Troubleshooting Directory For 25 KV AC EMU-MEMU

CAMTECH/E/2009/TSD-AC DC EMU 1
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Hkkjr ljdkj GOVERNMENT OF INDIA

jsy ea=ky; MINISTRY OF RAILWAYS
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(For Official Use Only)
TROUBLE SHOOTING DIRECTORY

FOR
25 kV AC EMU/ MEMU
TARGET GROUP: Motorman & Running Maintenance Staff
CAMTECH/2009/E/TSD/AC EMU/1.1
December 2009
egkjktiqj, Xokfy;j & 474 005

Maharajpur, GWALIOR - 474 005
Trouble Shooting Directory for 25 kV AC EMU/MEMU Draft
CAMTECH/2009/E/TSD/AC EMU 2
TROUBLE SHOOTING DIRECTORY

FOR
25 kV AC EMU/ MEMU
QUALITY POLICY
“To develop safe, modern and cost

effective Railway Technology
complying with Statutory and
Regulatory requirements, through
excellence in Research, Designs and
Standards and Continual
improvements in Quality Management
System to cater to growing demand of
passenger and freight traffic on the
railways”.

FOREWORD
With increasing passenger traffic in Metropolitans and

their connected cities, reliability of AC EMU/ MEMUs has
become very important to provide punctual and safe journey to
our valued passengers.
As a step towards achieving the above, CAMTECH has

prepared this Trouble Shooting Directory which covers
essential aspects of various procedures, troubles and their
rectification in a brief and systematic manner.
I hope this TSD will be very useful to our motormen

and running maintenance staff of EMU/ MEMUs.
CAMTECH, GWALIOR S. C. SINGHAL

Date: Executive Director

PREFACE
This Trouble Shooting Directory for AC EMU/

MEMUs is prepared for the guidance of Motorman and running
maintenance staff. This will be useful for motorman to rectify
the faults in least time in section which will avoid
inconvenience to the passengers.
This TSD covers common electrical, pneumatic and

mechanical failures, occurring on line with their rectification
measures in a stepwise manner. This TSD also covers
important procedures.
It is clarified that this TSD does not supersede any

existing provisions laid down by RDSO or Railway Board. The
TSD is for guidance only and it is not a statutory document.
I am sincerely thankful to Director (PS & EMU)/

RDSO/ LKO for his valuable suggestions. I am also thankful to
all field personnel who helped us in preparing this TSD.
Technological upgradation & learning is a continuous

process. Please feel free to write to us for any addition/
modification in this TSD. We shall highly appreciate your
contribution in this direction.
CAMTECH, GWALIOR JAIDEEP

Date: Director Electrical

CONTENTS
Chapter Description Page No.

Foreword iii
Preface iv
Contents v
Correction Slip ix
1. GENERAL DESCRIPTION 01
1.1 Introduction 01
1.2 Abbreviations 02
1.3 Fuses and MCBs in Relay Panel 05
1.4 Do’s and Don’ts for Motorman 09
2. GENERAL PROCEDURES 11
2.1 Preparation of EMU 11
2.2 Driving EMU on Line 18
2.3 Procedure for Stabling EMU/ MEMU 20
2.4 Procedure to Raise Front Pantos Only 20
2.5 Procedure to Raise Rear Pantos Only 21
2.6 Procedure for Rear Motor Coach Driving 21
2.7 Procedure for CAB Changing 21
2.8 Procedure for Removing Jumper 22
2.9 Procedure for Detaching the Coach 22
2.10 Procedure for Operating Earthing
Switch (EAS) 23
2.11 Procedure for Joint Brake Continuity Test 23
2.12 Procedure to Negotiate Neutral Section 25
2.13 Use of Fire Extinguishers 26


3. TROUBLE SHOOTING 28
3.1 ABB/ VCB Trips on Run 28
3.2 ABB/VCB not Closing 29
3.3 ABB/VCB Closes and Opens Immediately 32
3.4 ABB/VCB not Holding When OHE Supply
Available 32
3.5 No OHE Supply Indication 33
3.6 Traction Failures 36
3.6.1 Total Loss of Tractive Effort 36
3.6.2 Partial Loss of Tractive Effort 37
3.6.3 All MCs not responding beyond
shunt 42
3.7 Battery Voltage Indicates ‘Zero’ or
Less Than 85V 42
3.8 Auxiliary Compressor not Working 44
3.9 Auxiliary Compressor Working but
Pressure not Building up 46
3.10 All Pantographs not Raising 46
3.11 Main Compressors not Working 49
3.12 Main Compressor Working but Pressure
not building up 50
3.13 BP pressure not Charging 50
3.14 Air Pressure Leaking from Panto/ ABB/VCB
Pipeline 51
3.15 Air Pressure Leaking from Switch
Group 1, Switch Group 2, Control
Reservoir and Tap Changer Pipelines 51
3.16 Head light not Glowing 52


3.17 Normal Lights not Glowing 53
3.18 Signal Bell not Working 53
3.19 Alarm Bell not Working 54
3.20 BCFR Lamp Glowing on Run 54
3.21 PFD Lamp Glowing 56
3.22 EP Brake not Working 56
3.23 Brake Binding 56
3.23.1 Partial Brake Binding 56
3.23.2 Full Train Brake Binding 57
3.23.3 Parking Brake Binding 58
3.23.4 Mechanical Brake Binding 58
3.24 Raise in BP Pressure
(More than 5 kg/cm2) 59
3.25 MR Pressure Drop 60
3.25.1 Between Main Compressor and
CIC in Leading Motor Coach 60
3.25.2 In Driving Motor Coach after CIC 60
3.25.3 In any of Trailer Coach 61
3.25.4 In Rear Motor Coach 61
3.25.5 In Middle Motor Coach 62
3.26 Air Spring Burst in MC/TC 62
3.27 Pneumatic Suspension Air Pipe Line
Broken in MC/TC 63


3.28 BP Pressure Drop/ Leakage 63
3.28.1 In Leading Motor Coach 63
3.28.2 In Middle Motor Coach 64
3.28.3 In any of the Trailer Coach 64
3.28.4 In Rear Motor Coach 65
3.29 Both MR and BP Pressure Drop due
to Malfunction of B.A. Relay 66
3.30 Parting of Train 66
3.31 Hot Axle 68
3.32 Wheel Locking 68
3.33 Skid/ Flat Wheel 70

CAMTECH/2005/E/TSD/AC EMU/1.1 0
ISSUE OF CORRECTION SLIP
The correction slips to be issued in future for this

Trouble Shooting Directory will be numbered as follows:
CAMTECH/ 2009/ E/ TSD/ AC EMU/1.1/ C.S. # XX date---
Where “XX” is the serial number of the concerned

correction slip (starting from 01 onwards).
CORRECTION SLIPS ISSUED
Sr. No. Date of Page no. and Item Remarks

issue no. modified
Trouble Shooting Directory for 25 kV AC EMU/MEMU December 2009

CHAPTER 1
GENERAL DESCRIPTION
1.1 INTRODUCTION
AC EMU/MEMU rakes are running for sub-

urban as well as short distance main line services in
different areas of Indian Railways to cater to growing
demand of passenger traffic. As these trains run in high
density routes, even a small failure can cause a big
disturbance in smooth flow of traffic. Quick and correct
trouble shooting is of great relevance in case of any
failure on line.
This trouble shooting directory is prepared for

the guidance of Motorman and running maintenance
staff to help him in quick trouble shooting on line. It is
presumed that the user is well aware about the
equipments, switches and all other accessories of
EMU/MEMU and the locations.
This TSD consists of various procedures and

trouble shooting of both electrical as well as pneumatic
failures which generally occur on line.

1.2 ABBREVIATIONS
ABB - Air blast circuit breaker
ABR - Air blast circuit breaker relay
AF 1 to 4 - Auxiliary fuses
AIC - Auto isolating cock
ARR - Air blast circuit breaker reset relay
ASR - Auxiliary supply rectifier
BCC1, 2 - Battery charging contactor
BCFR Battery charger failure relay
BCH - Brake controller handle
BIC 1& 2 - Bogie isolating cocks
BIR - Buchholz indication relay
BIS - Battery isolating switch
BIVS - Brake isolating valve switch
BUD - Buchholz device
CBAR - Current balance auxiliary relay
CBR - Current balance relay
CC1 - Main compressor contactor
CC 2 - Auxiliary compressor contactor
CCB - Control circuit breaker
CCOS - Control changeover switch
CF - Control fuse
CG1, 2 - Compressor governor
CIC - Compressor isolating cock
CLR1, 2 - Current limit relay
CR - Compressor relay

DL - Dropping reactor
EAS - Earthing switch
EFRP - Power circuit earth fault relay
EFRA II - Aux –II circuit earth fault relay
ELR - Emergency lighting relay
EPIC - EP isolating cock
ESMON - Energy –cum speed monitoring unit
FC - Fan contactor
FN2 - 50 % Lights off relay
GS1 to 5 - Governor cut-out switch
HOBA - Changeover switch for battery
earthing device
HEFRA II - Changeover switch for Aux –II
circuit earth fault relay
HEFRP - Changeover switch for Power circuit
earth fault relay
K1, 2 - Reverser switches
KF1, 2 - Radiator fan motor
LA - Lightning arrester
LC - Light contactor
LTR - Low Tension Proving relay
M1 to 4 - Traction motor contractors
MCB - Miniature circuit breaker
MCS1,2 - Motor cut-out switches
MPT - Master controller
MSTWL - Motor switch trip warning lamp
NC1 to 4 - Traction motor negative contactors

NR1, 2 - Notching relays

NVR - No-volt relay
OL1 to 4 - Traction motor overload relays
OL5 - Rectifier overload relay
OL6 - Tap changer overload relay
OLP - Primary-overload relay
OP - Oil-pump motor
PAS - Passenger announcement system
PB - Parking brake
PFD - Permanent field diverter
PRV - Pressure release valve
RBFR1, 2 - Rectifier bridge failure relays
RF - Rectifier fan motor
RFAR - Rectifier-fan auxiliary relay
RFR - Rectifier-fan relay
SPM - Speedometer
SL - Smoothing reactor
SR - Starting relay
T1 to 9 - Tap-changing contactors
TL - Tap-changing reactor
TSS - Test sequence switch
TT - Transformer thermostat
TTR - Transformer thermostat relay
VCB - Vacuum circuit breaker
W1, 2 - Winding grouping switch contacts
WGR - Winding grouping relay

1.3 FUSES AND MCBs IN RELAY PANEL
1st Row (Left to right) (266V) Fuses

1. Aux. I main 50A
2. Spare 50A
3. Battery charger input 32A
4. Oil pump & rectifier blower motor return 32A
5. Spare 32A
6. Radiator motor 1 & 2 return 16A
st
1 Row (Left to right) (266V) MCBs
1. Battery charger 35A
2. Spare 15A
3. Oil pump 15A
4. Rectifier motor 10A
5. Radiator motor – I 5A
6. Radiator motor – II 5A
7. NVR 2.5A
nd
2 Row (Left to right) (141V ac) Fuses
1. Aux. II Main 100A
2. Spare 100A
3. Fan phase 63A
4. NL phase 63A
5. Spare 63A
6. Fan neutral 63A
7. NL neutral 63A

8. HL stabilizer input 10A

9. HL stabilizer input 10A
10. Spare 10A
nd
2 Row (Left to right) (141V ac) MCBs
1. Fan phase I 35A
2. Fan phase II 35A
3. Spare 35A
rd
3 Row (Left to right) (110V dc) Fuses
1. Control 32A
2. DC negative main 63A
3. DC positive main 63A
4. Main compressor 160A
5. Spare 160A
3rd Row (Left to right) (110V dc) MCBs
1. NL I 6A
2. NL II 6A
3. Spare 10A
4. Fan I 10A
5. Fan II 10A
6. Em. Hc. HL. TL Relay 2.5A
7. Em. Relay I 2.5A
8. Em. Relay II 2.5A
4th Row (Left to right) (110V dc) Fuses
1. Aux. compressor negative 16A
2. Spare 16A
3. Em. Light 10A
4. Cab, Em., Inst., HLs. 10A

4th Row (Left to right) (110V dc) MCBs

1. Battery positive 35A
2. Spare 15A
3. Aux. compressor positive 15A
4. ABB/VCB fault 5A
5. HLS 5A
6. Em. Light I 2.5A
7. Em. Light II 2.5A
8. Main compressor control 2.5A
9. LT Relay 2.5A
10. Aux. compressor control 2.5A
11. Compressor Sys. 2.5A
12. 50% Lights off 2.5A
13. Light latch 2.5A
14. Light trip 2.5A
15. Spare 2.5A
16. Fan latch 2.5A
17. Fan trip 2.5A
MCBs panel in Driver’s desk

1. Spare 10A dc
2. Panto/ ABB/VCB control 10A dc
3. Master controller 15A dc
4. Flasher light 2.5A dc
5. Guards supply 5A dc
6. EP brake 10A dc
7. Main compressor 5A dc
8. Fault indicator 5A dc
9. Light control 5A dc
10. Fan control 5A dc
11. Bell bush 5A dc
12. Alarm bell 5A dc
13. NL, cab, LT & Eq. Compt. 2.5A ac
14. EL, cab, LT & Eq. Compt. 2.5A ac
15. Spare 2.5A dc
16. HLS, Inst. Light 2.5A dc
17. HL & TL Em. 2.5A dc
18. Voltmeter 2.5A dc
19. Speedometer 2.5A dc
20. Spare 2.5A dc
21. Cab fan 2.5A dc
22. Head code normal 2.5A ac
23. Tail light normal 2.5A ac
24. Voltmeter 2.5A ac
25. Spare 2.5A ac
26. Head light 10A ac
27. Head light stabilizer 5A DP ac

1.4 DO’S AND DON’TS FOR MOTORMAN

1.4.1 Do’s
1. Check the authority to proceed.
2. Ensure full release of brakes.
3. Start the train after obtaining proper Guard signal/
flag.
4. Keep MPT handle at shunt position for few
seconds and then move straight to full power
position.
5. Operate BCH to brake application position and
feel the application of brakes and release the BCH.
6. Obey the signal till you pass.
7. Switch on flasher light immediately when BP
drops on run.
8. Follow speed restrictions meticulously.
9. Observe the rules as per GR & SR while passing
automatic/ gate signal at ‘ON’.
10. Observe the coasting/ powering boards strictly.
11. Switch on compressor after passing neutral
section.
12. Apply brakes judiciously.
13. Reset DMH in MPT ‘OFF’ position.
14. Coast well in advance, once booked speed is
achieved.
15. Frequently look for OHE, track, gauges and
indication lamps.
16. Ensure both cab operations before starting from
shed/ siding.
17. Use portable flasher light in case of flasher fails to
work.

18. Assess the brake power and work the train within
your control.
19. Repeat the remarks made by the previous
Motorman instead of writing ‘refer previous
remarks’.
1.4.2 Don’ts
1. Don’t bring the reverser handle to neutral position
while the unit is on motion.
2. Avoid trouble shooting in mid section for partial
loss of tractive effort.
3. Don’t reset ‘OLP/OL 5 & 6’ second time.
4. Don’t close BIC without ensuring full release of
brakes.
5. Don’t forget to switch ‘OFF’ control switch while
operating OL reset switch.
6. Don’t over shoot the EMU stop board in platform
and avoid rolling back.
7. Don’t turn ‘ON’ BIVS, on both sides when BP line
continuity is good.
8. Don’t start the train without ensuring BP pressure
at 5kg/cm2 after auto brake application.
9. Don’t be hasty while troubleshooting.
10. Do not test brakes by applying brake and moving
MPT to powering position. This will cause failure
of TMs and bogie crack.
11. Don’t forget to put HOBA in ‘fault’ position in all
MCs when MCB of MPT is not able to reset.
12. Don’t release ‘ABB/VCB close’ switch
immediately.
13. Don’t forget to ensure working of auxiliary motors
when relays are packed.
14. Don’t pack the SR.
CHAPTER 2
GENERAL PROCEDURES
2.1 PREPARATION OF EMU
Before starting from shed or stabling line, the

following sequence of operations shall be carried out
from leading motor coach.
2.1.1 Preliminary Checks

1. Ensure the following keys are available along with
EMU logbook and refer logbook for any remarks.
a. Reverser key
b. Brake isolating valve key - 2 Nos.
c. BL key
d. Guard’s key
2. Ensure EMU is standing on an OHE wired track.
3. Check all the wheels on the rails.
4. Check the position of the drain cocks and close
them if open.
5. Check all the isolating cocks are kept in ‘Open
position’.
6. Ensure all the jumpers, inter coach coupler and hose
connections are intact.
7. Ensure intermediate driving cabs, HT room and LT
room doors are in locked condition.
8. Check buffers, cattle guards and other under frame
equipments for any abnormality.
9. Ensure BIVS is in turned ‘OFF’ position and BCH

is in released position in the rear motor coach.
10. Ensure availability of head-code boards.
11. Check for availability of fire extinguishers,
emergency telephone and two numbers of iron/
wooden wedges.
12. Check hand brakes are released.
2.1.2 Energisation of 110 Volts Control Circuit
1. Ensure necessary MCBs are ‘ON’ and all relay

targets are normal.
2. Check any governor is not bypassed.
3. Check any bypass switch is not in ‘fault’ position
i.e. HEFRA II, HEFRP and HOBA.
4. Open the contactor panel with reverser key and turn
the battery switch to ‘ON’.
5. Ensure battery voltage indicated by the voltmeter to
90 volts.
6. Insert the reverser key, BL key and BIVS key in
their respective places.
7. Ensure TSS in RUN position.
8. Ensure MCS-1 and MCS-2 are in normal position.
If any one of the traction motors is found isolated,
report the matter to the TLC.
2.1.3 Starting of Auxiliary Compressor
1. Turn BL key to ‘ON’ position and ensure
‘ABB/VCB Trip’ lamp glowing.
2. Start auxiliary compressor by pressing ‘HVCB
close’ switch.
2.1.4 Raising Pantograph

1. Check the air pressure in the Panto reservoir.

Minimum pressure required for raising the
pantograph is 6 kg/cm2.
2. Operate ‘Panto Raise’ switch to ‘ON’ position.
3. Ensure visually that all motor coach pantographs
have touched the OHE contact wire.
2.1.5 Closing of ABB/VCB
1. Check the Panto reservoir pressure and ensure that
it is above 5.6 kg/cm2.
2. Press ‘HVCB Close’ switch and ensure:
a. ABB/VCB trip lamp extinguishes.
b. ASR and BCFR lamp glows and extinguishes.
c. Line volt meter deviates.
Now release ‘HVCB close’ switch.
2.1.6 Starting of Main Compressor
1. Press ‘Main Comp. start’ switch and listen to the
rotating noise of compressor.
2. Check the MR pressure in dual pressure gauge for
creating of the MR pressure up to 7 kg/cm2.
3. Watch the cutting out and cutting in of MCP at 7.0
kg/cm2 and 6.0 kg/cm2 respectively.
2.1.7 Charging of BP
1. Keep the brake controller handle in release &
running position.
2. Operate brake isolating valve switch (BIVS) to
‘ON’ position.
3. Watch the BP pressure raising to 5 kg/cm2 in dual
pressure gauge.
2.1.8 EP Brake Testing

1. Switch ‘ON’ EP supply switch in BL box and

ensure the EP supply green lamp is glowing.
2. Place the BCH between 1 and 2 position in step by
step and check the BC pressure raises gradually up
to 1.6 kg/cm2.
3. Keep the BCH on ‘release’ position and ensure BC
pressure comes to ‘0’.
2.1.9 Auto Brake Testing
1. Switch ‘OFF’ EP supply switch and quickly move

the BCH to position ‘4’ (Auto) and check the
dropping of BP pressure and raising of BC pressure
to 1.6 kg/cm2.
2. Bring back the BCH to position ‘3’ (LAP) and
check the BC pressure remains steady.
3. Bring back the BCH to position ‘1’ and ensure the
brakes are released (BC gauge reads ‘0’ and BP
gauge reads 5kg/cm2).
4. During auto brake application if BCH moved
towards EP/ release position auto brakes are
released fully.
2.1.10 Emergency Brake Testing
1. Quickly move the BCH from position ‘1’ to

position ‘5’ and watch the BP pressure drops to ‘0’
and BC gauge reads 1.6 kg/cm2.
2. Return the BCH from position ‘5’ to ‘1’. Check BP
raises to 5 kg/cm2 and BC drops to ‘0’.

2.1.11 Guard’s Emergency Valve Testing
1. Ensure MR pressure is 6 to 7 kg/cm2, BP pressure is

5 kg/cm2 and BC pressure is 0 kg/cm2.
2. Turn the Guard’s emergency valve to ‘ON’ position
and check BP is dropping and BC pressure reads 1.6
kg/cm2.
3. Release Guard’s brake valve and check the charging
of BP and releasing of BC pressure to ‘0’.
2.1.12 Dead man Handle Testing
1. Press MPT (DMH) and operate the reverser handle

to forward keeping MPT (DMH) pressed.
2. Then release the DMH which will actuate a pilot
valve under the MPT and in turn open BP to
atmosphere.
3. Ensure BP pressure is dropping and BC raises to 1.6
kg/cm2.
4. Press the DMH after moving MPT to ‘OFF’
position.
2.1.13 Traction Test
1. Ensure MCB for MPT is ‘ON’ and put the control

switch ‘ON’.
2. Keep BCH on release position. Press DMH and
operate the reverser handle to ‘Forward’ position.
3. Move the MPT to ‘Shunt’ and ensure motor
contactors trip light extinguishes.
4. Feel the unit moves freely and check the deviation
of traction motor ammeter.
5. Move back MPT to ‘OFF’ position, stop the train by
applying brake.

Note :
1. This test shall be conducted only when
taking over charge from shed/ siding.
2. Do not move MPT to shunt for testing
traction with brake in applied condition.
2.1.14 Normal Lights & Fans Testing
1. Unlock Guard’s control switch and ensure Guard’s

supply ‘ON’ indication lamp glows.
2. Switch ‘ON’ normal lights and fans and check their
working.
3. Switch ‘OFF’ lights and fans whenever not
necessary.
2.1.15 Testing of head light, tail light, head code light,

flasher light, bell and wiper.
1. Ensure head light MCBs on driver’s desk are ‘ON’.
2. Ensure head light ‘dim/ bright’ toggle switch is in
bright position.
3. Switch ‘ON’ head light; by operating head light
switch to ‘HL ON’ position. Ensure headlight is
glowing brightly.
4. Put HL dim/bright toggle switch to ‘dim’ position;
ensure head light is glowing in dim condition.
5. Switch ‘ON’ tail light by operating tail light switch.
Ensure taillight is glowing.
6. Operate the head code rotary switch to ‘ON’ and
check the head code light is glowing.

7. Ensure flasher light MCB is ‘ON’ in desk panel.

Operate flasher toggle switch to ‘ON’, check flasher
light is flickering.
8. By keeping the Guard’s rotary switch ‘ON’, check
the code bell is in working condition on both sides
of the cab. Also ensure the alarm bell is in working
condition.
9. Ensure the pneumatic wiper is in working condition.
10. Ensure foot operated horns are sounding properly.
11. Ensure all destination boards pertaining to entire
link of working are available and change the
‘destination board’ according to the direction of
working.
2.1.16 Checking the Auxiliary

1. Get down from the motor coach.
2. Ensure visually and audibly for normal working of
all auxiliaries (RF, OP, KF1, KF2 and MCP).
2.1.17 Testing of Pantograph

1. Press the ‘Main Comp. trip’ switch and then HVCB
trip switch.
2. Check the glowing of ABB/VCB red pilot lamp and
press the ‘Panto Lower’ switch.
3. Check that whether the Panto lowers normally.
4. Press the ‘Panto Raise’ switch and check the Panto
raises normally and touching the OHE properly.
5. Re-close the ABB/VCB and start MCP.

2.2 DRIVING EMU ON LINE

1. Place the BCH in release/ running position and
ensure the brake cylinder pressure is released.
2. Check the BP pressure. It shall be 5 kg/cm2. Ensure
other normal conditions according to GR and SR
rules are full filled for starting the train.
3. Close the control and EP supply ‘ON’ switches and
ensure the glowing of ‘green’ lamp for EP supply
indication.
4. The motorman shall move the MPT to ‘Shunt
position’ to obtain slow movement initially and
watch the free moving of unit. During run the
motorman shall move MPT to full power position
to attain service speed and release it to ‘OFF’
position at the appropriate coasting board to keep
up the running time.
5. The motorman shall not operate the reverser handle
when the unit is in motion.
2.2.1 Slowing Down and Stopping
1. The motorman shall slow down the train normally
by EP brake.
2. If EP brake fails, motorman should apply Auto or
Emergency brake as the case may be.
3. The motorman should apply the brake gradually and
stop the EMU at the stop board or stop mark
provided (with less number of applications) duly
making use of self lapping.

2.2.2 Observing Speed Restrictions

The motorman shall observe all the speed
restrictions and acknowledge the Guard with applicable
bell code (0 – 0) after passing the site of speed
restrictions.
2.2.3 In case of Alarm Bell Ringing
1. The motorman must immediately stop the train.

2. The Guard of the train shall verify the reason for the
inter communication chain pulling and he shall reset
the disc, the motorman shall restart the train after
ascertaining the Guard’s signal.
2.2.4 Dead man’s Handle Made Inoperative
When the DMH is made inoperative due to any

reason, the Guard shall be called to travel along with
the motor-man in the driving cab.
2.2.5 Observation on Run
In addition to road and signals, the motorman shall

observe the following on run frequently.
1. Observe BP pressure, MR pressure, speedometer,
line voltmeter, battery voltmeter and traction
ammeters.
2. Keep a good watch on OHE. Lower the pantographs
immediately, whenever there is any abnormality
noticed in OHE. Also observe adjacent line, OHE
for any abnormality.

2.3 PROCEDURE FOR STABLING EMU/ MEMU

1. Stop the train at the stabling line.
2. Trip ABB/VCB & lower all Pantos.
3. Apply emergency brake; ensure BP drops to ‘0’ and
BC raise to 1.6 kg/cm2.
4. Turn ‘OFF’ BIVS.
5. Place BCH on release position.
6. Ensure that BP is not charging further.
7. Remove BL key.
8. Switch ‘OFF’ battery in all MCs.
9. Ensure wheels wedges are provided on the wheels
towards down gradient.
10. Apply parking brake, if parking brake is provided.
2.4 PROCEDURE TO RAISE FRONT PANTOS

ONLY
1. Trip ABB/VCB and lower all the Pantos.
2. Keep TSS on ‘Test’ position.
3. Press ‘HVCB close’ switch (do not release).
4. Press and release Panto raise switch.
5. Release HVCB close switch
6. Ensure front Panto only raised.
7. Normalize TSS to RUN position.

2.5 PROCEDURE TO RAISE REAR PANTOS ONLY

1. Trip ABB/VCB and lower all the Pantos.
2. Latch ABR relay manually.
3. Press ARR (do not release).
4. Press and release Panto raise switch.
5. Release ARR.
6. Ensure rear Pantos only raised.
2.6 PROCEDURE FOR REAR MOTOR COACH

DRIVING
1. Call the Guard to the leading motor coach.
2. Apply auto brakes and turn ‘OFF’ BIVS.
3. Keep BCH on release position.
4. Take out the reverser key, BIVS key and BL key.
5. Go to the rear motor coach, unlock BL.
6. Turn ‘ON’ BIVS and charge BP pressure.
7. Work the train up to the next block station duly
observing GR & SR rules.
8. Contact TLC and seek advice.
2.7 PROCEDURE FOR CAB CHANGING

The following procedure is to be followed
whenever the motorman is required to change the cab:
1. Stop the train.
2. Apply AUTO brakes by dropping BP to 3.5 kg/cm2.
Ensure BC pressure is 1.6 kg/cm2.
3. Turn ‘OFF’ BIVS and keep BCH on release
position.
4. Ensure that BP is not charging further.

5. Take all the keys and go to the rear MC.
6. Unlock BL.
7. Turn ‘ON’ BIVS until a click/ cut sound is heard
and ensures BP is charged to 5 kg/cm2.
8. Check the operation of EP, Auto & DMH in
working cab.
2.8 PROCEDURE FOR REMOVING JUMPER

1. Stop and secure the train as per procedure laid down
in GR & SR rules.
2. Call the Guard to leading MC before leaving the
cab.
3. Open ABB/VCB and lower pantographs in all MCs.
4. Remove the jumper and secure in dummy socket.
2.9 PROCEDURE FOR DETACHING THE COACH

1. Stop & secure the train as per procedure laid down
in GR & SR rules.
2. Call the Guard to leading MC before leaving the
cab.
3. Close BP and MR end cocks both sides of the
coach.
4. Remove the jumpers and secure in dummy socket.
5. Open MR & BP pipe and secure in dummy socket.
6. First slack the check nut, then slack the wing nut
and move the front portion.

2.10 PROCEDURE FOR OPERATING EARTHING

SWITCH (EAS)
1. Stop & secure the train as per procedure laid down
in GR & SR rules.
2. Open ABB/VCB, lower pantograph, switch ‘OFF’
BIS and ensure personally pantograph is lowered.
3. Take BL, reverser key and enter into the HT room.
4. Close PT COC.
5. Slack the rotating handle (rotate anti-clock wise)
6. Move the EAS handle from 6 O’ clock position to 9
O’ clock position.
7. Rotate the handle fully to clockwise to lock EAS in
operated condition.
Note:
Before entering into HT room follow the points 1, 2, 3
positively.
2.11 ROCEDURE FOR JOINT BRAKE CONTINUITY

TEST
Joint brake continuity test shall be conducted by the
Guard and Motorman before commencement of first
trip from shed/ stabling line or on platform as given
below:
1. The motorman shall start the main compressors and
build up 7 kg/cm2 pressure in MR and turn ‘ON’ the
BIVS and ensure the following:
• Brake pipe pressure is 5 kg/cm2
• Brake cylinder pressure is ‘0’.
• EP supply lamp is glowing.
2. Motorman shall give 5 bells to indicate the Guard to

be ready for brake test.
3. Guard shall ensure the following:
• Brake pipe pressure is 5 kg/cm2.
• Brake cylinder pressure is ‘0’
4. Guard shall acknowledge by giving 5 bells and
watch brake cylinder pressure gauge.
5. Motorman shall move BCH between ‘1’ and ‘2’
position and hold the brake cylinder pressure to 0.7
kg/cm2. Guard will note the brake cylinder pressure,
which will be about 0.7 kg/cm2 and will confirm by
giving one bell.
6. Motorman shall move BCH to position ‘2’ and
observe that brake cylinders gauge reads 1.6
kg/cm2. Guard will note 1.6 kg/cm2 pressure
accordingly in the brake cylinder gauge and confirm
by giving one bell.
7. Motorman shall return BCH to release position ‘1’
and observe that the brake cylinder pressure returns
to ‘0’. Guard will note that brake cylinder pressure
returning to ‘0’ and confirm by giving one bell.
8. Guard shall open the emergency valve by means of
the Guard’s emergency brake handle to destroy BP
pressure to ‘0’ kg/cm2. Motorman shall observe BP
pressure rapidly dropping towards ‘0’ and will
move BCH to emergency position ‘5’. The Guard
after observing the brake cylinder gauge indicating
1.6 kg/cm2 and BP gauge showing ‘0’ kg/cm2 shall
close the emergency valve. Motorman shall return
the brake handle to position. ‘1’ and check BC
pressure drops to ‘0’. The Guard will confirm by
giving one bell.
9. The motor man shall wait till BP pressure is built up

to 5 kg/cm2 and then move the brake handle
between position ‘3’ and ‘4’ to reduce BP pressure
to 3.5 kg/cm2 and ensure BC pressure raises to 1.6
kg/cm2.
10. Place the handle in LAP position ‘3’ and observe
BP pressure remain steady. Guard will observe BP
pressure dropping to 3.5 kg/cm2 and BC pressure
raises to 1.6 kg/cm2 and will confirm by giving one
bell.
11. The motorman shall put the brake handle to release
position. BP pressure shall raise to 5 kg/cm2 and BC
pressure comes to ‘0’. The motorman will indicate
the completion of joint brake test by giving 5 bells.
12. After ensuring BP pressure restored to 5 kg/ cm2
and BC pressure comes to ‘0’, Guard shall also
acknowledge the completion of the joint brake test
by giving 5 bells.
2.12 PROCEDURE TO NEGOTIATE NEUTRAL

SECTION
1. While approaching 500m board at neutral section,
the Motorman shall check the air pressure and
maintain appropriate speed to pass over neutral
section without stalling.
2. While approaching 250m board, bring the MPT to
‘OFF’ position and be prepared to open ABB/VCB
at open DJ board.
3. Operate the main compressor trip switch.
4. On reaching the DJ open board, press HVCB trip
switch.

5. Ensure glowing of ABB/VCB open red lamp.

6. There are two DJ closing boards after neutral
section. First one is provided for AC Locos and
second one is provided for EMU/ MEMU.
Motorman shall close ABB/VCB only after passing
‘EMU DJ close board’.
7. Start the main compressor without fail. Check BP &
MR pressure and resume traction.
2.13 USE OF FIRE EXTINGUISHERS
2.13.1 General
1. Motorman shall ensure that locking clip, nozzle,
spring valve and seal of fire extinguishers provided
on the EMU are intact before leaving shed.
2. Check that the fire extinguisher is not due for re-
filling.
2.13.2 How to use

Whenever any smoke or fire is noticed on any
equipment on EMU, motorman shall take the following
actions:
1. Open ABB/VCB, lower all Pantos, stop the train
and switch ‘OFF’ BIS.
2. Remove the DCP type fire extinguishers from the
bracket, take it nearer to the equipment on fire and
cover your nose with a wet cloth.
3. Break the seal and remove the locking clip.
4. Stand opposite direction to the smoke, press the
spring valve and face the nozzle towards the base of
fire.
5. Strike the knob by hand.

6. Direct the jet towards the base of fire with a
sweeping action.
7. If the fire is not able to put out with one fire
extinguisher, use the other one in the same way.
8. If the fire is uncontrollable, inform the section
controller or station master to arrange fire engine
and follow GR & SR rules.
9. Isolate the affected equipment, inform TLC and
work onwards if possible. Make a remark in the
logbook regarding use of fire extinguisher and
affected equipment.

CHAPTER 3
TROUBLE SHOOTING
Whenever any major fault occurs in the equipment on

any unit of the rake, it is indicated in the driver’s cab by
glowing of one or more fault lamps. Which unit in the train is
faulty will be indicated by the glowing of red unit fault light of
faulty unit.
There are three classes of faults which have different

effects as following:
1. The motor contactors open and the unit looses
either half or full traction power.
2. The air blast circuit breaker (ABB)/ vacuum
circuit breaker (VCB) opens and the unit looses
full traction power.
3. Auxiliaries are only affected except rectifier fan
motor and traction is not lost.
3.1 ABB/ VCB TRIPS ON RUN

Indication: ABB/VCB OFF red light lit.
Action:
1. Bring MPT to OFF position and trip MCP.
2. Try to close ABB/VCB by pressing HVCB close
switch.
3. Ensure MCB for MPT is ‘ON’.
4. Ensure MR pressure is above 6 kg/cm2.
5. Check EFRP & OLP if found acted, reset the same.
6. Open control switch, press ‘Over load reset’ switch.

Re-close ABB/VCB (Press HVCB close switch).
7. Start MCP.
8. Put ‘ON’ control switch.
9. Move MPT from ‘OFF’ to ‘shunt/ half/ full’ power.
If unit is moving, resume traction even though
ABB/VCB trip lamp is glowing. Trouble shoot for
the defective unit after stopping at a convenient
place if time permits.
10. If unit is not moving, trouble shoot in leading MC
first.
3.2 ABB/VCB NOT CLOSING

Indication: On pressing ‘HVCB close switch’,
ABB/VCB OFF lamp remains glowing.
Action:
1. Check battery voltage is above 85V. If battery
voltage is less than 85V, place CCOS on E1 or E2
position. If battery voltage is zero or less, trouble
shoot for the same.
2. Ensure air pressure is above 6 kg/cm2. If it is less,
start auxiliary compressor and buildup pressure.
3. Check Panto/ ABB/VCB MCB at Driver’s desk.
Check ABB/VCB Fault MCB at Relay panel. If
found tripped, reset the MCBs.
4. If unable to reset, put HOBA in fault position in all
motor coaches and reset the MCB. Enter the same
in the logbook. If still trips, contact TLC.

5. Ensure ABR in latched condition and ARR is

getting energized while pressing HVCB close
switch.
6. If not energized operate them manually and close
ABB/VCB in defective MC.
7. Check EFRP in relay panel.
a. If EFRP is tripped, try to reset through OL reset
switch.
b. If unsuccessful, put HEFRP (in LT room) in
fault position, reset EFRP and close ABB/VCB.
c. Watch for any smoke or smell.
d. Stop at a convenient place and normalize the
HEFRP. Then isolate the traction motors one by
one through MCS and try to reset EFRP.
e. If EFRP is reset while isolating any of the
traction motor, isolate that particular traction
motor. Close ABB/VCB and work onwards.
8. Check EFRA-II in relay panels
a. If EFRA-II is tripped, reset the relay manually.
Try to reset the relay even the target is not
dropped/ red lamp is not glowing.
b. If not able to reset, put HEFRA II (in relay
panel) in “fault” position, reset EFRA II and
close ABB/VCB.
c. Work onwards duly watching for any
abnormality in ASR, MCP, NLVS, FAN
circuits. NLVS (Normal light voltage
stabilizer)

d. If any abnormality is noticed stop at a

convenient place and isolate the defective
equipment.
e. Inform TLC and record in the logbook.
9. Check BIR in relay panel
a. If BIR is in tripped condition, reset BIR
manually and close ABB/VCB and resume
traction.
b. If BIR trips again or trips frequently, after taking
safety measures, enter in the HT room and check
transformer oil level and colour in conservator
tank. If they are normal, remove the cap and
release the gas by operating BUD slow and fast
valves.
c. Reset BIR manually and close ABB/VCB and
resume traction.
d. If any abnormality found, make the unit dead
and proceed with other MC duly informing TLC
and record in the logbook.
10. If PRV lamp is glowing, make the MC dead. Work
with other MC.
11. Ensure MR pressure is above 6 kg/cm2, bypass the
ABB governor by the spare 16A fuse (provided in
relay panel in 4th row). This bypass fuse is not
provided in VCB provided MCs.
12. Ensure TSS is in ‘RUN’ position.

ABB/ VCB closing circuit

3.3 ABB/VCB CLOSES AND OPENS IMMEDIATELY

Indication: ‘ABB/VCB OFF’ red lamp extinguishes
and glows immediately.
Action:
1. Check relays OLP (in relay panel), OL5 & OL6 (in
tap changer box).
2. If any one of the relay is acted, reset once and close
ABB/VCB. If trips again make the particular motor
coach dead and work with other MCs.
3. Inform the same to TLC and make record in
logbook.
3.4 ABB/VCB NOT HOLDING WHEN OHE SUPPLY

AVAILABLE
Indication:
On pressing ‘HVCB close’ switch, ABB/VCB OFF
lamp extinguishes, line volt meter deviates, ASR
glowing and ABB/VCB OFF lamp will glow
immediately on releasing ‘HVCB close’ switch.
Action:
1. Check LTR in relay panel after pressing ‘HVCB
close’ switch.
2. If LTR not energizing, check MCB for LTR in fuse
panel (4th row).
3. If tripped, reset the MCB. If unsuccessful, pack
LTR and work the train. Inform TLC and record in
the logbook.

Precautions to be followed after packing ‘LTR’

1. Watch line voltmeter frequently and if line
voltmeter showing below 17.5 kV, trip ABB/VCB
immediately.
2. After closing ABB/VCB, switch ‘ON’ main
compressor after 30 seconds and ensure the working
of main compressor.
3. Switch ‘OFF’ main compressor before tripping
ABB/VCB.
3.5 NO OHE SUPPLY INDICATION

Indication:
On pressing HVCB close switch, ABB/VCB ‘OFF’
lamp extinguishes, ASR & BCFR lamp glows and line
voltmeter will not deviate. ABB/VCB trip lamp will
glow immediately on releasing HVCB close switch.
Probable causes:
1. No supply in OHE.
2. Panto not touching the OHE properly.
3. OHE supply is earthed through roof equipment or
foreign body.
4. Train formation derailed and infringing with the
OHE.

Action:
1. If the tripping is transient, the motorman shall
resume normal traction and keep sharp lookout
including on the adjacent line for any abnormality/
obstruction.
2. During ‘No Tension’, the motorman shall
immediately switch on Flasher light and stop the
train. Communicate with the TPC/ controller to
know the reason for NO Tension and act
accordingly.
3. Check BP pressure. If BP pressure is normal,
motorman should check the OHE, train and track
for any abnormality.
4. If there is any abnormality, lower Panto and contact
to TLC for advice.
5. If no abnormality is noticed, raise Panto and
observe any heavy spark coming at the time of
Panto making contact with OHE. If so, lower Panto
immediately and close Panto COC and try to work
with other MC.
6. If the power is still not resumed, after securing the
train and lowering Pantos, contact TPC & TLC.
Ensure auxiliary compressor is working for
energizing EMU whenever OHE power is restored.
7. In case of BP pressure drops rapidly, switch ON
flasher light, lower the pantograph and stop the
train.
8. Check the vehicles for any derailment or capsize
and infringing with OHE.

9. Inform TPC & TLC and wait for OHE staff to come
and rectify the same after taking power block. If
pantograph is in damaged condition, it should be
secured properly and isolate the damaged
pantograph by closing Panto COC and work with
healthy unit.
10. If the detention exceeds 5 minutes on Automatic
block system or 15 minutes on Absolute block
working territory, the train should be protected as
per GR & SR rules.

3.6 TRACTION FAILURES
3.6.1 Total Loss of Tractive Effort
Indication:
On moving MPT from OFF to shunt or half power or

full power, traction ammeter not deviating and train is
not moving.
Action:
1. Ensure MR pressure is above 6 kg/cm2.
2. Ensure BIVS is properly turned ‘ON’ and BP
pressure is 5 kg/ cm2.
3. Check MCB for MPT (15A) in Driver’s desk
(3rd MCB).
a. If it is tripped, reset and resume traction.
b. If not able to reset/ trips again, place MCS–I
in 1 & 2 out and MCS-II in 3 & 4 out and try
to reset.
c. If unsuccessful, remove ‘B’ jumper next to the
leading motor coach and place it in its dummy
socket. If still unsuccessful, try to clear section
from rear motor coach.
d. If not able to reset/ trips again, place HOBA in
fault position in all motor coaches and reset.
4. Check BL for proper unlocking and ensure control
switch is in ‘ON’.
5. Operate reverser from forward to reverse a few
times.

6. Check DMH for acted condition.

a. If it is in acted condition, reset by bringing the
MPT to ‘OFF’ position.
b. Press MPT and resume traction.
7. Ensure PB pressure in parking brake gauge is 5
kg/cm2 and check parking brake application LED
is extinguished (MSTWL lamp also will glow).
a. Ensure wheel no. 1, 4, 5 & 8 brakes are
released.
b. Put parking brake governor bypass switch (near
GS panel) in ‘bypass’ position.
c. Inform TLC and record in the logbook.
8. Check the interlock in MPT, DMH for any poor
contact and clean them.
9. If unsuccessful, clear the block section from other
MC. Work as per GR & SR rules and contact TLC.
3.6.2 Partial Loss of Tractive Effort

Indication 1:
On moving MPT from ‘OFF’ to ‘Shunt’, MSTWL
glows. Unit fault lamp also glows in defective motor
coach and unit is moving.
Action:
1. Open ‘Control’ switch, close over load reset switch,
close control switch and resume traction.
2. If again OL 1 & 2 or OL 3 & 4 acts, place the
concerned MCS on any one motor cutout position in
defective coach.

3. If unsuccessful, keep the same MCS on the other

position and try. Resume traction duly informing
TLC and record in the logbook.
4. If unsuccessful, work with good units.
Indication 2:
On moving MPT from ‘OFF’ to ‘Shunt’, MSTWL lamp
glows along with rectifier fuse blown blue lamp. Unit
fault lamp also glows in defective motor coach and unit
is moving.
Action:
1. Check CBAR in relay panel. If it is in tripped
condition, try to reset.
2. If unable to reset, keep MCS-I in 1& 2 out position
or MCS-II in 3 & 4 out position and resume
traction.
3. If one motor is already isolated, isolate the other
motor in the same pair.
4. Inform the same to the TLC and record in the
logbook.
Indication 3:
On moving MPT from ‘OFF’ to ‘Shunt’ MSTWL glows
along with unit fault light indication and unit is moving.
Action:
1. Check RFAR in relay panel.
a. If it is in tripped condition, check the 10A MCB
& 32A fuse panel (1st row) for rectifier fan.
b. If RF is working, and RFAR in trip condition,
wedge RFAR in SET condition and work
onwards.
c. If RF is not working do not wedge RFAR and

work with good MC.
d. Inform TLC and record in the logbook.
2. Check TTR in relay panel.
a. If TTR is in tripped condition, check
i. OP- 15A MCB & 32A fuse.
ii. KF1 & KF2– 5A MCB (for each) & 16A
fuse (common for both)
If any abnormality noticed, reset the MCB or
replace the fuse duly opening of HVCB.
b. If all is normal, work with other MCs.
c. Inform TLC.
d. After transformer temperature comes below
75°C, TTR comes to set position and allows
traction.
Indication 4:
glows without unit fault light indication and unit is
moving.
Action:
1. Check MR pressure in the pressure guage.
a. If it is less, trouble shoot for pressure not
building up.
b. If pressure is above 6 kg/cm2, put the equipment
governor bypass switch GS1 in ‘ON’ position,
duly informing TLC and record in the logbook.
2. Check BP pressure in the dual pressure guage.

3. If it is 5 kg/cm2, put control governor bypass switch

GS2 in ‘ON’ position, duly informing TLC and
record in the logbook.
4. Check the parking brake guage. If it shows 5
kg/cm2, put PB governor bypass switch GS5 in
‘ON’ position and try.
5. Operate the reverser to forward and reverse for a
few times.
Indication 5:
glows and extinguishes, traction ammeter not deviating
and SR not energized but unit is moving.
Action:
1. Check NVR in relay panel.
2. If it is not energized, check MCB for NVR in Relay
panel. If tripped, reset. If MCBs are normal, pack
NVR and resume traction.
3. Change both MCS position one by one and try.
4. If NVR is in energized condition, check SR for
energisation. If SR is not energized, clean the NC
interlock of SR.
5. Do not pack SR. Work with good unit.
6. Inform TLC and record in the logbook.

BATTERY
CHARGER
A
BCFR D10
GD
D10
BIS 30-0-30A
63A
A
B3 B5 63A
B3 B2
D102
80 A B4 B1 80 A
BATTERY
TO ALL 110 VDC
CONTROL EQUIP
41 -
35A
D104 32A
0- 150V
N1
14 B
V
1423
TLC
E1
14
SWITCH
OVER
CHANGE
CONTROL
N2
E2
2.5A 14 A
14
14 +
BATTERY CIRCUIT

3.6.3 All MCs Not Responding Beyond ‘Shunt’

Cause: T2 not energising.
Action:
1. Check warning switch, it should be on ‘OFF’
position.
2. Operate the warning switch one or two times and
put the switch in ‘OFF’ position.
3. Still unsuccessful, clear section from rear MC and
contact TLC.
3.7 BATTERY VOLTMETER INDICATES ‘ZERO’ OR

LESS THAN 85V
Action:
1. Ensure BIS is in ‘ON’ position.
2. Switch ‘ON’ emergency cab light and check BA
voltmeter MCB 18th in Driver’s desk.
3. If unsuccessful, keep CCOS in E1 or E2 position of
defective MC and work onwards duly informing
TLC and record in the log book.
4. Check the battery fuses (63A) in positive and
negative side, control fuse (32A) in fuse panel 3rd
row and MCB (35A) in 4th row.
5. If any fuse is blown, replace with a spare fuse of
same rating. If MCB is tripped, reset the same.
6. If fuse melts and MCB tripped again, put HOBA in
fault position in all MCs, replace fuse and reset
MCB.

PANTO & ABB
15A 15A 2.5A

D11
1420
AUX. GOV.
CC2 GS4
BL KEY
D12 CI5.3 Kg/cm. sq.

1421
CO6.3 Kg/cm. sq.
Trouble Shooting Directory for 25 kV AC EMU/MEMU

AUX. OPEN HVCB
COMPRESSOR HVCB CLOSE
ABR/ 2
GD1
9
10 1422
ABR ARR ABR CC2

16A
SET TRIP COIL
AUXILIARY COMPRESSOR CIRCUIT

-41
December 2009
44
3.8 AUXILIARY COMPRESSOR NOT WORKING

Action:
1. Check BA voltage is above 85 volts.
2. Check ABR in relay panel.
a. If it is not latch, check Panto/ ABB/ VCB MCB
is in ‘ON’ position.
b. If it is in ‘ON’ position, latch ABR manually.
3. Check CC2 contactor in contactor panel.
a. If it is not closed, check 2.5A MCB in fuse
panel. Place auxiliary compressor governor
bypass switch GS4 (in GS panel) in ‘ON’
position.
b. If unsuccessful, wedge the contactor and record
in the logbook.
c. If contactor is closed, check 15A MCB and 16A
fuse in fuse panel. Reset the MCB if tripped and
replace the fuse if fused.
d. If MCPA still not working, tap the MCPA gently
to overcome the poor bedding of carbon brush in
the commutator.
e. After creating sufficient pressure, put back the
bypass switch to ‘OFF’ position or remove the
wedge.
4. If still the auxiliary compressor is not working,
energise the rear unit and start the main compressor.
After building up the MR pressure, energise this
unit.

+ 14
15 A PANTO/ ABB
1406
BL KEY
1407
PANTO PANTO HVCB HVCB

RAISE LOWER OPEN CLOSE
1408 9
MPT
N/C 10
7 ABB/ 5 LTR/ 1
ABB ABR/ 1
8 10A 901
701
PT PT ABR ABR ARR

UP TRIP SET
DN
-41
PANTOGRAPH CONTROL CIRCUIT

3.9 AUXILIARY COMPRESSOR WORKING BUT

PRESSURE NOT BUILDING UP
Action:
1. Check drain cocks of Panto reservoir, control
reservoir, air separator for ABB/ VCB reservoir,
ABB/ VCB reservoir, CDC and safety valve for any
air leakage in HT room.
2. Close CR, MR cock, ABB/ VCB cock, Panto cock
and try.
3. If successful, open Panto cock and ABB/VCB cock.
Raise Panto and close ABB/VCB. Start MCP and
build up MR pressure. Open MR and CR cock and
resume traction.
4. If still the auxiliary pressure is not building up,
energise the rear unit and start the main compressor.
After building up the MR pressure, energise this
unit.
3.10 ALL PANTOGRAPHS NOT RAISING

Action:
1. Ensure BA voltage is above 85 volts.
2. Check air pressure. If it is below 6 kg/cm2, start
auxiliary compressor.
3. Check Panto/ABB/VCB MCB in Driver’s desk.
4. If it is tripped, reset. If it trips again, put HOBA in
‘FAULT’ position in all motor coaches and try. If
unsuccessful, contact TLC.
5. Ensure ABB/ VCB open red lamp is glowing.
6. If it is not glowing, open ABB/ VCB.

7. Ensure MPT is in ‘OFF’ position. Clean the MPT

‘interlock’ (10th interlock from top).
8. If still not raising, operate ESMON relay and try.
9. Check Panto COC and EAS in HT room of leading
MC.
10. If Panto COC is closed or EAS is operated,
normalize the same.
11. If still not raising, enter in HT room with precaution
and operate Panto up coil manually duly informing
TLC and record in the log book.

+ 14
5A 2.5A
1445
1404
BY 127
1446
BL KEY CR
1405
1447
MCP GOVERNOR
MCP MCP GS 3 CI 6.0, Kg/cm sq
START TRIP CO 7.0 Kg/cm sq
13
TO NEXT
12 42
2.5A MOTOR
COACH
CR 1301
SET CR CC1
TRIP COIL
COIL
COIL
- 41
MCP CONTROL CIRCUIT
D1
D1 D2 D3
160 A 25 A
A 22 CC1
CONTACTOR
D 17
ASR
25 KV AC
141 V AC
LTR/1
D4
MCP
110 V DC
A 26 GD
MCP AUXILIARY CIRCUIT

3.11 MAIN COMPRESSORS NOT WORKING

Action:
1. Work with the help of main compressor of other
MCs.
2. Check CR latched in relay panel. If not latched,
latch it manually.
3. Check CC1 contactor in contactor panel.
4. If it is not closed, check 2.5A MCB in fuse panel. If
it is tripped, reset the MCB. If it trips again, put
HOBA in FAULT position in all motor coaches.
5. Check synchronizing MCB 2.5A in 4th row. If it is
tripped reset it. If it trips again, put HOBA in
FAULT position in all motor coaches and reset.
6. If unsuccessful, place main compressor governor
bypass switch (GS3) in ‘ON’ position.
7. Even after bypassing GS3, if CC1 is not closed,
wedge the contactor (If all the main compressors are
not working) or work with other compressors.
8. If CC1 is closed but compressor is not working.
Check 160A fuse in RELAY panel 3rd row 4th fuse.
If it is fused, replace that fuse with same rating after
taking safety precautions.
9. If compressor is defective, trip synchronizing MCB
(2.5A) in 4th row of RELAY panel.
10. Work onwards duly informing TLC and record in
the logbook.

3.12 MAIN COMPRESSOR WORKING BUT

PRESSURE NOT BUILDING UP
Action:
1. Check drain cocks, pipe lines and safety valves in
the formation for any air leakage.
2. If there is any leakage, arrest it. If BIVS is turned
‘ON’, bring it to ‘OFF’ position. After building up
7 kg/cm2 MR pressure, turn ‘ON’ BIVS.
3.13 BP PRESSURE NOT CHARGING

Action:
1. Ensure MR pressure is above 6.0 kg/cm2.
2. Turn ‘ON’ BIVS properly. Operate BIVS few times
until a cut sound is heard, close EP switch and
ensure EP supply lamp is glowing.
3. Ensure Guard emergency brake valve handle in all
MCs are in ‘OFF’ position and BCH in release
position.
4. Ensure BP CDC drain COC in all coaches are in
closed condition.
5. Ensure front BP end COC in leading MC and
trailing MC are in closed condition.
6. Ensure MPT is in ‘OFF’ condition in all MCs.
7. Check for any leakage in the BP line.
8. BP guage may be defective, check in the Guard side
BP guage.

3.14 AIR PRESSURE LEAKING FROM

PANTO/ABB/VCB PIPELINE
Action:
1. Try to arrest the leakage.
2. Close PT COC and ABB/ VCB COC if provided.
3. If not successful, close MR COC, in HT room.
4. Make the unit dead by placing TSS on Test position
and work with healthy unit.
Note:
If MR COC is not provided, close MR end COC
between MC and TC, make MC dead and clear section
from rear MC.
3.15 AIR PRESSURE LEAKING FROM SWITCH

GROUP 1, SWITCH GROUP 2, CONTROL
RESERVOIR AND TAP CHANGER PIPE LINES
Action:
1. Close CR COC, in HT room.
2. Keep MCS I – 1& 2 OUT
MCS II - 3 & 4 OUT
3. Work with healthy unit.
Note : This MC will not respond after closing CR COC.

3.16 HEAD LIGHT NOT GLOWING

Indication 1:
On DC-DC converter both input and output LED
indicators are glowing. (Red–input, green–output)
Action:
1. Change converter change over switch position and
try.
2. Check bulb condition, if fused replace with spare
head light bulb which is provided in head light unit it
self.
3. If unsuccessful, work as per GR & SR rules duly
informing TLC.
Indication 2:
On DC-DC converter both the LED indicators are not
glowing.
Action:
1. Check head light MCBs (DP 5A, 10A) at motorman
desk, it tripped, reset and try.
2. Check the head light fuse (10A) at MCB and fuse
panel.
3. Change the converter change over switch position
and try.
4. If unsuccessful, work as per GR & SR duly
informing TLC.

3.17 NORMAL LIGHTS NOT GLOWING

Action:
1. Check 5A, MCB at Driver’s desk.
2. Check Guard’s supply MCB is ‘ON’.
3. Switch ‘ON’ push button switch.
4. Operate light contactor and try.
5. Check MCB and fuse of the unit at relay panel and
3.18 SIGNAL BELL NOT WORKING

Action:
1. Check 5A Guard’s supply MCB in Driver’s desk is
‘ON’. If it s tripped, reset the same.
2. Check Guard’s supply indication lamp is glowing.
3. Switch ‘ON’ Guard’s control reset MCB for bell
push.
4. If still not working, use alarm bell for bell code.
Record the same in logbook.
5. Work as per GR & SR rules.

3.19 ALARM BELL NOT WORKING

Action:
1. Check 5A MCB for alarm bell in Driver’s desk. If it
is tripped, reset the same.
2. If still not working, inform the same to TLC.
3.20 BCFR LAMP GLOWING ON RUN

Action:
1. Check BA voltage in leading MC, if it is above 85V
work up to destination.
2. If battery voltage is less, change CCOS to E-1 or E-
2 position and work up to destination.
3. If time permit find out the MC in which battery
charger is not working and trouble shoot as follows:
a. Check 35A MCB and 32A fuse in 1st row in
relay panel, if MCB tripped reset and change
fuse if blown out.
b. If both are normal ignore BCFR lamp and work
onwards duly watching battery voltage.
Note: To isolate the defective battery charger, trip 35A

MCB and remove 32A fuse in 1st row.

BRAKE HAND
RELEASE
CDC VALVE BCS
3 4 7 8
MR 6 TO 7 Kg/ Sq cm
BIC BIC
FLEXIBLE 1.6 FLEXIBLE

PIPE MR
GD SIDE
PIPE
MR ¾"
ADL
LIMITING
CAB
MR VALVE
BP1" 7
Trouble Shooting Directory for 25 kV AC EMU/MEMU

3.5
EPIC
AUX.
BRAKE SYSTEM
RES.
EP UNIT
DR. SIDE
AIC
1 2 5 6
BRAKE HAND
BRAKE RELEASE
CYLINDERS CDC VALVE
December 2009
56
3.21 PFD LAMP GLOWING

Action:
1. Make entry in the log book.
2. Work up to destination and report to TLC &
maintenance staff.
3.22 EP BRAKE NOT WORKING

Indication:
EP supply lamp will not glow
Action:
1. Stop train by applying emergency brake.
2. Check (5A) MCB for EP brake in Driver’s desk.
3. Check EP supply switch is in ‘ON’ position (in BL
box).
4. Check BIVS turned fully ON.
5. If still not working, control the train with auto brake
for further working duly informing TLC and record
in the logbook.
3.23 BRAKE BINDING

3.23.1 Partial Brake Binding
Indication:
1. Poor hauling, poor acceleration, quick de-
acceleration.
2. BC gauge indicates in MC and TC.
3. Smoke and smell at binding wheels.

Action:
1. Stop the train at a convenient place (clear of
platforms and bridges), keep the brake controller
handle in release position. Secure the train by
providing skid/wedges.
2. Call the Guard to leading MC.
3. Find out the defective coach by observing smoke,
smell over heat from the brake blocks.
4. If vent type BIC cocks are provided, close BIC I &
II, observe air exhaust through vent and brake
blocks are released. If brakes are not released, open
BIC I & II follow the below procedure:
5. Close both EPIC and AIC cut out cocks.
6. Release the brake cylinder pressure by pulling
release handle till the complete air is released from
auxiliary reservoir and brake cylinders are released.
7. Ensure the brake blocks are shacking freely.
8. Isolate both BICs and work the train duly informing
TLC and record in the logbook.
3.23.2 Full Train Brake Binding
Indication:
Brake binding in all coaches on train.
Action:
1. Observe BP pressure in Duplex guage. If BP
pressure is normal, keep EP supply switch and EP
supply MCB in ‘OFF’. Observe brakes are released.
2. If brakes are released, work the train with auto brake
up to destination.

3. If brake binding still not released, contact TLC.
Note: Ensure auto brake working before starting the

train.
3.23.3 Parking Brake Binding

Indication:
1. Poor hauling, poor acceleration, quick de-
acceleration.
2. Parking brake guage reads ‘0’.
3. Smoke and smell at wheels 1, 4, 5 and 8.
Action:
1. Press parking release switch, ensure PB guage reads
5 kg/cm2 and parking brakes are released.
2. If not successful pull the parking brake release
handles provided on wheels 1, 4, 5 and 8.
Note: Parking brake release should be ensured for all

MCs.
3.23.4 Mechanical Brake Binding
Action:
In motor coach
1. Release the palm pull rod at one end according to
the direction of working (keep the opposite end of
the palm pull rod in hanging condition with respect
to the working direction).
2. Ensure wheels are free from brake binding.
3. Keep the palm pull rod safely hanging through
security chain on the hook
4. Inform the same to TLC and work onwards. Make

record in the log book.
In Trailer coach
1. Remove the brake pull rod assembly.
2. Ensure two wheels (one pair) are free from brake
binding.
3. Inform the same to the TLC and record in the
logbook.
3.24 RAISE IN BP PRESSURE (MORE THAN 5

KG/CM2)
Action:
1. Observe BP pressure in Duplex Gauge. If it shows
more than 5 kg/cm2, operate BCH to emergency and
back to release position and try.
2. If it returned 5 kg/cm2, release the brake in all
coaches and work the train further.
3. If it is not become normal, work with rear motor
coach after releasing brake binding in all coaches
manually.
4. After releasing, ensure EPIC, AIC, BIC1, and BIC2
are in service.
5. After clearing section contact TLC.

MR pressure leakage locations

3.25 MR PRESSURE DROP

3.25.1 Location 1: MR leakage between main compressor
and CIC in leading motor coach (before
CIC).
Action:
1. Close CIC.
2. Switch ‘OFF’ the 2.5A MCP synchronizing MCB in
Relay panel (4th row) in the leading motor coach.
3. Work onwards, by watching MR pressure guage.
4. Inform the same to TLC and record in the logbook.
3.25.2 Location 2: MR leakage in driving motor coach after

CIC.
Action:
1. Close the rear end MR angle cock of front motor
coach.
2. Switch ‘OFF’ the 2.5A synchronizing MCB of
compressor in Relay panel (4th row) in the leading
motor coach.
3. Switch ‘ON’ BIVS of rear motor coach.
4. Inform TLC and work as per GR & SR rules. Make
Note: In this case EP will work in whole rake except
affected leading motor coach, however auto
brake will work in all coaches including
affected leading motor coach.

3.25.3 Location 3: MR leakage in any of the trailer coach.

Action:
1. Close both end MR angle cocks in the defective
trailer coach.
2. Ensure both end MR pressure is sufficient.
3. Work onwards up to destination.
4. Inform TLC and make record in the logbook.
Note :
In this case EP will work in whole rake except
affected trailer coach; however auto brake will work in
all coaches including affected trailer coach.
3.25.4 Location 4: MR leakage in rear motor coach.

Action:
1. Close MR rear end cock of the affected rear motor
coach.
2. Switch ‘OFF’ 2.5A MCP synchronizing MCB of
affected rear motor coach in Relay panel (4th row)
in the affected rear coach.
3. Work onwards.
Note:
In this case EP will work in whole rake except affected
rear motor coach; however auto brake will work in all
coaches including affected rear motor coach.

3.25.5 Location 5: MR leakage in middle motor coach.

Action:
1. Isolate both end MR angle cocks of affected
middle motor coach.
2. Switch ‘OFF’ 2.5A MCP synchronizing MCB of
affected middle motor coach in Relay panel (4th
row) in the affected motor coach.
3. Work onwards, by watching MR pressure guage.
Note:
In this case EP will work in whole rake except
affected middle motor coach; however auto brake
will work in all coaches including affected middle
motor coach.
3.26 AIR SPRING BURST IN MC/TC

Indication:
1. MR pressure drops in the MR gauge.
2. Air leakage sound near burst spring.
3. Observe the lowering of leveling valve lever.
Action:
1. Identify the defective air spring.
2. Close the isolating COC of that particular truck.
3. Work onwards up to destination with restricted
speed 60 kmph.
4. Inform TLC at the next station.
5. Make entry in logbook.

3.27 PNEUMATIC SUSPENSION AIR SUPPLY PIPE

LINE BROKEN IN MC/TC
Indication:
1. MR pressure drops in the MR gauge.
2. Air leakage sound at broken pipe line.
Action:
1. Identify the location of the air leakage.
2. Close the main isolating COC of that particular
coach.
3. Work onwards up to destination with restricted
speed 60 kmph.
4. Inform TLC at the next station.
5. Make entry in logbook.
3.28 BP PRESSURE DROP/ LEAKAGE
3.28.1 Location 1: BP pressure drop/ leakage in leading
driving motor coach.
Action:
1. Close BP rear end cock of affected leading motor
coach.
2. Release the brakes and close both BICs.
3. Inform the TLC and work as per GR & SR rule.
Make record in the log book.

3.28.2 Location 2: BP pressure drop/ leakage in middle motor

coach.
Action:
1. Close both BP end cocks in the defective coach.
2. Release the brakes and close both BIC of affected
coach.
3. Charge BP from rear motor coach by keeping BIVS
at ‘ON’ position in rear motor coach.
4. BP continuity will not be available. Work
cautiously and inform TLC.
Note:
• In this case EP will work in whole rake except
affected middle motor coach.
• Auto brake will not work after the affected motor
coach
• Guard can use emergency brake, which will work in
all rear coaches from affected middle motor coach.
3.28.3 Location 3: BP pressure drop/ leakage in any of the

trailer coach.
Action:
coach.
3. Charge BP from rear motor coach by keeping
BIVS at ‘ON’ position in rear motor coach.
4. BP continuity will not be available and work
cautiously.
5. Inform TLC and enter in the logbook.

Note:
affected trailer coach.
• Auto brake will not work after the affected trailer
coach.
• Guard can use emergency brake, which will work in
all rear coaches from affected trailer coach.
3.28.4 Location 4: BP pressure drop/ leakage in rear motor

coach.
Action:
coach.
3. BP continuity will be available excluding affected
coach. Work cautiously and inform TLC.
Note:
affected rear motor coach.
• Auto brake will work except affected rear motor
coach
• Guard can not use emergency brake. When Guard
gives single bell for stopping in case of emergency,
motor man should stop the train immediately.

3.29 BOTH MR & BP PRESSURE DROP DUE TO

MALFUNCTION OF B.A RELAY
Action:
1. Check the proper working of BA relay.
2. Put the BL switch and MCB of EP supply at ‘OFF’
position.
3. Ensure the handle of brake controller at release
position.
Note:
In this case EP brake will not work, however auto brake
& emergency brake will work in whole rake.
3.30 PARTING OF TRAIN

Cause
Failure of coupler or articulation bearing bolt.
Indications
a) BP pressure drops to zero.
b) MR pressure will drop gradually.
c) There may be heavy jerks.
d) Lights and fans may fail in motor coach and in
passenger area.
Action
a) Switch ‘ON’ flasher light and protect the train.
Secure the train if required.
b) Inform TLC and Station Master of the nearest
station for assistance.
c) Do not touch exposed jumpers as there may be
live wires.

d) Close MR and BP end cocks on the opposite ends

of the parted portion taking care of exposed live
jumpers/ wires.
e) Isolate brake binding (normal as well as parking
brakes) of the affected coaches.
f) Try to raise pantographs if dropped.
g) Work as per guidance of TLC.
3.31 HOT AXLE

Indications
Smoke from axle box and decolouring of axle
box.
Reason
Inadequate lubrication/ breakage of inner or
outer race.
Action
a) Pull the rake cautiously up to first available
platform at speed not exceeding 8 kmph.
b) If it is motor coach, isolate it.
c) Inform TLC and call carriage staff. Cancel the
train at first available platform and work it to
nearest yard/ car shed as per instructions of
carriage staff.
3.32 WHEEL LOCKING

Indication
a) Heavy running of units.
b) Repeated tripping of concerned motor coach.

Reason
Gear or pinion teeth broken
Bearing seized.
Action
a) Ensure wheel lock with the help of Guard.
b) Isolate concerned motor coach.
c) Inform TLC and call for assistance.
d) Work the train at speed not exceeding 8 kmph.
e) Cancel the train at first available platform and
work it to nearest yard/ car shed as per instructions
of carriage staff.
3.33 SKID/FLAT WHEEL

Indication
Hitting sound at regular intervals.
Reason
a) Brake block jammed on the wheel.
b) Brake cylinder piston stuck up.
c) Triple valve defective.
d) Parking brake binding.
Action
a) Release brake binding if any.
b) Inform TLC and call for assistance.
c) Cancel the train if flat wheel is of 50 mm or more.
d) Work the train at speed not exceeding 25 kmph.

OUR OBJECTIVE
To upgrade maintenance technologies

and methodologies and achieve
improvement in productivity and
performance of all Railway assets and
manpower which inter-alia would cover
reliability, availability, utilisation and
efficiency.
If you have any suggestions and specific comments

please write to us.
Contact person Director Electrical
Postal address Indian Railways

Centre for Advanced
Maintenance Technology,
Maharajpur, Gwalior,
Pin Code - 474 005
Phone 0751 – 2470740

0751 – 2470803
Fax 0751 - 2470841

Troubleshooting Directory For 25 KV AC EMU-MEMU

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CAMTECH/E/2009/TSD-AC DC EMU 1

Hkkjr ljdkj GOVERNMENT OF INDIA

TROUBLE SHOOTING DIRECTORY

egkjktiqj, Xokfy;j & 474 005

TROUBLE SHOOTING DIRECTORY

“To develop safe, modern and cost

Trouble Shooting Directory for 25 kV AC EMU/MEMU Draft

With increasing passenger traffic in Metropolitans and

As a step towards achieving the above, CAMTECH has

I hope this TSD will be very useful to our motormen

CAMTECH, GWALIOR S. C. SINGHAL

Trouble Shooting Directory for 25 kV AC EMU/MEMU Draft

This Trouble Shooting Directory for AC EMU/

This TSD covers common electrical, pneumatic and

It is clarified that this TSD does not supersede any

I am sincerely thankful to Director (PS & EMU)/

Technological upgradation & learning is a continuous

CAMTECH, GWALIOR JAIDEEP

Trouble Shooting Directory for 25 kV AC EMU/MEMU Draft

Chapter Description Page No.

Trouble Shooting Directory for 25 kV AC EMU/MEMU Draft

Chapter Description Page No.

Trouble Shooting Directory for 25 kV AC EMU/MEMU Draft

Chapter Description Page No.

Trouble Shooting Directory for 25 kV AC EMU/MEMU Draft

Chapter Description Page No.

Trouble Shooting Directory for 25 kV AC EMU/MEMU Draft

ISSUE OF CORRECTION SLIP

The correction slips to be issued in future for this

CAMTECH/ 2009/ E/ TSD/ AC EMU/1.1/ C.S. # XX date---

Where “XX” is the serial number of the concerned

CORRECTION SLIPS ISSUED

Sr. No. Date of Page no. and Item Remarks

Trouble Shooting Directory for 25 kV AC EMU/MEMU December 2009

AC EMU/MEMU rakes are running for sub-

This trouble shooting directory is prepared for

This TSD consists of various procedures and

Trouble Shooting Directory for 25 kV AC EMU/MEMU December 2009

Trouble Shooting Directory for 25 kV AC EMU/MEMU December 2009

Trouble Shooting Directory for 25 kV AC EMU/MEMU December 2009

NR1, 2 - Notching relays

Trouble Shooting Directory for 25 kV AC EMU/MEMU December 2009

1.3 FUSES AND MCBs IN RELAY PANEL

1st Row (Left to right) (266V) Fuses

Trouble Shooting Directory for 25 kV AC EMU/MEMU December 2009

8. HL stabilizer input 10A

Trouble Shooting Directory for 25 kV AC EMU/MEMU December 2009

4th Row (Left to right) (110V dc) MCBs

MCBs panel in Driver’s desk

Trouble Shooting Directory for 25 kV AC EMU/MEMU December 2009

1.4 DO’S AND DON’TS FOR MOTORMAN

Trouble Shooting Directory for 25 kV AC EMU/MEMU December 2009

2.1 PREPARATION OF EMU

Before starting from shed or stabling line, the

2.1.1 Preliminary Checks

9. Ensure BIVS is in turned ‘OFF’ position and BCH

1. Ensure necessary MCBs are ‘ON’ and all relay

Trouble Shooting Directory for 25 kV AC EMU/MEMU December 2009

1. Check the air pressure in the Panto reservoir.

Trouble Shooting Directory for 25 kV AC EMU/MEMU December 2009

1. Switch ‘ON’ EP supply switch in BL box and

2.1.9 Auto Brake Testing

1. Switch ‘OFF’ EP supply switch and quickly move