etc. Exhaust gas driven Turbo Supercharger being more economical
and scientific. In this system, the streamlined exhaust manifold collects the exhaust
gas of all cylinders and directs it to Turbine through a Fixed Nozzle Ring. The Rotor
Shaft comprises of Turbine and Compressor unit integral on it, which is supported by
two Nos. Trimetal Bearings, housed in the intermediate casing. Thus exhaust gas
driven turbine drives the compressor, being the integral part of the rotor shaft. The
discharge of the compressor gets pressurized at diffuser and finally the hot
compressed air after getting cooled at Aftercooler is stored in the Inlet Manifold of the
engine, which in turn goes into the cylinder as per the working cycle.
A super charged engine of given bore and stroke dimensions can produce 50 percent
or more power than a naturally aspirated engine. The power to weight ratio in such a
case is much more favourable.
Charging of air during the suction stroke causes better scavenging in the cylinders.
This ensures carbon free cylinders and valves, and better health for the engine also.
Higher heat developed in a super charged engine due to the burning of more fuel,
calls for better cooling of the components. The cool air charged into the cylinders has
better cooling effect on the cylinders, piston, cylinder head, and valves, and save
them from failure due to thermal stresses.
A supercharged engine has better ignition due to higher temperature developed by
higher compression in the cylinder and gives better fuel efficiency due to complete
combustion of fuel by ensuring availability of matching quantity of air or oxygen.

Turbo Supercharger And Its Working Principle

The exhaust gas discharge from all the cylinders accumulate in the common exhaust
manifold at the end of which, turbo- supercharger is fitted. The gas under pressure
there after enters the turbo- supercharger through the torpedo shaped bell mouth
connector and then passes through the fixed nozzle ring. Then it is directed on the
turbine blades at increased pressure and at the most suitable angle to achieve rotary
motion of the turbine at maximum efficiency. After rotating the turbine, the exhaust
gas goes out to the atmosphere through the exhaust chimney. The turbine has a
centrifugal blower mounted at the other end of the same shaft and the rotation of the
turbine drives the blower at the same speed. The blower connected to the
atmosphere through a set of oil bath filters, sucks air from atmosphere, and delivers
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supercharger, where the velocity is diffused to increase the pressure of air before it is
delivered from the turbo- supercharger.
Pressurising air increases its density, but due to compression heat develops. It
causes expansion and reduces the density. This effects supply of high-density air to
the engine. To take care of this, air is passed through a heat exchanger known as
after cooler. The after cooler is a radiator, where cooling water of lower temperature
is circulated through the tubes and around the tubes air passes. The heat in the air is
thus transferred to the cooling water and air regains its lost density. From the after
cooler air goes to a common inlet manifold connected to each cylinder head. In the
suction stroke as soon as the inlet valve opens the booster air of higher pressure
density rushes into the cylinder completing the process of super charging.
The engine initially starts as naturally aspirated engine. With the increased quantity of
fuel injection increases the exhaust gas pressure on the turbine. Thus the selfadjusting system maintains a proper air and fuel ratio under all speed and load
conditions of the engine on its own. Low booster pressure causes black smoke due
to incomplete combustion of fuel. High exhaust gas temperature due to after burning
of fuel may result in considerable damage to the turbo supercharger and other
component in the engine.
Turbo- supercharger consists of following main components.
1. Gas inlet casing.
2. Turbine casing.
3. Intermediate casing
4. Blower casing with diffuser
5. Rotor assembly with turbine and compressor on the same shaft.

Photo of a trubocharger
Gas Inlet Casing
The inlet casing of the latest type of turbo are of CH 20 stainless steel which is highly
heat resistant. The function of this casing is to take hot gases from the exhaust
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manifold and pass them through the nozzle ring, which is bolted to the casing face.
This assembly is fitted on the turbine casing with cap screws.
Turbine Casing
The turbine casing houses the turbine inside it, and is cored to have circulation of
water through it for cooling purposes. It has an oval shaped gas outlet passage at the
top. It is fitted in between the inlet casing and the intermediate casing. It is made of
alloy cast iron or fabricated.
Intermediate Casing
This casing is also water-cooled and have cored passage for water circulation and is
made of alloy cast iron or fabricated like the turbine casing. It is placed between
turbine casing and the blower casing. It separated the exhaust and the airside and
also supports the turbine rotor on the two tri-metal bearings, which are interference-fit
in the intermediate casing.
Blower Housing Assembly
This houses the blower and is in two parts, namely the blower inlet, and the blower
housing. Air enters through the blower inlet axially, and discharged radially from the
blower through the vane diffuser. The vane diffuser is a precision alluminium casting
and screwed on the blower casing.
Rotor Assembly
The rotor assembly consists of rotor shaft, rotor blades, thrust collar, impeller,
inducer, centre studs, nosepiece, locknut etc. assembled together. The rotor blades
are fitted into fir tree slots, and locked by tab lock washers. This is a dynamically
balanced component, as this has a very high rotational speed.
LUBRICATING, COOLING AND AIR CUSHIONING
Lubricating System
One branch line from the lubricating system of the engine is connected to the turbosupercharger. Oil from the lube oils system circulated through the turbosupercharger for lubrication of its bearings. After the lubrication is over, the oil returns
back to the lube oil system through a return pipe. Oil seals are provided on both the
turbine and blower ends of the bearings to prevent oil leakage to the blower or the
turbine housing.
Cooling System
The cooling system is integral to the water cooling system of the engine. Circulation
of water takes place through the intermediate casing and the turbine casing, which
are in contact with hot exhaust gases. The cooling water after being circulated
through the turbo- supercharger returns back again to the cooling system of the
locomotive.
Air Cushioning
There is an arrangement for air cushioning between the rotor disc and the
intermediate casing face to reduce thrust load on the thrust face of the bearing which
also solve the following purposes.
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it prevents hot gases from coming in contact with the lube oil.
it prevents leakage of lube oil through oil seals.
it cools the hot turbine disc.
Pressurised air from the blower casing is taken through a pipe inserted in the turbosupercharger to the space between the rotor disc and the intermediate casing. It
serves the purpose as described above.

Turbo Run Down Test

Turbo run-down test is a very common type of test done to check the free running
time of turbo rotor. It indicates whether there is any abnormal sound in the turbo,
seizure/ partial seizure of bearing, physical damages to the turbine, or any other
abnormality inside it. The engine is started and warmed up to normal working
temperature and running at fourth notch speed. Engine is then shut down through the
over speed trip mechanism. When the rotation of the crank shaft stops, the free
running time of the turbine is watched through the chimney and recorded by a stop
watch. The minimum time allowed for free running is90 seconds and maximum 180
seconds. Low or high turbo run down time are both considered to be harmful for the
engine.
After Cooler

It is a simple radiator, which cools the air to increase its density. Scales formation on
the tubes, both internally and externally, or choking of the tubes can reduce heat
transfer capacity. This can also reduce the flow of air through it. This reduces the
efficiency of the diesel engine. This is evident from black exhaust smoke emissions
and a fall in booster pressure.
INERTIAL ENGINE AIR FILTRATION SYSTEM
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The system consists of self cleaning multiple tube cyclonic air Pre-cleaner for
Primary filtration and glass bag filtration for secondary and final filtration.
Specially designed motor driver exhaust blower is provided for removal of
dust separated by the pre cleaner.

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Data sheet for Charge air system

i. Turbocharger
Part no.
Make
Type

ii. After cooler

Part no.
Make
Type
Tube
Flow Rate
Inlet Temp
Max Operating Temp
Pressure droop
Thermal effectiveness

10083637(GE)
10083420(TPR61ABB)
GE & ABB
Single Discharge

10082785
Saswad
Water Cooled
Copper
Air- 280-300 Kg. / mt
Water- 360 LPM
Cooling water- 75-850C
Air- 2000C
Water- 950C
Air- 150 m bar
Water- 360 + 20 m bar
Over 75%.

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LUBE OIL SYSTEM

The Diesel Engine has full flow filtration lube oil system with bypass protection. RR606 is the Lube oil used in the system. Engine crankshaft driven, gear type lube oil
pump sucks oil from the engine sump and delivers it into the system. A relief valve,
set at 135-140 psi, is fitted just after the pump to save the pump from excess loading.
Pumped oil then passes through Lube oil filter.. Lube oil cooler fitted in the system
maintain operating temperature of lube oil, by dissipating excess heat through water,
circulating around it. Regulating valve, set at 75 psi, maintains the pressure of the
whole system. The oil then passes into main and secondary headers, from where it is
distributed to various components of the engine for lubrication. Cooling of Piston is
done by circulation of lube oil through it. For this, lube oil from main header reaches
to main bearing through S-pipes. Again from main bearing, through internal drill
passages of crankshaft and con.rod, oil reaches to piston. After circulating inside the
piston, the oil flows down to sump through an opening provided in the piston. While
flowing down the oil gets splashed by crankshaft for lubricating liners. Finally the oil
drops down to sump after lubricating all the components of the engine.
The lubricating system in a diesel engine is of vital importance. The lubricating oil
provides a film of soft slippery oil in between two frictional surfaces to reduce friction
and wear. It also serves the following purposes.
Cooling of bearing, pistons etc.
Protection of metal surfaces from corrosion, rust, surface damages and wear.
Keep the components clean and free from carbon, lacquer deposits and
prevent damage due to deposits.
The importance of lube oil system is comparable to the blood circulation system in
the human body. Safety of the engine, its components, and their life span will largely
depend upon the correct quality of oil in correct quantity and pressure to various
location of diesel engine.
The diesel engine has full flow filtration lube oil system with bypass protection. The
system essentially consists of the following components.
Gear type lube oil pump driven by the engine crankshaft.
Spring loaded relief valve, set at 135 to 140 PSI.
Moati filter.
Lube oil cooler,
Oil pressure switch (OPS), which is meant to automatically shut down the
engine in case of a drop in lube oil pressure below 1.3 kg/cm2.
Oil pressure gauge, which indicates the main oil header pressure.
Oil sump having capacity 1025 lt. RR606 multigrade oil.

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Lube oil filter (inertial type)

Training manual

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Moati Filter

3D view of Lube oil circuit

The lube oil pump on the free end of the engine is driven by the engine
crankshaft through suitable gears and keeps it running along with the
engine. When the engine is started the pump draws oil from the engine oil
sump and delivers it. The delivery pressure of the pump has to be
controlled as the pump is driven by an engine of variable speed and would
often have higher delivery pressure or load on it than actually required.
This would mean loss of more power from the engine for driving the pump.
Higher pressure may also endanger the safety of the filters and the
pipelines and its joints. The relief valve releases the delivery pressure
above its setting and bypasses it back to the oil sump.
1. Oil to be filtered is pumped from Lube oil sump through the Moatti self
cleaning lube oil filter and to Engine.
2. When oil reaches to the filter passes through strainer located in the inlet of
body. This should remove any large foreign matter like pieces of rag, which
may be left in the system after maintenance. Once past the strainer the oil
then passes through the full-flow filter elements and to the engine. A part
of filtered oil (3% to 5% of the capacity of the filters) is used to back flush
full-flow filter element and for drive of the Hydraulic motor. Back flushed oil
with solids from the full-flow chamber is led to lube oil sump.
Normal pressure drop across filter is 0.2 to 0.5 bar.
Alarming pressure drop across filter is 0.8 bar.
Back flushing is performed with filtered oil and entire filter surface is cleaned once
in every 1 to 3 minutes, therefore need for manual cleaning is reduced to
minimum.
After the filtration, the oil passes to the coolers, gets cooled by transferring heat
to water, and regains its lost viscosity. The oil then finds its way to the main oil
header, which it is distributed for lubrication to different places as required. Direct
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individual connections are taken from the main oil header to all the main bearings.
Oil thus passes through the main bearings supporting the crankshaft on the
engine block, passes through the crank pin to lubricate the connecting rod big end
bearing and the crank pin journals. It reaches the small end through rifle drilled
hole and after lubricating the gudgeon pin and bearings enter into the pistons. The
Aluminium alloy pistons are provided with spiral oil passage inside them for
internal circulation of lube oil. This is done with the purpose of cooling the
pistons, which are highly thermally loaded components. After circulation through
the pistons, the oil returns back to the oil sump, but in this process, a part of the
oil hits the running connecting rod and splashes on the cylinder liners for their
lubrication. The actual lube oil pressure is a function of lube oil pump, temperature
of oil, engine speed and regulating valve setting. A line from the main oil header is
connected to a gauge in the driver's cabin to indicate the pressure level. If lube oil
pressure drops to less than 1.3 kg/cm2, engine will automatically shut down
through a safety device (OPS) to protect it from damage due to insufficient
lubrication. From the main oil header, two branch lines are taken to the right and
left side secondary headers to lubricate the components on both banks of the V
shape engine. Each branch line of the secondary header lubricates the camshaft
bearings, fuel pump lifters, valve lever mechanisms, and spray oil to lubricate the
gears for camshaft drive. A separate connection is taken to the turbo super
charger from the right side header for lubrication of its bearings. After circulation
to all the points of lubrication, the oil returns back to the sump for recirculation
through the same circuit.

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Data sheet for Lube Oil System

i.

ii.

iii.

iv.

v.

Lube Oil SumpPart no.

Location
Capacity

10021267
Sump in engine base
1025 lt

Relief Valve
Part no.
Make
Operating pressure

11061182
DLW
135-140 psi

Lube oil pump

Part no.
Make
RPM
Drive
Discharge capacity
Type
Gear ratio

10063158
DLW
1318
Engine driven
315 gallon per hour
Gear Type
1:1.32

Lube Oil filter

Part no.
Make
Type
Filtration size

11664137
Moatti
Wire Mesh
35 Micron

Lube Oil Cooler

Part no.
Make
Type

11457260
Alfa Laval, Tram Ton
Plate Type

Number of plates

145 Nos Alfa Level

105 Nos Tram Ton

Capacity

290 KW

Hot fluid temperature

Inlet 970 C, outlet 85.50 C

Cold fluid temperature

Inlet 89.50 C, outlet 850 C

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COOLING SYSTEM
After combustion of fuel in the engine, about 25-30 % of heat produced inside the
cylinder is absorbed by the components surrounding the combustion chamber like
piston, cylinder, cylinder head etc. Unless the heat is taken away from them and
dispersed elsewhere, the components are likely to fail under thermal stresses. All
internal combustion engines are provided with a cooling system designed to cool the
excessively hot components, distribute the heat to the other surrounding components
to maintain uniform temperature throughout the engine, and finally dissipate the
excess heat to atmosphere to keep the engine temperature within suitable limits.
Different cooling systems, like air cooling, water cooling are adopted, depending on
the engine design, working conditions and service etc.. The advantage of having a
water cooling system is that it maintains a uniform level of temperature throughout
the engine and by controlling the water temperature, the engine temperature can be
controlled effectively.
In loco engine water cooling system is being used with 1200 ltrs system capacity.
Dimeneralised water treated with chromium compound is used as coolant water. In
this system a centrifugal pump, driven by engine crankshaft is being used to deliver
water into the system with pressure. The outlet of the pump is being divided into main
three heads- one for cooling turbo charger and after-cooler and the other two for
cooling the engine components situated at left and right bank of the engine. Finally
the water gets collected at headers and sent to radiator for cooling. An induced draft
radiator fan is used to blow air through the radiators for cooling. The radiator fan
takes drive from the engine crankshaft through ECC (EDDY CURRENT CLUTCH). A
temperature switch controls the clutching effect of ECC and hence radiator fan rpm.
Safety devices are provided both for hot engine and low water conditions of the
engine.
COOLING WATER AND ITS TREATMENT
Although natural water can meet the basic requirement, its use is prohibited for the
cooling of the engine because it contains many dissolved solids and corrosive
elements. Some of the dissolved solids may form scales on the heat exchanger
surface and reduce the heat transfer coefficient. It also accelerates corrosion. Other
minerals get collected in the form off sludge at an elevated temperature. This sludge
may get deposited at the low-pressure zone and choke the passage of circulation.
The insulation caused by the scale deposits results in unequal expansion and
localized stress, which may eventually rupture the engine block, cylinder block,
cylinder heads etc. to eliminate all of these, distilled or de-mineralized water is used
in the cooling system of the diesel locomotive.
The water sample is tested for chromate concentration, hardness, pH value, and
chloride content. In case Chromate concentration is found lower than the required
quantity, mixture is added. Water is changed if hardness and chloride is higher than
the recommended limit. Water is also changed if found contaminated with oil etc.
When water is changed due to contamination etc. the system is cleaned by adding
Tri-Sodium Phosphate, and circulating water for 45min, this water is drained out, and
fresh distilled water with chromate mixture is filled in the locomotive.
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COOLING WATER SYSTEM

The WDG3A class locomotives have a closed circuit non-pressurised water cooling
system for the engine. The system is filled in by 1210 liters. Of distilled water or
demineralised water treated with nonchromate corrosion inhibitor (Borate nitrite
treatment) to maintain a concentration of 4000 PPM. The pH value is '8.5-9.5'. The
water circuit has two storage tanks in two segments known as expansion tanks on
top of the locomotive. Apart from supplementing in case of shortage in the system,
these interconnected tanks have some empty space left at the top to provide
expansion to the water when it is hot. A centrifugal pump driven by the engine
crankshaft through a gear sucks water from the system and delivers it through outlet
under pressure. The outlet of the pump has three branch lines from a three-way
elbow. The branching off leads water to the different places as followsTo the turbo-supercharger through a flexible pipe to cool the intermediate casing,
bearings on both sides of the rotor and the turbine casing. After cooling the
components in the turbo-supercharger, water return to the inlet side of the pump
through a dearator. The dearator with a vent line is a means to collect air bubbles
formed due to evaporation and pass it onto the expansion tank, so that thy cannot
cause air lock in the water circulatory system.
The second line leads to the left bank of the cylinder block and water enter the
engine block and circulates around the cylinder liners, cylinder heads on the left bank
of the engine, and then passes onto the water outlet header. Individual inlet
connections with water jumper pipes and outlet water riser pipes are provided to each
cylinder head for entry and outlet of water from cylinder head to the water outlet
header. Cooling of cylinder liners, piston rings, cylinder heads, valves, and fuel
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injection nozzles are done in this process. Water then proceeds the left side radiator
for circulation through it, and releases its heat into the atmosphere to cool itself down
before recirculation through the engine once again.
The third connection from the three-way elbow leads to the right side of the cylinder
block. After cooling the cylinder liners, heads etc. on the Right Bank the water
reaches the right side radiator for cooling itself. Before it enters the radiator, a
connection is taken to the water temperature manifold where a thermometer is fitted
to indicate the water temperature. Four other temperature switches are also provided
here, out of which T1 is for starting the movement of radiator fan at 600 C slowly
through the eddy current clutch. The second switch T2 picks up at a water
temperature of 640 C and accelerates the radiator fan to full speed. The third switch is
the ETS3 (Engine Temperature Switch),set at 90 degree calcius protection against
hot engine, which gives bell alarm and red lamp indication. The fourth switch is ETS4
(set at 95 degree calcius) which brings the engine back to the idling speed and power
cutoff also takes place to reduce load on the engine. In this situation the GF switch is
cut off and engine is notched up to full notch. It helps in bringing down the cooling
water temperature quickly with the radiator fan moving at full speed. Water
temperature is controlled by controlling the movement of the radiator fan. Cooling
water from the left side radiator passes through the lube oil cooler, where water
circulates inside a bunch of element tubes and lube oil circulates around the tubes.
Thus passing through the lube oil cooler and cooling the lube oil, it unites with the
suction pipe for recirculation through the cooling circuit. Cooling water from right side
radiator passes through after cooler, where water circulates inside a bunch of
element tubes and cooling the charge air, it unites with the suction pipe for
recirculation.
Apart from hot engine protection, another safety is also provided by way of low water
switch (LWS). In the event of cooling water level falling below one inch from the
bottom of the tank, the LWS shuts down the engine through the governor with
warning bell and alarm indication to ensure the safety of the engine. Vent lines are
provided from the after cooler, lube oil cooler, radiators. Turbo-supercharger vent box
and dearator etc. are provided to maintain uninterrupted circulation of cooling water
by eliminating the hazards of air locks in the system.
Cooling water is subjected to laboratory tests at regular intervals for quality controls.
Contamination, chloride contents, and hardness etc.. are checked to reduce
corrosion and scaling. The concentration of anti-corrosive mixture is also checked
and laboratory advises corrective action in case of contamination. Proper quality
control of cooling water and use of proper quantity of nonchromate corrosion inhibitor
prevents scaling and corrosion in the system, and ensures longer life of the
components. Normally 8.2kg is added for new water in WDG3A locomotive.

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Data Sheet for Jacket Water System

Chemical
additives INDION 1344 OR NALCO 2100
required For Jacket Water Indian 1344 be used 0.68 Kg. per 500
ltr. of DM / distilled water.
Water required for initial 1500 liters
Filling
Make up Water Quantity
Maximum
Temperature
Load

at

310 liters

J.W. 900C
100%

Minimum permissible J.W. 40 60C

temperature For starting
the engine

vi.

vii.

viii.

Quality of Water

De mineralized

Expansion TankPart no.

Numbers
Capacity

11682292
2
155 liters each

Jacket Water pump

Part no.
Make
RPM
Drive
Discharge capacity
Type
Discharge Pressure
Radiator
Part no.
Make

10071635
DLW
1980
Engine driven
1025 gallon per minute
Centrifugal Type
40 psi

Type

11458227
M/s Banco Product & Perfect Radiator
& Oil Cooler
Air cooled

Number

Left hand panel and right hand panel

Cooling rate

120000 BTU per minute

Hot fluid temperature

Inlet 970 C, outlet 85.50 C

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Cold fluid temperature

Inlet 89.50 C, outlet 850 C

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BRAKE SYSTEM
Diesel locomotives of Indian Railways are equipped with brake system
designed by either M/S WABCO/ USA or M/S KNORR Germany or IRAB-1 Indian
Railways or M/S KNORR Brake (NYAB). Initially locomotives were equipped with M/S
WABCO, USA designed 28LV-1 Brake system for use in vacuum brake train only. In
80's locomotives were switched over to 28LAV-1 Brake system for use both in
vacuum and air braked Trains. In 90's some of the locomotives were equipped with
IRAB-1 brake system, which are suitable for only air-braked trains. Indian Railways is
switching over to air brake system from vacuum brake and so locos are now being
fitted with only IRAB-1 brake system.
Basic concept of an air brake system is to fill the brake cylinder with
presssurised air so as to keep the piston in such a position that the brake shoes dont
clasp the wheel. The air pressure is used to ensure the movement of the piston in the
desired direction so as to apply the brakes or to release it.
Loco brake system is provided to stop the Locomotive, whenever it runs as light
engine. It is purely compressed air brake system known as independent brake
system. For this separate air circuit is provided in 28LAV-1 & IRAB-1 Brake system
which is independent to other air circuit. Many different types of brake systems have
been used over Indian railways over the period of time
Type of brake system
Designed by
6SLAV-1 air & vacuum WABCO/USA
brake System
28LV-1 air & vacuum
brake System
28LAV-1 twin pipe dual
brake System
KNORR air & vacuum M/S KNORR
brake System
Germany
Knorr hydro pneumatic
IRAB-1 brake system

RDSO

CCB System

KNORR BRAKE

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Fitted on
WDM1
WDM2, WDM4, WDM6
WDM3, YDM3, YDM4,
YDM5, WDS5, WDS6
WDM2A, WDP1, WDP2
WDG2, WDM2c
WDM3, WDS2, WDS3
WDS4, YDM1, YDM2,
ZDM1, ZDM3
ZDM4, ZDM5
WDM2C, WDM3D,
WDM3B, WDP2, WDG2,
WDG3A
WDG4, WDP4 (NYAB)

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IRAB-1 BRAKE EQUIPMENT

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AIR COMPRESSOR
Locomotive equipped with IRAB-I Air Brake system have compressor unit which
furnished compressed air for purposes of locomotive control and air for the train
brake.
Power to drive the compressor unit comes from the Diesel engine through
a flexible coupling. It consists of there sets of cylinder and cylinder head, two pair
for first stage (Low-Pressure) and one pair for second stage (Law-Pressure) fitted
in a w form crankcase. The crankcase, crankshaft and connecting rod assy.
receives and converts circular motion into reciprocating motion. The drive is
taken from the Locomotive.

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PANEL MOUNTED BRAKE SYSTEM:All new 16 cylinders Locomotives are fitted with panel mounted Brake
system. There PMBS Conform to DLW Brake Schematic of IRAB-I Twin
Pipe Air Brake system.
These PMBS are two make
1. M/S Stone India ltd. / Kolkata
2. M/S SABWABCO Ltd. / Hosur

PANLE MOUNTED BRAKE SYSTEM

AIR DRYER
Air dryer is provided is the Compressed air system to remove the moisture.
Moisture in Compressed air system after causes the pneumatic equipment to
malfunction and wear prematurely as a result of corrosion and freezing.
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This dryer is capable of drying to insignificant residual moisture level and meets
requirements prescribed by RDSO. Air dryer work on the heat loss regenerative
absorption principle. Absorbing agent (medium) is called desiccant.

AIR DRYER

PRSSURE GAUGES
Brake system consist pressure gauges which are fitted on control desk for
indication of Air Pressure.
1. Brake cylinder gauge.
2. Brake pipe (BP) Gauge.
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3. Main Reservoir & feed pipe (MR&FP) Gauge.

4. Air flow indication Gauge

PRSSURE GAUGE

System description
The brake equipment consists primarily of the A-9 automatic brake valve, SA-9
independent brake valve, C2 relay, auxiliary relay valve, C3W Distributor Valve, MU2B control valve, F1 Selector Valve Feed valve, N-1 Reducing Valve and
associated equipments.
1.

The A-9 automatic brake valve is a self-lapping valve with five positions,
namely, Release, Minimum Reduction, Full service, Over reduction and
Emergency

a. Release position (extreme right position of brake valve handle) conditions the
brake valve to charge the brake pipe at regulating valve setting without the
liability of overcharge. The brake valve handle can be removed in this
position.
b. Minimum reduction position provides a reduction of approximately 0.5 to 0.7
Kg/cm2 pressure in the brake pipe.
c.

Full service position consists of that sector of the handle movement, which
regulates brake pipe pressure to a pressure lower than minimum reduction.
Intensity of the service brake application is increased as the handle is moved
to the left full service notch position 1.5 Kg/cm2.

d. When the brake valve handle is moved through the over reduction zone
between full service position and over reduction position of the brake valve, an
additional drop in brake pipe pressure will be realized, with a total resultant
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reduction of brake pipe pressure of approximately 2.5 to 2.7 Kg./cm2, when the
brake valve handle is placed in the over reduction position.
e.

Emergency position is the extreme left position of the brake valve handle in
which the brake pipe is vented at the fastest possible rate to produce an
emergency brake application.

2. The SA-9 independent brake valve is a self-lapping type with three positions,
Quick Release, Release and Application. Leakage is automatically
controlled which ensures that the brake will not release due to leakage. When
the brake valve handle is set in any position of the application zone, the valve
will automatically lap when the applied pressure reaches the value
corresponding to the position of the handle. The handle in Quick Release
position will cause release of any automatic brake application existing on the
locomotive.
The SA9 Valve handle is kept normally in release position (right side).
MR air is always available at port no.30 of SA9 valve. When handle is brought
in application position (left side) than SA9 port 30 connects port 20 and starts
supplying pilot air to C2-Relay air valve. The pilot air passes through MU2B
Valve port no. 2&20 and inters to C2-Relay at port no.2. See the line diagram
of loco brake system. The pilot air pressure depends upon the handle position,
at maximum it is 3.5kg/cm2. The C2-relay air valve actuates after getting pilot
air and connects MR pressure to brake cylinders of locomotive through port
no.1&3. The brake cylinder pressure depends upon pilot air pressure, supplied
into C2-Relay chamber through port no.2. For full brake application SA9
handle is moved to maximum travel position. In this way independent
brake/loco brake is applied. There is a gauge line taken from front truck of
locomotive to drivers cabin control stand for indicating brake cylinder
pressure. When SA9 handle is placed in release position, loco brakes are
released.
3. The regulating valve of A-9 automatic brake valve and SA-9 independent
brake valve is operated by a cam on the brake valve handle shaft which
regulates development of pressure to the equalizing reservoir charging pipe.
Movement of the brake valve handle from the Release position to the service
sector causes this valve to reduce equalizing reservoir pressure in proportion to
handle movement. Adjustment of the equalizing reservoir pressure in Release
position is made by adjusting the knob on the rear of the regulating valve
portion. This valve is self-lapping and will automatically maintain pressure
developed by the valve against overcharge and leakage.
4. The C3W Distributor Valve is a graduated type of valve. Brake application and
release are achieved by reducing and increasing the pressure in the brake
pipe (B.P.) with the help of Auto Brake Valve (A-9), reducing pressure,
causing an application and vice-versa. The Distributor Valve (C3W) performs
the following functions;
(i) Charging the system to regime pressure during normal running condition.
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(ii) Graduated brake application, when pressure in B.P. is reduced.

(iii) Graduated brake release, when the pressure in B.P. is increased.
(iv) Facilitating complete discharge of air from the system with the help of the
manual operating lever and thus complete release of brakes.
5. The C-2 relay valve is a diaphragm operated self-lapping valve which serves to
supply and exhaust brake cylinder air pressure during brake application/
release. It provides in the delivery line, pressure equal to that in control line
and maintains it against leakages. It has 5 mm choke at exhaust.
6. The Auxiliary relay valve is the valve similar to C-2 relay valve described in para
5 above, It has 6 mm Choke fitted at the exhaust port. It charges/depletes the
brake pipe, after being actuated by the air pressure coming from the automatic
brake valve.
7. The MU-2B valve is a two-position valve enabling a 28 LAV-1& IRAB-1 brake
equipped unit to be used in multiple unit service with other type equipped
units. The positions are marked Lead and Trail or Dead. When the
locomotive is operating single, or as lead unit, the valve must be positioned at
Lead. When operating as a trailing unit, the valve must be positioned at
Trail or Dead.
8. Dynamic brake interlock is furnished with dynamic brake equipment to release
or prevent an automatic brake application on the locomotive if the dynamic
brake is on. Independent application and release of the locomotive brake is
available at all times irrespective of dynamic brake operation. If the automatic
brake valve is placed in the emergency position, or for any penalty
application, the dynamic brake is nullified allowing the automatic to operate.
9. Power cut-off switch is an air operated electric switch. Any penalty application
of air breaks such as emergency application will trip this switch returning the
diesel -engine to Idle. The switch is reset automatically as soon as the brake
pipe is recharged or main reservoir air drops below 2.8 Kg./ cm2.
10. N-1 Reducing valve set at 1.8 Kg/cm2 is used to supply the control Pressure
to the Rotex Magnet Valve.
11. Feed Valve is generally used in the auxillary air circuit or in brake pipe circuit
in order to reduce the main reservoir air pressure from 10 Kg/cm2 to 6 Kg/cm2.
There are two ports connections in the feed valve i.e., supply port and
delivery port. This valve having two separate portions namely regulating
portion and supply portion.

REGULATING PORTION: This regulating portion consists of pressure

adjusting handle. A clockwise movement of the handle increases the
pressure setting and the counter clockwise movement reduces the pressure
setting. Thus controlling the air pressure-delivery by feed valve.

SUPPLY PORTION :This consists of the piston which operates the supply
valve to admit or cut-off the delivered air as controlled by the regulating
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portion. Supply valve spring keeps supply valve closed when the delivered
air pressure is at the regulating valve spring setting.
RECOVERY OF BRAKE AFTER PENALTY APPLICATION
1. Place brake valve in Release position.
2. Close throttle to idle
3. Release brakes
AUXILIARY AIR EQUIPMENT
HORNS
Two pairs of push buttons one pair each on driver operating control desk are
provided. These push buttons control the main reservoir air supply to the horns.
SANDERS
1. Sanding switch is provided on the control desk. This switch is pressed
whenever sanding is required. The operation of sanders is automatically
controlled by the reverse handle position.
2. Sanders cut-out cocks for each bogies are located in under frame piping for
the front & rear bogies respectively.

WIPER VALVES
1. Valves located on the control desk to provide independent control of wiper
speed.
2. The cutout cock in air supply line to wipers is located on the right side of the
battery box compartment.
AIR FOR ELECTRIC CONTROL
Air from the No.1 main reservoir is reduced to 5 Kg/cm2 through a regulating valve
located with the control air pressure gauge on the front wall of cab inside the short
hood. This air is then piped to operate the reverser, series and parallel contactors
and dynamic braking switch.

Air Brake system has two brake pipes, BP pipe and FP pipe. BP Pipe is provided
for brake application and release where as FP Pipe is provided to help in release
time.
Brake Pipe System

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BP system is introduced to run Air Brake train, where train brake is controlled through
BP pipe instead of vacuum pipe. Air Brake system can sustain better brake power
and can haul a long train. Additional C2-Relay valve is introduced in this system to
supply sufficient air to BP system.
BP system valves
BP system consists A9 Automatic brake valve, MU2B valve, Add./C2-Relay
valve, Air flow measuring valve,R-6 Relay air valve and Air flow indicator.
Description of BP system
MR air is connected to A9valve at port 30 and Add./C2-Relay valve at port 1.
Normally A9 handle is kept at release position and maintains 5kg/cm2-air pressure in
brake pipe. In this position brakes are found released position. When A9handle is
moved to application zone, B P pressure drops through Add. C2-Relay valve, port 3
is connected to exhaust. In this condition brakes are applied.
Brake release
When A9 handle is moved to release position, Add. C2-Relay valve port3 is
connected to port1 and B P pipe is charged to 5kg/ cm2 and brakes are released.

Feed pipe system

Feed Pipe system is introduced to reduced the release time after brake application in
air brake trains.
FP system valves
System consists Feed valve and Duplex check valve, which are connected from
MR-1.
Description of the system
FP System is charged 6kg/cm2 through MR pipe and Feed valve. Air flows from
MR-1 to Duplex check valve, which allows air to outlet when MR pressure becomes
more than 5kg/cm2. Air reaches directly to Feed valve through cut-out cock. Feed
valve supply air to feed pipe at 6kg/cm2. How Feed valve reduces the MR pressure
to 6kg/cm2 see the internal function of the valve.
Multiple Unit Operation
When two or three locomotives are coupled together in multi unit service,
called multi unit operation. In multi unit locomotive one set of crew is provided to run
the train and look after the other locomotives. It can haul a long train. Multi-unit
operation is beneficial for Railways.
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There are two valves, which works in MU operation, MU2B valve & F1Selector valve.
The locomotive operating as a lead/control unit, all valves and cocks are set
as in a single unit locomotive operation. Locomotive operating as a trailing unit, the
MU2B valve is set in Trail or dead position.
Lead loco: no change
Trail loco:
MU valve in trail position
COC of BP in close position
A9 & SA9 handle in release position.
Modifications- Automatic switching `ON of flasher light
At present, Driver of the train is required to switch ON flasher light in emergency
situation. Some time it is over looked by the Driver, so RDSO developed an
automatic switching ON of flasher light circuit by modification in locomotive brake
system. BP pressure drop is linked to operate flasher light.
In this modification two pressure switches provided on BP circuit, designated as P1
between A9valve & MU2B valve on Additional C2-Relay valve control pressure and
P2 on loco BP pipe.
Pressure settings of P1&P2 are as under:P1 to close at pressure below 4.6 kg/cm2
P1 to open at pressure above 4.9 kg/cm2
P2 to close at pressure below 4.5 kg/cm2
P2 to open at pressure above 4.8 kg/cm2
During train parting on air brake trains, due to restricted charging, BP drops.
Pressure just below 4.5 kg/cm2, P2 will close, which energises electrical circuit
connected with P2 to bring Diesel Loco to idle rpm, to give audio & visual indications,
also to switch ON flasher light automatically.
However, BP also drops during normal brake application while the above
mentioned may take place, to avoid this situation, an additional pressure switch P1 is
provided there. The P1 pressure switch closes when pressure in the Additional C2relay control line is below 4.6 kg/ cm2 which pressure drop, is faster than the drop in
BP pipe of loco. Therefore, P1 closes earlier than P2 and deactivates electrical circuit
of P2.
But there is a possibility of loco coming to idle rpm during release of brake by
A9valve, control pressure of Additional C2-Relay builds up faster than BP on loco, to
avoid this situation an OFF delay relay has been provided in series with electrical
contact of pressure switch P1. This relay provides time delay in activation of P2
electrical circuit. Time delay relay is set to introduce a time delay of 60 seconds.
During this time delay relay period BP builds up 4.8 kg/ cm2 and P2 opens. In this
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way automatic switching ON of flasher light, audio-visual indications, loco coming to

idle rpm during normal brake release, is avoided.

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DYNAMIC BRAKING
In Dynamic braking or regenerative braking kinetic energy is converted to electrical
energy and dissipated in resistance grids. By taking advantage of the traction motors
ability to act as a generator, the diesel electric locomotive offers a form of braking
power which, without the use of air, can be used as a speed controlling brake on
grades or a slowing brake on level track. Use of dynamic brake lessens wear of
brake shoe and wheel on both locomotive and train. On long down grades dynamic
brake operation enables a train to be handled with fewer air applications. This results
in safer train operation, due to the locomotive and car wheels running cooler. The
momentum of the train turns the wheels. This drives traction motor as generator and
forces current through the braking resistors as shown by the arrows and the resistors
heat up. The traction motor, working as a generator, resists the turning of the wheels
and tends to stop it, so the motor is used to do the same thing as the brake shoes. In
this case the braking resistor and motor instead of the brake shoes and wheel get
hot. Hence, the blowers must cool them. The wheels and brake shoes do not wear
because there is no rubbing. To have dynamic braking the wheels must be turning.
This is because generator generates only when it is turning. So the dynamic braking
cannot be used to hold or stop train. For this purpose air brakes are to be used.
The momentum of the train pushes the locomotive and turns the wheels, which drives
the motors. Connections are changed so that the motor now acts as separately
excited generator and its armature is connected to a resistor grid. The output of the
motors is fed into the braking resistors. The driver controls the braking by moving the
selector handle. A load-meter shows him how much braking current he is getting.

Dynamic braking takes advantage of the fact that the traction motor armatures are
always rotating when the locomotive is in motion and that a motor can be made to
act as a generator by separately exciting the field winding. When dynamic braking
is utilized, the traction control circuits are configured as follows:

The field winding of each traction motor is connected across the main
alternator.
The armature of each traction motor is connected across a forced-air
cooled resistance grid (the dynamic braking grid) in the roof of the
locomotive's hood.
The prime mover RPM is increased and the main generator field is excited,
causing a corresponding excitation of the traction motor fields.

The aggregate effect of the above is to cause each traction motor to generate
electric power and dissipate it as heat in the dynamic braking grid. Forced aircooling is provided by a fan that is connected across the grid. Consequently, the
fan is powered by the output of the traction motors and will tend to run faster and
produce more airflow as more energy is applied to the grid.

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Ultimately, the source of the energy dissipated in the dynamic braking grid is the
motion of the locomotive as imparted to the traction motor armatures. Therefore,
the traction motors impose drag and the locomotive acts as a brake. As speed
decreases, the braking effect decays and usually becomes ineffective below
approximately 16 km/h (10 mph), depending on the gear ratio between the
traction motors and axles.
Dynamic braking is particularly beneficial when operating in mountainous regions,
where there is always the danger of a runaway due to overheated friction brakes
during descent (see also comments in the air brake article regarding loss of
braking due to improper train handling). In such cases, dynamic brakes are
usually applied in conjunction with the air brakes, the combined effect being
referred to as blended braking. The use of blended braking can also assist in
keeping the slack in a long train stretched as it crests a grade, helping to prevent
a "run-in", an abrupt bunching of train slack that can cause a derailment. Blended
braking is also commonly used with commuter trains to reduce wear and tear on
the mechanical brakes that is a natural result of the numerous stops such trains
typically make during a run.
MOTORS AS GENERATORS
We know that DC machine can be used as either a motor or a generator. Current is
being pumped through the motor armature and field by the generator. This causes
the motors to turn and move the locomotive. Switches are used to change the motor
connections so that the generator pumps current through the motor fields only.
Armature is now cut off from the generator, and connected across the braking
resistor.
If the locomotive is moving, the wheels are turning and driving the armature. It is
connected across a resistor so that it has load. In electrical language we have a
separately excited generator with a load resistance.
The more current we put through the motor field, (within certain limits) the more
braking current we will get. The lower the braking resistance, the higher the braking
current (this resistance is fixed when the locomotive is built). The faster the armature
turns, the higher is the braking current. The higher the braking current, the more
braking we get.
Braking Control
The key to controlling the output of almost any generator is its field. In this case, it is
the traction motor field. The same control is used for braking. By controlling field, we
control the dynamic braking current. The driver does this by moving the selector
handle.
For example at high train speed we need a weak motor field to hold the braking
current to a reasonable value. This calls for a small main generator output. The driver
achieves this by moving the selector handle. At low speed we need a strong motor
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field to get full braking current. He gets this by moving the selector handle further into
the braking sector. The driver can get the amount of braking he wants for any speed
by moving the selector handle.
The capacity of braking resistors is limited by the amount of heat it can withstand. To
prevent them from getting damaged blower fans are used. The power for driving
these fans is used from the power generated during the application of dynamic brake.
When there is no braking current, the fans do not run, but as the braking increases,
with that the braking current and heat increases and also the fan speed increases
hence giving more cooling. Braking resistors usually require little attention. Dirt and
water are the biggest source of trouble.
Maximum braking excitation (selector handle all the way forward) will give maximum
braking effort for any locomotive speed. If, for example, the engine-man imposes
maximum excitation at a speed of say a few miles per hours; the braking effort will be
relatively low because the armatures are turning slowly.
If, on the contrary, the train is moving faster, the higher rotational speed of the
armatures will tend to cause a higher current to flow through them, therefore, a
greater braking effort will follows. In cases in which the tonnage is such that the train
speed on a grade cannot be controlled fully with dynamic braking, and would tend to
accelerate despite the use of dynamic braking, the driver can use the air brakes on
the train to complement the action of dynamic braking.
Protection Against Wheel Sliding
It is desirable to provide protection against the possibility of wheel sliding. When two
separately excited generators are connected in series with each other across a load
and the speed of one is permitted to slow below the speed of the other, the faster
generator feeds current through the armature of the slower generator. The latter
generator thus has current flowing through its armature from a separate source (the
faster generator) and excitation current in its field. This causes it to act as a motor
with a torque applied to it and it slows further. Eventually, it might possibly stop and
skid the wheels or even reverse them. Even if wheel skidding does not occur, the fact
that one motor and its connected wheels are rotating slower than the other wheels of
the locomotive, will cause the slower wheels to be dragged along, thus causing what
is best described a rolling slide
Braking Effort And Its Characteristics
In dynamic braking, the system produces the traction motor characteristic shown in
Figure . Variable limits are placed on both the traction motor field and armature
current to provide smooth control and prevent damage to the motor or braking grids.
In dynamic braking it is desirable to automatically limit the current which can be
supplied by the motors, so as to protect the motors and the braking grids. This is
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done by measuring armature current in terms of traction motor voltage, using a

voltage divider across a traction motor in braking.

AUXILIARY SYSTEMS
Resistor Cooling System
The current which the traction motor armatures pumps through the braking resistors
represents the power required to decelerate the train, which must be dissipated in the
form of heat. To remove the heat from the resistance grids, motor driven fans blow air
through them. The electrical energy to run the braking blower is taken from the
energy supplied by the traction motors in braking.
The cooling system is self-controlled to provide the proper amount of cooling air for
various degrees of braking power. As braking power and heat increase, the motor
driven fans run faster to supply more cooling air.
Traction Motor Cooling System
During normal motoring operation the traction motors are forced ventilated by
mechanical blowers driven by the diesel engine. In dynamic braking, circuits are
added to the engine speed control system to increase engine speed to approximately
4th. Notch in order to supply sufficient air for motor cooling during dynamic braking
operation.
Train Braking With Dynamic Braking
The brakes may be applied on the train while the dynamic brake is being used. The
dynamic braking circuits include the dynamic brake interlock magnet valve coil. The
magnet valve (BKIV) is a part of the locomotives air brake system. Its function is to
prevent the locomotives air brakes from system. Its function is to prevent the
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locomotives air brakes from being automatically applied when dynamic braking is
being used and a train line reduction is made.

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BOGIE
Forming the connection between the car body and the tracks, the bogie plays an
important role in safety and comfort of passengers.
A bogie is a wheeled wagon or trolley. In mechanics terms, a bogie is a chassis or
framework carrying wheels, attached to a vehicle. It can be fixed in place, as on a
cargo truck, mounted on a swivel, as on a railway carriage or locomotive, or sprung
as in the suspension of a caterpillar tracked vehicle.
A bogie in the India, UK or a wheel truck, or simply truck in USA and Canada as well
as in Mexico, is a structure underneath a train to which axles and hence wheels are
attached through bearings. Bogies serve a number of purposes To support the rail vehicle body.
To run stably on both straight and curved tracks.
To ensure ride comfort by absorbing vibrations and minimising centrifugal
forces when the train runs on curved tracks at high speeds.
To minimise generation of track irregularities and rail abrasion.
Usually two bogies are fitted to each carriage, wagon or locomotive, one at each end.
Key components of a bogie include The bogie frame itself.
Suspension to absorb shocks between the bogie frame and the rail vehicle
body. Common types are coil springs or rubber airbags.
At least one wheel set, composed of an axle with bearings and wheel at each
end.
Axle box suspension to absorb shocks between the axle bearings and the
bogie frame. The axle box suspension usually consists of a spring between
the bogie frame and axle bearings to permit up and down movement, and
sliders to prevent lateral movement. A more modern design uses solid rubber
springs & hydraulic dampers.
Brake equipment.
Traction motors.
The connection of the bogie with the rail vehicle allows a certain degree of rotational
movement around a vertical axis pivot 9bolster), with side bearers preventing
excessive movement. More modern bolsterless bogie designs omit these features,
instead taking advantage of the sideways movement of the suspension to prevent
rotational movement.

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Bogie for WDG3A locos

SIDE BEARER (SECONDARY SUSPENSION)

LATERAL
DAMPER
(SECONDARY
SUSPENSION)

BOGIE FRAME

BRAKE
CYLINDER
TRACTION
MOTOR

OUTER & INNER SPRING

(PRIMARY SUSPENSION)
WHEEL SET
ASSLY.
T.M. AIR DUCT
VERTICAL DAMPER
(PRIMARY SUSPENSION)

Model of Bogie Gen. Arrgt. of WDG3A loco

WDG3A loco is provided with fabricated bogie. This is a three-axle bolster-less
bogie with two-stage suspension with helical coil springs in primary stage and
rubber compression springs in secondary stage of suspension & floating type center
pivot arrangement. The bogie frame is a fabricated box type construction,
manufactured from steel plate to IS.2062 grade C. The locomotive car body weight
is transferred directly to the bogie frame through four rubber Compression spring
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assemblies. The lateral stiffness of rubber springs is utilized to provide lateral

guidance at the secondary stage and provide the yaw stiffness for stability. Lateral
spacing of rubber springs affords stability of locomotive on curves and damping
provided by rubber springs and lateral dampers prevents nosing at high speed.
The bogie frame is supported through soft primary suspension consisting of
eight pairs of helical coil springs(inner & outer). Two springs mounted on each
equalizer, to provide ride quality and equalization of wheel-set loads. Equalizers in
turn mounted on end Axle boxes directly with the help of Link & compensating beam
on middle axle box. Axle box (with high speed bearings) are mounted on axle.
Center pivot does not take any vertical load and is used only for transfer of
traction and braking forces. All traction motor nose positions are oriented to the
same side of each axle within the bogie frame.
The relatively stiff secondary suspension, uni-directional arrangement of
traction motors and low center pivot limits the weight transfer between axles during
adhesion. Traction and braking forces are transmitted from wheel-set to bogie frame
through pivot pin arrangement.
Four vertical hydraulic dampers are provided in primary stage between axle
and bogie frame. Two hydraulic lateral dampers are provided in secondary stage
between bogie frame and the loco under frame to supplement the damping provided
by rubber springs. Lateral dampers are oriented in such a way that they provide
damping both in lateral and yaw modes.
Safety links are provided at the lateral stop locations between bogie frame and
the under frame. These links serve to prevent separation of the bogie from the
locomotive car body in case of derailment and also provide means of lifting the
bogie along-with the locomotive car body.
The Bogie is provided with conventional type, double shoe per wheel powered
by air brake cylinders. Manually operated slack adjusters top & bottom are provided
to maintain the gap between brake shoe & wheel .
In WDG3A bogies, four numbers Bogie mounted sand boxes provided for
sanding during wheel slip.
Wheel arrangement is of Co-Co type (3 axles with individual traction motors).
Axle boxes are fitted with CRU journal bearings with conical thrust rubber pads.
Happy pads are used with suspension springs. Traction and braking forces are
transmitted from wheel-set to bogie frame through horn guide.

Axle, Wheel pressing.

Mounting pressure for Wheel.

95-132 Tonnes

Mounting pressure for Gear

80-95 Tonnes

Mounting pressure for Axle collar

8-10 Tonnes

Uniform rise in pressure to be maintained

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Design features of WDG3A bogie

Bogie Frame Box Section H type
Axle guidance Horn guide
Outer springs 16X 40.80 kg/mm
Inner springs 16X 15.46 kg/mm
Secondary Rubber springs 8x778 kg/mm
Deflection primary 120mm & Sec. 150 mm
Damper Primary Vertical 750 kg
Damper secondary Lateral 1150 kg.
Unidirectional TM- High adhesion-TM 4907
TM suspension through nose pads
Floating type centre pivot arrangement- maintenance free.
Ride Characteristics

Wheel base

Journal centers

Designed speed

Axle load

Wheel Diameter

Condemning limit of wheel

BHEL TM 4907

Prim.Vertical Damper

Sec.Lateral damper

Sand capacity

Gear ratio

3800 mm
2300mm
100 km/h
20.5 t.
1097 mm.
1012 mm.
for WDG3A
750 Kg at 10 Cms/Sec
1150 Kg at 10 Cms/Sec
0.28Mt.cube
18:74(WDG3A)

Bogie frame
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Error!
BRAKE CYLINDER

SLACK
ADJUSTER
UPPER

SLACK ADJUSTER
UPPER

BRAKE SHOE

BRAKE HEAD

SLACK ADJUSTER
BOTTOM
BRAKE GEAR ARRANGMENT LAYOUT ON BOGIE
TRACTION MOTOR 4907
COLLAR PLAIN END

AXLE BOX

COLLAR GEAR END

AXLE

GEAR BOX
SUSPENSION TUBE
AXLE WHEEL & BOX ASSEMBLY
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ELECTRICAL SYSTEM
In the engine of the diesel-electric locomotive, as in all internal combustion
engines, the relay of force begins with the push of the piston in the power stroke.
Piston force travels through the connecting rod to the crankshaft, which transmits
it to the rotary drive. Cranks of the crankshaft are counterbalanced and designed
to ensure an even and smooth distribution of force through the shaft.
Up to this point, power relay has been purely mechanical. If the locomotive
were equipped with gears for its transmission system, the relay of force would be
mechanical throughout. Gears in a transmission similar to that in an automobile,
in order to be large enough to control a locomotive, would be too large and bulky
to be practical. A transmission is omitted, therefore, in favor of wires that form an
electrical transmission. These wires lead from the generator to traction motors
that change the electrical power back to mechanical power. Motors are mounted
in the locomotive trucks on some locomotives and are geared to the locomotive
axles. About half of the weight of the motor is supported on the truck frame
through a nose on the motor frame and the other half by bearings on the driving
axle.
a. Electrical transmission. The task of the electrical transmission system is
to receive Mechanical energy from an engine, convert it into electrical energy in a
generator, and transmit it by wires through controllers and relays to traction
motors which change it back to mechanical energy at the wheels. A complete
engine-generator set is called a power unit. Some locomotives have two or more
power units, each requiring fuel, water, and oil pumps; radiator fans; and blowers.
Besides the main generator, there is an air compressor and auxiliary generator;
also powered by the engine, they supply the engine-starting equipment, airbrakes,
pneumatic controls, and low-voltage light and power circuit.
b. Generator(TA) and traction motors. In WDG3A loco, a generator is
mounted directly to the engine crankshaft and an auxiliary generator is coupled to
the main generator. One or more traction motors and their reduction gears are
mounted on the driving axles of trucks and a final reduction gear is located
between the traction motor and the axle. No mechanical parts are needed to
reverse the engine, as is necessary with a totally mechanical transmission
system.
The power produced by the generator is converted by a traction
motor into mechanical driving force at the wheels. The motor can produce very
high torque at start which decreases as the load on it increases.
The traction motor is cooled by filtered air forced in by an electric
motor driven blower. The electrical method is preferred because it provides a full
blast of air at all speeds
c. Connecting-gear ratio. Ratio of the gears connecting the motors to the
axles is selected on the basis of the service the locomotive is to perform. Highspeed service, such as passenger service, calls for a ratio which keeps motor
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speed low. When power is more important than speed, such as for freight service,
the ratio used is one that requires many revolutions of the motor for only slight
movement of the locomotive. Intermediate ratios are used for general all-purpose
service. Gear ratio is expressed by two numbers: one is the number of teeth on
the traction motor pinion the other the number of teeth on the axle-mounted gear;.
For example, in WDG3A loco the axle-mounted gear has 74 teeth and the
traction motor pinion 18, the gear ratio is 18:74.
MAIN GENERATOR(TA)
The main generator, converts the power output of the diesel engine into
electric power for the operation of the traction motors. Directly connected to the
diesel engine, the generator's speed varies with engine speed. The generator is
self-ventilated by a fan mounted on its shaft. The main field of the generator is
supplied by an exciter controlled by a load regulator.
The main pole pieces of the generator are of laminated steel riveted
together and bolted to the frame. The field coils are impregnated and baked with
insulating compounds to guard against movement and chafing within the coil and
to permit flow of heat to the surfaces. Built to withstand high speed and vibrations,
the armature of this generator is balanced both before and after winding to reduce
vibration. It is supported at one end by an antifriction bearing and at the other by
the engine crankshaft.
In WDG3A locomotive, Traction Alternator Type TA10102EV is used.
Traction Alternator TA10102EV was developed for use on high power
locomotives. While designing the new TA10102EV Traction Alternator, aspects of
simplified maintenance and manufacture were kept in mind.
MOUNTING OF RECTIFIER
The Rectifier is mounted on the stator frame of Alternator. The electrical
connections are taken from the Traction Alternator to the Rectifier through flexible
copper leads. For this purpose the R,Y,B AC connections are terminated on the
Alternator frame at 12 o'clock position on the Alternator periphery. The rectifier is
self cooled by Alternator fan.
To meet the power requirement of high capacity blower unit (FTMB), a higher
capacity power take of unit type PT70AZ has been specially designed and
mounted on the Traction Alternator gear box.

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Rectifier
Exciter
Gear Box
Auxiliary generator
PTU

Idler Gear

Photo of a Traction alternator with rectifier and other parts

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Photo of Traction alternator

Drive arrangement on TA
Data sheet

Alternator Type

TA10102EV is a 10 pole, 3
phase, Y-connected AC
generator with star point
internally connected.

Resistance at 25 0 celsius (Designed

values)
Stator
Rotor
BRUSH GEAR

0.002156 ohm (Line to Line)

0.312 ohm (at slip rings)

No of brush Arm
Brush holder/Arm
Brush Grade
Size of brush

2
2
HM6 of Morgans
25.4 mm x 38.1 mm x 50.8
mm to Fig. 07

Spring pressure

1.36 to 2.2 Kgs (adjustable)

To be adjusted to 1.8 Kgs.

SLIP RINGS
No of slip r ings
Diameter(New)
Minimum wornout dia

2 steel sliprings
520 mm
510mm
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ROTOR diameter
Lubricant grade/ Quantity
Weights
Traction Alternator complete with AGs
& PTU & rectifier
TA rotor
Each Aux-Gen
Gear case
Power Take off Unit

1003mm
SAE 40/ 2.6 litres

6800 kgs
2400 kgs
435 kgs
175 kgs
63 kgs

TRACTION MOTOR
Traction motors in WDG3A are of model TM4907BZ which is a D.C. series
wound, four pole, forced ventilated machine arranged for axle mounting on roller
bearings, and supported on the opposite side by resilient suspension unit.
Transverse movement is limited by the flanges of the axle suspension bearings.
Series motors have good traction, but must always be connected to a load;
otherwise they will speed up so fast that they will be damaged. Traction motors
are series-wound, direct-current motors geared to the locomotive axles and
wheels. They convert the electrical energy of the generator into tractive effort or
mechanical energy. Half of the motors' weight is supported on the truck frame and
half on the axle. The motors are either connected permanently in series-parallel or
arranged for transition from series to series-parallel connection. The armature
turns on roller bearings in the motor housing. The axle bearing is a split-sleeve
type.
Traction motor fields are provided with shunts which divert a portion of the
field current when the motors cannot absorb the full power output. Field shunting
contactors can be operated pneumatically by valves/ relays. A relay operation is
one of the easiest to understand. Relays open and close at certain generator
voltages, closing the field-shunting contactors and permitting some of the current
to flow through the shunts and weaken the fields.
Blowers are provided locomotives to force a large quantity of cooling air
through the traction motors and thus prevent them from overheating. A locomotive
must not haul a train unless the traction motors are adequately cooled because
heat generated by heavy currents will damage the motors if it is not carried away.
Blowers are mounted on the floor of the locomotive and ducts carry the air
through the underframe to the motors;

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Traction motor photo and other details

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Traction motor data

RATING (continuous) at 45 Deg. C
ambient
Volts
Amps
Rpm
KW
insulation Class
WEIGHTS (Approximate)

Machine complete with gears &

gearcase
Armature
Gearcase
Pinion
Dimensions
Armature diameter core
Overall length of armature

325
1000
430
280
H

3680 Kg
990 Kg
119 Kg
24 Kg
489mm
1276.35 mm

EXCITER
The AG3101AY-1 auxiliary generator/ exciter is specially designed to meet the
cranking requirement of diesel engine on alternator/ rectifier system of diesel
electric locomotives, in addition the normal functions as Exciter and Aux.
Generator.
Both machines put together when connected across the locomotive battery
provide the necessary cranking effort and enable diesel engine cranking.
The exciter supplies the main generator field current. It is a small generator that
maintains power output as nearly constant as possible. To avoid overloading the
engine, the strength of the main generator field must be varied so that the
generator voltage is decreased as the current demand is increased.
The exciter's own field is supplied by several sets of windings which are
independent of each other. One set of windings is the four-pole field, energized by
the battery or auxiliary generator at a strength determined by a load regulator
installed in the circuit. Another set of windings is a two-pole field fed by the exciter
armature. A third set of windings is a differential, or reversed, field that is
energized by current from the main generator. When current from the main
generator to the traction motors is high, the differential field opposes the other
exciter fields and reduces the exciter output.

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Data sheet
Type
Rating

AG3101AY-1 Auxiliary Gen/Exciter

75V, 250 Amp 2500 RPM as
exciter75 V, 160 Amp 900 TO
2500 RPM as Auxiliary Generator,
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72 Volts, 120 Amps, 76- RPM (As

Aux-Gen. For low idling operation)
Self
Class H
435 Kgs.

Ventilation
Insulation
Weight of each M/c

AXLE GENERATOR TYPE AG903AZ/M

The Axle Generator which is mounted on and directly driven by the locomotive
axle supplies speed dependent electric signals for initiating the "Transitions". The
output of the Axle Generator is also fed to an electrical speedometer to indicate
locomotive speeds.
The Axle Generator is a permanent magnet single phase a.c. machine consisting
of cast aluminium frame, stator, rotor, a permanently lubricated bearing assembly
and a spade shaft to couple with the locomotive axle. The stator consists of bar
magnets placed axially with alternate polarities, electrical sheet steel laminations
and a circular coil, all embeded in an epoxy moulding. The rotor is also epoxy
moulded and consists of steel laminations, and a brass hub for mounting on shaft.
The bearing assembly consists of a double row sealed bearing.

Data sheet
No.of Poles/ Magnets
Frequency C/S

Weight

40
Rpm/3
6 kg

BLOWER MOTOR TYPE DY3423/M

The type DY3423/M is a four pole, self ventilated, series wound motor having an
axial-flow fan on each of the shaft ends. The fans provide cooling air to the dynamic
braking resistors. Air guides (contravanes) on the frame, direct the flow of air along the
axis of the shaft. The motor is connected across a section of braking resistors. Far speed is,
therefore, dependent on the amount of braking current flowing through the resistors.
The motor is mounted on resilient blocks. Two models are furnished, one with fans on
both the ends of the shaft, and the other with one fan on NCE extension.

Data sheet
Continuous rating
Insulation class
Maximum speed

175 A, 3500 RPM, 52.5

KW,325V
F
3500 RPM
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Weight of complete machine

320 Kg

EDDY CURRENT CLUTCH GEAR UNIT

The radiator fan is used on diesel electric locomotives to bring down the
temperature of the diesel engine cooling water. Drive between the engine and
radiator fan consists of an Eddy Current Clutch type EC 9 005/2M/GB/11 A/M
which controls the fan speed and a gear box type GB11A/M with gear ratio
1:1:312 which provides mechanical coupling between clutch and fan.
Continuous rating
60 KW, 1000 RPM
Insulation class

TACHO GENERATOR TYPE AG 1404AZ/M

The Tacho Generator which is mounted on and is gear driven by diesel engine,
supplies electrical signals proportional to the engine speed. These signals are
used for maintaining engine speeds at required values, for notch separation and
to control horse power limits.
The Tacho Generator is a 3 phase, 6 pole permanent, magnet a.c. machine. The
rotor consists of claw poles, with a ring magnet sandwitched in between and the
assembly is mounted on a spider having a taper bore. The rotor assembly is
mounted on a tapered shaft extension from the engine. The stator is of
conventional laminated construction with the 3 phase winding, and is bolted to the
engine timing gear housing.
Data sheet
No.of Poles
Frequency at 2384 RPM
Gear Ratio
Weight with gear box & nylone gear

6
119.2 cycles/ sec.
1:2.384
19.6 kg

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CONTROL SYSTEM
3100 HP Broad Gauge Diesel Electric Locomotive is single cab,left hand
drive(two control desk, left & right) Co Co type having 6 axles and fitted with
Wood Ward / MCBG governor. The locomotive employs AC/DC power
transmission system. An Alternator type TA 10102EV is directly coupled with
3100 HP 16 cylinder Diesel Engine type 251 B. Three phase output of the
Alternator with varying frequency and voltage depending on rpm of diesel engine
and excitation level, is fed to Rectifier model AR 5400A. The rectified output from
rectifier is fed to 6 DC series Traction Motors (4907BZ) which in turn move the
locomotive. These motors are axle-hung, nose suspended type and are fitted on
each axle of the locomotive.
The supply to the traction motors is through nine Electro-pneumatic motor
contractors type M24PC2. At the time of starting all the six motors are connected
in 2S-3P combination. After specified loco track speed all the six motors get
connected in 6P. However, in event of fault or as per requirement any one of six
motors can be disconnected from power circuit by motor cut-out switch and
locomotive can thus be operated in 5P connections.
Direction of locomotive movement is selected by moving Reverse Handle to
FORWARD or REVERSE position on Master Controller provided on Control Desk
in the locomotive. Speed of the locomotive is varied by moving Throttle Handle on
master controller from Idle to 8th notch position in eight predetermined steps.
Two DC machines type AG 3101AY-1 having two field windings namely shunt
winding and series winding, are mounted on alternator and are driven by engine
through gear. One of these machines is used as Auxiliary Generator (AG)
delivering 72 volts DC regulated power supply for controls, auxiliary load and
battery charging. Other machine is used as Exciter which feeds alternator field.
Output of diesel engine is fully utilized by matching alternator requirement with
that of engine. This is achieved by regulating shunt field winding of exciter through
E-type excitation system or microprocessor control system..
General description of Locomotive Controls
Most of the electrical equipment on the locomotive is mounted in a centrally
located cabinet. The operator's control desk is located in the cab. Locomotive
movement is directed by a series of controls: throttle, reverse and transition
levers, automatic and independent brake valve handle, transition forestalling
switch, and control switch.
a. Throttle lever. The throttle controls the speed of the diesel engine and,
consequently, the power delivered to the traction motors. If a throttle functions
through an electro pneumatic or electro-hydraulic governor, it is called an electric
throttle and must be connected electrically to the governor; one that functions
through the air system is called a pneumatic throttle and must set the governor
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through a pneumatic actuator. Some locomotives have a mechanical linkage

between the throttle and governor.
(1) A typical electric throttle has seven or eight running positions in
addition to "stop" and "idle." As the throttle lever is moved through its operating
range, various electrical connections are made between the low-voltage control
lines and the solenoids in the governor. Fingers, making sliding contact with
segments on a rotating drum or cylinder in the throttle, determine the fuel setting
of the governor. The throttle is also interlocked mechanically with the reverser and
with the transition lever if transition is controlled manually. These features ensure
the opening of the main power switches when necessary during various stopping
and reversing operations.
(2) A pneumatic throttle is equivalent to a pressure regulating valve.
Responding to the pressure established by the throttle, a pneumatic actuator
determines the fuel setting of the governor. A pneumatic throttle has auxiliary
contacts similar to those of the electric throttle for sequence and interlocking
features. In multiple-unit operations, an air line furnishing air pressure equal to the
control reservoir pressure is required between the units.
Reverse lever. The reverse lever controls magnet valves in the reverser, which
turn the drum to change the connections of the traction motor fields. This lever
must not be moved when the locomotive is moving because circuits may be
shorted. If the locomotive is unattended, the lever should be taken off of the
control desk in order to interlock the controls in an inoperative position. A sevenposition reverse lever, sometimes called a controller, is used on many manually
controlled transition- type locomotives, instead of a transition lever.

LOAD REGULATOR
Control of the power output of the main generator is known as load control.
As load is imposed on the engine, the governor admits more fuel until the fuel limit
for that speed is reached. Any attempt to increase the load beyond this point will
cause the engine to slow down. At such a time, a load regulator in the generator
excitation circuit automatically reduces the power output of the generator by
reducing its field excitation and the diesel engine continues to run at normal
speed.
REVERSER
The reverser, is an electro pneumatic switching device that reverses the
direction of current in the traction motor field windings. When the fields are
reversed, the traction motors change their direction of rotation thereby changing
the direction of travel of the locomotive. The main switching element of the
reverser is a rotating drum; on its surface are copper segments that contact
different combinations of sliding fingers as the drum rotates. Magnet valves on the
reverser are fed through interlocks on the main power switches to keep the
reverser from turning except when the power circuits are open. When a magnet
valve is energized, air is applied to the pneumatic mechanism to turn the drum
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and to establish the proper electrical connections. If the coil of a magnet valve is
burned out, or if the air supply fails, the reverser may be thrown manually by
depressing a button on the magnet valve. If the engine is dead, the drum can be
turned by hand.
CUTOUT SWITCH
A traction motor cutout switch is used to take the motors out of the circuit if there
is an electrical failure in the circuit, such as a short circuit or ground. Three types
of cutout switches are used: a toggle switch in each motor circuit; a multipole
rotary switch which controls all motor circuits; and contacts mounted on the
reverser. With rotary or toggle cutout switches, the control circuit to the main
power switches passes through the traction motor cutout switch. When the cutout
switch is open, the main power switches are therefore open, and the
corresponding motors are disconnected from the generator. The switch setting
should not be changed under heavy load because heavy currents are likely to arc
and burn the contactors. Before opening a power circuit, idle the engine by the
throttle or by an isolating switch
MAIN CIRCUITS
Power from the main generator is carried by electric cables to the traction
motors, which are geared to the driving axles. The main power circuit is this path
of current flowing from the generator through the cables and motors, and back to
the generator. Locomotives have three types of circuits: series, parallel, and
series-parallel. In a series circuit, the same current passes through each device
and connection in completing its path to the source of supply, and the total
resistance of the circuit is equal to the sum of the resistance of all its portions. In a
parallel circuit, the current from the source divides through two or more parallel
paths and the total current from the source equals the sum of the current in the
parallel paths. The resistance of a parallel circuit is always lower than the
resistance of any of its individual parallel paths. A series of Christmas tree lights
in which all go out when any one burns out (opens the circuit) is a familiar
example of a series circuit; each bulb can stand only a portion of the voltage from
a house circuit. The lights in which the other bulbs continue to burn when one
burns out is a parallel circuit; each bulb operates on house voltage. If motors are
connected in the same manner as the lamps, the same circuit characteristics
apply. The difference in operating characteristics of motors at different voltages is
a chief reason for the relatively greater number of methods used for connecting
traction motors.
Many different designs of main power circuits are used. Each circuit is
independent of the others, except for the small wires in the wheel slip relay circuit.
Connections in many locomotives are permanently joined in series-parallel. A tie
between the motor circuits exists when portions of the circuits are in seriesparallel and no contactors are used. In order that full generator voltage can be
applied when the motors are in series connection, a contactor will close if the
tying circuit is in use and other contactors will open the circuit to and from the
generator.
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In electric drive, power can be easily varied. The throttle adjusts voltage,
current, and tractive effort. While the throttle remains in the first notch, the current,
or amperage, decreases rapidly because the motors, which are increasing speed,
develop a greater counter-voltage. If the throttle is moved to a higher position, the
fuel supply is increased and the engine and generator can deliver more power.
When the throttle is advanced as far as possible, engine speed and generator
voltage are at their maximum.
Various devices are used to change the connections in the circuit. The
most common are the contactors, interlocks, magnet valves, and relays.
a)

Contactors are switches used for opening and closing circuits. In

circuits where the current is low, the contactors are magnetically
operated and are energized by current from the battery/AG. The
magnet brings a movable contact into touch with a fixed contact in the
main circuit; when they are not being used, a spring pulls the movable
contact away. When a contactor is used in a traction motor circuit and
has to handle heavier current, the contact tips must be pressed
together tightly. Operated by compressed air, they are called pneumatic
contactors although they use magnetic valves. When the operating
circuit is closed and current flows through the coil, it moves the core by
magnetic attraction and this movement opens the air valve.

b)

Interlocks are auxiliary switches designed to control the connecting or

breaking of circuits. Operated by another switch or perhaps by a
contactor or valve, interlocks are called either "In" interlocks, closed
when the main switch is closed, or "Out" interlocks, closed when the
main switch is open.

c)

A magnet valve consists of a magnet coil and a core acting upon an air
valve. The coil is in the low-voltage control circuit and connected
through interlocks, automatic controls, or manual controls in the same
manner as the coil on a contactor. It usually returns to its de-energized
position by spring action. The valve and coil are used in such
applications as shutter control, compressor synchronization, and
sanding, as well as in reversers and power switches as a built-in portion
of the equipment.

d)

A relay, a small magnetic electric switch consisting of a coil and several

small contacts, changes connections in one part of a circuit in response
to changes taking place elsewhere in the circuit. The relay coil may be
in either the high-voltage or low-voltage circuits of the locomotive.
Operating in much the same way as contactors, relays are not required
to carry heavy current and are generally much smaller. They may be
adjusted to open and close at various voltages to respond to operating
conditions. When the contacts of a relay close, they close the circuit to
the coil of the contactor or magnet valve controlled by the relay. More
than one contactor in a magnet valve can be controlled by a relay by
building the relay with several sets of contacts.
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e)

Transition lever. Ordinarily, a transition lever is provided on locomotives

having manually controlled transition. It may also be installed on
locomotives having automatic transition in order to control circuits
during multiple-unit operation with locomotives having manual
transition. A braking position, for dynamic braking, is sometimes
provided. Because of the definite relationship between current and
speed, the proper step of transition is usually indicated on the dial of
the load ammeter or speedometer.

f)

Automatic brake valve handle. The automatic brake valve controls the
operation of brakes on the locomotive and on the cars when they are
properly connected. The independent brake valve controls the
operation of brakes on the locomotive only.

g)

Transition forestalling switch. A transition forestalling switch on the

control panel is used to prevent undesired forward transition on
automatic equipment. Backward transition is determined by the
operation of a backward transition relay, or by reducing the throttle to
the idle position.

h)

Control switch. A switch, usually called the control switch, connects the
control circuits to their source of power. All controls except those for the
locomotive lights and, in some models, the engine starting circuit are
normally fed through this switch, or through interlocks whose setting is
dependent on this switch. It is, therefore, equivalent to a master switch
for locomotive controls on both the leading locomotive and on any
trailing locomotive to which the controls are connected in multiple.

MULTIPLE- UNIT EQUIPMENT

When locomotives are connected but their power systems remain
independent, the process is known as double heading. However, if electrical
connections are made and all locomotives are controlled from single loco, it is
called multiple-unit operation. Equipment for connecting units in multiple consists
of a jumper with the following control wires: control switch, forward-reverse
control, throttle, sanding, and alarm and indicating circuits, and emergency
shutdown switches. The wires are connected to a plug which is keyed in such a
way that it can be inserted in the end receptacle of the locomotive in the correct
position only. The locomotive from which operation is controlled is called the
leading unit and the others trailing units. On all trailing units, engines are started
and battery switches closed before operation begins.
1.43. AUXILIARY POWER SYSTEM
The auxiliary generator is used to charge the storage battery and to power
the low-voltage circuits for lighting, control equipment, fuel pump motor, and field
excitation. It may be driven by belt or gear from the shaft of either the engine or
the main generator and is usually mounted on the generator's frame. The auxiliary
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generator assumes the load after the battery has supplied power for starting the
engines.
A breaker-type switch or a fuse disconnects the auxiliary generator; if this
switch or fuse is open, the battery must supply all low-voltage requirements. Many
locomotives also have an auxiliary generator field switch; it is opened when the
locomotive is shut down and kept open until after the engines are started again.
On locomotives having both these switches, the field switch is in the equipment
cabinet.
a. Voltage regulation. The auxiliary generator output is regulated by
changing the strength of the auxiliary generator field; if the speed of the auxiliary
generator increases, the shunt field strength must be decreased to maintain a
constant voltage. A regulator may consist of a small torque motor or of relays
which are sensitive to changes in voltage. The movement of these elements
changes the resistance in the field circuit. The operating principle of the voltage
regulator is that the voltage generated is proportional to the shunt field strength.
The voltage regulator increases the resistance of the field, thereby reducing the
flux. If such external conditions as generator speed, load, or internal shunt field
resistance cause a change of torque on the torque motor armature, the armature
will move the sectors in such a direction as to cut short field resistance in or out
and re-establish the set voltage at the same voltage for every position.
b. Battery system. The storage battery supplies power for cranking the
engine and also to supply power to the control and lighting circuits before the
engine is started. After the engine starts, these circuits draw on the auxiliary
generator. The battery is beneath the under frame, beneath the cab floor, or in the
compartment next to the cab. A switch in the equipment cabinet or on a nearby
panel connects the battery to the auxiliary generator and control circuits. The
battery ammeter indicates the rate of charge or discharge of the battery; it should
indicate zero or various charge readings when the engine is running. As soon as
the engine is cranked, the auxiliary generator starts to restore the current and the
ammeter should register a charging current until the battery is charged. The
battery may also be charged from shop circuits or terminal yard circuits through
external charging receptacles. When the engine is shut down or if the auxiliary
generator voltage drops too low to charge the battery, a reverse current relay
opens a battery contactor between the auxiliary generator and the battery,
preventing the battery from discharging back into the auxiliary generator windings.
Description of items of WDG3A
MASTER CONTROLLER TYPE MC3802B
Master Controller is a manually operated aluminium Cam operated contact switch
for closing or opening of contacts in a sequence determined by design. The
master controller is mounted with the help of three holes in the control stand. The
overall size of the master controller is 540 x 260 x 654 mm and the weight is 50
Kg.
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The main body of the master controller comprises of aluminium casting, support
bars and shafts. The support bars are fastened to the top and bottom plates by
inserting both ends into the top and bottom plates and locked with the help of
hollow pins inserted through drilled holes. The braking control potentiometer is
fixed under the bottom plate with the help of three hexagonal pillars. The braking
potentiometer is operated by the shaft of main drum. The interlocking
mechanisms are mounted on top and bottom plates.
The Master controller has the following three mechanically interlocked handles for
different features of the locomotive operation. The wheel and reverser handle
opens or closes the cam operated auxiliary switches provided with pure silver tips
on moving and fixed contacts.
Removable reverse handle for FORWARD AND REVERSE OPERATION
of the locomotive.
Selector handle for MOTORING and DYNAMIC BRAKING
Hand wheel for speed and power control. This wheel, besides the idle
position, has 8 notch positions and provided 8 speeds of the diesel engine,
thus giving 8 different H. P. outputs.
Mechanical interlocking is provided in following way Reverse handle can be removed at its own 'O' position, when 'M-B'
selector handle is in 'M' position and main drum wheel is in 'Idle' position
only.
Reverse handle inserted in its 'O' position, main drum wheel can be moved
at any position towards motoring or braking with the help of selector handle
in position 'M' of 'B'. Reverse handle can not be removed until the selector
handle is brought at position 'M' and main drum wheel is brought at Idle
position.
Reverse handle can be moved from position 'O' to position 'R' or from 'O' to
position 'F' when main drum wheel is in position idle or position "O'.
Reverse handle removed, maindrum wheel can be moved from 'O' to "Idle'
or "Idle" to 'O' when 'M-B' selector handle is in position 'B' only.

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REVERSER/ POWER BRAKE SWITCH

The 6 motor reverser is remotely controlled offload operated power switch used
for reversing the direction of rotation of traction motors. Similarly the power brake
switch connects the motors and fields suitably by motoring and dynamic braking.
The reverser BKT assemblies consist of the following main parts, power contact
blocks interlocks, and cylinder assembly. These main parts along with other
components are mounted on an end frame, cylinder and end frame have special
mounting feet to bolt the reverser in position. When the reverser handle on a
master controller is moved either to the forward or reverse position, the
corresponding interlock on the reverser closes to activate either the forward or
reverse magnet valve which in turn operate the main reverser contacts to switch
traction motor fields to corresponding interlock on the reverser closes to activate
either the forward or reverse magnet valve which in turn operate the main
reverser contacts to switch traction motor fields to correspond to the position of
the reverse handle. When the selector handle on master controller is moved to
either motoring or braking position corresponding magnet valve energizes and
puts the circuits in motoring/ braking modes accordingly.

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ELECTRO MAGNETIC CONTACTOR

TYPE M23EC2
The type M23EC2 contactor is a electromagnetically operated device used for
opening and closing electrical circuits. The contactor is equipped with a movable
and a fixed contact. The movable contact is mounted on a contact carrier which is
hinged to the armature. The armature is attracted when the operating coil is
energized. Removing power from the operating coil permits the spring loaded
armature to return to its original position and break the electrical circuits. An arc
box is provided for containing and extinguishing the arc.
The contactor is rated for carrying 110 A DC continuously, the insulation level of
the contactor being 660 V DC and the operating control voltage 74 V DC.

ELECTRO MAGNETIC CONTACTORS TYPE M5022EC5 & 6

These contactors are magnetically operated devices used for opening and closing
electrical circuits. The contactor is equipped with a moveable and a fixed contact.
The movable contact is mounted on a contact carrier which is hinged to the
armature. The armature is attracted when the operating coil is energized.
Removing power from the operating coil permits the spring loaded armature to
return to its original position and break the electrical circuits. An arc box is
provided for confining and extinguishing the arc.
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The contactor is rated for carrying 500 A DC continuously, the insulation level of
the contactor being 660 DC.
The control voltage is 74 V DC for short time and 24 V for continuous operation
for M5022EC5 model. For model M5022EC6, the Control Voltage is 74 V DC.

ELECTRO MAGNETIC CONTACTOR

TYPE M50EC
The type M50EC is an electromagnetic contactor used for making and breaking
electric circuits by energizes and de-energize the operating coil. Arc quenching is
done by means of a blow out coil, which along with the arc box ensures the safe
opening and closing of contacts.
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GROUND RELAY
Type M22ER2
The Type M22ER2 relay is a remotely controlled electro-magnetic device used
for opening power circuits in the event of electrical grounds. It incorporates a
latching mechanism and adjustable springs for setting the pick-up current.
Any ground in the system completes the circuit and energizes the operating coil
of the relay, the relay picks up and its auxiliary contacts open the main power
contactors. As indicator provided on the relay base points to a red dot when the
relay is in the tripped condition and must be manually reset after the ground fault
has been cleared.

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E.P.CONTACTOR
Type M24PC2
The M248PC2 contactors are electro-pneumatic devices which open and close
electrical circuits. When electric power is supplied to the contactor magnet valve
coil, air flows to the contactor cylinder and causes the contactor to close and
current then flows through the main contacts to complete an electrical circuit.
When power is removed from the magnet valve coil, air pressure in the cylinder
is released and the contactor opens to break the circuit.
The contactor consists of the following main parts; a cylinder, main contacts,
and arc box and a magnet valve. In most of the cases, low voltage contacts and
interlocks are mounted on the contactor. For instructions on interlocks see
individual interlock publication.
GENERATOR FIELD OVER LOAD RELAY (GFOLR)
TYPE 17 LV59N13
The overload relay is an electro-mechanical device which protects electrical
circuit from overload. This device includes an operating relay and a reset relay.
The contacts of the operating relay open a circuit when current flowing through
the operating coil exceeds a specific value. When the operating coil is
energized, its contacts are then held open by the reset relay latching
mechanism and remain in this position until the reset relay is energized from a
remote location or the relay mechanism is manually released. The GFOLR is not
used in microprocessor control system

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INTERLOCKS Type M23N2

The M23N2 interlocks are low voltage contacts which are mounted on M24PC2
electro pneumatic contactors to open and close or to "break" or "make" L-one or
more electrical circuits in the control system. As the contactor opens and closes,
the interlock contacts open or close to set up a sequence of operations with
various control devices in the circuit.
Interlocks have either normally open or normally closed fingers. Normally open
when the contactor is de-energized; normally closed fingers are those which
have contacts closed when the contactor is de-energized.
Interlocks consist of cam block, interlock fingers, stationary contact support,
insulation tubes, finger blocks and terminal studs. Except for the cam block, all
these parts are assembled and mounted on the stationary portion of the
contactor. The cam is mounted on the moving portion.

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INTERLOCK TYPE M21N2, M24N M24N2, M24N3, M24N6 & M25N2

The interlocks are low-voltage contacts and are mounted on electromagnetic
contactors. The interlocks open and close to "break" or "make" one or more
electrical circuits in the control system.
Interlock mainly consists of two parts namely, movable contact assembly and
fixed contact assembly. The movable armature and the fixed contact assembly
is mounted on the mounting bracket or armature stop of the contactors. As the
contactor opens and closes, toe set up a sequence of operation with various
control devices in the circuit.
Interlocks have either normally open or normally closed fingers. Normally open
fingers are those which are open when the contactor on which the interlock is
assembled is de-energized and normally closed fingers are those which are
closed when the contactor is de-energized.

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MAGNET VALVE TYPE M5027 MV2

Type M 5027 MV 2 magnet value is an electro-pneumatically operated valve
which controls the flow of compressed air to and from electro-pneumatic
apparatus.
This is a metal to metal seat valve and it consists of the following parts: Valve
body, coil, armature, armature support, valve stems, valve seat, spring and plug
When the coil is energized, the armature is pulled down towards the core
causing the valve stem to close the exhaust port and the valve to open the inlet
port thus admitting compressed air to the apparatus.
When the coils is de-energized, the valve stem is pushed up by the spring,
thereby closing the inner port and opening the exhaust port enabling the
compressed air from apparatus to escape.

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THYRITE RESISTORS (GFR)

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Thyrite resistor (GFR) is a surge suppressor. It is placed across the alternator

field. During switching On or Off the current through alternator field, any surges
generated are by passed through this GFR.
This assembly has got 2 disks, the disks are bracket mounted on horizontal bolt
with spring lock washer for contact pressure. The disks are insulated from
control bolt and mounting brackets. Connections are made at terminals on top
side.

ELECTRO MAGNETIC RELAY

TYPE MTAM
This relay is provided with a clapper type armature, which has a knife edge
bearing and is held in open position by springs. The pressure of these springs
can be adjusted by turning the nut. The drive for the auxiliary switch is by means
of the lever. Attached to the armature. The coil and copper sleeve are held in
position on the magnetic core by the spring washer, which does not allow the
copper sleeve to come out.
This relay provides a time delay adjustable from approximately 0.5 to 1.8
seconds when the operating coil is open circuited. A slightly longer time delay is
obtained when the coil is energised.

DATA ON CONTROL APPARATUS

BASIC DATA
Nominal L.T.

74 V. DC

Minimum L.T.

48V. DC

Nominal Air Pressure

4.92 Kg/ Sq. cm

Minimum Air Pressure

3.85 Kg/ Sq. cm

HIGH VOLTAGE TESTS

High Voltage Circuits Flash to 2000 V.

50 Hz AC. For one

earth with Low Voltage Circuit minute

bonded to earth
Low Voltage Circuit Flash to earth

980 V. 50 Hz AC for one minute

CIRCUIT BREAKERS (MINIATURE)

Symbol

Description

Rating (Amps)

AGFB

Aux. Gen. Fld

15

CEB

Exhauster

15

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DLCB

Dome Light

15

FPB2

Fuel Pump

15

LPB 1, 2

Cab light

15

MCB 1, 2

Master Control

15

HLPB

Head Lamp

30

MFPB 1, 2

Master Fuel Pump

30

MB 2

Main Control

150

MB 1

Master Battery

200

EBB1,2

Dust Blower

30

RFCB

Radiator Fan Clutch 30

Contractor

CONTACTOR
Motor Contactors Type M24 PC2: S1, S21, S31, P1, P21, P31, P2, P22,
P32
Main Contract Gap

15 to 17 mm

Blow cut coil

3 turns

Inter Lock Contacts Gap

2.4 to 3.95 mm

Over Travel

1.6 mm

Pressure

500 to 900 gm.

CRANKING CONTACTORS TYPE M5022 EC5 CK1 CK2

Main Contract Gap

11.9 to 14.3 mm

Over Travel

8 to 10 mm

Pressure (Initial)

1.82 to 2.95 kg

(Final)

5.45 to 7.25 Kg

INTERLOCK CONTACTS
Gap

7 to 10.5 mm

Pressure

170 to 240 gm

Blow cut coil

4 turns
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Operating coil resistance at 200C

19.5 ohm (for potted type)

GENERATOR FIELD CONTACTORS M5022EC6 (GF)

Main Contract Gap

11.9 to 14.3 mm

Over Travel

8 to 10 mm

Pressure (Initial)

1.82 to 2.95 kg

(Final)

5.45 to 7.25 Kg

INTERLOCK CONTACTS
Gap

7 to 10.5 mm

Pressure

170 to 240 gm

Blow cut coil

4 turns

Operating coil resistance at 200C

19.5 ohm (for potted type)

FUEL PUMP CONTRACTOR TYPE M23EC2 FPC

Main Contracts Gap

11 to 13 mm

Over travel

6 to 8 mm

Pressure (Initial)

0.68 to 0.9

(Final)

0.9 to 1.4 kg

INTERLOCK CONTACTS
Gap

3.5 to 6.5 mm

Pressure

170 to 240 gm

Blow cut coil

7 turns

Operating coil resistance at 200C

187.5 ohm (for potted type)

RADIATOR FAN CLUTH CONTRACTOR TYPE M50EC2 RFC

Main Contracts Gap

6 to 7.5 mm

Over travel

0.8 to 1.6 mm

Pressure (Initial)

80 to 150 gm

(Final)
Blow cut coil

180 to 280 gm
32 turns
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Operating coil resistance at 200C

388 ohm (for potted type)

MAGNET VALVE TYPE 5027 MV2

For Motor Contractors S1, S21, P1, P21, P31, P2, P22, P32
POWER BRAKE SWITHC BKT (2 VALVES REVERSER REV (2 VALVES)
Coil Resistance at 200C

615 ohms (Potted Type)

Projection of Valve Stem

Beyond solenoid core:
Valve de-energised

2.56 / 2.75 mm

Valve energised

1.245 / 1.34 mm

Valve Travel

1.268 / 1.473 mm

MASTER CONTROLLER:
Contact gap

4 to 6 mm

Contact pressure

160 to 250 mm

E.M. RELAYS:
Signal Relay

SR

Type M21ER2

Control relay

CVR

Type M21ER2

Braking Control Relay

BKR

Type 21ER2

Safety Control Relay

DMR

Type M21ER2

Engine Run Relay

ERR

Type M21ER2

Field Shunting Relay

FSR

Type M21ER2

Transition Control Relay

TR1

Type M21ER2

Cranking Relay

CKR1-2

Type M21ER2

Armature gap

4.7 to 6.55 mm

Contact gap

2.77 mm min.

Contact over travel gap

0.0 to 0.1 mm

With over travel gauge in Position

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Contact pressure

100 to 200 gm

Operating coil resistance at 200C

445 ohms (for potted coil)

Ground relay GR1 & GR2 Type M22ER2

Armature gap

4.7 to 6.55 mm

Contact over travel

0.0 to 0.1 mm

Contact gap

2.77 mm min.

With over travel gauge in Position

Contact pressure

100 to 200 gm
0

Operating coil resistance at 20 C

66.5 ohms (for potted coil)

GENERATOR FIELD OVER LOAD RELAY

Aux. Contacts
Contact gap

2.77 mm min.

Contact pressure

100 to 200 gm.

Reset coil resistance at 200C

64.3 ohms

Wheel slip Relays WSR1-3

Type M23ER2

Armature gap

4.7 to 6.55 mm

Contact gap

4 mm min.

Contact over travel

0.0 to 0.1 mm

Gape with over travel Gauge in position

Contact pressure

100 to 200 gm.

Operating coil resistance at 200C

Series coil

203 ohms

Parallel coil

0.35 ohms

Pickup up current for coil

Series coil

0.124 to 0.136 A

Parallel coil

3.55 to 3.65 A

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RESISTORS AND RESISTORS PANELS

Resistor train line TLR
Resistance between terminals

10 + 5% Ohms

Resistor Load Ammeter LAR

Resistance between terminals

2 + 10% Ohms

DYNAMIC BRAKE RESISTOR BKG

These consist of six 0.25 ohms units and six 0.25 ohms units with quarter
tap connected to give the sections as follows.
Section
Motor

1,

Resistance
R1

-R28

0.3125

R23

-R28

0.1875

(0.25 - .0625)

R23

-R29

0.1875

R4

-R29

0.3125

Motor 2,5

R21

-R28

R23

-R28

0.1875

R24

-R29

0.3125

Motor 3.6

R 14

-R28

R23

-R28

0.1875

R23

-R29

0.1875

R11

-R29

0.3125

(0.25+0625)

0.3125

0.3125

THYRITE RESISTORE GFR (A NON LINEAR RESISTOR)

Resistor Panel head lamp HLPR
Resistance between terminals

A&D

5.3 + 5% ohms

D&F

640 + 5% ohms

A&D

640 + 5% ohms

D&F

6.7 + 5% ohms

Wheel slip ref. Resistor WSRR

Resistance between terminals

SWITCHES
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Reversing switch REV (6 motors Reverser Switch)

Breaking transfer switch BKT 6 motor type
Main contacts
Gap

17.5 to 20.65 mm

Over Travel

4.8 to 8 mm

Pressure

18.1 to 20.4 kg

i. Change over type

Contact tap

31.8 mm min.

Over Travel

2.4 to 6.4 mm

Contact pressure

0.68 kg min.

ii. Bridge type

Contact tap

28.6 mm

Over Travel

3.2 to 6.35 mm

Contact pressure

0.34 kg min.

H.T. CONTACTS
Contact tap

19.05 mm min.

Over Travel

3.2 to 6.35 mm

Contact pressure

0.68 kg min.

BLOCKING DIODES
MAXIMUM AVERAGE

12 AMPS DC

FORWARD CURRENT
Peak repetitive reverse voltage
(Max. DC Blocking voltage)

1000 V

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Governor
Diesel engine speed is controlled solely by the amount of fuel injected into the
engine by the injectors. Because a diesel engine is not self-speed-limiting, it
requires not only a means of changing engine speed (throttle control) but also a
means of maintaining the desired speed. The governor provides the engine with
the feedback mechanism to change speed as needed and to maintain a speed
once reached. A governor is essentially a speed-sensitive device, designed to
maintain a constant engine speed regardless of load variation. Since all governors
used on diesel engines control engine speed through the regulation of the quantity
of fuel delivered to the cylinders, these governors may be classified as speedregulating governors. There are many types and variations of governors.
The major function of the governor is determined by the application of the engine.
In an engine that is required to come up and run at only a single speed regardless
of load, the governor is called a constant-speed type governor. If the engine is
manually controlled, or controlled by an outside device with engine speed being
controlled over a range, the governor is called a variable- speed type governor.
If the engine governor is designed to keep the engine speed above a
minimum and below a maximum, then the governor is a speed-limiting type. The
last category of governor is the load limiting type. This type of governor limits fuel
to ensure that the engine is not loaded above a specified limit. Note that many
governors act to perform several of these functions simultaneously.

A Governor performs following functions in an engine.

Cranks the engine when operator demands.
Increase / Decrease engine RPM as per the notch selection.
Maintain the engine RPM from no load to full load.
Provide load control signal to reduce over load on the engine to maintain
constant engine RPM.
Shuts down the engine on demand by operator or any safety device is
operated.
Two types of Governors are being used for WDG-3 locomotivesi)
Hydraulic Governors- Woodwards make
ii)
Microcontroller based Governors- Medha, Steasalit, Woodward and
BHEL make governors are being used at present.
Hydraulic Governors
The principles involved are common in any mechanical and hydraulic governor. The
Woodward speed governor operates the diesel engine fuel racks to ensure a
constant engine speed is maintained at any load. The governor is a mechanicalhydraulic type governor and receives its supply of oil from the engine lubricating
system. This means that a loss of lube oil pressure will cut off the supply of oil to
the governor and cause the governor to shut down the engine. This provides the
engine with a built-in shutdown device to protect the engine in the event of loss of
lubricating oil pressure.
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BAP

LOP

Turbo

Diesel Tr.
Engine Alt.

HP

Fuel
Rack

Governor

Eng.RPM

Excitation
Control

Notch

Control
Desk

Woodwards PGEV Governor

The PGE governor is a standard PG hydraulic governor which regulates engine
speed with a number of special adaptations for locomotive and train operation. It
includes an electro-hydraulic speed-setting mechanism for remote control of
engine speed, a mechanical-hydraulic load-control device for automatic
regulation of engine load to maintain a specific power output at each speed
setting, and a 12 ft-lb (16 J) single-acting spring-return hydraulic power servo
with tailrod. The power servo has a reciprocating or linear output. The governor
has both a servomotor and a rheostat as an integral part of the governor to
adjust the generator exciter rheostat.

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Figure 1-1. Front View of PGE Governor

Specifications
Mounting Base and Drive
Mounting Attitude
Drive Rotation
Drive Shaft
Maximum Speed Range
Speed Range
Drive Power Requirement

See Figure 1-2

Vertical
Fixed ccw (counterclockwise)
Keyed (8573-494 and 8570-687)
1 1/8 -48 Serrations (8573-463 and 8559-910)
200 to 1600
361 to 994 rpm (8573-494 and 8570-687)
430 to 1074 rpm (8573-463 and 8559-910)
1/2 hp (373 W) at maximum drive speed and
normal hydraulic fluid viscosity

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Governor Sections
For purposes of description, the PGE governor has three functional sections: a basic
governor section, a speed setting section, and a load control section.
Basic Governing Section
This section consists of an oil pump, two accumulators, a speeder spring, a flyweight
head assembly, a thrust bearing, a pilot-valve plunger, a rotating bushing, a buffercompensation system, and a power cylinder.
The governor drive shaft passes through the governor base and engages the oil
pump. The pump supplies pressure oil for operation of the basic governor section,
the speed-setting section, the load-control system (except where engine oil is
supplied to the control system), and all other auxiliary features or devices.
A spring-loaded accumulator and relief-valve system maintains governor oil-operating
pressure. When operating pressure is reached, the spring pressure is overcome and
the oil is released to sump. Direction of rotation of the pump is fixed ccw.
The governor drive rotates the oil pump and pilot valve bushing. The flyweight-head
assembly is driven by the rotating pilot-valve bushing. A thrust bearing rides on top of
the flyweight-head toes permitting the rotational motion between the downward force
of the speeder spring and the upward force of the flyweights.
The greater of two opposing forces moves the pilot-valve plunger up or down.
Flyweight force tends to lift the plunger while speeder-spring force tends to lower the
plunger. When the engine is on-speed at any speed setting, these forces are
balanced and the flyweights assume a vertical position. In this position, the control
land on the pilot-valve plunger is centered over the regulating port(s) in the rotating
bushing. A change in either of these two forces will move the plunger from its
centered position. The plunger will be lowered (1) when the governor speed setting is
unchanged but an additional load slows the engine and governor (thereby decreasing
flyweight force), or (2) when engine speed is unchanged but speeder spring force is
increased to raise the governor speed setting. Similarly, the pilot-valve plunger will be
raised (1) when the governor speed setting is unchanged but load is removed from
the engine causing change in engine and governor speed (and hence, an increase in
flyweight force), or (2) where engine speed is unchanged but speeder-spring force is
reduced to lower the governor speed setting. When the plunger is lowered (an
underspeed condition), pressure oil is directed into the buffer compensation system
and power cylinder to raise the power piston and increase fuel. When lifted (an
overspeed condition), oil is permitted to drain from these areas to sump and the
power piston moves downward to decrease fuel.
Speed Setting Section
This section consists of a speed-setting cylinder, a speed-setting pilot-valve plunger
housed within a rotating bushing, four speed-setting solenoids, a triangular plate, and
a restoring-linkage mechanism.
The speed-setting section provides a method of changing the compression (force) of
the speeder spring which opposes flyweight centrifugal force. It does this by
controlling the position of the speed-setting piston in the speed-setting cylinder.
When control oil is admitted to the cylinder, the piston moves downward,
compressing the speeder spring and raising the speed setting. When oil is allowed to
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drain from the cylinder, the piston spring forces the piston upward, reducing speederspring force and lowering the speed setting. The flow of oil into or out of the speedsetting cylinder is regulated by the speed-setting pilot-valve plunger in the rotating
bushing. The plunger is controlled by the solenoids which provide incremental control
of speed in equally spaced steps. An integral gear on the governor flyweight head
drives the bushing through a splined mating gear on the lower end of the bushing.
Load Control Section
In most governor applications, the primary function of the governor is to automatically
maintain a specific engine speed under varying load conditions by controlling the fuel
flow to the engine. With the locomotive governor, a secondary function is included to
maintain a constant engine power output at each specific speed setting. Thus, for
throttle setting, there is both a constant engine speed and a predetermined, fixed rate
of fuel flow required. To satisfy both conditions, the load on the engine must be
adjusted as the locomotive operating conditions (speed and locomotive auxiliaries)
vary and it is the function of the load-control mechanism in the governor to do this to
do this.
It should be understood that maintaining a constant engine speed does not mean that
locomotive road speed also will be constant.
Control of engine load is achieved by regulating engine speed and fuel setting. This
is done by adjusting the generator field excitation current through the use of a vane
servo controlled variable resistance in the generator-field circuit. The vane servo is
controlled by the load-control pilot valve and related linkage in the governor. The
load-control linkage is so arranged that for each speed setting there is only one fuel
setting (engine power output) at which the load-control pilot-valve plunger will be
centered.
An increase or decrease in either governor speed setting or engine load will change
fuel flow. The power piston moving in either the increase-or decrease-fuel direction
will (through the floating lever linkage) move the load-control pilot-valve up or down,
respectively. The vane servo decreases or increases field excitation and in turn
engine load.
Lube Oil Pressure Shutdown and Alarm

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Engine oil pressure is directed to the oil pressure diaphragm. The shutdown-valve
plunger is connected to the diaphragm which has three forces acting on it; loadspring and engine-oil pressures act to move it to the right, governor speed-setting
servo oil acts to move it to the left. Normally, load-spring and engine-oil pressures
hold the diaphragm and shutdown-valve plunger to the right, permitting oil to the left
of the shutdown piston to drain to sump. When engine lube oil pressure drops below
a safe level, speed-setting-servo oil pressure (which is dependent on the speed
setting and on the rate of the speed-setting servo spring) overcomes the load spring
and engine-oil pressure forces and moves the diaphragm and shutdown-valve
plunger to the left. Governor pressure oil is directed around the shutdown-valve
plunger to the shutdown piston and moves it to the right. The shutdown piston moves
the inner spring and shutdown plunger to the right. The differential piston allows a
high engine-lube oil-pressure trip point without a corresponding increase in the
speed-setting-servo oil pressure. The engine-lube oil pressure required to initiate
shutdown is increased. When the shutdown plunger moves sufficiently, it trips the
alarm switch. In addition, oil trapped above the governor speed-setting-servo piston
flows around the smaller diameter on the left end of the shutdown plunger and drains
to sump. This action allows the speed-setting servo spring to raise the speed setting
servo piston. When the piston moves up sufficiently, the piston rod lifts the shutdown
nuts and rod. The shutdown rod lifts the governor pilot-valve plunger. When it is lifted
above its centered position, oil trapped below the power piston drains to sump and
the power piston moves to the fuel off position Adjustment of the spring seat in the
field is not recommended. This adjustment biases the lube oil pressure required for
shutdown. Adjust the spring seat on a test stand during testing after an overhaul. No
further adjustment should be necessary.
Fuel Limiter
The fuel limiter is an auxiliary system designed primarily for use on Woodward PG
load control governors installed on turbo-supercharged locomotive engines. It is used
with absolute manifold air pressure as a reference. This governor is equipped with a
load-control-overriding solenoid and provisions for fast unloading.
The function of the load control is independent of the fuel limiter. They are related
only through a common reference to absolute manifold air pressure.
During acceleration, on turbo-supercharged engines, it is possible to supply more fuel
to the engine than can be burned with the available air. This results from the normal
lag of supercharger speed, and consequently manifold air pressure decreases with
respect to engine speed.
The fuel limiter restricts the movement of the governor power piston toward the
increase-fuel direction, limiting engine fuel during acceleration as a function of
manifold air pressure (an approximation of the weight of air available at any instant).
Fuel limiting improves the fuel-to-air ratio and, during acceleration, allows complete
combustion. This improves acceleration and reduces smoke. Fuel limiting also
protects the engine if the turbo-supercharger fails or reductions in engine air supply
occur.

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Figure 3-5. Typical Limited Acceleration Fuel Schedule Curve

Micro Controller Based Governor

BAP
FOP

LOP

MCBG
Governor

Turbo

Diesel Tr.
Engine Alt.

HP

Fuel
Rack
Eng.RPM

Excitation
Control

Notch

Control
Desk

Salient features of MCBG are The MCBG is a solid state control system.
Minimal moving components are used.
The fuel rack position is controlled through a stepper motor.
The stepper motors are very good for any precision control of movement.
A powerful 16 bit micro controller is used to control the stepper motor.
Digital PID control is adopted for fast and smooth response of engine RPM to
reduce engine hunting.
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This is widely used for small, medium and big diesel engine speed control. The
system consists of an electro hydraulic actuator usually mounted on the engine itself
and an Microprocessor based controller. This controller provides both speed droop
and isochronous mode operations. It consists of proportional, integral and derivative
controller (PID). Figure below explains how this system works.
The PID speed control system consists of the following three main components:
1. Speed sensor (Magnetic pickup)
2. Governor controller (PID or PI type)
3. Governor actuator
The speed magnetic pickup is normally fitted in the flywheel housing measure the
engine speed. The magnetic pickup will produce high frequency signal in the form of
pulses. The frequency of this signal is proportional to the speed of the engine
flywheel and its number of teeth. The signal will be fed to the governor controller as
an actual speed signal as shown in figure 2.16.
The governor controller will then compare the actual speed (coming from the
magnetic pickup) with the speed setting (desired speed). The difference between the
two values will be the speed error.
Now the speed error will be processed by three parallel gains. KP the proportional
gain, K1 the integral gain and KP the proportional gain, K1 the integral gain and KP the
derivative gain.

Proportional gain
The error signal is multiplied by a scalar value and then fed to the governor actuator
in suitable format. To simplify the matter; for example if the desired speed setting is
1800 rpm and the actual measured speed is 1720 rpm then the difference between
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the desired and the actual is 80 rpm. This error difference will be of course converted
to suitable circuit board signals and multiplied by the KP (proportional gain). By doing
this we are telling the actuator to increase the speed 80 rpm.
Integral gain
Proportional control alone is not sufficient to stabilize the engine speed. One or more
of the requirements for response time, overshoot, and oscillation may be impossible
to fulfill at any proportional gain setting [15]. The basic function of the integral gain is
to bring the steady state error to zero or near zero. The simple proportional gain
controller will either oscillate or the speed will never go to the set value, it will either
go above or below the rated speed.
Derivative gain
The derivative from derivation, it is the process of calculating the shop of the error
over time, and then multiplied by the derivative gain KP. The function of the derivative
gain is to control the speed of response to a change in the system. The higher the
derivative gain, the faster the controller will respond to the engine speed changes.

MCBG of Medha make

Microcontroller based Governor MEG-601 uses state-of-the-art technology, for
controlling Diesel Engine of Diesel Electric Locomotives. This is a maintenance free
alternative to the hydraulic Woodward Governors popularly used for this application.
The Governor consists of a Control Unit mounted in the Driver cab, and an Actuator
Unit mounted on the Engine. The Actuator Unit can be mounted exactly on the same
Engine base as Woodward Governors. The Governor controls the engine speed,
based on throttle handle position (popularly known as notch) selected by the Driver
on the Driver Desk. Engine RPM is measured from a Tachogenerator or speed
sensor mounted on the Engine. Digital PID control is used to calculate desired fuel
rack position dynamically, based on the selected notch on throttle handle and
measured Engine RPM. A Stepper motor drive is used in the Actuator Unit to control
the fuel rack of Diesel Engine. The Governor also controls load on the engine
electrically, so as to limit horsepower at each notch to a preset level, through an
electrical interface with the excitation system of Locomotive. Booster (Turbo) air
pressure is measured through a pressure sensor mounted in the air manifold.
Movement of fuel rack is limited as a function of this pressure so as to prevent
incomplete combustion of fuel, black smoke, excessive engine temperature, fuel
wastage etc caused by lack of air to burn the fuel. Lube oil pressure is continuously
monitored and Engine is shutdown if the lube oil pressure is less than the specified
pressure at each notch position. This protects the Engine from damage due to
malfunction of lube oil pump etc.

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ACTUATOR UNIT

CONTROL UNIT

Actuator
Control Unit
The control unit may be functionally divided into six modulesi.
Display and supply card- The governor works on 72 V Dc. The
power supply module derives low voltage required for other
modules. The Display unit displays various system parameters and
is backlit for better visibility in all conditions.
ii.
Load and Clutch control check This card provides supply for the
clutch coil in the actuator unit. It also provides load control ssignal to
excitation.
iii.
Stepper motor cards- there are two stepper motor control cards. It
provides drive signal to the stepper motor for angular movement
based on the input from control unit..
iv.
Input card- This card receives notch signals from the control desk,
rpm signal from the tacho generator, pressure signal from the
actuator unit and transmits these signals to control card.
v.
Control card- The control card consists of a microcontroller with its
peripherals. It receives various input signals like notch position,
engine rpm, fuel rack position and pressure signals etc from the
input card and communicates these parameters to the display unit
for display. The control unit based on the inputs decides the angular
movement and direction of movement of the stepper motor and
communicates it to the stepper motor card to drive the stepper
motor. It also shuts down the engine based on the system
parameters. The control card increases the load control voltage
through Load and Clutch control card to reduce the excitation under
over load conditions.
The actuator unit can also be functionally divided into six modulesi.
Stepper motor.
ii.
Gear box.- The torque of stepper motor is amplified through gear box.
iii.
EM Clutch- the torque is transmitted to the rack and pinuion through
Electromagnetic clutch.
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iv.
v.

vi.

Rack and pinion- the rack and pinion converts the rotary motion to vertical
motion. The output shaft moves the fuel rack.
Position feedback- Fuel rack position sensor provides a feed back signal to
the control card through the input card completing the closed loop
feedback system for proper control of rpm.
Pressure sensor module.- It receives pressure from loco and converts
them into electrical signals for feeding to input card.

CONTROL UNIT

ACTUATOR UNIT

Excitation

Display &
Power
Supply
72V
Card

Stepper motor

Stepper Motor
signal

Gear Box

Load & Clutch

Control Card
Control
Card

EM -Clutch

Clutch signal

Rack & Pinion

Stepper Motor
Cards (2)

Input
Card

Fuel Rack
Position sensor
Pressure
Sensor Signals

Eng. RPM

Tacho /
ESS

Position Feedback
Pressure Sensor
Module

Output
shaft
To Fuel
Rack
Loco
Pressures
LOP,
BAP, FOP

Notch

Control
Desk

Block diagram of Medha MCBG

Data sheet for Medha MCBG
Power Supply Voltage
Speed Settings
Accuracy of Control
Display Parameters

Pressure Sensor
Accuracy

Range

Speed Sensing Mechanism

50VDC to 90VDC. 20VDC for 0.8 seconds during

cranking.
8 Different Speed Settings selectable by Notch
from Driver Desk.
3 RPM of desired Engine RPM for the notch
Notch Position, Engine RPM
Fuel rack position Booster (Turbo) Air Pressure
Lube Oil Pressure
Fuel Oil Pressure
Load
Control Position
Lube Oil Pressure - 0 to 5 kg / cm2 Fuel Oil
Pressure - 0 to 5 kg / cm2 Booster (Turbo) Air
Pressure - 0 to 3 kg / cm2
Tachogenerator or Speed Sensor mounted on
Engine
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Odometer Range Accuracy

Wheel Diameter Adjustment
Dial Illumination
Inputs Speed Sensor
Digital inputs

Display

Communication Interface

Dimensions
Weight

8 digit with 1 km resolution 0.1% =1 km of the

distance travelled
Possible to adjust Wheel Diameter in 1 mm steps
Through LEDs with adjustable illumination level
(10-90%)
2 inputs for redundancy
All inputs are optically isolated, reverse polarity
and surge protected operating at 72VDC +30%, 40%
32 character (16x2) Alpha-numeric Back lit LCD
display for Engine Parameters, fault messages
and diagnostic messages
RS 485 for communication with MEP-660
Microprocessor based Locomotive Control
System
RS 232 for interface to PC / Laptop
Control Unit 141 mm x 215 mm x 160 mm
Actuator Unit
Control Unit - 4.5 Kgs Actuator Unit

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EXCITATION SYSTEM
The purpose of excitation system is to ensure that the traction alternator demand
matches the capability of the diesel engine throughout its entire speed range. If
adequate control of alternator demand is not provided, one of the following will occur:
If the alternator demand exceeds engine ability, the engine will slow down (bog), with
still further loss of power. The locomotive will be unable to per form its job and
damage to engine may result.
If the alternator demand is less then engine ability, the governor will reduce fuel to
prevent the engine from over speeding, but it will not be possible to utilize the full
rated power of the engine and the locomotive will not be able to pull its rated load.
The excitation system must also impose electrical limits on the main generator i.e.
maximum voltage and current to avoid the possibility of damage to the insulation by
high voltage or excessive current. In the locomotive, the load on the main generator
at any fixed engine speed varies as locomotive track speed increases due to counter
EMF created by the rotating armature of the traction motors. Therefore, the excitation
controls must keep alternator HP demand constant over a wide variation of terminal
voltage.
There are two types of excitation systems.
E Type Excitation system which uses woodward hydraulic governor
Microprocessor controlled Excitation system which uses MCBG (Micro
controller based governor)

Comparison of Analog E Type excitation and control system and

Microprocessor based control system

S.No. Analog Control system with reactors

& magnetic amplifiers.

Digital Control system through

Microprocessor.

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1. Setting of parameters through

potentiometers
Time consuming due to
trial and error method.
Set values changes in
service.
Requires periodical
calibration of
potentiometers and
maintenance of cards.
2. Lot of sequential interlocks (Mechanical)
Require periodical testing
& maintenance in
schedule.
Nearly 23 relays are used.

All parameters can be set digitally (No

potentiometers).
Does not consume time
since one time setting.
Set values does not
change.
No periodical calibration
and maintenance is
required since no
potentiometers.
All the sequential interlocks are
converted in to software logic. (Nearly
60 interlocks)
Only 11 relays are used.
Periodical maintenance
of these interlocks and
relays is reduced.
3. Very few fault indications.
Nearly 250 Fault messages are
Hardly 10/15 fault
available.
indications through LEDs
Detailed fault message
to driver.
is displayed to driver on
screen
4. Load stabilization is through RC (resistor Load stabilization is through software.
capacitor) network.
No bulky capacitors.
These capacitors are bulky
Stabilization timings
and electrolytic in nature.
does not change.
They leakage in service
No periodical checking
and cause poor
since no bulky
stabilization.
capacitors and resistors.
Periodical testing and
maintenance is required.
5. Short term ratings of traction motors is
driver dependent.
Driver should be vigilant while
working in short term Zone during
motoring.
During Dynamic brake above 85
KMPH, driver should restrict the
load meter reading below 650
amps.

The Microprocessor control system

automatically takes care of this
timings and currents and Traction
Motors are protected against short
term ratings.

6. Only one defective traction Motor can be Up to 5 Traction Motors can be

isolated.
isolated.
In case of emergency loco can be
moved as Light engine with one
motor.
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7. No safety to Traction Motor during TM

isolation against overload. Remaining
Traction Motors may get over loaded
thereby reducing the life of Traction
motors.
8. Power reduction is not proportional to
amount of wheel slip.
Based on Differential
voltage sensing.
Permits wheel slip till the
difference of voltage is
reached between any pair
of motors.
Delayed corrective action.
False indication of wheel
slip due to electrical
problems.

Automatic power restriction based on

Traction Motors isolated.
Other motors work in safe limits of
currents and traction motors are
protected.
Power reduction during wheel slip is
proportional to amount of wheel slip.
Based on differential of
wheel RPMs.
Detects wheel slip with
5-7 RPM difference
between any wheel to
any wheel.
Corrective action in
steps from the early
stage itself.
Only physical wheel slip
is indicated as wheel
slip.

E Type Excitation system

The type E excitation system controls exciter field current, the exciter output in turn
controls traction alternator output. The system provides the functions of current limit,
horse power and voltage limits of the alternator at each of the engine speeds. The
alternator output 3 phase ac is rectified to DC by a 3 phase rectifier. The alternator rectifier (here onwards called as A-R) set output feed the traction motors.
A-R Load Curve
The required performance is shown by a typical curve in F i g . 1 for 8th notch
operation (full power). The slightly rising line from the origin of the curve from A to B
is known as IR line. This represents the voltage obtained at various A-R currents with
the motors connected, but with train at stand still.
The portion of the curve denoted by line BC is the current limit for A-R. The currents
in excess of the value shown by this line would produce excessive slippage while
starting the train.
.
The current and voltage combination represented by points along the line CG
indicate a constant rated engine horsepower. The voltage and current to the right of
this line would represent an overload on the diesel engine. If the excitation system
allows tooverload the engine, then controlled operation could not be obtained.
The dotted line represents the characteristic by the excitation system to
approximately full engine HP. The system tolerance (2.5%) are such that actual A-R
demand may fall anywhere in the band shown, meaning that in some instances,
demand may slightly exceed normal engine ability. When this occurs, A-R demand
may be trimmed to meet the actual engine ability by the load control potentiometer
actuated by engine governor.
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The nearly horizontal line GH at the top of the curve indicates the maximum voltage
line. This voltage is selected so that all normal operation will be below the voltage at
which the rotating equipments becomes subject to flashover.

Family of Notch Curves

F i g . 2 shows the family of curves representing the A-R demand from first notch to
8th notch as developed by excitation system. The actual position of each curve is
determined by an engine speed signal fed to the excitation sys tem. When the engine
accelerated from one notch value to next higher notch, the A-R current increases
smoothly until it reaches next notch value as the engine gets to the corresponding
speed for that notch.

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Basic Excitation System

The exciter shunt field is fed from the locomotive battery through a network of
resistors and exciter field transistor EFT. The transistor EFT functions as a switch
and it turned ON and OFF 800 times per second by pulses generated by oscillator.
The pulse width modulator (PWM) controls the duration of ON time as compared to
OFF time during each pulse. Thus regulating the average current in exciter field.
PWM responds to several feed back signals as shown the block diagram in F i g .3
A-R output DC current is measured by a special reactor called Armature Current
Control Reactor (ACCR) and the output voltage is measured by a reactor called
voltage control reactor (VCR) . The output of these reactors is fed to the reference
mixer network. Only greater of the two outputs is used at any onetime. When either
ACCR or VCR is greater than reference current, a current is put through main
winding of the pulse width modulator to limit alternator excitation.
The function generator (FG) circuit modifies the output of ACCR in relation to A-R
voltage to produce the constant horse power portion of the 8th notch characteristic
Fig. 2. In the lower notches, the function generator also respond to engine speed to
provide the proper separation of the notch curves.

SYSTEM COMPONENTS
Exciter Generator
The exciter generator is a shunt wound D.C. machine of type 3101AY-1, exactly as
used for battery charging. The generator is mounted on traction alternator gear box
and gear driven by it proportional to the engine speed.
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Excitation Panel (404)

The excitation panel is stainless steel fabricated housing with component parts
mounted on 7 plug in type cards which can be removed for inspection. A
potentiometer is provided on top plate of card to adjust alternator demand.
Oscillator
The oscillator is an AC power supply used to supply power for various control
functions. It operates from a dc input voltage, from the locomotive battery. The
oscillator transformer (OST) has a number of secondary windings to supply A.C.
power to following circuits.

Excitation Transistor (EFT)

Oscillator Feed back.
Pulse width modulator (PWM).
ACCR.
VCR.

The power supply consists of a saturating transformer alternately energized in

opposite directions. Transistors which function as switches, cause, flux reversal in the
transformer core. The oscillator changes dc input to a 400 Hz square wave output.
Armature Current Control Reactor (ACCR)
The ACCR is a measuring device which when powered by an ac source produces a
signal proportional to A-R current. A reactor offers the advantage of isolating the
output circuit from the main high voltage circuit. The A.C. input is fed to ACCR from
secondary of the oscillator.
The A.C. output of ACCR is rectified and fed to mixer circuit.
Voltage Control Reactor (VCR)
VCR is a measuring reactor which provides a signal to mixer circuit to limit main AR
voltage. This reactor also consists of two cores around which is wound one A.C.
winding and two D.C. winding. The operation at this reactor is similar to the operation
of ACCR. The more D.C. current in D.C. winding more A.C. output. The A.C. winding
is connected to one of the secondaries of the oscillator transformer. One D.C.
winding is connected to A-R output through a series of resistors to control the output
voltage. It provides isolation between high voltage of rectifier to the control circuit.
The second D.C. winding is not used in WDG3A Locomotive.
Pulse width modulator (PWM)
The PWM is a self saturating reactor with 5 D.C. windings and two A.C. windings fed
from one of the oscillator secondary. The function of PWM is to control the time, that
the exciter shunt field is excited controlling the main alternator output.
It has two cores with one A.C. winding on each core and 5 D.C. windings on both
cores.
The function of each D.C. control winding is as under.
Exciter suicide and stabilization winding reduces exciter voltage to nearly zero
when GF contactor is open and also provides exciter stabilization when GF
contactor is closed.
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Main excitation control winding fed by the mixer circuit turns excitation off to
maintain proper load.
Wheel slip power reduction winding reduces excitation during the operation of
wheel slip system.
Two other winding are for dynamic braking control which are not applicable
here.

The oscillator secondary winding produces a 400 Hz square wave because of the
diodes the positive oscillator output is across one winding with the negative output
across the other producing 800 pulses per second.

Exciter Field Circuit

The exciter field is fed from the locomotive battery through a network of resistor
EFR1, EFR2, EFR3 and EFR4 and transistor EFT.
Exciter Suicide and Stabilization Circuit
With the throttle in idle position, the alternator field contactor GF is dropped out and
exciter is connected in a suicide circuit through PWM winding. This D.C. current in
PWM winding affects the current in ac winding in such a way that it causes the
transistor EFT to switch OFF and cut OFF current in exciter field.
Mixer Reference Circuit
In the mixer network the signals from ACCR and VCR are compared against each
other and the reference signal. Two outputs are connected in such a way that only
whichever is larger actually supplies the current. The other one then has no effect on
the external circuit. The adjustments are so made that at point F, VCR output
exceeds that of ACCR and the line FG on characteristic Fig. 10 is determined by
VCR output.
Engine Speed Reference
The tacho-generator on the diesel engine generates 3 phase A.C., with the frequency
proportional to the engine speed. This is fed to a saturating type transformer (ESST)
whose secondary voltage is proportional to frequency. This has minimum effect of
either temperature or voltage variation. The ESST output (secondary) is utilized to
provide smooth change of current limit, voltage limit and power limit as the engine
speed is changed from one notch to other.
Engine Load Control
Governor load control potentiometer (LCP) is connected in the circuit through LCR1
& LCR2 resistors. The potentiometer LCP is normally held at minimum during normal
working of engine. In case of excess load on engine LCP moves and a higher voltage
appears at wire 29A passing current through PWM winding reducing the excitation.
Function Generator Circuit
Function generator circuit is develops pulses to control the excitation to match the
engine horse power to the load horse power.
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It is apparent that to generate more voltage we must allow excitation to increase and
to do this, we must turn ON the exciter field for a longer time during each half cycle
than before. This job is performed with the help of function generator.
Corner Point Suppresion Circuit
It can be seen that with no more control than has been described so far, in lower
engine speed notches a value of voltage equal to that of point C (Fig. 10) would have
to be reached before the slope curves CD could begin, but this would tend to crowd
the higher notch power curves close together. The suppression Circuit operates to
fool the function generator circuit into starting action at a lower voltage in the lower
notches so as to separate the notch curves better.

Microprocessor based Control and Excitation System

With the advent of microprocessor based control systems, the locomotive control has
also been modified due to inherent advantages of Microprocessor based systems
over conventional control systems.
Some of the benefits of a microprocessor based control system are as under Improves Locomotive Availability (reduced down times)
Improves Adhesion (Creep Control philosophy)
Improves Engine Utilization (GHP based control)
Reduces Life-cycle Costs
Monitors all Traction Equipment onboard for Safe Operating Margins
Flexibility in parameter settings to adapt to different locomotive types without
changing software

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Voltages, Currents,
Pressures, Temperatures
Contr
ol
Contr
ol
Switches
&
Breakers

D
I
G
I
T
A
L
I
N
P
U
T
S

Analog inputs

Microcontroller

DIGITAL OUTPUTS
Power Contactors,
Relays, Solenoids

F
R
E
Q
U
E
N
C
Y
I
N
P
U
T
S

Tr. Motor
RPMs
Engine
RPM

Block diagram of Microprocessor based control system

MEP 660 Control system of M/s Medha

MEP-660 loco control system is designed to replaces the existing propulsion and Etype Excitation system. Since microprocessor makes all the decisions through
software
control
logic,
it
eliminates
the
need
for
mechanical
interlocking(Sequential/Timing)
The MEP-660 continuously monitors all the input signal in a cyclic manner. If any
change in the digital inputs is noticed by the system, the MEP performs the following
activities:
It selects the output devices to be energized as per the software logic.
It verifies the related feed back signals from safety point weather the
devices can be energized.
It verifies various analog signals like pressures, temperatures etc.
whether they are in the limits.
After all verifications, MEP energizes the required output devices for
that input command.
The MEP-660 has got two programmable PWM outputs. These PWM outputs are
controlled through a set of instructions stored in the microprocessor. These variable
PWMs are connected to two IGBTs.
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One IGBT is connected in the Auxiliary Generator field circuit to regulate Auxiliary
Generator Voltage at the set limit. The (AGAI) A.G armature current sensor and
(BATI) Battery Charge Current sensors continuously monitor the AG armature and
battery charging currents.
The second IGBT is connected in Exciter Field circuit to control the Exciter voltage.
Based on the operating requests by the driver, the MEP-660 computes required
output power from various inputs and accordingly generates PWM signal which
drives the Exciter Field current. Exciter voltage changes accordingly and in turn
Traction Alternator Voltage. Thus traction output power is controlled by MEP-660 to
the required constant HP at each notch. Traction Alternator Voltage and current are
continuously monitored by TAV and TAAI sensors.
During Dynamic Brake operation the MEP-660 controls the Traction Motor field
current to limit the traction motor armature current which is decided by the master
handle position and speed of the locomotive. The limits of TM armature and Field
currents are user settable parameters and the limit values can be entered directly.

Speed
Voltage
Current
GA11

A
C
C
R

FG

VCR
T

T
T

Tr.
Alt

T
T

72V+

GFC

FCP

GFOL

LCR1
LCPV

T.A.
Field
Stab. &
Suicide

Ex
ci

Ex.
Gen
Field

LCR2

EFT

Tacho
GA2

PWM

Excitation control scheme of E type System

Page 127 of 141

72V-

186
Mixr. Ref.

Training manual

ADB2

Speed
Voltage
Current

AD
B3

GA11

TM
AI TM
1 AI TM
2 AI TM TM
3 AI
TM
4 AI
5 AI
6

T
T

VCR
TAV

Tr.
Alt

T
T

A
T
A
C
A
C
R
I

72V+

GFC

FCP

GFOL
EXAI

LCR1

EXFI
T.A.
Field

Ex
ci

LCPV
Ex.
Gen
Field

Micro
186
Processor
Mixr. Ref.

LCPV
LCR2

EFT
IGBT

ESS
Tacho

72V-

GA2

Programmable
PWM
PWM

Excitation control scheme for MEP 660 Control system

Salient Features
Excitation and Auxiliary Generator Control
Continuously monitors Train Line signals (MU signals) and controls excitation
of the Alternator based on the operating requests of the driver.
Measures various analog and digital feedback signals from Traction
equipment and controls Alternator excitation to maintain constant Gross Horse
Power (GHP) load on the Diesel engine.
Ambient temperature correction, altitude correction, and fuel specific gravity
correction provided for site HP calculation.
Control excitation of Auxiliary Generator to maintain constant output voltage
for charging battery and powering auxiliaries, in spite of variation in Engine
speed from IDLE to 8th notch.
Accurate digital PID control eliminates need for potentiometer settings making
the system free of adjustments for life time.
Propulsion and Dynamic Braking Control
Digital propulsion control eliminates various interlocking relays, interlocks and
associated wiring. This enhances reliability of the locomotive and eases
maintenance.

Wheel Slip Control

Improved adhesion from Wheel Creep philosophy.
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Individual speeds of all 6 axles and currents of all 6 Traction Motors are
measured to accurately calculate Wheel Slip.
During Wheel Slip, Alternator excitation is controlled to deliver maximum
possible Tractive Effort depending on adhesion between wheel and rail under
given environmental and track conditions.

Fault Diagnostics and Tolerance

Continuously checks for abnormalities in the functioning of all locomotive
systems. When a fault is identified, preventive actions like isolating subsystem
or limiting power etc. are taken to prevent further damage to the faulty
equipment and other connected equipment without driver intervention. Fault
message and associated restrictions imposed displayed on Display.
Automatic Fault Recovery recognition and intimation to driver
In case of many faults, built in fault tolerance supports continued operation of
locomotive with reduced functionality.
Fault log contains fault messages along with date/time stamps and 90 data
packs consisting of various (about 200) locomotive signals. One data pack per
second is recorded from 60 seconds before declaration of fault to 30 seconds
after it.
Fault viewing and clearing via display or laptop, with 3 different password
protected access levels depending on criticality of faults.
Inputs, Outputs, Sensors

Non-contact Hall effect sensors for current and voltage measurements

All input and output (including PWM output) interfaces locomotive signals of
72VDC are optically isolated, reverse polarity and surge protected. Outputs
are further overload and short circuit protected.
IGBT based PWM outputs for Alternator Excitation Control and Auxiliary
Generator Field Control.
Switch Mode Power Supply with built in protection against reverse polarity,
input over voltage, input over current and short circuit.
Locomotive Equipment Protection
Monitors currents, voltages and temperatures of Engine, Alternator, Traction
Motors, Auxiliary Generator, Exciter, etc and controls them to operate within
set limits. This enhances life of traction equipment, improves reliability and
locomotive availability.
Engine protections like Low water, Low Lube Oil Pressure, High temperature,
mechanical speed limit etc.
Thermal protection for Traction Motors (using thermal modeling) and reduced
Tractive Effort operation when hot.
Programmable Parameters and Display
Various user programmable parameters can be set via a Laptop. System has
been customized to various types of locomotives with different types of
Traction equipment without software changes.
256x64 Graphical VFD display with 24 key Membrane keypad for multilingual
support.
Menu driven user selectable continuous display of various groups of operating
parameters on the Display Unit.
Event Recorder
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Built in Event Recorder for recording operational parameters of locomotive in

both internal (short and long term memories) and external memory.
Statistics like lifetime counters, trip counters and notch-wise counters for
energy generated, distance traveled and engine run time.

Other Features
Vigilance Control (Driver Alerter) to ensure driver alertness
USB port to downloading and programming all data like Event Recorder data,
fault data packs, Locomotive Health Data, Steady State information
data, customizable parameters, etc.
Manual and auto test modes to help maintenance staff identify faults.
Self load test with dynamic brake resistors as electrical load for verifying
functioning of Engine and Alternator.
Automatic Emergency Brake to avoid runaway train on steep gradients.
Compressor control based on Main Reservoir pressure.
Extended Dynamic Braking range with additional contactors.
Pre-lubrication and post-lubrication for enhancing Engine life.
Fixed set speed operation for automatic loading/unloading operations.
Automatic Flasher Light Control in case of train parting etc.
Fire Alert Alarm in case of Fire hazards.
Maintenance free equipment with plug-in modules for ease of servicing.
Wiring and Control Cabinet components minimized for higher reliability.
Add-on Modules / Features .
Automatic Engine Start Stop or Auxiliary Power Unit, Power Setter and Low
Idle functionality for Fuel savings.
Remote Monitoring of Locomotives for health status, faults, etc. using wireless
communications and Internet Server.
Distributed Power Control Enabled for future addition.
Computer Controlled Brake System interface.
LCD Driver TFT Display interface.
End of Train Telemetry.
Technical Specifications
Power Supply
: 40 to 100VDC
Digital Inputs

: 144 inputs for interfacing 72VDC signals. Optically

isolated, reverse polarity and surge protected
Frequency Inputs : 6 inputs for Traction Motor speed and 2 for Engine speed
and 8 spare inputs
Analog Inputs
: 40 inputs for interfacing Analog signals. Optically
isolated
Digital Outputs
: 64 outputs for driving 72VDC loads. Optically isolated,
reverse polarity & surge protected, overload and short
circuit protected.
PWM Outputs
: 2 outputs for Exciter and Auxiliary Generator field control
Analog Outputs

: 4 Current Outputs & 4 Voltage Outputs. Optically isolated

Fault Log Memory : 700 faults with Date/Time stamps and Fault Data Packs
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Communication
Ports

Display
Keyboard
Interconnections
Protections

RS485 Port for Display Unit interface

RS485 Port for Electronic Governor MEG 601
Comm.
RS485 Port for LCD TFT Driver display interface
RS485 Port for Electronic Air Brake system
interface
RS232 Port for On-Line Data Log
RS232 Port for External Memory Card Interface
CAN comm. port for Distributed Power control
interface
CAN comm. port for Spare
USB Port for Configuration upload
USB Port for Fault Data, Locomotive Health Data
and Event Recorder Data download with LAPTOP
USB Port for Fault Data, Locomotive Health Data
and Event Recorder Data download with Pen Drive
/ : 256 x 64 Graphical Vacuum Fluorescent Display with
24 key Membrane keyboard
:

: Polarized MS Round Circular Threaded Connectors or

Bayonet Connectors
: EMI, EMC, and ESD protections

Display
Comm. Ports

Digital inputs

Cont.Des

Digital
outputs

Control Panel

A
D
B
1
A
D
B
2
A
D
B
3
A
D
B
4
R
D
B

AGFI
AGAI
AGAV
BATI

BANGI
EOT
AAT
MRPR

TM1AI
TM2AI
TM3AI
TM4AI

TM5AI
TM6AI
BATV
APR

TAAI
TAV
EXAI
EXFI

LCPV
BKCPV
TANGI
EWT

BPP
BCP
LOP
BAP

FOP
B.Tmp.
Spare
Spare

WRPM1 WRPM5
WRPM2 WRPM6
WRPM3 ESS
WRPM4 Spare

Schematic for MEP 660 Control system

Page 131 of 141

Current sensor

Voltage sensor

Pressure Sensors

TM
Speed
sensor

Training manual

List of Items not fitted in microprocessor control system locomotive

Sl.No. Description
1 WSR1, 2,3
2 TDR
3 GFOLR
4 WSRR1, 2
5 VRCLS
6 VRP
7 ECP
8 TRP
9 ESTABP
10 TET
11 ACCR
12 ER-15
13 ER1, 2,3
14 OVDR-1, 2
15 BKER 1,2
16 WR-8, 9, & 10
17 TGLR
18 EXCP
19 TECHOGENERATOR
20 AXLE GENERATOR
21 P/L TECHOGENERATOR

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SAFETY DEVICES
Safety devices play a very important role in the diesel locomotive to avoid extensive
damage of engine components as well as transmission components. Among the safety
devices, some are to ensure safety of the engine components and the diesel engine and
rests are for safety of the transmission.
1. Low Lube Oil Switch
This safety device is provided to protect the engine against low lubricating oil pressure.
When the lubricating oil pressure falls below 30 psi (2.1 kg/cm2) the oil pressure switch
changes status and the governor senses it to shuts down the engine. The engine start
light comes on; low lubricating oil pressure indicating light (green) comes on.
2. Hot Engine Alarm
The Variable speed drive for radiator fan is the first protection against the increase of
jacket water temperature. This device is used to keep the cooling water temperature
within permissible limits. At predetermined temperature it starts first the radiator fan to
run at medium speed, then at faster speeds, and finally brings the engine to idle if the
radiator fan can not control the temperature.
3. Hot engine safety circuit
Engine temperature sensitive switch, ETS, closes when the cooling water temperature
rises above 840C (1850 F). The hot engine indication light (red) comes on. The switch
generates signal through which a command is given to run the engine at idle speed, also
the alarm gong comes on.
4. Low Water Level Safety
This safety device is provided against low cooling water level. If the cooling water level
drops to a predetermined level the alarm sounds and the engine shuts down. The LWS
gives command to governor to shut down the engine and generates audio and visual
alarm.
5. Ground In Power Circuit
The ground relay, GR, is energised whenever insulation resistance between main
generator circuit and ground goes down. The Ground Relay cuts off the field supply to
alternator and cuts off supply to the motors. The Governor is given command to run the
engine at idle speed and an audiovisual alarm is generated.

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6. Wheel Slip Protection

Whenever wheel slip relay WSR1 or WSR2 or WSR3 is energised wheels slip buzzer
sounds. Wheel slip light comes on. By closing WSR1 or WSR2 or WSR3 interlocks the
PWM main turn off winding in the excitation system is connected across battery source
and the generator power is reduced.
7. M.U.Stop Button / Switch
When it is desired to stop all engines working in multiple unit operation, this emergency
stop button is pushed.
8. Pneumatic Control Switch
This switch (PCS) trips during emergency brake application, train partition, vigilance
control device being not minded by the driver at the specified time etc. When PCS trips,
engine speed and power returns to idle through the governor speed circuit.

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Trouble shooting

A considerable portion of road troubles are experienced due to some defects in

electrical components and machines, which can be rectified with very little effort. In some
of the cases they are temporarily attended to save the road failure of the locomotive. As
the road troubles may lead to blockade of section, it would be very much helpful if the
fault is rectified on road (temporarily or permanently) at the earliest and the stalling of
rolling stock could be avoided.

Troubleshooting is a systematic method of locating the cause of trouble. An

unserviceable locomotive will be reported for repair with vague complaints about its
malfunction, and the repairman will be expected to diagnose the trouble. He soon
learns that a certain symptom is caused by one of several things. Then he checks
these things to determine which is at fault. This section gives some of the more
common malfunctions of the locomotive and lists their likely causes. It is intended to
serve only as a general guide, since specifications for each piece of equipment vary.
Although locomotive trouble usually shows up in engine operation first, the
trouble source often is not in the engine. Troubles in the fuel system, air system, and
electrical system affect all phases of locomotive operation and cause the engine to
run unevenly or not at all. Improper lubrication and cooling are other common
sources of trouble.
TROUBLES
Road troubles may be classified in two categories:
1. Failure of component, which can not be rectified, but can be temporarily attended or
by-passed to save or avoid a road failure.
2. Troubles due to accumulation of foreign particles like dirt, dust, etc, which leads to
erratic or non-operation of the respective circuit and component. These faults can be
rectified en-route, if they are pin-pointed.
Road troubles are experienced in three stages:
1. When the engine is dead and one driver is taking over charge.
2. Engine is idling, when driver is taking charge.
3. Fault or trouble is experienced while loco was hauling the load.
Troubleshooting of the locomotive problems in genralised form is as under.

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FAULTY ENGINE OPERATION

Trouble with the engine's operation can arise from many things. Satisfactory
operation depends upon good compression pressure and the injection of the proper
amount of fuel at the right time. Loss of compression or faulty injector action can
cause lack of engine power, uneven running, excessive vibration, and a tendency to
stall when idling. The following troubles, with lists of possible causes and remedies,
are given to assist the mechanic in diagnosing engine trouble and correcting it.
1. Refuses to start. If an engine fails to start, it usually means either weak batteries
or insufficient air pressure. Loss of compression is often caused by dry pistons
and a small amount of oil should be introduced into the cylinders. If the engine
still fails to start, check the fuel system for air locks. An air lock in the low
pressure pipeline can be cleared by opening the priming valve on the pump; in
the high pressure pipeline, by slacking back the delivery pipe union nut at the
injector while the engine is turned over a few times.
When poor starting gets worse, it is probably caused by valve trouble
and maintenance is the only remedy. At temperatures below 32 F., check cold
weather starting aids.
2. Irregular running. Several defects can cause irregular running. Some of these
are an engine valve sticking open, dirty atomizers, air in one of the highpressure injector pipes, a sticky fuel pump delivery valve, and water in the fuel
oil.
3. Uneven running and excessive vibration.
a. Faulty injector timing or rack setting.
b. Insufficient fuel supply.
c. Hunting governor. Remove all the bind from injector control rack operating
shaft mechanism.
d. Cooling water temperature too low. Check thermostats.
e. Valves in bad condition. Check compression pressures.
f. High exhaust back pressure. Check exhaust pressure at exhaust manifold.
g. One or more cylinders cutting out. Determine which cylinders are cutting out,
check valve springs for the bad cylinder, and replace injector with a new one.
Check compression.
h. Water in fuel system.
4. Stalling.
a. Idling speed too low.
b. Cooling water temperature too low.
c. Too sudden application of load at low speeds.
d. One or more cylinders cutting out.
e. Governor is hunting (overcompensating). Remove the bind from injector
control rack operating shaft mechanism.
f. Choked fuel oil filters.
g. Unsatisfactory injectors. Replace with reconditioned injectors.
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h. Improper governor adjustment and governor linkage incorrectly set.

i. Air in fuel system. Inspect system for leaks.
5. Loss of power.
a. Injector racks not properly positioned.
b. Faulty injector timing.
c. One or more cylinders cutting out.
d. Air filters choked.
e. Insufficient fuel supply.
f. Choked fuel oil filter.
g. Air in fuel system.
h. Unsatisfactory injectors.
i. Improper governor adjustment.
j. Loss of compression.
6. Will not shut off.
a. Gradual development of the condition in normal operation is usually caused
by misalignment of external control linkage. When a stop is attempted, the
engine continues to run somewhat below idle.
b. Diluted oil in air boxes and hot engine.
7. Engine knocks (detonates).
i

Because of the diesel's high compression, its characteristic sound is sometimes

mistaken for knocking. To detect true knocking, place a screwdriver or bar
against the engine with the other end to the ear, and listen to engine sounds at
various positions. Hammering in a diesel can be caused by either fuel or
mechanical knocks. If a hard metallic knock indicates detonation in one or more
cylinders, the engine should be immediately stopped to prevent serious damage
from the excessive pressures accompanying detonation. Detonation is caused
by the presence of fuel oil or lubricating oil in the air charge of the cylinders
during the compression stroke. The engine should be checked for:
a. Leaky injectors.
b. Leaking fuel connections in cylinder head.
c. Crankcase dilution due to fuel leaks.
d. Leaky blower housing gasket.
e. Leaky blower oil seals.
f.
Control rack improperly adjusted.
g. Hydraulic valve lash adjusters sticking.

ii

Mechanical knocks may be caused by loose or worn pistons, piston pins,

bearings, blowby, or loose flywheel. In a two-cycle engine, knocking will be
heard from a loose connecting rod bearing because of the downward pressure
on the piston both on the upstroke, compression, and on the downstroke,
combustion. To isolate connecting rod knocks, hold down on the injector
plunger, cutting out injection on the cylinder suspected; then any loose bearing
will be heard.

8. Does not turn over.

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a.
b.
c.
d.
e.

Battery and control switches open.

Battery or control fuses blown.
Battery weak.
Electric connections poor.
Engine start switch defective.

9. Turns over but does not fire.

a.
b.
c.
d.
e.
f.

Fuel supply exhausted.

Fuel lines broken or fouled.
Fuel lines air bound.
Fuel filter plugged.
Emergency fuel shutoff closed.
Fuel pump not running; check circuit.

10. Stops.
a.
b.
c.
d.
e.
f.
g.

Fuel supply exhausted.

Fuel line broken or fouled.
Fuel filter plugged.
Lubricating oil pressure low.
Engine obstructed. Bar engine over to see that it is not blocked.
Faulty governor or throttle linkage.
Governor inoperative. Check fuel racks.

11. Overspeeds.
a. Faulty governor.
b. Improper fuel pumps rack setting.
c. Overspeed trip setting.
12. Overheats.
a.
b.
c.
d.
e.
f.
g.
h.

Water low. Check for leaks; refill.

Radiator plugged.
Lubricating oil not cooling properly.
Fan not operating properly.
Heat exchanger (lubricating oil cooler) plugged.
Shutters closed.
Engine overloaded.
Water hose collapsed. Replace it.

13. Races before picking up load. Main generator field defective. Excitation fails to
build up properly.

LOCOMOTIVE OPERATION
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The locomotive:
1. Does not move with engine running and throttle open.
a. Brakes not released.
b. Battery and control switches open.
c. Electric connections poor.
d. Reverse lever in neutral.
2. Moves very slowly.
a. Drag too heavy. Cut off cars.
b. Brakes not fully released.
c. Main generators not delivering full power.
3. Remains in low speed.
a. The traction motor not making transition.
b. All traction motors not operating.
4. Moves with throttle off. Throttle valve stuck open. Close by hand or open control
switch and apply brakes.

TROUBLE DEVELOPS WITH MOTOR

In case of trouble with traction motors, ensure that:
a. Bearings are in good condition.
b. No mechanical obstruction prevents rotation. Shaft turns freely.
c. All bolts and nuts are tightened securely.
d. Correct voltage is actually available at the motor terminals. Voltage drop must
not be more than 10 percent of rated voltage.
e. Fuses are good and connections are tight.
f. The brushes make contact with the commutator and do not bind in brush
holder.
g. Armature or frame is not grounded; check with a megohm-meter.
DIRTY EXHAUST
Black smoke will always appear when the engine is greatly accelerated and blue
smoke is common on starting. It is necessary, therefore, to run the engine for a while
at low speeds and under loads before assessing the exhaust.
Dense black smoke means incomplete combustion of the fuel, perhaps due to
overloading of the engine or to a delivery valve at the fuel pump being stuck open
and too much fuel entering the cylinder. Grey smoke is caused by bad injection
timing or dirty sprayer nozzles. Blue smoke indicates excess lubricating oil burning in
the combustion chamber. The excess oil may be due to an overfilled sump or a faulty
piston ring.
BATTERY DOES NOT CHARGE
a. Blown battery or charging generator fuse.
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b. Faulty electric circuits.

c. Faulty generator brushes.
AIR PRESSURE
1. Does not build up.
a. Main reservoir drain valve open.
b. Brake pipe angle cock open.
c. Pilot valve stuck open.
d. Unloader valve stuck open.
e. Compressor belts slip or are broken.
f. Faulty compressor.
2. Builds up slowly.
a. Long train requires longer time to charge.
b. Compressor belts slipping.
c. Unloader valve stuck open.
d. Broken pipe or loose fittings.
e. Faulty governor.
BRAKES
1. Low braking power.
a. Too much brake cylinder piston travel.
b. Faulty piston.
c. Worn brakeshoes.
d. Low brake cylinder pressure.
e. Broken brake cylinder pipe.
2. Brakes hold after release application. Brake pipe under-charged or faulty
distributing valve.
3. Brakes reapply after regular release.
a. Brake pipe overcharged. Make partial brake application and return handle to
running position.
b. Faulty feed valve.
4. Brake cylinder pressure too high. Feed valve stuck or distributing valve sticks.

LUBRICATION
1. Lack of pressure.
a. Oil supply in crankcase low.
b. Crankcase oil diluted.
c. Wear on crankshaft or connecting rod bearings.
d. Lubricating oil pump relief valve sticking.
e. Oil cooler choked.
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f. Oil pump screen choked.

g. Oil pump drive inoperative.
h. Oil lines choked, improperly tightened, or leaking.
2. High temperature.
a. High cooling water temperature.
b. Clogged oil cooler.
c. Oil cooler bypass not operating.

Page 141 of 141

OPERATING MANUAL

Page 1 of 117

WDG3A is a Diesel electric Locomotive built using ALCO 16 cylinder Engine coupled to
an Alternator. The output of the alternator is fed through a rectifier to the DC Traction
motors which drive the wheels through pinion and gear.
Brief description of the equipments has already been given in previous sections. In this
section we will study in brief the operation procedure of the locomotive. First let us get
familiar to the equipments used to drive and stop the locomotive
CONTROLLER OPERATING HANDLES
SELECTOR CUM THROTTLE HANDLE
Has an IDLE or O position and eight running notches. Its position is shown by
indicator above handle.
1. Advance throttle handle completely into each succeeding notch. Do not leave it
halfway between notches, It is advisable to leave throttle handle in each notch for a
few seconds before advancing.
2. The throttle handle can be returned to idle as rapidly as desired.

REVERSE HANDLE
Has three positions Forward, Off and Reverse for selecting the desired direction. Move
handle in same direction as desired for locomotive movement. Centre position is Off.

MECHANICAL INTERLOCKING. BETWEEN HANDLES THROTTLE HANDLE

Can be moved from Idle position only with selector handle in 1, 2, 3 or 4 and reverse
handle installed.
REVERSE HANDLE
1.

Can be moved only when throttle handle is in Idle and the

2.

Can be installed or removed only when in Off position.

PREPARING FOR OPERATION

BEFORE BOARDING
1. Check fuel supply.
2. Check proper positioning of angle cocks and shut-off valves, also for liquids leaking
from external piping.
3. Check for loose or dragging parts.
4. Drain condensate from main reservoirs, air compressor intercoolers, control air
reservoir and J filter.

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IN ENGINE COMPARTMENT
1. Inspect to see that no rags/tools, lanterns, etc. are near shafts, belts, or other
moving parts or electrical apparatus. Never use waste on the locomotive.
2. Lubricating oil drain valves must be closed.
3. Check the diesel engine lubricating oil level. Bayonet gauge should show oil between
the high and low marks.
4. Cooling water drain value must be closed.
5. Check the quantity of water in the cooling water system. The level indicator attached
to the water expansion tank should show water at all times.
6. Check oil level in governor sight glass. Oil must show in sight glass at all times.
7. Check to be sure control air, air compressor governor and unloader cut-out cocks
are open.
8. The engine overspeed trip handle must be in the vertical position, which indicates
the overspeed trip is set. See Diesel Engine Overspeed for reset instructions.
9. Check the compressor oil level. Maintain the oil level at the full mark on the bayonet
gauge with the engine shut down.
10. Check sand supply.

STARTING DIESEL ENGINE

1. Close battery switch located in the main compartment / hood.
2. Close MB1and MB2 breaker located on control panel.
3. Close MFPB and FPB breaker on the control desk. Toggle MU switch located on
control desk to RUN position.
4. Toggle switches on Control Desk to operate lights.
5. Move throttle to IDLE.
6. Move reverser and selector handles to Off.
7. The ground relay cutout switch must be closed and the ground relay indicating
pointer must not be over the red dot. If tripped, see Ground Relay instructions.
8. Allow pressure to build up to 3.5 + 3 Kg./cm2 on fuel oil gauge mounted on gauge
panel. Starting indicating light located directly over start button will light until engine
is started and oil pressure closes the pressure switch.
9. Push Start button to crank engine. Hold push button till engine is cranked.
10. Do not discharge battery with repeated attempts to crank. If the first two or three
attempts are not successful, recheck starting procedure.

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11. Check lube oil pressure gauge on gauge panel for 2.2Kg./cm2 minimum pressure.
12. Close crankcase-exhauster breaker (CEB) located on control stand in the operating
cab. Close all other circuit breaker on drivers desk.
13. Turn engine control switch (ECS) located on control panel to RUN
BEFORE MOVING A TRAIN WITH IRAB-1 AIR BRAKE EQUIPMENT.
1. Install brake valves handles and reverse lever.
2. Check main reservoir air pressure.
3. Check control air pressure - normal 5 Kg / cm2
4. Place M.U. 2B valve in Lead position.
5. Place 3/8 brake pipe cutout cock located at the brake valve in Open position on
brake stand to be operated.
6. Place 3/4 brake pipe cutout cock in open condition.
7. Make independent brake application. Release hand brake.
8. Test sanders.
9. Place air brake pipe and cock located at the ends of the locomotive in open position
at connection end.
10. Have at least 1200 F water temperature, if possible, before notching up.

OPERATING PROCEDURE
MOVING A TRAIN
1. Close generator field switch (GFCO) on control desk.
2. Move reverse handle to Forward or Reverse position depending on direction
desired.
3. Release brakes.
4. Open throttle.
STOPPING A TRAIN
Move throttle handle to Idle and apply brakes. If leaving drivers position, reverse
handles to Off.
REVERSING LOCOMOTIVE
1. Bring locomotive to a full stop.
2. Move reverse handle to opposite direction.
3. Release brakes.
4. Open throttle.
SHUTTING DOWN DIESEL ENGINE
1. Open generator field switch.
2. Move engine control switch to Idle position.

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3. Press Stop button located on the control stand.

4. Apply hand brake and release air brakes.
5. Open all other switches and circuit breakers at drivers control stand.
6. Open battery switch.
MULTIPLE UNIT OPERATION
When operating units with different minimum continuous speeds, the driver must not
operate the units below the minimum continuous speed of any one unit in multiple. See
operating without Loadmeter.
COUPLING UNITS EQUIPPED WITH IRAB-1 BRAKE EQUIPMENT
ON ALL UNITS
1. Engage couplers.
2. Connect air hoses and multiple-unit jumpers between units.
3. Open air line cutout cocks.
ON LEADING UNITS
Position all switches, breakers, and cutout cocks the same as for single unit operation.
ON TRAILING UNITS
1. Close all circuit breaker on control panel
2. Start diesel engine as in the single unit operation.
3. Move ECS to RUN position.
4. Open main control breaker (MCB) and GFCO switch
5. Throttle handle must be in IDLE.
6. Reverser handle must be in Off
7. Reverser handle must be in Off and removed.
8. Move independent brake valve and automatic brake valve handles to Release
position. Handles may be removed in these positions.
9. Place MU-2B valve in to Trail position.
10. Move brake valve cut out valve to Cutout position.
11. Place 3/4 brake pipe cut out cock in closed condition.
AUTOMATIC TRANSITION
When starting the train, move the throttle control. This permits automatic transition to
take place at Predetermined locomotive speeds during acceleration or deceleration.
WHEEL SLIP
1. A warning buzzer indicates wheel slip. The occasional wheel slip will be corrected by

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automatic power reduction and smooth reapplication.

2. Upon repeated slip indication, apply sand.
3. If this does not correct slipping, reduce throttle.
4. When a spinning slip develops, it cannot be arrested by sand application. Throttle
must be reduced until spinning stops, then manually apply sand and reapply power.
5. The loadmeter is another means by which wheel slip may be detected. A sudden drop
of the loadmeter pointer or an abnormally low reading may be an indication of wheel
slip.
6. The speedometer may indicate wheel slip, if, suddenly shows an increase in speed or
reads abnormally high.
7. A continuous wheel slip warning may indicate a locked axle. Check should be made
to ensure free rotation of all wheels.
OPERATING WITHOUT LOADMETER
If the load meter becomes in-operative, the approximate minimum continuous speed at
which the locomotive may be operated in the eight notch is 20.5 KMPH.
RECOVERY OF BRAKE AFTER PENALTY APPLICATION
1. Place brake valve in Release position.
2. Close throttle to idle
3. Release brakes

Page 6 of 117

MISCELLANEOUS OPERATING INSTRUCTIONS

CHANGING OPERATING ENDS IRAB-1 BRAKE EQUIPMENT
ON UNIT BEING CUTOUT
1. Make a full service application with automatic brake valve.
2. Place brake pipe cutout cock in Cutout position. Move automatic brake valve to
Release it position.
3. Place MU - 2B valve in TRAIL position.
4. Move independent brake valve handle to Release and remove handle.
5. Place reverse handle in OFF position and remove. To do this, and throttle in
IDLE.
6. On drivers control desk, open the control breaker and generator field switch leaving
the fuel pump breaker (FPB) and master fuel pump breaker (MFPB) closed. If the
FPB or MFPB is opened, the engine will shut down.
ON UNIT BEING CUT IN
1. Insert reverse handle in controller and leave in Off position.
2. Move independent brake valve to its Full Application position.
3. Place brake pipe cutout cock in Cut in position.
4. Move automatic brake valve to Release Position.
5. Place MU-2 B valve in Lead position.
6. Close control and MFPB and FPB on Drivers control desk.
7. Close GFCO switch located on control desk.
8. Open FPB and MFPB on Drivers control desk on unit being cot out.
9. Open GFCO switch on the control desk of on unit being cut out.
10. Release independent brake.
DYNAMIC BRAKING OPERATION
APPLICATION
The driver controls the application of the dynamic brake with the selector cum Throttle
handle-After full handle position has been reached, the brake is automatically regulated
to develop maximum available braking effort at any speed without manual attention. The
selector cum throttle handle must be advanced slowly through the braking range, if
braking current builds upto rapidly, hesitate advance (do not back off) until current is
steady. Any effort to manually reduce the braking current would probably cause a
Hunting condition. When advancing the selector handle into the braking range, the
engine speed will increase to 4th throttle notch thereby providing additional cooling for the
traction motors. The operation and effect of the dynamic brake on the train is similar to
that of the locomotive independent air brake, braking effort is applied to the locomotive
only. The same precautions for bunching the slack and preventing slack Runout are
required.

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DYNAMIC BRAKING LIMITS

At 88 KMPH maximum braking must be reduced manually to the yellow dot on the
loadmeter.
TO APPLY DYNAMIC BRAKING
1. Move throttle to Idle.
2. Have reverse handle in forward or reverse depending on direction of motor.
3. Move selector cum throttle handle to Off and then to B in the braking range.
Loadmeter pointer will show slight movement.
4. Bunch train slack by advancing selector cum throttle handle cautiously into the braking
range. Do not allow loadmeter pointer to exceed the first white line on the green
scale until all slack is bunched.
5. After slack is bunched advance selector cum throttle handle slowly into braking
range until the desired braking effort is reached. If maximum braking effort is desired
move handle to its full On position. Make handle movements slowly.
6. The amount of braking effort obtainable varies with the train speed. To obtain
maximum braking performance the selector cum throttle handle must be moved to its
full On position. With the selector cum throttle handle in its full On position, the
braking effort will increase as the speed decrease until it reaches maximum value. It
will maintain this maximum value for a few KMPH after which it will gradually fall off
to reach 0 at 0 KMPH.
7. It is premissible to start from a standstill on a down grade with the dynamic brake
applied.
8. When braking a heavy train on a severe grade, the maximum dynamic braking may
not be sufficient to hold the desired train speed. An application of the automatic air
brake may be used in addition to the dynamic to maintain desired train speed. The
dynamic braking interlock will hold the locomotive brakes released for any position of
the automatic brake valve other than emergency. See Air Brake Equipment.
RELEASE OF DYNAMIC BRAKES WHEN NOT USING AIR BRAKES
1. Reduce braking slowly; pause when the loadmeter pointer is at the first white line
on the green scale to prevent slack run out.
2. Handle can now be moved to Off or into motoring.
RELEASE OF DYNAMIC BRAKES DURING AUTOMATIC AIR BRAKE APPLICATION
To maintain desired speed on severe grades, an application of the automatic air brake
may be used to supplement the dynamic brake.

Page 8 of 117

However, no automatic air brake application except emergency, is possible on locomotive

while using dynamic brakes. Flat wheels may result on the locomotive if independent air
brake is applied while using dynamic brakes. When releasing the dynamic brake after
an automatic air brake application has been made, move the independent brake valve
handle to quick release position, and then move the selector cum throttle handle to off
position. The independent brake valve handle may now be released. After the operation
the independent brake on the locomotive may be applied if desired.
CAUTION :
If the dynamic brake is released before moving the independent brake valve handle to
quick release a rapid locomotive brake cylinder pressure built-up will occur possibly
resulting in locked axles and consequently flat wheels.
RELEASE OF DYNAMIC BRAKE WITH AN EMERGENECY AIR BRAKE APPLICATION
In an emergency air brake application, whether initiated by the brake vans handle or
from the train, the dynamic brake will automatically be cut out and an emergency air
brake application will be made on locomotive as well as on the train. Under these
conditions the drivers should return the selector handle to off position as promptly as
is consistent with operating instructions.
CUTOUT OF DYNAMIC BRAKES
1. If the engine control switch is turned to IDLE, dynamic braking on that unit will
be inoperative.
2. Cut out dynamic brake only when selector cum throttle handle on the controlling
unit is Off. This avoids surges on the equipment and on the train. For the same
reasons, dynamic brake must not be cut in, except with selector handle on the
controlling unit is Off position.
DYNAMIC BRAKING WITH LEAD UNIT IDLING OR SHUT DOWN
The loadmeter will not operate. When lead unit is cut out, keep engine idling if conditions
permit. This maintains battery charging, air pressure, engine temperature etc. For
conditions in lead unit see Operating with lead unit idling or Shut Down.
DUAL CONTROL
Two operating control desk are applied in the same cab with the fuel pump breaker,
control breaker and generator field switch wired in series. Therefore, where these
breakers and switches are referred to in the operating instructions, they must be
operated at both control desk in order to obtain the desired function.
BRAKING WITH POWER
1. Gradually apply automatic brake for light brake pipe reduction.
2. Release locomotive brakes by moving independent valve handle to the Quick
Release position.
3. Reduce throttle to maintain loadmeter pointer in green band of motoring scale as
train speed decreases. Move throttle to Idle before train comes to a dead stop.

Page 9 of 117

FASTER AIR PUMPING

1. Generator field switch located on Drivers control desk must be Off.
2. Reverse handle must be Off position.
3. Open throttle as desired up to notch 5.
If the compressor governor cuts out after a short interval of pumping it is indicative that a
higher engine RPM is being used than is necessary for the air being consumed.
OPERATING THROUGH WATER
Do not exceed 5 KMPH if there is water above the railhead. Do not pass through water
over 100 mm above railhead.
PASSING OVER RAILROAD CROSSINGS
The severe mechanical shocks received by traction motors when passing over railroad
crossings at high speed may cause the brushes to bounce and flash-over the traction
motors. At high speeds, reduce to one half throttle or below while locomotive passes over
the crossing. This is not necessary at low speeds. It is also desirable to reduce dynamic
braking at high speeds over crossing for the same reason.
TAKING DIESEL ENGINE OFF THE LINE IN MU OPERATION
Turn the engine control switch to Idle position. If it becomes necessary to stop the
engine, press stop button on control desk and open the fuel pump, and exhauster
breakers on the control desk.
PUTTING DIESEL ENGINE ON THE LINE IN MU OPERATION
If the engine has been shut down, start in usual manner. Turn engine control switch to
Run position. However, it is advisable to allow engine to warm up to at least 1200 F
before putting the engine on-the-line.
TOWING DEAD LOCOMOTIVE
DEAD LOCOMOTIVE CAN BE HAULED AS PIPED VEHICLE ONLY. NO BRAKE
APPLICATION ON DEAD LOCOMOTIVE IS AVAILABLE
If is recommended that brake equipment on each unit of a dead multiple unit
locomotive which is not in multiple with a live unit should be set up as a single dead
unit as follows :
1. Place directly behind a live locomotive if brakes are required to operate on the dead
locomotive and connect all hoses.
2. Drain all air from main reservoirs and air brake system.
3. Place automatic and independent brake valve handles in Release position.

Page 10 of 117

4. Set MU-2 B valve in Dead position.

5. Place throttle in Idle, selector and reverse handles in Off position. Remove
reverse handle.
6. Connect brake pipe hose.
OPERATING WITH LEAD UNIT IDLING OR SHUT DOWN
To operate with lead unit idling, turn engine control switch to Idle. Operate in usual
manner, however, loadmeter will be inoperative. See Operating Without Loadmeter. To
operate with lead unit shut down.
1. Turn engine control switch on lead unit to Idle.
2. Close battery switch on lead unit.
3. Close main control negative and battery breakers on the lead unit, control
compartment panel and lighting breakers only as required.
4. Open all other circuit breakers on lead unit controI compartment panel.
5. Close control breaker, fuel pump breaker and generator field switch on lead unit
drivers control desk.
NOTE: With engine dead, battery charging generator ceases to function. The battery
voltage will weaken enough in a few hours to prevent further locomotive operation. In all
cases, above conditions in trailing units are the same as normal.
OPERATING WITH DEAD BATTERY ON THE LEAD UNIT (Without Headlight)
ON LEAD UNIT
1. Turn engine control switch lead unit to Idle.
2. Open battery switch on lead unit.
3. Open all circuit breakers on control compartment panel.
4. Open fuel pump and control breakers and close generator field switch on drivers
control desk in lead unit.
5. On anyone of the trailing units, close fuel pump and control breakers.
6. Dynamic brake cannot be used.
OPERATING WITH DEAD BATTERY ON THE LEAD UNIT (With Headlight)
ON LEAD UNIT :
1. Turn engine control switch to idle.
2. Open battery switch.
3. Open all circuit breakers on control compartment panel except headlight, cab.light and
engine room light breakers.
4. Open fuel pump breakers and close generator field switch and control breaker.

Page 11 of 117

ON ANY ONE TRAILING UNIT :

1.

Close fuel pump and control breakers on drivers control desk.

2.

Make sure all circuit breakers on control compartment panel are closed.

CAUTION : Do not use more than one headlight. Control breaker may trip.
ENGINE WATER TEMPERATURE CONTROL
The engine water temperature is controlled by the radiator fan, the speed of which is
automatically controlled by the temperature of the water leaving the diesel engine.
REVERSER EMERGENCY OPERATION
If the reverser fails to operate, turn engine control switch to Idle on the unit affected.
Try throwing the reverser by pressing the magnet valve buttons. Right magnet valve for
movement in direction of the short hood - left magnet valve for movement in direction of
the long hood.
If this is not effective, remove manual operating handle from bracket on inside of control
compartment. Insert handle in hole provided in operating lever on top of operating shaft
and move to the right for movement in direction of the short hood and to the left for reverse
movement.
HAND BRAKE OPERATION
To apply the brake operate the hand lever upward (pumping action) until the brake is
set. It is not necessary to manipulate the trip lever in any way while the brake is being
applied.
To release the brake push the hand lever as far back as it will go and leave it there. Do
not push against the handle as this retards the releasing action. Pull the trip lever upward
and outward holding it only until the chain weight and its rubber snubber comes up
against the bottom of the brake housing. It the chain weight and its rubber snubber do
not return to the bottom of the housing, reset the brake and repeat the releasing
procedure.
CIRCUIT BREAKERS
Circuit breakers are used in all control circuits and will trip and open whenever and
overloads occurs. Breakers suitably identified, are located at the drivers position and on
the control compartment panel.
If a circuit breaker should trip, the handle will be approximately midway between On
and Off. To reset, move handle to Off position and then to On. In some cases it may
be necessary to wait a few minutes before the breaker can be reset.
Two Circuit Breakers for use in emergency condition are also provided in the Loco-

Page 12 of 117

1. Emergency Radiator Fan Clutch Circuit Breaker (RFCB)

Similarly when R1 & R2 Contacts do not close for power supply to radiator fan clutch to
run the radiator fan for diesel engine coolant, a by pass 15 Amps emergency circuit
breaker (RFCB) is provided to close for direct power supply to RFC to run the radiator fan.
HEAD LIGHT
Twin beam head light is provided at each end of the locomotive. The Head Light switch is
fitted on both control desks.
CAB LIGHT
Two Nos. cab light is fitted in cab and is controlled by Dome light circuit breaker (DLCB)
on control panel. The switch for cab light is provided on cab light unit itself.
FLASHER LIGHT
A Flasher light is provided at each end of the locomotive on the right side of the head
light. It is provided to attract the attention of the approaching train driver to stop the train
in the event of any unsafe track conditions. This light is clearly visible on a straight track
at a distance of 2 km in day time. The switch for Flasher light is provided in FL control
unit on both control desks.
SPEEDOMETER
Speed of the locomotive is sensed by a pulse generator fitted on the axle of the
locomotive and is indicated by speed recorder fitted on control desk.
CLASSIFICATION LIGHT
The classification light two Nos. in the front side and two Nos. in rear side are provided to
show the direction of running of locomotives. The classification light is controlled by
switches provided on control desk. The CKT is made in such a way to glow both front and
rear side classification light at a time or keep it Off. When switch is closed the front side
of classification light will light yellow and rear side classification light as red.
GAUGES AND INSTRUMENTS
LOAD METER
The loadmeter is a colour band device to be used as a guide in correct locomotive
operation. The loadmeter is provided on both control desks.
MOTORING BAND
The Pointer position on the colour band indicates the relative amount of tractive effort
being developed by the locomotive, also the load current on the traction motors. The

Page 13 of 117

green zone represents normal operation. In this zone, operating time is unrestricted. The
yellow zone indicates short time capacity of the traction motors. The point at which the
colour band changes from green to yellow indicates the end of the continuous rating.

SHORT TIME LOAD OPERATION

The overload range has been graduated to show the time in minutes that various loads
may be carried. The greater the load, the shorter the time allowed. The maximum time
allowed in the yellow zone is 50 minutes. The other marks in the yellow zone indicate
the maximum time allowed when the pointer is at these points. If the pointer remains
between any two number, the maximum time allowed must be estimated by the
operators. If the load changes, the operator must judge when he has used up the full
allowable time in the yellow zone. For example-If only half the time were used at one
load before it changed the allowable time at the new load would be half of its indicated
time.
When the short time load has been used for the full allowable time the load must be
reduced until the pointer is at or below the yellow line which near the upper end of the
green band. The load must be held at or below the yellow line for at least 20 minutes
before another overload in the yellow zone may be repeated. If this practice is not
followed, the traction motors may be seriously damaged.
BATTERY CHARGING METER
Indicates battery charging or discharging current. It should show a reading whenever the
diesel engine is running.
If meter shows a discharge, check to insure that the auxiliary generator field circuit
breaker on control compartment panel is closed.
If stiIl discharging, minimize auxiliary load to conserve battery.
LUBRICATING OIL PRESSURE GAUGE
1. Located on gauge panel in operators cab.
2. Should indicate a minimum of 2.2 kg/cm2 idling speed and 3.9 to 4.2 kg/cm2
minimum at top engine speed.
FUEL OIL PRESSURE GAUGE
1. Located on gauge panel in operators cab.
2. Should indicate 2.4 - 3.16 kg/cm2 at all engine speeds.
ENGINE WATER TEMPERATURE GAUGE
1. Located on engine water outlet piping in engine room on temperature switch
manifold.
2. Normal operating temperature is 1500 F to 1800 F.

Page 14 of 117

BOOSTER AIR PRESSURE GAUGE

1. Located on gauge panel in operators cab.
2. Indicates turbo supercharger air pressure to diesel engine.
3. Should indicate 1.6 to 1.9 kg/cm2 with full throttle and engine fully loaded and lower
pressure in lower throttle positions.
4. If pressure drops to 1.5 kg/cm2 with full throttle and engine fully loaded the cause
of the low pressure should be corrected.
AIR GAUGES
1. Brake Cylinder Pressure.
2. Main reservoir pressure & auxiliary air pressure.
3. Brake pipe Pressure.
The above gauges are located on drivers control desk brake stand.
CONTROL AIR PRESSURE GAUGE
1. Located in the short hood on the front wall of cab.
2. Should indicate 4.9 kg/cm2.
3. Loss of control air pressure prevents operation of the electro pneumatic contactors
and further locomotive operation.
AUTOMATIC ALARMS AND SAFE GUARDS
LOW LUBRICATING OIL PRESSURE
If oil pressure drops to 2.1 kg/cm2 or below, at full load the OPS will shut the engine
down, sound the alarm bell, light the low lubricating oil pressure light on the drivers
control desk and starting indicator light on the control compartment. At idling speed the
engine will shut down if the pressure drops below 1.2 Kg/cm2.
1. Check oil level in engine.
2. Try restarting if oil pressure does not build up to at least 2.1 kg/cm2, shut engine
down and report trouble.
LOW WATER ALARM
When engine cooling water falls to within 25.4 mm of the bottom of expansion tank,
engine will shut down, signal light will light and alarm bell will sound. Also sensor
(Probe) fitted is the expansion tank will give signal to the electronic WLI to show level of
water in tank. The electronic WLI fitted on Control Panel.

Page 15 of 117

HOT ENGINE
If the engine cooling water temperature should reach 90C the hot engine (red) indicating
light on drivers control desk will light and alarm bell will sound. If the engine cooling
water temperature reaches 95C engine will shut down.
GROUND RELAY
A ground in the power circuit operates the ground relay to return the engine to Idle
sounds the alarm bell and lights up the white ground indicating light on drivers control
desk. The indicator pointer on the ground relay will point to the red dot. The pointer can
be seen through the window on the plate covering the relay and is located in the control
compartment.
a.
b.
c.
d.

TO RESET GROUND RELAY

Turn engine control switch to Idle.
Push in ground relay reset button.
Turn engine control switch to Run.
If ground relay stays in, continue normal operation.
IF GROUND RELAY CONTINUES TO TRIP

a. Under extreme emergency conditions; reset ground relay as outlined in ground relay
Item 2 and open ground relay colour switch in control compartment. Move locomotive no
farther than is necessary observing for smoke or over heating of electrical equipment. If
in MU operation, the unit should be taken off the line.
b. Repeated ground relay tripping may indicate a traction motor failure. This might result
in a locked axle. A check should be made to be sure all wheel turn freely.
NOTE : All ground indications should be reported even if the ground appears to have been
corrected.
WHEEL SLIP WARNING
When the wheel slip relays operate, the wheel slip light and buzzer will operate and
power will be automatically reduced and reapplied.

Page 16 of 117

MAINTENANCE PROCEDURES

Page 17 of 117

Maintenance of Locos
It has been observed that equipments issue a warning before failure. An
experienced and careful maintenance staff may always recognize the sign during
maintenance so that a failure on line may be avoided.
Various maintenance services are ordinarily performed during routine
maintenance inspections. Cleaning and lubrication are the major part of maintenance.
Small inexpensive parts may be easier to replace than to repair and such replacements
are often ordered. Other parts, such as fuses and some filters, are necessarily replaced.
Balancing and adjustment of parts are also common.
Remove and check bearings, being careful to avoid scratching them or distorting
their shells. Clean and lubricate trucks periodically and turn, renew, or replace wheels
and axles. Periodically pack journal boxes and bearings, adjust brakes or replace brake
parts, and check the fuel system. Oil the moving parts of the cooling system and
replenish it with treated water. Auxiliary equipment, such as the traction motor blower,
belts, water pump, fuel pumps, and the various control switches, relays, and protective
devices, should be removed for cleaning, calibration, adjustment, or replacement with
completely reconditioned units during scheduled periodic inspections. Fuel, water, and
steam lines should be cleaned periodically and all valves inspected and repaired.
Whatever the maintenance job, be sure to comply with manufacturer's instructions and
standard shop procedures.

Section I. Mechanical Maintenance and Repair

Certain parts of the engine are repaired and others are replaced because they
become worn. The engine maker usually lists the expected life of each part in either
miles or hours of operation. Components subjected to continuous wear include cylinder
liners, pistons and piston rings, valves, valve springs and guides, bushings, injectors,
timing gears, camshaft, rocker arms, crankshaft, parts of the governor, and parts of the
fuel, lubricating, and water pumps. A regular check should be made of the crankshaft,
the most costly part of the engine. Crankshaft distortion, caused by misalignment of the
bearings, should not exceed 2 to 3 thousandths of an inch.
The following paragraphs tell the procedures used in maintaining these and other
parts of the locomotive. As usual, manufacturer's manuals and the appropriate technical
manuals provide the most complete instructions for maintenance and repairs and the
instructions given here are minimal.
PISTON AND CONNECTING ROD
Following procedures given in subparagraphs a and b, remove and inspect
pistons and connecting rods. Repair as necessary. Piston and connecting rod
assemblies of locomotives used for shunting may require more frequent repair.

Page 18 of 117

a.

Pistons. Before pulling the piston, remove any ridge on the liner with a reamer.
Gaps of rings can be measured most accurately while holding them in place in
the liner. After the piston is removed, clean any chips out of the crankcase. Clean
pistons and inspect them for defects; replace first and second compression rings.
Examine piston pin and bearing for wear, cracks, or chips.

b.

Connecting rods. Clean and inspect connecting rods, making certain that oil
passages are open. Replace any defective rods. Examine connecting rod studs,
bolts, and nuts. If piston seizure occurs before removal of connecting rod stud or
bolt nuts, remove cotter pins and check tightness of nuts to determine if bolts
have been stretched. If they are stretched, they are not safe for further use.

BEARINGS
Never force bearings or bearing shells as the bearing face may be scratched or
the shell distorted. Note the identification mark on the shell so that it can be replaced
correctly. Bearings should always be replaced in the same shells because their
locations can determine how they are worn.
To remove bearing shells, take off the crankcase doors opposite the shells to be
removed and rotate the engine so that the skirt of the piston in the opposite bank of
cylinders has completely entered its liner. Unscrew the connecting rod nuts and bolts,
taking out the cap with its bearing. Tap the cap from the rod.
After bearings are replaced, examine grooves and oil holes to make sure that
these passages are free of obstruction. Always make a running test before releasing the
assembly for service. Idle the engine a few minutes and then feel the bearing shell. If it
is hot, smooth the high spots on the bearing and repeat the test.
Inspection and maintenance procedures for bearings in general can be illustrated
by those for bearings of the connecting rod, crankshaft, axle, and journal.
a. Connecting rod bearings. Periodic inspection of connecting rod bearings can be
made without removing the piston and connecting rod assembly; this is done by
blocking the bearing and backing the shaft away from the shell.
When the connecting rod assemblies are removed, inspect the face and
fillets of the crankshaft journal for scored condition. If the crankshaft journal is found
scored in the bearing area, smooth off all irregularities by stoning with a fine grit stone.
Do not stone lengthwise or use a file. Check to see that the crankshaft is not out of
round; then clean all parts.
Be sure to line up the oil holes when the connecting rod bearings are
replaced. In place, they must have proper clearance on the crankshaft journal. Their
clearance should be 0.001 inch per inch of crankshaft diameter, unless otherwise
specified; their thrust must be parallel with respect to the crank cheek or adjoining
bearing and they must be free to move laterally with the crankshaft in any angular

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position. Connecting rod bolts should be tightened to the torque specified by the
manufacturer or to proper bolt elongation or stretch.
b. Crankshaft bearings. Under normal conditions, crankshaft bearings receive
lubrication by the forced lubrication system built into the engine, and proper bearing
alignment is assured by the rigid engine frame and method of mounting. However,
misalignment may occur if one or more bearings are permitted to wear unduly. If a
bearing becomes low, the span will be increased between the bearings supporting
the shaft and this will introduce heavy stresses in the crankpins; if the condition is
permitted to continue, it will result in a crankshaft bearing failure.
Crankshaft bearings can be checked in several ways; one method follows.
Locate crankpin at upper dead center and force the shaft down to a firm seat in the
bearings. After removing the valve levers, connect an air hose to a T at the indicator
cock connection. Provide a pressure gage on the cylinder head side of the T. Lock
flywheel from turning and maintain air pressure in the cylinder at 125 pounds or more by
regulating the valves located on the inlet side of the T. Measure distance between gage
points on crankcheeks with micrometer or strain gage; then after locating crankpin at
lower dead center, again force the shaft into the bearings. Measure distance between
gage points for the two opposite horizontal positions; do not use air pressure in the
cylinder. When the bearings are in line, all measurements will be the same.
In most diesel engines, the top bearing shell is removable with the top cap
and the lower shell is rolled out of or into position by the crankshaft. Unless bearings are
at opposite ends of the engine, they should be removed one at a time in order that the
crankshaft may be held in position. The shell should be rolled out of and into position
with the same directional rotation of the crankshaft.
Crankshaft bearing failures often are caused by the shaft's misalignment
or flexing. This condition in turn can be traced to a low or misaligned bearing resulting
from a loose or distorted bearing support or cracked engine frame. Bearing supports
should be tight and in perfect alignment before a shell is installed.
When checking the wear on a bearing, measure shell thickness with a
micrometer at both sides, at the bottom, and at any other points showing wear. If any
number less than a complete set of bearings is renewed, the shells applied must be
scraped with a fine grit stone to within 0.001 inch of the same thickness as the adjoining
bearings or of the old shell. After the new shell is sized properly it should roll into place
freely. When installing a complete set of main bearings, roll a shell out from one end of
the engine and install a new one; then replace the shell at the opposite end of the
engine. In this manner the crankshaft is kept in place while intermediate bearings are
being changed and less force is necessary in rolling in the shells.
With all the shells in place and the caps tight, rotate the shaft by hand to
make sure that it is free. After the engine is reassembled, idle it under its own load for a
few minutes in order to locate any friction. Then stop the engine and remove one shell
at a time and scrape if necessary. Continue this operation until all shells show a good
bearing.

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c. Axle bearings. Axle bearing shall be checked as per schedule and changed if
required.
d. Journal bearings. All parts of the journal box are interchangeable when new. After
the parts in the assembly operate together for a long time, each part wears to fit
adjoining parts. For example, if during manufacture a slight irregularity were left on
one part, the adjoining part would, after a while, wear to conform to the shape of the
irregularity. For this reason, a journal box and bearing should be treated as a unit
and used only on the journal to which it belongs. The bearings are usually made of
an alloy of tin and copper called babbit metal.
V-BELTS
Correct tension should be maintained on a V-belt. If a belt is too loose, it will slip
and cause both the sheave and the belt to wear and the engine to overheat; if it is too
tight, bearings are subjected to overload and will wear rapidly. Belt tension may be
checked by depressing the V-belt in the center. The amount of deflection will vary
somewhat due to the variation in drive center distances, but usually the proper
deflection will run from 1/2 to 1 inch. The pressure exerted at the center of the belt to
check this deflection should be the normal pressure you can exert with one finger
without straining.
Whenever a set of belts is being applied, the center distance of the drive must be
reduced so that the belts can be placed over the sheaves freely. If this were not done, it
would be necessary to force the belts into the sheave grooves, causing ply breakage
and cover damage and resulting in shortened service life for the belts. Check pulley
alignment after belt tension is adjusted, since movement of the equipment will cause
undue wear on new belts.
After a set of V-belts has been applied, the drive should be run for at least 15
minutes, allowing the belts to stretch, become well seated in the grooves, and equalized
on both sides of the drive before they are checked for tension and correct matching.
After the belts have made this preliminary run, check the belt deflection; it should be
about 1 inch at midspan. Run the drive at top speed, checking the driven pulley speed
with a hand tachometer; if it falls within 5 percent of calculated speed, the belts are tight
enough. If, however, the driven pulley speed cannot be brought up to rating, check the
wear condition of the sheaves since sheaves that are badly worn may not deliver the
proper speed.
To find the speed of the driven pulley, use the following formula:
Speed of driven pulley = diameter of driving pulley x
speed in revolutions per
minute + diameter of
driving pulley.
The same formula is used for flat belts as for V-belts.

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ALINING SHAFTS
If two or more rotating shafts are coupled, proper alignment should be provided
to eliminate vibration and bending of the shafts. The method of securing satisfactory
alignment will vary with the number of bearings on each shaft and the type of coupling
used. If shafts with single bearings are aligned properly, there will be no radial
displacement between the coupled ends and no angular displacement of shafts. If each
shaft to be coupled has more than one bearing, a type of coupling must be used which
will permit a small amount of radial or angular displacement since it is not always
possible to achieve absolute alignment between two shafts carried in separate
housings.
a. Radial misalignment. When the centers of the two shafts do not coincide,
radial misalignment occurs. The displacement, illustrated in figure, causes excessive
vibration and wear within the coupling because of radial movement of the two halves of
the coupling with respect to each other. This displacement also causes pulsating loads
on the bearings, shortening their life.

Radial Misalinement.
b. Angular misalignment. When the two shafts come together at a slight angle,
angular misalignment, illustrated in figure below, is present. In addition to setting up
vibration, such misalignment causes bending stresses to be set up in the shafts and
results in additional bearing loads. The more flexible the coupling, the less will be the
load on the bearing and the less stress will be set up in the shaft.

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Angular Misalignment.
TRUCKS
Clean and lubricate trucks as required by maintenance schedules and lubrication
orders. When inspecting trucks, check main castings, pedestal liners, and swing
hangers for damage or wear; bolts, nuts, and other fittings for tightness; center plates
and side bearings for excessive wear; and springs for weakness, cracks, or broken
leaves. In addition, test equalizers with a magnetic tester.
Maintenance of wheels and axles and of journal boxes is a little more detailed,
involving more than a routine check for wear.
a. Wheels and axles. Wheels and axles may have to be turned or renewed. If the
wheels are to be renewed, remove them and the axles and test them by the magnetic
method. Repair motor mounting and axle bearings and caps and inspect axle gear.
Clean and lubricate brake cylinders, check slack adjusters, and inspect and repair the
complete airbrake equipment.
Jacking pads are provided on the body of the locomotive to support the locomotive
frame when raising it from a truck. To remove a wheel and axle assembly without
removing the truck, use a drop table. Give axles and axle gears nondestructive
inspection, magnetic particle preferred, each time wheels are removed. If the second
pair of wheels is worn to its condemning limit but the axle and axle gear are free of
cracks or defects and the gear is not to the condemning limits, new wheels may be
applied using the same axle and axle gear. If the axles are not inspected at each wheel
removal, it is recommended that the axle be scrapped after two pairs of wheels have
been worn to their condemning limits. Axle gear, if not subjected to nondestructive
inspection, should not be used beyond the life of two axles. When a pair of new wheels
is to be mounted on an axle, the wheels must be carefully mated with a maximum
variation of 1/16 inch in circumference, or 0.020 inch in diameter. If new wheels are not
available within these limits or variations, or if old wheels are to be used, they should be
matched as closely as possible and turned or ground after mounting.

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b. Journal box. Before repacking a journal box, clean it and examine it for
cracks that might leak oil. Saturate the new packing in oil at a temperature of not
less than 700 F. for at least 48 hours. When the packing is sufficiently drained, oil
should not drip from it but should flow from it when squeezed. Stored packing must
be kept in tight containers so that it won't dry out.
AIRBRAKES
Before each trip, check the brakes to insure that air compressors are
providing enough air for the expected service, pressure-regulating devices are
working properly, brake valves are working in all positions, and water has been
drained from the airbrake system. Wear or damage to brake rigging should be
corrected immediately and brake cylinder piston travel should be set in accordance
with standard operating practice. Adjustment is usually necessary when travel
exceeds 2 inches for each piston. When levers, pins, and bushings have worn until
brake travel can no longer be taken up by turnbuckle adjustment, the brake pull
rod may be shortened by moving the pin to the second hole in the rod. When it
becomes necessary to move the pin to the third hole, all parts should be replaced.
Check the following parts: piston and non-pressure head assembly, piston
lubricator, release spring, strainer, cylinder, and valves.
SANDERS
Sanders are checked before each trip to see that they operate properly and
that the jets and the vent port are not plugged. The sand control valve should be
checked and cleaned annually or as conditions require. Check the spring and
replace it if it is weak. Clean all parts and place a small amount of airbrake oil on
the cup washer, O-ring, and composition rubber valve before reassembling.
FUEL SYSTEM
The balance of power in the cylinders can be checked by measuring the
maximum pressure and exhaust temperature for each cylinder. Low pressure and
high temperature indicate late timing; high pressure and high temperature indicate
the injection of too much fuel. Following test may be done to check the healthiness
of the system.
Orifice Test
This test is a rough and ready method to ascertain the efficiency of the fuel feed
system under full load condition. The procedure of testing is as under:
An orifice plate of 1/8 inch is fitted in the system before the regulating valve. A
container to be placed under the orifice to collect the oil that would leak through it
during the test. The fuel booster pump to be switched on for 60 seconds.

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The rate of leakage should be about 9 lt. of fuel per minute through the orifice (with
the engine in stopped condition). The system should be able to maintain 3 kg
/cm.sq pressure with this rate of leakage, which simulates approx. the full load
consumption by the engine. In the event of drop in pressure the rate of leakage
would also be less indicating some defect in the system reducing its efficiency to
meet the full requirement of fuel during peak load. The above test is easy, reliable
and also saves time.
CALIBRATION OF FUEL INJECTION PUMPS
Each fuel injection pump is subject to test and calibration after repair or
overhaul to ensure that they deliver the same and stipulated amount of fuel at a
particular rack position. Every pump must deliver regulated and equal quantity of
fuel at the same time so that the engine output is optimum and at the same time
running is smooth with minimum vibration.
The calibration and testing of fuel pumps are done on a specially designed
machine. The machine has a 5 HP reversible motor to drive a cam shaft through
V belt.
The blended test oil of recommended viscosity under controlled
temperature is circulated through a pump at a specified pressure for feeding the
pump under test. It is very much necessary to follow the laid down standard
procedure of testing to obtain standard test results. The pump under test is
fixed on top of the cam box and its rack set at a particular position to find out the
quantum of fuel delivery at that position. The machine is then switched on and the
cam starts making delivery strokes. A revolution counter attached to it is set to trip
at 300 RPM or 100 RPM as required. With the cam making strokes, if the pump
delivers any oil, it returns back to the reservoir in normal state. A manually
operated solenoid switch is switched on and the oil is diverted to a measure glass
till 300 strokes are completed after operation of the solenoid switch. Thus the oil
discharged at 300 working strokes of the pump is measured which should
normally be within the stipulated limit. The purpose of measuring the output in
300 strokes is to take an average to avoid errors. The pump is tested at idling and
full fuel positions to make sure that they deliver the correct amount of fuel for
maintaining the idling speed and so also deliver full HP at full load. A counter
check of the result at idling is done on the reverse position of the motor which
simulates slow running of the engine.
If the test results are not within the stipulated limits as indicated by the makers
then adjustment of the fuel rack position may be required by moving the rack
pointer, by addition or removal of shims behind it. The thickness of shims used
should be punched on the pump body. The adjustment of rack is done at the full
fuel position to ensure that the engine would deliver full horse power. Once the
adjustment is done at full fuel position other adjustment should come automatically.
In the event of inconsistency in results between full fuel and idling fuel, it may call
for change of plunger and barrel assembly.

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The calibration value of fuel injection pump of WDG3A engines as supplied

by the makers is as follows at 300 working strokes:
9 mm (Idling)
34 cc +1/-5
30 mm (Full load) 351 cc +5/-10
The calibration values for YDM4 engines are as under.
9 mm (idling )
45 cc +1/-5
28 mm (full load) 401 cc +4/-11
Errors are likely to develop on the calibration machine in course of time and it
is necessary to check the machine at times with master pumps supplied by the
makers. These pumps are perfectly calibrated and meant for use as reference to
test the calibration machine itself. Two master pumps, one for full fuel and the
other for idling fuel are there and they have to be very carefully preserved only for
the said purpose.
PHASING OF FUEL INJECTION PUMPS
Every fuel injection pump after repair / overhauling and testing needs phasing
while fitting on the engine. In course of working, the drive mechanism of the FIP
suffers from wear and causes loss of motion. This may also cause shorter length
of plunger stroke and lesser fuel delivery. The pump lifter is adjusted individually
for all the FIPs. An adjustment is provided in the valve lifter mechanism to adjust
the markings between the guide cup and the sight window so that they coincide
with each other after positioning the engine. This adjustment is known as
phasing of the pump to make up the wear loses.
FUEL INJECTION NOZZLE TEST
The criteria for good nozzle is good atomization, correct spray pattern and no
leakage or dribbling. Before a nozzle is put to test the assembly must be rinsed in
fuel oil, nozzle holes cleaned with wire brush and spray holes cleaned with steel
wire of correct thickness.
The fuel injection nozzles are tested on a specially designed test stand,
where the following tests are conducted.
i. SPRAY PATTERN
Spray of fuel should take place through all the holes uniformly and properly
atomized. While the atomization can be seen through the glass jar, an
impression taken on a sheet of blotting paper at a distance of 1 to 1 1/2 inch
also gives a clear impression of the spray pattern.
ii. SPRAY PRESSURE

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The stipulated correct pressure at which the spray should take place 39004050 psi for new and 3700-3800 psi for reconditioned nozzles. If the pressure
is down to 3600 psi the nozzle needs replacement. The spray pressure is
indicated in the gauge provided in the test machine. Shims are being used to
increase or decrease the tension of nozzle spring which increases or
decreases the spray pressure
iii. DRIBBLING
There should be no loose drops of fuel coming out of the nozzle before or after
the injections. In fact the nozzle tip of a good nozzle should always remain dry.
The process of checking dribbling during testing is by having injections manually
done couple of times quickly and check the nozzle tip whether leaky.
Raising the pressure within 100 psi of set injection pressure and holding it for
about 10 seconds may also give a clear idea of dribbling
The reasons of nozzle dribbling are Improper pressure setting.
Dirt stuck up between the valve and the valve seat.
Improper contact between the valve and valve seat.
Valve sticking inside the valve body.
iv. NOZZLE CHATTER
The chattering sound is a sort of cracking noise created due to free movement
of the nozzle valve inside the valve body. If it is not proper then chances are that
the valve is not moving freely inside the nozzle.
v. NOZZLE LEAK OFF RATE
A very minute portion of the oil inside the nozzle passes clearance between the
valve and the valve body for the purpose of lubrication. Excess clearance between
them may cause excess leak off, thus reducing the amount of fuel actually injected.
The process of checking the leak off rate is by creating pressure in the nozzle
up to 3500 psi and holds the pressure till it drops to 1000 psi. The drop of pressure
is due to the leak off and higher the leak off rate the pressure drop is quicker. In
the event of the leak off time recorded below stipulation the nozzle valve and the
valve body have to be changed for excessive wear and clearance between them.
vi. CHECKING OF NOZZLE VALVE LIFT
The valve and the valve seat are surface hardened components. Any attempt to
work them beyond the hardened surface is restricted. The amount of wear on the

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valve face and the seat is measured with the help of a dial gauge and the process
is known as checking of valve lift.
LUBRICATING SYSTEM
LO pressure shall be checked to assess the health of the components of
lube oil system. Corrective action shall be taken as per the MI for the faulty item.
Quality of Lube oil shall be checked to assess its suitability for further use.
COOLING SYSTEM
All moving parts of the cooling system have to be oiled periodically. Water
pressure shall be checked to assess the health of the components of JW system.
Corrective action shall be taken as per the MI for the faulty item. Proper quantiy of
additive shall be added as per MI.
AIR SYSTEM
Faulty operation of the air system is most often caused by worn parts or
dirty, dry, or worn filters, pistons, and diaphragms. The parts should be lubricated
and cleaned as follows:
Clean and oil the air filter. Dry, compressed air should be directed against
the filter. Or it can be cleaned with an alkali-free hydrocarbon solvent, dried,
dipped in an oil bath, and drained.
Drain condensate from the intercooler, keep the intercooler core sections
clean to permit free passage of cooling air, and check the intercooler safety valve
manually to be sure it is not stuck. If the intercooler pressure is unusually high,
check the operation of the high-pressure suction and discharge valves. If the
pressure is unusually low, check the operation of the low-pressure suction and
discharge valves. Drain the intercooler every time the main reservoirs are drained.
A drain cock is located in the bottom header of each bank of intercooler tubes.
When handling the intercooler, be careful to avoid damage to the finned tubing and
also to keep from placing undue strain on the header assembly. The top header is
one piece while the bottom header is in two pieces to accommodate expansion
caused by temperature change. The lower headers are tied together with a bottom
tie strap and capscrews; when they are removed the intercooler may be lifted
vertically. When handling, replace the strap to keep from distorting the assembly.
An orifice test shows whether an air compressor, can maintain a specified
reservoir pressure while air is escaping through an orifice; pressure varies with the
dimensions of the orifice and the speed of the compressor. A condemning limit is
usually set at approximately 80 percent of the capacity of a new compressor. The
compressor should be reconditioned if air escapes from the orifice faster than it
can be pumped. Repairs to the air compressor consist principally of thorough
cleaning, installing new piston rings, and renewing valves. The bearings of the air
compressor crankshaft should be inspected and replaced if necessary; unless

Page 28 of 117

bearing trouble is experienced, the crankshaft will require little attention for long
periods.
Occasionally disassemble and overhaul the air compressor. Remove the
compressor coupling from the shaft to prevent damaging the bearings. Before
disassembly, clean the compressor and mark the parts so that they can be
reassembled in the same positions.
Maintain the oil in the compressor crankcase at proper levels according to
maintenance schedules. Clean out the crankcase when the oil is changed, but do
not use any flammable cleaning materials. If the oil pressure is too high or too low,
check the oil relief valve and pump and the filters.
Remove and inspect cylinder liners and pistons. Hone all cylinders retained
in service. After honing, check the clearance between each piston and cylinder
with piston rings removed. Also make certain that the cylinder flange face is
perpendicular to the cylinder bore. Replace the crankshaft if it is bent or cracked,
or if the bearing seats are worn excessively. Check valves for lift and for wear limit.
Examine main bearings for general condition and proper end clearance.
Disassemble the compressor governor; clean and oil it approximately once a year.
Clean or replace strainer element.

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Section II. Electrical Maintenance and Repair

Maintenance of electrical equipment involves cleaning, lubricating,
adjusting, and occasionally replacing parts. Cleaning is done by blowing dust out of
the equipment with compressed air. If the air is not sufficient, equipment can be
brushed with a dry cloth or one dampened with a solvent. Parts are lubricated
according to standard lubrication orders; adjustments and replacements are made
when needed.
To operate properly, the generator's armature shaft and frame must be in
line with the engine crankshaft, and its airgap space must be equal under each
main pole, under each commutating pole, and from front to rear. The generator
requires the same maintenance as the motor. Among the things to be inspected in
the generator or the motor are the engine starting contactor, field windings and
leads, armature, brushes and brush holders, commutator, insulation, and bearing
assemblies.
During routine maintenance, cables and wiring are cleaned and painted;
coils and armatures are cleaned, dipped, and baked; and main power switches are
checked for proper alignment, wear, and burning or pitting. Electrical circuits are
tested to insure that connections are all correct. Insulation resistance tests indicate
the presence of moisture, dirt, or grease that can cause insulation failures even
though nothing is wrong with the insulation.
Clean and lubricate the voltage regulator. Replace worn parts and assure
that the regulator is set to manufacturer's specifications. Load regulators also need
regular cleaning as well as tightening of connections, and replacing of seals to
prevent oil leakage. Care of reversers includes renewing piston packing and
adjusting contacts and interlocks. Maintenance of magnet valves is also important.
The battery should be kept clean and dry, and should be blocked to prevent
movement. In cold weather, add the battery water just before the locomotive goes
into service. The hydrometer reading should vary between 1,280 and 1,160.
Clean the bearings and bearing parts, such as housing, with kerosene or
other petroleum cleaner. Inspect and repack the bearings and replace them as
necessary. When a bearing is removed, mark it to be replaced in the slot from
which it was taken.
The accepted procedures for maintaining specific pieces of electrical
equipment are given in this section. Generators and motors are discussed first,
then main power switches, voltage and load regulators, reversers, battery,
bearings, and sequence and insulation testing. Although the coil and the
commutator are parts of a generator or a motor, they are discussed separately for
clarity.
LINING UP GENERATOR WITH ENGINE

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The proper operation of a generator set requires that the armature shaft and
frame be in line with the engine crankshaft, and that the air gaps under each pole
be equally spaced. The eccentricity at the coupling should be held to a minimum
as this directly affects both balance between the parts and the wear of brush and
bearing. The airgap of the generator must be uniform within plus or minus 10
percent from average under each main pole, under each commutating pole, and
from front to rear. The recommended place for aligning the air gap and coupling is
at the engine end of the generator.
a. Aligning airgap. Where the generator installation permits, measure the
airgap under each pole at the coupling end. This is done with a long feeler gage
inserted from the commutator end. Since the generator has a nonuniform airgap
under the main poles, measurements must be made under the tip of the pole
piece. The radial clearance between the edge of the fan and the generator frame
may be used; one point on the fan is used for reference and the fan rotated so that
the measurements can be made between this point and the frame at the top,
bottom, and each side. If the difference in these measurements 180 degrees apart
is less than 0.020 inch, the airgap is satisfactory.
b. Aligning coupling. The coupling is aligned by an indicator fastened to a
support extending from the armature flange through a hole in the fan blade. The
indicator is attached to this support so that the indicator plunger rides against the
face of the generator fan. The dial of the indicator should be set at zero at the top
position and readings should be taken 90 degrees apart. An allowance of plus or
minus 0.010 inch at the bottom and plus or minus 0.005 on each side will result in
satisfactory alignment if the coupling is concentric with the crankshaft and
armature shaft.
GENERATORS AND MOTORS
Inspection and maintenance procedures are the same for generators and
motors. Both should be protected from dust, dirt, oil fumes, smoke, and changes in
temperature.
Standard maintenance includes inspection of the following parts: engine
starting contactor, field coils and leads, armature, brushes and brush holders,
commutator, insulation, generator or motor bearing assemblies, traction motor axle
bearings, and axle and pinion gears. These are discussed in the next nine
subparagraphs.
c.

Remove dust from the engine starting contactor with a brush and lubricate
the bearings with a drop of oil. Never apply oil to the contact tips. While
inspecting the contactor, remove the contacts to protect them from dust, oil,
and metal particles. During inspection, operate the contactor by hand. Silver
contacts may become blackened; this does not affect their operation and
they should not be cleaned.

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d.

Field coils and leads are cleaned and repainted. Cleaning the windings with
liquid cleaner destroys their protective coating and causes them to crack.
They should be cleaned by a steady stream of air and, if necessary, wiped
with a dry cloth. Also clean, dip, and bake insulation. Retape and paint field
coil and brush holder connections, if necessary.

e.

Inspect armature shaft. Clean, dip, and bake armature. A complete

rewinding of an armature consists of removing bands, cutting coil leads to
commutator, stripping coil from core, cleaning and repairing the core,
repairing the commutator, inserting formed coils, connecting coils to
commutator, making a bar-to-bar circuit test, applying temporary bands,
soldering, dipping, baking, and applying permanent bands. A banding
machine holds the armature in much the same manner as a lathe, and turns
it slowly while drawing the wire. An open or grounded circuit in an individual
coil can be repaired without rewinding.

f.

Brushes and brush holders are inspected periodically. Brushes should move
freely in the holders and the holders and insulator must be clean. Lift the
springs and clean the brushes by raising and lowering them in the holders.
Brushes that have been chipped or show excessive wear are replaced with
the same grade of brush. When new brushes are installed, they are sandedin by placing a piece of No. 00 sandpaper under the brush and moving the
paper in the direction of rotation.

g.

If the commutator becomes pitted, clean it with a fine commutator stone. Be

careful to keep copper dust from the windings; after stoning, blow out the
windings with low-pressure compressed air. If the commutator has high and
low spots or signs of burning, place the armature in a lathe and turn the
commutator enough to produce a uniform surface. After the commutator has
been turned, undercut the mica. Do not lubricate the commutator, but
insulate the commutator cap with insulating varnish.

h.

Insulation may be dipped and baked if necessary, but it may need only a
light spray coating of insulating varnish. Avoid needless dipping and baking
because extra material on the windings decreases heat transfer and
ventilation. Since insulation deteriorates in service, it is tested first to
determine if repairs are needed, then again after repairs are finished.
Inspect, clean, and repack generator or motor bearing assemblies. To
prevent bearing failures, observe the following precautions.

i.

1.

When removing coupling flange or blower fan wheel assembly, use a

puller that does not apply a load on the bearings.

2.

Press coupling flange or blower fan on the shaft in such a way that
the forces are not transmitted through the bearings.

3.

Prevent bumping of auxiliary generator shaft; this can damage the

bearings.

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4.
j.

Do not reuse bearings which have been removed from the shaft at
any time; instead replace them with new factory-packed bearings.

Tolerances on traction motor axle bearings vary slightly depending on the

manufacturer of the locomotive and the type of service. The manufacturer's
maintenance instructions or appropriate technical manuals should be
followed when bearings are to be repaired or renewed. Whenever a traction
motor is removed from a locomotive, the bearing alignment should be
checked before the motor is reinstalled in the locomotive. If a bearing shows
a sign of cutting, scrape it down to a new surface; if too badly worn, replace
with a new one. Before installing bearings, examine the journal for
roughness or cutting.
If bearings are hot, check oil level in the oil cavity, examine waste
packing to make sure it has not fallen away from journal, and check bearing
clearance.

k.

Traction motor axle and pinion gears are removed with a gear puller. Never
heat the gear before pulling and never use wedges between the gear and
the bearing cap. To prevent damage to antifriction bearings, remove the
armature from the motor frame, place it in suitable V-shaped supports, and
then pull off pinion gear. Never strike the pinion gear or gear puller with a
sledge or any heavy object while the armature is in place in the motor
frame.
The end of the armature shaft on which the pinion gear is mounted
and the bore of the pinion gear are tapered. When reinstalling the traction
motor pinion gear, first clean the tapered portion of the armature shaft and
the bore of the pinion thoroughly and remove any surface scoring. Coat the
tapered surface of the armature shaft with a very light coating of bluing
spotting compound
Place the pinion on the shaft as far up as it will go on the taper by
hand and rotate it slightly back and forth. Remove the pinion and examine
both surfaces. At least an 85-percent fit has to be shown by the bluing
contact of the pinion bore on the armature shaft. Any high spots shown by
the bluing that will prevent at least an 85-percent fit will be removed.
Record the position of gear on shaft with respect to end of shaft.
Make measurements using a micrometer depth gage set in a frame. The
points of measurement are marked on the end of the shaft and the pinion to
insure that they are mounted in exactly the same manner after heating.
Heat the pinion gear in an oven or in oil until it has reached a uniform
temperature and is the required number of degrees above the shaft
temperature. Check shaft and pinion gear temperature with a hand
pyrometer. Never permit the temperature of the pinion gear to exceed 375F.
Be sure maximum advance is obtained, using a dummy pinion nut which
has loose threads to permit quick tightening. Use a suitable spanner wrench

Page 33 of 117

for prompt tightening of nut before the pinion gear cools. After it has cooled,
remove dummy pinion nut and check pinion gear carefully by measurement
for proper advance. If the mounting is satisfactory, apply and tighten the
regular lockwasher and nut.
When a wheel set is removed from a truck for any reason, the gears should
be thoroughly inspected. The condemning limits for axle and pinion gears
are given in the inspecting procedure as follows.
1. Inspect visually or magnetically for broken, chipped, or pitted teeth.
Pinion and axle gears should be condemned when more than 20
percent of total working surface of teeth are chipped or pitted. Axle
gears should be discarded when either one of the working
surfaces is worn to a point where a step 1/32-inch deep exists in
the root of the gear tooth where contact with the pinion ends.
2. Check for wear limits determined by dimension across tip of tooth.
3. Light scuffing is characterized by vertical, root-to-tip lines and is an
indication of faulty lubrication which, if not corrected, may result in
ultimate destruction of the teeth. The heat generated as a result of
this condition may cause damage to the armature bearings.
When gears with a hump at the pitch line or steps at root of tooth are
disturbed by application of new axle linings or mated with other gearing, they will
operate with interference stresses and torsional vibration until battered in a new
mating fit. Operation under this abnormal condition may lead to fatigue failure of
gear teeth and shorten the life of armature windings.
CABLES AND WIRING
Cables and wiring must be inspected whenever an opportunity presents itself. This
includes insulated bus bars as well as wires and it applies, of course, only to
exposed sections. Condition of the wires is determined by megger and high
potential tests. Cleaning should be done by wiping with rags or using a suitable
solvent; if a solvent is used, all traces must be removed. When the cleaning is
completed, paint accessible sections, particularly those exposed to dirt, with an
insulating paint. If any section of wiring is found to have deteriorated excessively
because of heat, consider relocating the wire to reduce such exposure since heat
is a principal enemy of insulation.
COILS
Coils shall be checked as per maintenance practice advised by the
manufacturer and corrective action shall be taken.
COMMUTATOR

Page 34 of 117

Whenever the locomotive comes in for maintenance, the commutator

should be touched up with a canvas-covered block to remove excessive formation
of oil scum. If excessive formations of scum cannot be removed with canvas, the
use of a fine commutating stone lightly applied may be required; this will permit the
operator to touch up the commutator lightly and maintain true surface.
A commutator having a smooth glaze of chestnut color is in satisfactory
condition; a slight burning often occurs at the edges of every few bars due to the
method of winding to get high electrical efficiency. No maintenance is required for
this type of defect. However, if such spots are deep enough to cause a brush to
leave the commutator if the commutator is dirty or smudgy and presents a raised
surface, it may be necessary to smooth its surface and bring it back to
concentricity by grinding. When the commutator is concentric, its radii are all the
same length. Eccentricity may be discovered by clamping a dial gauge on the
frame of the generator or motor and rotating the armature by hand, one
commutator bar distance at a time. The dial gage measures, in thousandths of an
inch, variations in commutator radius. An eccentricity or difference of 0.001 inch,
within a distance less than the brush spacing around the commutator, may indicate
the necessity of stoning. For bad burns and extreme eccentricity, it may be
necessary to turn the commutator on a lathe.
Blackening of the commutator may be caused by oil from the bearings or by
surges of current from stuck brushes. Leads from the armature windings are
soldered into the ends of the commutator bars. If the armature has been
overheated by overloading and solder has been thrown out, the motor should be
replaced. Flat spots on the commutator can be caused by an unbalanced armature,
commutator out of round, commutator bars too high or too low, locomotive driving
wheels worn on one side, or flat spots on the wheel. Burned spots on the
commutator may result when locomotive power and brakes are applied
simultaneously. Burned edges of a commutator segment indicate a winding or
cross connection open in the armature.
MAIN POWER SWITCHES
Main power switches must be inspected as follows to determine the need for any
maintenance or repair. Insure clearance of all moving parts and correct excessive
play. Check contacts for proper alignment, pressure, and wiping action wear,
adjust when necessary. If contact tips are burned or pitted, clean or replace them.
Tighten electrical connections and contactor mounting, if necessary. Check
interlock fingers and bars for worn, burned, or pitted areas. Keep magnet in good
working order.
LOAD REGULATOR
A commutator load regulator, has few moving parts. Consequently, it is easy
to keep in service and seldom needs attention except for cleaning. Piping
connections must be kept tight to prevent oil leaks and entry of air into the system.
If pipes leak, replace the oil seals in the operating cylinder or motor shaft.

Page 35 of 117

REVERSER
Remove the reverser to dismantle, clean, lubricate, and repair it. Renew
piston packing; examine pinions and racks for wear; clean and test magnet valves;
renew or build up and remachine contact segments; check and adjust contact
tension and interlocks; inspect stationary contacts, shunts, and springs and
replace if necessary.
At intervals, the valve unit should be disassembled to permit cleaning,
checking, and replacing worn valve parts. A valve may stick or leak because of a
deposit of dirt and good operation may be restored by washing with a cleaner. If
the valve still leaks, the seats are probably scored and it will be necessary to grind
them with a fine grinding compound.
BATTERY
Proper maintenance will prolong the life of the battery. Since batteries are
ruggedly built, the basic problem is mainly one of paying careful attention to a few
important rules. These are given in the subparagraphs that follow.
a. Keep the battery compartment ventilated to dissipate heat. Screen
openings to keep out dirt. Leave drains in the bottom of the battery
compartment so that washing solution or drain water won't mar the
paint or superstructure.
b. Block the battery to prevent movement. Cables should not be subject
to crushing or rubbing, which will destroy insulation.
c. Adjust voltage regulator to keep the battery properly charged. Toohigh settings increase water consumption and heat. Too-low settings
result in low specific gravity readings and little water consumption.
d. In cold weather, add any necessary battery water just before the
locomotive goes into service. Water, if it stands without mixing with
the electrolyte, will freeze and damage the battery.
e. Keep the battery clean and dry. If soda is used on the cover, be sure
that none of it gets into the cells. Keep all connections clean and
tight.
f. Normal hydrometer readings vary from 1,280 when charged to 1,160
when discharged.
g. The following safety rules are important: open the main battery
switch when working on the battery, keep flames and oil away from
it, and do not lay tools on top if it.

Page 36 of 117

BEARINGS
The term "antifriction bearings" is applied to all ball or roller bearings to
distinguish the roller from the sleeve bearing. If properly applied and lubricated,
ball or roller bearings need much less attention than sleeve bearings. They are in
general use for main generators, armatures of traction motors, belt-driven auxiliary
generators and exciters, blower motors, and nearly all electrical rotating apparatus.
Each time a motor is overhauled, clean, inspect, and repack the roller bearings.
Clean bearing parts with kerosene or other petroleum cleaner. Do not allow
them to lie around with old grease in them. Do not use compressed air on a
bearing; it may contain moisture which would cause corrosion of races or rollers.
Do not take cages apart.
Inspect bearing parts for flaking or cracks, pitting, signs of wear, and any
excessive amount of dirt. Examine side surface and bore of inner race for evidence
of rubbing or turning on the shaft and outer race and commutator-end bearings
(traction motor) for smearing on flange and thrust collar.
To prevent corrosion, dip bearing in SAE 10 mineral oil heated to 203 F.,
immediately after cleaning. Drain bearing and wrap it in waxed paper to keep it
clean. Clean bearing housings and adjacent parts with kerosene or other
petroleum cleaner. After cleaning, wipe housing dry. Dip flingers and adjacent
parts in SAE 10 mineral oil, heated to 203F., and drain. Store parts in a dry, clean
place.
On any shaft having two bearings, one is suitable for taking end
thrust and is clamped rigidly to take this thrust; the other must be free to allow end
movement which results from expansion or contraction of the shaft when
temperature changes.
INSULATION TESTING
To detect any weakness which may cause a breakdown in service,
insulation should be tested periodically at voltages in excess of the normal
operating voltage. Any defects must be remedied before failure occurs en route.
Insulation tests are either the resistance test or the dielectric test.
a. Resistance test. Resistance tests point up the presence of moisture, grease,
carbon, and dirt that would cause grounds, false indications, or
miscellaneous failures not due to a breakdown of the insulation. They are
adequate for the low voltage control circuits which operate at about 75 volts.
Control circuits should be kept free from grounds. Although high insulation
resistance does not necessarily indicate high dielectric (nonconducting)
strength, low insulation resistance does indicate low dielectric strength.
Control circuits of new locomotives should have a resistance of 1 megohm,
and locomotives in service should not fall to less than one-half of this value.
An important feature of these tests is the comparison of readings taken

Page 37 of 117

under similar conditions at various time. If wide variations appear in

successive readings made under approximately the same conditions of
temperature and dryness, the cause should be determined.
The recommended minimum megger reading for the power circuit of a
main generator armature plus commutation field or a traction motor is 1
megohm at 77 F. If the windings or parts of the windings are oil or water
soaked, the damaged parts should be removed regardless of the megger
reading. Insulation resistance of the windings varies greatly with humidity
and temperature. As an approximation, the insulation resistance for dc
motors halves for very 22 F. rise in temperature. Because temperatures of
the winding cannot be measured accurately in shops, it is recommended that
the apparatus be permitted to reach room temperature before insulation
resistance is measured.
b. Dielectric test. Once a year, or whenever the insulation of apparatus has
been repaired, dielectric tests of not less than 1-minute duration should be
made on the main power circuits. It is important that:
i.

ii.

The equipment shall be clean and dry, and checked with a megger
before making the test. High voltage should not be applied unless the
insulation resistance measures at least 1 megohm when the motors and
generators are clean, dry, and cool--about 77 F.
It is considered good practice to insist on 1 megohm or more before
applying insulation tests to any electrical machinery. For diesel-electric
equipment, the megger reading should be taken over a 30-second period
or longer. If the reading is constant or rises steadily with continual
application of the megger voltage, the insulation is considered sound and
can be safely tested. If the reading is unsteady and rises and falls
excessively with steady application of megger voltage, it is likely that
leakage paths may be present, caused by dirt or moisture, and further
cleaning and drying will be necessary.

iii.

The test leads be securely connected to the circuit before power is

applied to the test box, to avoid surges from poor connections.

iv.

The voltage from the test box be varied smoothly, both when increasing
and decreasing the setting, to avoid surges.

Page 38 of 117

MAINTENANCE SCHEDULES

Page 39 of 117

STANDARD EXAMINATION/REPAIR
OF DIESEL LOCOMOTIVES:

SCHEDULE

1. There are no changes in the examination schedule, which are as follows:

T- 15/T- 30 schedule -15 / 30days (Trip).

M-2 schedule - 60 days (Monthly)

M-4 schedule in 4 months (Quarterly).

M-12 schedule in 12 months (Half yearly).

M-24 schedule in 24 months (Yearly), with 100 percent cylinder liner and piston

ring change.

M-48 schedules in 48 months (Three yearly).

M-72 schedule shall be the same as M-24.

POH at an interval of Eight years (M-96) or 10,00,000 KM earned by the

locomotive, whichever is earlier.

It may be noted that the service periods of locomotives specified in this schedule for
maintenance attention are the maximum allowable between the successive
examinations.
2. Though uniformity is expected in the implementation of major schedules (M-24 and
above), variation in operating condition in different regions may make it necessary to
carry out lower schedules more frequently or to introduce examination of items not
mentioned herein. Such changes are to be authorized by an official not below shed in
charge i.e. Sr. DME / DME. This should also be intimated to RDSO.
3. The intensive utilisation of the diesel locomotives makes such a scheme necessary in
order to reduce the ineffective time. A well-organised inspection is essential to ensure
reliability and freedom from failure of various details in service. Whilst carrying out the
out of the schedule, all missing nut, bolt, set screw, cotters, split pins, etc., must be
REPLACED; also the items when found defective must be RENEWED. Split pins and
cotters removed must not be used again, but new ones must be fitted. All loose nuts, set
screws, etc., must be tightened. Where cotters or split pins are fitted, these must be of the
correct size and so fitted that bear against the nut or washer properly.
Examine and ensure that all locking devices where provided are secure.
4. There are certain fundamental requirements that are important to any successful
maintenance programme.
These are: 4.1 Adequate provision of well-trained supervisors and quality workmen.
4.2 Adequate provision of proper maintenance facilities and tools.

Page 40 of 117

4.3 Adequate time for schedule maintenance work be completed properly before a
locomotive is released for next trip.
4.4 Provision of fuel, lubricating oil and water treatment equal to or better than that
required ensuring satisfactory engine performance.
4.5 A well scheduled maintenance programme including an adequate system of
maintenance records.
5. The following general instructions are common for all types of locomotives and must
always be kept in mind by the maintenance staff of the running shed.
5.1 All measuring devices such as torque wrenches, electric meters, lubricant
dispensers etc., which require calibrating should be checked quarterly for
accuracy or sooner if required.
5.2 All tools and parts should be accounted for and removed from the locomotive after
any maintenance work has been performed.
5.3 All work done including methods and tools used be in accordance with the
manufacturers instructions/ maintenance manual or any technical orders issued.
5.4 Use of waste cotton on diesel locomotives is PROHIBITED. Use lint less rags or
wiping towels, the appearance of exterior and interior of locomotives must be
maintained in first class condition. Exterior of locomotives including roof and
bogies are to be washed on each trip. The under frame, including top of fuel tanks
should be cleaned to remove excess dirt and oil. Spraying water directly on the
traction motors etc. should be avoided. The interior engine room, which includes
the power plant, is to be wiped down and cleaned. Clean interior of cab, all the
windows inside and outsides, head light lens and interior of the nose
compartment.
5.5 Although an attempt has been made to lay down a schedule for the maintenance of
the fire extinguisher it will be the responsibility of each administration to see that
the fire extinguisher are maintained by the appropriate authority up to the requisite
standard. Under no circumstance should any Diesel locomotive be allowed to leave
shed without its requisite no. of fire extinguisher in working order.
5.6 Whenever any schedule examination except the trip examination is carried out, all
the items of the lower schedule should also be attended to.

Precaution against excessive Lubrication:

6. Numerous failures of ball & roller bearing have occurred, which from examination,
indicate excessive grease lubrication. One purpose of this caution while
general in scope, is to point out some of the dangers of too frequent and too much grease
in friction less bearings: 6.1 The nature of any ball or roller bearing is such that very little lubrication is
required. The grease, which may be packed in their bearing, is sufficient for many
hours of operation, and unless the grease is lost by leaking out through the seals,
the amount of grease applied at any one greasing is small. If a housing is kept
packed full, excessive temperatures will result as work & its equivalent, heat are

Page 41 of 117

applied to grease by the balls or rollers cutting through it. It is possible to

completely ruin either type of bearing in a few hours of operation of high speed
whenever lubricated.
6.2 Ball & roller bearings should not be greased more frequently then necessary. Every
time a bearing is greased, a small of dirt may be forced in with the lubricant. Mo re
failures in ball and rollers bearings are caused from dirt and over greasing then
lack of lubrication.
6.3 As there are multifarious types of ball and roller bearing fitted in the diesel
Locomotives no standard schedule for their lubrication and maintenance has been
laid down. The manufacturers recommendations for the maintenance and
lubrication should, therefore, rigidly followed.

STANDARD SCHEDULES OF EXAMINATION FOR 2600 HP &

3100 HP DIESEL ELECTRIC LOCOMOTIVES WITH PLAIN
SUSPENSION BEARINGS.

SCHEDULE
CODE
T- 15
T- 30*
T- 15
M- 2
T- 15
T- 30*
T- 15
M-4
M-8
M - 12
M - 16
M - 20
M - 24
M - 48
M - 72
M - 96

PERIODICITY
15 Days
30 Days
45 Days
60 Days
75 Days
90 Days
105 Days
4 Months
8 Months
12 Months
16 Months
20 Months
24 Months
48 Months
72 Months
96Months

OLD EQUIVALENT
SCHEDULE (for ref.)
Trip (T1)
Trip (T2*)
Trip (T1)
Ist Monthly
Trip (T1)
Trip (T2*)
Trip (T1)
I Quarterly
II Quarterly
I Half Yearly
III Quarterly
IV Quarterly
I Yearly
Three Yearly
II Yearly
POH

N.B.
i. Schedules are telescopic in nature. i.e. lower schedules items gets covered in
higher schedule except for the following:
ii. *ii) T- 30 schedule contains all items of T- 15 schedule + some additional items
like fuel oil filter change, expressor discharge valve cleaning, alternator
/generator cleaning, rectifier cleaning and suspension bearing examination.
iii. Overhaul of small motors (item 177E) and replacement of engine air inertial
secondary filters (item 178 M) does not follow telescopic schedule.

Page 42 of 117

enance Schedules for 3100 HP Locos with plain suspension bearing

chanical E- Electrical
Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

General examination

T- 15

Stopped

Make visual examination of all electric cabinets, main generator, exciter

alternator, auxiliary generator, traction motors, eddy current clutch for dirt,
flash over & overheating, loose covers, screws & leads; and other defects,
with engine shut down. Check brushes; record the number of brushes
renewed and reasons for renewal.

a) Motors, generator, etc, and their related wiring shall be

maintained free from oil and sediment that could cause flash or
fire hazards.
b) Where brushes are in short supply, check brush lengths as
below:-i) Traction Motor: New
57 mm (2 ")
Condemning
32 mm (1 ) ii) Main Generator : New
63.5 mm (2 ) Condemning
25.5 mm (11/8 )

Lights

T- 15

Stopped

It should be ensured that the indicating lights for speedometers

and load meters are in operation.
Only operation of twin beam head light shall be checked in T1
schedule but not focusing.

Ground relay cut out

switch.
Jumper cables and
receptacles.
Traction motor cables.

T- 15

Stopped

T- 15

Stopped

Check operation of :-a) Head lights

(focus head light)
b) Cab lights
c) Gauge lights
d) Warning & indicating lights.
e) Engine room lights.
f) Marker lights.
Replace deficient and fused bulbs.
Check seal. Ensure switch is closed and wire is sealed. Check operation of
ground relay.
Inspect and clean M.U. receptacles and jumper cables.

T- 15

Stopped

Check condition and ensure that they are not rubbing. Check cable-holding No naked cable should be allowed particularly at places where
clamps and ensure that they are secure and all clamps nuts are tight.
oil tends to accumulate.

Batteries

T- 15

Stopped

Control handles

T- 15

Stopped

Carbon brushes

T- 15

Stopped

T- 15

Stopped

Check pilot cell specific gravity and water level in all cells. Rectify, if
required.
Check throttle reverser & selector handles for interlocking and free
movement.
Check the condition and record the brush sizes of fuel pump motor, crank
case exhauster motor and eddy current clutch.
Check oil level, and oil if necessary to maintain correct level. Topping up
of the reservoir should be done with absolutely clean containers.

Engine governor
reservoir

oil

Reason for changing seal should be given on the repair card.

Jumper cables should not be allowed to hang with one end free.

a) Addition of oil should not be normally necessary as the

governor is a sealed unit. If topping up becomes necessary,
investigate for leaks.
) Foaming of governor oil may be the result of leak on the
suction side of the booster pump or a defective or missing
gasket under the pilot valve. At inspection, observe for oil
leaks at connection and seals.
c) See chart of recommended lubricants.

Parts

Stopped /
Schedule
Periodicity Running

Crank case exhauster

motor, fuel booster pump
motor & dust exhauster
blower motor.

T- 15

Stopped

General Examination.

T- 15

Running

Medha s MCBG

T- 15

Running

Work to be done

a) Clean dirt from openings, inspect covers, terminal connections etc.

b) Remove covers & blow out with dry comp. air. Wipe off any dirt, oil
or grease accumulations from inside the frame.
c) Clean the insulators on brush holder supports. Do not sand or paint
insulators. Wipe with a clean dry cloth.
d) Clean the commutator string band and cable connections.
e) Look for defects while cleaning. Check varnished surfaces of the
armature and field coils for cracks, flaking.
f) Check brushes for condition & size. Change if necessary.
g) Check brush pigtail screws for tightness.
Check the following for operation, unusually high temperature, noise or
odour:-i) Crankcase exhauster motor; ii) Fuel booster pump motor; iii)
Auxiliary generator; iv) Alternator; v) Traction generator.

BHELs MCBG

T- 15

Stopped

Governor brush arms

T- 15

Running

Control Unit:
1. Check and ensure tightness of couplers available on back panel of the
control unit.
2. Visually inspect the wire shoes and connections on the MCBG
terminal board at CP backside for any loose or disconnected wires.
Ensure tightness of these connections as normal procedure
Actuator Unit:
1. Check and ensure tightness of couplers provided on the actuator unit.
2. Ensure there are no oil leaks from the pressure sensor pipeline
couplers.
3. Ensure availability of external spring provided on fuel control shaft
arm. If missing replace with new.
Actuator Unit:
1. Check Rod end bearing at Linkage rod of Actuator/Sensor unit and
replace if found moving hard during checking.
2. Check Pin (Rod end) at Fork (towards actuator shaft) and replace if
found loose and lot of play.
3. Check Split pin (Rod end) on pin of Fork (towards actuator shaft)
and replace if found broken during checking.
4. Check Split pin (Engine end) on pin of Fork assembly (towards
engine rack) and replace if found broken during checking.
5. Tighten Nut (towards Rod end bearing) and replace if worn out.
6. Tighten Nut on Fork (towards engine rack) and replace if worn out.
Visually inspect its movement with engine idling.

T- 15

Running

Check operation of LWS float by draining water from the tank.

Low water level switch

Remarks

Battery OFF and engine OFF.

Battery OFF and engine OFF.

Close the valve in the line to expansion tank to drain the float
chamber. The alarm should sound, the indicating light should
light and the engine should shut down.

Stopped /
Schedule
Periodicity Running

Parts

Work to be done

T- 15

Running

T- 15

Running

Electrical control
cabinet (pressurised)
Measures against fire

T- 15

Running

T- 15

Stopped /
Running

Ensure the following:

a) The electrical cables should be adequately protected, covered from
leaking diesel oil, which could spill on these cables.
b) Oil spillage from diesel engine into the alternator/generator room to be
prevented. Leakage of oil through partition plate and leakage of oil from
crank case exhauster pipe shall be checked.
c) IR values of power and control cables shall be checked.

Self load test switch

Traction Bar

T- 15
T- 15

Running
Stopped

Traction Generator gear

case
Cab and engine room

T- 15

Stopped

T- 15

Stopped

Engine cooling system

T- 15

Stopped

Engine lubricating oil

system

T- 15

Stopped

Check operation of self-load test feature.

WDP3A LOCOS:
Ensure that nuts, locking plates and its retaining screws are intact and are
properly secured.
Check oil level with threads of bayonet gauge disengaged. Top up to the
FULL" Mark. Do not over fill.
Clean cab, windows, engine room & running gear, head light and warning
lights, etc.
a) Send sample of cooling water for testing. Replenish, if necessary.
Check water &/or oil leakage at water pump telltale hole. DO NOT
PLUG THE HOLE.
b) Top up with treated water as required.
a)
Send lube oil sample for laboratory test before topping up.
b)
Check oil level in the crankcase of the engine. Top up if necessary
and record quantity added.

Batteries

Air vacuum
system

brake

i) Record first notch current,

ii) Check for charging current, adjust the value of charging current, if
necessary.
Place selector handle at D. Check release of dynamic brakes & engine
speed dropping to idling when the automatic brake handle is moved to
Emergency position.

Remarks

This can be done by opening the auxiliary generator or circuit

breaker momentarily when the ammeter will indicate
discharge.
Refer para 18.3 of test programme No. MP.TP-019/81 revised
September 2004 for dual brake loco & para 16.3 of test
programme No. MP.TP-029/87 revised December 2004 for air
brake loco.

Check for leakage of air, if any, and repair.

See chart of recommended lubricants.

It is necessary to ensure that engine & expressor blocks are
cleaned dry to enable location of leakages & rectification.
Do not add water unless absolutely necessary. Account for
leaks that may have developed after making sure that water is
not leaking into the lube oil system. Add only treated water as
specified.
a) Oil should be checked according to instructions in RDSO`s
Guide No. 6 (Rev. 01) Jan 2002., Amendment I &II.
b) See chart of recommended lubricants.
c) Oil to be changed ONLY on the basis of laboratory tests.
d) Under normal operating conditions, it is NOT necessary to
flush the engine lubricating oil system as a routine
maintenance practice every time the oil is changed. To decide,
however, whether flushing is required, the following may be
taken as a guide: 1) Flushing is NOT necessary when:
a) Draining oil & replacing with fresh oil of the same brand.
b) Replacing oil that has been diluted with diesel fuel oil.
2) Flushing is necessary when;
a) Replacing oil with another type or brand of oil;
b) A part failure has occurred &metal particles have been
distributed throughout the oil system;
c) Excessive contamination by water has occurred;

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

e) the engine is very dirty on badly lacquered;

f) at the time of an oil change, if necessary, the base screens
should be removed & the base washed out and wiped
thoroughly with clean rags.
T- 15

Stopped

Blow with compressed air in the direction opposite to normal airflow.

T- 15

Stopped

T- 15

Stopped

Drain water by opening the drain plug provided in the bottom of filter
housing
Examine after cooler telltale hole for water leaks.

T- 15

Stopped

Check the safety clamps and brackets.

Expressor

T- 15

Stopped

Check oil level and top up as required.

Inter-cooler

T- 15

Stopped

Drain condensate.

Dirt collector

T- 15

Stopped

Remove the collected dirt.

Rear traction motor

blower (Belt driven)

T- 15

Stopped

Engine speed control

linkage
Mechanical
speedometer & gear
unit
i) Car body air intake
filters ii) Panel bath air
intake
filter

T- 15

Stopped

T- 15

Stopped

a) Top up to blower bearing with grease and ensure that old grease does See chart of recommended lubricants.
not fall in blower casing.
b) Check the belts for condition and tension. Replace all the six belts as a
matched set even if one is defective.
c) Check adaptor nut for tightness and ensure that tub washer is in
position and locked.
d) Check blower impeller for shifting.
Clean & lubricate external linkage & connections. Lubricate & check that
fuel racks are free to attain full fuel setting.
Check mechanical speedometer flexible drive and lubricate if necessary.

T- 15

Stopped

Clean and top up with oil as prescribed.

Check oil level in sight glass. Add oil only if the level is below from
the top of the fittings or below Add mark on the sight glass.

Vacuum oil bath filter

(GD80E & GD80D)
Fire extinguishers

T- 15

Stopped

Clean and fill oil if required.

T- 15

Stopped

Hand brakes
Traction motor plain
suspension bearings.

T- 15
T- 15

Stopped
Stopped

Check for broken or missing seals. If found, investigate reasons before

replacing.
Check condition and operation. Lubricate. Adjust as necessary
Check oil level with the gauge it should be at the max. Mark. Top up if
necessary.

Cooling water system

Radiators
Fuel filter (Primary
housing)
After cooler
Turbocharger vent pipe

This work is to be done invariably i.e. conventional or long life

fuel oil filter is fitted.

Depending upon the territory in which the locomotive is

operating. Experience will dictate whether or not the intervals
indicated herein are satisfactory. Filters should be changed more
often if necessary.
The engine should be shut down at least one hour before
checking oil level. Normally oil addition would not be required
between clean out periods. It is essential to ensure adequate
sealing between the bowl and body of the filter.

Follow RDSO MPMI NO. 13, November 1995.

See chart of recommended lubricants.

Stopped /
Schedule
Periodicity Running

Parts

Work to be done

T- 15

Stopped

T- 15

Stopped

T- 15

Stopped

Axle Box guide links

T- 15

Stopped

Hydraulic Dampers,
springs and safety
brackets

T- 15

Stopped

Brakes

T- 15

Running

J Filter

T- 15

Main and control

reservoirs
Centre buffer couplers

T- 15

Stopped

Drain condensate. Check working of Auto-drain valve.

T- 15

Stopped

Examine in position for fractures, strain and wear.

Cattle guard

T- 15

Stopped

Check supporting brackets and rail guards.

General examination
Mechanical

T- 15

Stopped

a) A general visual examination to be made of all locomotives to detect

loose , defective, missing or leaking parts.
b) Check cylinder heads, manifolds and joints for blows and leaks.
c) Check whether engine is running smoothly and listen for unusual
noise.
d) Check up rear traction motor blower for any unusual noise.
e) Check lube oil pressure at idle and 8th notch and record.
f) Check fuel oil pressure at idle and 8th notch and record.

Traction
case

motor

gear

Wheels
Roller
boxes

bearing axle

Stopped

i) Check lubricant level. Top up if necessary as prescribed. DO NOT

OVERFILL. Do not add solid lumps of gear compound. ii) Check gear
case bolts for tightness.
Visually examine for fractures the tyre profile for wear, flat, and skidding
marks.
a) Visually examine for any damage or for any unusual condition.
b) Inspect for signs of overheating & see that bolts, nuts, pipe plugs &
other parts are properly secured.
c) Check for leakage of lubricant around gaskets at covers enclosures
and at housing joints.
d) Check for missing or loose pedestal lug liners.
WDP3A LOCOS:
Ensure that nuts are not loose and are properly secured.
WDP3A & WDG3A LOCOS:
Check tightness of mounting bolts and nuts, condition of rubber bushes
and for oil leakage, take corrective action as required.
Check the suspension springs for any cracks /damage. If any spring in
the nest of inner & outer springs is found broken, both the inner & outer
springs (complete group) should be replaced.

Remarks

a) See chart of recommended lubricants.

b) The periodicity of lubrication may be altered depending
upon service and maintenance condition.
This is a safety measure for fast wearing wheels
Leakage should be investigated and corrected.

a) Check Piston travel of brake cylinder. It should be as mentioned

below.
WDM2 (Modified), WDM3A & WDM3C: 95 to 105 mm WDG3A :
107 to 117 mm. WDP3A : 102 to 112 mm.
b) Check brake shoe release. Slack adjusters should be set to provide 10
mm shoe release.
c) Check nuts on brake head pins, which should be adjusted so that
vibrational shocks will not cause shoe to drag or wear, but still permit
face of shoe to conform to wheel as wear progresses.
Drain condensate.

Also check side buffers, screw and transition couplers.

Stopped /
Schedule
Periodicity Running

Parts

Work to be done

g) Check turbocharger for smooth run down as engine is stopped and

record turbo run down time. h) Check safety brackets of bogies.
i) Visually examine the bogie frame for cracks. Rectify, if any. j) Check
oil level of center pivot casting and side loading pad oil pans.
Top up, if necessary.

Level of oil in the cups should be such that oil does not spill
when locomotive moves over curves.
Refer MP.MI-15 (Rev. 02) July 2003 for recommended
lubricants.

If found leakage, then check the plate pack length mentioned in

RDSO report No. MPMI. 24 (Rev.00), para 7.2 &7.3.

Plate type lube Oil

cooler
Fuel tanks

T- 15
T- 15

Running

Check visually any leakage of water / oil from the plate / gaskets of the
PTLOC
Fill as required & record quantity added

Wind shield Wipers

Horns

T- 15
T- 15

Running
Running

Check operation.
Check operation.

Sanders

T- 15

Running

a) Check operation.
b) Fill sand boxes, as necessary.

Equalizer

T- 15

Stopped

Side bearer

T- 15

Stopped

Vacuum system

T- 15

Running

Check vacuum with a test plate having 5/16 dia. Hole.

T- 15

Running

Check operation of straight air & vacuum brakes at service & emergency
positions. Carry out tests at all driving positions and ensure: a) Check operation of independent loco brake and adjust brake cylinder
pressure to 3.5 kg/cm2.
b) Brake pipe and equalizing reservoir pressure is adjusted to 5 kg/cm2
with adjusting knob of A-9 valve.
c) Pressure of main reservoir is maintained between
i) 8.0 0.1 kg/cm2 to 10.0 0.1 kg/cm2. It should cut in at 8.0kg/cm2 and
cut out at 10.0 0.1 kg/cm2. ii) MR charging time from expressor at idle
speed from Cut IN to
Cut OUT should not be more than 1.0 min. with 6CD4UC & 35
sec with6CD3UC (KE-6) or compressor.
d) Brake 2cylinder pressure in Emergency not less than 2.5 0.1
kg/cm .
e) i) Clean and lubricate dumble valve and bush of VA-1B control valve.
ii) Vacuum in the vacuum brake pipe is 530 mm with 8 mm dia test
plug.
f) Control air pressure is adjusted to 5 kg/cm2.
g) Air pressure from HS-4 control valve is adjusted at 1.4 kg/cm2 to 1.7
kg/cm2 to maintain 580mm vacuum on dummy.
h) Check operation of pressure indicating valve in the expressor crankcase.
The pressure should be approx.3.2 kg/cm2 at all engine speeds.
i) Check setting of feed valve. It should be 6 0.1 kg/cm2.
j) Check calibration of airflow measuring valve.

Air-vacuum
system

brake

Running

Remarks

In the normal condition, the equalizer pin should be free i.e., not taking
any load. To ascertain the same, strike the pin lightly with hammer.
WDM3B, WDM3D & WDG3A LOCOS:
Visually examine all side bearers (rubber springs) for cracks or damages.

For details refer VL.MI.-02/96

Refer para 4.1&4.2 of test programme No. MP.TP-019/81
revised September 2004 for dual brake loco.
The purpose of this detailed check is that it must be known
before each trip that the brakes are in safe & suitable condition
for service; that the expressor is in condition to provide an ample
supply of air (and of ample exhauster capacity to create the
required vacuum) for the service in which the locomotive is put;
that the devices for regulating air pressure and vacuum are
properly performing their functions, that the brake valves work
properly in all positions and that the condensate has been drained
from the brake system.
Refer para 10.2 of test programme No. MP.TP-019/81 revised
September 2004 for dual brake loco & para 9.2 of test
programme No. MP.TP-029/87 revised December 2004 for air

Stopped /
Schedule
Periodicity Running

Parts

Work to be done

k) Check the electrical connections, colour of humidity indicator & auto

drain valve of main reservoir. Open drain cock of final filter.
l) Check functioning of distributor valve for working of proportionate
brakes, application and release timings, manual brake release etc.
m) i) Check setting of pressure switch for auto flasher system.
Pressure switch P-1
Close at 4.5+0.0 / - 0.1 kg/cm2 Open at 4.8+0.0 / - 0.1 kg/cm2
Pressure switch P-2
Close at 4.4+0.0 / - 0.1 kg/cm2 Open at 4.7+0.0 / - 0.1 kg/cm2. ii)
Check functioning of Release Run Magnet Valve. n) Check operation
of additional cut out cock provided on brake pipe-i) Open additional COC,
BP should drop &BC should rise. ii) Close additional COC, BP should rise
& BC should drop. iii) Repeat the test from other end of Loco. iv) Ensure
that additional COCs are sealed in open position, while turning out the
loco from shed.

Pressure switch PCS-1

& PCS-2

T- 15

Running

Check setting of pressure switch PCS-1 to: close at 6.5. 0.1 kg/cm2 and
open at 7.5. 0.1 kg/cm2 .
Check setting of pressure switch PCS-2 to: close at 2.8 kg/cm2 and open at
4.0 kg/cm2.

Measures against fire

T- 15

Stopped

Remarks

brake loco. Refer MP MI 18.

Refer para 6.13 of test programme No. MP.TP-019/81 revised
September 2004 for dual brake loco & para 5.13 of test
programme No. MP.TP-029/87 revised December 2004 for air
brake loco.

T- 30

Stopped

Ensure the following:

a) Compressor inter cooler pipes are dry and the oil bath filters does not
fall on the pipes (where locomotives have been provided with oil bath
filters).
b) Asbestos lagging is provided on compressor delivery pipes.
c) No leakages of lube oil and fuel oil.
d) Fuel cross over pipes is properly secured and is not rubbing with
engine block.
Renew filter element. Drain and thoroughly clean filter tank and cage.

T- 30

Stopped

Renew filter element. Drain and thoroughly clean filter tank and cage.

Expressor
Traction motor plain
suspension bearings.

T- 30
T- 30

Stopped
Stopped

Main Generator

T- 30

Stopped

Clean discharge valves and governor strainer.

Check condition of felt wicks with axle caps in place under the
While inspecting felt wicks with axle caps in place under the
locomotive.
locomotive, take every precaution to prevent any dirt or sand
i) Carefully inspect the suspension bearing housing for cracks and if
from entering the axle caps.
found must be replace.
ii) Check for loose / out of position or crack enclosure. If found then
replace.
a) Remove the generator covers & blow out with clean, dry comp. air
(max.70 lbs pressure) Wipe off any oil or grease with a cloth dipped in an
approved cleaning solvent.
b) Be sure Teflon insulating sleeves on the brush holder support studs

Fuel oil filter- primary

Fuel oil
Secondary

filter-

Conventional filter element to be changed at 30 days

periodicity.
Long life filter element to be changed at 90 days periodicity.
Conventional filter element to be changed at 30 days
periodicity.
Long life filter element to be changed at 90 days periodicity.

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

are clean. The brush holder insulator and end should be properly cleaned.
c) Inspect the carbon brushes to determine their condition. Replace any
brushes that are chipped, broken or worn to near the minimum length.
There must be sufficient brush length left to run until the next inspection
period.
d) Inspect the brush holders for any damage from burning, flash-overs
etc. Look for damaged pressure springs, shunts and levers. Replace
all damaged parts as necessary.
e) Inspect the commutator. Be sure it has a smooth polished surface.
Clean and resurface it when necessary. Inspect leads and connections;
be sure all connections are clean and tight.
Traction Alternator

T- 30

Stopped

Rectifier

T- 30

Stopped

Measures against fire

T- 30

Stopped /
Running

Main Generator

M -2

Stopped

a) Clean all the loose dust and dirt from the alternator exterior, specially
the areas around cooling air openings.
b) Remove the inspection covers on the slip ring end and blow out the
alternator with dry compressed air at low pressure of 2-4 kg/cm2.
Wipe the slip ring insulation and approachable parts of the rotor,
stator coils and rotor connections with cloth dipped in Orion-77 or
approved cleaning solvent.
c) Wipe off insulation between slip rings with a clean dry cloth and
inspect for evidence of physical damage.
d) Check the surface of slip rings for evidence of discoloration, etching,
grooving, threading or other signs of damage.
e) Inspect coil to coil & slip ring to coil connection straps for evidence
of crack or physical damage at the insulation specially at the joints.
f) Check the bolted type connections for tighten.
a) Remove the rectifier cover and blow clean compressed air at
approximate 2 Kg/cm2 to remove dust, dirt and soot deposit. Remove
heat sink cover & remove soot deposited on the insulation panel,
insulation plate connected between heat sinks, on heat sink, on duct &
between DC bus bars with the help of cloth soaked in petrol.
b) In case of deposition along with oil or moisture, the insulation panel,
duct angle, diode porcelain could be cleaned with non-fluffy cloth. To
remove stubborn deposition, cloth with few drops of thinner can be
used.
Ensure the following:
a) Wiring junction/interfaces should be tightened properly so that these
do not become sources of sparks.
b) Carbon brush condition, brush spring pressure, freeness of carbon
brush, arcing horn gap and commutator surface cleanliness shall be
checked once in every month.
c) Millivolt drop shall be checked across the WSR with traction motors
in series and parallel condition.
d) Tightness of terminations and sealing at terminal box to be checked
and dust particles shall be cleaned once in every month.
a) Remove the generator covers & blow out with clean, dry comp. air

To obtain the most satisfactory operation from traction

alternator, the alternator should be kept clean from dirt, oil
moisture, metal, dust, contaminators etc.
Do not overfill gear case as over filling may result in oil being
drawn through the alternator bearing on the slip rings and
windings and cause serious operating difficulties. Make sure
that filling cap is properly secured.
When replacing brushes, use recommended grade. Mixing of
brush grades in same machine should be avoided. For
installing new brushes, follow MP.MI.-8
For adjustment of brush holder clearance follow MP.MI.-8

Do not remove diodes and heat sink assemblies.

Replace the diode & heat sink assembly, in case cracks, over
heating etc. is noticed. Tighten the loose connection. In case
overheating has affected the heat sink, replace the diode & heat
sink assembly. Otherwise, remake the connections as per
procedure given in RDSO MP.MI No.1, Jan, 1994. Sharp
corners of flashing should be filed off, wherever flashing marks
are noticed.

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

(max.70 lbs pressure) Wipe off any oil or grease with a cloth dipped in an
approved cleaning solvent.
b) Be sure Teflon insulating sleeves on the brush holder support studs
are clean. The brush holder insulator and end should be properly cleaned.
c) Inspect the carbon brushes to determine their condition. Replace any
brushes that are chipped, broken or worn to near the minimum length.
There must be sufficient brush length left to run until the next inspection
period.
d) Inspect the brush holders for any damage from burning, flashovers
etc. Look for damaged pressure springs, shunts and levers. Replace
all damaged parts as necessary.
e) i) Check up clearance between carbon brush and brush holder.
ii) Check up for free movement of carbon brush in brush holder.
f) Inspect the commutator. Be sure it has a smooth polished surface.
Clean and resurface it when necessary. Inspect leads and connections;
be sure all connections are clean and tight.
Traction Alternator

M- 2

Stopped

a) Clean all the loose dust and dirt from the alternator exterior,
specially the areas around cooling air openings.
b) Remove the inspection covers on the slip ring end and blow out the
alternator with dry compressed air at low pressure of 2-4 kg/cm2.
Wipe the slip ring insulation and approachable parts of the rotor,
stator coils and rotor connections with cloth dipped in Orion-77 or
approved cleaning solvent.
c) Inspect for loose or missing auxiliary machine/PTU mounting bolts,
gear case mounting bolts on TA end shield and end shield mounting
bolts on alternator body. Inspect for loose, damaged /missing latches
on inspection covers and terminal connection box cover holding
bolts. Examine the rotor lead junction box for any loose connections,
cable connections to the R,Y,B terminals and brush holders should
be intact.
d) Check rotor lead junction box for loose connections.
e) Check for oil leakage from auxiliary drive gear unit. Examine
ingress of oil into the interior of the machine. Replace felt seal of the
alternator bearing housing, if oil leakage is observed. Replace the
felt seal as per procedure given in BHEL manual and MP.MI.No.-3.
Check idler gear shaft support for oil leakage, if it is seen, replace
the entire idler gear assembly including shaft and shaft support.
f) Check the oil level in the auxiliary drive gear unit by means of the
dipstick.
g) Inspect the carbon brushes to determine their condition. Replace any
brush that is chipped, broken or worn near the minimum length.
There must be sufficient length left to run until the next inspection
period.
h) Inspect the brush holder for any damage from burning, flashovers, look
for damaged pressure spring, shunts and levers. Replace all damaged parts
as necessary. Inspect brush holder to slip ring

a)

b)

c)

d)

To obtain the most satisfactory operation from traction

alternator, the alternator should be kept clean from dirt,
oil moisture, metal, dust, contaminators etc.
Do not overfill gear case as over filling may result in oil
being drawn through the alternator bearing on the slip
rings and windings and cause serious operating
difficulties. Make sure that filling cap is properly secured.
When replacing brushes, use recommended grade. Mixing
of brush grades in same machine should be avoided. For
installing new brushes, follow MP.MI.-8
For adjustment of brush holder clearance follow MP.MI.8

Parts

Stopped /
Schedule
Periodicity Running

Rectifier

M -2

Stopped

Traction Motors

M- 2

Stopped

Traction motor air ducts

and bellows
Auxiliary Generator

M -2

Stopped

M -2

Stopped

Work to be done

clearance. i) Wipe off insulation between slip rings with a clean dry cloth
and
inspect for evidence of physical damage. j) Check the surface of slip
rings for evidence of discoloration, etching,
grooving, threading or other signs of damage. k) Check the tie-rings and
leads for cracked, frayed or damaged
insulation. l) Inspect coil to coil & slip ring to coil connection straps for
evidence
of crack or physical damage at the insulation specially at the joints. m)
Check the bolted type connections for tightness.
(a) Remove the rectifier cover and blow clean compressed air at
approximate 2 Kg/cm2 to remove dust, dirt and soot deposit. Remove
heat sink cover & remove soot deposited on the insulation panel,
insulation plate connected between heat sinks, on heat sink, on duct
& between DC bus bars with the help of cloth soaked in petrol.
(b) In case of deposition along with oil or moisture, the insulation panel,
duct angle, diode porcelain could be cleaned with non-fluffy cloth.
To remove stubborn deposition, cloth with few drops of thinner can
be used.
(c)
Check the diode for :
i. Cracks/breakage in porcelain.
ii. Overheating or any other abnormalities on the devices.
iii. Overheating, burning marks on the insulated sleeve.
(d) Check the heat sink to bus bar connection for:
i. Loose connections. ii. Signs of overheating. iii. Signs of flashing.
(e) Check the partition wall between engine & alternator rooms for any
gaps or openings.

a) Remove covers and blow out interior of motor with clean, dry
compressed air.
b) Inspect commutator and wipe off any oil or grease with cloth dipped
in an approved cleaning solvent. Commutator surface must be free of
copper beads & have a smooth, polished surface. Clean & resurface it,
when necessary and blow with clean and dry compressed air.
c) Clean the outer V ring & check its condition.
d) Inspect carbon brushes and brush holders for sizes, clearances and
free movement. Check the spring for any damage.
e) Look carefully for solder run out & flash over.
f) Check clearance between bottom of brush holder and surface or
commutator.
Inspect for damage and secure studs and gaskets.
a) Remove cover & blow out with dry compressed air. Wipe off any oil
or grease with cloth dipped in a suitable cleaning solvent.
b) Inspect brushes to be sure they are not worn near the min. length,
chipped or broken. Recordsizes. Replace worn or damaged brushes.

Remarks

Do not remove diodes and heat sink assemblies.

Replace the diode & heat sinks assembly, in case cracks, over
heating etc. are noticed. Tighten the loose connection. In case
overheating has affected the heat sink, replace the diode & heat
sink assembly. Otherwise, remake the connections as per
procedure given in RDSO MP.MI No.1, Janaury 1994. Sharp
corners of flashing should be filed off, wherever flashing marks
are noticed.

Parts

Exciter-alternator

Dynamic Blower Motor

Eddy current clutch

Stopped /
Schedule
Periodicity Running

M -2

Stopped

M-2

Stopped

M -2

Stopped

Work to be done

When replacing brushes, use recommended grade. Mixing of brush grades

in same machine, or changing brushes to an inferior grade, could seriously
affect commutation, surface film & brush life.
c) Inspect brush holders for damage from burning, arcing etc. Look for
damaged pressure springs or levers; replace parts as necessary.
d) Inspect the condition of the commutator. Be sure it has a smooth,
polished surface. Clean and resurface when necessary. Clean the
commutator V ring.
e) Ensure that the connections are tight.
a) Remove cover and blow out around brush holders and slip rings with
dry compressed air.
b) Remove and inspect brushes for condition and extent of wear.
Replace any that are damaged or are worn too short to run until the
next inspection period. Record size of carbon brushes.
c) See that brush-holder mechanisms operate properly, that shunts and
terminals are tight, & that insulators are clean & in good condition.
d) i) Inspect brushes for condition and extent of wear. Replace any
which are chipped, broken or worn to near the min. length (length at which
brush becomes inoperative). There must be sufficient brush left to run until
the next inspection period. ii) Be sure brushes move freely in their holders
and are not stuck with dirt, carbon dust or other foreign material.
e) Check & adjust spring pressure. Check clearance between bottom of
brush holder and surface of the commutator.
f) Examine armature, field coils and connections for cracked, charred or
broken insulation. Be sure connections are tight.
g) Examine flash ring for damage; keep it clean, free of paint or taped
insulation.
h) Inspect brush-holder assemblies, slip rings & leads. Make sure all
connections are tight. i) Reinstall cover with drain hole on down side.

a) Clean dirt from openings, inspect covers, terminal connection etc. Use
prescribed solvent for cleaning.
b) Remove covers and blow out with dry compressed air. Wipe off any
dirt, oil or grease accumulations from accessible parts inside the
frame.
c) Clean insulators on brush-holder supports. Do not sand or paint
insulators. Wipe with a clean dry cloth.
d) Clean the commutator string band and cable connections.
e) Check condition and record sizes for carbon brushes.
f) Look for defects while cleaning. Check varnished surfaces of the
armature and field coils for cracks, flashing etc.
g) Check brushes for condition and size. Change, if necessary.
h) Check brush pigtail screws for tightness.
a) Remove cover from over brush holders and blow out with clean, dry
compressed air. Wipe off any oil or grease with a cloth dipped in an
approved cleaning solvent.

Remarks

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

b) Inspect length and condition of brushes; replace when damaged or

worn to near the minimum length (length at which brush becomes
inoperative). There must be enough brush left to run until next
inspection period.
c) Inspect condition & wear of slip rings; if rough or dirty, clean and
polish with fine sand-paper.
Check all interlocks adjusting nuts for tightness

Interlock adjusting
nuts.
Electrical
control
equipment,
(ECP & EXCP)

M- 2

Stopped

M -2

Stopped

Control equipment power

apparatus
(Main
&
auxiliary
contactors,
reversers,
switches,
controllers and resistors).
Control equipment,
control relays in panels
and equipment boxes.
Transition relay panel

M -2

Stopped

M -2

Stopped

Clean panels and boxes with a small clean unused paintbrush and remove
dirt with a suction hose (vacuum cleaner).

DO NOT USE compressed air since dirt particles are often

blown into the contacts and armatures.

M -2

Stopped

Wheel slip relay

Axle generator

M -2
M -2

Stopped
Stopped

Check setting with portable test meter and ensure correct pickup and
drop out of transition.
Manually operate contacts to check operation
Wipe off the outside of generator and inspect the leads & connections to
ensure that no damage has occurred where they come out through the
packing gland

It is important that a water- tight joint be maintained at the point

where the cable enters the generator. Every precaution should be
taken to see that no water is allowed to enter the generator.

High & low voltage

circuits.
Batteries

M -2

Stopped

M -2

Stopped

Engine governor (GE)

M -2

Stopped

Speed recorder
Self load test switch

M -2
M -2

Stopped
Stopped

Electrical control
cabinet (pressurised)

M -2

Running

a) Remove cabinet covers & blow out with clean, dry compressed air.
Check & ensure that the equipment is dry and clean.
b) Clean and inspect visually. Ensure that the terminal connections are
tight and the wiring is in good condition.
c) Ensure that the system is free from grounds.
Blow out with clean; dry compressed air at 70 psi maximum pressure.
Wipe insulated surfaces with a dry clean lintless cloth.

Check for grounds. Record insulation resistance of power and control

circuits.
a) Record temperature of electrolyte.
b) Clean and prevent collection of dirt, corrosion products and oil at the
top of the battery.
c) Keep all connections in the battery circuit tightly bolted, clean and
well greased.
d) Ensure that the vent plugs are clean.
e) Record specific gravity of all cells.Equalise charge if one cell varies
with the other cell with respect to specific gravity or water
consumption.
Clean rheostat commutators, check brush-arms. Tighten pilot valve
amphenol plug.
Put a few drops of clock oil in the oil well.
Blowout with clean dry air. Wipe insulated surface with a dry clean lint
less cloth.
Check the pressure of air in the control cabinet - it should not be less than
10 mm of water pressure. Check sealing.

Use solvents sparingly.

Cleanliness is important. With the battery switch open wash off

with ammonia or baking soda solution (1 pound of soda to a
gallon of water) & rinse with water if condition warrants. Blow
out battery compartments & space between trays & wash the
entire compartment & top of the battery with a hose under
moderate pressure; blow out the surplus water with an air hose.

Do not use sand paper on brush tips and segments.

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

Engine speed

M -2

Running

Check idling and maximum RPM (no load)

Voltage

M -2

Running

Check:
a) No-load voltage with engine at 8th notch.
b) Reference panel voltage between wires 31E and 31T.
c) Alternator voltage between wires 55, 56 and 57 at reference panel.

Voltage regulator

M -2

Running

Check adjustment of the voltage regulator and adjust to 72 + 1 % (MI

22042) .

Radiator Fan

M -2

Running

Fuel pump motor

M- 2

Running

Turbo lube oil paper

filter

M -2

Stopped

Cylinder head valves

M -2

Stopped

Check for proper operation at low and high speeds. Set R1 and R2 to pick
up at 68 deg. & 74 deg. C respectively.
Record fuel pump current with circuit breaker on and radiator fan
working.
Renew filter element.
Conventional turbo filter element is to be changed at 60 days
periodicity
Long Life turbo L/oil filter element is to be changed at: 90
days periodicity
a) Clean top deck before removing valve lever covers. Inspect
mechanism and check lubrication. Clean surface and inspect valve
levers, equalising yoke; replace push rods if bent or ends damaged.

Engine crankcase
Turbocharger
water
return pipes
Exhaust manifold
Engine lubricating oil
strainer

M -2
M -2

Stopped
Stopped

Remove crankcase covers and check screens for any foreign material.
Check for cracks, examine clamps, and brackets.

M -2
M -2

Stopped
Stopped

Fuel Injection pumps and

governor
control
linkages.
Acceleration control
device
Radiator fan gear unit

M -2

Stopped

M- 2

Stopped

M -2

Stopped

Check tightness of bolts.

a) Examine the strainer screen shock springs and inlet seat for breaks or
leaks.
b) Thoroughly clean both inside and outside of strainer shell (also at oil
change).
c) Renew gaskets while reassembling. Observe metal particles on the
gasket, if any.
a) Check uniformity of rack setting.
b) Check all linkages for lost motion, clevis pin nuts should be securely
tightened against shoulders and cottered.
a) Check and adjust for proper operation, as prescribed.
b) Check for air cylinder leakage as prescribed.
Check oil level. Maintain level of oil in gearbox within of top of

Idling 400 RPM Maximum1050 RPM (No load) for low idle
feature Idling RPM 350
a) Should be 785 5volts.
b) Should be set at 31 to 33 V approx. with engine idling & 92
to 93 V at full speeds.
c) Should be set at approx. 88+2 volts at engine idling.
This should be done by connecting an accurate voltmeter across
the auxiliary generator terminals at the panel, and first
measuring the voltage at idling speed. Then slowly race the
engine upto full speed & notch down again, observing the range
in voltage. If the voltage was not smooth & steady repeat this
check to determine whether the regulator is functioning properly.
Adjust, if necessary, & record the idling & full speed voltage as
found and after adjustment if made. The auxiliary generator
voltage must be maintained constant regardless of engine speed.

It is essential to maintain this device as laid down; otherwise

excessive smoking during acceleration will occur.
See chart of recommended lubricants.

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

i)Compressor air intake

filter
ii) Panel bath filter

M -2

Stopped

Fast coupling
Fire extinguishers
Automatic & independent brake valve cams
D-1 Pilot air valve /
magnet valve

M -2
M -2
M -2

Stopped
Stopped
Stopped

filter opening.
Clean and oil.
a) Inspect the filter media. Remove and clean if found dirty.
b) Inspect bottom of the oil trough Dirt cake level should not exceed
c) Check intake gate mechanism for its effectiveness.
Lubricate.
Recharge if necessary and reseal.
Lubricate with light machine oil.

M- 2

Stopped

Check operational function of air dynamic interlock and magnet valve.

Wheels

M -2

Stopped

Bogies

M -2

Stopped

Bogie clearances
Side buffers

M -2
M -2

Stopped
Stopped

Centre Buffer Coupler,

Transition screw
coupling

M -2

Stopped

Slack adjuster
Friction Snubber

M -2
M-2

Stopped
Stopped

Fuel oil system

M -2

Stopped

Centrifugal oil cleaner

M-2

Stopped

Line clear rod where

fitted
Driver's
seats
&
armrests
Look
out glasses
sunshades.
Air hose couplings

M -2

Stopped

Refer para 18.0 of test programme No. MP.TP-019/81 revised

September 2004 for dual brake loco & para 16.0 of test
programme No. MP.TP-029/87 revised December 2004 for air
brake loco.
Visually examine for fractures, the tyre profile for wear, flat, and skidding This is a safety measure for fast wearing wheels.
marks.
Make a careful detailed examination of frames, links, pins, springs, brake
gear, etc. Lubricate as necessary.
Ensure that all clearances are within acceptable limits.
Buffer assembly shall be properly cleaned and inspected for cracks,
damage, looseness, missing components including its holding nuts. Free
movement/functioning of the buffer during compression and release shall
be ensured and repaired if necessary, following the guide lines contained
in MP.MI-116/82 (Rev. 01) Aug.'99
Coupler body, knuckle, knuckle pin, lock lift assembly, striker casting,
yoke & yoke pin, transition screw coupling, etc. shall be checked for
cracks/damage and missing components. Relevant details contained in MI
no. G-76 may be followed.
Lubricate as required.
Check the snubber assembly for broken spring by inserting a stiff wire
from bottom of spring seat. Any loose parts inside will indicate a broken
spring of the snubber. Replace the broken springs. (For instructions
regarding disassembly of snubber parts, refer to drawing no. SK.DL1505).
Check fuel oil sample from primary filter casing for water contamination.
If presence of water is detected the cause of contamination should be
investigated & water should be drained out more frequently from the
locomotive fuel tank & shed fuel storage tanks.
Open the filter bowl, remove dirt depositions clean with kerosene oil and
reassemble.
Gauge and adjust, if necessary.

M -2

Stopped

Repair, if necessary.

M -2

Stopped

Inspect and replace if necessary. Also secure, if necessary.

M -2

Stopped

Check condition of rubber sealing end fittings and Clamps.

See chart of recommended lubricants.

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

Fuel oil pressure should be set at least 3.2 kg/cm2.

Fuel pumps and fuel

pipes.
Air Dryer

M -2

Running

Inspect for leakage from fuel pumps / pipes at maximum engine speed.

M -2

Running

Compressed air system

Leakage and air hose
couplings.

M -2

Running

Engine cooling water

system

M -2

Running

Expressor crank case

M -2

Running

Twin beam head light

M-4

Stopped

Master
controllers,
throttle, reverser and
braking (selector).
Control
equipment
terminal connectors
Control
equipment
shunts

M-4

Stopped

Refer- MPMI-18
Check functioning of air dryer for purging, cycle time and change over
with minimum MR pressure of 8.0 Kg/cm2. Examine the drain valve on
the sump of coalescer.
Check that:
a) MR leakage with independent brakes in application position is within
0.3 kg/cm2 in 3 minutes.
b) MR leakage with A - 9-brake valve in Full application is with in 0.3
kg/ cm2 per 3 minutes.
c) BP & FP leakage is within 0.7 kg/cm2 in 5 minutes.
d) Move A-9 Automatic Brake valve from " Release to Emergency "
Note maximum brake cyl. Pressure. There should not be any leakage
B.C. Gauge up to 10 minutes.
e) Check proper working of C-2 W with over charge feature.
f) Check valve leakage is with in 0.3 kg/cm2 in 3 minutes.
g) Leakage in VTP is within 7 cm of HG in 1 minute.
a) Check for water/oil leakage from tell tale hole of water pump. Replace
pump if leaking.
b) Check for any other leakage in the system and rectify.
Check and record crank case vacuum.
To achieve the best performance the vacuum maintained in the
crankcase should not be less than 5 below the vacuum in the
vacuum Reservoir pipe.
Check operation of Headlights. Focusing shall be done as per OEMs
maintenance manual.
Clean and inspect contact fingers. Check mechanical interlocks on both
control stands.

M-4

Stopped

M-4

Stopped

Control
equipment
contact tips.

M-4

Stopped

Put a slight pressure on each cable or wire near a bolted or screw

connection to see if it moves. If it moves, tighten the connection.
Check shunts for flexibility and condition. Renew worn, frayed, broken or Shunts must be flexible. If a misdirected arc strikes the shunt, a
corroded braided shunts.
number of strands on the shunt may become welded together and
the shunt is no longer flexible. Renew shunt when this occurs.
Discoloured shunts indicate heating due to loose connections or
heavy arcing at the contact tips.
a) Pneumatic contactorsBe careful that full contact is obtained across & between the
Smooth burnt or beaded surfaces with a fine mill file. Do not remove
contact surfaces after filing. Renew contact tips when badly
small pits.
pitted or worn more than halfway through at the contact
b) Magnetic contactorssurfaces. Renew contacts or fingers when silver facing begins to
Renew contact tips when they are badly pitted or worn more than
wear through.
halfway through at the contact surfaces. DO NOT attempt to file the
contact tips.
c) Commutator face of governor rheostats, governor brush-arm contacts
and relay contact tips-Clean surfaces of the silver faced contacts &
fingers with clean, lintless cloth moistened with suitable cleaning
solvent.

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

Hot
engine
alarm
switch
Power knockout switch

M-4

Stopped

M-4

Stopped

DO NOT use sand paper or emery cloth as they leave grains embedded
in the silver that insulate the contacts.
d) Adjust the stationary fingers to reset out-of- tolerance over travel
caused by wear of the contact surfaces.
e) Inspect reverser interlocks silver-faced serrated contacts surfaces. If
worn, resharpen them with a small triangular file.
Check for loose connections and proper operation. Set alarm at 90 deg. C
and engine coming to idle at 95 deg. C.
Clean contacts, tips and inspect. Check connections.

Engine starting and

stopping buttons.
Jumper and other high
voltage cables

M-4

Stopped

Inspect and clean contacts.

M-4

Stopped

Medha s MCBG

M4

Stopped

BHELs MCBG

M4

Stopped

Engine Governor (GE)

Traction motors
Crankcase exhauster
motor, blower and Dust
exhauster blower motor.
Electrical Speedometer

M-4
M-4
M-4

Stopped
Stopped
Stopped

Clean, inspect and test to maintain the cables in safe and suitable condition a) Date & place of inspection and test shall be legibly
for service. Each jumper carrying current having a potential of 600 volts or
stencilled on a metal tag securely attached to jumper.
more shall be tested by immersing the cable portion in water and subjecting b) Cable connections between locomotives and jumpers with
each conductor with another and with the water, to a difference in
any of the following defects shall not be continued in
potential of not less than one and three fourth times the normal working
service; broken or badly chaffed insulation; broken or
voltage for not less than one minute.
defective plugs, receptacles or terminals; broken or
protruding strands of wire; jumpers of improper lengths.
Control Unit:
Engine OFF.
Conduct rack calibration test as per the annexure I available in the MCBG Battery OFF and engine OFF.
operation and maintenance manual to ensure free movement of racks. If
any racks are found sticky, re-test after lubrication of racks.
Actuator Unit:
1. Check for any damage to the rubber bellow provided on the output
shaft.
2. If so replace the bellow to avoid dust entry on to the output shaft .
Actuator Unit:
1. Check Rod end bearing at Linkage rod of Actuator/Sensor unit and
replace if found moving hard during checking.
2. Check Pin (Rod end) at Fork (towards actuator shaft)and replace if
found loose and lot of play.
3. Check Split pin (Rod end) on pin of Fork (towards actuator shaft) and
replace if found broken during checking.
4. Check Split pin (Engine end) on pin of Fork assembly (towards engine
rack) and replace if found broken during checking.
5. Tighten Nut (towards Rod end bearing) and replace if worn out.
6.Tighten Nut on Fork (towards engine rack) and replace if worn out.
Clean oil filter. Send sample for testing for oxidation and sediments.
Lubricate armature bearings. (Unsealed)
Remove and recondition.

M-4

Stopped

Calibrate speedometer.

Engine lubricating oil

filters (Paper pleated

M-4

Stopped

Renew filter elements and gaskets, (also at oil change). Drain filter tank,
thoroughly clean the interior and wipe dry with clean rags. Follow the

The schedule of calibration is at a interval 24 months (M24) of

the speedometer for the instruments fitted with stepper motor.
122 days lube oil filter element is to be changed at:
a) 120 days periodicity for Locos not fitted with centrifugal

Parts

Stopped /
Schedule
Periodicity Running

type)

Work to be done

steps given in RDSO Instruction Bulletin No. MP.IB.ES. 04.13.02

(Rev.0.00), Jan. 2003.

Covers
i) Engine crank-case
ii) Cylinder head

M-4

Stopped

Check covers for damage & renew gaskets.

Lubricating oil pressure

switch
Engine cylinder heads air
and exhaust elbows.

M-4

Stopped

M-4

Stopped

Vibration damper

M-4

Stopped

Check for loose connections & proper operation. Check switch

resistance. Adjust for pick up at 1.6 kg/cm2. and drop at 1.3 kg/cm2.
a) Check Blow by on all cylinder heads. Check and tighten the bolts to
proper torque values.
b) Check tappet clearances and adjust if necessary. Set at 0.034 ".
Check for free movement of outer rings.

Fuel injectors

M-4

Stopped

Test and overhaul.

Fuel injection pump &

governor control
linkages.

M-4

Stopped

Fuel injection system

Expressor / Compressor

M-4
M-4

Stopped
Stopped

a) Disconnect governor linkage and check torsion spring shaft and

bearing assembly for wear, replace as necessary.
b) Check control shaft bearing for wear.
c) Check timing and adjust if necessary.
Give dry run and adjust fuel racks.

Expressor governor

M-4

Stopped

Expressor crank-case
vacuum check valve
Brake connections

M-4

Stopped

M-4

Stopped

Radiator fan gear box

M-4

Stopped

Tighten all brake connections in nose and operating stand. Check all pipes
for leaks0.
Top up oil in radiator fan drive gear box.

Spline shafts
Universals

M-4

Stopped

Clean, inspect and check for proper lubrication.

a) Clean & inspect all valve assemblies.

b) Recondition the unloaders.
c) Drain, clean & refill crankcase.
d) Clean strainer
e) Check alignment of drive
f) Before filling, check expresser chain, split pin of chain drive &
condition of crankshaft wing cap securing stud nuts and gasket. On
gear driven pump, check mounting of gears.

a) Clean and oil. A few drops of good oil should be placed on the surface
passed over by the cutting in and cutting out valves.
b) Ensure that the exhaust opening is free from dirt or gum.
Inspect the piping for tightness. Ensure that the orifice is not obstructed.

Remarks

L/oil cleaner. b) 240 days periodicity Locos fitted with

centrifugal L/oil cleaner Non-telescopic.

Records should be maintained to indicate conditions.

) When replacing inlet & discharge valve assemblies. in the

cylinder heads, it is important that the copper gasket between
the head and valve seat is in good condition. Generally, it is
better policy to replace this gasket with a new one when
reassembling. The same gasket is used for all inlet &
discharge valve assemblies. It is also important to make
absolutely certain that valve assemblies are replaced with the
castle nut side pointing outward i.e. away from the piston. In
some instances it might be possible to turn an assembly over
and this should be done. Serious damage to the compressor or
compressor-exhauster might result, if operated under this
condition.
b) See chart of recommended lubricants.
See chart of recommended lubricants.

While refitting the spline, the mating marks should be checked &
fitted.

Parts

Schedule Stopped /
Periodicity Running

Work to be done

Flexible couplings

M-4

Stopped

Clean, inspect and check for proper lubrication.

Rear traction motor

blower (Belt driven)
Compressed air &
vacuum system

M-4

Stopped

Check the alignment of pulleys.

M-4

Stopped

Sander control valve

M-4

Stopped

i)Clean all strainers and filters.

ii) Replace paper element of GD 80 filter.
iii) Clean, repair and test the following to ensure their operation in a
safe and suitable condition for service:
A-9 Automatic Brake Valve; SA-9 Independent Brake Valve; C-2 W
Relay valve; MU-2B valve; VA-1B control valve & Air flow
indicating device
a) Clean the valve.
b) Lubricate the cup washer O rings and piston with a good grade of air
brake grease.
Measure the wheel dia and wheel profile i.e. root wear, flange wear &
tread wear using gauge to RDSO sketch no. SKDL-3592. The
measurement instructions are given in SKDL-4260.
WDG3A LOCOS :
i) Examine wheel profile, measure and record wear parameters i.e. root
wear, flange wear & tread wear using gauge to RDSO Drg. No.
SKDL3592 (Alt-5). The measurement instructions are given in Drg.
No. SKDL 4260 (Alt -2). The permissible limits of these parameters
are shown in RDSO Drg. No.
CSL- 2127 / M. ii) Ensure wheel dia. variations are within prescribed
limits. For details
refer VLMI- 02/ 96. iii) Examine the wheel visually for any defect
mentioned in annexure I
of VLMI- 02/96 and appropriate action taken.
WDP3A LOCOS :
i) Examine wheel profile, measure and record wear parameters i.e. root
wear, flange wear & tread wear using gauge to RDSO Drg. No.
SKDL3592 (Alt-5). The measurement instructions are given in Drg.
No. SKDL 4260 (Alt -2). The permissible limits of these parameters
are shown in RDSO Drg. No.
CSL- 2127 / M. ii) Ensure wheel dia. variations are within prescribed
limits. For details
refer VL-MI- 04/ 98. iii) Examine the wheel visually for an defect
mentioned in annexure I of VLMI- 04/ 98 and appropriate action taken.

Wheels

Wheels Reprofiling

M-4

Stopped

M-4

Stopped

M-4

Stopped

M-4

Stopped

WDG 3A LOCOS:
Wheels should be reprofiled with wear-adopted profile to RDSO Drg.
No. SKDL -2561.
WDP3A LOCOS:

Remarks

i) Reprofiling should be done, on or before reaching any one of

the wear limits, mentioned below flange wear 3mm, root wear 6
mm & total tread wear (even wear b+flange wear) 6.5 mm or
there is any wheel defect like flat (permissible length of flatness
50 mm max.), spalling, shelling etc. ii) Diameter of the wheel
should not very more than : ( for WDP3A & WDG3A)
a) 2.5 mm on the same axle.
b) 8 mm on the same bogie.
c) 25.0mm on the same locomotive during service.
iii) Diameter of the wheel should not very more than: (for
WDM2 & WDM3A)
a) 8 mm on the same bogie.
b) 25.0 mm on the same locomotive during service.
While replacing with new wheels or reprofiling, the dia should
not vary more than: i) 0.5 mm on the same axle. ii) 2 mm on the
same bogie.
iii) 15 mm on the same locomotive. Wheel shall be scrapped
after the wheel-dia has reached to 1016 mm or when the rim
thickness has decreased to 25 mm.
(For details, refer MP.MI 71/ 78, Revision 1992 or latest, wheel
wears management IB. No. MP. IB.BD.02.16.01 & MP
IB.BD.01.01.05).

ON CONDITION BASIS

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

Wheels should be reprofiled with wear-adopted profile to RDSO Drg. No.

SKDL 2561 if maximum speed of operation is 110 kmph and with IRS
thick profile to RDSO Drg. No. CSL 3040, if maximum speed of
operation is more than 110 kmph.
Check for damage/missing nuts/bolts and ensure its proper tightness.
Check for welding cracks in brackets and also damage to drain valve/plugs
and fuel gauges. Repair/replace, if necessary.
Tighten the gear case joint bolts (torque 55-62 Kg-metre) & mounting
bolts (104-111 Kg-m).
Lubricate.

Fuel tank mounting

nuts/bolts and brackets

M-4

Stopped

Traction motor gear

case
Hinges & locking
devices, doors etc.
Air system safety valve

M-4

Stopped

M-4

Stopped

M-4

Running

Air Dryer
Expressor / Compressor

M-4
M-4

Running
Running

Engine air intake filterOil bath type.

Traction
motor
suspension bearings

M-4

Stopped

Clean sludge & change oil. Remove and clean the bowl & the filter
assembly. Change gasket before reassembly & record.

M-4

Stopped

Clearances

M-4

a) Drain oil from traction motor suspension bearings, clean & refill with a) Discard wick lubricator, if surface is burnt or damaged.
b) Test wick by applying clean oil to lubricating surface. If oil
new oil.
is quickly absorbed, wick set is still operative. If oil stands
b) Check traction motor suspension bearing cap bolts for tightness.
in pool on contact surface or disappears very slowly, replace
c) Check conditions of nose suspension bolts split pins, etc. Renew if
the wick.
broken.
c) Discard wicks when worn to within of the metal wick
d) Check the wear in motor nose suspension. Add shims, if necessary.
holder.
d) See chart of recommended lubricants.
To check: Procedure for measurement of lateral clearances of WDM2
a) Traction motor suspension bearing radial clearance, max. Allowed
(modified), WDM2A & WDM3C locos, refer instruction
1/16.
Bulletin no. MP.IB.VL-03.04.06
b) Traction motor suspension bearing lateral clearance, max. allowed
Procedure For measurement of lateral clearances of WDG3A &
5/16.
WDM3B locos, refer instruction Bulletin no. MP.IB.VLc) Check pedestal and axle box liners for wear. Permissible limits of
01.02.06
these are given below.
Lateral Clearances (Total Per Axle) For Front & Rear Axle (mm)
WDM2 (Modified), WDM3A & WDM3C: Min.
Max.
Service limit 22.4
24.8
30.0 WDG3A , WDM3B &
WDM3D 22.0
25.2
30.7
For Middle Axle (Total Per Axle) mm
WDM2 (Modified.), WDM3A & WDM3C Min.
Max.
Service limit
4.0
6.6
12.0 WDG 3A , WDM3B & WDM3D 2.4
6.0
11.5

Stopped

Test operation. Safety valve. Blowing pressure = 10.50.1 kg/cm2, closing

pressure =9.5 to 9.8 kg/cm2.
Check memory features.
Measure crankcase lube oil pressure and record.
See chart of recommended lubricants.

Parts

Schedule Stopped /
Periodicity Running

Rectifier

M-4

Stopped

Traction Alternator

M-4

Stopped

Engine over speed trip

device
Fuel booster pump &small
moto rs
Engine air Inertial filter

M-4

Stopped

M-8, M16 M-24

M-8,
M-16, M24
M-12
M-12

Stopped

M 12

Stopped

Axle Generator
Traction generator
BHELS MCBG

Work to be done

WDP3A
1.2
3.0
6.0
Longitudinal Clearances (Total Per Box.) mm.
WDM2 (Modified), WDM3A & WDM3C
Min.
Max.
Service limit
0.4
1.9
5.0 WDG3A,
WDM3B, WDP3A & WDM3D
2.0
4.0
6.0
a) Repeat all items under monthly schedule.
b) Check that all the diodes/heat sinks are in proper tightened condition
on DC bus bars.
c) Ensure that the washer under nylock nut is loose which shows that
diode is properly tight between heat sinks.
a) Measure insulation resistance of the stator and rotor coils.
b) Check the tightness of all the fasteners as mentioned in para(b) under
monthly inspection.
c) Wipe the slip ring insulation and approachable parts of the rotor and
stator coils and rotor connections with a clean lint free cloth moistened
in Orion-77 or approved cleaning solvent.
d) Check alignment of brush holders on slip rings. Bulletin
No.SB/Genl/069-March' 99
Remove, clean, inspect & recondition. Test spring tension and renew if
necessary.
Remove and recondition.

Stopped

Renew secondary stage filters.

Basic criteria for changing is, when the differential vacuum across the
air filter reaches to 470 mm (18.5) of WG.

Stopped
Stopped

Greasing to be done
Check ovality of commutator, grind commutator, mica under cut and
chamfer commutator bars.
Control Unit:
1.
Check OS test switch. Replace if broken
2.
Check BAP by pass switch. Replace if broken
3.
Check Reset button. Replace if broken
Actuator Unit:
1. Check Rod end bearing at Linkage rod of Actuator/Sensor unit and
replace if found moving hard during checking.
2. Check Pin (Rod end) at Fork (towards actuator shaft)and replace if
found loose and lot of play.
3. Check Split pin (Rod end) on pin of Fork (towards actuator shaft) and
replace if found broken during checking.
4. Check Split pin (Engine end) on pin of Fork assembly (towards engine
rack) and replace if found broken during checking.

Remarks

If centre washer is not free, then tighten bolts uniformly on

both the sides in steps till center washer becomes just free. In
no case the central nylock nut shall be disturbed.

Change counter weight & spring in M-12.

Non telescopic
Schedule periodicity may be reviewed by shed in charge
depending upon local environmental condition
Non telescopic

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

5. Tighten Nut (towards Rod end bearing) and replace if worn out.
6. Tighten Nut on Fork (towards engine rack) and replace if worn out.
Engine governor
(GE Make)

M-12

Stopped

Sanding system magnet

valves

M-12

Stopped

Batteries.

M-12

Stopped

Crankshaft split gear

M-12
M-12

Stopped
Stopped

M-12

Stopped

M-12

Stopped

M-12

Stopped

Radiator fan gear box

Foundation
and/or
mounting bolts.
Turbo
supercharger
ALCO

M-12
M-12

Stopped
Stopped

M-12

Stopped

After cooler

M-12

Stopped

Flexible water
connector to cylinder
Head
Engine lubricating oil
system pressure
regulating and relief
valves

M-12

Stopped

M-12

Stopped

Crankcase
explosion
doors.
Engine fuel oil system,
relief and regulating
valve
Engine lubricating oil
system bypass valve
Water pump

a) Inspect, clean & rectify as necessary.

b) Check oil pressure, Adjust pressure regulator to 135 psi.
c) Check grease nipples for tightness in case of needle bearings
d) Check brush arm tips, pilot valve & LCR condition.
a) Clean solenoid valves including plunger parts & bottom cap.
Lubricate as necessary while reassembling.
b) Test for air leaks.
Check the readings carefully. Cells unable to stand up to 75% rated
capacity should be repaired where possible.
Visually inspect clamping bolts & nuts.

The condition of the air from the main reservoir will determine
how often they could be cleaned. Impurities from the air will
deposit in all parts of the inside surface of the body and coil pole
When the job is otherwise finished make sure all batteries
connection are free of corrosion and retighten them.

Remove and completely overhaul the crank case explosion doors & refit
on the loco.
Remove and completely overhaul the valve & refit on the loco after
testing/calibration.
Remove and completely overhaul the valve & refit on the loco after
testing/calibration.
Renew water and oil seal assemblies, if necessary.
Drain oil, clean & refill with fresh oil.
Check tightness of foundation and/or mounting bolts of all equipment in
the engine room.
Remove and overhaul including annealing of copper pipes, if fitted.

Modified water pump seal as per RDSO mod. Sheet no.

MP.MOD.ES.01.02.05 (Rev.- 0) should be overhauled in M24.
See chart of recommended lubricants.

Separate records should be kept indicating the defects noticed

repairs done, if any and spares used for 710/720/ 720A1 model
turbo super-chargers. Bearing clearances should be recorded, if
bearings are renewed. For the other TSC the periodicity shall be
as follows:
Napier M-12, ABB (VTC 304) M-24, GE - M-72
For ABB (TPR61) & HISPANOSUIZA - overhauling
periodicity will be advised later by RDSO separately.
Remove, clean & test as indicated in MI 11057 using indigenous cleaning Thorough cleaning should be ensured to keep the exhaust gas
compounds.
temperatures lower.
Check elbow & adopter for any cracks and damages. Replace hose and
clamps.
Remove, clean inspect and check setting of the valves.

If the surface of the cup disc and stationary valve is scored or if

the valve seat has been damaged lap the parts together with
powdered emery and oil.

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Air maze oil bath

filters
Hydraulic Dampers

M-12

Stopped

Overhaul and renew oil gaskets.

M-12

Stopped

Traction Bar

M-12

Stopped

Axle roller bearings

M-12

Stopped

WDP3A, WDG3A, WDM3B &WDM3D LOCOS: Remove

and check working of hydraulic dampers manually.
WDP3A LOCOS:
Dismantle and check condition and characteristics of rubber pads. Replace
both the pads, if necessary. Do not use old and new pads together. Also
check nuts and locking plates for any damage. (Refer para 4.8.7 of VL.MI04/98).
a) Repeat items of trip inspection.
b) For checking of longitudinal and lateral clearances refer related
locomotive bogies maintenance manual.
c) Remove axle box end covers for examination of the condition of grease
and end clamping arrangement of bearing as given below:
i) If grease is found discoloured / disintegrated, then disassemble the axle
box and clean the bearing thoroughly. Examine the bearings with their
elements minutely. Re-assembly, checking, re-lubrication should be done
according to the instruction laid down in of MPMI- 04.004. i) If the
condition of grease and bearing parts are satisfactory, reassemble the end
cover and top up 27 to 45 grams (i.e.30-50 cc) of recommended grease as
required to each axle box with pressure gun through grease nipple without
disturbing the bearing assembly. ii) Before re-assembly of end cover,
examine the locking arrangement of clamping plate (i.e. bolts and locking
plate etc.) of bearing. WDM2 / WDM3A / WDG3A LOCOS:
Before reassembly of end cover, visually examine the condition of thrust
units of end axle boxes to the extent possible without dismantling the
same. Run a finger round the inner and outer thrust collars and see there is
no burrs or roughness. If found improper, correct immediately.

Axles

M-12

Stopped

Vacuum
and
compressed air systems.

M-12

Stopped

Ultra sonic Examination:

Test axle in situ with ultrasonic crack detection equipment as per
separate instructions issued by RDSO (M & C Directorate). Only axle
box end covers, clamping plate and thrust pad arrangements (in case of
WDM2 / WDM3A / WDG3A LOCOS) need be removed for this
purpose.
a) Clean, repair and test the following to ensure their operation in a safe
and suitable condition for service:
D-1 Automatic Drain Valve; J-1 safety Valve; 2" Disc Check valve; 1"
Check Valve with choke; 24- A Double Check Valve; 1/64" exhaust with
1/32" choke; A-9 Automatic Brake Valve; SA-9 Independent Brake Valve;
28-VB Control valve; C-2 W Relay valve; MU-2B valve; F-1 selector
Valve; VA-1A & VA-1B control valve, HS-4 Control air Valve; VA-1
Release Valve; A-1 Differential Pilot Valve, Emergency brake valve; H-B5 Relay Air Valve; H-5 Relay air Valve; Air flow indicating device,
duplex check valve, limiting

Remarks

Replace gauges found incorrect or repair incorrect gauges before

they are returned to service, wherever applicable:
a) After disassembling the valve, clean all metal parts in a
suitable solvent and wash all rubber parts with soap and
water. Blow-dry with a low-pressure air jet.
b) Lubricate valves, cams and cam-dog surfaces with specified
lubricant. O rings used in air brake devices should also be
lubricated with the specified lubricant.
c) Renew diaphragm if cracked, brittle, damaged or nicked or
broken headed surfaces. Renew packing rings, which are

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

valve , loco brake release switch , feed valve, D-1 Pilot Air Valve; cut-out
worn or excessively distorted. IMPORTANT-The date of
cocks and strainer; drain Cocks; Filter GD 80 D : Filter GD 80 E with 1" testing or cleaning and the initials of the shed/depot at which the
dia. orifice; Filter - J ; 3 way Cut out Cock; Power Cut-off & Dynamic
work is done should be legibly stenciled in a conspicuous place
braking Switch; Expressor safety; relief and breather valves; sander
on the parts.
valves; (in control stand); Sander Control Valve; sand trap (Conveyor) etc.
b) Test all air and vacuum gauges.
c) Anneal all copper pipes and refit.
Panel mounted air brake
system

M-12

Stopped

Control air reservoir

and main auxiliary
reservoirs.

M-12

Stopped

Wind shield wiper

Expressor / compressor

M-12
M-12

Stopped
Running

Lubricate air chamber parts with air engine oil.

Engine
compression
pressure.
Load box test

M-12

Running

M-12

Running

Engine over speed trip

device

M-12

Stopped

Carry out the compression test in all cylinders & record readings at idling
and other notches. Also record-firing pressures at all notches.
Carry out load test, adjust power as indicated in MI 24022 and record
output, exhaust gas temperatures at inlet to & exit from turbocharger,
temperatures at inlet to & exit from the after cooler of charge air and
water, lube oil and water temperatures, fuel rack, ambient temperature,
booster pressure, cylinder compression and firing pressures etc.
Remove, clean, inspect & recondition. Test spring tension and renew if
necessary.

Turbo super charger

(For Napier turbo)

M-12

Stopped

a) Clean, overhaul, repair and test to ensure operation in a safe and

suitable conditions for service of all brake valves fitted on panel.
Renew all mounting gaskets and 'O' rings.
b) After disassembling the valve, clean all metal parts in a suitable
solvent and wash all rubber parts with soap and water. Blow dry air
with a low air pressure jet.
c) Lubricate valves 'O' rings used in the brake valves with specific
lubricant.
d) Renew diaphragm if cracked, brittle, damaged or nicked or broken
headed surfaces. Renew packing rings, which are worn or excessively
distorted.
Blow down and clean.

Change liner & piston rings.

Perform orifice test as prescribed.

Remove and overhaul.

All pressure vessels are to be tested and certified periodically by

a qualified Boiler Inspector. The period is to be specified by
Chief Mechanical Engineers Office.
These tests are a measure of the condition of the expressor. The
minimum capacity permitted in service shall be
approximately 80% of the capacity when new. For ready
reference the graphs tables pertaining to the particular model of
the expressor on giving the recommended limit (passing as well
as condemnings should be referred to. The diameters of the
orifice, speed of the compressor/ exhauster etc. should be as
specified in the graph /tables.)
M-12 ( for 3100 hp locos)
M-24 for all locos
M-12 Load box & exhaust gas temp. Measurement without
firing pressure for 2600 HP Locos & complete load box for 3100
HP.
Complete load box for all in M-24
Change counter weight & spring in
M-12.
Overhaul of Napier turbos was 2 years (Ref. Report
no.MP.Misc-54). This has been modified to 1 year as per
th

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Air dryer

M-12

Stopped

Painting

M-12

Stopped

Control reservoir &

main reservoir

M-12

Stopped

Expansion tank water

level gauge
Control equipment Self
load test switch
Control equipment Self
load test switch air
cylinder
Electrical control
cabinet (pressurised)
Low lubricating oil
pressure switch.
Control
equipment
magnetic contactors

M-12

Stopped

Check and recondition.

M-12

Stopped

M-12

Stopped

a) Add a few drops of light machine oil to bearing.

b) Apply thin film of grease on gear teeth cam surface.
Remove the covers at the end of the air cylinder and add several drops of
light machine oil to the air cylinders.

M-12

Stopped

Replace all sealing rubbers.

M-12

Stopped

Check calibration and operation.

M-12

Stopped

Add a few drops of light machine oil to the contact arm oilite bushing.

Engine
electrical
protection and safety
devices

M-12

Stopped

Warning lights
Traction Alternator

M-12
M-12

Stopped
Stopped

Check condition, calibration & operation of the following protection and

safety switches:
a) Engine temperature switches.
b) Low water level switch.
c) Low lube oil pressure switch.
d) Wheel slip relay.
e) Ground relay.
f) Safety aux. Relay.
g) Pneumatic control switch.
h) M.U.engine stop switch
i) D.M.R.
Remove and clean.
a) Measure the ovality of the slip ring. This should not increase 0.1 mm.
b) Drain the gear case, clean & refil engine lube oil.
c) Inspect pole connectors for fatigue cracks, faulty connection or burnt
insulation.
d) Clean the alternator "in situ" as given in para (b) under monthly
inspection.

a) Renew element of Pre-coalascer, examine filter element of final filter.

b) Check dessicant containing oil & water, renew desiccant.
c) Clean mufflers and check condition of each pipe assembly.
d) Check pressure setting to start the cycling operation of air dryer.
Paint locomotive exterior and interior, including machinery, whenever
necessary.
Keeping 1.5 times braking pressure, Hydraulic test shall be conducted on
reservoirs.

Remarks

34th DMG report.

Refer MP MI 18 & manufactures maintenance manual.

Painting may be done more frequently, if desired by the

Railways.
All pressure vessels to be tested and certified periodically by a
qualified boiler inspector. The period is to be specified by chief
mechanical engineers office. A shorter period may be followed
if convenient.

For Conventional.
The broken coil-connecting strap will be evident by an open
alternator circuit and may indicate a loose pole.

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Traction generator gear

case.
Traction motors

M-12

Stopped

Drain, clean and refill to FULL Mark. Do not overfill.

M-12

Stopped

Load meter
Traction generator

M-24
M-24

Stopped
Stopped

a) Test insulation resistance after cleaning with degreasing compound.

b) Check brush holders and tension of brush springs.
c) Renew defective brush holders; replace loose nuts and copper strips if
necessary.
d) Check up for solder run out.
Check calibration

Batteries

M-24

Stopped

Rectifier

M-24

Stopped

Auxiliary Generator

M-24

Stopped

Medhas MCBG
Engine governor BHELs MCBG

M24

Stopped

a) Clean and remove dirt, oil moisture, metal dust etc. by compressed air
and suitable solvents as necessary.
b) Inspect condition of varnish surface on armature and field coils etc.
cracked or flaking varnish surface require varnish treatment.
c) Measure and record insulation resistance of armature and field coil,
using a Megohm-meter. A reading of less than 1 mg. ohm. should be
investigated and rectified.
d) Check brush holders and tension of brush springs.
e) Paint brush holder support insulators, commutators string band and
accessible surfaces of armature and field coils with approved enamel.
Allow 4 hours for enamel to air dry.
a) Remove and clean. Test by cycling. Recondition and repaint battery
boxes.
b) Charge battery at finishing rate.
Dismantle the rectifier assembly for overhaul as per MP.MI.' Jan 94 and
BHEL manual.
a) Clean with degreasing compound and test insulation resistance.
b) Check brush holders and tension of brush springs.
c) Stone & air cure cummutator, if necessary.
Control Unit:
1. Remove, clean and re-fit the unit. 2. Replace (MCB MB gasket)
main door gasket if found damaged.
Actuator Unit:
1. Unload, clean and re-fit the unit.
2. Replace the following gaskets if found damaged:
Actuator Main Cover gasket PRS box cover gasket Bellow AU
Flange gasket AU Mat-GB AU Mat-RP Control Unit:
1. Check OS test switch. Replace if broken
2. Check BAP by pass switch. Replace if broken

Remarks

See chart of recommended lubricants.

DO NOT paint over dirt. Dirt and other contaminants provide a

leakage path under the paint, as well as over it.

Battery OFF and engine OFF.

Battery OFF and engine OFF.

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

3. Check Reset button. Replace if broken Actuator Unit:

1. Check Rod end bearing at Linkage rod of Actuator/Sensor unit and
replace if found moving hard during checking.
2. Check Pin (Rod end) at Fork (towards actuator shaft)and replace if
found loose and lot of play.
3. Check Split pin (Rod end) on pin of Fork (towards actuator shaft) and
replace if found broken during checking.
4. Check Split pin (Engine end) on pin of Fork assembly (towards engine
rack) and replace if found broken during checking.
5. Tighten Nut (towards Rod end bearing) and replace if worn out.
6. Tighten Nut on Fork (towards engine rack) and replace if worn out.
Engine governor
(GE / EDC)

M-24

Stopped

Remove, recondition and test on Governor test stand.

Axle Generator

M-24
M-24

Stopped
Stopped

Remove and overhaul.

M-24
M-24
M-24

Stopped
Stopped
Stopped

M-24

Stopped

Remove the covers at the end of the air cylinder and add several drops of
light machine oil to the air cylinder.

Control
equipment
braking switch air
cylinder
Control
equipment
electro-pneumatic
contactors.

M-24

Stopped

Remove the covers at the end of the air cylinder and add several drops of
light machine oil to the air cylinders.

M-24

Stopped

Add several drops of light machine oil to the cylinders through the oil
holes or through the cylinder heads, change neoprene buckets.

Magnet valves

M-24
M-24

Stopped
Stopped

Remove and recondition all magnet valves.

Dynamic brake blower

motor

Circuit breakers
Gauges and meters
Control equipment
electrical controller,
reverser and braking
switches
Control equipment
reverser air cylinder

Voltage regulator,
Transition relay panel,
Excitation panel & Engine

Greasing to be done in M - 12

a) Clean with degreasing compound and test insulation resistance.

b) Clean and lubricate blower bearings.
c) Check brush holders and tension of brush springs.
d) Stone & air cure cummutator, if necessary.
Clean & inspect. Test for their operation.
Remove and calibrate, if required.
a) Add a few drops of light machine oil to bearings.
b) Apply thin film of grease on gear teeth cam surfaces.

Inspect and repair panels / cards especially contact fingers in bars and test
on specially fabricated test bench.

Certain Reversers are assembled with teflon packings in the

cylinders. Filled teflon packings require no lubrication; however
they will operate satisfactorily, if lubricated. f doubt exists as to
the type of packing used, lubricate the cylinders.

Certain Contactors are assembled with teflon packings in the

cylinders. Filled teflon packings require no lubrication; however
they will operate satisfactorily, if lubricated. f doubt exists as to
the type of packing used, lubricate the cylinders.

Parts

control panel
Warning lights
Measures against fire

Stopped /
Schedule
Periodicity Running

M-24
M-24

Stopped
Stopped /
Running

Engine power
assemblies

M-24

Stopped

Engine crankshaft

M-24

Stopped

Engine camshaft

M-24

Stopped

Radiators
Radiator Fan drive

M-24
M-24

Stopped
Stopped

Engine cooling water

system

M-24

Stopped

Work to be done

Remarks

For LED lights remove and clean.

Ensure the following:
There should be adequate sealing arrangement in the traction alternator
connection box to prevent oil entry into the box.
a) Remove and overhaul cylinder heads, valves, valve mechanism etc.
a) 100% renewal cylinder Liners, piston rings, valve guide &
b) Remove water outlet header & elbows and
con. Rod bearings to be done.
(i)Surface inspects- interior and exterior of header & elbows. (ii)Check
b) Magnaflux the component for cracks etc., if possible.
header and elbow connection joints for smoothness. (iii)Thoroughly clean c) Hydro test cylinder heads for leaks at 70 psi with water 190
header and elbow.
deg. F. Cracked heads should be scrapped.
c) Remove pistons with connecting rods and
i) Decarbonise pistons. Replace rings.
ii) Examine pistons for cracks looseness of inserts etc. iii) Check
connecting rod & renew bearings iv) Check wrist pin & wrist pin bush.
v) Cylinder liners- Replace all liners.
d) Air intake manifolds- Remove inlet elbows, clean inlet manifolds and
refit inlet elbows.
e) Push rods- Check, if bent. Renew where necessary.
f) Rocker arm assembly- Check bushings for wear. Renew, if necessary.
g) Refit pistons (with new rings) and connecting rods. Check connecting
rod bolts elongation. h) Refit cylinder heads.
i) Refit water outlet header and elbows with new gaskets.& Check and
adjust inlet and exhaust valve clearance set at 0.034. j) Check timing of
fuel injection pumps.

Check crankshaft thrust and deflection. Add shims if deflection is more

than0.0008. (0.0016 should be the total indicated run out.)
a) Inspect cams, rollers, lifters and crossheads.
a) The cams must be examined for cracks grooves and score
b) Check camshaft gear for wear pits or grooves on the teeth surface and
marks. Shallow score marks may be stoned, otherwise the
for cracks or parts of teeth broken out. Check camshaft thrust.
camshaft must be replaced or reground.
b) If the camshaft thrust is more than 0.022 or if the bushing
otherwise shows signs of wear, the bushing must be
replaced.
Clean thoroughly and test (in situ condition only) .
Remove and recondition:
a) Radiator fan.
b) Spline shaft.
c) Universal joints.
Flush with a suitable cleaning solution and refill.
This can also be conveniently done when the after cooler is
removed during the half-yearly schedules.

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

Engine lubricating oil

cooler

M-24

Stopped

Engine gear train lube oil

spray nozzles.
Fuel pump supports
Fuel injection pumps

M-24

Stopped

Remove and check.

a)
For tube leaks.
b)
Clean oil and water side.
c)
For PTLOC: Check plate pack dimension & grease the tightening
bolt.
Examine nozzles and liners for cleanliness.

M-24
M-24
M-24

Stopped
Stopped
Stopped

Overhaul. Renew floating bushes if clearances are more than specified.

Remove, calibrate & recondition, if necessary.
Hydraulically check flexible hoses to 100 p.s.i.

M-24
M-24

Stopped
Stopped

Examine and renew if necessary.

Remove and recondition.

M-24

Stopped

Remove and recondition.

Acceleration control
device.
Engine
compression
pressure.
Load box test

M-24

Stopped

Remove, overhaul and refit.

M-24

Running

M-24

Running

M-24 for all locos M-12 (

for 3100 hp locos)
Complete load box for all in M-24
M-12 Load box & exhaust gas temp. Measurement without
firing pressure for 2600 HP Locos & complete load box for 3100
HP.

Mechanical
Speedometer
Fire Extinguishers
Fuel tanks & fuel level
gauges (glow rod type)
Wheels

M-24

Stopped

Carry out the compression test in all cylinders & record readings at idling
and other notches. Also record-firing pressures at all notches.
Carry out load test, adjust power as indicated in MI 24022 and record
output, exhaust gas temperatures at inlet to & exit from turbocharger,
temperatures at inlet to & exit from the after cooler of charge air and
water, lube oil and water temperatures, fuel rack, ambient temperature,
booster pressure, cylinder compression and firing pressures etc.
Overhaul speedometer, gear unit and flexible drive.

**
M-24

Stopped
Stopped

** As per manufacturers instructions

M-24

Stopped

Test and refill.

Drain water and sludge from tanks.
Check the condition of the fuel level gauge. Clean / change if required.
Measure wheel gauge width.

Bogies

M-24

Stopped

M-24

Stopped

Fuel oil & lubricating oil

hoses
Water hoses
Blower, traction motor
(belt driven)
Blower traction motor
(gear driven)

Roller
boxes

bearing axle

a) While assembling be sure diaphragm is on the outside of the

grid.
b) See RDSO report No. MPMI. 24 (rev.00), November 2004
Para 7.2 & 7.3 for details.

Check all end fittings and replace if necessary.

Check all end fittings and replace if necessary.

VDO type & Hasler Speedo meter RT - 9 with A16

Permissible variation at the time of new assembly 1596

0.5mm. Service limits1596 + 1.5/ -0.5 mm. (For details, refer
MP.MI 71/78, Revised 1992.or latest & wheel wear management
IB.No-MP.IB.BD.02.16.01)
Clean, check and inspect in position all bogie parts and clearances. Inspect a) This item can be conveniently attended to at the time of
traction motor air ducts. Drain flush and refill centre pivot & loading pad wheel change.
oil pans.
b) Refer MP. MI- 15 (Rev. 02) July 2003 for recommended
lubricants.
For SKF & Timken Roller Bearings:By rotating the bearing cups, the unused portion of the roller
a) Remove axle roller bearing housing and clean thoroughly. Inspect
track in the cup is brought into operation, thus minimising the

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

M-24

Stopped

bearing. Refit housing & add new lubricant of approved brand.

b) Inspect and renew axle dust guard seals if necessary.
c) Examine the bearings and turn the bearings cups by a quarter of turn,
i.e. through 90 deg. in relation to the housing. Inspect cup load zone
track for spalling. If spalled, rectify by dressing with an oilstone or an
electric grinding pencil.
For NEI Roller Bearings (Conventional Axle Boxes): a) Remove the axle box assembly from axle journal and disassemble the
bearing, thrust pad assembly and components from axle box housing
for overhaul.
b) Examine roller paths (As far as possible) carefully for any surface
spalling or cracks or any other irregularities, which will warrant
removal from service.
c) Rotate the outer race a quarter turn to bring in to operation un-used
part; mark the part quadrant number, date on which the said quadrant
is brought into service by electric etching pencil on the side surface of
the outer race / ring. This will minimise the danger of premature
fatigue and /or spalling. Of the ring load zone.
d) Examine grease, if found discoloured, blackened or rust colored, it
may be taken as evidence of wear or pitting rust. In such a case, the
bearing should be examined carefully.
WDM2 / WDM3A / WDG3A LOCOS:
a) Dismantle thrust units. Examine condition of thrust collars; thrust ring
and roller end faces in all the axle boxes.
b) Renew the conical rubber thrust pads of all the axle boxes.

danger of pre-mature fatigue and/or spalling of the cup load

zone. This is essential to obtain maximum life out of the roller
bearings.
The bearing cups should be divided into four parts of 90 deg.
each and numbered 1,2,3 & 4 respectively. The date when any of
the four parts is brought into service should be marked on that
cup zone with an electric etching pencil. This will help the shed /
Workshop staff in rotating the bearing cups & bringing a new
zone in operation during the 3 yearly schedule or when spalling
of the cup load zone track is noticed. This will minimise the
danger of premature fatigue and/or spalling of the race load
zone.
For details refer Maintenance Instructions No. MP.MI98/81(Rev.01, May 04) for NEI and FAG Axle roller Bearing.
Diesel Maintenance Instructions No. 1/67 for SKF 4 Row
cylindrical roller bearings & Diesel Maintenance Instructions
No. 2/67 for Timken Quad 4 row tapered roller bearing.
Manufacturers instructions should be carefully studied & work
content and sch. Periodicity should be revised accordingly.
Refer MP MI 04. 004 for detailed instructions.

Wheel

M-24

Stopped

Wheel profiling.

This can be done on CONDITION BASIS earlier or later than

the schedule depending upon the wear as convenient to the Rly.
and also depending on the facilities available.

Traction motor snubber

wear plates
Axle Box guide links

M-24

Stopped

Check wear and for cracks. Recondition, if necessary.

M-24

Stopped

Traction motor gear case

Horn cheek liners

M-24
M-24

Stopped
Stopped

WDP3A LOCOS:
Dismantle and check condition of silent block and thrust pads for defects.
Replace complete set, if necessary. Do not use old and new parts together.
Check characteristics of guide links before use. Ensure tightness of nuts
and their locking.
Clean Traction motor gear case and refill with lubricant.
Check wear and replace if necessary.

See Chart of recommended lubricants.

Strictly follow the RDSO Maintenance Instruction No. MPMI
97 Revision -01, July 2000 for welding of manganese Steel
Liners. This item should also be attended in out of course,
whenever required.

Stopped /
Schedule
Periodicity Running

Parts

Work to be done

Brake rigging

M-24

Stopped

Lubricate brake rigging when coupled & brake shoe slack adjuster.

Centre pivot liners

M-24

Stopped

WDP3A LOCOS: Check horizontal & vertical liners for wear, replace liners if they have
reached the condemning limits. Refer figure 19 of VL.MI-04/98.
WDM3B, WDM3D & WDG3A LOCOS:-Check clearance between
liners of center pivot housing and bogie frame. Replace liners if they have
reached condemning limits. Refer VL.MI-02/96

Hydraulic Dampers

M-24

Stopped

Brake cylinder

M-24

Stopped

Centre Pivot Casting &

loading pads

M-24

Stopped

Remove, overhaul and check characteristics of hydraulic dampers at 10

cm/sec. velocity, rating should be within 10% of specified capacity.
Disassemble, clean and grease and refit. Repair or replace parts where
necessary.
TRIMOUNT BOGIE:a) Drain oil from center pivot casting and loading pad oil pans.
b) Check wear plates of center pivot, center pivot casting and loading
pads for wear.
c) Check clearance between vertical liners of center pivot casting and
pivot pin. Replace liners if they have reached the condemning limits, as
given in drawing no. SK.DL-2069.
d) Add fresh lubricant. Also top up cups after trucks are coupled.

Equalizer beam

M-24

Stopped

(Rubber

M-24

Stopped

Centre buffer couplers,

side buffers, screw &
transition coupling etc.
Car body panels

M-24

Stopped

M-24

Stopped

Checks the condition of wear on equalizer beam, hard face when worn
beyond service limits, refer drawing no. SK.VL-178. The beam shall be
subjected to magnetic particle test for detection of cracks.
WDM3B, WDM3D & WDG3A LOCOS:
Side bearers (rubber springs) shall be checked for cracks or damages and
permanent set, if any, side bearers shall be replaced.
The buffer shall be dismantled for checking, repair, overhaul its all
components and reassemble as per detailed instructions contained in MP.
MI-116/82 (Rev.01) Aug. 99
Inspect and repair.

Windows

M-24

Stopped

Inspect and repair.

Doors

M-24

Stopped

Inspect and repair.

Framings

M-24
M-24

Stopped
Stopped

Inspect and repair.

M-24
M-24

Stopped
Stopped

Inspect and renew as required.

Side bearer
springs)

Fuel tank oil level

gauge
Weather Stripping
Dynamic
equipment

brake

Inspect the visibility of the gauge and overhaul, replace if required. Repair.

Remove and test resistor grids. Clean and inspect insulators and check
connections. Inspect and clean air outlet louvres, grid housing, drains and
blower motor. Test the insulation resistance of motor and grid.

Remarks

This item can be conveniently carried out at the time of wheel

change.
Measure the height of center pivot and loading pad liners from
locomotive under frame. Follow the instruction given in
SK.DL-2069 for maintaining the relationship between center
pivot & loading pads.
Refer MP.MI-15 (Rev. 02) July 2003 for recommended
lubricants.

For instructions refer VL.MI.-02/96.

To be done in POH
Check knuckle & side buffer in M-24

Rubber gaskets of lookout and door window glasses to be

changed.

Schedule Stopped /
Periodicity Running

Parts

Work to be done

Remarks

Electro
pneumatic
contactor, reverser and
braking switch air
cylinders (synthetic
packing)
Speed recorder

M-24

Stopped

Remove and recondition.

M-24

Stopped

Engine gear trains:

Generator end and Free
end

To
synchronise
with
equipment
removal

Stopped

Paperless should be overhauled in M-48

Overhaul the speed recorder, indicators and the electronic remote device.
Repair/ replace damaged defective parts.
Clean and inspect for deep pitting, scuffing and or fatigue breakage. Check Gears should be scrapped if teeth are broken, or the working
backlash.
surface of the teeth is severely damaged by pitting or spalling.
Scuffing which is characterised by vertical root to tip lines, is an
indication of faulty lubrication calling for review of oil filter
maintenance practice and inspection of the oil spray nozzles.

M-24

Stopped

Inspect and renew as per instruction follows:

For 2600 HP (Non FE ) check 3 and 7 in M-24 & change all in M-48
For 2600 HP (FE), & 3100 HP change all in M-24

M-24
M-24

Stopped
Stopped

Remove and recondition.

Remove and overhaul.

M-24

Stopped

Remove and recondition.

Engine Crank
main bearings

shaft

Exhaust manifold
Turbo super-charger
(ABB VTC 304 )
Expressor / Compressor
with inter -cooler

If any of the following conditions are noted, the bearings

should be discarded:
i) Embedded dirt particles.
ii) Evidence of fatigue failure.
iii) Wear as determined by visual inspection of the overlay.
iv) If a bearing is removed, examined and found satisfactory for
further use it must be replaced to its original position in the
engine under no circumstances should a used bearing ever be
applied to other than its original position.

Before the expressor is released for service, either when it is

new, just overhauled or even when the pistons, rings, and
cylinders only have been changed, it is essential that it should be
subjected to a reasonable Break-up(Wear in) and test period.
For this purpose, it is recommended that a test stand should be
set up. In case however, a test stand is not available the
expressor should be tested on the locomotive. Makers
recommendations should be followed strictly during break in
and testing.
After Break-in and testing when the expressor is put into
service the FIRST lubricating oil change should take place
during the first fortnightly Examination and the SECOND
during the first monthly examination.
NOTE:-The importance of wearing in at reasonable speeds,
after reconditioning and general overhauling, especially pistons,
rings & cylinders, can not be over emphasized. Replaced or new
parts should be given ample opportunity for adjusting
themselves during this period. The reason for this is

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Brakes

M-24

Stopped

Blower, front truck

traction motor
Measures against fire

M-24

Stopped

M -24

Friction Snubber

M-48

Stopped /
Running
Stopped

Air Dryer
Dynamic brake blower
motor and fans

M-48
M-48

Stopped
Stopped

Control equipment Self

load test switch air
cylinder
Auxiliary generator /
Exciter

M-48

Stopped

Remove and clean piston and immerse in appropriate lubricant.

M-48

Stopped

Remove and recondition

Check and replace the following brake parts when the maximum wear
specified below is obtained:
a) Wear plates on hangers, or hanger levers and truck frame pads when
clearance between the two becomes 5 mm.
b) Pins or bushing when worn to 1.5 mm radial clearance.
c) Hanger levers and equalizers when thickness at pins is worn by 3 mm.
d) Hangers and friction arms when thickness at pins is worn by 1.5 mm.
e) Brake heads, pull rods and slack adjusters when each jaw member is
worn by 1.5 mm.
f) Hanger and equalizer fulcrum brackets when pin supports are worn by
1.5 mm in thickness.
g) Clevis when pinholes and inter-locking surfaces are worn by 3 mm.
h) Brake heads when face radius becomes worn to the extent that new
shoe keys will no longer hold the shoe tightly. i) Wear plates on
equalizers and equalizer supports when worn to 3 mm
thickness. j) Brake shoes when worn to the limits of wear marks
indicated on same.
Check oil seal and O ring. Renew if required.

Remarks

that a new expressor or one having major running parts

replaced, will develop higher than normal operating
temperatures during the first few hours of operation. This higher
temperature may cause uneven expansion of parts and may cause
scoring. Furthermore any slight misalignment of part will
aggravate this condition if the expressor is subjected to high
speed operation immediately. If any benefits are to be derived
from careful remachining and refinishing methods employed,
every effort should be made not to offset these benefits during
the period of wear-in.
These items can also be checked at the time of wheel change.

Ensure that fuel jumper joints must be made carefully as they are specially
prone to leakage.
Check functioning of snubber, if uncontrolled spring action of snubber or No lubrication should be applied to the snubber unit.
fraction shoe working loose in the sleeve is observed the snubber should
be dismantled & the worn parts checked using maintenance gauges shown
in drawing nos. SK.DL-3126 and 3127. For assembly, refer drawing nos.
SK.DL-1512 and 1513.
Overhaul air dryer and carry out testing at test bench.
Refer MP MI 18 & manufactures maintenance manual.
Remove and recondition.

AG51 type to be overhauled in M-48 Where as AG 2702 /

3101 in M-24.
Note:-i) All electrical rotating equipments
must be subjected to a

Stopped /
Schedule
Periodicity Running

Parts

Work to be done

Remarks

high potential test as recommended after reconditioning. ii) Do

not, however apply the high potential test to any circuit
unless insulation resistance measures at least one mega ohm
at room temp. iii)All high-potential testing should be considered
hazardous
and proper precaution should be taken to protect personnel
from physical harm.
Wiring and Cables
Traction Motors
Engine Crank
main bearings

Medhas MCBG

shaft

M-48
M-48
M-48

Stopped
Stopped
Stopped

Check and recondition.

Remove and recondition

M 48

Stopped

Control Unit:
1. Remove, clean the control unit
2. Visually inspect the individual modules for any damaged
components.
3. Replace circuit breaker.
4. Replace the gaskets listed below
i. CUMD RIM gasket
ii. CU main door gasket
iii. MCB door O ring
iv. Hooter O ring
v. Receptacle gasket 10
vi. Receptacle gasket 20 vii. MVB window If visibility lost viii. MVB
gasket
ix. CU side cover gasket
x. 10.MCB MB gasket.
xi. Grommet Dia. 15. xii. Grommet Dia. 9.5. xiii. CU MD window - If
visibility lost xiv. . CAM Lock gasket.
5. Test the unit along with actuator on simulator set up.
Actuator Unit:
Unload the actuator unit and clean.
2.
Check and fill the grease in gear box and R&P box
3.
Clean the clutch plates with thin cloth soaked with isopropyl
alcohol.

Inspect and renew as per instruction follows:

For 2600 HP (Non FE) check 3 and 7 in M-24 & change all in M-48.
For 2600 HP (FE) & 3100 HP change all in M-24

Or before M-48 Whenever wheel set is changed

If any of the following conditions are noted, the bearings
should be discarded:
i) Embedded dirt particles.
ii) Evidence of fatigue failure.
iii) Wear as determined by visual inspection of the overlay.
iv) If a bearing is removed, examined and found satisfactory for
further use it must be replaced to its original position in the
engine under no circumstances should a used bearing ever be
applied to other than its original position.

Battery OFF and engine OFF.

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

4. Replace the gaskets listed below i. Actuator Main Cover gasket ii.
PRS box cover gasket iii. Bellow actuator unit iv. Teflon seal v. Felt
seal
vi. Receptacle gasket 20 vii. Receptacle gasket 14 viii. Flange
Gasket ix. GB side cover gasket x. AU Mat GB xi. AU Mat - RP 5.
Check calibration of pressure sensors. Replace sensors if damaged
/deviated.

BHELs MCBG

M 48

Stopped

Control Unit:
1. Replace 24 V Back up battery.
2. Check OS test switch. Replace if broken
3. Check BAP by pass switch. Replace if broken
4. Check Reset button. Replace if broken
Actuator Unit:
1. Replace Rod end bearing at Linkage rod of Actuator/Sensor unit.
2. Check Pin (Rod end) at Fork (towards actuator shaft) and replace if
found loose and lot of play.
3. Check Split pin (Rod end) on pin of Fork (towards actuator shaft) and
replace if found broken during checking.
4. Check Split pin (Engine end) on pin of Fork assembly (towards engine
rack) and replace if found broken during checking.
5. Tighten Nut (towards Rod end bearing) and replace if worn out.
6. Tighten Nut on Fork (towards engine rack) and replace if worn out.

Engine governor (W.W.

Gov.)
Side buffers

M-48

Stopped

Remove, recondition and test on governor test stand.

M-48

Stopped

Plate Type Lube oil

coolers

M-48

The buffer shall be dismantled for checking, repair, overhaul its all
components and reassembled as per detailed instructions contained in
MP.MI-116/82 (Rev. 01) Aug.'99
Remove and overhaul Plate type lube oil coolers as per OEM,s
Maintenance Instruction. Hydraulically test the PTLOC & refit it.

Radiators

M-48
M-48

Stopped
Stopped

M-48

Stopped

Radiator fan drive and

gear box

Eddy current clutch

Stopped

Remove from locomotive, clean thoroughly and test.

Remove & recondition
a) Fan drive bearings.
b) Gear unit.
Check backlash of gearing and endplay of horizontal shaft.
Remove, dismantle and recondition.

100% gaskets are to be replaced during overhauling of Plate

Type Lube Oil Cooler (for detail of hydraulic testing see RDSO
MPMI.24 (Rev.00), Nov 2004 para 9.0.

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Control equipment

M-48

Stopped

Bogie frame and

Bolster

M-48

Stopped

Bogies

M-48

Traction generator
Voltage regulator
Control equipment Self
load test switch
Engine

M-96
M-96
M-96

Stopped
Stopped
Stopped

Remove, dismantle and recondition.

Remove and recondition.
Remove and recondition.

M-96

Stopped

Remove, completely dismantle and recondition.

Medhas MCBG

M 96

Stopped

BHELs MCBG

M 96

Stopped

Control Unit:
1. Replace all interconnecting cables with couplers and loco connecting
cables.
2. Replace all pressure sensors
3. Replace OSTA test key assembly
4. Replace all push buttons (Reset / Start and Acknowledge) .
Control Unit:
1. Replace 24 V Back up battery.
2. Check OS test switch. Replace if broken
3. Check BAP by pass switch. Replace if broken

Stopped

Remarks

Remove and recondition:

a) Controllers.
b) Dynamic braking switch.
c) Engine control switch.
d) Magnet valves.
e) Magnetic contactors.
f) Panels. (TRP, EXCP, ECP)
g) Pneumatic contactors.
h) Relays.
i) BKT & Reverser.
WDP3A LOCOS:
Run out bogies from loco. Remove bolster. Dismantle wheel and axle
assembly, traction motor, axle boxes, axle box guide links, brake cylinder,
traction bars, hydraulic dampers, brake riggings and traction motor nose
suspension, etc. Clean bogie frame & bolster by immersion in cleaning
tank. Check for evidence of cracks. Magna-flux critical stress areas. (Refer
fig. 17 & 18 of VL.MI-04/98 for critical zones).
TRIMOUNT LOCOS:-Run out bogies from loco. Dismantle wheel & axle
assembly, traction motor, axleBoxes, traction motor nose suspension,
brake cylinders, brake rigging & snubbers etc. Clean by immersion in
cleaning tank. Check bogie frame for evidence of cracks by Magna-flux of
critical stress areas. Refer drawing no. SK.VL-297. Rectify, if any.
WDM3B, WDM3D & WDG3A LOCOS:-Run out bogies from loco.
Dismantle wheel & axle assembly, traction motor, axle boxes, traction
motor nose suspension, brake cylinders, brake rigging & hydraulic
dampers etc. Clean by immersion in cleaning tank. Check bogie frame for
evidence of cracks by Magna-flux of critical stress areas. Refer drawing no.
SK.VL-298. Rectify, if any.

The engine crankshaft straightness and engine block distortion

should invariably be checked during POH and ensured as correct
in addition to other jobs.
Battery OFF and engine OFF.

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

Remarks

4. Check Reset button. Replace if broken Actuator Unit:

1. Replace Rod end bearing at Linkage rod of Actuator/Sensor unit.
2. Check Pin (Rod end) at Fork (towards actuator shaft)and replace if
found loose and lot of play.
3. Check Split pin (Rod end) on pin of Fork (towards actuator shaft) and
replace if found broken during checking.
4. Check Split pin (Engine end) on pin of Fork assembly (towards engine
rack) and replace if found broken during checking.
5. Tighten Nut (towards Rod end bearing) and replace if worn out.
6. Tighten Nut on Fork (towards engine rack) and replace if worn out.
Measures against fire

M-96

Stopped

Centrifugal oil cleaner

Brakes
Vibration damper
Fuel oil tank
Bogies

M-96
M-96
M-96
M-96
M-96

Stopped
Stopped
Stopped
Stopped
Stopped

Locomotive

M-96

Stopped

Ensure the following:

Control cable should be replaced fully irrespective of the condition after
every 8 years. Power cable should be replaced on condition basis. During
POH power cables, which are exposed to oil should be critically examined
and replaced if any symptoms of bulging, softening or perishing of
insulation at the cable terminals are noticed.
Overhaul complete assembly .
Overhaul distributor valve.
Remove and perform operation test.
Clean effectively with steam & detergents and dry the tank with air blast.
TRIMOUNT LOCOS:-Run out bogies from loco. Dismantle wheel & axle
assembly, traction motor, axle boxes, traction motor nose suspension,
brake cylinders, brake rigging & snubber assembly etc. Clean by
immersion in cleaning tank. Check bogie frame for evidence of cracks by
Magna-flux of critical stress areas. Refer drawing no. SK.VL-297. Rectify,
if any. Check trammeling of bogie frame on surface plate. Refer drawing
no. SK.DL-3370.
WDM3B, WDM3D & WDG3A LOCOS:-Run out bogies from loco.
Dismantle wheel & axle assembly, traction motor, axle boxes, traction
motor nose suspension, brake cylinders, brake rigging & hydraulic
dampers etc. Clean by immersion in cleaning tank. Check bogie frame for
evidence of cracks by Magna-flux of critical stress areas. Refer drawing no.
SK.VL-298. Rectify, if any. Check trammeling of bogie frame on surface
plate. Refer drawing no. SK.VL-296.

a) Completely dismantle locomotive frame and body panels. Inspect for

corrosion, fractures etc. Replace or repair as necessary.
b) Repaint locomotive body, under frame, assemblies, piping etc. to
standard colour scheme.

Frames, deck plates, pedestals body bolsters, transom plates,

body centre plates safety hangers and locking devices etc. shall
be maintained in safe & suitable condition for service and shall
be cleaned and thoroughly inspected each time a unit is in Shops
for POH.

Schedule Stopped /
Periodicity Running

Parts

Work to be done

Remarks

Fuel tank mounting

nuts/bolts and brackets

M-96

Stopped

Centre Buffer Coupler,

Transition screw
coupling

M-96

Stopped

Bogie frame and

Bolster

M-96

Stopped

Friction Snubber

M-96

Lateral rubber stop

M-96

Stopped

Engine cylinder heads

etc.

First T1
after
POH

Stopped

Engine crank
interior etc.

First T1
after
POH

Stopped

First T1
after
POH

Stopped

This examination is to be carried out only at the FIRST Trip

examination after top-overhaul or POH of engine, when a new
engine is put into service or whenever the cylinder heads are
removed.
a) General inspection, including scrutiny of nuts, bolts and split pins; The examination is to be carried out only at the FIRST Trip
also of water and lubricating oil pump gears. Remove inspection examination after top overhaul or POH of engine or when a new
covers and check condition of gears. Check also for presence of engine is put into service.
foreign material.
b) Drain oil from sump and refill with new oil.
Check alignment of air compressor drive.

M-4
After POH
Wheel
turning or
wheel
change
After POH
Wheel
turning
or wheel
change
After POH

Stopped

Drain and refill the oil sump with new oil.

Stopped

Inspect axle generator & control equipment, check relay settings and all
terminal connections.

Stopped

Test insulation resistance. Run motor to check armature bearings by use of

a listening rod. Check vibration. Check commutator smoothness with
fibre rod; stone smooth and
air cure, if necessary. Inspect armature,
field coils, brush rigging and loads. Blow out motor thoroughly.

case

Expressor / Air
compressor alignment
Engine
crankcase
interior
Axle generator and
automatic
transition
control

Traction motors

Stopped

Replace all the fastening nuts & bolts and ensure their proper fitment.
Check for welding cracks in brackets, damage to drain valve/plugs and
fuel gauges. Repair/replace, if necessary.
CBC coupler and draft gear shall be dismantled and properly inspected for
defects/wear, repaired and reconditioned wherever necessary. The details
of work contents and procedure of reconditioning etc. contained in MI No.
G-80 shall be followed.
WDP3A LOCOS:
Run out bogies from loco. Remove bolster. Dismantle wheel and axle
assembly, traction motor, axle boxes, axle box guide links, brake cylinder,
traction bars, hydraulic dampers, brake riggings and traction motor nose
suspension, etc. Clean by immersion in cleaning tank. Check for
evidence of cracks. Magna-flux critical stress areas. Check
trammelling of bogie frame and bolster. (Refer fig. 20 & 21 of VL.MI04/98 for trammelling).
Dismantle the friction snubber assembly. Check worn part and broken
parts, replace as required.
Check for cracks or damage, replace if necessary.
a) Tighten the cylinder head bolts whilst the engine is hot.
b) Check tappet clearances and re-adjust if necessary.

Parts

Traction
motors
suspension bearings

Traction motor Gearing

Bogies

Roller
boxes

bearing Axle

Schedule Stopped /
Periodicity Running

Work to be done

Remarks

At wheel change only. Clean thoroughly and paint insulators and string
bands. DO NOT PAINT OVER DIRT.
Check lateral, radial clearance & surface condition of bearings and axle.
Inspect felt-wick lubricators for wear and glaze.

Wheel
turning
or wheel
change
After POH

Stopped

Wheel
turning
or wheel
change
After POH
Wheel
turning
or wheel
change
After POH
Wheel
turning
or wheel
change
After POH

Stopped

Clean and inspect pinion and axle gears for wear or damage. Clean and
recondition gear case and renew seals as necessary.

Stopped

Check and inspect all truck parts and

clearances and correct as
necessary. Inspect traction motor air ducts, drain, flush and refill centre
plates and/or loading pads also if bogies are mounted.

Stopped

For SKF & Timken Roller Bearings:a) Remove axle roller bearing housing and clean thoroughly. Inspect
bearing. Refit housing & add new lubricant of approved brand.
b) Inspect and renew axle dust guard seals if necessary.
c) Examine the bearings and turn the bearings cups by a quarter of turn,
i.e. through 90 deg. in relation to the housing. Inspect cup load zone
track for spalling. If spalled, rectify by dressing with an oilstone or an
electric grinding pencil.
For NEI Roller Bearings (Conventional Axle Boxes): Remove the axle box assembly from axle journal and disassemble the
bearing, thrust pad assembly and components etc. from axle box
housing for overhaul.
Examine roller paths (As far as possible) carefully for any surface
spalling or cracks or any other irregularities, which will warrant
removal from service.
Rotate the outer race a quarter turn to bring in to operation un-used
part; mark the part quadrant number, date on which the said quadrant
is brought into service by electric etching pencil on the side surface of
the outer race / ring. This will minimise the danger of premature
fatigue and /or spalling of the ring load zone.
Examine grease, if found discoloured, blackened or rust colored, it
may be taken as evidence of wear or pitting rust. In such a case, the

By rotating the bearing cups, the unused portion of the roller

track in the cup is brought into operation, thus minimising the
danger of pre-mature fatigue and/or spalling of the cup load
zone. This is essential to obtain maximum life out of the roller
bearings.
The bearing cups should be divided into four parts of 90 deg.
each and numbered 1,2,3 & 4 respectively. The date when any
of the four parts is brought into service should be marked on
that cup zone with an electric etching pencil. This will help the
shed / Workshop staff in rotating the bearing cups & bringing
a new zone in operation during the 3 yearly schedule or when
spalling of the cup load zone track is noticed.
This will minimise the danger of premature fatigue and/or
spalling of the race load zone.
For details refer Maintenance Instructions No. MP.MI-98/81(
Rev.01, May 04) for NEI and FAG Axle roller Bearing. Diesel
Maintenance Instructions No. 1/67 for SKF 4 Row cylindrical
roller bearings & Diesel Maintenance Instructions No. 2/67 for
Timken Quad 4 row tapered roller bearing.
Manufacturers instructions should be carefully studied & work
content and sch. Periodicity should be revised
accordingly.

Item
No.

Parts

Stopped /
Schedule
Periodicity Running

Work to be done

bearing should be examined carefully. WDM2 / WDM3A / WDG3A

LOCOS:
a) Dismantle thrust units. Examine condition of thrust collars; thrust ring
and roller end faces in all the axle boxes.
b) Renew the conical rubber thrust pads of all the axle boxes.

Remarks

Refer MP MI 04. 004 for detailed instructions.

N.B.: Latest of RDSOs Maintenance Instructions / Instruction Bulletins shall be applicable.

Page 81 of 117

STANDARD SCHEDULES OF EXAMINATION FOR 3100 HP & 3300 HP DIESELELECTRIC LOCOMOTIVES

FITTED WITH ROLLER SUSPENSION BEARINGS

SCHEDULE CODE

PERIODICITY

T-20
T-40*
M -2
T- 20
T- 40*
M-4
M-8
M - 12
M - 16
M - 20
M - 24
M - 48
M - 72
M - 96

20 Days
40 Days
60 Days
80 Days
100 Days
4 Months
8 Months
12 Months
16 Months
20 Months
24 Months
48 Months
72 Months
96 Months

OLD EQUIVALENT
SCHEDULE (for ref.)
Trip (T1)
Trip (T2*)
Ist Monthly
Trip (T1)
Trip (T2*)
I Quarterly
II Quarterly
I Half Yearly
III Quarterly
IV Quarterly
I Yearly
Three Yearly
II Yearly
POH

N.B. i) Schedules are telescopic in nature. i.e. lower schedules items gets covered in higher schedule except for the
following:
*ii) T- 40 schedule contains all items of T- 20 schedule + some additional items like expressor discharge valve
cleaning, alternator cleaning, rectifier cleaning and roller suspension bearing examination.
iii) Overhaul of small motors (item 176E) and replacement of engine air secondary filters (item 177 M) does not
follow telescopic schedule.

Page 82 of 117

hanical Item E- Electrical Item

Item
Parts
No.
1
E
General examination

Schedule
Stopped /
Periodicity Running
Stopped
T-20

Lights

T-20

Stopped

T- 20

Stopped

T- 20

Stopped

Ground relay cut out

switch
Jumper cables and
receptacles
Traction motor cables

T- 20

Stopped

Batteries

T- 20

Stopped

Control handles

T- 20

Stopped

Carbon brushes

T- 20

Stopped

Engine governor oil

reservoir

T- 20

Stopped

10

Crank case exhauster

motor, fuel booster pump
motor & dust exhauster
blower motor

T- 20

Stopped

Work to be done

Remarks

Make visual examination of all electric cabinets, main alternator, auxiliary

generator, traction motors, eddy current clutch for dirt, flash over &
overheating, loose covers, screws & leads; and other defects, with engine
shut down. Check brushes & brush holders, record the number of brushes
renewed and reasons for renewal. Check clearance between brush holder &
slip ring of alternator.

a) Motors, alternator, generators, etc, and their related

wiring shall be maintained free from oil and sediment that
could cause flash or fire hazards.
b) Where brushes are in short supply, check brush lengths
as below:
i) Traction Motor:
New 57 mm (2 ") Condemning 32 mm (1 ) ii) Traction
Alternator:
New
50.8 mm (2)
Condemning
35 mm (13/8)

Check operation of: a) Head lights (focus head light)

b) Cab lights
c) Gauge lights
d) Warning & indicating lights
e) Engine room lights
f) Marker lights
Replace deficient and fused bulbs.
Check seal. Ensure switch is closed and wire is sealed. Check operation of
ground relay.
Inspect and clean M.U. receptacles and jumper cables.

It should be ensured that the indicating lights for

speedometers and load meters are in operation. Only
operation of twin beam head light shall be checked in T1
schedule but not focusing.

Reason for changing seal should be given on the repair card.

Jumper cables should not be allowed to hang with one end

free.
Check condition and ensure that they are not rubbing. Check cable-holding No naked cable should be allowed particularly at places
clamps and ensure that they are secure and all clamps nuts are tight.
where oil tends to accumulate.
Check pilot cell specific gravity and water level in all cells. Rectify, if
required.
Check throttle reverser & selector handles for interlocking and free
movement.
Check the condition and record the brush sizes of fuel pump motor, crank
case exhauster motor and eddy current clutch.
Check oil level, and oil if necessary to maintain correct level. Topping up of a) Addition of oil should not be normally necessary as the
the reservoir should be done with absolutely clean containers.
governor is a sealed unit. If topping up becomes
necessary, investigate for leaks.
b) Foaming of governor oil may be the result of leak on the
suction side of the booster pump or a defective or
missing gasket under the pilot valve. At inspection,
observe for oil leaks at connection and seals.
c) See chart of recommended lubricants.
a) Clean dirt from openings, inspect covers, terminal connections etc.
b) Remove covers & blow out with dry comp. air. Wipe off any dirt, oil
or grease accumulations from inside the frame.
c) Clean the insulators on brush holder supports. Do not sand or paint
insulators. Wipe with a clean dry cloth.
d) Clean the commutator string band and cable connections.
Page 83 of 117

Item
No.

Parts

Schedule
Stopped /
Periodicity Running

Work to be done

Remarks

11

Measures against fire

T- 20

12

General Examination

T- 20

Running

13

Medha s MCBG

T- 20

Running

14

BHELs MCBG

T- 20

15

Governor brush arms

T- 20

Running

e) Look for defects while cleaning. Check varnished surfaces of the

armature and field coils for cracks, flaking.
f) Check brushes for condition & size. Change if necessary.
g) Check brush pig-tail screws for tightness.
Ensure the following:
a) The electrical cables should be adequately protected, covered from
leaking diesel oil, which could spill on these cables.
b) Oil spillage from diesel engine into the alternator/generator room to
be prevented. Leakage of oil through partition plate and leakage of oil
from crank case exhauster pipe shall be checked.
c) IR values of power and control cables shall be checked.
Check the following for operation, unusually high temperature, noise or
odour:
a) Crankcase exhauster motor;
b) Fuel booster pump motor;
c) Auxiliary generator;
d) Traction alternator.
Control Unit:
1.Check and ensure tightness of couplers available on back panel of the
control unit. 2.Visually inspect the wire shoes and connections on the
MCBG terminal
board at CP backside for any loose or disconnected wires. Ensure
Battery OFF and engine OFF.
tightness of these connections as normal procedure Actuator Unit:
1. Check and ensure tightness of couplers provided on the actuator unit.
2. Ensure there are no oil leaks from the pressure sensor pipeline
couplers.
Ensure availability of external spring provided on fuel control shaft arm. If
missing replace with new.
Battery OFF and engine OFF.
Actuator Unit:
1. Check Rod end bearing at Linkage rod of Actuator/Sensor unit and
replace if found moving hard during checking.
2. Check Pin (Rod end) at Fork (towards actuator shaft) and replace if
found loose and lot of play.
3. Check Split pin (Rod end) on pin of Fork (towards actuator shaft) and
replace if found broken during checking.
4. Check Split pin (Engine end) on pin of Fork assembly (towards engine
rack) and replace if found broken during checking.
5. Tighten Nut (towards Rod end bearing) and replace if worn out.
6. Tighten Nut on Fork (towards engine rack) and replace if worn out.
Visually inspect its movement with engine idling.

16

T- 20

Running

Check operation of LWS float by draining water from the tank.

17

T- 20

Running

a) Record first notch current,

b) Check for charging current, adjust the value of charging current, if
necessary.

Low water level switch

Batteries

Stopped
/
Running

Stopped

Page 84 of 117

Close the valve in the line to expansion tank to drain the

float chamber. The alarm should sound, the indicating light
should light and the engine should shut down.
This can be done by opening the auxiliary generator or
circuit breaker momentarily when the ammeter will
indicate discharge.

Item
No.
18 E

Parts
Air vacuum brake
system

Schedule
Stopped /
Periodicity Running
Running
T- 20

Work to be done
Place selector handle at D. Check release of dynamic brakes & engine
speed dropping to idling when the automatic brake handle is moved to
Emergency position.

Remarks
Refer para 18.3 of test programme No. MP.TP-019/81
revised September 2004 for dual brake loco & para 16.3 of
test programme No. MP.TP-029/87 revised December 2004
for air brake loco.

Electrical control
cabinet (pressurised)
Self load test switch

T- 20

Running

Check for leakage of air, if any, and repair.

T- 20

Running

Check operation of self-load test feature.

T- 20

Stopped

T- 20

Stopped

Check oil level with threads of bayonet gauge disengaged. Top up to the
FULL Mark. Do not over fill.
Clean cab, windows, engine room & running gear, head light and
warning lights, etc.

See chart of recommended lubricants.

Traction alternator gear

case
Cab and engine room

23

Engine cooling system

T- 20

Stopped

24

Engine lubricating oil

system

T- 20

Stopped

25

T- 20

Stopped

26

Cooling water system

Radiators
Fuel filter (Primary
housing)
After cooler
Turbocharger vent pipe
Expressor
Inter-cooler

T- 20

Stopped

This work is to be done invariably i.e. conventional or

long life fuel oil filter is fitted.

T- 20
T- 20
T- 20
T- 20

Stopped
Stopped
Stopped
Stopped

Drain water by opening the drain plug provided in the bottom of filter
housing
Examine after cooler telltale hole for water leaks.
Check the safety clamps and brackets.
Check oil level and top up as required.
Drain condensate.

19

20

21

22

27 M
28 M
29 M
30 M

It is necessary to ensure that engine & expressor blocks are

cleaned dry to enable location of leakages &
rectification.
Send sample of engine coolant for testing . Replenish, if necessary. Check Do not add water unless absolutely necessary. Account for
water & / or oil leakage at water pump telltale hole. DO NOT PLUG THE leaks that may have developed after making sure that water
HOLE. Top up with treated water as required.
is not leaking into the lube oil system. Add only treated
water as specified.
Send lube oil sample for laboratory test before topping up.
a) Oil should be checked according to instructions in
Check oil level in the crankcase of the engine. Top up if necessary and
RDSOs Guide No. 6 (Rev. 01) Jan 2002, Amendment
record quantity added.
I &II.
b) See chart of recommended lubricants.
c) Oil to be changed ONLY on the basis of laboratory
tests.
d) Under normal operating conditions, it is NOT
necessary to flush the engine lubricating oil system as
a routine maintenance practice every time the oil is
changed. To decide, however, whether flushing is
required, the following may be taken as a guide:
1) Flushing is NOT necessary when:
i) Draining oil & replacing with fresh oil of the same
brand. ii) Replacing oil that has been diluted with diesel fuel
oil.
2) Flushing is necessary when;
i) Replacing oil with another type or brand of oil; ii) A part
failure has occurred &metal particles have
been distributed throughout the oil system; iii) Excessive
contamination by water has occurred; iv) The engine is very
dirty on badly lacquered; v) At the time of an oil change, if
necessary, the base
screens should be removed & the base washed out and
wiped thoroughly with clean rags.
Blow with compressed air in the direction opposite to normal airflow.

Page 85 of 117

Item
No.
31 M
32 M

Parts
Dirt collector
Rear traction motor
blower (Belt driven)

Schedule
Stopped /
Periodicity Running
Stopped
T- 20
Stopped
T- 20

Work to be done
Remove the collected dirt.
a) Top up to blower bearing with grease and ensure that old grease does
not fall in blower casing.
b) Check the belts for condition and tension. Replace all the six belts as a
matched set even if one is defective.
c) Check adaptor nut for tightness and ensure that tub washer is in
position and locked.
d) Check blower impeller for shifting.
Clean & lubricate external linkage & connections. Lubricate & check that
fuel racks are free to attain full fuel setting.
Check mechanical speedometer flexible drive and lubricate if necessary.

Engine speed control

linkage
Mechanical speedometer & gear unit
i) Car body air intake
filters
ii) Panel bath air intake
filter

T- 20

Stopped

T- 20

Stopped

T- 20

Stopped

Clean and top up with oil as prescribed.

Check oil level in sight glass. Add oil only if the level is below from
the top of the fittings or below Add mark on the sight glass.

Vacuum oil bath filter

(GD80E & GD80D)
Fire extinguishers

T- 20

Stopped

Clean and fill oil if required.

M
M

Hand brakes
Traction motor
suspension taper Roller
bearings

T- 20
T- 20

Stopped
Stopped

40

Traction motor gear

case

T- 20

Stopped

41

Wheels

T- 20

Stopped

42

Roller bearing Axle

boxes

T- 20

Stopped

43

Axle box guide links

T- 20

Stopped

44

Roller bearings Axle

boxes

T- 20

Stopped

33

34

35

36

37

38
39

T- 20

Stopped

Check for broken or missing seals. If found, investigate reasons before

replacing.
Check condition and operation. Lubricate. Adjust as necessary.
a) Check bearing temperature just after the operation of locomotive. If
found abnormal temp, change out its suspension tube
b) Check securing of bolts to ensure their tightness using torque wrench
to a correct value.
c) Check positioning of adjustment washer.
d) Check and refit the missing or damaged grease nipples.
e) Check and replace earthing brushes if missing / damaged.
a) Check lubricant level. Top up if necessary as prescribed. DO NOT
OVERFILL. Do not add solid lumps of gear compound.
b) Check gear case bolts for tightness.
Visually examine for fractures the tyre profile for wear, flat, and skidding
marks.
a) Inspect for sign of overheating & see that bolts, nuts, pipe plugs &
other parts are properly secured.
b) Check for leakages of lubricant around gaskets at covers, enclosures
and at housing joints.
c) Check for missing or loose pedestal lug liners.
WDP3A LOCOS:
Ensure that nuts are not loose and are properly secured.
WDG3A LOCOS:
a) Visually examine the axle boxes for any damage or for any unusual
condition.
b) Check for missing or improperly locked cover studs / bolts and other
Page 86 of 117

Remarks

See chart of recommended lubricants.

Depending upon the territory in which the locomotive is

operating. Experience will dictate whether or not the
intervals indicated herein are satisfactory. Filters should be
changed more often if necessary.
The engine should be shut down at least one hour before
checking oil level. Normally oil addition would not be
required between clean out periods. It is essential to ensure
adequate sealing between the bowl and body of the filter.

For detail see RDSO maintenance instruction MP MI No.

20, Nov. 2000 for TIMKEN bearings and MP MI No.--22,
March 2003 for SKF bearings.

a) See chart of recommended lubricants.

b) The periodicity of lubrication may be altered depending
upon service and maintenance condition.
This is a safety measure for fast wearing wheels
Leakages should be investigated and corrected.

Item
No.

Parts

Schedule
Stopped /
Periodicity Running

Work to be done

Remarks

parts.
c) Examine the leakage of lubricant from housing joints etc. if any;
correct immediately even a slight leakage of grease observed at the
front end of axle box. However, a slight leakage of lubricant, if noticed
at the rear end, it should be considered as normal.
d) Observe any sign of overheating on the outside portion of the box. Do
not allow running temperature more than 25 Deg. C (77 Deg. F) above
ambient.
e) Look for any loose, cracked or missing wear plates (liners) on axle
boxes or pedestals.
f) Attend booked repairs, if any.
In case of any damage or unusual conditions, it may be necessary to
investigate further and take appropriate action.
Check tightness of mounting bolts and nuts, condition of rubber bushes and Cracked /damaged springs are not permitted to remain in
for oil leakage, take corrective action as required. Check the suspension
service under any circumstances
springs for any cracks /damage. If any spring in the nest of inner & outer
springs is found broken, both the inner & outer springs (complete group)
should be replaced.
Drain condensate.

45

Hydraulic Dampers,
springs and safety
brackets

T- 20

Stopped

46

J Filter

T- 20

Stopped

47

Brakes

T- 20

Running

48

T- 20

Stopped

49
50
51

M
M
M

Main and control

reservoirs
Centre buffer couplers
Cattle guard
General examination
Mechanical

T- 20
T- 20
T- 20

Stopped
Stopped
Stopped

Examine in position for fractures, strain and wear.

Check supporting brackets and rail guards.
a) A general visual examination to be made of all locomotives to detect
loose, defective, missing or leaking parts.
b) Check cylinder heads, manifolds and joints for blows and leaks.
c) Check whether engine is running smoothly and listen for unusual noise.
d) Check up rear traction motor blower for any unusual noise.
e) Check lube oil pressure at idle and 8th notch and record.
f) Check fuel oil pressure at idle and 8th notch and record.
g) Check turbocharger for smooth run down as engine is stopped and
record turbo run down time.
h) Check safety brackets of bogies.
i) Visually examine the bogie frame for cracks. Rectify, if any. j) Check oil
level of center pivot casting and side loading pad oil pans. Top up, if
necessary.

52

Equalizer

T- 20

Stopped

In the normal condition, the equalizer pin should be free i.e., not taking any
load. To ascertain the same, strike the pin lightly with hammer.

a) Check Piston travel of brake cylinder. It should be as mentioned

below.
WDM2 (Modified), WDM3A & WDM3C :-- 95 to 105 mm WDG3A,
WDM3B & WDM3D
: 107 to 117 mm. WDP3A
:102 to 112 mm.
b) Check brake shoe release. Slack adjusters should be set to provide
3/8/ 10 mm shoe release.
c) Check nuts on brake head pins, which should be adjusted so that
vibrational shocks will not cause shoe to drag or wear, but still permit
face of shoe to conform to wheel as wear progresses.
Drain condensate. Check working of Auto-drain valve.

Page 87 of 117

Also check side buffers, screw and transition couplers.

Level of oil in the cups should be such that oil does not
spill when locomotive moves over curves.
Refer MP.MI-15 (Rev 02) July 2003 for recommended
lubricants.

Item
No.
53 M

Parts

Schedule
Stopped /
Work to be done
Periodicity Running
Stopped
WDG3A, WDM3B & WDM3D locos: T- 20
Visually examine all side bearers (rubber springs) for cracks or damage.
Running Fill as required & record quantity added.
T- 20

Side bearer

54

Fuel tanks

55
56
57

M
M
M

Wind shield Wipers

Horns
Sanders

T- 20
T- 20
T- 20

Running
Running
Running

58

Plate type lube oil

coolers

T- 20

Running

59

Vacuum system

T- 20

Running

Check vacuum with a test plate having 5/16 dia. Hole.

60

Air-vacuum brake
system

T- 20

Running

Check operation of straight air & vacuum brakes at service & emergency
positions. Carry out tests at all driving positions and ensure: a) Operation of independent locos brake and adjust brake cylinder
pressure to 3.5 kg/cm2.
b) Brake pipe and equalizing reservoir pressure is adjusted to 5 kg/cm2
with adjusting knob of A-9 valve.
c) Pressure of main reservoir is maintained between
i) 8.0 0.1 kg/cm2 to 10.0 0.1 kg/cm2. It should cut in at
8.0kg/cm2 and cut out at 10.0 0.1 kg/cm2. ii) MR charging time from
expressor at idle speed from Cut IN to Cut OUT should not be more
than 1.0 min. with 6CD4UC & 35 sec with6CD3UC (KE-6) or compressor.
d) Brake
cylinder pressure in Emergency not less than 2.5 0.1
kg/cm2.
e) i) Clean and lubricate dumble valve and bush of VA-1B control valve.
ii)Vacuum in the vacuum brake pipe is 530 mm with 8 mm dia test
plug.
f) Control air pressure is adjusted to 5 kg/cm2.

Check operation.
Check operation.
a) Check operation.
b) Fill sand boxes, as necessary.
Check visually any leakage of water / oil from the plate / gaskets of the
PTLOC

Remarks
Full details refer: Report No. VL.MI. -02/96.

If found leakage, then check the plate pack length

mentioned in RDSO report No. MPMI. 24 (rev.00),
November 2004 Para 7.2 & 7.3
Refer para 4.1&4.2 of test programme No. MP.TP-019/81
revised September 2004 for dual brake loco.
The purpose of this detailed check is that it must be
known before each trip that the brakes are in safe & suitable
condition for service; that the expressor is in condition to
provide an ample supply of air (and of ample exhauster
capacity to create the required vacuum) for the service in
which the locomotive is put; that the devices for regulating
air pressure and vacuum are properly performing their
functions, that the brake valves work properly in all
positions and that the condensate has been drained from the
brake system.

g) Air pressure from HS-4 control valve is adjusted at- 1.4 kg/cm2 to 1.7
kg/cm2 to maintain 580mm vacuum on dummy.
h) Check operation of pressure indicating valve in the expressor
crankcase. The pressure should be approx.3.2 kg/cm2 at all engine
speeds.
i) Check setting of feed valve. It should be 6 0.1 kg/cm2.
j) Check calibration of air flow measuring valve.
Refer para 10.2 of test programme No. MP.TP-019/81
revised September 2004 for dual brake loco & para 9.2 of
test programme No. MP.TP-029/87 revised December
k) Check the electrical connections, colour of humidity indicator & auto 2004 for air brake loco.
drain valve of main reservoir. Open drain cock of final filter.
Refer MP MI 18.
l) Check functioning of distributor valve for working of proportionate
brakes, application and release timings, manual brake release etc.
m) i) Check setting of pressure switch for auto flasher system.
Pressure switch P-1
Close at 4.5+0.0 / - 0.1 kg/cm2 Open at 4.8+0.0 / - 0.1 kg/cm2
Pressure switch P-2
Close at 4.4+0.0 / - 0.1 kg/cm2 Open at 4.7+0.0 / - 0.1 kg/cm2 .
ii) Check functioning of Release Run Magnet Valve.
Page 88 of 117

Item
No.

Parts

Schedule
Stopped /
Periodicity Running

61

Pressure switch PCS-1

& PCS-2

T- 20

62

Measure against fire

T- 20

63

64

65
66

M
M

67

Running

Stopped

Work to be done
n) Check operation of additional cut out cock provided on brake pipe-i)
Open additional COC, BP should drop &BC should rise. ii) Close
additional COC, BP should rise & BC should drop. iii) Repeat the test
from other end of Loco.
iv) Ensure that additional COCs are sealed in open position, while turning
out the loco from shed.
Check setting of pressure switch PCS-1 to: close at 6.5. 0.1 kg/cm2 and
open at 7.5. 0.1 kg/cm2 .
Check setting of pressure switch PCS-2 to: close at 2.8 kg/cm2 and open at
4.0 kg/cm2.

Refer para 6.13 of test programme No. MP.TP-019/81

revised September 2004 for dual brake loco & para 5.13 of
test programme No. MP.TP-029/87 revised December 2004
for air brake loco.

Ensure the following:

a) Compressor inter cooler pipes are dry and the oil bath filters does not
fall on the pipes (where locomotives have been provided with oil bath
filters).
b) Asbestos lagging is provided on compressor delivery pipes.
c) No leakages of lube oil and fuel oil.
d) Fuel cross over pipes is properly secured and is not rubbing with
engine block.

T- 40

Stopped

Renew filter element. Drain and thoroughly clean filter tank and cage.

Fuel oil filterSecondary

T- 40

Stopped

Renew filter element. Drain and thoroughly clean filter tank and cage.

Expressor
Traction motor Taper
Roller suspension
bearings
Traction Alternator

T- 40
T- 40

Stopped
Stopped

T- 40

Stopped

Clean discharge valves and governor strainer.

i) Carefully inspect the suspension bearing housing for cracks and if
found must be replace. ii) Check for loose/out of position or crack
enclosure. If found then replace
a) Clean all the loose dust and dirt from the alternator exterior, specially
the areas around cooling air openings.
b) Remove the inspection covers on the slip ring end and blow out the
alternator with dry compressed air at low pressure of 2-4 kg/cm2.
Wipe the slip ring insulation and approachable parts of the rotor,
stator coils and rotor connections with cloth dipped in Orion-77 or
approved cleaning solvent.
c) Wipe off insulation between slip rings with a clean dry cloth and
inspect for evidence of physical damage.
d) Check the surface of slip rings for evidence of discoloration, etching,
grooving, threading or other signs of damage.
e) Inspect coil to coil & slip ring to coil connection straps for evidence of
crack or physical damage at the insulation specially at the joints.
f) Check the bolted type connections for tighten.

Fuel oil filter- primary

Remarks

Page 89 of 117

a) Conventional filter element to be changed at 40 days

periodicity.
b) Long life filter element to be changed at 80 days
periodicity.
Non telescopic
a) Conventional filter element to be changed at 40 days
periodicity.
b) Long life filter element to be changed at 80 days
periodicity.
Non telescopic
For detail see RDSO maintenance instruction MP MI No.
20, Nov. 2000 for TIMKEN bearings and MP MI No.--22,
March 2003 for SKF bearings
a) To obtain the most satisfactory operation from traction
alternator, the alternator should be kept clean from
dirt, oil moisture, metal, dust, contaminators etc.
b) Do not overfill gear case as over filling may result in
oil being drawn through the alternator bearing on the
slip rings and windings and cause serious operating
difficulties. Make sure that filling cap is properly
secured.
c) When replacing brushes, use recommended grade.
Mixing of brush grades in same machine should be
avoided. For installing new brushes, follow MP.MI.8For adjustment of brush holder clearance follow
MP.MI.--8

Item
No.
68 E

Schedule
Periodicity
T- 40

Stopped /
Work to be done
Running
Stopped a) Remove the rectifier cover and blow clean compressed air at
approximate 2 Kg/cm2 to remove dust, dirt and soot deposit. Remove
heat sink cover & remove soot deposited on the insulation panel,
insulation plate connected between heat sinks, on heat sink, on duct &
between DC bus bars with the help of cloth soaked in petrol.
b) In case of deposition along with oil or moisture, the insulation panel,
duct angle, diode porcelain could be cleaned with non-fluffy cloth. To
remove stubborn deposition, cloth with few drops of thinner can be
used.

Rectifier

69

Measures against fire

T- 40

Stopped Ensure the following:

/ Running a) Wiring junction/interfaces should be tightened properly so that these do
not become sources of sparks.
b) Carbon brush condition, brush spring pressure, freeness of carbon
brush, arcing horn gap and commutator surface cleanliness shall be
checked once in every month.
c) Millivolt drop shall be checked across the WSR with traction motors in
series and parallel condition.
d) Tightness of terminations and sealing at terminal box to be checked
and dust particles shall be cleaned once in every month.

70

Traction Alternator

M-2

Parts

Stopped

a) Clean all the loose dust and dirt from the alternator exterior, specially
the areas around cooling air openings.
b) Remove the inspection covers on the slip ring end and blow out the
alternator with dry compressed air at low pressure of 2-4 kg/cm2. Wipe
the slip ring insulation and approachable parts of the rotor, stator coils
and rotor connections with cloth dipped in Orion-77 or approved
cleaning solvent.
c) Inspect for loose or missing auxiliary machine/PTU mounting bolts,
gear case mounting bolts on TA end shield and end shield mounting
bolts on alternator body. Inspect for loose, damaged /missing latches
on inspection covers and terminal connection box cover holding bolts.
Examine the rotor lead junction box for any loose connections; cable
connections to the R, Y, B terminals and brush holders should be
intact.
d) Check rotor lead junction box for loose connections.
e) Check for oil leakage from auxiliary drive gear unit. Examine ingress
of oil into the interior of the machine. Replace felt seal of the
alternator bearing housing, if oil leakage is observed. Replace the felt
seal as per procedure given in BHEL manual and MP.MI.No-3. Check
idler gear shaft support for oil leakage, if it is seen, replace the entire
idler gear assembly including shaft and shaft support.
f) Check the oil level in the auxiliary drive gear unit by means of the
dipstick.
g) Inspect the carbon brushes to determine their condition. Replace any
brush that is chipped, broken or worn near the minimum length. There
must be sufficient length left to run until the next inspection period.
h) Inspect the brush holder for any damage from burning, flash over, and
look for damaged pressure spring, shunts and levers. Replace all

Page 90 of 117

Remarks
Do not remove diodes and heat sink assemblies. Replace the
diode & heat sink assembly, in case cracks, over heating etc.
is noticed. Tighten the loose connection. In case overheating
has affected the heat sink, replace the diode & heat sink
assembly. Otherwise, remake the connections as per
procedure given in RDSO MP.MI No.1, Jan,. 1994. Sharp
corners of flashing should be filed off, wherever flashing
marks are noticed.

To obtain the most satisfactory operation from traction

alternator, the alternator should be kept clean from dirt, oil
moisture, metal, dust, contaminators etc.
Do not overfill gear case as over filling may result in oil
being drawn through the alternator bearing on the slip rings
and windings and cause serious operating difficulties. Make
sure that filling cap is properly secured.
When replacing brushes, use recommended grade. Mixing of
brush grades in same machine should be avoided. For
installing new brushes, follow MP.MI.-8 For adjustment of
brush holder clearance follow MP.MI-8

Item
No.

Parts

Schedule Stopped /
Periodici Running

Work to be done

Remarks

damaged parts as necessary. Inspect brush holder to slip ring

clearance. i) Wipe off insulation between slip rings with a clean dry cloth and
inspect for evidence of physical damage. j) Check the surface of slip rings for
evidence of discoloration, etching,
grooving, threading or other signs of damage. k) Check the tie-rings and leads for
cracked, frayed or damaged
insulation. l) Inspect coil to coil & slip ring to coil connection straps for evidence of
crack or physical damage at the insulation specially at the joints. m) Check the
bolted type connections for tightness.

71

Rectifier

M -2

72

Traction Motors

M- 2

73

M -2

Stopped

74

Traction motor air ducts and

bellows
Auxiliary Generator

M -2

Stopped

Stopped

Stopped

a) Remove the rectifier cover and blow clean compressed air at

approximate 2 Kg/cm2 to remove dust, dirt and soot deposit. Remove
heat sink cover & remove soot deposited on the insulation panel,
insulation plate connected between heat sinks, on heat sink, on duct &
between DC bus bars with the help of cloth soaked in petrol.
b) In case of deposition along with oil or moisture, the insulation panel,
duct angle, diode porcelain could be cleaned with non-fluffy cloth. To
remove stubborn deposition, cloth with few drops of thinner can be
used.
c) Check the diode for:
i. Cracks/breakage in porcelain.
ii. Overheating or any other abnormalities on the devices.
iii. Overheating, burning marks on the insulated sleeve.
d) Check the heat sink to bus bar connection for:
i. Loose connections.
ii. Signs of overheating. iii. Signs of flashing.
e) Check the partition wall between engine & alternator rooms for any
gaps or openings.
a) Remove covers and blow out interior of motor with clean, dry
compressed air.
b) Inspect commutator and wipe off any oil or grease with cloth dipped in
an approved cleaning solvent. Commutator surface must be free of
copper beads & have a smooth, polished surface. Clean & resurface it,
when necessary and blow with clean and dry compressed air.
c) Clean the outer V rings & check its condition.
d) Inspect carbon brushes and brush holders for sizes, clearances and free
movement. Check the spring for any damage.
e) Look carefully for solder run out & flash over.
f) Check clearance between bottom of brush holder and surface or
commutator.
Inspect for damage and secure studs and gaskets.
a) Remove cover & blow out with dry compressed air. Wipe off any oil
or grease with cloth dipped in a suitable cleaning solvent.
b) Inspect brushes to be sure they are not worn near the min. length,
chipped or broken. Record
sizes. Replace worn or damaged
brushes. When replacing brushes, use recommended grade. Mixing of
brush grades in same machine, or changing brushes to an inferior
Page 91 of 117

Do not remove diodes and heat sink assemblies.

Replace the diode & heat sinks assembly, in case
cracks, over heating etc. is noticed. Tighten the
loose connection. In case overheating has affected
the heat sink, replace the diode & heat sink
assembly.
Otherwise, remake the connections as per procedure
given in RDSO MP.MI No.1, Jan,. 1994. Sharp
corners of flashing should be filed off, wherever
flashing marks are noticed.

Item
No.

75

76

77

Parts

Exciter-alternator

Dynamic Blower Motor

Eddy current clutch

Schedule Stopped /
Periodici Running

M -2

Stopped

M-2

Stopped

M -2

Stopped

Work to be done
grade, could seriously affect commutation, surface film & brush life.
c) Inspect brush holders for damage from burning,arcing etc. Look for
damaged pressure springs or levers; replace parts as necessary.
d) d) Inspect the condition of the commutator. Be sure it has a smooth,
polished surface. Clean and resurface when necessary. Clean the
commutator V ring.
e) Ensure that the connections are tight.
a) Remove cover and blow out around brush holders and slip rings with
dry compressed air.
b) Remove and inspect brushes for condition and extent of wear. Replace
any which are damaged or are worn too short to run until the next
inspection period. Record size of carbon brushes.
c) See that brush-holder mechanisms operate properly, that shunts and
terminals are tight, & that insulators are clean & in good condition.
d) i) Inspect brushes for condition and extent of wear. Replace any
which are chipped, broken or worn to near the min. length (length at
which brush becomes inoperative). There must be sufficient brush left
to run until the next inspection period.
ii) Be sure brushes move freely in their holders and are not stuck with dirt, carbon
dust or other foreign material.
e) Check & adjust spring pressure. Check clearance between bottom of
brush holder and surface of the commutator.
f) Examine armature, field coils and connections for cracked, charred or
broken insulation. Be sure connections are tight.
g) Examine flash ring for damage; keep it clean, free of paint or taped
insulation.
h) Inspect brush-holder assemblies, slip rings & leads. Make sure all
connections are tight. i) Reinstall cover with drain hole on down side.
a) Clean dirt from openings, inspect covers, terminal connection etc.
Use prescribed solvent for cleaning.
b) Remove covers and blow out with dry compressed air. Wipe off
any dirt, oil or grease accumulations from accessible parts inside the
frame.
c) Clean insulators on brush-holder supports. Do not sand or paint
insulators. Wipe with a clean dry cloth.
d)
Clean the commutator string band and cable connections.
e) Check condition and record sizes for carbon brushes.
f) Look for defects while cleaning. Check varnished surfaces of the
armature and field coils for cracks, flashing etc.
g) Check brushes for condition and size. Change, if necessary.
h) Check brush pigtail screws for tightness.
a) Remove cover from over brush holders and blow out with clean, dry
compressed air. Wipe off any oil or grease with a cloth dipped in an
approved cleaning solvent.
b) Inspect length and condition of brushes; replace when damaged or
worn to near the minimum length (length at which brush becomes
inoperative). There must be enough brush left to run until next
inspection period.
c) Inspect condition & wear of slip rings; if rough or dirty, clean and
Page 92 of 117

Remarks

Item
No.

Parts

Schedule Stopped /
Periodici Running

Work to be done
polish with fine sand-papers.
Check all interlocks adjusting nuts for tightness
a) Remove cabinet covers & blow out with clean, dry compressed air.
Check & ensure that the equipment is dry and clean.
b) Clean and inspect visually. Ensure that the terminal connections are
tight and the wiring is in good condition.
c) Ensure that the system is free from grounds.
Blow out with clean; dry compressed air at 70 psi maximum pressure. Wipe
insulated surfaces with a dry clean lintless cloth.

Remarks

78
79

E
E

Interlock adjusting nuts

Electrical control
equipment, (ECP &
EXCP)

M- 2
M -2

Stopped
Stopped

80

M -2

Stopped

81

M -2

Stopped

Clean panels and boxes with a small clean unused paintbrush and remove dirt with a
suction hose (vacuum cleaner).

82

Control equipment power

apparatus (Main & auxiliary
contactors, reversers,
switches,
controllers and resistors)
Control equipment, control
relays in panels and
equipment boxes
Transition relay panel

M -2

Stopped

83
84

E
E

Wheel slip relay

Axle generator

M -2
M -2

Stopped
Stopped

85

M -2

Stopped

86

High & low voltage

circuits
Batteries

Check setting with portable test meter and ensure correct pickup and drop out of
transition.
Manually operate contacts to check operation
Wipe off the outside of generator and inspect the leads & connections to ensure that It is important that a water- tight joint be maintained
no damage has occurred where they come out through the packing gland.
at the point where the cable enters the
generator. Every precaution should be taken to see
that no water is allowed to enter the generator.
Check for grounds. Record insulation resistance of power and control circuits.

M -2

Stopped

87

Engine governor (GE)

M -2

Stopped

a) Record temperature of electrolyte.

Cleanliness is important. With the battery switch
b) Clean and prevent collection of dirt, corrosion products and oil at the
open wash off with ammonia or baking soda
top of the battery.
solution (1 pound of soda to a gallon of water) &
c) Keep all connections in the battery circuit tightly bolted, clean and
rinse with water if condition warrants. Blow out
well greased.
battery compartments & space between trays &
d) Ensure that the vent plugs are clean.
wash the entire compartment & top of the battery
e) Record specific gravity of all cells. Equalise charge if one cell varies
with a hose under moderate pressure; blow out the
with the other cell with respect to specific gravity or water consumption.
surplus water with an air hose.
Clean rheostat commutators, check brush-arms. Tighten pilot valve amphonol plug. Do not use sand paper on brush tips and segments.

88
89

E
E

Speed recorder
Self load test switch

M -2
M -2

Stopped
Stopped

Put a few drops of clock oil in the oil well.

Blow-out with clean dry air. Wipe insulated surface with a dry clean lint less cloth.

90

M -2

Running

91

Electrical control cabinet

(pressurised)
Engine speed

M -2

Running

Check the pressure of air in the control cabinet - it should not be less than 10 mm of
water pressure. Check sealing.
Check idling and maximum RPM (no load)

92

Voltage

M -2

Running

93

Voltage regulator

M -2

Running

Check:
a) No-load voltage with engine at 8th notch.
b) Reference panel voltage between wires 31E and 31T.
c) Alternator voltage between wires 55, 56 and 57 at reference panel.
Check adjustment of the voltage regulator and adjust to 72 1 % (MI 22042).

Page 93 of 117

Use solvents sparingly.

DO NOT USE compressed air since dirt

particles are often blown into the contacts and
armatures.

Idling 400 RPM Maximum1050 RPM (No load)

for low idle feature Idling RPM - 350
a) should be 785 5volts.
b) should be set at 31 to 33 V approx. with engine
idling
&92 to 93 V at full speeds.
This should be done by connecting an accurate
voltmeter across the auxiliary generator terminals
at the panel, and first measuring the voltage at
idling speed. Then slowly race the engine up to full

Item
No.

Parts

Schedule
Stopped /
Periodicity Running

Work to be done

Remarks
observing, observing the range in voltage. If the voltage
was not smooth & steady repeat this check to
determine whether the regulator is functioning properly.
Adjust, if necessary, & record the idling & full speed
voltage as found and after adjustment if made. The
auxiliary generator voltage must be maintained constant
regardless of engine speed.

94

Radiator Fan

M -2

Running

95

Fuel pump motor

M- 2

Running

96

Turbo lube oil paper

filter

TW- 2

Stopped

97

Cylinder head valves

M -2

Stopped

Engine crankcase
Turbocharger water
return pipes
M Exhaust manifold
M Engine lubricating oil
strainer

M -2
M -2

Stopped
Stopped

M -2
M -2

Stopped
Stopped

M Fuel pumps and

governor control
linkages
103 M Acceleration control
device

M -2

Stopped

M- 2

Stopped

104 M

Radiator fan gear unit

M -2

Stopped

105 M

i) Compressor air intake

filter ii) Panel bath
filter

M -2

Stopped

106 M
107 M
108 M

Fast coupling
Fire extinguishers
Automatic & independent
brake valve cams
D-1 Pilot air valve /
magnet valve

M -2
M -2
M -2

Stopped
Stopped
Stopped

Check oil level. Maintain level of oil in gear box within of top of filter
opening.
Clean and oil.
a) Inspect the filter media. Remove and clean if found dirty.
b) Inspect bottom of the oil trough Dirt cake level should not exceed
c) Check intake gate mechanism for its effectiveness.
Lubricate.
Recharge if necessary and reseal.
Lubricate with light machine oil.

M- 2

Stopped

Check operational function of air dynamic interlock and magnet valve.

98
99
100
101

M
M

102

109 M

Check for proper operation at low and high speeds. Set R1 and R2 to pick up at
68 deg. & 74 deg. C respectively.
Record fuel pump current with circuit breaker on and radiator fan
working.
Renew filter element.
Conventional turbo filter element is to be changed at
60 days periodicity
Long Life turbo L/oil filter element is to be changed
at: 80 days periodicity
a) Clean top deck before removing valve lever covers. Inspect
mechanism and check lubrication.
b) Clean surface and inspect valve levers, equalising yoke; replace push
rods if bent or ends damaged.
Remove crankcase covers and check screens for any foreign material.
Check for cracks, examine clamps , and brackets.
Check tightness of bolts.
a) Examine the strainer screen shock springs and inlet seat for breaks or
leaks.
b) Thoroughly clean both inside and outside of strainer shell (also at oil
change).
c) Renew gaskets while reassembling. Observe metal particles on the
gasket, if any.
a) Check uniformity of rack setting.
b) Check all linkages for lost motion, clevis pin nuts should be securely
tightened against shoulders and cottered.
a) Check and adjust for proper operation, as prescribed.
b) Check for air cylinder leakage as prescribed.

16
Page 94 of 117

It is essential to maintain this device as laid down;

otherwise excessive smoking during acceleration will
occur.
See chart of recommended lubricants.

See chart of recommended lubricants.

Refer para 18.0 of test programme No. MP.TP-019/81

revised September 2004 for dual brake loco & para 16.0
of test programme No. MP.TP-029/87 revised

Item
No.

Parts

Schedule
Stopped /
Periodicity Running

110 M

Wheels

M -2

Stopped

111 M

Bogies

M -2

Stopped

112 M
113 M

Bogie clearances
Side buffers

M -2
M -2

Stopped
Stopped

114 M

Centre Buffer Coupler,

Transition screw
coupling

M -2

Stopped

115 M
116 M

Slack adjuster
Friction Snubber

M -2
M-2

Stopped
Stopped

117 M

Fuel oil system

M -2

Stopped

Work to be done

Remarks

2004 for air brake loco.

Visually examine for fractures, the tyre profile for wear, flat, and skidding This is a safety measure for fast wearing wheels.
marks.
Make a careful detailed examination of frames, links, pins, springs, brake
gear, etc. Lubricate as necessary.
Ensure that all clearances are within acceptable limits.
Buffer assembly shall be properly cleaned and inspected for cracks,
damage, looseness, missing components including its holding nuts. Free
movement/functioning of the buffer during compression and release shall be
ensured and repaired if necessary, following the guidelines contained in
MP.MI-116/82 (Rev. 01) Aug.'99.
Coupler body, knuckle, knuckle pin, lock lift assembly, striker casting,
yoke & yoke pin, transition screw coupling, etc. shall be checked for
cracks/damage and missing components. Relevant details contained in MI
no. G-76 may be followed.
Lubricate as required.
Check the snubber assembly for broken spring by inserting a stiff wire
from bottom of spring seat. Any loose parts inside will indicate a broken
spring of the snubber. Replace the broken springs. (For instructions
regarding disassembly of snubber parts, refer to drawing no. SK.DL-1505).

118 M

Centrifugal oil cleaner

M-2

Stopped

119 M

Line clear rod where

fitted.
Driver's seats &
armrests
Look out glasses
sunshades.
Air hose couplings
Fuel pumps and fuel pipes
Air Dryer

M -2

Stopped

Check fuel oil sample from primary filter casing for water contamination. If
presence of water is detected the cause of contamination should be
investigated & water should be drained out more frequently from the
locomotive fuel tank & shed fuel storage tanks.
Open the filter bowl, remove dirt depositions clean with kerosene oil and
This work to be done where Centrifugal oil cleaner are
reassemble.
fitted.
Gauge and adjust, if necessary.

M -2

Stopped

Repair, if necessary.

M -2

Stopped

Inspect and replace if necessary. Also secure, if necessary.

M -2
M -2
M -2

Stopped
Running
Running

Compressed air system

Leakage and air hose
couplings.

M -2

Running

Check condition of rubber sealing end fittings and Clamps.

Inspect for leakage from fuel pumps / pipes at maximum engine speed.
Check functioning of air dryer for purging, cycle time and change over
with minimum MR pressure of 8.0 Kg/cm2. Examine the drain valve on
the sump of coalescer.
Check that:
a) MR leakage with independent brakes in application position is within
0.3 kg/cm2 in 3 minutes.
b) MR leakage with A - 9-brake valve in Full application is with in 0.3
kg/ cm2 per 3 minutes.
c) BP & FP leakage is within 0.7 kg/cm2 in 5 minutes.
d) Move A-9 Automatic Brake valve from " Release to Emergency "
Note maximum brake cyl. Pressure. There should not be any leakage
B.C. Gauge up to 10 minutes.
e) Check proper working of C-2 W with over charge feature.
f) Check valve leakage is with in 0.3 kg/cm2 in 3 minutes.

120 M
121 M
122 M
123 M
124 M

125 M

Page 95 of 117

Fuel oil pressure should be set at least 3.2 kg/cm2.

Refer- MPMI-18

Item
No.

Parts

Schedule
Stopped /
Periodicity Running

Work to be done
g) Leakage in VTP is within 7 cm of HG in 1 minute.
a) Check for water/oil leakage from tell tale hole of water pump. Replace
pump if leaking.
b) Check for any other leakage in the system and rectify.
Check and record crank case vacuum.

126 M

Engine cooling water

system

M -2

Running

127 M

Expressor crank case

M -2

Running

Master controllers,
throttle, reverser and
braking (selector).
Control equipment
terminal connectors
Control equipment
shunts

M-4

Stopped

Clean and inspect contact fingers. Check mechanical interlocks on both

control stands.

M-4

Stopped

M-4

Stopped

Put a slight pressure on each cable or wire near a bolted or screw

connection to see if it moves. If it moves, tighten the connection.
Check shunts for flexibility and condition. Renew worn, frayed, broken or
corroded braided shunts.

Control equipment
contact tips.

M-4

Stopped

a) Pneumatic contactorsSmooth burnt or beaded surfaces with a fine mill file. Do not remove
small pits.
b) Magnetic contactorsi) Renew contact tips when they are badly pitted or worn more than
halfway through at the contact surfaces. DO NOT attempt to file the
contact tips. ii) Commutator face of governor rheostats, governor brusharm contacts and relay contact tips-Clean surfaces of the silver faced
contacts & fingers with clean, lintless cloth moistened with suitable
cleaning solvent.
c) DO NOT use sand paper or emery cloth as they leave
grains
embedded in the silver that insulate the contacts.
d) Adjust the stationary fingers to reset out-of- tolerance over travel
caused by wear of the contact surfaces.
e) Inspect reverser interlocks silver-faced serrated contacts surfaces. If
worn, resharpen them with a small triangular file.

128

129

130

131

132

Twin beam Head Lights

M-4

Stopped

133

Hot engine alarm switch

M-4

Stopped

134

M-4

Stopped

Check operation of Head lights. Focusing of twin beam headlight shall

be done as per OEMs maintenance manual.
Check for loose connections and proper operation. Set alarm at 90 deg. C
and engine coming to idle at 95 deg. C.
Clean contacts, tips and inspect. Check connections.

135

M-4

Stopped

Inspect and clean contacts.

136

M-4

Stopped

Clean, inspect and test to maintain the cables in safe and suitable condition
for service. Each jumper carrying current having a potential of 600 volts or
more shall be tested by immersing the cable portion in water and subjecting
each conductor with another and with the water, to a difference in potential
of not less than one and three fourth times the normal working voltage for
not less than one minute.

Power knockout
switch
Engine starting and
stopping buttons.
Jumper and other high
voltage cables

Page 96 of 117

Remarks

To achieve the best performance the vacuum maintained in

the crankcase should not be less than 5 below the
vacuum in the vacuum Reservoir pipe.

Shunts must be flexible. If a misdirected arc strikes the

shunt, a number of strands on the shunt may become
welded together and the shunt is no longer flexible. Renew
shunt when this occurs. Discoloured shunts indicate heating
due to loose connections or heavy arcing at the contact tips.
Be careful that full contact is obtained across & between the
contact surfaces after filing. Renew contact tips when badly
pitted or worn moreworn more than halfway through at
the contact surfaces. Renew contacts or fingers when silver
facing begins to wear through.

a) Date & place of inspection and test shall be legibly

stencilled on a metal tag securely attached to jumper.
b) Cable connections between locomotives and jumpers
with any of the following defects shall not be continued in
service; broken or badly chaffed insulation; broken or
defective plugs, receptacles or terminals; broken or

Item
No.

Parts

Schedule
Stopped /
Periodicity Running

Work to be done

Remarks

137 E

Medha s MCBG

M4

Stopped

138

BHELs MCBG

M4

Stopped

139
140
141

E
E
E

M-4
M-4
M-4

Stopped
Stopped
Stopped

142

Engine Governor (GE)

Traction motors
Crank case exhauster
motor, blower and Dust
exhauster blower motor.
Electrical Speedometer

protruding strands of wire; jumpers of improper lengths.

Control Unit:
Engine OFF.
Conduct rack calibration test as per the annexure I available in the MCBG Battery OFF and engine OFF.
operation and maintenance manual to ensure free movement of racks. If
any racks are found sticky, re-test after lubrication of racks.
Actuator Unit:
1. Check for any damage to the rubber bellow provided on the output
shaft.
2. If so replace the bellow to avoid dust entry on to the output shaft.
Actuator Unit:
1. Check Rod end bearing at Linkage rod of Actuator/Sensor unit and
replace if found moving hard during checking.
2. Check Pin (Rod end) at Fork (towards actuator shaft) and replace if
found loose and lot of play.
3. Check Split pin (Rod end) on pin of Fork (towards actuator shaft) and
replace if found broken during checking.
4. Check Split pin (Engine end) on pin of Fork assembly (towards engine
rack) and replace if found broken during checking.
5. Tighten Nut (towards Rod end bearing) and replace if worn out.
6. Tighten Nut on Fork (towards engine rack) and replace if worn out.
Clean oil filter. Send sample for testing for oxidation and sediments.
Lubricate armature bearings. (Unsealed)
Remove and recondition.

M-4

Stopped

Calibrate speedometer.

143 M

Engine lubricating oil

filters (Paper pleated
type)

M-4

Stopped

144 M

Covers
i) Engine crank-case
ii) Cylinder head
Lubricating oil pressure
switch
Engine cylinder heads air
and exhaust elbows.

M-4

Stopped

Check covers for damage & renew gaskets.

M-4

Stopped

M-4

Stopped

147 M
148 M
149 M

Vibration damper
Fuel injectors
Fuel injection pump &
governor control
linkages.

M-4
M-4
M-4

Stopped
Stopped
Stopped

150 M

Fuel injection system

M-4

Stopped

Check for loose connections & proper operation. Check switch

resistance. Adjust for pick up at- 1.6 kg/cm2. and drop at 1.3 kg/cm2.
a) Check Blow by on all cylinder heads. Check and tighten the bolts to
proper torque values.
b) Check tappet clearances and adjust if necessary. Set at 0.034 ".
Check for free movement of outer rings.
Test and overhaul.
a) Disconnect governor linkage and check torsion spring shaft and
bearing assembly for wear, replace as necessary.
b) Check control shaft bearing for wear.
c) Check timing and adjust if necessary.
Give dry run and adjust fuel racks.

145 M
146 M

The schedule of calibration is at a interval 24 months (M24)

of the speedometer for the instruments fitted with stepper
motor.
Renew filter elements and gaskets, (also at oil change). Drain filter tank,
122 days long life L/oil filter element is to be changed
thoroughly clean the interior and wipe dry with lean rags. Follow the steps at:
given in RDSO Instruction Bulletin No. MP.IB.ES. 04.13.02 (Rev.0.00),
i) 120 days periodicity for Locos not
fitted with
Jan. 2003.
centrifugal L/oil cleaner. ii) 240 days periodicity Locos
fitted with centrifugal L/oil cleaner.- non-telescopic.

Page 97 of 117

Records should be maintained to indicate conditions.

Item
No.
151 M

Schedule
Stopped /
Periodicity Running
Expressor / Compressor
Stopped
M-4
Parts

Work to be done
a) Clean & inspect all valve assemblies.
b) Recondition the unloaders.
c) Drain, clean & refill crankcase.
d) Clean strainer
e) Check alignment of drive
f) Before filling, check expresser chain, split pin of chain drive &
condition of crankshaft wing cap securing stud nuts and gasket. On
gear driven pump, check mounting of gears.

152 M

Expressor governor

M-4

Stopped

153 M

Expressor crank-case
vacuum check valve
Brake connections

M-4

Stopped

M-4

Stopped

Radiator fan gear box

Spline shafts
Universals
Flexible couplings
Rear traction motor
blower (Belt -driven)
Compressed air &
vacuum system

M-4
M-4

Stopped
Stopped

Tighten all brake connections in nose and operating stand. Check all pipes
for leaks.
Top up oil in radiator fan drive gearbox.
Clean, inspect and check for proper lubrication.

M-4
M-4

Stopped
Stopped

Clean, inspect and check for proper lubrication.

Check the alignment of pulleys.

M-4

Stopped

Sander control valve

M-4

Stopped

a) Clean all strainers and filters.

b) Replace paper element of GD 80 filter.
c) Clean, repair and test the following to ensure their operation in a safe
and suitable condition for service:
A-9 Automatic Brake Valve; SA-9 Independent Brake Valve; C-2 W Relay
valve; MU-2B valve; VA-1B control valve & Air flow indicating
device
Clean the valve.
Lubricate the cup washer O rings and piston with a good grade of air
brake grease.

154 M
155 M
156 M
157 M
158 M
159 M

160 M

a) Clean and oil. A few drops of good oil should be placed on the surface
passed over by the cutting in and cutting out valves.
b) Ensure that the exhaust opening is free from dirt or gum.
Inspect the piping for tightness. Ensure that the orifice is not obstructed.

Page 98 of 117

Remarks
a) When replacing inlet & discharge valve assemblies. in
the cylinder heads, it is important that the copper gasket
between the head and valve seat is in good condition.
Generally, it is better policy to replace this gasket with a
new one when reassembling. The same gasket is used for
all inlet & discharge valve assemblies. It is also
important to make absolutely certain that valve
assemblies are replaced with the castle nut side pointing
outward i.e. away from the piston. In some instances it
might be possible to turn an assembly over and this
should be done. Serious damage to the compressor or
compressor-exhauster might result, if operated under this
condition.
b) See chart of recommended lubricants.
See chart of recommended lubricants.

While refitting the spline, the mating marks should be

checked & fitted.

Item
No.
161 M

Parts

Schedule
Stopped /
Periodicity Running

Wheels
M-4

Stopped

M-4

Stopped

162 M

Wheels Reprofiling

M-4

163 M

Fuel tank mounting

nuts/bolts and brackets

M-4

164 M

Axle roller bearing

boxes

M-4

165 M

Bogie Clearances

M-4

Work to be done
Measure the wheel dia. and wheel profile i.e. root wear, flange wear &
tread wear using gauge to RDSO sketch no.SKDL-3592. The
measurement instructions are given in SKDL-4260.
WDG3A LOCOS:
a) Examine wheel profile, measure and record wear parameters i.e. root
wear, flange wear & tread wear using gauge to RDSO Drg. No. SKDL
3592 (Alt-5). The measurement instructions are given in Drg. No. SKDL
4260 (Alt -2).
The permissible limits of these parameters are shown in RDSO Drg. No.
CSL- 2127 / M.
b) Ensure wheel dia. variations are within prescribed limits. For details
refer VLMI- 02/ 96.
c) Examine the wheel visually for any defect mentioned n annexure I of
VLMI- 02/96 and appropriate action taken.

Stopped

WDG 3A LOCOS:
Wheels should be reprofiled with wear -adopted profile to RDSO Drg.
No. SKDL -2561.
Stopped
Check for damage/missing nuts/bolts and ensure its proper tightness. Check
for welding cracks in brackets and also damage to drain valve/plugs and
fuel gauges. Repair/replace, if necessary.
Stopped a) Loosen & retighten thrust cup bolts at specified torque values and
ensure proper locking.
b) Top up with grease, if necessary, as prescribed.
Stopped To check: a) Traction motor suspension bearing radial clearance, max. allowed
1/16.
b) Traction motor suspension bearing lateral clearance, max. allowed
5/16.
c) Check pedestal and axle box liners for wear. Permissible limits of these
are given below.
Lateral Clearances (Total Per Axle) For Front & Rear Axle (mm) WDM2
(Modified), WDM3A & WDM3C: Min.
Max.
Service limit
22.4
24.8
30.0 WDG3A & WDM3B:
22.0
25.2
30.7 For Middle Axle (Total Per Axle)
mm WDM2 (Modified.), WDM3A & WDM3C
Min.
Max.
Service limit 4.0
6.6
12.0 WDG3A, WDM3B & WDM3D
2.4
6.0
11.5 WDP3A 1.2
3.0
6.0 Longitudinal Clearances (Total Per Box.) mm. WDM2 (Modified),
WDM3A & WDM3C Min.
Max.
Service limit 0.4
1.9
5.0

Page 99 of 117

Remarks
Reprofiling should be done when flange wear reaches 3
mm, root flange wear reaches 6 mm or tread wear reaches
6.5 mm or when there is any wheel defect like flat, spalling,
shelling etc. Diameter of wheels should not vary more than:
a) 2.5 mm on the same axle.
b) 8 mm on the same bogie.
c) 25.mm on the same locomotive during service. While
replacing with new wheels or reprofiling, the dia
should not vary more than:
i) 0.5 mm on the same axle. ii) 2 mm on the same bogie. iii)
15 mm on the same locomotive.
d) Wheels should be scrapped after 76 mm on the wheeldia has been removed or when the rim thickness has
decreased to 25 mm. For details, refer MP.MI 71/ 78,
Revised 1992.

ON CONDITION BASIS

Procedure For measurement of lateral clearances of

WDM2 (modified), WDM2A & WDM3C locos refer
instruction Bulletin no. MP.IB.VL-03.04.06
Procedure For measurement of lateral clearances of
WDG3A & WDM3B locos refer instruction Bulletin no.
MP.IB.VL-01.02.06

Item
No.

Parts

Schedule
Stopped /
Periodicity Running

Work to be done
WDG3A, WDM3B, WDM3D & WDP3
2.0
4.0
6.0
Tighten the gear case joint bolts (torque 55-62 Kg-metre) & mounting bolts
(104-111 Kg-m).
Lubricate.

Traction motor gear

case
Hinges & locking
devices, doors etc.
Air system safety valve

M-4

Stopped

M-4

Stopped

M-4

Running

169 M
170 M

Expressor / Compressor
Engine air intake filter
Oil bath type

M-4
M-4

Running
Stopped

171 M

Traction motor
suspension bearings

M-4

Stopped

a) Drain oil from traction motor suspension bearings, clean & refill with
new oil.
b) Check traction motor suspension bearing cap bolts for tightness.
c) Check conditions of nose suspension bolts split pins, etc. Renew if
broken.
d) Check the wear in motor nose suspension. Add shims, if necessary.

172 M

Clearances

M-4

Stopped

173 M
174 E

Air Dryer
Rectifier

M-4
M-4

Running
Stopped

175

Traction Alternator

M-4

Stopped

176

Fuelbooster pump&small
motors

To check:
a)Traction motor suspension bearings radial clearance, max.
allowed 1/16. b)Traction motor suspension bearings lateral clearance
max. allowed
5/16. c)Total axle box lateral clearances for boxes on front & back
axles are
min. (initial) 6 mm (1/4), max. allowable 12 mm (1/2) and for boxes
on intermediate axles; minimum initial 25 mm(1); Maximum
allowable 31 mm (11/4 ). d)Total side clearance for pedestal for boxes
on all axles; minimum
(initial) 1.5 mm (1/16) & maximum allowable 5 mm (3/16).
Check memory features.
a) Repeat all items under monthly schedule.
b) Check that all the diodes/heat sinks are in proper tightened condition
on DC bus bars.
c) Ensure that the washer under nylock nut is loose which shows that
diode is properly tight between heat sinks.
a) Measure insulation resistance of the stator and rotor coils.
b) Check the tightness of all the fasteners as mentioned in para (b) under
monthly inspection.
c) Wipe the slip ring insulation and approachable parts of the rotor and
stator coils and rotor connections with a clean lint free cloth moistened
in Orion-77 or approved cleaning solvent.
d) Check alignment of brush holders on slip rings. Bulletin
No.SB/Genl/069-March' 99.
e) Remove and recondition.

166 M
167 M
168 M

M-8, M16 & M24

Stopped

Remarks

Test operation. Safety valve. Blowing pressure = 10.50.1 kg/cm2, closing

pressure =9.5 to 9.8 kg/cm2.
Measure crankcase lube oil pressure and record.
See chart of recommended lubricants.
Clean sludge & change oil. Remove and clean the bowl & the filter
assembly. Change gasket before reassembly & record.

Page 100 of 117

a) Discard wick lubricator, if lubricator surface is burnt or

damaged.
b) Test wick by applying clean oil to lubricating surface.
If oil is quickly absorbed, wick set is still operative. If
oil stands in pool on contact surface or disappears very
slowly, replace the wick.
c) Discard wicks when worn to within of the metal
wick holder.
See chart of recommended lubricants.

Refer MPMI 18.

If centre washer is not free, then tighten bolts uniformly on
both the sides in steps till center washer becomes just free.
In no case the central nylock nut shall be disturbed.

Non telescopic

Item
No.
177 M

Parts
Inertial filter

Schedule
Stopped /
Periodicity Running
Stopped
M-8, M16 & M24
Stopped
M-12
Stopped
M 12

Work to be done
a) Renew secondary stage filters.
Basic criteria for changing is, when the differential vacuum across the air
filter reaches to 470 mm (18.5) of) of WG. at 8th notch.
b) Greasing to be done.
Control Unit:
1. Check OS test switch. Replace if broken
2. Check BAP by pass switch. Replace if broken
3. Check Reset button. Replace if broken
Actuator Unit:
1. Check Rod end bearing at Linkage rod of Actuator/Sensor unit and
replace if found moving hard during checking.
2. Check Pin (Rod end) at Fork (towards actuator shaft) and replace if
found loose and lot of play.
3. Check Split pin (Rod end) on pin of Fork (towards actuator shaft) and
replace if found broken during checking.
4. Check Split pin (Engine end) on pin of Fork assembly (towards engine
rack) and replace if found broken during checking.
5. Tighten Nut (towards Rod end bearing) and replace if worn out.
6. Tighten Nut on Fork (towards engine rack) and replace if worn out.
a) Inspect, clean & rectify as necessary.
b) Check oil pressure, Adjust pressure regulator to 135 psi.
c) Check grease nipples for tightness in case of needle bearings
d) Check brush arm tips, pilot valve & LCR condition.
a) Clean solenoid valves including plunger parts & bottom cap. Lubricate
as necessary while reassembling.
b) Test for air leaks.

178 E
179 E

Axle Generator
BHELS MCBG

180

Engine governor
(GE Make)

M-12

Stopped

Sanding system magnet

valves

M-12

Stopped

Batteries

M-12

Stopped

Crankshaft split gear

Crankcase explosion
doors
Engine fuel oil system,
relief and regulating
valve
Engine lubricating oil
system bye pass valve

M-12
M-12

Stopped
Stopped

M-12

Stopped

M-12

Stopped

Remove and completely overhaul the valve & refit on the loco after
testing/calibration.

187 M

Water pump

M-12

Stopped

Renew water and oil seal assemblies, if necessary.

188 M
189 M

Radiator fan gear box

Foundation and/or
mounting bolts

M-12
M-12

Stopped
Stopped

Drain oil, clean & refill with fresh oil.

Check tightness of foundation and/or mounting bolts of all equipment in
the engine room.

190 M

Turbo supercharger
ALCO

M-12

Stopped

Remove and overhaul including annealing of copper pipes, if fitted.

181

182

183 M
184 M
185 M

186 M

Check the readings carefully. Cells unable to stand up to 75% rated

capacity should be repaired where possible.
Visually inspect clamping bolts & nuts.
Remove and completely overhaul the crank case explosion doors & refit on
the loco.
Remove and completely overhaul the valve & refit on the loco after
testing/calibration.

Page 101 of 117

Remarks
Schedule periodicity may be reviewed by shed in charge
depending upon local environmental condition Non
telescopic

The condition of the air from the main reservoir will

determine how often they could be cleaned. Impurities from
the air will deposit in all parts of the inside surface of the
body and coil pole
When the job is otherwise finished, make sure all batteries
connection are free of corrosion and retighten them.

Modified water pump seal as per RDSO mod. Sheet no.

MP.MOD.ES.01.02.05 (Rev-0) should be overhauled in M24.
See chart of recommended lubricants.

Separate records should be kept indicating the defects

noticed repairs done, if any and spares used for 710/720/
720A1 model turbo super-chargers. Bearing clearances

Item
No.

Parts

Schedule
Stopped /
Periodicity Running

Work to be done

191 M

After cooler

M-12

Stopped

Remove, clean & test as indicated in MI 11057 using indigenous cleaning

compounds.

192 M

M-12

Stopped

Check elbow & adopter for any cracks and damages. Replace hose and
clamps.

M-12

Stopped

Remove, clean inspect and check setting of the valves.

M-12

Stopped

Overhaul and renew oil gaskets.

195 M

Flexible water
connector to cylinder
head
Engine lubricating oil
system pressure regulating
and relief valves.
Air maze oil bath
filters
Hydraulic Dampers

M-12

Stopped

WDP3A, WDM3B, WDM3D & WDG3A LOCOS:-Remove

and check working of Hydraulic dampers manually.

196 M

Traction Bar

M-12

Stopped

WDP3A LOCOS:-Dismantle and check condition and characteristics of

rubber pad. Replace both the pads, if necessary. Do not use old and new
pads together. Also check nuts and locking plates for any damage.

197 M

Roller bearings Axle

boxes

M-12

Stopped

WDG3A LOCOS:
a) Repeat item of trip inspection as mentioned.
b) For checking of longitudinal and lateral clearances refer VLMI.02/ 96.
c) Remove end covers of the axle box for examination of condition of
grease and end clamping arrangement of bearing as given below:i) If grease is found discoloured / disintegrated, then disassemble the
axle box and clean the bearing thoroughly. Examine the bearings with
their elements minutely. Re-assembly, checking, re-lubrication should be
done according to the instruction laid down in MP.MI.04.004. ii) If
condition of grease and bearing parts are satisfactory, reassemble the end
cover and top up 27 to 45 grams.( i.e. 30 to 50 cc) of recommended grease
as require to each axle box with pressure gun through grease nipple without
disturbing the bearing assembly. iii) Before reassembly of end cover,
examine the locking arrangement of clamping plate (i.e. bolts and locking
plate) of bearings and visually examine the condition of thrust units of end
axle boxes to the extent possible without dismantling the same. Run a
finger round the inner and outer thrust collars and see there is no burrs or
roughness. If found improper, correct immediately.
d) Top up the axle box with grease of same brand as filled in the box.

198 M

Axles

M-12

Stopped

Ultra sonic Examination:

Test axle in situ with ultrasonic crack detection equipment as per separate
instructions issued by RDSO (M & C Directorate).
d) Only axle box end covers, clamping plates and thrust pad arrangement
need be removed for this purpose.

193 M

194 M

Page 102 of 117

Remarks
should be recorded, if bearings are renewed. For the other
TSC the periodicity shall be as follows:
Napier M-12, ABB (VTC 304) M-24, GE - M-72 For
ABB (TPR61) & HISPANOSUIZA - overhauling
periodicity will be advised later by RDSO separately.
Thorough cleaning should be ensured to keep the exhaust
gas temperatures lower.

If the surface of the cup disc and stationary valve is scored or

if the valve seat has been damaged lap the parts together
with powdered emery and oil.

Follow the telescopic pattern

Item
No.
199 M

200

201

202

203 M
204 M

205

206

Parts
Traction motor
suspension Taper Roller
bearings
Vacuum and compressed
air systems

Schedule
Stopped /
Periodicity Running
Stopped
M-12

Work to be done
Replenish grease of gear wheel side and road side wheel bearings

M-12

Stopped

a) Clean, repair and test the following to ensure their operation in a safe
and suitable condition for service:
D-1 Automatic Drain Valve; J-1 safety Valve; 2" Disc Check valve; 1"
Check Valve with choke; 24- A Double Check Valve; 1/64" exhaust with
1/32" choke; A-9 Automatic Brake Valve; SA-9 Independent Brake Valve;
28-VB Control valve, C-2 W Relay valve; MU-2B valve; F-1 selector
Valve, VA-1A & VA-1B control valve, HS-4 Control air Valve; VA-1
Release Valve; A-1 Differential Pilot Valve, Emergency brake valve; H-B5 Relay Air Valve; H-5 Relay air Valve; Air flow indicating device, duplex
check valve , limiting valve, loco brake release switch , feed valve, D-1
Pilot Air Valve; cut-out cocks and strainer; drain Cocks; Filter GD 80 D :
Filter GD 80 E with 1" dia. orifice; Filter - J ; 3 way Cut out Cock; Power
Cut-off & Dynamic braking Switch; Expressor safety; relief and breather
valves; sander valves; (in control stand); Sander Control Valve; sand trap
(Conveyor); etc.
b) Test all air and vacuum gauges.
c) Anneal all copper pipes and refit.

Panel mounted air brake

system

M-12

Stopped

Control air reservoir

and main auxiliary
reservoirs.
Wind shield wiper
Expressor compressor

M-12

Stopped

a) Clean, overhaul, repair and test to ensure operation in a safe and

suitable conditions for service of all brake valves fitted on panel.
Renew all mounting gaskets and 'O' rings.
b) After disassembling the valve, clean all metal parts in a suitable
solvent and wash all rubber parts with soap and water. Blow dry air
with a low air pressure jet.
c) Lubricate valves 'O' rings used in the brake valves with specific
lubricant.
d) Renew diaphragm if cracked, brittle, damaged or nicked or broken
headed surfaces. Renew packing rings, which are worn or excessively
distorted.
Blow down and clean.

M-12
M-12

Stopped
Running

Lubricate air chamber parts with air engine oil.

Change liner & piston rings.
Perform orifice test as prescribed.

Engine over speed trip

device
Turbo super charger
(For Napier turbos)

M-12

Stopped

Remove, clean, inspect & recondition. Change counter weight & spring.

M-12

Stopped

Remove and overhaul.

Page 103 of 117

Remarks
For detail see RDSO maintenance instruction MP MI no.
20, Nov. 2000 for TIMKEN bearings and MP MI No.--22,
March 2003 for SKF bearings.
Replace gauges found incorrect or repair incorrect gauges
before they are returned to service, wherever applicable:
a) After disassembling the valve, clean all metal parts in a
suitable solvent and wash all rubber parts with soap and
water. Blow-dry with a low-pressure air jet.
b) Lubricate valves, cams and cam-dog surfaces with
specified lubricant. O rings used in air brake devices
should also be lubricated with the specified lubricant.
c) Renew diaphragm if cracked, brittle, damaged or
nicked or broken headed surfaces. Renew packing rings
which rings, which are worn or excessively distorted.
IMPORTANT-The date of testing or cleaning and the
initials of the shed/depot at which the work is done should be
legibly stenciled in a conspicuous place on the parts.

All pressure vessels are to be tested and certified

periodically by a qualified Boiler Inspector. The period is to
be specified by Chief Mechanical Engineers Office.
These tests are a measure of the condition of the expressor.
The minimum capacity permitted in service shall be
approximately 80% of the capacity when new. For ready
reference the graphs tables pertaining to the particular
model of the expressor on giving the recommended limit
(passing as well as condemning should be referred to. The
diameters of the orifice, speed of the compressor/ exhauster
etc. should be as specified in the graph /tables.) - refer to
RDSO Specification No. MP.2.0700-01 September 1990.

Item
No.
207 M

Parts
Air dryer

Schedule
Stopped /
Periodicity Running
Stopped
M-12

Work to be done

Refer MP MI 18 & manufactures maintenance manual.

a) Renew element of Pre-coalascer, examine filter element of final filter.
b) Check dessicant containing oil & water, renew desiccant.
c) Clean mufflers and check condition of each pipe assembly.
d) Check pressure setting to start the cycling operation of air dryer.
Carry out the compression test in all cylinders & record readings at idling
and other notches. Also record-firing pressures at all notches.
Carry out complete load box .box.
Carry out load test, adjust power as indicated in MI 24022 and record
output, exhaust gas temperatures at inlet to & exit from turbocharger,
temperatures at inlet to & exit from the after cooler of charge air and water,
lube oil and water temperatures, fuel rack, ambient temperature, booster
pressure, cylinder compression and firing pressures etc.

M-12

Running

Engine compression
pressure.
Load box test

M-12

Running

210

Painting

M-12

Stopped

211

Control reservoir &

main reservoir

M-12

212

Expansion tank water

level gauge
Control equipment Self
load test switch
Control equipment Self
load test switch air cyl.
Electrical control
cabinet (pressurised)
Low lubricating oil
pressure switch.
Control equipment
magnetic contactors
Engine electrical
protection and safety
devices

M-12

Stopped

Check and recondition.

M-12

Stopped

M-12

Stopped

M-12

Stopped

a) Add a few drops of light machine oil to bearing.

b) Apply thin film of grease on gear teeth cam surface.
Remove the covers at the end of the air cylinder and add several drops of
light machine oil to the air cylinders.
Replace all sealing rubbers.

M-12

Stopped

Check calibration and operation.

M-12

Stopped

Add a few drops of light machine oil to the contact arm oilite bushing.

M-12

Stopped

Warning lights
Traction Alternator

M-12
M-12

Stopped
Stopped

Check condition, calibration & operation of the following protection and

safety switches:
a) Engine temperature switches.
b) Low water level switch.
c) Low lube oil pressure switch.
d) Wheel slip relay.
e) Ground relay.
f) Safety aux. Relay.
g) Pneumatic control switch.
h) M.U engine stop switch
i) D.M.R.
For Conventional - remove and clean.
Measure the ovality of the slip ring. This should not increase 0.1 mm.
Drain the gear case, clean & refill engine lube oil.
Inspect pole connectors for fatigue cracks, faulty connection or burnt
insulation.
Clean the alternator "in situ" as given in para (b) under monthly
inspection.

208

209

213

214

215

216

217 E
218

219
220

E
E

Stopped

Remarks

Paint locomotive exterior and interior, including machinery, whenever

necessary.
Keeping 1.5 times braking pressure, Hydraulic test shall be conducted on
reservoirs.

Page 104 of 117

Painting may be done more frequently, if desired by the

Railways.
All pressure vessels to be tested and certified periodically
by a qualified boiler inspector. The period is to be specified
by chief mechanical engineers office. A shorter period may
be followed if convenient.

The broken coil-connecting strap will be evident by an open

alternator circuit and may indicate a loose pole.

Item
No.
221 E

Parts
Traction alternator gear
case

Schedule
Stopped /
Periodicity Running
Stopped
M-12

222

Traction motors

M-12

Stopped

223
224

E
E

Load meter
Batteries

M-24
M-24

Stopped
Stopped

225

Rectifier

M-24

Stopped

226

Auxiliary Generator

M-24

Stopped

Medhas MCBG

M-24

Stopped

227 E

Work to be done
Drain, clean and refill to FULL Mark. Do not overfill.

a) Test insulation resistance after cleaning with degreasing compound.

b) Check brush holders and tension of brush springs.
c) Renew defective brush holders, replace loose nuts and copper strips if
necessary.
d) Check up for solder run out.
Check calibration.
a) Remove and clean. Test by cycling. Recondition and repaint battery
boxes.
b) Charge battery at finishing rate.
Dismantle the rectifier assembly for overhaul as per MP.MI.' Jan 94 and
BHEL manual.
a) Clean with degreasing compound and test insulation resistance.
b) Check brush holders and tension of brush springs.
c) Stone & air cure commutator, if necessary.
Control Unit:
1. Remove, clean and re-fit the unit.
2. Replace (MCB MB gasket) main door gasket if found damaged.
Actuator Unit:
1. Unload, clean and re-fit the unit.
2. Replace the following gaskets if found damaged:
Actuator Main Cover gasket PRS box cover gasket Bellow AU
Flange gasket AU Mat-GB AU Mat-RP

228

Engine governor BHELs MCBG

M24

Stopped

229

M-24

Stopped

230
231

E
E

Engine governor
(GE / EDC)
Axle Generator
Dynamic brake blower

Control Unit:
1. Check OS test switch. Replace if broken
2. Check BAP by pass switch. Replace if broken
3. Check Reset button. Replace if broken
Actuator Unit:
1. Check Rod end bearing at Linkage rod of Actuator/Sensor unit and
replace if found moving hard during checking.
2. Check Pin (Rod end) at Fork (towards actuator shaft) and replace if
found loose and lot of play.
3. Check Split pin (Rod end) on pin of Fork (towards actuator shaft) and
replace if found broken during checking.
4. Check Split pin (Engine end) on pin of Fork assembly (towards engine
rack) and replace if found broken during checking.
5. Tighten Nut (towards Rod end bearing) and replace if worn out.
6. Tighten Nut on Fork (towards engine rack) and replace if worn out.
Remove, recondition and test on Governor test stand.

M-24
M-24

Stopped
Stopped

Remove and overhaul.

a) Clean with degreasing compound and test insulation resistance.
Page 105 of 117

Remarks
See chart of recommended lubricants.

Battery OFF and engine OFF.

Battery OFF and engine OFF.

Greasing to be done in M 12.

Item
No.

Parts

Schedule
Stopped /
Periodicity Running

motor

232
233
234

E
E
E

235

236

237 E

Work to be done
b) Clean and lubricate blower bearings.
c) Check brush holders and tension of brush springs.
d) Stone & air cure commutator, if necessary.
Clean & inspect. Test for their operation.
Remove and calibrate, if required.
a) Add a few drops of light machine oil to bearings.
b) Apply thin film of grease on gear teeth cam surfaces.

Circuit breakers
Gauges and meters
Control equipment
electrical controller,
reverser and braking
switches
Control equipment
Reverser air cylinder

M-24
M-24
M-24

Stopped
Stopped
Stopped

M-24

Stopped

Remove the covers at the end of the air cylinder and add several drops of
light machine oil to the air cylinder.

Control equipment
braking switch air
cylinder
Control equipment
electro-pneumatic
contactors.

M-24

Stopped

Remove the covers at the end of the air cylinder and add several drops of
light machine oil to the air cylinders.

M-24

Stopped

Add several drops of light machine oil to the cylinders through the oil holes Certain contactors are assembled with teflon packings in the
or through the cylinder heads, change neoprene buckets.
cylinders. Filled teflon packings require no lubrication;
however they will operate satisfactorily, if lubricated. f
doubt exists as to the type of packing used, lubricate the
cylinders.
Remove and recondition all magnet valves.

238

Magnet valves

M-24

Stopped

239

M-24

Stopped

Inspect and repair panels / cards especially contact fingers in bars and test
on specially fabricated test bench.

240

Voltage regulator,
Transition relay panel,
Excitation panel &
Engine control panel
Warning lights

M-24

Stopped

For LED lights-Remove and clean.

241

Measures against fire

M-24

Engine power
assemblies

M-24

Stopped
/
Running
Stopped

242

Remarks

Ensure the following:

There should be adequate sealing arrangement in the traction alternator
connection box to prevent oil entry into the box.
a) Remove and overhaul cylinder heads, valves, valve mechanism etc.
b) Remove water outlet header & elbows and
(i) Surface inspect- interior and exterior of header & elbows. (ii) Check
header and elbow connection joints for smoothness. (iii) Thoroughly clean
header and elbow.
c) Remove pistons with connecting rods and
i) Decarbonise pistons. Replace rings.
ii) Examine pistons for cracks looseness of inserts etc. iii) Check
connecting rod & renew bearings iv) Check wrist pin & wrist pin bush.
v) Cylinder liners- Replace all liners.
d) Air intake manifolds- Remove inlet elbows, clean inlet manifolds and
refit inlet elbows.
e) Push rods- Check, if bent. Renew where necessary.
f) Rocker arm assembly- Check bushings for wear. Renew, if necessary.
g) Refit pistons (with new rings) and connecting rods. Check connecting
rod bolts elongation.
Page 106 of 117

Certain reversers are assembled with teflon packings in the

cylinders. Filled teflon packings require nolubrication;
however they will operate satisfactorily, if lubricated. f
doubt exists as to the type of packing used, lubricate the
cylinders.

100%renewal cylinder Liners, piston rings, valve guide &

con. Rod bearings to be done.
Magnaflux the component for cracks etc., if possible. Hydro
test cylinder heads for leaks at 70 psi with water 190 deg. F.
Cracked heads should be scrapped.

Item
No.

Parts

Schedule
Stopped /
Periodicity Running

Work to be done

Remarks

h) Refit cylinder heads.

i) Refit water outlet header and elbows with new gaskets & check and
adjust inlet and exhaust valve clearance set at 0.034. j) Check timing of
fuel injection pumps.
Check crankshaft thrust and deflection. Add shims if deflection is more
than 0.0008. (0.0016 should be the total indicated run out.)
a) Inspect cams, rollers, lifters and crossheads.
The cams must be examined for cracks grooves and score
b) Check camshaft gear for wear pits or grooves on the teeth surface and
marks. Shallow score marks may be stoned; otherwise the
for cracks or parts of teeth broken out. Check camshaft thrust.
camshaft must be replaced or reground. If the camshaft
thrust is more than 0.022 or if the bushing otherwise shows
signs of wear, the bushing must be replaced.

243

Engine crankshaft

M-24

Stopped

244

Engine camshaft

M-24

Stopped

245
246

M
M

Radiators
Radiator Fan drive

M-24
M-24

Stopped
Stopped

Engine cooling water

system
Engine lubricating oil
cooler

M-24

Stopped

M-24

Stopped

Engine gear train lube

oil spray nozzles.
Fuel pump supports
Fuel injection pumps
Fuel oil & lubricating
oil hoses
Water hoses

M-24

Stopped

Remove and check.

a) For tube leaks.
b) Clean oil and water side.
c) For PTLOC: Check plate pack dimension & grease the tightening bolt.
Examine nozzles and liners for cleanliness.

M-24
M-24
M-24

Stopped
Stopped
Stopped

Overhaul. Renew floating bushes if clearances are more than specified.

Remove, calibrate & recondition, if necessary.
Hydraulically check flexible hoses to 100 p.s.i.

Check all end fittings and replace if necessary.

M-24

Stopped

Examine and renew if necessary.

Check all end fittings and replace if necessary.

Blower, traction motor

(belt driven)
Blower traction motor
(gear driven)
Acceleration control
device.
Expressor / Compressor
Engine compression
pressure.
Load box test

M-24

Stopped

Remove and recondition.

M-24

Stopped

Remove and recondition.

M-24

Stopped

Remove, overhaul and refit.

M 24
M-24

Stopped
Running

M-24

Running

Mechanical
Speedometer
Fire Extinguishers
Fuel tanks

M-24

Stopped

Overhaul Expressor / Compressor.

Carry out the compression test in all cylinders & record readings at idling
and other notches. Also record firing pressures at all notches.
Carry out complete load box.
Carry out load test, adjust power as indicated in MI 24022 and record
output, exhaust gas temperatures at inlet to & exit from turbocharger,
temperatures at inlet to & exit from the after cooler of charge air and water,
lube oil and water temperatures, fuel rack, ambient temperature, booster
pressure, cylinder compression and firing pressures etc.
Overhaul speedometer, gear unit and flexible drive.
VDO type & Hasler Speedo meter RT - 9 with A16.

**
M-24

Stopped
Stopped

Test and refill.

Drain water and sludge from tanks.

247 M
248

249

250 M
251 M
252 M
253

254

255

256

257 M
258 M
259

260

261
262

M
M

Clean thoroughly and test(in situ condition only).

Remove and recondition:
a) Radiator fan.
b) Spline shaft.
c) Universal joints.
Flush with a suitable cleaning solution and refill.

Page 107 of 117

This can also be conveniently done when the after cooler is

removed during the half-yearly schedules.
a) While assembling be sure diaphragm is on the outside
of the grid.
b) See RDSO report No. MPMI. 24 (rev.00), November
2004 Para 7.2 & 7.3 for details.

** As per manufacturers instructions

Item
No.
263 M

Wheels

264

Bogies

M-24

265

Axle box guide links

M-24

Stopped

266

Side Bearer

M-24

Stopped

267 M

Axle boxes

268 M

269

270

Parts

Schedule
Stopped /
Periodicity Running
Stopped
M-24

Stopped

M-24

Stopped

M-24

Stopped

Work to be done
Measure wheel gauge width.

Remarks
Permissible wheel gauge width at the time of new assembly
variation 1596 0.5mm. Service limits1596 + 1.5 / -0.5 mm.
(For details, refer MP.MI 71/78, Revised 1992 or latest &
wheel wear management IB.No-MP.IB.BD.02.16.01)

Clean, check and inspect in position all bogie parts and clearances. Inspect a) This item can be conveniently attended at the time of
traction motor air ducts. Drain, flush and refill center pivot & loading pad wheel change.
oil pans.
b)
Refer MP. MI- 15 (Rev. 02) July 2003 for
recommended lubricants.
WDP3A LOCOS:-Dismantle and check condition of silent block and thrust
pads for defects. Replace complete set, if necessary. Do not use old and
new parts together. Check characteristics of guide links before use. Ensure
tightness of nuts and their locking.
WDM3B, WDM3D & WDG3A LOCOS:
Side bearers (rubber springs) shall be checked for cracks or damages and
permanent set, if any, side bearer shall be replaced. For instructions refer
VL.MI 02/96.
For SKF & Timken Roller Bearings:-(a) Remove axle roller bearing
housing and clean thoroughly. Inspect bearing. Refit housing & add new
lubricant of approved brand.
(b) Inspect and renew axle dust guard seals if necessary.
(c) Examine the bearings and turn the bearings cups by a quarter of turn,
i.e. through 90 deg. in relation to the housing. Inspect cup load zone
track for spalling. If spalled, rectify by dressing with an oilstone or an
electric grinding pencil.
For NEI Roller Bearings (Conventional Axle Boxes):a) Examine roller paths (As far as possible) carefully for any surface
spalling or cracks or any other irregularities, which will warrant removal
from service. Rotate the outer race a quarter turn to bring in to operation
un-used part; mark the part quadrant number, date on which the said
quadrant is brought into service by electric etching pencil on the side
surface of the outer race.
b) Examine grease, if found discolored, blackened or rust colored, it may
be taken as evidence of wear or pitting rust. In such a case, the bearing
should be examined carefully.

Wheel

M-24

Stopped

Wheel profiling.

Traction motor snubber

wear plates
Traction motor gear
case

M-24

Stopped

Check wear and for cracks. Recondition, if necessary.

M-24

Stopped

Clean Traction motor gear case and refill with lubricant.

By rotating the bearing cups, the unused portion of the roller

track in the cup is brought into operation, thus minimising
the danger of pre-mature fatigue and/or spalling of the
cup load zone. This is essential to obtain maximum life out
of the roller bearings. The bearing cups should be divided
into four parts of 90 deg. each and numbered 1,2,3 & 4
respectively. The date when any of the four parts is brought
into service should be marked on that cup zone with an
electric etching pencil. This will help the shed / Workshop
staff in rotating the bearing cups & bringing a new zone in
operation during the 3 yearly schedule or when spalling of
the cup load zone track is noticed.
This will minimise the danger of premature fatigue and/or
spalling of the race load zone.For details refer
Maintenance Instructions No. MP.MI-98/81 for NEI Axle
roller bearing. Diesel Maintenance Instructions No. 1/67 for
SKF 4 Row cylindrical roller bearings & Diesel
Maintenance Instructions No. 2/67 for Timken Quad 4 row
tapered roller bearing & for FAG bearings follow the
instructions contained in the bearing drawing.
Manufacturers instructions should be carefully studied &
work content and sch. Periodicity should be revised
accordingly.
This can be done on CONDITION BASIS earlier or later
than the schedule depending upon the wear as convenient to
the Rly. and also depending on the facilities available.

Page 108 of 117

See Chart of recommended lubricants.

Item
No.
271 M

Parts

Schedule
Stopped /
Periodicity Running
Stopped
Whenever
wheel are
changed
Stopped
M-24

Work to be done

272

Traction motor
Taper Roller
suspension
Horn cheek liners

273
274

M
M

Brake rigging
Centre pivot liners

M-24
M-24

Stopped
Stopped

275

Hydraulic Dampers

M-24

Stopped

276

Roller bearing
Axle boxes

M-24

Stopped

WDG3A LOCOS
a) Remove the axle box assembly from axle journal and disassemble the
bearing, thrust pad assembly and components from axle box housing for
overhaul.
b) Examine roller paths (as far as possible) carefully for any surface
spalling or cracks or any other irregularities, which will warrant
removal from service.
c) Rotate the outer race/ring a quarter turn to bring in to operation un
used part; mark the part quadrant number, date on which the said
quadrant is brought into service by electric etching pencil on the side
surface of the outer race / ring. This will minimise the danger of
premature fatigue and /or spalling of the ring load zone.
d) Dismantle thrust units. Examine condition of thrust collars; thrust ring
and roller end faces in all the axle boxes.
e) Renew the conical rubber thrust pads of all the axle boxes.
f) Examine grease. If found discoloured, blackened or rust coloured, it
may be taken as evidence of wear or pitting rust. In such a case, the
bearing should be examined carefully.

277 M

Brake cylinder

M-24

Stopped

Disassemble, clean and grease and refit. Repair or replace parts where necessary.

278

Centre Pivot
Casting & loading
pads

M-24

Stopped

TRIMOUNT LOCOS:a) Drain oil from center pivot casting and loading pad oil pans.
b) Check wear plates of center pivot, center pivot casting and loading
pads for wear.
c) Check clearance between vertical liners of center pivot casting and

i) Check bearing abnormal noise or roller ticking noise by rotating the

tube assembly. ii) Check end play as per the procedure given in manual.
Check wear and replace if necessary.

Remarks
For detail see RDSO maintenance instruction MP MI
No. 20, Nov. 2000 for TIMKEN bearings and MP
MI No.--22, March 2003 for SKF bearings.
Strictly follow the RDSO Maintenance Instruction
No. MPMI 97 Revision -01, July 2000 for welding
of manganese Steel Liners.
This item should also be attended in out of course,
whenever required

Lubricate brake rigging when coupled & brake shoe slack adjuster.
WDP3A LOCOS:Check horizontal & vertical liners for wear, replace liners if they have reached the
condemning limits. Refer figure 19 of VL.MI-04/98.
WDG3A & WDM3B, WDM3D LOCOS:Check clearance between liners of center pivot housing and bogie frame. Replace
liners if they have reached condemning limits. Refer VL.MI-02/96.Check
horizontal and vertical liners for wear, replace liners if they have reached the
condemning limits. Refer figure 19 of VL.MI-04/98 for condemning limits.
Remove, overhaul and check characteristics of hydraulic dampers at 10 cm/sec.
velocity, rating should be within 10% of specified capacity.

Page 109 of 117

For details information regarding maintenance and

overhaul of bearings refer MPMI 04.004.

This item can be conveniently carried out at the time

of wheel change.
Measure the height of center pivot and loading pad
liners from locomotive under frame. Follow the
instruction given in SK.DL-2069 for maintaining the

Item
No.

Parts

Schedule
Stopped /
Periodicity Running

Work to be done

Remarks

pivot pin. Replace liners if they have reached the condemning limits, as between center pivots & loading pads.
given in drawing no. SK.DL-2069. d) Add fresh lubricant. Also top up cups Refer MP.MI-15 (Rev. 02) July, 2003 for recommended
after trucks are coupled.
lubricants.
279

Equalizer beam

M-24

Stopped

280

Centre buffer couplers,

side buffers, screw &
transition coupling etc.
Car body panels
Windows

M-24

Stopped

M-24
M-24

Stopped
Stopped

Doors
Framings
Weather Stripping
Dynamic brake
equipment

M-24
M-24
M-24
M-24

Stopped
Stopped
Stopped
Stopped

Electro
pneumatic
contactor, reverser and
braking switch air
cylinders (synthetic
packing)
Speed recorder

M-24

Stopped

M-24

Stopped

To
synchronise
with
equipment
removal

Stopped

281 M
282 M
283 M
284 M
285 M
286 E

287 M

Check the condition of wear on equalizer beam, hard face when worn
beyond service limits, refers drawing no. SK.VL-178. The beam shall be
subjected to magnetic particle test for detection of cracks.
The buffer shall be dismantled for checking, repair, overhaul its all
components and reassemble as per detailed instructions contained in MP.
MI-116/82 (Rev.01) Aug. 99
Inspect and repair.
Inspect and repair.

289

Engine gear trains:

Generator end and Free
end

290

Engine Crank shaft

main bearings

M-24

Stopped

291
292

M
M

Exhaust manifold
Turbo super-charger
(ABB Turbo)
Blower, front truck
traction motor

M-24
M-24

Stopped
Stopped

Remove and recondition.

Remove and overhaul.

M-24

Stopped

Check oil seal and O ring. Renew if required.

Expressor / Compressor
with inter -cooler

M-24

Stopped

Remove and recondition.

294 M

Rubber gaskets of lookout and door window glasses to be

changed.

Inspect and repair.

Inspect and repair.
Inspect and renew as required.
Remove and test resistor grids. Clean and inspect insulators and check
connections. Inspect and clean air outlet louvers, grid housing, drains and
blower motor. Test the insulation resistance of motor and grid.
Remove and recondition.

288

293

To be done in POH Check knuckle &

side buffer in M-24

Paperless should be overhauled in M-48.

Overhaul the speed recorder, indicators and the electronic remote device.
Repair / replace damaged defective parts.
Clean and inspect for deep pitting, scuffing and or fatigue breakage. Check Gears should be scrapped if teeth are broken, or the working
backlash.
surface of the teeth is severely damaged by pitting or
spalling. Scuffing which is characterised by vertical root to
tip lines, a line is an indication of faulty lubrication calling
for review of oil filter maintenance practice and inspection
of the oil spray nozzles.
Inspect and change all main bearings.
If Check & record the conditions of bearings: i) Embedded
dirt particles. ii) Evidence of fatigue failure.
iii)Wear as determined by visual inspection of the
overlay.

Before the expressor is released for service, either when it is

new, just overhauled or even when the pistons, rings, and
cylinders only have been changed, it is essential that it
should be subjected to a reasonable Break-up(Wear in)
and test period. For this purpose, it is recommended that a
test stand should be set up. In case however, a test stand is
Page 110 of 117

Item
No.

Parts

Schedule
Stopped /
Periodicity Running

Work to be done

Remarks
not available the expressor should be tested on the
locomotive. Makers recommendations should be
followed strictly during break in and testing. After
Break-in and testing when the expressor is put into service
the FIRST lubricating oil change should take place during
the first trip examination and the SECOND during the first
monthly examination. NOTE:-The importance of wearing
in at reasonable speeds, after reconditioning and general
overhauling, especially pistons, rings & cylinders, can not
be over emphasized. Replaced or new parts should be given
ample opportunity for adjusting themselves during this
period. The reason for this is that a new expresser or one
having major running parts replaced will develop higher
than normal operating temperatures during the first few
hours of operation. This higher temperature may cause
uneven expansion of parts and may cause scoring.
Furthermore any slight misalignment of part will
aggravate this condition if the expressor is subjected to
high-speed operation immediately. If any benefits are to be
derived from careful remachining and refinishing
methods employed, every effort should be made not to
offset these benefits during the period of wear-in.

295

Brakes

M -24

Stopped

Check and replace the following brake parts when the maximum wear
specified below i s obtained:
a) Wear plates on hangers, or hanger levers and truck frame pads when
clearance between the two becomes 5 mm.
b) Pins or bushing when worn to 1.5 mm radial clearance.
c) Hanger levers and equalizers when thickness at pins is worn by 3 mm.
d) Hangers and friction arms when thickness at pins is worn by 1.5 mm.
e) Brake heads, pull rods and slack adjusters when each jaw member is
worn by 1.5 mm.
f) Hanger and equalizer fulcrum brackets when pin supports are worn by
1.5 mm in thickness.
g) Clevis when pinholes and inter-locking surfaces are worn by 3 mm.
h) Brake heads when face radius becomes worn to the extent that new
shoe keys will no longer hold the shoe tightly. i) Wear plates on
equalizers and equalizer brackets when worn to 3 mm
thickness. j) Brake shoes when worn to the limits of wear marks
indicated on the
same.

296

Measures against fire

M -24

Ensure that fuel jumper joints must be made carefully as they are specially
prone to leakage.

Friction Snubber

M-48

Stopped
/
Running
Stopped

297 M

These items can also be checked at the time of wheel

change.

Check functioning of snubber, if uncontrolled spring action of snubber or No lubrication should be applied to the snubber unit.
fraction shoe working loose in the sleeve is observed the snubber should be
dismantled & the worn parts checked using maintenance gauges shown in
drawing nos. SK.DL-3126 and 3127. For assembly, refer drawing nos.
SK.DL-1512 and 1513.
Page 111 of 117

Item
No.
298 M

Bogie frame & Bolster

299

Bogies

M-48

Stopped

300 M

Bogies

M-48

Stopped

Air Dryer
Dynamic brake blower
motor and fans
Control equipment Self
load test switch air
cylinder
Auxiliary generator /
Exciter

M-48
M-48

Stopped
Stopped

Overhaul air dryer and carry out testing at test bench.

Remove and recondition.

M-48

Stopped

Remove and clean piston and immerse in appropriate lubricant.

M-48

Stopped

Remove and recondition

Wiring and Cables

Traction Motors
Engine Crank shaft
main bearings
Medhas MCBG

M-48
M-48
M-48

Stopped
Stopped
Stopped

Check and recondition.

Remove and recondition
Inspect and renew all main bearings in M-24.

301 M
302 E
303

304

305 E
306 E
307 M
308 M

Parts

Schedule
Stopped /
Periodicity Running
Stopped
M-48

M 48

Stopped

Work to be done

Remarks

WDP3A LOCOS: Run out bogies from loco. Remove bolster. Dismantle wheel and axle
assembly, traction motor, axle boxes, axle box guide links, brake cylinder,
traction bars, hydraulic dampers, brake riggings and traction motor nose
suspension etc. clean bogie & bolster by immersion in cleaning tank. Check
for evidence of cracks. Magna-flux critical stress areas. (Refer fig. 17 & 18
of VL.MI-04/98 for critical zones).
WDM3B, WDM3D & WDG3A LOCOS:-Run out bogies from loco.
Dismantle wheel & axle assembly, traction motor, axle boxes, traction
motor nose suspension, brake cylinders, brake rigging & hydraulic dampers
etc. Clean by immersion in cleaning tank. Check bogie frame for evidence
of cracks by Magna-flux of critical stress areas. Refer drawing no. SK.VL298. Rectify, if any.
TRIMOUNT LOCOS:-Run out bogies from loco. Dismantle wheel &
axle assembly, traction motor, axle boxes, traction motor nose suspension,
brake cylinders, brake rigging & snubbers etc. Clean by immersion in
cleaning tank. Check bogie frame for evidence of cracks by Magna-flux of
critical stress areas. Refer drawing no. SK.VL-297 Rectify, if any.
Refer MP MI 18 & manufactures maintenance manual.

AG 51 type to be overhauled in M-48, Where as AG

2702/3101 in M-24. Note:-i) All electrical rotating
equipments must be subjected to a
high potential test as recommended after reconditioning. ii)
Do not, however apply the high potential test to any
circuit unless insulation resistance measures at least one
mega ohm at room temp. iii) All high-potential testing
should be considered
hazardous and proper precaution should be taken to
protect personnel from physical harm.

Or before M-48 Whenever wheel set is changed

Control Unit:
Battery OFF and engine OFF.
1. Remove, clean the control unit
2. Visually inspect the individual modules for any damaged components.
3. Replace circuit breaker.
4. Replace the gaskets listed below
i. CUMD RIM gasket
ii. CU main door gasket iii. MCB door O ring iv. Hooter O ring

Page 112 of 117

Item
No.

Parts

Schedule
Stopped /
Periodicity Running

Work to be done
v. Receptacle gasket 10
vi. Receptacle gasket 20 vii. MVB window If visibility lost viii. MVB
gasket
ix. CU side cover gasket
x. 10.MCB MB gasket.
xi. Grommet Dia. 15. xii. Grommet Dia. 9.5. xiii. CU MD window - If
visibility lost xiv. . CAM Lock gasket.
5. Test the unit along with actuator on simulator set up. Actuator Unit:
1. Unload the actuator unit and clean.
2. Check and fill the grease in gear box and R&P box
3. Clean the clutch plates with thin cloth soaked with isopropyl alcohol.
4. Replace the gaskets listed below
i. Actuator Main Cover gasket
ii. PRS box cover gasket iii. Bellow actuator unit iv. Teflon seal v.
Felt seal
vi. Receptacle gasket 20 vii. Receptacle gasket 14 viii. Flange Gasket
ix. GB side cover gasket x. AU Mat GB xi. AU Mat - RP 5. Check
calibration of pressure sensors. Replace sensors if damaged /deviated.

309 M

BHELs MCBG

M 48

310 M

Engine governor
(W.W. Gov.)

M-48

Stopped

311 M

Side buffers

M-48

Stopped

Stopped

Control Unit:
1.
Replace 24 V Back up battery.
2.
Check OS test switch. Replace if broken
3.
Check BAP by pass switch. Replace if broken
4. Check Reset button. Replace if broken
Actuator Unit:
1.
Replace Rod end bearing at Linkage rod of Actuator/Sensor unit.
2.
Check Pin (Rod end) at Fork (towards actuator shaft) and replace if
found loose and lot of play.
3.
Check Split pin (Rod end) on pin of Fork (towards actuator shaft)
and replace if found broken during checking.
4.
Check Split pin (Engine end) on pin of Fork assembly (towards
engine rack) and replace if found broken during checking.
5.
Tighten Nut (towards Rod end bearing) and replace if worn out.
6.
Tighten Nut on Fork (towards engine rack) and replace if worn out.
Remove, recondition and test on governor test stand.

The buffer shall be dismantled for checking, repair, overhaul its all
components and reassembled as per detailed instructions contained in
MP.MI-116/82 (Rev. 01) Aug.99.
Page 113 of 117

Remarks
Battery OFF and engine OFF.

Item
No.
312 M

Parts
Plate Type Lube oil
coolers

Schedule
Stopped /
Periodicity Running
Stopped
M-48

Radiators
Radiator fan drive and
gear box

M-48
M-48

Stopped
Stopped

Eddy current clutch

Control equipment

M-48
M-48

Stopped
Stopped

Traction alternator
Voltage regulator
Control equipment Self
load test switch
Measures against fire

M-96
M-96
M-96

Stopped
Stopped
Stopped

M-96

Stopped

321 M

Engine

M-96

Stopped

322
323
324
325
326

M
M
M
M
M

Centrifugal oil cleaner

Brakes
Vibration damper
Fuel oil tank
Bogies

M-96
M-96
M-96
M-96
M-96

Stopped
Stopped
Stopped
Stopped
Stopped

327 M

Bogie frame & Bolster

M-96

Stopped

313 M
314 M

315
316

E
E

317 E
318 E
319 E
320

Work to be done
Remove and overhaul Plate type lube oil coolers as per OEM,s
Maintenance Instruction. Hydraulically test the PTLOC & refit it.

Remarks
100% gaskets are to be replaced during overhauling of Plate
Type Lube Oil Cooler (for detail of hydraulic testing see
RDSO MPMI.24 (Rev.00), Nov 2004 para 9.0.

Remove from locomotive, clean thoroughly and test .

Remove & recondition
a) Fan drive bearings.
b) Gear unit.
c) Check backlash of gearing and endplay of horizontal shaft.
Remove, dismantle and recondition.
Remove and recondition:
a) Controllers.
b) Dynamic braking switch.
c) Engine control switch.
d) Magnet valves.
e) Magnetic contactors.
f) Panels. (TRP, EXCP, ECP).
g) Pneumatic contactors.
h) Relays.
i) BKT & Reverser.
Remove, dismantle and recondition.
Remove and recondition.
Remove and recondition.
Ensure the following:
Control cable should be replaced fully irrespective of the condition after
every 8 years. Power cable should be replaced on condition basis. During
POH power cables, which are exposed to oil should be critically examined
and replaced if any symptoms of bulging, softening or perishing of
insulation at the cable terminals are noticed.
Remove, completely dismantle and recondition.
The engine crankshaft straightness and engine block
distortion should invariably be checked during POH and
ensured as correct in addition to other jobs.
Overhaul complete assembly.
Overhaul distributor valve.
Remove and perform operation test.
Clean effectively with steam & detergents and dry the tank with air blast.
TRIMOUNT LOCOS:-Run out bogies from loco. Dismantle wheel &
axle assembly, traction motor, axle boxes, traction motor nose suspension,
brake cylinders, brake rigging & snubber assembly etc. Clean by immersion
in cleaning tank. Check bogie frame for evidence of cracks by Magna-flux
of critical stress areas. Refer drawing no. SK.VL-297. Rectify, if any.
Check trammeling of bogie frame on surface plate. Refer drawing no.
SK.DL-3370. Remove and recondition as necessary to regain initial
clearances. Check and align bogie frame on surface plate. Repair for any
defects. Clean and recondition journal bearings.
WDP3A LOCOS:-Run out bogies from loco. Remove bolster. Dismantle
wheel and axle assembly, traction motor, axle boxes, axle box guide links,
brake
Page 114 of 117

Item
No.

Parts

Schedule
Stopped /
Periodicity Running

328 M

Bogies

M-96

329 M

Friction Snubber

M-96

330 M

Medhas MCBG

M 96

Stopped

331 M

BHELs MCBG

M 96

Stopped

332 M

Locomotive

M-96

Stopped

333 M

Fuel tank mounting

nuts/bolts and brackets

M-96

Stopped

334 M

Centre Buffer Coupler,

Transition
screw
coupling

M-96

Stopped

335 M
336 M

Lateral rubber stop

Engine cylinder heads

M-96
First T1

Stopped
Stopped

Stopped

Stopped

Work to be done
cylinder, traction bars, hydraulic dampers, brake riggings and traction
motor nose suspension etc. clean bogie frame & bolster by immersion in
cleaning tank. Check for evidence of cracks. Magna-flux critical stress
areas. Check trammelling of bogie frame and bolster (refer fig. 20 & 21 of
VL.MI-04/98 for trammelling).
WDM3B, WDM3D & WDG3A LOCOS:-Run out bogies from loco.
Dismantle wheel & axle assembly, traction motor, axle boxes, traction
motor nose suspension, brake cylinders, brake rigging & hydraulic dampers
etc. Clean by immersion in cleaning tank. Check bogie frame for evidence
of cracks by Magna-flux of critical stress areas. Refer drawing no. SK.VL298. Rectify, if any. Check trammelling of bogie frame on surface plate.
Refer drawing no. SK.VL-296
Dismantle the friction snubber assembly. Check worn part and broken
parts, replace as required.
Control Unit:
1. Replace all interconnecting cables with couplers and loco connecting
cables.
2. Replace all pressure sensors
3. Replace OSTA test key assembly
4. Replace all push buttons (Reset / Start and Acknowledge).
Control Unit:
1. Replace 24 V Back up battery.
2. Check OS test switch. Replace if broken
3. Check BAP by pass switch. Replace if broken
4. Check Reset button. Replace if broken
Actuator Unit:
1. Replace Rod end bearing at Linkage rod of Actuator/Sensor unit.
2. Check Pin (Rod end) at Fork (towards actuator shaft) and replace if
found loose and lot of play.
3. Check Split pin (Rod end) on pin of Fork (towards actuator shaft) and
replace if found broken during checking.
4. Check Split pin (Engine end) on pin of Fork assembly (towards engine
rack) and replace if found broken during checking.
5. Tighten Nut (towards Rod end bearing) and replace if worn out.
6. Tighten Nut on Fork (towards engine rack) and replace if worn out.
a) Completely dismantle locomotive frame and body panels. Inspect for
corrosion, fractures etc. Replace or repair as necessary.
b) Repaint locomotive body, under frame, assemblies, piping etc. to
standard colour scheme.
Replace all the fastening nuts & bolts and ensure their proper fitment.
Check for welding cracks in brackets, damage to drain valve/plugs and fuel
gauges. Repair/replace, if necessary.
CBC coupler and draft gear shall be dismantled and properly inspected for
defects/wear, repaired and reconditioned wherever necessary. The details of
work contents and procedure of reconditioning etc. contained in MI No. G80 shall be followed.
Check for cracks or damage, replace if necessary.
a) Tighten the cylinder head bolts whilst the engine is hot.
Page 115 of 117

Remarks

Battery OFF and engine OFF.

Frames, deck plates, pedestals body bolsters, transom plates,

body centre plates safety hangers and locking devices etc.
shall be maintained in safe & suitable condition for service
and shall be cleaned and thoroughly inspected each time a
unit is in Shops for POH.

This examination is to be carried out only at the FIRST

Item
No.

Schedule
Stopped /
Periodicity Running
after
POH

Parts
etc.

337 M

Engine crank
interior etc.

case

First T1
after
POH

Stopped

338 M

Expresser
/
Air
compressor alignment

Stopped

339 M

Engine
interior

First T1
after
POH
M-4
After
POH

crankcase

340

Axle generator and

automatic transition
control

341

Traction motors

342 M

343 M

Traction motors
suspension bearings

Traction motor Gearing

344 M

Bogies

345 M

Roller
boxes

bearing Axle

Stopped

Stopped
Wheel
Turning
or wheel
change
After
POH
Stopped
Wheel
Turning
or wheel
change
After
POH
Stopped
Wheel
turning
or wheel
change
After
POH
Stopped
Wheel
Turning
or wheel
change
After
POH
Stopped
Wheel
Turning or
wheel
change
After
POH
Stopped
Wheel
Turning
or wheel
change

Work to be done
b) Check tappet clearances and re-adjust if necessary.

a) General inspection, including scrutiny of nuts, bolts and split pins;

also of water and lubricating oil pump gears.
b) Remove inspection covers and check condition of gears.
c) Check also for presence of foreign material.
d) Drain oil from sump and refill with new oil.
Check alignment of air compressor drive.

Remarks
Trip examination after top-overhaul or POH of engine,
when a new engine is put into service or whenever the
cylinder heads are removed.
The examination is to be carried out only at the FIRST Trip
examination after top overhaul or POH of engine or when a
new engine is put into service.

Drain and refill the oil sump with new oil.

Inspect axle generator & control equipment, check relay settings and all
terminal connections.

Test insulation resistance. Run motor to check armature bearings by use of

a listening rod. Check vibration. Check commutator smoothness with fibre
rod, stone smooth and air cure, if necessary. Inspect armature, field coils,
brush rigging and loads. Blow out motor thoroughly. At wheel change only.
Clean thoroughly and paint insulators and string bands. DO NOT PAINT
OVER DIRT.
Check lateral, radial clearance & surface condition of bearings and axle.
Inspect felt-wick lubricators for wear and glaze.

Clean and inspect pinion and axle gears for wear or damage. Clean and
recondition gear case and renew seals as necessary.

Check and inspect all truck parts and clearances and correct as necessary.
Inspect traction motor air ducts, drain, flush and refill centre plates and/or
loading pads also if bogies are mounted.

WDG3A LOCOS
a) Remove the axle box assembly from axle journal and disassemble the
bearing, thrust pad assembly and components from axle box housing for
overhaul.
Page 116 of 117

For details information regarding maintenance and overhaul

of bearings refer MPMI 04.004.

Item
No.

Parts

Schedule
Stopped /
Work to be done
Periodicity Running
After
b) Examine roller paths (as far as possible) carefully for any surface
POH
spalling or cracks or any other irregularities, which will warrant
removal from service.
c) Rotate the outer race/ring a quarter turn to bring in to operation un
used part; mark the part quadrant number, date on which the said
quadrant is brought into service by electric etching pencil on the side
surface of the outer race / ring. This will minimise the danger of
premature fatigue and /or spalling of the ring load zone.
d) Dismantle thrust units. Examine condition of thrust collars; thrust ring
and roller end faces in all the axle boxes.
e) Renew the conical rubber thrust pads of all the axle boxes.
f) Examine grease. If found discoloured, blackened or rust coloured, it
may be taken as evidence of wear or pitting rust. In such a case, the
bearing should be examined carefully.

N.B: Latest of RDSOs Maintenance Instructions / Instruction Bulletins shall be applicable.

Page 117 of 117

Remarks