Electric Locomotive TSD

INSPIRATION
Shri CHOWDHARY.A.M,CELE/S.RLY
Shri SAMEER DIGHE, Dy.CEE/LOCO/HQ/S.RLY
GUIDANCE
Shri.S.K.NATATARAJAN,Dy.CEE/LW/PER
Shri K.M. SATHIYIA RATHAN, Sr.DEE/ELS/ED
Shri RONGALA NAGA SREENIVASU, Sr.DEE/ELS/AJJ
DIRECTOR
Shri.G.DURGA RAO, Chief Instructor
COMPILED
Shri. NIMMU HARIKISHAN, Sr.Instructor
CONTRIBUTION
Shri.G NEETHIVELAN, Sr.Instructor
Shri D.SHYAM SUNDAR, Sr.Instructor
Shri,R.MOHAN, Jr. Instructor
Shri.C.RAMACHANDRA RAO, LP(MAIL)/MAS
Shri. J.CHANDRASEKARAN, LP(MAIL)/ED
ASSISTANCE
Shri A.BASILRAJ, Sr. Instructor

Shri A. KHALEEL, Sr. Instructor
Shri A.S.JEEVANANDHAM, Sr. Instructor
Shri R.K.M.S. NAIR, Sr. Instructor
Shri Y RAMA KRISHNAN, Sr. Instructor
Smt. KK LIJI, Sr.Instructor
Shri RVL PRASAD, Jr. Instructor
INDEX
SL.NO CONTENTS PAGE NO
1. SALIENT FEATURES OF AC LOCOS

1.1 General instructions 2
1.2 Do's for loco pilots 2
1.3 Don’ts for loco pilots 3
1.4 Loco failure on run while working 4
1.5 Contacting TLC for advice 4
2. TROUBLE SHOOTING OF WAM4 WAG 5 WAG7 WAP4 &WAP1

2.1 General checking in case of DJ tripping on line 5
2.2 QLM alone acted with locked indication 6
2.3 QLM acted along with QOP1/QOP2/QRSI1/QRSI2 7
2.4 QLM acted along with QLA/QOA in ARNO locos 8
2.5 QRSI-1 tripped 9
2.6 QRSI-2 tripped 9
2.7 QOP-1 tripped and target can be reset 10
2.8 QOP-2 tripped and target can be reset 11
2.9 QOP-1 trips and unable to reset 12
2.10 QOP-2 trips and unable to reset 15
2.11 Precautions to be followed after keeping HQOP-1 / 2 in OFF 16
2.12 QOA trips, target can be reset 16
2.13 QOA trips and unable to reset 17
2.14 Precautions to be followed after keeping HQOA in ”0” 17
2.15 QLA relay trips 18
3. TRIPPING FAILURES
3.1 Impossibility to close DJ (ICDJ) 19
3.1.1 Less battery voltage 19
3.1.2 Less air pressure 19
3.1.3 Q118 not energized 19
3.1.6 C118 not closed 22
3.1.7 MTDJ coil not energized 22
3.2 No Tension on line 24
3.3 OPERATION ‘A’ ending( in ARNO locos only) 25
3.4 OPERATION ‘B’ part-II 26
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3.5 OPERATION ‘B’ part-I 27

3.6 OPERATION ‘O’ 29
3.7 OPERATION ‘1’ 31
3.8 OPERATION ‘2’ 32
3.9 Troubleshooting procedure for CCA melting 34
3.10 DJ Tripping Without Apparent Cause (TWAC) 37
4. TRACTION FAILURES
4.1 TLTE without GR progression 38
4.1.2 Q51 energized 40
4.2 TLTE with GR progression 41
4.3 Auto regression with LSP glowing 42
4.4 1st notch auto regression without LSP glowing 43
4.5 Partial Loss Of Tractive Effort (PLTE) 43
4.6 CCPT melting after HOBA in OFF 44
5. PNEUMATIC FAILURES
5.1 MCPA not building up pressure in PR 46
5.2 MR pressure not building up 46
5.3 MCP working but MR pressure not building up 47
5.4 BP pressure not charging 47
5.5 sudden drop of BP on run 48
5.6 Air flow indicator overshoots on run 49
5.7 Feed pipe (FP) pressure not charging 50
5.8 Loco brake not applying through SA-9/A-9 51
5.9 Loco brakes not releasing 51
5.10 BP pressure rises beyond 5kg/cm2 after A-9 operation 52
5.11 BP not dropping through A-9 operation 52
6. MISCELLANEOUS FAILURES
6.1 Pantograph not raising 53
6.2 Pantograph damaged 53
6.3 All pilot lamps not glowing 54
6.4 LSDJ does not glow when BLDJ open 55
6.5 LSCHBA glows 55
6.6 LSGR not glowing when MP on ‘0’ 55
6.7 LSRSI glows on run 56
6.8 Notch repeater not deviating after extinguishing of LSGR 57
6.9 Head light not glowing 58
Operating Manual with Troubleshooting Directory for Electric Locomotives

6.10 Flasher light not glowing 58
6.11 Sanders not working 58
6.12 Horns not sounding 59
6.13 Auto regression with LSB during RB 59
6.14 Wheel skidding 59
6.15 Loco not moving on 1st notch 59
7. SWITCH POSITION / ISOLATION OF EQUIPMENT

7.1 Rotating switches 60
7.2 Knife switches 61
7.3 Drum contactors 61
7.4 Drain cocks 62
7.5 Cutout cocks 62
7.6 Oil points 64
7.7 Isolation of RSI block 65
7.8 Isolation of traction motors 66
7.9 Isolation of MVSL-1 or MVSL-2 66
7.10 Isolation of MPH / MVRH 66
7.11 Isolation of MVMT-1 or MVMT-2 67
7.12 Isolation of MCP 67
7.13 Isolation of damaged pantograph 67
7.14 Isolation of defective battery 68
7.15 Placing of HQOP-1 / HQOP-2 / HQOA in off / ‘0’ position 68
8. WEDGING OF CONTACTORS AND RELAYS

8.1 Manual operation of relays Q118, Q45, & Q44 70
8.2 Wedging of EM contactors 70
8.3 Wedging of relays Q100, Q50, Q51 & QRS 72
9. SPECIAL INSTRUCTIONS
9.1 Emergency Eletric Control operation (EEC) 75
9.2 Manual control of GR 75
9.3 Rear cab driving 77
9.4 Working without pilot lamps 77
9.5 HOM operation 77
9.6 Instructions for renewing the fuse 79
9.7 Low tension test 80
10. OPERATING INSTRUCTIONS

10.1 Preparation of locomotive 82
10.2 Energisation of locomotive 87
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10.3 Procedure for cab changing 88

10.4 Different tests to be conducted after energising the loco 89
10.4.1 Loco brake test 89
10.4.2 Conjunction brake test 89
10.4.3 CP efficiency test 89
10.4.4 BP leakage test 90
10.4.5 FP leakage test 90
10.4.6 FP continuity test 90
10.5 BP continuity test (Goods train) 91
10.6 BP continuity test (Pass/ Express trains) 91
10.7 Testing of auxiliaries working 92
10.8 Traction test 92
10.9 Miscellaneous test 93
11. DRIVING THE LOCOMOTIVE

11.0 Driving the locomotive & Current ratings of different locos 96
11.1 Brake feel test and brake power test 98
11.2 Dynamic braking 98
11.3 Quick acceleration 99
11.4 Speed control by field weakening 99
11.5 Observation on run 99
11.6 Coasting 99
11.7 Braking 100
11.8 Stopping of the train 100
11.9 Action to be taken after stopping a train 101
11.10 Starting of train after stopping 102
11.11 Loco examination on run 102
11.12 Duties of LP & ALP at neutral section 103
11.13 Quick examination during short stoppage at en-route 104
11.14 Examination during crew changing by Loco pilot 105
11.15 Change of power at loco interchange point 106
11.16 Loco examination in shed on arrival 107
11.17 Stabling of the loco in station yard 107
11.18 Making the loco dead 107
11.19 Movement of dead locomotive 108
11.20 Train parting / Hose Pipe Disconnection 109
11.21 Precautions to avoid train parting 110
11.22 Duties of loco pilot in case of accident 111
11.23 Use of fire extinguishers 112

11.24 Precautions to prevent fire in AC Loco 112
11.25 Precautions to avoid wheel skidding 113
11.26 First aid in case of electrical shock 113
11.27 Safety rules concerning 25 KV ac traction 114
11.28 Emergency Telephone 114
11.29 Emergency Power Block 115
11.30 Loco log book and failure report 115
11.31 How to make use of the Flasher light 117
11.32 Instructions to loco pilot regarding speedometer 117
11.33 Microprocessor based electronic speed cum energy monitoring system 120
11.34 Instructions for securing of vehicles/loads/trains/locomotives at stations and in 123
block section
12. STATIC INVERTER (SIV)

12.1 SIV general information 124
12.2 SIV general instructions 127
12.3 Energisation of SIV Loco 128
12.4 Troubleshooting in SIV fitted Loco 128
12.5 SIV not starting 128
12.6 SIV external fault troubleshooting procedure 131
12.7 DJ trips through QSIT with internal fault message 135
13. VIGILANCE CONTROL DEVICE (VCD)

13.1 Instruction to LOCO PILOT regarding VCD 138
14. MICROPROCESSOR LOCO (FDCS)

14.1 General instructions for FDCS provided locos 140
14.2 Troubleshooting in FDCS Locos 142
14.3 Medha FDCS version 3 Locos 149
14.4 BPEMS 155
15. MULTIPLE UNIT OPERATION OF LOCO (MU)

15.1 General instructions of MU Loco 156
15.2 Additional Lamps / Relays / Switch In MU Loco 156
15.3 Working instructions for Loco Pilot during MU operation 157
15.4 Working instructions while taking over charge of MU Loco 157
15.5 Energisation of MU Loco 159
15.6 Cab changing procedure in MU Locos 159
15.7 Passing neutral section with MU Loco 160
15.8 Making trailing Loco dead 161
15.9 Working the train from trailing loco when lead loco fails 161
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15.10 Troubleshooting in MU loco 161

15.11 Traction failures in MU Loco 163
15.12 Miscellaneous failures in MU Loco 166
15.13 Pneumatic failures in MU Loco 167
16.DOUBLE HEAD OPERATION

16.1 General conditions 168
16.2 Conditions for coupling of locos 168
16.3 Instructions to the Loco Pilots of leading & assisting loco 169
17. BANKER OPERATION

17.1 Instructions for banker operation 170
18. GUIDE LINES FOR OPERATION OF BOX-N AND BCN RAKES

18.1 Testing procedure of Locomotive before attaching to load 171
18.2 MCP efficiency test 171
18.3 Leak test on train 171
18.4 Brake continuity test 172
18.5 Before starting a train 172
18.6 While on run 174
18.7 While stopping a train 174
18.8 Specification of brake power for goods train 174
19. PROBLEMS AND REMEDIAL ACTIONS OF TRAINS

19.1 BP pressure is not building up 176
19.2 BP pressure dropping on run 176
19.3 FP pressure dropping on run 176
19.4 Brakes are binding on a single vehicle 177
19.5 Mechanical jamming of brakes 177
19.6 Bp iron pipe is broken in vehicle 178
19.7 Bp air hose damaged 178
19.8 Closing of BP angle cock at way side station 178
19.9 Alarm chain pulling (ACP) 178
19.10 Precautions to be taken in air brake system 179
19.11 Procedure to Release and isolate Brake Binding of LHB Coach with FIAT trolley 180
at enroute stations
20. CUTOUT COCKS OF DIFFERENT MAKE

20.1 Name and position of cutout cocks 182
21. CIRCUIT DIAGRAMS /PNUEMATIC PANELS 184-205

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1.0 SALIENT FEATURES OF AC LOCO
S.NO MAIN DATA WAG5 WAG7 WAM4/ WAP4

WAP1
1 Type of Traction 25KVAC 25KVAC 25KVAC 25KVAC
2 Gauge(mm) 1676 1676 1676 1676
3 Bogie arrangement Co-Co Co-Co Co-Co Co-Co
4 Brake system Air Air Air Brake Air Brake
Brake Brake
5 Wheel 1092 1092 1092 1092
Diameter(new)mm
6 Bogie Wheel Base(mm) 3810 3800 3810 3895
7 Total Wheel Base(mm) 15984 11078 14432 14390
8 Length over 19974 20394 19974 18794
coupler(mm)
9 Width of the loco(mm) 3055 3055 3055 3055
10 Height of loco when 4162 4162 4162 4235
pantograph lower(mm)
11 Axle load Max(T) 19.80 20.60 18.80 18.8
12 Weight total(T) 118.80 123 112.80 112.8
13 Adhesion in dry 33.5 34.8 30 30
condition
14 Maximum TE(T) 33.50 45 33.84 30.8
15 Continuous(TE) 20.60 21 17.60 19
16 Continuous Speed 50.5 50 56 72
(KMPH)
17 Total horse power(HP) 3850 5000 3640 5000
18 Max. speed(KMPH) 80/100 100 120 140
19 Continuous transformer 3900 5400 3460 5400
rating(KVA)
20 Gear ratio 15:62 16:65 15:62 23:58
21:58
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1.1 GENERAL INSTRUCTIONS
1. Whenever any trouble is experienced in loco, try to clear section either by coasting or with
minimum notches.
2. If it is not possible to clear the block section, stop the train clear of bridges, cuttings, curves
and preferably near a manned level crossing gate or where communication facility is
available.
3. In case of DJ tripping, do the general checking given in the TSD, before reclosing DJ.
4. In case of any mistake or doubt while troubleshooting, start the troubleshooting from the
beginning to the stage concerned.
5. Enter the trouble experienced, defect noticed and action taken in the logbook.
6. If any smoke or fire is noticed on any equipment open DJ, stop the train, switch off HBA and
put out the fire with approved type (DCP/CO2) fire extinguisher available in the loco.
7. Whenever any Auxiliary motor is isolated ensure that its EM contactor (if provided) is
opened fully.
8. Inform the unusual occurrence to TLC of the concerned division where the
failure/abnormality has occurred immediately.
9. To minimize the time, pass on the message to TLC through a memo in duplicate, through the
SM and obtain his/her acknowledgement.
10. Whenever any train is stopped in the opposite direction requiring any assistance, give
necessary assistance and start the train within 5 minutes.
11. Whenever the train is detained or likely to be detained in section for more than 15 minutes,
give information to TPC/TLC of the concerned division and also arrange to protect the train
as per G & SR 6.03.
12. Before removing and renewing the fuse, HBA should be placed in OFF position duly
ensuring IP cut out cock in closed condition to avoid dropping of BP pressure and before
replacing a fuse it should be checked that it is in good condition.
13. Before wedging a relay or EM contactor switch off HBA duly ensuring IP cut out cock in
closed condition to avoid dropping of BP pressure and take safety precautions.
14. In case of manual operating of a relay, operate the relay gently.
15. While passing through the Causeways, if the water level is above rail level drive the
locomotive duly following subsidiary rules S.R.15.05 (11) (e)(i).
16. In other areas if water level up to 200 mm above rail level, drive the loco motive not
exceeding 10 km/h.
On run if BP pressure drops suddenly or if any lurch/jerk is experienced or DJ tripping with drop
in BP pressure, suspect some abnormality on the train. Immediately switch on flasher, stop
the train, appraise the Guard by giving two short and one long whistle and arrange for the
protection of adjacent/parallel line or lines as per GR 6.03 if necessary.
1.2 DO'S FOR LOCO PILOTS
1. Switch off mobile phone while on duty. Mobile phone can be used in case of emergency
situation to contact TLC/TPC/CLI.

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2. Check the loco properly while taking over charge. Ensure availability of safety equipments
in their respective places.
3. Go through the logbook/fault history while taking charge of a locomotive.
4. Ensure C3W distributor valve (isolating handle towards valve side) is kept in service. Do
release the brakes and start the blowers before starting the train.
5. Keep a watch on BP gauge, pressure gauges, airflow indicator, speedometer, ammeters and
voltmeter and pilot lamps
6. Do keep a watch on OHE and track ahead.
7. Check battery voltage (in DJ open condition) while taking over charge and charger voltage
after closing DJ.
8. Do ensure that the line is wired while entering a turn out.
9. Coast the train as far as possible.
10. Check the MR pressure and BP pressure before approaching 500 m warning board.
11. Allow blowers to work for 10 min after stopping.
12. Drain out the moisture and check the coupling and temperature of axle boxes during
stoppage.
13. Make remark in the logbook for any attention to be carried out by shed staff.
14. Ensure MP, NR on 0 and LSGR is glowing before applying brakes.
15. Remove the MPJ (reverser handle) key, apply hand brake and secure the loco every time
while leaving the cab.
16. Before operating HOM, ensure physically whether the pantograph is lowered.
1.3 DONT'S FOR LOCO PILOTS
1. Do not exceed the current rating limit of traction motors.
2. Do not take notch before extinguishing of LSCHBA in SIV locos
3. Do not allow to blow the MR safety valve, when RGCP is not in service.
4. Do not operate the rotating switches when DJ in closed condition.
5. Do not leave the loco in energized condition.
6. Do not exceed the maximum permissible speed of the loco under any circumstances.
7. Do not operate the reverser handle (MPJ) when the loco is running.
8. Do not operate battery main switch (HBA) when the loco is in energized condition.
9. Do not stop the blowers, if the halt is for few minutes only.
10. Do not enter into HT compartment unless the loco is grounded.
11. Do not open the corridor doors without closing the cab windows, when blowers are working.
12. Do not allow your ALP to handle the loco.
13. Do not climb on to the loco roof without obtaining Power Block.
14. Do not adopt short cut methods as it may lead to serious consequences.
15. Do not attempt to move the Light Engine with both BIC in closed condition.
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1.4 LOCO FAILURE ON RUN WHILE WORKING

1. Try to clear the section as far as possible duly watching the MR gauge and BP pressure
gauge which should not drop below 5 kg/cm2 or stop the train at convenient place and apply
A-9 to emergency and do not release A9.
2. Apply SA-9 and hand brakes of the locomotive.
3. Place the skids/ wooden wedges and secure the loco.
4. Apply hand brakes of the formation as per G&SR.
NOTE: Sensitivity of the brake system demands on minimum brake pipe pressure reduction, 0.6
kg/cm² in 6 seconds for brakes to apply. If a train is stalled or comes to a halt for any
reason with coach brake pipe fully charged, no brakes will apply even if brake pipe
pressure reduces to '0' due to normal leakage in the system. Loco Pilot must therefore
ensure that brakes are applied by a positive act of placing A9 at Emergency, so as to
avoid rolling down of the train on its own on gradients.
1.5 CONTACTING TLC FOR ADVICE
1. Stop and secure the train where communication is available.
2. Find out the cause of the failure or trouble and give information to TLC of the concerned
division within 15 minutes.
3. After asking for relief or if train is detained for more than 15 minutes in midsection, protect
the train as per G & SR 6.03.
4. Act as per the instructions given by TLC.
Enter in the loco logbook, the location and time at which TLC is contacted.

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2. TROUBLESHOOTING OF WAG5, WAG7, WAP4, WAM4 &WAP1

2.1 General checking in case of DJ trips on line
If DJ trips on line with sudden drop of BP pressure, switch ON Flasher light immediately and act
as per G&SR and do the following.
1. Bring MP to ‘0’.
2. Open all BL switches.
3. Wait for LSGR to glow. If it does not glow, wait for 15 seconds, if still not glowing check
pantograph, if pantograph is lowered, troubleshoot for CCPT melting. If pantograph is in
raised condition, bring GR to zero manually.
4. Watch LSSIT in case of SIV locos, if it glows troubleshoot for it. Even if LSSIT not
glowing check for any fault lamp glowing in SIV panel (INT/EXT fault lamp)
5. Ensure air pressure in PR is above 6.5 Kg/cm².
6. Ensure battery voltage is above 85V in ARNO and 90 volts for SIV/FDCS locos.
7. Ensure all EM contactors are opened fully.
8. Check QLM first and other safety relays.(Locked indication for QLM)
« If safety relay target dropped, troubleshoot for DJ TRIPPING THROUGH
SAFETY RELAYS
If everything is found normal, try to reclose DJ and pick up the correct abnormal sign for the
following failures and troubleshoot.
1. Impossibility to close DJ (ICDJ)
2. No Tension
3. Operation A Ending (ARNO locos only)
4. Operation B - Part II
5. Operation B - Part I
6. Operation O
7. Operation I
8. Operation II
9. DJ tripping without any apparent cause (TWAC)
NOTE:
1. Safety relays may act at any stage. So before confirming the above failures ensure safety
relays and its targets are normal.
2. No tension may be experienced at any stage even during trouble shooting for other
failures. Do not panic.
3. Before troubleshooting, ensure PR pressure, if required switch ON, ZCPA.
4. Do not leave the train with loco brake (SA-9) alone. After stopping the train, both loco
and train brake should be applied by automatic brake valve (A-9).
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DJ TRIPPING THROUGH SAFETY RELAYS

QLM:
QLM is an over current relay provided in the feeding circuit to protect the main transformer from
over load. If it trips, it indicates that there is a serious fault either in the main transformer or in the
equipment connected to it such as GR, CGRs, RGR, transformer bushings and terminals etc. It is
set at 325 amps for WAM4, WAP1 & WAG5A while it is 450amps in WAG7 &.WAP4 Locos.
OIL TRAP CHAMBER

2.2 QLM alone acted with LOCKED indication
Action to be taken
a) Check the HT-2 compartment for any smoke, burning smell, fire and any presence of oil in
oil trap chamber, oil splashes from GR safety valve or TFR explosion vent underneath of the
locomotive through vent pipe.
b) Check the TFR oil and GR oil level for any abnormal increase.
c) Check roof bushing bars, TFR terminals A33, CGR-1, CGR-2, CGR-3 arc chutes, RGR,
RPGR, & A34 bushings, and ETTFP-1/2 & CAPTFP panel for any abnormality.
d) If there is no abnormality, reset the QLM target in clockwise direction once and resume
traction.
e) If there is any abnormality or QLM acts second time, DO NOT reset the relay target,
contact TLC make clear remark in log book.

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2.3 QLM acted along with QOP-1 /QOP-2 / QRSI-1 / QRSI-2

Action to be taken
a) Check the HT-2 compartment for any smoke, burning smell, fire or presence of any oil in
oil trap chamber, oil splashes from GR safety valve or TFR explosion vent underneath of
the locomotive through vent pipe.
b) Check the TFR and GR oil level for any abnormal increase.
c) Check roof bushing bars A33, A34 bushings, CGR-1, CGR-2, CGR-3 arc chutes, RGR,
RPGR, TFR terminals, ETTFP-1/2 and CAPTFP panel for any abnormality.
d) If there is any abnormality, DO NOT reset QLM relay target. Contact TLC.
e) If everything is normal in the feeding circuit, check the traction power circuits completely,
TFR terminals, RSI-1, RSI-2, line contactors, shunting contactors, SJs, J1, J2, QD-1, QD-
2, SL-1, SL-2, CTFs, Q20, C145, ATFEX, RC damping, voltmeters, ammeters and the
traction motors for any abnormality. If there is any abnormality, try to isolate the same. If
successful, reset the relay targets and resume traction. Otherwise contact TLC for further
instructions.
f) If there is no abnormality, reset QLM and other relay targets and resume traction.
g) If QLM acts second time along with other relays DO NOT reset the relay targets, contact
TLC for advice.
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QOP QRSI
QOP and QRSI RELAY WITH RED TARGET
2.4. QLM acted along with QLA or QOA in ARNO locos

Action to be taken
a) Check the HT-2 compartment for any smoke, burning smell, fire or any presence of any oil in
oil trap chamber, oil splashes from GR safety valve or TFR explosion vent underneath of the
locomotive through vent pipe.
b) Check TFR oil and GR oil level for any abnormal increase and CGR arc chutes, TFR
terminals, and roof bushing bars, RCAPTFWA & CAPTWA panel for any abnormality.
c) If there is any abnormality, DO NOT reset QLM target. Contact TLC.
d) If everything is normal in the feeding circuit, check the auxiliary power circuit (ARNO, all
auxiliary motors, CHBA, a0, a1, terminals, cab heaters ,cab AC,TFVT, C118, R118, Q30,
UA1, UA2, EM contactors, HVSI-1, HVSI-2 and cab 2 switch panel for any smoke, burning
smell, fire, high temperature or any abnormality. If anything found abnormal, try to isolate
that equipment. If successful, reset the relay targets and resume traction, otherwise contact
TLC.
e) If everything is normal, reset the both relay targets and resume traction.
f) If QLM drops second time with other relays, DO NOT reset the relay target contact TLC.

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QRSI-1 AND QRSI-2:

QRSI-1 and QRSI-2 are over current relays provided in the traction power circuits to protect the
equipment such as traction motors, SL, line contactors, volt meters ammeters, reversers etc., from
over current. These relays are set at 3600 amps for WAG5 and 4000 amps for WAG7 & WAP4
Locos.
When relay QLM or QRSI-1 or QRSI-2 or both energizes, its normally closed interlock will open
in MTDJ branch and trips DJ immediately with red target indication.
2.5 QRSI-1 tripped
Action to be taken
a) Check for any smoke, burning smell, flash/weld or any abnormality in
· RSI-1, SL-1,
· L1, L2, L3 J1, CTF-1, QD1 (in BA1 panel),
· TM 1,TM 2, TM 3, U1, U2, A3 and SJ,
· CTF2 in BA2 panel,
· CTF3, Q20 in BA3 panel.
If everything is normal reset the relay target and accelerate gradually, duly watching
ammeters. If anything found abnormal, try to isolate the same, otherwise contact TLC for
further instructions.
b) If QRSI-1 trips after long Interval, check the equipment as mentioned above.
c) If everything is normal, reset the relay target and resume traction.
d) If QRSI-1 is tripping frequently, inform TLC, check the equipment as mentioned above. If
there is no abnormality, isolate TM 1, reset relay, close DJ and resume traction. If QRSI-1
tripped again, isolate TM2 and TM3 one by one and try. If QRSI-1 is not tripping when
HMCS-1in 2 or 3 or 4, continue traction with that traction motor in isolated condition and
work with 5/6th of maximum permissible load.
e) If QRSI-1 is dropping in all positions of HMCS-1, normalize HMCS1 and place HVSI-1,
HVMT-1 and HVSL-1 on 0. Resume traction with 50% of the maximum permissible load
with normal current rating. If load does not permit contact TLC.
NOTE:
· In WAP-4 (without RB) and WAM-4 6P locos C145, ATFEX and CTFs are not provided.
· In WAG-7 and WAP-4 (with RB) locos C145 and ATFEX are connected in RSI-2 circuit.
· In WAG-5 locos C145 and ATFEX are connected in RSI-1 circuit.
· L1 to L6 are provided in BA3 panel in WAG5 loco
2.6. QRSI-2 tripped
Action to be taken
a) Check for any smoke, burning smell, flash/weld or any abnormality in
· RSI-2, SL-2,
· CTF-1 in BA1 panel,
· L4, L5, L6 J2, CTF2 QD2 in BA2 panel,
· CTF3 in BA3 panel,
· TM 4, TM5, TM6, U5, U6, A4, SJ.
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If everything is normal reset the relay target and accelerate gradually, duly watching
ammeters. If anything found abnormal, try to isolate the same, otherwise contact TLC for
further instructions.
b) If QRSI-2 is tripping after long Interval, check the equipment mentioned above.
c) If everything is normal, reset the target and resume traction.
d) If QRSI-2 is tripping frequently, inform TLC, check the equipment as mentioned above. If
there is no abnormality, isolate TM 6 first (since QD2 is not connected in TM 6), reset
relay, close DJ and resume traction. If QRSI-2 tripped again isolate TM5 and TM4 one by
one and try. If QRSI-2 is not tripping when HMCS-2 in 4 or 3 or 2 continue traction with
that traction motor in isolated condition and work with 5/6th of maximum permissible load.
e) If QRSI-2 is tripped in all positions of HMCS-2, normalize HMCS 2 and place HVSI-2,
HVMT-2, and HVSL-2 on 0. Resume traction with 50% of the maximum permissible load
with normal current rating. If load does not permit contact TLC.
NOTE:
· In WAP-4 (without RB) and WAM-4 (6P) locos - C145, ATFEX and CTFs are not
provided.
· In WAG-7 and WAP-4 locos C145 and ATFEX are connected in RSI-2 circuit.
QOP-1 AND QOP-2

These are earth fault relays provided in the traction power circuit to protect the equipment from
earth fault. Action of these relays indicate that there is an earth fault in the equipment such as RSI
blocks, traction motors, line contactors, reversers, ATFEX, CTF etc., or in the interconnected
cables.
When QOP-1 or QOP-2 relay acts, its normally closed interlock will open in the MTDJ branch
and trips DJ immediately and also a red target will drop in the relay.
2.7. QOP-1 tripped and target can be reset

Action to be taken
a) Check for any smoke, burning smell, flash/weld or any abnormality in transformer
terminals, RC damping panel, ATFEX,RSI-1,SL-1 (L1, L2, L3 J1, CTF-1,QD-1 in BA1
panel),T.M 1, 2, 3, U1,U2,A3,(CTF2 in BA2 panel),(CTF3,Q20 C145 in BA3 panel), SJ and
ammeter shunt. If everything is normal reset the relay target, if any abnormality found,
isolate the concerned equipment/circuit inform TLC and resume traction, otherwise contact
TLC for further instructions.
b) If everything is normal, try to reset the relay target and resume traction.
c) If QOP-1 trips further after long interval, every time check the equipment mentioned above.
If no abnormality, reset the target and resume traction.
d) If QOP-1 trips frequently isolate TM 1, reset QOP 1, close DJ and resume traction. If QOP1
trips again, isolate TM2 and TM3 one by one and try. If QOP-1 is not tripping when
HMCS-1 kept in 2 or 3 or 4, continue traction with that traction motor in isolated condition
and work with 5/6th of maximum permissible load.
If QOP-1 trips in all positions of HMCS-1, normalize HMCS-1 to 1 position and place
HQOP-1 in OFF position, reset target, resume traction and follow the precautions given
below.

11
Precautions to be followed when HQOP 1 kept in OFF.

Work the train up to destination duly deputing ALP for 5 minutes in corridor to watch
i.
for any smoke, burning smell, fire or any abnormality in HT compartment.
ii. LP/ALP to watch for any abnormality in SL and Traction motors.
iii. While resuming traction, if auto regression with LSP glowing is experienced, watch
the ammeters and troubleshoot for the same.
iv. Check TM for any banding failure at every stop.
v. Inform TLC and make an entry in the logbook.
e) If DJ trips again through QOP1 keep HOBA also in off, along with HQOP 1, reset the relay
target and resume traction Check the traction motors for any banding failure at every
stoppage.
2.8. QOP-2 tripped and target can be reset

Action to be taken
a) Check for any smoke, burning smell, flash/weld or any abnormality in transformer
terminals, RC damping panel, RSI-2,SL-2 (L4, L5, L6 J2, CTF-2 and QD2 in BA2
panel),Traction Motors 4, 5, 6, U5, U6, A4, (CTF3, Q20 and C145 in BA3 panel), SJ and
ammeter shunt. If everything is normal reset the relay target, and resume traction. If
anything found abnormal, isolate the same and work.
b) If QOP-2 trips further after long interval, every time check the equipment mentioned above.
If no abnormality, reset the target and resume traction.
c) If QOP-2 trips frequently, isolate TM 4, reset QOP 2, close DJ and resume traction. If QOP-
2 trips again, isolate TM5 and TM6 one by one and try. If QOP-2 is not tripping when
HMCS-2 kept in 2 or 3 or 4 position, continue traction with traction motor in isolated
condition and work with 5/6th of maximum permissible load.
e) If QOP-2 trips in all positions of HMCS-2, normalize HMCS-2 to 1 position and place
HQOP-2 in OFF position, reset target, resume traction and follow the precautions given
below
f) If DJ trips again through QOP-2, keep HOBA also in off, along with HQOP 2 reset the relay
target and resume traction. Check the traction motors for any banding failure at every
stoppage.
Precautions to be followed when HQOP 2 kept in OFF.
i. Work the train up to destination duly deputing ALP for 5 minutes in corridor to watch
for any smoke, burning smell, fire or any abnormality in HT compartment.
ii. LP/ALP to watch for any abnormality in SL and Traction motors.
iii. While resuming traction, if auto regression with LSP glowing is experienced, watch the
ammeters and trouble shoot for the same.
iv. Check TM for any banding failure at every stop.
v. Inform TLC and make an entry in the logbook.
NOTE:
· If relay QOP-1 or QOP-2 trips even after placing HQOP-1 or HQOP-2 in OFF, place
HOBA in OFF position along with HQOP-1 or HQOP-2.
· Do not use RB if QOP-1/ QOP-2 tripping during RB.
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2.9. QOP-1 trips and unable to reset

Action to be taken
a) Stop the train at the convenient place and check the traction power circuit no.1 for any
smoke, fire or any abnormality and check for any foreign body coming out through traction
motor vent mesh (i.e. banding failure).
b) If any foreign body or wires projecting out through TM vent mesh, inform TLC, isolate that
traction motor, both on positive and negative side, reset QOP 1, clear the block section with
speed not exceeding 15 Kmph and contact TLC for further advice.
c) If there is any abnormality in the traction power circuit, isolate the defective equipment and
try to reset the relay target. If the target is reset, close DJ and resume traction.
d) If the relay target does not reset, place HQOP-1 in OFF, reset QOP1, inform TLC and clear
section. (Isolate RSI-1 block and clear section if load and road permits).
e) After clearing section, stop and secure the train, trip DJ, lower pantograph, switch off HBA,
operate HOM and enter into the HT compartment.
f) Normalize HQOP-1 to ON and pack all the 3 negative bits (8, 10, and 12) in J1 and switch
ON HBA.
g) If QOP1 trips, the fault is not in traction motors, switch off HBA and remove all the 3
packed bits in J1, place HQOP-1 in OFF position, energize the loco and work further with
precautions as per 2.11(page no 16).
h) If QOP1 not trips, conclude the fault is within the traction motors (1 or 2 or 3).
i) Remove the packed 8th bit from J1 and if QOP 1 trips, conclude TM 1 is having earth fault,
again pack 8th bit and remove the packed 10th, 12th bit and keep HMCS 1 in 2 and work with
5/6th of the maximum permissible load.
j) If QOP 1 does not trip, remove the packed 10th bit, if QOP 1 trips, conclude TM 2 is having
earth fault, again pack 10th bit, remove the packed 12th bit and keep HMCS 1 in 3 and work
with 5/6th of the maximum permissible load.
k) If QOP 1 does not trip, after removing 8,10th bit, conclude TM 3 is having earth fault, retain
the packing in 12th bit and keep HMCS 1 in 4 and work with 5/6th of the maximum
permissible load.
Banding Failure

13
REVERSER
NEGATIVE SIDE ISOLATION OF TRACTION MOTOR IN REVERSER
BIT PACKING For isolating

a traction motor in
negative side, an insulating
sheet to be inserted
between the
corresponding reverser bit
and drum as shown by
keeping the reverser in
appropriate direction.
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CAM TYPE REVERSER
In case of cam type reverser, place MPJ in 0, switch off HBA, and ensure HQOP-1
in ON position and set reverser J1 in neutral position and switch ON HBA.
Note:
i. If QOP-1 is not resetting even when HQOP-1 kept in OFF, place HOBA also in OFF.
ii. If QOP-1 trips, inform TLC, place HQOP 1 in off and work the train up to destination
following precautions.
iii. If QOP-1 does not trip, (fault in TM), inform TLC, isolate RSI-I block, place HQOP 1 in
OFF and work the train further if load and road permits.
iv. If load and road does not permit, contact TLC and act as per his advice
CTF/REVERSER OF BHEL MAKE

15
2.10. QOP-2 trips and unable to reset

Action to be taken
a) Stop the train at the convenient place and check the traction power circuit no.2 for any
smoke, fire or any abnormality and check for any foreign body coming out through
traction motor vent mesh (i.e. banding failure).
b) If any foreign body or wires projecting out through TM vent mesh, inform TLC isolate
that traction motor, both on positive and negative side and clear the block section with
speed not exceeding 15 Kmph and contact TLC for further advice.
c) If there is any abnormality in the traction power circuit, isolate the defective equipment
and try to reset the relay target. If the target is reset, close DJ and resume traction.
d) If the relay target does not reset, place HQOP-2 in OFF, reset QOP2, inform TLC and
clear section. (Isolate RSI-2 block and clear section if load and road permits).
e) After clearing section, stop and secure the train, trip DJ, lower pantograph, switch OFF
HBA, operate HOM and enter into the HT compartment. Normalize HQOP-2 to ON and
pack all 3 negative bits (8, 10, 12) in J2 and switch ON HBA.
f) If QOP 2 trips, the fault are not with the traction motors switch off HBA and remove all
the packed 3 bits in J2, place HQOP-2 in OFF position, energize the loco and work further
with precautions as per 2.11.
g) If QOP 2 not trips, conclude the fault is with the traction motors (4 or 5 or 6).
h) Remove the packed 8th bit from J2 and if QOP 2 trips, again pack 8th bit and remove the
packed 10th, 12th bit and keep HMCS 2 in 2 and work with 5/6th of the maximum
permissible load.
i) If QOP 2 does not trip, remove the packed 10th bit, if QOP 2 trips, again pack 10th bit,
remove the packed 12th bit and keep HMCS 2 in 3 and work with 5/6th of the maximum
permissible load.
If QOP-2 does not trip, after removing 8th, 10thbit, retain the packing in 12th bit and keep
HMCS 2 in 4 and work with 5/6th of the maximum permissible load.
If relay QOP-2 not resetting even after placing HQOP-2 in OFF position, place HOBA also in
OFF along with HQOP-2 in OFF and try.
NOTE:
i. In case of cam type reverser, place MPJ in 0, switch off HBA, and ensure HQOP- 2
in ON position and set reverser J2 in neutral position and switch ON HBA.
ii. If QOP-2 trips, inform TLC, place HQOP-2 in off and work the train up to
destination following precautions.
iii. If QOP-2 does not trip, (fault in TM), inform TLC, isolate RSI-2 block, place
HQOP-2 in OFF and work the train further if load and road permits.
iv. If load and road does not permit, contact TLC and act as per his advice
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2.11. Precautions to be followed after keeping HQOP 1/2 in off position

1. Work the train up to destination duly deputing ALP for 5 minutes in corridor to watch for
any smoke, burning smell, fire or any abnormality in HT compartment.
2. LP/ALP to watch for any abnormality in SL and traction motors.
3. While resuming traction, if auto regression with LSP glowing is experienced, watch the
ammeters and trouble shoot for the same.
4. Check TM for any banding failure at every stop.
5. Inform TLC and make an entry in the logbook.
2.12. QOA trips, target can be reset
Action to be taken
a) Check the auxiliary power circuit equipment - all EM contactors, line voltmeters, cab 2
switch panel, Q30, cab heaters, cab AC, Notch repeater, C118, R118, ARNO, CHBA,
TFVT, HVSI-1, HVSI- 2, all auxiliary motors a0, a1 for any smoke, burning smell, fire,
high temperature or any abnormality. If anything found abnormal, try to isolate that
equipment and resume traction accordingly. If any abnormality found in auxiliary motor
place its concerned switch in ‘0’ position and ensure its contactor is fully opened condition.
b) If everything is normal, reset the relay target and resume traction.
c) If QOA trips after long interval check the auxiliary power circuit every time for any
abnormality and if everything is normal, reset the relay target and resume traction.
If QOA trips frequently, try to identify the occasion of QOA tripping.
i. If QOA trips while closing DJ, check ARNO, a0 a1, MVSI-1, MVSI-2, MVSL-1,
MVSL-2, MPH, HVSI-1, HVSI-2, HVSL-1, HVSL-2, HPH, C118, R118, CHBA,
Q30 and UA meters for any abnormality.
ii. If QOA trips while closing BLCP, check MCPs and C101, C102, C103 for any
abnormality.
iii. If QOA trips while closing BLVMT, check MVRH, MVMT-1, MVMT-2 and
contactors C105, C106, C107 for any abnormality.
iv. If any abnormality noticed, try to isolate the defective equipment and work
accordingly.
v. If unable to identify, place HQOA on 0 position and resume traction duly observing
the precautions as per 2.14.

17
2.13. QOA trips and unable to reset

Action to be taken
a) Check the auxiliary power circuit equipment - all EM contactors, line voltmeters, cab 2
switch panel, Q30, cab heaters cab AC, Notch repeater, C118, R118, ARNO, all auxiliary
motors, a0, a1 HVSI-1, HVSI- 2, CHBA,TFVT, for any smoke, burning smell, fire, high
temperature or any abnormality. If anything found abnormal, try to isolate that equipment
and resume traction accordingly.
b) If the target does not reset, check all EM contactors, if any EM contactor is in welded
condition separate it, reset the relay and If QOA reset, isolate the particular auxiliary motor.
c) If all EM contactors are normal, switch off BLRA in both cabs, remove CCRA1&2, CCVT
& CCSPM and isolate cab AC if provided and try to reset. If successful resume traction.
d) If unsuccessful place HPH, HVSL-1, HVSL-2, HVSI-1, HVSI-2 and HCHBA in 0 and try
to reset the relay target.
e) If QOA is reset, normalize switches one by one and If QOA trips after normalizing any
switch isolate it and normalize other switches and resume traction accordingly.
f) If QOA does not reset, normalize all the switches, place HQOA on ‘0’ position and resume
traction duly observing the precautions.
1. If QOA not resetting even after placing HQOA on ‘0’ place HOBA also in OFF
position and reset.
2. If any independent starting auxiliary motor is burnt, place concerned isolating switch
on ‘0’ and ensure its contactor opened fully and inform TLC.
2.14. Precautions to be followed after keeping HQOA in '0' position
1. Depute ALP for 5 minutes in the corridor while closing DJ and starting the auxiliaries to
watch for any smoke, burning smell, fire or any abnormality in the auxiliary power circuit
equipment.
2. Loco pilot to watch for any abnormality in EM contactors, switchboard, driving desk if he is
driving from cab2.
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3. Report the matter to TLC and make an entry in the loco logbook.
4. If QOA drops even after placing HQOA in ‘0’, Place HOBA also in OFF position, if
unsuccessful, contact TLC for further instructions.
2.15. QLA relay trips
Action to be taken
a) Check the auxiliary power circuit equipment for any smoke, burning smell, or fire (ARNO,
all auxiliary motors, CHBA, cab 2 contactors panel & switch panel).
b) If any abnormality is noticed in any equipment, isolate the same and try to resume traction.
c) If no abnormality, reset the relay target, close DJ and resume traction.
d) If QLA acts second time, check the auxiliary power circuit equipment for any abnormality.
If there is any abnormality or not, do not reset the relay target, contact TLC for further
instructions.
NOTE: QLA may also trip along with QOA or QLM.

19
3. TRIPPING FAILURES
3.1. Impossible to close DJ (ICDJ)

ABNORMAL SIGN:
While trying to re-close DJ, LSDJ remains glowing.
CAUSES:
1. Less battery voltage.
2. Less air pressure.
3. Q118 not energised.
6. C118 not closed (in ARNO loco).
7. MTDJ coil not energized.
Troubleshooting
Before troubleshooting, ensure the train is stopped at convenient place with A9 and SA9 in
applied condition, switch on ZCPA (for a maximum of 10min)
3.1.1. Less battery voltage
If battery voltmeter (UBA) indicates ‘0’ or less than 85 volts, find out the defective
battery and isolate the same.
NOTE:
If UBA indicates 0, first change additional CCBA in battery box no.1 and try.
3.1.2. Less air pressure
a) Keep ZPT on “0” and start the auxiliary compressor and build up air pressure to 6.5
kg/cm2. If MCPA is not working check the motor , CCBA, Battery voltage , terminals
of MCPA and ZCPA
b) If the pressure is not buiding up, check the drain cocks of CPA, RS, RDJ, Panto and
DJ oil separator are fully closed.
c) If the PR pressure is above 6.5 kg/cm2, ensure R1/RAL cocks are opened.
Identification of relays in de-energized condition
ABB/BBC/EEC Make : Plunger moves inside when relay is manually pressed.
WOMMA Make : N/O interlocks not closed at coil end.
COMAT Make : Yellow band not visible. (This relay cannot be energized
manually and can be wedged in energized condition only)
3.1.3. Q118 not energized
1. Ensure battery voltage is above 85volts in Arno / 90 volts in SIV/FDCS locos.
2. Ensure the pantograph is in raised condition. If it is lowered, troubleshoot for it.
3. Ensure C118, C105, C106 and C107 are fully opened. If any contactor is welded, rectify
the same.
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4. Ensure the relays Q44 and Q46 not in energized condition

5. Check GR is on '0' (LSGR is glowing).
6. If everything is normal, manually energise Q118.
Manual energisation of relay Q118 (except for comat make)

1. Close BLDJ and BLVMT, press Q118 manually and press BP2 DJ.
2. Release BP2 DJ after LSDJ, LSCHBA extinguishes and release Q118 after 30 seconds or
after all blowers started.
3. If DJ is closed and maintained, resume traction. Every time close DJ as above.
4. If DJ is closed but tripped after releasing Q118, wedge Q118 in energized condition and
work with precautions.
Note: Manual energisation of Q118 is not necessary in SIV locos
Precautions for wedging Q118
a) Before closing DJ ensure all EM contactors are opened.
b) While closing DJ ensure LSCHBA extinguishes, if not, release BLRDJ 4 seconds after
extinguishing of LSDJ to protect R118.
c) After closing DJ
1. Ensure C118 is fully opened
2. Frequently check the working of MVMT1, MVMT2, MVRH, MVSL1 and MVSL2 auxiliary
motors.
3. To ensure the working of MPH check TFR oil level & colour change or for any abnormal
rise.

21
4. Avoid quick regression of GR.

NOTE:
Method of wedging for different make of relays is mentioned in the wedging of contacts and
relays (chapter 8 page no 72 and 73),
3.1.4. Q45 not energized

Ensure BLDJ is closed, ZPT is in 1 position, glowing of LSGR, and SMGR drum is in 0.
1. Press and release BP1DJ gently, and then press BP2DJ/additional BLRDJ instead of
BLRDJ and try. If unsuccessful
2. Check CCDJ. If it is melted, renew the fuse.
3. Press BP2DJ and if Q45 still not energizing, once again check CCDJ, if melted second
time,
4. Keep HOBA in off, renew CCDJ and energize Q45 manually.
5. If once again the fuse is melted, renew the fuse and try from rear cab. If unsuccessful,
contact TLC.
6. Change ZPT to other position and try.
7. Rotate GR manually from 0 to 5 notches and back to 0 and try.
8. If unsuccessful, energize Q45 manually.
Manual Energisation of Q45

a) Ensure ZPT in 1 position, BLDJ on, GR in 0 and press Q45 and release after extinguishing
of LSCHBA.
b) If DJ closed, resume traction.
c) Every time close DJ, by manually energizing Q45 duly ensuring GR in 0.
3.1.5. Q44 not energized.

a) Ensure Q118, Q45 are energized, and LSGR is glowing.
b) Operate GR manually 0 to 5 and back to 0 and try to close DJ and resume traction.
c) If unsuccessful, manually energize Q44. (if Q 44 is COMAT type, manual energisation is
not possible).
Manual Energisation of Q44
a) Ensure BLDJ on, ZPT in 1 and depute ALP to watch RGR.

b) Press BP2DJ (to energize Q45) and press Q44 manually.
c) Release Q44 as soon as DJ is closed and release BP2DJ after extinguishing of LSCHBA.
d) If DJ holds, resume traction. Every time for closing DJ operate Q44 manually.
e) If unsuccessful contact TLC.
NOTE: Q44 should not be wedged.
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3.1.6. C118 not closed

a) Switch off HBA and check the C118 wire connections (wire Nos. 740 & B315). If they are
disconnected, try to connect them.
b) If wire connections are normal, check the flexibility of the contactor. If it is not moving
freely, try to rectify it. If failed, contact TLC.
c) Clean the interlocks of QCVAR and try. (EEC type only)
d) If DJ does not close, try from rear cab and clear section.
e) Ensure PR pressure if S118 is provided.(if any cut out cock is provided, ensure it is in open
condition) S118 is located BA3 panel/MC2 and QTD 100 will be provided in relay panel
f) If unsuccessful, contact TLC for further instructions.
NOTE: C118 should not be operated manually for closing DJ.
3.1.7. MTDJ coil not energized

a) Check QLM for locked indication and tap QOP1, QOP2 and QOA gently, if trips
troubleshoot for it.
b) In SIV locos check LSSIT/INTERNAL/EXTERNAL fault lamp is glowing. If glows
troubleshoot for it.
c) Ensure MR/PR pressure is above 6.5 Kg/cm², if pressure is less, switch on ZCPA till SS1
blows.
d) Ensure R1and RAL cut out cock open, if closed, open it and try.

23
e) Check C118 interlock wire connections (739 & 733) are intact.
If DJ does not close, gently tap VCB cover and QPDJ and try to close DJ.
f) If DJ does not close, place HQOA- 0, HQOP1 and HQOP2- OFF HOBA also in OFF
position and try.
g) If DJ is closed, after clearing the block section, open DJ, first normalize HOBA and then,
HQOA, HQOP1 & HQOP2 one by one and retain the defective one isolated and follow its
precautions.
h) If DJ not closed, drain out moisture and try, still DJ is not closing, contact TLC
Note: In FDCS loco place HOBA in off position and try.
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3.2. No Tension on Line

ABNORMAL SIGN
While reclosing DJ, LSDJ extinguishes, UA meter not deviate, no sound from auxiliaries,
LSCHBA remains glowing and DJ trips
A) Before releasing BLRDJ in ARNO locos
B) On releasing BLRDJ in SIV locos
CAUSES:
1. No supply in OHE.
2. OHE damaged due to derailment/infringement.
3. OHE wire cut.
4. Pantograph not touching the OHE properly.
5. Pantograph entanglement.
6. Roof bar cut.
7. Foreign body on loco roof.
8. VCB flexible shunt cut.
9. Abnormality in HT-2 compartment.
10. Open circuit in transformer windings.
Troubleshooting
a) If sudden BP Pressure drops and followed by no tension, switch ON flasher, stop the train
and check the formation. If any infringing is noticed with adjacent track, stop and protect
the train as per G & SR.
b) If BP Pressure is normal, check for any abnormality in the track ahead (Adjacent train
formation may be infringing the track). If so, stop the train immediately and act as per G
& SR.
c) If heavy flash is noticed while raising panto/closing DJ or no tension in Over Head
Equipment continues, lower both the pantographs, switch ‘ON’ the Loco flasher light and
control the speed (not exceeding 60 kmph at night) so as to be able to stop short of any
obstruction or stop the train close to first emergency telephone socket and communicate
with the TPC/TLC to know the reason for no tension in OHE. The crew should act
according to advice of control.
d) Check the roof equipment, if roof bar is cut or pantograph not touching OHE try with
other pantograph
e) If any foreign body on loco roof or cut in OHE immediately contact TLC
f) Check for any abnormality in HT-2 compartment if noticed inform TLC.
g) If everything normal, try to close DJ, if still no tension prevails, lower both pantograph
inform TPC/TLC and wait for 5 min.
h) Raise the working pantograph.
i) If heavy flash is noticed while raising pantograph/closing DJ, lower pantograph and
contact TLC.
j) If after raising pantograph with choo sound but still no tension tripping is experienced it
25
may be due to VCB flexible shunt cut or cut in transformer windings. Inform TLC
k) If everything is normal and power restored, resume traction.
Note:
1) The LP should pass the detailed information to TPC/TLC regarding the condition of heavy
spark while raising pantograph or while closing DJ or no tension indication with minor spark
with ‘choo’ sound for arranging relief loco.
2) If LP experiences continuous no tension for more than 3 minutes follow SR17.09 (VII) (1)
(ii)
3.3. Operation A Ending (in Arno loco only)
ABNORMAL SIGN
While reclosing DJ, LSDJ extinguishes, UA meter deviates, LSCHBA not extinguishes and DJ
trips before releasing BLRDJ.
CAUSES:
Defective ARNO or defective QCVAR.
Troubleshooting
a) Check for any smoke, burning smell, fire or any abnormality from ARNO and relay
QCVAR. If there is any abnormality, contact TLC for advice.
b) If there is no abnormality, place HQCVAR on 0.
c) Close DJ and release BLRDJ/Additional BLRDJ/BP 2DJ promptly 4 seconds after
extinguishing of LSDJ (LSCHBA will not extinguish).
d) If DJ holds, check the charging of battery in CHBA ammeter and working of ARNO
frequently on run.
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NOTE: Check the BA voltage frequently, in DJ open and closed condition to ensure the
working of CHBA.
3.4 Operation B – Part II
ABONRMAL SIGN: DJ tripping immediately on releasing BLRDJ
CAUSES:
1. Defective Q30.
2. Less OHE voltage. (Below 17.5 KV)
Q 30 relay is defective or its normally open interlock in Q44 branch is defective.

DJ will trip immediately on releasing of BLRDJ
Troubleshooting
a) Close DJ and hold BLRDJ, observe UA meter, if it is below 17.5KV inform TLC.
If OHE voltage is above 17.5 KV and DJ holds for more than 10 sec release BLRDJ, if DJ trips
it indicates defective Q30.
b) Stop and secure the train, lower pantograph, switch off HBA and Loop wire no. 700 and
717 on back of Q30 relay in non-modified cab, close DJ and resume traction duly watching UA
meter and open DJ, when UA meter needle drops below 17.5 KV or on hearing decreasing sound
of auxiliary motors.
c) In modified locos it is not possible to loop wire 700 and 717, remove Q30 from its socket
and wedge Q45 in energized condition and work onwards and follow the precautions.

27
Q45 wedging precautions

Q45 to be wedged only after removing Q30 relay
Do not wedge Q45 when ‘A ending’ trouble exists
1. Ensure GR is on 0 before closing DJ.
2. DJ will close as soon as BLDJ is closed. So whenever DJ trips immediately open BLDJ.
3. At neutral section close BLDJ at DJ closing board only.
4. After closing DJ, ensure OHE voltage is above 17.5 KV. If it drops below 17.5Kv, open
DJ immediately.
5. Check the working of MVSI-1 & MVSI-2 frequently on run.
6. Do not use RB.(If RB is applied BP pressure will drop through IP valve)
7. Make entry in the log book if Q30 is removed and inform TLC.
NOTE: After switching on HBA, Q118 and Q44 will chatter. Press BLDJ to close DJ. After DJ
is closed, chattering will stop.
3.5. Operation 'B' Part – I
ABONRMAL SIGN:
After extinguishing LSCHBA DJ trips (5.6 seconds)
CAUSES:
1. MVSL-1 not working or defective QVSL-1.
2. MVSL-2 not working or defective QVSL-2.
3. MPH not working or defective QPH.
4. Defective QCVAR N/O interlock (in ARNO locos only).
Troubleshooting
a) Stop the train at convenient place.
b) Place HVSL-1 & HVSL-2 on `3' position and HPH & HQCVAR on ‘0’ position.
c) Close DJ, release BLRDJ and wait. If DJ trips normalize the switches HVSL-1, HVSL2,
HPH & HQCVAR and wedge Q118 in energized condition, work onwards observing Q118
wedging precautions.
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d) If DJ holds, get down from the loco check the working of MVSL-1 & 2 by feeling adequate
air flow from VSL1and VSL2 outlet.
e) If there is no air flow from VSL1, place by HVSL-1 HVMT-1, HVSI-1 & on 0 to isolate
RSI-1 and work onwards with 50% of maximum permissible load with normal current
ratings. Inform TLC.
f) If there is no air flow from VSL2, isolate RSI-2 by keeping HVSL-2, HVMT-2, HVSI-2 and
on '0' and work onwards with 50% of maximum permissible load with normal current
ratings. Inform TLC.
g) If MVSL-1 and MVSL-2 are working normal, trip DJ, place HPH in '1' position and close DJ
and wait. If DJ trips, keep HPH in '0' and normalize other switches. Inform TLC, clear
section with starting current of 920 amps for 5 min and continuous current of 500 amps duly
watching the TFR oil level.
h) If DJ holds, clear the block section with normal current rating duly watching the working of
SL blowers. After clearing section inform TLC and find out the actual cause as given below.
i) Open DJ, place HVSL-1 on 1 position, close DJ and wait.
j) If DJ trips, QVSL-1 is defective. Place HVSL-1 on '3', normalize the other switches and
work onwards duly watching the working of VSL-1 blower.
k) If DJ holds, open DJ, place HVSL-2 on 1 position, close DJ and wait
l) If DJ trips, QVSL-2 is defective. Place HVSL-2 on 3, normalize the other switches and work
onwards duly watching the working of VSL-2 blower.
m) If DJ holds, QCVAR N/O interlock is defective. Retain HQCVAR in ‘0’ and work onwards
duly watching the working of ARNO.
NOTE:
1. If both MVSL-1 and MVSL-2 are not working, contact TLC.
2. If MPH equalizing pipeline is leaking, stop the train, open DJ, take safety measures and try
to arrest the leakage with insulation tape or by some other means. If the leakage is stopped,
energize the loco and resume traction. Otherwise trip DJ place HPH on ‘0’, ensure the TFR
oil level above 15° C mark, clear the block section with the restricted current and contact
TLC for advice.
3. If MPH equalizing pipe line is broken, stop the train, open DJ, take safety measures and
crush the copper pipe at both ends with help of cutting-pliers and ensure that there is no oil
leakage. Place HPH on ‘0’, ensure the TFR oil level above 15° C, clear the block section
with restricted current and contact TLC for advice

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MPH equalizing pipe is running between Transformer oil conservator and MPH
3.6. Operation O
ABNORMAL SIGN:
After closing BLVMT DJ trips within 15.6 seconds
CAUSES:
1. MVRH not working or defective QVRH.
2. MVMT-1 not working or defective QVMT-1.
3. MVMT-2 not working or defective QVMT-2.
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Troubleshooting
a) Place HVRH, HVMT-1 and HVMT-2 on 3 position and close DJ, close BLVMT and wait
for 15.6 seconds.
b) If DJ trips, wedge relay Q118 in energized condition, normalize HVRH, HVMT-1&
HVMT-2 close DJ and resume traction duly observing the precautions for wedging Q118
relay.
c) If DJ holds, check the working of MVRH, MVMT-1 & MVMT-2.
d) If all the 3 blowers are working normal, inform TLC, resume traction, and find out the
actual trouble whenever time permits as given below.
e) Open DJ, place HVRH on 1, close DJ, close BLVMT and wait.
f) If DJ trips QVRH is defective, place HVRH on 3 and normalize other switches, work
further duly watching the working of MVRH.
g) If DJ holds, open DJ, place HVMT-1 on 1, close DJ, close BLVMT and wait.
h) If DJ trips, QVMT-1 is defective. Place HVMT-1 on 3 and normalize HVMT-2, work
further duly watching the working of MVMT-1.
i) If DJ holds, QVMT-1 is normal and the fault is with QVMT-2. Retain HVMT-2 as it is on
3 position and work further duly watching the working of MVMT-2.
j) If MVRH is not working, place HVRH on 0, ensure C107 is fully open. Ensure HPH in 1.
k) Inform TLC, clear section within 5 notches or wedge Q118 with starting current of 920A
for 5 min and continuous current of 500A duly checking transformer oil level and colour.

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l) If MVMT-1 is not working, place HVMT-1, HVSL-1 and HVSI-1 in 0, ensure C105 is
fully open and work onwards with 50% of maximum permissible load with normal
current ratings. Inform TLC.
m) If MVMT-2 is not working, place HVMT-2, HVSL-2 and HVSI-2 in 0, ensure C106 is
fully open and work onwards with 50% of maximum permissible load with normal
current ratings. Inform TLC.
n) If both MVMT-1 and MVMT-2 are not working contact TLC.
3.7 Operation - I
ABNORMAL SIGN:
DJ trips immediately after taking first notch.
CAUSES:
1. CCPT melting on first notch.
2. Sluggish operation of SMGR.
3. MVSI-1 not working or defective QVSI-1.
4. MVSI-2 not working or defective QVSI-2.
Troubleshooting
a. Ensure LSGR is glowing and pantograph is raised and BP is normal.
b. If LSGR is not glowing and pantograph also lowered condition, renew the CCPT and
resume traction.
c. If CCPT melts again after taking first notch, place HOBA in OFF position and renew the
fuse. If once again CCPT melts, renew the fuse, clear section with manual control of GR.
d. If CCPT is intact, Place HVSI-1 and HVSI-2 on 3 position, close DJ.
e. Check the working of MVSI-1 and MVSI-2.
f. If both MVSI-1 and MVSI-2 are not working, contact TLC for further instructions.
g. If MVSI-1 is not working, isolate RSI-1 block, by keeping HVSI-1, HVMT-1 & HVSL-1
on ‘0’ and resume traction with 50% of maximum permissible load with normal current
rating.
h. If MVSI-2 is not working, isolate RSI-2 block, by keeping HVSI-2, HVMT-2 & HVSL-2
on ‘0’ and resume traction with 50% of maximum permissible load with normal current
rating.
i. If MVSI-1 and MVSI-2 are working, take one traction notch.
j. If DJ trips, it indicates sluggish operation of SMGR. Normalize HVSI-1 and HVSI-2
keep MP in N and clear section with manual control of GR with a speed restriction of 40
kmph. After clearing the block section, stop the train and drain out the moisture from
MR/ CR/AR and GR board pipeline and try.
k. If DJ does not trip, resume traction and troubleshoot as follows whenever time permits.
l. Stop the train, Open DJ, place HVSI-1 in 1 position, close DJ, and take one notch.
m. If DJ trips QVSI-1 is defective, place HVSI-1 in 3, normalize HVSI-2 and work further
duly watching the working of MVSI-1 frequently.
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n. If DJ holds, QVSI-2 is defective, retain HVSI-2 in 3 and work further duly watching the
working of MVSI-2 frequently.
3.8. Operation - II
ABNORMAL SIGN:
After taking 6th notch DJ trips after 5.6 seconds.
CAUSES:
1. C107, C105 and C106 are not closed.
2. C107 or C105 or C106 is not closed.
3. Both C105 and C106 are not closed due to defective QTD 105.
4. All EM contactors are not closed due to CCA melted or Q100 not energized.
5. C107, C105 & C106 closed but their N/O interlocks are defective.
Troubleshooting
C107, C105 and C106 are not closed
a) If C107, C105 andC106 and are not closing, take one notch and see whether the contactors
are closing (in Arno locos). If successful, resume traction.
b) If C107, C105 andC106 not closing, ensure HVRH, HVMT-1 and HVMT-2 in 1 position. If
the switches are in 1 position, place them in position 3, close BLVMT and try.
c) If unsuccessful, inform TLC, if load and road permits clear section within 5 notches or
wedge Q118 in energized condition with starting and continuous current of 500/500 amps.

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C107 or C105 or C106 not closed.

If C107 alone not closed
a) Ensure HVRH in 1 position. Change to 3rd position and try. If C107 is closed, work further
and frequently check working of MVRH.
b) If C107 is not closed, retain HVRH on 3rd position, open DJ, switch off HBA and wedge
C107 and follow wedging precautions.
If C105 alone not closed
a) Ensure HVMT-1 in 1 position. Change to 3rd position and try. If C105 is closed, work
further and frequently check working of MVMT-1.
b) If C105 is not closed, retain HVMT-1 on 3rd position, open DJ, switch off HBA and wedge
C106 alone not closed
a) Ensure HVMT-2 in 1 position. Change to 3rd position and try. If C106 is closed, work
further and frequently check working of MVMT-2.
b) If C106 is not closed, gently tap QTD106 and try.
c) If C106 is not closed, retain HVMT-2 on 3rd position open DJ, switch off HBA and wedge
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C105 and C106 both are not closed

a) If C105 and C106 both are not
closed, gently tap QTD105 and
try.
b) If unsuccessful, open DJ, switch
off HBA, keep HVMT-1 on 3rd
position and wedge C105 with
precautions and check whether
C106 is closed. If closed, resume
traction duly watching the
working of MVMT-1 on run.
c) If C106 is not closed, tap QTD
106 and place HVMT-2 in 3rd
position and try, if still not
closed, isolate RSI-2 block by
keeping HVSI-2, HVMT-2 &
HVSL-2 on ‘0’ and work with
50% of maximum permissible
load with normal current ratings.
Before wedging EM contactor, trip DJ, lower pantograph, close IP COC, switch OFF HBA and
ensure its switch in 3rd position
All EM contactors are not closed

a) Check B conk provided below switch panel in cab 2 is properly fixed.
b) Check the relay Q100/QTD100. If not energized, check CCA. If CCA intact,
c) Wedge Q100/QTD100 in energized condition and resume traction.
d) If Q100/QTD100 is wedged, switch ON BLCP and BLVMT with 5 seconds delay after
extinguishing of LSCHBA.
Note: In some loco when Q100 is wedged, if DJ trips, while reclosing ICDJ will
experience due to C107, C105, and C106 in closed condition. Switch off HBA and ON
and then reclose DJ.
e) If CCA melted, follow the procedure given below.
3.9 Troubleshooting procedure for CCA melting
If CCA melted,
Check for any smoke or smell in
a) All EMC coils
b) All VEUL’s
c) VEAD
If any abnormality, isolate the same and renew CCA and work further accordingly. If any smoke
in VEUL or VEAD remove coil connections.
35
If no abnormality, remove CCLSA, CCAD and place HAD in 0, wedge Q119 in de-energized
condition and renew CCA and switch ON BLCPD instead of BLCP. If all EMC are not closing,
once again check CCA.
If CCA melts again place HOBA in OFF and try.
If CCA melts even HOBA in OFF position , wedge 2 CP contactors (in Arno locos only) and
clear section with 500/500 amps within 5 notches or if more than 5 notches is required wedge
Q118 and work the train duly following the precautions mentioned in P.20.
After clearing section, stop the train, take safety precautions and remove the wedges.
1) Renew CCA and close DJ, If CCA melts while switching on BLCP, (preferably HCP in
single position individually) change the HCP position and renew CCA and resume
traction.
2) If MCP contactors are closing, switch ON BLVMT.
If CCA melts due to C107 coil defect,
Keep HVRH in 0.
Wedge C107 and renew CCA.
3) If CCA melts due to C105 coil defect,
Keep HVMT-1 in 3,
Remove wire 505 from C105 coil and insulate and secure.
4) If CCA melts due to C106 coil defect,
Keep HVMT-2 in 3.
Remove wire 510 from C106 coil and insulate and secure.
5) If CCA melts during RB, Do not use RB and do not press PVEF to avoid CCPT melting.
6) In SIV Loco, If CCA melts while switching on BLCP, change the HCP position, renew
CCA and resume traction.
7) In SIV Loco, If CCA melts while switching ON BLVMT, renew CCA, and do not switch
ON BLVMT, wedge C107, C105, and C106 contactors.
8) Ensure HVRH, HVMT1and HVMT2 in 1 position for operation ‘O’ tripping if exists.
Note:
Precautions to be followed for wedging EMC.
1) In SIV Loco, in midsection if CCA melts even HOBA in off, do not wedge MCP
contactors. Contact TLC.
2) In case of WAM4 locos and where Q100 is not available, check the wires 089 & 100 on
C118 chronometric interlock and operate C118 manually after taking safety precautions.
If successful, resume traction. In C118 contactor, chronomatic interlock is provided
between wire nos.89 & 100 is shown in figure below.
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C107, C105 & C106 closed but their N/O interlocks are defective.
Place HVMT-1 & HVMT-2 on 3rd position and take 6thnotch. If DJ trips, normalize
HVMT-1 and HVMT-2 wedge Q118 in energized condition and resume traction following
precautions.
If DJ not tripping on 6th notch, trip DJ, place HVMT-1in 1 and take 6th notch
If DJ trips change HVMT1 in 3rd position and work up to destination, frequently check the
working of MVMT-1. Normalize HVMT-2
If DJ does not trip retain HVMT-2 in 3rd position and work up to destination, frequently check the
working of MVMT-2.
WEDGING OF ELECTRO MAGNETIC CONTACTORS
A. General instructions.
1. Try to clear the block section by coasting or with lower notches or stop the train at a
convenient place.
2. Build up maximum pressure in MR and PR (if possible).
3. Open DJ, lower pantograph and switch OFF HBA.
4. Check the flexibility of the contactor and ensure its flexible shunts are intact properly.
5. Check the fixed and movable contacts are making proper contact when it is operated
manually.
6. Wedge the contactor with a suitable wedge.
7. After wedging ensure that all the three contacts closed fully.
8. Inform TLC and enter in loco logbook.

37
NOTE:
1. Either 2 MCP contactors or 1 blower contactor can be wedged in Arno locos.
2. All the three blower motor contactors (C107,C105,C106) can be wedged in SIV
locos.
3. Do not wedge MCP contactor in SIV locos.
4. After wedging EM contactor, ALP should ensure the concerned auxiliary motor is
working when DJ is closed. If not working appraise LP to open DJ immediately,
remove the wedge after taking safety precautions and isolate that motor and work
accordingly.
3.10. DJ tripping without any apparent cause (TWAC)
ABNORMAL SIGN:
DJ tripping during coasting or progression/regression.
CAUSES:
1. Action of safety relays without target.
2. Pantograph not making contact with OHE at times.
3. Poor contact of fuses CCPT, CCDJ, CCA.
4. Sluggish operation of SMGR.
5. Chattering of relays Q118 and Q44.
6. Loose contact of BL switch interlocks.
Troubleshooting
a) Gently tap the safety relays. If all relays are normal, place HQOA on 0, HQOP-1 & HQOP-
2 and HOBA in OFF position. If successful, resume traction with precautions.
b) Change the pantograph and try.

c) Check the fuses CCPT, CCDJ & CCA for any slackness or rise in temperature. If so change
the fuse, tighten the fuse cap properly and resume traction.
d) Ensure SMGR pressure between 2.5 - 3.5 Kg/cm² and try to work by notch by notch
progression/ regression.
e) If unsuccessful, clear section by manual control of GR with 40 Kmph and contact TLC
f) If unsuccessful, wedge Q118 in energized condition and resume traction with precautions
mentioned in P.20.
g) For Q44 chattering, Place HVSI-1 and HVSI-2 in ‘3’ position and try.
h) If unsuccessful, normalize all the above switch position, lock and unlock BL and try if
unsuccessful, change the cab and clear section by rear cab driving.
i) If unsuccessful contact TLC.
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4. TRACTION FAILURES
4.1. Total Loss of Tractive Effort without GR progression
ABNORMAL SIGN
When MP is moved from N to ‘+’, or When BPP is pressed with MP in ‘N’ position if
LSGR not extinguishing.
Notch repeater not deviating.
Traction ammeters not deviating.
Loco not moving.
CAUSES:
1. Q50 not energized (LSB glows).
2. Q51 energized.
3. Q52 energized.
4. Poor contact of MP conks.
5. ZSMS not in proper position.
6. ZSMGR not in 6 clock position.
7. Less SMGR pressure.
8. GR struck up in 0.
Troubleshooting
4.1.1 Q50 not energized when MPJ in F/R (LSB glowing)
Note. In FDCS loco place HOBA in off position and try.
a) Ensure MP on 0, If LSB is glowing, take one notch if progression takes place, ignore LSB
and resume traction.
b) If unsuccessful operate MPJ forward/reverse 2 or 3 times. If LSB extinguished, resume
traction
c) If LSB not extinguished (Q50 not energized), open DJ, operate BL key 2 or 3 times and
close DJ. Ensure MPJ in forward, if LSB extinguishes resume traction.
d) If still Q50 not energized, keep MPJ in required position, trip DJ, switch off HBA take
safety precautions.
Ensure J1, CTF-1, in BA-1 panel
J2, CTF-2, BA-2 in panel
CTF-3, C145 open in BA-3 panel as per MPJ position.
For cab-1 leading, manually operate J1, J2 handles and ensure in upward position.
For cab-2 leading, manually operate J1, J2 handles and ensure in downward position.
e) Ensure all CTF handles in upward position for traction.
f) C145 open condition (can be ensured by LSC145 in extinguished condition if provided).

39
LSC 145 in relay panel

If LSC145 is glowing, do not wedge Q50 relay.
In WAP4 Locos in addition to the above items, check all line contactors are fully opened.
g) Close DJ, if Q50 still not energized, wedge Q50 in energized condition and resume
traction with precautions.
h) If unsuccessful, clear the block section with manual control of GR with maximum speed
of 40 Kmph and contact TLC and act as per his instructions.
NOTE:
In WAG7/WAP (RB) locos, if C145 closed condition/welded condition or heavy leakage in
CTF-3/C145, close EP-3 cut out cock and work without using the RB. (Ensure C145 is
open).
Reverser struck up in ‘neutral’ position even after moving the MPJ to forward direction.
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Manual operation of the reverser

Precautions to be followed after wedging Q50
a) Whenever MPJ position is changed, ensure both reversers handles are set to required direction
before taking notch.
b) Whenever DJ trips on notches, bring MP to 0 for GR to come to 0 before reclosing DJ.
c) Take few notches and ensue all meters are deviating in both cab.
d) Do not use RB.
4.1.2 Q51 energized
1) With Auto Flasher Indication (PR 2 energized)
a) Ensure BP pressure AFI readings are normal.
b) If BP pressure dropped troubleshoot for it.
c) If BP pressure is normal, still AFL working, remove CCLSA and work without AFL
d) If unsuccessful, wedge PR1 in energized and work the train.
e) Bring MP to 0 whenever BP pressure drops.
Note: In some locos, if CCLSA is removed VCD cannot be acknowledged through A9, SA9
2) Without Auto Flasher indication (QRS de-energized)

a) If pilot lamps are not glowing and (BP pressure drops to 0 in CCLS modified loco), renew
CCLS and ensure QRS energized.
b) If CCLS is intact ensure RGEB cut out cock open
c) Apply A9 to emergency position and then to release position and try.
d) If still QRS not energized wedge QRS in energized condition.

41
e) If QRS is wedged, bring MP to 0 before applying A9 to emergency, Watch BP gauge if

BP pressure drops for any reason bring MP to ‘0’
NOTE: When PR2 and QRS are normal, still Q51energized, get permission from TLC, wedge
Q51 in de-energized condition and follow precautions.
After wedging Q51, frequently watch Q51 for any overheating.
Regress the notch
a. When TM over voltage buzzer sounds.
b. When LSP glows.
c. When BP pressure drops automatically.
d. Before applying A9 to emergency bring MP to ‘0’.
3. ZSMS not in proper position
Try through MP and EEC in both positions of ZSMS.
4. ZSMGR not in proper position/ less air pressure to SMGR.
Ensure ZSMGR handle in 6 ‘0’ clock position and operate two or three times and ensure the
PACCO switch is in lifted condition.
a) Check SMGR pressure for any air leakage. If SMGR pressure is below 2.5 Kg/cm² or air
leaks from SMGR, clear section with manual control of GR and contact TLC.
b) Rotate GR 0-5 manually and bring back to 0 and try.
5. Poor contact of MP conks.
Check MP conks for proper fittings.
If everything is found normal, still GR is not progressing, clear section with manual control of
GR.
After clearing section drain out the moisture and try.
If unsuccessful, contact TLC.
NOTE:
1. In some locos, ZSMS position 0 for MP operation and 1 for EEC operation.
2. In modified ZSMS provided locos, ZSMS position 1 for MP operation and 0 for
MP&EEC operation.
4.2. Total loss of tractive effort with GR progression
ABNORMAL SIGN
LSGR extinguished, GR progressing, NR deviating but traction ammeters not deviating
and loco not moving.
CAUSE: Line contactors not closed.
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Troubleshooting
1. Ensure the positions of HVSI-1, HVSI-2, HVMT-1and HVMT-2 are in 1 or 3.
2. Open DJ, operate BL key 2 or 3 times, close DJ and try.
3. Operate all CTF handles 2 or 3 times and ensure its handles are in upward position for
traction.
4. Ensure EP1, EP2 cut out cock are in open condition.
5. Check any air leakage in the pipe leading to BA-1& BA-2 panel, try to arrest the same and
try.
6. If unsuccessful, try from rear cab, otherwise contact TLC.
4.3. Auto regression with LSP glowing
CAUSES:
1. Train brakes not released or wet rail /oil substance on the rails.
2. Line contactors L2 or L3 or L4 or L5 is opened.
3. Whenever any shunting contactor is welded or not closing while operating MPS.
4. Slipped pinion or locked axle.
Troubleshooting
1) Ensure BP pressure is 5.0 kg/cm2and no brake binding. Apply sander and try.
2) If unsuccessful, take one notch and observe A3 in cab 1 and A4 in cab 2
a) If A3 is over shooting/ not deviating (L3 not closed), place HMCS-1 on 4 and resume
traction.
b) If A4 is overshooting /not deviating (L4 not closed), place HMCS-2 on 2 and resume
traction.
c) If both ammeters are not deviating, place HMCS-1 on 4 & HMCS-2 on 2 position and
resume traction.
d) If both ammeters are deviating, place HMCS-1on ‘3’ and try.
e) If unsuccessful, normalize HMCS-1, place HMCS-2 on’3’ and try to resume traction.
f) If unsuccessful, place both HMCS-1 & HMCS-2 on ‘3’ position and resume traction
g) Contact TLC if loco is unable to haul when TM s are isolated.
h) If deviation of ammeters cannot be seen due to auto regression during MP / EEC
operation, take notches by manual control of GR and observe A3 and A4.
3) While operating MPS, if auto regression takes place, avoid field weakening.
4) If auto regression takes place, to find out slipped pinion, stop the train and apply brakes.
Take one notch and depute ALP to observe for any spinning noise or rotation of traction
motor pinion.

43
If any one of the traction motor pinion rotates (spinning noise is heard), isolate the
corresponding traction motor and try to clear section. Otherwise contact TLC.
Auto regression due to locked axle, stop the train, detach the loco from formation as per G
& SR, depute ALP to observe whether all wheels are rotating freely when loco is moved.
If any wheel is not rotating, contact TLC.
4.4. 1st notch auto regression without LSP

Abnormal sign
GR progress to 1 notch and returns to 0 without LSP glowing
CAUSES:
1. Rear cab BL not locked properly or unlocked on run (other than FDCS locos).
2. VCD acted or malfunctioning.
3. BPR defective (in modified ZSMS).
Troubleshooting
Rear cab BL not locked properly
a) Trip DJ and lower pantograph and remove BL key, if pilot lamp remains glowing, it
indicates rear cab BL is unlocked. Try to lock the rear cab BL.
b) If unable to lock the rear cab BL, work the train,
i) In non-modified ZSMS provided locos wedge Q118 with EEC operation and follow the
precautions mentioned in P.20.
ii) In modified ZSMS, clear section by manual control of GR. And contact TLC.
c) After removing BL key, if pilot lamps are not glowing troubleshoot for VCD and BPR.
d) If VCD acted, reset VCD. If VCD malfunctions isolate VCD by placing HVCD in ‘0’ or by
pressing the bypass switch, if unsuccessful disconnect VCD control cables after taking
safety precautions.
e) Press and release BPR few times and ensure BPR in release position and try. If BPR not
releasing place ZSMS in 1 position and work onwards in MP only(EEC operation not
possible)
4.5. Partial loss of tractive effort (PLTE)
ABNORMAL SIGN
Poor engine hauling
CAUSES
1) L1 or L6 not closed.
2) One bogie isolated.
Troubleshooting
a) Ensure HMCS-1 and HMCS-2 is in 1 position.
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b) Check for any air leakage from L1 and L6. If there is any air leakage, try to arrest the
same and resume traction. If there is no air leakage.
c) If U1 not deviate, place HMCS-1 on 2 and work accordingly
d) If U6 not deviate, place HMCS-2 on 4 and work accordingly
e) If A3,U1,U2 are not deviating, ensure both HVSI-1and HVMT-1 in 1 or 3 position,EP1

cut out cock open.
f) If A4,U5,U6 are not deviating, ensure both HVSI-2and HVMT-2 in 1 or 3 position ,EP2
cut out cock open.

4.6 CCPT melting after HOBA in OFF.
Abnormal sign
1) DJ trips.
2) Pantograph lowers.
3) GR will not come to 0 and LSGR will not glow, GR in notches.
4) BP pressure drops to 0(in non-modified locos).
5) In FDCS locos, in addition to above all pilot lamps will not glow and main unit will not
work.
Troubleshooting
Stop the train at convenient place, keep ZPT-0, MPJ-0 and HBA-off and renew
CCPT, if again melts remove VCD cable, place HOBA in OFF and renew the CCPT. Even after
HOBA in OFF, if CCPT melts troubleshoot as follows.
1. While switching ON HBA.

2. While raising pantograph.
3. While moving MPJ to Forward or Reverse.
4. While moving MP from 0 to N.
5. During progression or regression.
6. While taking 6th notch.
7. While operating MPS,
8. When MP moved to ‘P’ Position.
9. When pressing PVEF.
10. While pressing BPSW.

45
1.CCPT MELTS WHILE SWITCHING ON HBA- in non-modified locos, check IP valve, if

smoke from IP coil remove its wire connections and renew CCPT, if unsuccessful contact
TLC.
2. CCPT MELTS WHILE RAISING PANTOGRAPH:-

1. Try with other pantograph / rear cab.
2. If unsuccessful contact TLC.
3. CCPT MELTS WHILE PLACING MPJ TO FORWARD or REVERSE:-

1. Check J1, J2, CTF1, CTF2 and CTF3 coils for smoke.
2. If any smoke remove the wire connections & insulate.
3. Operate the same equipment manually to required directions & resume traction, if
unsuccessful try from rear cab.
4. CCPT MELTS WHILE MOVING MP FROM O TO N:-

1. Check the L1 to L6 coils for any smoke after taking safety precautions.
2. If any coil burnt isolate the same by changing HMCS.
5. CCPT melts while during progression or on regression:-
1. Clear section by manual control of GR.
6. CCPT MELTS WHILE TAKING 6TH NOTCH: - Clear section with 5 notches. After
clearing section remove & secure the wire connections of EVPHGR available in SMGR panel
and work onwards.
7. CCPT MELTS WHILE OPERATING MPS: Avoid MPS operation,
8. CCPT melts when MP moved to P: Avoid using RB,
9. CCPT melts while pressing PVEF: Avoid pressing PVEF and do not use RB to avoid CCA
melting.
10. CCPT melting while pressing BPSW: - Do not press BPSW.
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5 PNEUMATIC FAILURES
5.1. MCPA not building up pressure in PR (Pantograph Reservoir)
(If CPA is not building up pressure at the rate of 1 kg/cm²per minute)
CAUSES:
1. MCPA not working.
2. RAL cut out cock not opened or drain cocks not closed properly.
3. R1 cut out cock not closed (when NRV is defective).
4. Air leakage in pantograph and DJ pipe lines.
5. PR gauge defective.
Troubleshooting
1. Operate ZCPA 2 or 3 times and try.
2. Check CCBA fuse. If melted check LTBA for any smoke. If smoke observed remove LTBA
wire connections and keep HOBA in OFF and renew CCBA.
3. If CCBA intact check the MCPA terminals and tap MCPA and try.
5. If MCPA is working, ensure RAL cut out cock open and ZPT in 0.
6. Ensure CPA, RS, pantograph drain cocks in closed condition.
7. If drain cock are closed, close R1 cock and try. If PR pressure is built up open R1 cut out
cock after building up MR pressure.
8. Close both R1 and RAL cut out cocks and try to build up pressure till SS1 blows.
9. Energize the loco and build up MR pressure above 8kg/cm2 and open R1 and RAL cut out
cock.
10. If unsuccessful, operate HOM and try to build up PR pressure.
11. If successful, normalize HOM and energize the loco and keep MCPA working till MR
pressure is above 8kg/cm2. If unsuccessful contact TLC.
5.2. MR Pressure not building up.

CAUSES:
1. MCPs not working.
2. MCP working but MR pressure not building up.
Troubleshooting
1. Ensure HCP in required position, switch on BLCP and check the closing of CP contactors.
2. If CP contactors are not closing, switch on BLCPD, if CP contactors are closed, switch off
BLCPD at 9.5 kg/cm² and switch ON at 8.0 kg/cm² of MR pressure to avoid blowing of
SS2.
3. If CP contactors are not closing switch ON BLVMT, if blower contactors also not closing
troubleshoot for all EM contactors not closed. (Page No 34)
4. If blower contactors are closing but CP contactors are not closing, change HCP position
and try.
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5. If unsuccessful, wedge any two CP contactors according to HCP position. Keep BLCP on
for auto drain valve to function.
5.3. MCP working but MR pressure not building up.
1. Close VEUL cut out cock and try.
2. Ensure all drain cocks are closed.(After cooler, MR,CDC,CR)
3. Isolate air dryer, by closing inlet and outlet cut out cock and open bypass cut out cock.
4. Check for any leakage in the pneumatic system and try to arrest it.
5. If any leakage in horn, wiper, sander, and auto drain valve close its cut out cock.
6. Close VEAD and RGCP cut out cock and try.
7. For coaching trains, isolate FP and work with single pipe.
8. Ensure MR 4 cut out cock in open condition (can be identified by FP/AR gauge alone
indicates)
9. If dead loco is attached, close IP cut out cock and close both inlet and outlet cut out cock of
6.0 kg/cm2feed valve (C2N/FT-1 type) in dead loco.
C2N Feed Valve FT-1 Feed Valve

5.4. BP pressure not charging.
Troubleshooting
Ensure MR pressure is above 8.0 Kg/cm2.
1. Ensure A9 inlet and outlet cut out cock are open in working cab and closed in non-
working cab
2. Ensure A9 in release position and ALP emergency brake valve is closed in both cab
Ensure L/T (A8 or 3/4th) cut out cock is open. (B49 coc in Knorr brake panel)
3. Ensure MU2B in lead and operate 2 or 3 times and try.
4. Close IP cut out cock and try.
5. Ensure BP angle cock is closed in loco front side.
6. Gently tap the C2 relay valve (BP charging) and try.
7. If BP gauge shows 0 in working cab but shows 5kg/cm2 in other cab check both end
additional BP cut out cocks are open.
8. If unsuccessful try from rear cab, otherwise contact TLC and act as per his instructions.
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NOTE:
If BP pressure is not charging after attaching the formation, try to charge BP pressure by
keeping all compressors in service. If BP pressure is not charging close BP and FP angle
cocks between loco and formation and check the BP pressure. If BP pressure is normal in the
loco, check the formation for any leakage.
In case dead loco is attached, ensure the following in dead loco
a) IP cut out cock in closed condition.
b) MU2B in trial.
c) L&T cock in closed condition.
d) C2N/FT-1 6 kg/cm2 Feed Pipe valve inlet and outlet cut out cock in closed condition.
5.5 Sudden drop of BP on run
CAUSES:
1) Train parting.
2) IP valve de- energized.
3) Cattle run over.
4) Alarm Chain Pulled.
5) Air leaking through A9 exhaust port.
6) Air leaking from C2 relay valve (BP charging).
Troubleshooting
1. Train parting
Switch ON flasher light immediately and check the formation for any derailment or infringing
with adjacent line, if any abnormality, act as per G and SR.
2. IP valve de-energized
a) If there is no derailment or infringement, stop the train, check for VCD action and
reset VCD and contact TLC and obtaining permission, close IP cut out cock if
necessary and make remark in log book.
b) If BP pressure not charging check the formation for any leakage.
3. Cattle run over (CRO)

a) Stop the train and do not open DJ.
b) Check leading BP and FP angle cocks in front side.
If BP angle cock is damaged
Close the additional BP cock in front side of the loco and try.
If additional BP cock is not provided, contact TLC and ask relief loco at rear end.

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c) In case FP angle cock is damaged close FP valve cut out cock and work with single
pipe.
If BP and FP pressures are normal check the following for any damage
1. Rail and cattle guard.
2. Front CBC operating handle and lock pin and open and close the coupling.
3. Battery box and SL cover.
4. Under truck safety fittings.
5. Check all drain cocks including after cooler drain cock.
6. Transformer tank and drain plug.
7. Traction motors and its inspection covers.
8. Ensure the coupling between loco and formation and BP and FP pipes are intact.
9. Check for any damage in the formation.
10. Any infringement is noticed, inform TLC and do not start the train.
11. If everything normal, conduct BP continuity test and start the train.
12. After clearing section, stop the train, open DJ to ensure battery voltage and reclose DJ.
13. Inform TLC, make an entry in logbook.
NOTE. Do not leave the train with only loco brake (SA-9). After stopping, both loco and
train brake should be applied by automatic brake valve (A9).
4. Alarm chain pulling
a) Stop the train and inspect the train to identify the coach from which alarm chain is
pulled, Reset the ACP apparatus in the presence of Guard/TTE
b) Ensure BP and FP angle cock are in open position.
c) After resetting of ACP apparatus ensure the brakes are released.
d) After stopping the train, apply both A9 and SA9.
e) Do not leave the train with loco brake (SA-9) alone applied.
f) Do not isolate passenger Emergency alarm system.
5. Air leaking through A9 exhaust port

a) Apply A9 to emergency 2 or 3 times and try.
b) If unsuccessful, clear the section from rear cab.
c) After clearing the section, try from leading cab.
d) If unsuccessful contact TLC and act as per his instructions.
6. Air leaking through C2 relay valve (BP charging)
a) Apply A9 to emergency and try.
b) If unsuccessful, gently tap the C2 relay valve (BP) and try.
c) If unsuccessful contact TLC and act as per his instructions.
5.6 Air flow indicator overshoots on run
CAUSES
1. Excess leakage in BP pipe line.
2. Defective AFI.
If AFI overshoots, switch on flasher light immediately and check for abnormality such as
derailment etc. Switch off flasher light if there is no abnormality.
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Troubleshooting
Excess leakage in BP pipe line:-
1. Stop the train and check any leakage in the locomotive and in the formation BP pipeline.
2. If any leakage arrest the same and try.
Defective AFI:-
1. Before attaching, ensure AFI indicates 0
2. If there is no leakage in BP pressure, any AR drain cock of coach is open condition and
ensure no brake binding in the formation
3. If there is no brake binding, ignore the AFI and work the train, duly watching the BP
gauges.
4. After application of brake ensure, BP pressure is recharged fully and resume traction after
3 minutes to release the brakes in case of single pipe and 1 ½ minute in case of twin pipe
working.
5.7 FP pressure (6 kg/cm²) not charging.
CAUSES
1. FP feed valve (6 Kg/cm²) cut out cock is not opened.
2. FP angle cocks on both ends of the loco are not closed properly.
3. Air leakage in FP line.
Troubleshooting
1. Ensure MR pressure is above 8 Kg/cm².
2. Ensure feed valve cut out cock is opened. If feed valve cut out cock is closed, open the same
and charge FP pressure. In C2N 6.0kg/cm2 feed valve provided locos ensure both inlet and
outlet cut out cock are open.
3. If FP cut out cock is open, check the angle cock of FP line on either side of the loco. If
anyone is opened, close it and charge FP pressure.
4. If both end angle cock are closed, check for any air leakage. If there is any leakage arrest the
same.
5. If no air leakage is traced in FP line, close the FP feed valve cut out cock and work onwards
with single pipe air brake system, if it is twin pipe brake system.
NOTE:
1. If FP pressure does not charge after attaching on to the formation, check for any leakage
on the FP line on the formation and arrest the same. If FP charges, work with twin brake,
otherwise close FP angle cock of the loco and formation and work onwards with single
pipe air brake system.
2. When working with single pipe, in air suspension bogie provided rakes, work further with
a maximum speed to 60kmph.

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5.8 Loco brake is not applying through SA9 / A9

Troubleshooting
a. Loco brake is not applying through SA9
1. In case of LE stop immediately by applying A9 to emergency or apply hand brakes.
2. Ensure SA9 inlet and outlet cut out cock are opened in working cab and closed in non-
working cab.
3. Operate MU2B one or two times and try.
4. Ensure BC equalizing cut out cocks are closed.
5. Tap C2 relay valve (loco brake) gently and try.
6. Ensure BIC-1 and BIC-2 is in open condition.
7. If it is open, apply A9 and check whether loco brakes are getting applied or not.
8. If successful, resume traction duly applying loco brakes with the help of A9 and try with
SA9 of rear cab. Inform TLC.
b. Loco brake is not applying through A9

1. Operate PVEF 1 or 2 time and try. (Ensure PVEF is not in pressed condition)
2. Even, if loco brake is not applied by A9, check C3WD valve isolating cut out cock, if it is
isolated, normalize the same and wait for 2 minutes and check.
3. If unsuccessful, contact TLC for further instructions.
5.9. Loco brakes not releasing.
Causes:
1. A9/SA9 handles are not in release position.
2. BP Pressure not charged to 5.0kg/cm2.
3. C3W valve struck up.
Troubleshooting
1. Ensure A9/SA9 handles are in release position and operate SA9 2 or 3 times.
2. Ensure BP pressure, if it is less than 5 Kg/cm², troubleshoot for the same.
3. If BP pressure is 5 Kg/cm², press PVEF and observe the loco brakes are released. If
released resume traction.
4. If brakes are releasing on pressing PVEF but brakes are applying again after releasing
PVEF, release through QRV of C3WDV.
5. If unsuccessful, isolate C3WDV, now conjunction brakes will not apply.
6. If unsuccessful close leading cab SA9 inlet / outlet cut out cocks and open rear cab SA9
inlet / outlet cut out cocks & try.
7. Operate MU2B 2 or 3 times and try.
8. If not releasing close both BIC and try, if brake is released open BIC.
9. If still not releasing de-energize the loco and drain out the air completely to ‘0’ and ensure
the locomotive brakes are released. If unsuccessful, contact TLC.
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5.10. B.P pressure rises beyond 5 kg/cm2 after A9 operation

CAUSES
1. A9 valve not seated properly.
2. Defective A9.
3. C2RV struck up.
Troubleshooting
1. Stop the train.
2. Apply A9 to emergency and release.
3. Drain out the moisture and try.
4. Gently tap C2 relay valve BP and try.
5. If unsuccessful release the brakes of the formation manually and clear the section from
rear cab.
6. After clearing the section try from leading cab.
5.11. BP not dropping through A9 operation
Troubleshooting
1. Stop the train by bringing A9 to emergency/ALP emergency brake valve.
2. Check rear cab A9 inlet/outlet cut out cock are open, if it is open, close the same and try.
3. In Banker loco ensure L & T cut out cock is closed.
4. If everything is normal, but BP is not dropping, clear the section with rear cab operation.
5. After clearing the section drain out complete MR, CDC, after cooler drain cock and try.
6. If unsuccessful, contact TLC
NOTE
Brake application as well as release timings should be as follows:
(Ref: MPTP-018/80 of Dec.1980)
(a) For passenger carrying services :
i. Brake application time: 6 to 9 Seconds for 95% of maximum pressure buildup
ii. Brake release time: 10 to 15 Seconds for brake cylinder pressure reduction up to
0.4 kg/cm2.
(b) For goods services:
i. Brake application time: 20 to 25 Seconds for 95% of maximum pressure buildup.
ii. Brake release time: 25 to 30 Seconds for brake cylinder pressure reduction upto0.4
kg/cm2.

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6. MISCELLANEOUS FAILURES
6.1 Pantograph not raising
Troubleshooting
1. Ensure Battery voltage above 85/90V which ensures additional CCBA is intact.
2. Check CCBA, CCPT
3. Check the PR/MR pressure. If the pressure is less than 6.5 kg/cm² build up pressure and
try.
4. Change ZPT position and try.
5. Ensure VEPT cut out cocks are open, operate VEPT 2 or 3 times and try.
6. Ensure BPEMS is in released condition. (To reset turn BPEMS in clockwise direction).
7. If BPEMS is normal wedge QEMS in de-energized condition.
8. Ensure HOM in normal position.
9. Ensure R1 and RAL cut out cock in open.
10. If BA voltage is 0 and pilot lamps are not glowing change Addl. CCBA.
11. If BA voltage is above 85V/90V, Check LTBA. If any abnormality remove LTBA
connections and keep HOBA in off and renew CCBA.
12. Try from rear cab. If unsuccessful, contact TLC.
Note: In FDCS locos keep HOBA in off and try.
6.2 Pantograph damaged

CAUSES:
1. Sag in OHE/cut in OHE/foreign body on OHE.
2. Defective pantograph.
Troubleshooting
1. Lower the pantograph (press BPEMS if provided) immediately by placing ZPT on ‘0’
position. Stop the train immediately and protect as per GR & SR, contact TLC.
2. If BP pressure dropped, suspect some abnormality on the train, immediately switch on
flasher light and send the ALP to protect the adjacent line as per GR & SR.
3. If no abnormality on the train, isolate and secure the damaged pantograph with coordination
of OHE staff after taking precautions.
4. After power is restored if everything is normal raise front pantograph and resume traction. If
both pantographs are damaged contact TLC for assistance
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If pantograph is damaged, lower the pantograph immediately
Isolate the damaged pantograph by placing concerned HPT link in earthing clip
6.3 All pilot lamps not glowing

CAUSES
1. CCLS blown out.
2. ZLS OFF (if provided).
3. Poor contact of BL interlock.
4. A conk slackened. (DJ trips and Pantograph lowers).
Troubleshooting
1. Ensure HBA ON, battery voltage is above 85/90V volts and BL is unlocked. Lock and
unlock BL 2 or 3 times and try.
2. If not glowing, ensure ZLS is ON in switch panel (if provided).
3. Check the pilot lamps in rear cab. If they are glowing, work with rear cab lamps.
4. If rear cab lamps also not glowing, check CCLS. If it is melted, renew CCLS. If CCLS is
repeatedly melting even after placing HOBA in OFF position, work without pilot lamps.
5. Wedge QRS in energized condition to avoid TLTE w/o GR.
6. If CCLS is in good condition with DJ tripping, check the ‘A’ conk connection (first from
right towards cab1) below switch panel for any slackness or disconnection. Attend if any
abnormality otherwise work without pilot lamps.

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6.4. LSDJ does not glow when BLDJ is opened

Troubleshooting
1. Lower the pantograph immediately, by placing ZPT in ‘0’ position (Press BPEMS if
available) and observe LSDJ. If LSDJ glows, resume traction duly operating BP1DJ or
operating ZPT key to ‘0’, for opening DJ.
2. If LSDJ is not glowing, check UA meter needle dropping and other pilot lamps are glowing
or not. If other pilot lamps are also not glowing, troubleshoot for all pilot lamps are not
glowing.
3. Check for any leakage in DJ assembly. If any leakage contact TLC.
4. Continue hauling the train up to next block station. Lower the pantograph every time when it
is necessary to de energises the loco. For energizing ensure GR on “0”, close BLDJ, keep
BLRDJ pressed and then place ZPT on ‘1’position, release BLRDJ after extinguishing of
LSCHBA.
6.5. LSCHBA glows.

Causes: defective CHBA or QV61 de-energised.
Troubleshooting
1. Ensure HCHBA on “1” position.
2. Check MCB/fuse in CHBA.
3. Check battery voltage in DJ open and closed condition.
4. If battery voltage is higher when DJ in closed condition ignore LSCHBA.
5. Close DJ and release BLRDJ 4 seconds after extinguishing of LSDJ. Check CHBA
ammeter and battery voltmeter (UBA) at regular interval.
6. If CHBA ammeter needle is showing on discharging side.
Open DJ, Place HCHBA on ‘0’.Close DJ and work onwards with battery supply. When
HCHBA in ‘0’, avoid frequent progression/regression, try to work with minimum usage
of battery.
7. Notch repeater will not work.
8. Inform TLC and make an entry in logbook.
9. Watch the battery voltage frequently. If it drops below 85/90 volts, contact TLC.
6.6. LSGR not glowing when MP on ‘0’

Troubleshooting
1. If GR is regressing, wait for 15 seconds and observe LSGR glowing. After notch repeater
and ammeter needles regress to ‘0’, resume traction.
2. When MP on ‘0’ and if GR is not regressing and DJ is not tripped after 5.6 seconds, open
DJ immediately and stop the train at convenient place preferably after clearing section
and find out the cause. If GR got struck-up, bring GR manually to ‘0’ and check LSGR. If
glows, resume traction.(check Q118 in wedged condition).
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3. If GR, ammeters and notch repeater on ‘0’, press BPT and check whether LSP and LSRSI
lamps are glowing or not. If they are not glowing, troubleshoot for all pilot lamps not
glowing.
4. If they are glowing, check the lamp LSGR in rear cab. If it is glowing, leading cab LSGR
bulb might have fused.
5. If LSGR is not glowing in rear cab also, take one traction notch and observe notch
repeater and ammeters. If they are deviating resume traction.
6. If notch repeater and ammeter are not deviating, troubleshoot for the total loss of tractive
effort without GR progression.
6.7 LSRSI glows on run
Troubleshooting
a) Note the readings of traction motor ammeters, voltmeter, UA meter, traction notch and
shunting notch if any.
b)Bring MP to ‘0’ and try to clear the block section by coasting, check telltale fuses on both
RSI blocks.
c) If telltale fuse is melted in a RSI block, stop the train, open DJ, lower pantograph, close IP
coc, and switch off HBA, troubleshoot as follows.
No of Tell-tale fuses melted Action to be taken
One fuse melted in one RSI block Remove the fuse and work onwards.
One fuse melted in both RSI block Remove the fuses and resume traction
without exceeding the previous applied
current/voltage
Two fuses melted in one RSI block Remove both fuses and isolate one TM
More than 2 fuses melted in one RSI Isolate concerned RSI block
block
d) Follow the same for other RSI block also
e) In LED provided locos troubleshoot as per telltale fuse melting
Note:
a) To extinguish LSRSI/LED switch off the miniature toggle switch provided in RSI
block.
b) If toggle switch not provided, LSRSI will glow continuously and hence ALP to check
frequently for any more LEDs glowing.
c) In case of one or more LED glows in any one of the RSI block having 6 LEDs, isolate
concerned RSI block.
f) If no telltale fuse is melted, check the positions of telltale fuses and micro switches. If
normal, check QV63 N/O interlock and ensure BPT for proper releasing.
g) If everything is normal, ignore LSRSI, clear block section duly checking the telltale fuses
at frequent interval for any abnormality. After clearing the block section, contact TLC for
advice.

57
When telltale fuse is blown, a red plunger will be projected from the fuse & LSRSI will glow in
the driving desk as indicated in the photograph. When the blown fuse is removed, LSRSI lamp
will extinguish in driving desk
RSI BLOCK WITH LED INDICATION FOR FUSE

6.8. Notch repeater not deviating even after extinguishing of LSGR
CAUSE
1. Defective notch repeater.
Troubleshooting
1. Ensure HCHBA in 1 position. Work the train further without notch repeater by observing
voltage, current and speedometer and inform TLC at the next normal stop.
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6.9. Head light not glowing.

CAUSES
1. Headlight bulb fused.
2. DC-DC converter not working.
Troubleshooting
1. Ensure ZPR in ‘ON’ position in cab2 switch panel.
2. Ensure BLPRR ‘OFF’
3. Open BLPRF and close BLPRR and check the rear head light. If it is glowing, conclude
that front head light bulb is fused. Replace bulb.
4. If the rear head light also not glowing switch off ZPR, change the DC-DC converter
selector switch, switch on ZPR & BLPRF and try. If not successful switch off marker
light (BLLF) and try.
5. If unsuccessful, switch off head light and ZPR, ensure marker lights are glowing, and
inform TLC and work the train as per G& SR.
6.10. Flasher light is not glowing
Troubleshooting
1. Ensure flasher light switch ZFL & FL unit ON/OFF switch, (provided in the unit itself) is
closed. Change the position of filament and check the glowing of flasher light. If it glows,
resume traction.
2. If it does not glow check the fuse CCFL. If it is melted, replace the fuse (if provided) and
resume traction.
3. If the fuse is in good condition, if main /stand by supply switch is provided change the
position and try.
4. Still flasher lights are not working, contact TLC.
6.11. Sanders are not working

Troubleshooting
1. Ensure MPJ in forward, VESA cut out cock open and availability of sand in sand box. If
sand is not available in sand box, try to fill with additional sand bags.
2. Press PSA and check dropping of sander. If sand is not dropping, gently tap at sander
nozzle and try.
3. If VESA are not energized, manually operate VESA 2 or 3 times and check the working
of sanders.
4. If the sanders are not working, inform TLC and try to work without sanders.
Note:
If necessary, stop the train and apply sand manually for some distance and try to restart the
train.

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6.12 Horns not sounding

Troubleshooting
1. Ensure horn cut out cocks in open condition.
2. Work with ALP side horns if ALP side horns are working.
3. If both horns of same cab are not working, inform TLC, use rear cab horn and clear
section cautiously.
4. If unsuccessful, reduce the speed and proceed cautiously, be extra vigilant while
approaching unmanned level crossing and contact TLC.
6.13 Auto regression with LSB during RB
Causes:
1. Exceeding the current rating (850Amps)during RB
2. Defect in RB equipment.
Troubleshooting:
1. Check ATFEX, C145, Traction motors, RF for any smoke or burning smell.
2. If QF1 or QF2 or QE dropped and everything normal, reset the relay target and resume
traction without exceeding the current limit.
3. If the relay target drops again, check the equipments mentioned above and reset the relay
target and do not use RB further.
Note: In some locos if QE/QF1/QF2 acts, further progression will be stopped in braking side.
6.14. Wheel skidding

Troubleshooting
1. If skidded wheel is above 50mm, clear section with a maximum speed of 40KMPH and
contact TLC.
2. To avoid wheel skidding, ensure position of P/G cut out cock in DV according to
Goods/Express and hand brakes are released and use PVEF during brake application.
3. Ensures locomotive brakes are releasing in time and there is no brake binding in loco.
Release QRV of DV and try.
4. SA9 should be applied only after stopping the train.
6.15. Loco not moving on 1st notch

Troubleshooting
1. Watch for traction ammeter to deviate, if it deviates ensure brake cylinder pressure gauge
shows ‘0’.
2. Ensure hand brakes are released on wheel no 2 and 4 in all locos and wheel no 2 in
WAP4/WAP1 locos.
3. Before moving ensure wooden wedges/skids are removed.
4. If brakes are released check for locked axle, if locked axle is noticed, do not move the
loco and contact TLC.
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7. SWITCH POSITION / ISOLATION OF EQUIPMENTS
7.1 ROTATING SWITCHES
a) ZCPA, HCHBA, HBA (0, 1):

Position - 1 - Equipment is in service.
Position - 0 - Equipment is isolated.
b) HQOA, HQCVAR (0, 1):

Position - 1 - Relay is in service.
Position - 0 - Relay is isolated.
NOTE:
When HQCVAR on 0, QCVAR will not be isolated only its N/O interlock is bypassed in
Q118 branch.
c) ZSMS (0, 1):

Position - 1 - MP is in service.
Position - 0 - EEC is in service.
NOTE:
In modified locos
ZSMS 1 position -MP in service.
ZSMS 0 position –both MP& EEC in service.
d) ZUBA-toggle switch (ON/Off):

ON position - When DJ is opened, indicates battery voltage.
ON position - When DJ is closed, indicates CHBA voltage.
OFF position - UBA does not read any voltage.
e) HPH, HVSL-1, HVSL-2, HVMT-1, HVMT-2 HVSI-1 and HVSI-2 (0,1,2,3):

Position - 0 - Motor and relay both are isolated.
Position - 1 - Motor and relay both are in service.
Position - 2 - Motor is isolated and relay is in service.
Position - 3 - Motor is in service and relay is isolated.
f) HMCS-1, HMCS-2 (1, 2, 3, 4):

HMCS-1 on 1 - Traction motors 1, 2 & 3 are in service.
HMCS-1 on 2 - Traction motor 1 is isolated. Traction motors 2& 3 in service.
HMCS-2 on 1 - Traction motors 4, 5 & 6 are in service.

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HMCS-2 on 2 - Traction motor 4 is isolated. Traction motors 5 & 6 in service.

HMCS-2 on 4 - Traction motor 6 is isolated. Traction motors 4 & 5 in service.
g) HCP (0, 1, 2, 3, 1.2, 2.3, 1.3, 1.2.3):

Position - 0 - MCP1, MCP2 & MCP3 are isolated.
Position - 1 - MCP1 in service (C101 closes), MCP 2&3 isolated.
Position –1. 2 - MCP1, MCP2 in service (C101 & C102 closes) & MCP3 isolated.
Position –2. 3 - MCP2, MCP3 in service, (C102 & C103 closes) & MCP1 isolated.
Position –1. 3 - MCP1, MCP3 in service (C101 & C103 closes), & MCP2 isolated.
Position –1. 2. 3 - MCP1, MCP2, MCP3 in service (C101, C102 & C103 closes).
h) HVCD (1,0)
1- VCD in service.
0-VCD isolated.
i) HLM- (1,0)
1 - Corridor lights will glow.
0 - Corridor lights will not glow.
7.2 KNIFE SWITCHES (ON/OFF):
HOBA:
ON position - Negative side of the battery is connected through switch to loco body.
OFF position - Negative side of the battery is connected through a resistance (RHOBA)
to loco body.
HQOP-1 and HQOP-2:
ON position - Relay QOP is in service.
OFF position - Relay QOP is isolated.
7.3 DRUM CONTACTORS (UP, DOWN, MIDLE)
J1 and J2 handles in up position - Loco will move towards Cab-1.
J1 and J2 handles in down position - Loco will move towards Cab-2.
J1 and J2 handles in middle position - Reversers are locked in neutral position.
NOTE:
Reversers J1 and J2 should be locked in neutral position with the help of locking bolt
when the loco is moved as dead.
All CTF handles: Upward position in Traction mode.
Downward position in braking mode.
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7.4 DRAIN COCKS

Loco left side from cab-1
1. CDC drain cock.
2. Control reservoir drain cock.
3. Control reservoir CDC drain cock.
4. After cooler drain cock.
5. MR1 drain cock.
6. Pantographs drain cock.
7. MR2 drain cock.
Loco right side from cab-2 end:
1. MR3 drain cock.
2. MR4 drain cock.
3. CDC drain cock.
Cab-1 center locker:
RS drain cock and CPA drain cock.
7.5 CUT OUT COCKS:

In cab-1:
1. A9 inlet cut out cock.
2. A9 outlet cut out cock.
3. SA9 inlet cut out cock.
4. SA9 outlet cut out cock.
5. High tone horn cut out cock.
6. Low tone horn cut out cock.
7. Wipers cut out cock.
8. L & T (A8) cut out cock. (In WAG5 and WAM4).
In cab-2:
1. A9 inlet cut out cock.
2. A9 outlet cut out cock.
3. SA9 inlet cut out cock.
4. SA9 outlet cut out cock.
5. High tone horn cut out cock.
6. Low tone horn cut out cock.
7. Wipers cut out cock.
8. L/T or A8 cut out cock in WAP1
Note: In Pneumatic panel provided locos, L&T COC provided in pneumatic panel.

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Loco left side from Cab-1:

1. Air intake cut out cock.
2. Bogie isolating cock (BIC2) of truck No.2 near wheel no 7 in all locos.
3. MR1 auto drain valve cut out cock.
4. MR2 auto drain valve cut out cock.
NOTE: In some locos a cut out cock is provided for SS2.
Loco right side from Cab-2:
1. 6.0 kg/cm2 Feed valve FP cut out cock.
2. Bogie isolating cock (BIC1) of truck No.1 near wheel no 6 in all locos.
3. R1 cut out cock above wheel No. 4 in WAG 5.
4. MR4 cut out cock.
Note: In some locos MCP’s are provided in under truck.
Cab-1 loco front:

1. MR equalizing pipe line cut out cock.
2 BC equalizing pipe line cut out cock.
3. BP angle cut out cock.
4. FP angle cut out cock.
5 Additional BP cut out cock (behind cattle guard).
Cab-2 Loco front:
1. MR equalizing pipe line cut out cock.
2. BC equalizing pipe line cut out cock.
3. BP angle cut out cock.
4. FP angle cut out cock.
5. Additional BP cut out cock (behind cattle guard).
Cab-1 center locker:
1. Sanders cut out cocks.2 nos. (In some locos provided on cab 1 back panel).
2. RGCP cut out cock (in some locos in Motor chest No-1).
3. RAL cut out cock.
Note: in modified cab provided locos all the above equipments are provided in Motor chest no 1
Cab-1 left side locker:
1. RGEB cut out cock. (In some locos at cab 1 back panel or in pneumatic panel).
2. MU2B (in pneumatic panel if provided).
Cab-1 back panel:

1. PT-1 cut out cock.
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Cab-2 back panel:

1. PT2 cut out cock.
2. Sander cut out cock.
Motor chest No. 1

1. C3W distributor valve isolating handle ( in pneumatic panel if provided).
2. C3W DV PG cut out cock. ( in pneumatic panel if provided).
3. VEAD cut out cock.
4. IP cut out cock( in pneumatic panel if provided).
5. VEUL1,VEUL2, and VEUL3 cut out cocks.
HT-1 Compartment:
EP-1 cut out cock in BA 1 panel.
HT-3 Compartment:
1. EP2 cut out cock in BA 2 panel.
2. EP3 cut out cock in BA3 panel.
3. S118 cut out cock provided in some locos.
Cut out cocks in Knorr brake pneumatic panel (in some locos)
B44 IP (E)
B41 IP (M)
B49 L&T
B11 FP
B61 Dead engine cut out cock (normally closed, to be opened when loco is moved as
dead).
7.6. OIL POINTS:
Each traction motor (TAO) is having 3 oil points:
a) Suspension bearing upper sump -1.
b) Suspension bearing lower sump -1.
c) Gear case oil-1, for 6 traction motors are having a total of 18 oil points.
Each traction motor (HITACHI) is having one oil point:

Gear case compound -1 for 6 traction motors are having a total of 6 oil points.
Each truck is having 3 oil points. (For WAG 5 and WAM 4)

a) Center pivot oil cup-1.
b) Side bearer oil cups-2, for both the trucks are having a total of 6 oil points.

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Cab1 center locker:

MCPA oil level: It should be above minimum mark.
Note: in modified cab provided locos all the above equipments are provided in Motor chest no 1
Motor chest No. 1:

a) MCP1 oil level. Should be above minimum mark.
b) MCP2 oil level. Should be above minimum mark.
c) MCP3 oil level Should be above minimum mark.
Note: In some locos MCP’s are provided in under truck.
In some locos oil free compressors were provided.
Corridor N0.2 & HT-2:

a) Transformer oil level, it should be above 15° C mark.
b) GR oil level (in HT-2 compartment), it should be between –20° C and +20° C mark.
7.7. ISOLATION OF RSI BLOCK:

A. Occasions for isolating one RSI block:
1. When MVSI motor is burnt or defective.
2. When relay QRSI is defective/QRSI relay dropping in all positions of HMCS.
3. When three or more (LED glowing)/ telltale fuses are melted in same RSI block.
4. When the concerned MVSL or MVMT is defective.
5. When more than one traction motor to be isolated in same RSI block circuit.
6. Any smoke or smell from RSI block.
7. When one or more LED glows in six LED provided RSI block.
B. Procedure to isolate RSI block:

1. Open DJ, place the concerned HVSI, HVSL and HVMT switches in 0 position.
2. In case of telltale fuses melting, observe safety precautions and remove the melted fuses
from RSI block and isolate that RSI block.
3. Work with 50% of maximum permissible load with normal current ratings.
C. Current rating and load:

1. There is no restriction in current rating.
2. Load to be restricted to 5/6th of maximum load of section when any one TM isolated.
3. Load to be restricted to 50 percent of maximum load of section.
4. If load and road does not permit to work, contact TLC for advice.
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7.8. ISOLATION OF TRACTION MOTORS:

A. Traction motors to be isolated in the following cases:
1. When there is earth fault in any traction motor.
2. When there is over current (QRSI dropping) in traction motor.
3. When any abnormality is noticed in traction motor.
4. When there is permanent QD action.
5. When any line contactors are defective.
6. When TM air bellow damaged.
7. When TM inspection cover is dropped.
B. Procedure to isolate the traction motor:

1. Place HMCS-1 or HMCS-2 on required position.
HMCS-1 on 1 - Traction motors 1, 2 and 3 are in service.
HMCS-1 on 2 - Traction motor 1 is isolated.
HMCS-2 on 1 - Traction motors 4, 5 and 6 are in service.
Note:
By placing HMCS-1 or HMCS-2 other than ‘1’ position the concerned Line contactor will
not close and the positive side of Traction motor is isolated.
7.9 ISOLATION OF MOTOR MVSL-1 or MVSL-2:

1. Try to coast or stop the train at convenient place.
2. Check SL-1 and SL-2 ventilator for any smoke or smell. If any smoke or smell, use fire
extinguisher if necessary and isolate that RSI block and work onwards.
3. Find out the defective MVSL and isolate concerned RSI block by keeping HVSL HVMT
& HVSI on 0 and work accordingly.
7.10 ISOLATION OF MPH:

1. Open DJ.
2. Place the isolating switch HPH on 0.
3. Close DJ and ensure the working of MVRH.
4. Clear the block section with restricted current rating duly watching the TFR oil level
frequently for any abnormality.
5. After clearing section, contact TLC.

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Current rating after isolation of MPH:

Starting current for 5 minutes 920 Amps.
Continuous current rating 500 Amps.
Maximum voltage 750 Volts.
Isolation of MVRH:
1. Open DJ,
2. Place switch HVRH on position 0.
3. Ensure that C-107 contactor is fully opened.
4. Work within 5 notches or work by wedging the Q118 in energized condition.
5. Close DJ and clear section with the following current rating duly watching TFR oil level
frequently for any abnormality.
6. Clear section and contact TLC.
CURRENT RATING after isolating MVRH:

Starting current for 5 minutes 920 Amps.
Continuous current rating 500 Amps.
Maximum voltage 750 Volts.
7.11 Isolation of MVMT-1 or MVMT-2:

1. Open DJ.
2. Place HVSI, HVMT, HVSL of the concerned RSI block in 0 position.
3. Work with one bogie if load permits with normal current rating.
7.12. ISOLATION OF MCP

Change the HCP position, and ensure that its contactor is fully opened
HCP on 1 - MCP-1 is in service (MCP-2 & 3 isolated).
HCP on 1.2 - MCP-1 & 2 in service (MCP-3 isolated).
HCP on 0 - MCP-1, 2 & 3 are isolated.
7.13. ISOLATION OF DAMAGED PANTOGRAPH:

1. After power block obtained by OHE staff and both side of OHE wire is earthed.
2. Operate HOM, climb on the roof, and ensure damaged pantograph is fully lowered.
3. Secure it and ensure any damaged part is not touching the locomotive body.
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4. Isolate the concerned HPT and place it on the earthing clip.

5. Concerned pantograph cut out cock should be closed.
6. Work with other pantograph.
7. Report to TLC and make an entry in loco logbook.
Note: If both pantograph are damaged contact TLC for advice.
7.14 ISOLATION OF DEFECTIVE BATTERY:

When battery voltage is less or 0
Try to find out the defective battery.
1. Open battery box, check the terminals and condition of batteries. If any terminal is loose
or broken or any battery found bursted or defective or sulphated, bypass the defective
battery.
2. Remove the positive and negative cable of the defective battery and join the cable
together.
3. Maximum two no. of batteries can be isolated in Arno loco and one battery in SIV/FDCS
locos.
If the test lamp is not glowing, it indicates the battery is defective.

While connecting positive and negative terminals of a good battery to 110v test lamp, it will glow.
If test lamp is not available bypass the suspected defective battery and check the battery voltmeter. If
battery volt meter shows above 85 V / 90V, permanently bypass the defective battery.
7.15 PLACING OF EARTH FAULT SWITCHES HQOP-1&2, HQOA:

1. No restrictions for working the locomotive provided if there is no burning smell or smoke
or fire from the concerned circuit and equipment.
2. Place the concerned circuit earth fault switch on ‘OFF’ position.
For traction power circuit-1 HQOP-1.
For traction power circuit-2 HQOP-2.
For Auxiliary power circuit HQOA in ‘0’.
For Battery circuit (LT) HOBA.

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3. ALP should remain in corridor for first 5 minutes and should keep a good watch for any
smoke or burning smell or fire from the concerned circuit and equipment. LP should
observe the traction motors and SL for any burning smell or smoke or fire while
starting/working the train.
4. If there is no smoke or burning smell or fire, continue traction without any restriction.
Report the matter to TLC and make a remark in the loco log book.
5. While working, if any smoke or burning smell or fire is noticed, follow the precautions as
per QOP-1, QOP-2 and QOA troubleshooting instructions.
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8 WEDGING OF CONTACTORS AND RELAYS

8.1 MANUAL OPERATION OF RELAYS Q118, Q45, & Q44
A. For manual energising of Q118:
1. Stop the train at convenient place and ensure HBA ON and pantograph is raised.
2. Switch on BLDJ and BLVMT.
3. Ensure all contactors are open.
4. Press Q118 relay first and then press BP2DJ.
5. Release BP2DJ after LSCHBA is extinguishes.
6. Release Q-118 after 30 seconds of closing DJ.
7. If DJ does not close or trips while or after releasing Q-118, pick up the correct abnormal
sign and troubleshoot accordingly.
B. For manual energizing of Q45:
1. Stop the train.
2. Ensure BLDJ in ON position, ZPT in 1 or 2, LSGR glowing, GR drum is on 0 and air
pressure above 6.5 kg/cm².
3. Press Q45 gently.
4. If DJ closes release Q45 after extinguishing of LSCHBA.
5. If DJ does not close or if it trips while closing or after releasing Q45 relay. Pick up the
correct abnormal sign and troubleshoot accordingly.
C. For manual energizing of Q44:
1. Stop the train.
2. Ensure Q118 is energized and Q45 is energizing when BP2DJ/BLRDJ is pressed.
3. Depute ALP to watch RGR while manually energizing Q44.
4. Press BP2DJ and then press Q44 gently.
5. Release Q44 after extinguishing of LSDJ.
6. Release BP2DJ after extinguishing of LSCHBA.
7. If any overheating is noticed in RGR, open DJ immediately and contact TLC for advice.
8.2 WEDGING OF ELECTRO MAGNETIC CONTACTORS
A. General instructions.
1. Try to clear the block section by coasting or with lower notches or stop the train at a
convenient place.
2. Build up maximum pressure in MR and PR (if possible).
3. Open DJ, lower pantograph and switch OFF HBA.
4. Check the flexibility of the contactor and ensure its flexible shunts are intact properly.
5. Check the fixed and movable contacts are making proper contact when it is operated
manually.

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6. Wedge the contactor with a suitable wedge.

7. After wedging ensure that all the three contacts closed fully.
8. Inform TLC and enter in loco logbook.
NOTE:
1. Either 2 MCP contactors or 1 blower contactor (either C107 or C105 or C106) can be
wedged in Arno locos.
2. All the three blower motor contactors(C107,C105,C106) can be wedged in SIV locos.
3. Do not wedge MCP contactor in SIV locos.
4. After wedging EM contactor, ALP should ensure the concerned auxiliary motor is
working when DJ is closed. If not working appraise LP to open DJ immediately,
remove the wedge after taking safety precaution and isolate that motor and work
accordingly.
B. Precautions while wedging contactor C101 or C102 or C103.
1. Follow the general instructions mentioned above.
2. Energise the loco. Check and ensure the proper working of safety valve SS-2.
3. Switch on BLCP for ADV to function or create sufficient leakage through MR drain cock
so as to maintain air pressure between 8.0 and 9.5 kg/cm².
With a suitable wedge the electromagnetic contactor can be wedged as shown above.
After wedging EM contactors, remove the arc chutes and ensure proper closing of contacts
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While wedging contactors C105, C106 or C107:

1. Follow the general instruction mentioned above.
2. Keep the concerned isolating switch (HVRH or HVMT-1 or HVMT-2) on position 3 to
maintain the path for relay Q-118.
3. Check the working of concerned blower at regular intervals.
8.3 WEDGING OF RELAYS Q100, Q50, Q51, and QRS.

Procedure for wedging:
1. Stop the train at convenient place, trip DJ, lower pantograph and switch off HBA (Close IP
COC to avoid dropping BP pressure).
2. Press the actuating rod or pallet and ensure that the interlocks are closing and opening
properly.
3. Use wooden wedge for wedging.
Wedging of 'Comat' make relay in energised condition
LOCK WEDGE
Q118
Q118
To wedge Comat make relay pull lock towards right side and lift wedge knob as shown in
first figure. Second figure shows relay after wedging.
Comat make relays can be wedged in energized condition only.

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COIL
WEDGE
QTD 101
WOAMA RELAY TOP VIEW

To wedge WOAMA relay, press on the coil side and insert wedge as shown in top view
BBC
INTER
NOTE: LOCK SHAFT
WEDGE WEDGE
BBC
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For wedging EEC/BBC make relay in energized position, press the interlock shaft and insert the
wooden wedge as shown in figure.
In some locos WOAMA make relays are provided with screw for wedging purpose. For
wedging the relay in energized condition no need to remove the cover. Break the seal and rotate
the screw in clockwise direction.
In some Q51 relays, a miniature toggle switch is provided inside the relay. To wedge operate the
toggle switch towards wedge side.
Precautions:
When Q100/QTD100 relay is wedged:
1. After closing DJ, close, BLCP and BLVMT one after the other with 5 seconds interval to
avoid over loading of Arno.
2. Whenever Q100 is wedged, when DJ trips and while reclosing DJ, if ICDJ is experienced,
switch off HBA and ON for opening of C107, C105, and C106 contactors.
3. In WAM4 locos Q100 is not provided, 100 wire will energize only 5sec after opening of
C118.
When relay Q50 is wedged: (Q50 should not be wedged if LSC145 lamp glows)
PRECAUTIONS TO BE FOLLOWED AFTER WEDGING Q50
1. Ensure reversers J1 and J2 are in required direction if MPJ position is changed.
2. Whenever DJ trips on notches, bring MP to ‘0’ and wait for GR to come to ‘0’ before
reclosing DJ.
3. Take few notches and ensue all meters are deviating in both cab.
4. Do not use RB.
When relay Q51 is wedged:

After wedging Q51, frequently watch Q51 for any overheating.
Reduce the notches
1) When TM over voltage buzzer sounds.
2) When LSP glows.
3) When BP pressure drops automatically.
4) Before applying A9 to emergency bring MP to 0.
When Relay QRS is wedged:

1. Watch and ensure BP pressure is adequate and the train is running safely.
2. While working train whenever air flow indicator white needle shoots up, bring MP to '0'
and ensure GR comes to '0'.
3. Before applying A9 to emergency, bring MP to ‘0’ and ensure GR comes to 0.

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9. SPECIAL INSTRUCTIONS
9.1 Emergency electrical control operation (EEC):
1. Place MP on N and ZSMS switch on 0 (EEC position).
2. Press and release BPP for one notch progression of GR.
3. Press and release BPR for notch by notch regression of GR.
4. Press BPR continuously for quick regression of GR.
5. When DJ trips, place MP on 0 close DJ and then move MP to N and resume traction.
6. If MP is moved to ‘0’ position when GR is on notches, DJ will trip through Q46 relay.
7. Work the train with normal speed and current rating up to destination.
NOTE: For modified ZSMS circuit, press BPP, if progression is not taking place change the
position of ZSMS and try.
If BPP is pressed with MP on 0, loco pilot will experience 1st notch auto regression
w/o LSP glowing.
9.2 Manual control of GR
1. Manual operation of GR is required, when MP and EEC failed in both cab.
2. ALP shall do the manual operation of GR.
3. Place MP on position ‘N’.
4. Turn ZSMGR handle anti-clockwise from 6 O’ clock to 3 O’ clock position and remove
the handle.(if handle is not available on ZSMGR shaft and provided separately, first insert
handle in 6 O’ clock position and turn to 3 O’ clock position and ensure proper pressing
of Pacco switch to cut out electrical & pneumatic supply).
5. Ensure GR drum is on ‘0’.
6. Insert ZSMGR handle in GR shaft at 6 O’ clock position.
7. Turn ZSMGR handle in clock wise direction within 0.6seconds from 6 O’ clock position to
6 O' clock position for one notch progression.
8. Turn ZSMGR handle in anti-clockwise direction with in 0.6seconds from 6 O'clock to 6 O'
clock position for one notch regression.
9. Watch RGR for any overheating during progression and regression.
10. ALP to do Progression and regression as per instructions of LP.
11. Speed of the train shall not exceed 40 Kmph.
12. In case of emergency, LP shall open DJ and apply brakes.
13. If DJ trips, regress GR to ‘0’ manually.
14. While bringing GR to ‘0’ manually, watch GR drum notch indicator shows 0 and do not
rotate further.
15. During manual control of GR, VCD is isolated automatically.
16. After clearing the block section, contact TLC for advice.
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The location of the pacco switch is shown above. The pacco switch to be in lifted condition for
MP and EEC operation. Then ZSMGR handle to be inserted on GR shaft
For one notch progression, the ZSMGR handle to be moved in clockwise direction
from 6 O' clock to 6 O' clock position within 0.6 seconds.

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9.3 Rear cab driving when leading cab fails

A. In rear cab:
1. Place ZPT on position `2' and raise the pantograph.
2. Close DJ, switch on BLCP and BLVMT. Keep A9 in running position and close inlet
and outlet cut out cocks.
3. Close SA9 inlet and outlet cut out cocks.
B. In leading cab:
1. Keep A9 handle in running position and open inlet and outlet cut out cocks.
2. Keep SA9 inlet and outlet cut out cocks open to apply loco brakes when required.
3. The loco shall be operated by ALP from rear cab as per GR 4.21. The LP will remain in
leading cab to control the train as and when required.
4. If necessary, the LP can apply A9 to emergency position to regress GR to 0.
5. Train can be worked by exchanging signals between LP and ALP.
6. At neutral section, the Assistant Loco Pilot shall open DJ and lower pantograph if
necessary.
7. The speed of the train shall not exceed 40 Kmph if the Loco Pilot is in leading cab.
8. If LP is in rear cab and ALP is in leading cab, then the speed is restricted to 15 kmph.
9. The Loco Pilot shall request for assistance at the first opportunity.
10. Enter in the loco logbook and inform TLC.
9.4. Working without pilot lamps:
1. While closing DJ, release BLRDJ after 4seconds of deviation of UA meter.
2. Watch UA meter and sound of auxiliary motors to identify tripping failures.
3. Wedge QRS relay if TLTE W/O GR is experienced.
4. Keep a watch on battery voltage, battery charger ammeter on battery charger.
5. Frequently check the tell-tale fuses on RSI blocks. If melted troubleshoot.
6. Inform TLC and work the train as per instructions.
7. During wheel slip GR will regress due to QD action.
8. Whenever MP is placed in ‘0’ observe NR and both ammeters and voltmeter comes to 0.
9. Inform TLC.
9.5. HOM operation. (Grounding the locomotive)
1. Stop the train and ensure both A9 and SA9 applied.
2. Protect the train as per G & SR 6.03
3. Build up maximum pressure in MR and PR.
4. Open DJ, lower pantograph, ensure both pantographs are lowered fully and LSDJ is glowing
and switch off HBA.
5. Remove ZPT key and insert in HOM box in corridor 1 at 5 O' clock position and turn to 7 O'
clock position in clockwise direction and observe air venting out.
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6. Operate HOM handle upwards gently.(roof equipment and main TFR earthed)
7. Remove two fitchet keys by turning them in anti-clockwise direction.
8. Keep one key in personal custody and with the other key open the HT compartment door.
9. Attend the repairs in HT compartment.
10. Ensure that no tool is left in HT compartment, lock the door and remove the fitchet key.
11. Replace both the keys in the BV box and turn them in clockwise direction.
12. Operate HOM handle downward gently.
13. Turn ZPT key back to 5 O'clock position and remove the ZPT key.
14. Raise the pantograph, close DJ and resume traction.
For grounding the loco the ZPT key to be inserted in BV box at 5 O' clock position and is to be
moved to 7 O' clock position.
Then HOM handle to be operated upward direction as indicated in the photograph.

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When HOM handle comes to horizontal position, HOM switch will close on the roof of the loco.
9.6 Instructions for renewing fuse

1. Try to clear section if possible or stop the train at convenient place, open DJ, lower the
pantograph, and switch off HBA, for removing or replacing the fuse in fuse socket.
2. For replacing, choose the correct fuse, which should be equal in value and shape to that of
melted one.
3. Check the fuse before replacing with the help of fuse tester ECC and LECC lamp.
4. Place the fuse in the fuse cap with tail end upwards and then insert in the socket tighten the
cap properly.
5. If the fuse melts second time, place HOBA in OFF position and renew the fuse and try.
Place the fuse in ECC terminal to test

the fuse. If LECC lamp is glowing, fuse is in
good condition.
Checking of Negative bonding:
1. Switch ON HBA
2. Place the fuse in ECC and check
LECC glows brightly and
simultaneously remove HOBA
from ON position and observe
LECC glowing dim. If LECC
glows brightly in both cases it
indicates that negative
bonding exists in the control
circuit.
If negative bonding is observed
contact TLC for advice
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B. Instructions to clean QCVAR interlock:

For normally open interlock:
1. Insert a thin paper between the contacts.
2. Press the actuating rod gently so as to close the contacts.
3. Now move the paper to and fro few times.
4. Release the actuating rod and take out the paper.
5. Repeat the process 2 or 3 times on each interlock.
Cleaning of QCVAR N/C interlocks

9.7 Low tension test (LT test)
A. Preparation:
1. Stop the train.
2. Buildup 9.5 kg/cm² of air pressure in MR and PR by working MCP.
3. Check the BA voltage. It should be above 85/90V.
4. Open DJ and lower pantograph and ensure both pantographs are lowered.
5. Operate HOM as per the procedure.
6. Close DJ and release BLRDJ after LSDJ extinguishing (UA needle will not deviate, no
auxiliary sound and LSCHBA will not extinguish).
7. Place all rotating switches on ‘1’ position.
B. Testing:
1. Close BLCP or BLCPD: Watch the closing of compressor contactors according to HCP
position.
2. Close BLVMT: watch the closing of contactors C-107, C-105 and C-106 one after another
with a time delay of 5 seconds each.
3. Move MPJ to F or R position: Watch the Reversers J1 and J2 are thrown to proper
direction.

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Cab-1 leading -J1&J2 handles UP direction, Cab-1 reverse- J1&J2 handles DOWN
direction.
Cab-2 leading-J1&J2 handles DOWN direction, Cab-2 reverse- J1&J2 handles UP
direction.
4. Place MP on “N” position and watch for the closing of all line contactors.
5. Watch the closing/opening of line contactors according to HMCS position as given below:
a) HMCS-1 in ‘2’, Watch for L1 to open and L2&L3 to close.
b) HMCS-1 in ‘3’, Watch for L2 to open and L1&, L3 to close.
c) HMCS-1 in ‘4’, Watch for L3 to open and L1& L2 to close.
d) Normalise HMCS-1, Watch for L1, L2 & L3 to close.
e) HMCS-2 in ‘2’, Watch for L4 to open and L5&L6 to close.
f) HMCS-2 in ‘3’, Watch for L5 to open and L4&, L6 to close.
g) HMCS-2 in ‘4’, Watch for L6 to open and L4& L5 to close.
h) Normalise HMCS-2, Watch for L4, L5 & L6 to close.
6. Move MP from N to + Watch for one traction notch progression and LSGR to extinguish.
7. Take two traction notches and watch for CGR-1, 2 & 3 to close according to GR notches.
8. Watch the working of PHGR after taking 6 traction notches.
9. If MPS is in service, take 20 traction notches and operate MPS to ‘1’, ‘2’, ‘3’, and ‘4’
positions, Watch the closing of shunting contactors step by step. Bring back MPs to ‘0’.
10. For testing QWC, press BPQWC before taking 2nd notch, one shunting contactor will close
in leading pair of traction motors circuit. Take 11 traction notches and watch the opening
of shunting contactors.
11. Take few traction notches and place A9 on emergency positing should return to '0'.
12. Place MP on ‘N’ and ZSMS on '0' and test EEC working also.
NOTE:
In modified ZSMS locos, for EEC operation no need to change the ZSMS position.
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10. OPERATING INSTRUCTIONS

10.1 Preparation of locomotive
I. General:
1. Ensure that the loco is under wired track and secured with hand brake.
2. Read the loco log book and go through the previous bookings and attention given, note the
repairs, missing fittings etc.
II. Loco examination on left side:
This examination to be started from cab-1 end
1. Check the speedometer gear box and its cables.
2. Examine the front truck equalizers, helical springs and bogie frame for any crack or
abnormality.
3. Check the proper fixation of axle box covers and stay plates.
4. Check the loco body, bogie securing bolts and safety pins are intact.
5. Check the air bellows for any damage.
6. Check the brake cylinder securing bolts, slack adjusters, brake shoes, brake riggings and
safety brackets are intact.
7. Check the sand pipes alignment with rail and availability of sand in the sand boxes.
8. Check the oil level in the side bearer and center pivot oil cups.
9. Check the condition of three safety valves (11. 5kg/cm²).
10. Check the centrifugal dirt collector and after cooler drain cocks are in closed condition.
11. Check C2 relay valve (BP charging) is intact, behind battery box no.3.
12. Check control reservoir with drain cock is in closed condition.
13. Check MR1 with drain cock is in closed condition.
14. Check auto drain valves with their cut out cocks are in open condition.
15. Check pantograph pipe drain cock is in closed condition.
16. Check the condition of battery boxes and their fixing brackets are intact and also observe for
any smoke, smell or leakage of electrolyte.
17. Check MR2 with its drain cock is in closed condition.
18. Check the safety valve SS2 is intact.
19. Check Air intake cut out cock is in closed condition.
20. Check SL2 and its exhaust for any abnormality.
21. Check brake cylinder cut out cock (BIC2) for truck 2 is in open condition.
22. Trailing truck examination to be carried out as mentioned in the front truck examination.
23. Check the condition of side glasses and micro filters.
24. Check the loco body and footsteps for any damage.

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III. Loco examination front side (cab-2 side):

1. Check the condition and position of cattle guard, rail guard and engine buffers.
2. Check the condition of CBC and transition coupling and locking pin. Secure the transition
coupling in hook, when not in use on either side of the loco.
3. Check the condition of marker lights, look out glasses and wind screen wipers.
4. Check the condition of B, C, D couplers and sockets.
5. Check the condition of headlight, flasher light and horns.
6. Ensure MR and BC equalizing cut out cocks are in closed condition.
7. Check the condition of BP and FP hose pipes, their palm ends with rubber washers and
properly secured on the hanger.
8. Check BP and FP angle cocks are in closed position.
IV. Loco examination on right side:

(This examination to be started from cab 2 end)
1. Check the items mentioned for left side examination.
2. Check the feed valve 6 Kg/cm² and its cut out cock is open condition. (Ensure inlet and
outlet COC in open condition if available).
3. Check SL 1 and its exhaust for any abnormality.
4. Check MR3 drain cock in closed condition.
5. Check battery box no. 1 for any abnormality.
6. Check MR4 drain cock in closed condition.
7. Check battery box no. 2 for any abnormality.
8. Check centrifugal dirt collector with drain cock.
9. Check MR4 cut out cock is in open condition.
10. Check C2 relay valve for loco brake is intact.
11. Check brake cylinder cut out cock (BIC 1) for truck no 1 is in open condition.
12. Check centrifugal dirt accumulator drain cock above wheel no. 4 is in closed condition.
13. Check R1 cut out cock above wheel no.4 is open.(in WAG5)
V. Loco examination front side (cab-1 side)

Check all the items mentioned in loco examination front side (cab 2 side)
VI. Under gear examination (pit inspection):

(This examination is to be conducted in shed or where examination pit is available)
1. Check the CBC inner securing bolts and nuts.
2. Check the traction motor inspection covers for any cracks and proper fixation.
3. Check the condition of traction motor fixing bolts on suspension bearing.
4. Check the condition of six earthing bushes and their connections.
5. Check the gear case fixing bolts are intact.
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6. Check the condition of traction motor cables and wooden cleats.

7. Check the resilient block, its bolts and safety pins are intact.
8. Check the oil level in suspension bearing lower and upper sumps and cardium compound
level in gear case and proper fixing of the covers and dip sticks.
9. Check suspension bearings cover screws on either end are intact (four screws on each cover).
10. Check the air bellows for any tear or holes.
11. Check for any oil or grease splashes on inner wheel surface.
12. Check for any oil and cardium compound leakage.
13. Check the condition of brake shoes, brake riggings, safety brackets and sand pipes
alignment, suspension bearings and gear case securing bolts and nuts.
14. Check the condition of battery boxes.
15. Check SL1 and SL2 covers for any damage or slackness.
16. Check for any oil leakage from transformer oil tank drain plug and check its wire seal.
17. Check the condition of wheel tyre for any skidding mark.
Note: Items 3 to 10 to be checked on each traction motor.
VII. Cab- 2 examination:

1. Keep both A9 and SA9 inlet and outlet cut out cocks open in working cab and closed in non-
working cab. Also ensure horns LT, HT cut out cocks and wipers cut out cock are in open
position.
2. Ensure A9 handle in release position in both cabs.
3. Ensure SA9 handle in release position in non- working cab and applied condition in working
cab.
4. Ensure ALP Emergency brake valve (RS) in closed condition.
5. Place MPJ, ZPT and BL keys in their respective positions.
6. Ensure all rotating switches in 1 and HCP in required position.
7. Ensure ZPR is in ‘OFF’ position during day, ZPR ‘ON’ during night
8. Ensure HOBA in ON position.
9. Ensure all fuses are intact in their sockets. Test the spare fuses in ECC (35A- 2 nos, 6A- 4
nos, 6A- 4 nos. In some locos 35A-2,16A-2,10A-2 and 6A-4).
10. Ensure no negative bonding in the control circuit.
11. Ensure A, B, C conk at the bottom of switch panel are connected and secured properly.
12. Switch ON HBA, press ZUBA and check battery voltage above 85/90 volts.
13. Unlock BL and check the glowing of LSDJ, LSCHBA, LSGR and LSB. Press BPT and
check the glowing of LSRSI and LSP. Also check the availability of LSDBR, LSOL, LSAF,
and LSGRPT if provided. LSGRO/LSGRR provided in some locos.(LSDBR will glow as
soon as HBA is switched ON)
14. Check the ammeters, voltmeters, notch repeaters and speedometer needles are on ‘0’.
15. Check Electromagnetic contactors for any abnormality

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16. Check the safety relays are fixed properly and relay targets are not dropped and all the relay
seals are intact.
17. Ensure iron and glass shutters are intact and cab doors are intact.
18. Switch on ZFL and check the working of flasher light.
19. Check all the 4 fire Extinguishers DCP (Dry Chemical Powder) each 5kg are intact, sealed
and not overdue.
VIII. Corridor-2 examination:

1. Ensure PT2 cut out cock is opened on Cab-2 back panel.
2. Ensure that MVMT-2, DC-DC converter and Arno for any abnormality.
3. Ensure there is no abnormality in C118 (in BA-3 panel of WAM 4 loco).
4. Check the relays QF1 and QF2, red targets not dropped on BA-2 panel facing corridor-2.
5. Ensure ZSMGR handle is at 6 O’ clock position and pacco switch is lifted, ZSMS is on 1
position, HQOP1 & HQOP2 in ON position, SMGR drum is on '0'.
6. Check that the transformer oil level is above 15° C.
7. Check AFMV, MV4, R6 valve and RGAF are intact. (It is provided in pneumatic panel in
panel type).
8. Check the oil level in CP1, CP2 and CP3. In DJ open condition, secure the dipsticks and oil
filling caps properly.
9. Check the sander electro valves are intact and their cut out cocks is open on cab-2 back
panel.
IX. Cab -1 examination:

1. In cab-1 right side locker, check the hand brake is fully applied and check portable telephone
box, tool box (if provided) and fire extinguishers (2 nos. of DCP type) are intact,( 4 nos. in
loco).
2. In Cab-1 center locker, check MCPA, ZCPA, RGCP with cut out cock, VESA 1&2 with cut
out cock, VEPT1, RS drain cock, CPA drain cock, RS reservoir, RS pressure gauge and also
RAL cut out cock and SS1 for any abnormality.
3. Switch on ZCPA and ensure proper working of MCPA.
4. In cab-1 left side locker, check limiting valve 1.8/1.4 Kg/cm², electrical VEF, mechanical
VEF, RGEB with cut out cock, SWC, and MU2B in lead position and F1 selector valve for
any abnormality.
5. Ensure A9 and SA9 handles are in release position and ALP emergency brake valve (RS) is
closed.
6. Ensure inlet and outlet cut out cocks of A9 and SA9 are open in working cab and closed in
non-working cab.
7. Keep L&T (A8) cut out cock in open position.
8. Ensure four pilot lamps LSDJ, LSCHBA, LSGR and LSB are glowing. Press BPT and check
the lamp LSRSI and LSP. Also check the availability of LSOL, LSAF, LSDBR and
LSGRPT if provided. LSGRR/LSGRO provided in some locos
9. Ensure ammeters, voltmeters, speedometers and notch repeater needles are on '0'.
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X. Corridor -1 examination:
1. Ensure PT1 cut out cock is in open position.
2. Check C3W distributor valve isolating handle towards valve side.
3. In motor chest No-1 check MVMT-1, MCP1, MCP2, MCP3, for any abnormality.
4. Check VEUL1, VEUL2, and VEUL 3, ensure their cut out cock’s are open.
5. Check VEAD and ensure its cut out cock is open
6. Check visually HT-1, HT-2 and HT-3 for any abnormality.
7. Check the HOM and ensure four fitchet keys are intact.
8. Check RSI blocks and isolating switches HVSI-1 and HVSI-2 positions and telltale fuses
should not be in projected condition.
9. Ensure CHBA ammeter needle is on 0.
10. Check TFVT and R118 for any abnormality. In some locos C118 is provided above or
below R118.
11. Check VMT-2, QVMT-2 and Arno visually for any abnormality and ensure earthing
shunts on roof and auxiliaries are intact.
12. Check the relays provided on cab-2 back panel are intact.
13. Check the colour of LTBA.
XI. High tension compartment examination:

Remove ZPT key on ‘0’ position, ensure both pantograph are lowered. Insert ZPT key in BV
box. Turn it clock wise from 5 O’ clock to 7 O’ clock position, operate HOM handle upwards
and take out two fitchet keys. Keep one key in your personal custody and use other key to
open HT compartment door.
A. HT- 1 compartment:
1. Open the door on corridor1 side.
2. Ensure shunting contactors arc chutes are intact and there is no abnormality.
3. Ensure EP1 cut out cock is opened.
4. Ensure that reverser J1 and CTF1 are not locked and no abnormality.
5. Check for any abnormality in ATFEX and QD1.
6. Ensure shunting resistances are intact and no abnormality.
7. Ensure SJ1 to SJ4 are intact and no abnormality.
8. Ensure Ammeter shunt (SHAA-1) has no abnormality.
9. Check for any abnormality in RF resistance unit if RB in service and cables are intact.
B. HT- 2 compartment:
1. Check for any abnormality in MPH, QPH, radiator and its pipe line.
2. Check the cowl joint for any abnormality.
3. Ensure MPH inlet and outlet valves are open and securing bolts are intact.
4. Check MVRH, QVRH and transformer terminals for any abnormality.

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5. Check the terminals of RSI, TFWA and TFWR are intact.

6. Check MVSL-1, MVSL-2, QVSL-1, QVSL-2, Tap changer, CGR 1, 2, 3 with arc-chutes,
RGR, RPGR, SMGR and roof bushing bar for any abnormality.
7. Check GR oil level in the gauge and it should be between –20° C and +20° C.
8. Ensure that there is no abnormality in PHGR, its pipe line, silica gel, DJ assembly and
QPDJ.
C. HT- 3 compartment:
1. Ensure HQOP-1 and HQOP-2 in ON position and EP2 cut out cock is opened.
2. Ensure C145, line and shunting contactors with their arc-chutes are intact and there is no
abnormality in QD 2, Q20, shunting contactors, J2, CTF2, CTF3, RSI-1, RSI-2 and RCC
panel.
10.2 Energising of locomotive

Raising of pantograph:
1. Ensure the loco is under wired track.
2. Ensure hand brake is applied and secured with wedges.
3. Switch ON HBA, operate ZUBA and ensure battery voltage is 85/90V.
4. Unlock BL and ensure LSDJ,LSCHBA,LSGR and LSB glowing.
5. Press BPT and ensure glowing of LSRSI, LSP.
6. Ensure ZPT in 0 and switch ON ZCPA and wait till PR pressure to build up to a minimum of
6.5kg/cm².
7. Pantograph can be raised with MR pressure if available.
A. Raising of pantograph with MR pressure
1. Ensure R1 cut out cock and pantograph cut out cocks are opened.
2. Insert ZPT key in ‘0’ and turn to ‘1’ position and ensure the rising of rear pantograph in 3
stages and touch the OHE wire.
B. Raising of pantograph with PR pressure:

1. Ensure pantograph cut out cocks are opened.
2. Ensure Pantograph, RS and CPA drain cocks are closed.
3. Open RAL cut out cock and ensure air pressure in PR gauge is 6.5 Kg/cm².
4. Insert ZPT in ‘0’ and turn to ‘1’ position and ensure the rising of pantograph in 3 stages
and touch the OHE wire.
NOTE:
1. MCPA should be switched off after MR pressure raises above 6.5 Kg/cm2.
2. MCPA should not be worked for more than 10 minutes.
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II. Closing of main circuit breaker DJ

1. Ensure the Pantograph is raised and touching the OHE.
2. Ensure LSDJ, LSCHBA, LSGR and LSB lamps are glowing.
3. Close BLDJ and then press BLRDJ.
4. In ARNO locos observe LSDJ to extinguish and deviating of UA meter needle and release
BLRDJ after extinguishing of LSCBHA.
5. In SIV locos observe LSDJ to extinguish and deviating of UA meter needle and release
BLRDJ in SIV fitted locos, LSCHBA will extinguish after 12 to 15 seconds.
6. Check CHBA ammeter needle shows 2 to 7 amps on charging side.
III. Starting the main compressor

1. After closing DJ, ensure HCP in required position, switch ON BLCP and check the closing
of MCP contactors (C101/C102/C103) and working of MCP.
2. C103 will close after a delay of 5 seconds when HCP in 1.2.3 position.
3. Ensure R-1 cut out cock in open condition for MR pressure to charge PR, DJ and
Pantograph.
4. When MR pressure builds up 9.5Kg/cm² close RAL cut out cock
5. Close BLCPD and build up MR pressure to 10.5 kg/cm2 and check the blowing of SS-2 valve
and switch off BLCPD and switch ON BLCP.
6. Depute ALP to drain out moisture whenever train stops.
Note:
1. Before raising the pantograph, LP should ensure DJ in open condition(LSDJ
glowing)
2. Before closing DJ, LP should ensure pantograph is touching the OHE wire.
10.3 Procedure for cab changing

1. Stop the loco and ensure BC pressure 3.5kg/cm2 and BP pressure 5kg/cm2.
2. Secure the loco with wooden wedges on gradient sections.
3. Open DJ and ensure glowing of LSDJ and other pilot lamps.
4. Lower pantograph and physically ensure it is lowered.
5. Bring MPJ to neutral.
6. Remove BL, ZPT and MPJ key and close inlet and outlet cut out cocks of A9 and SA9.
7. Go to the other cab and keep A9 in release and SA9 in application position.
8. Open inlet and outlet cut out cocks of A9 and SA9.
9. Unlock BL, raise pantograph and close DJ and switch ON BLCP.
10. Ensure MR, BP and BC pressures.
11. Release SA9 and ensure locomotive brakes are releasing.
12. Apply A9 and observe dropping of BP pressure and conjunction brakes are applied.

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13. Keep A9 in release and recharge BP pressure and ensure conjunction brakes are released.
14. If conjunction brakes are not releasing pull QRV of C3W DV.
15. Apply SA9 and ensure BC 3.5kg/cm2.
16. Remove wooden wedges if placed and conduct loco brake test.
10.4 Different tests to be conducted after energising the loco.

10.4.1 Loco brake test:
1. Apply SA9 and ensure Brake cylinder gauge indicates 3.5 kg/cm2 pressure.
2. Ensure that all 8 brake cylinders pistons are projected out and brakes are applied (12 brake
cylinders in WAP4/WAP1locos)
3. Ensure no visual obstructions and no other staff are working on the locomotive.
4. Take notches and record the observations as per the table given below
TM current at TM current at
Gear
Sl.no Loco type which loco should which loco should
Ratio
not move move
1 WAP4 23:58 800 amps 1000 amps
2 WAM4 (HS) 21:58 800 amps 1000 amps
3 WAM4 15:62 600 amps 800 amps
4. WAG5 15:62 600 amps 800 amps
5 WAG5HA 18:64 600 amps 800 amps
6 WAG7 16:65 600 amps 800 amps
NOTE:The above values have been calculated theoretically, during practical working, there may
be a variation of +50A
10.4.2 Conjunction brake test:
1. Ensure C3W Distributor valve in service.
2. Release SA9 after securing the loco.
3. Ensure BP pressure is 5kg/cm².
4. Apply A9 and observe brake cylinder pressure is 1.8kg/cm2 for coaching locos and
1.4kg/cm2 in freight locos.
5. Now press PVEF, ensure brake cylinder pressure is 0 kg/cm2 and then apply A9 to
emergency, brake cylinder pressure should read 1.8kg/cm2 for coaching locos and 1.4kg/cm2
in freight locos.
10.4.3 CP efficiency test:

1. Start all MCP and build up MR pressure up to 9.5 Kg/cm².
2. Keep A9 handle in release and ensure BP pressure is 5kg/cm².
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3. Connect 7.5 mm diameter leak hole special test coupling fabricated to RDSO design with
brake pipe coupling of locomotive. In case of MU loco, connect with BP pipe of the rear
most locomotive.
4. Secure the BP pipe properly and open BP angle cock at the coupled end and wait for 60
seconds. BP pressure gauge should read between 2.5 to 3.5 kg/cm².
5. Press BPSW now the BP pressure gauge should read 4.4 kg/cm².
6. The drop of BP pressure allowed is 0.6kg/cm² when BPSW in pressed condition.
10.4.4 BP leakage test:

1. Build up MR pressure to 9.5 Kg/cm².
2. Ensure BP pressure is charged to 5 kg/cm².
3. Bring A9 handle to application so as to drop BP pressure to 4 kg/cm².
4. Close L&T (A8) cut out cock and wait for 60 seconds (gauge needle to settle down) and
note the BP pressure gauge reading.
5. Again wait for 5 minutes and note down the BP pressure reading.
6. BP pressure should not drop more than 0.7 kg/cm² in 5 minutes while testing loco alone.
7. With formation BP pressure should not drop more than 1.25 kg/cm² in 5 minutes (0.25
kg/cm² in 60 seconds).
8. Normalize A9 and L&T (A8) cut out cock.
10.4.5 FP leakage test:

1. Build up MR pressure up to 9.5 kg/cm².
2. Ensure BP pressure is charged to 5kg/cm² and FP pressure to 6kg/cm².
3. Close FP feed valve cut out cock.
4. Wait for 5 minutes and note FP pressure reading. It should not drop more than 0.7 kg/cm² in
5 minutes while testing the loco alone.
5. With formation FP pressure should not drop more than 1.25 kg/cm² in 5 minutes (0.25
kg/cm² in 60 seconds).
6. Normalize the FP feed valve cut out cock.
10.4.6 FP Continuity test (FP flow rate)

1. Ensure MR pressure 9.5kg/cm2.
2. Ensure FP pressure 6.0 kg/cm2 in loco and 5.8kg/cm2 in rear SLR.
3. Close FP cut out cock and ensure 6.0 kg/cm2 in loco.
4. Advise Guard to open FP angle cock of rear most coach till entire pressure is vented out
and then close FP angle cut out cock
5. FP gauge in loco should indicate 0
6. If FP pressure not dropping to 0, ensure all FP angle cock are open and once again
conduct FP pressure continuity test.
7. LP to open FP cut out cock and ensures FP is recharged to 6.0 kg/cm2 in loco and
5.8kg/cm2 in SLR.
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10.5 BP Continuity test (Goods Trains)

This test to be carried out with coordination of Guard.
1. Ensure BP pressure is 5 kg/cm² in loco and 4.8 Kg/cm² in rear Brake van.
2. Bring A9 handle to application so as to drop BP pressure to 4 kg/cm².
3. Close L&T (A8) cut out cock.
4. Inform guard to open the guard’s emergency brake valve until BP pressure drops to ‘0’ and
then valve to be closed.
5. In case the BV is not the trailing most vehicle, open the BP angle cock on the trailing end of
the last vehicle until BP pressure drops to ‘0’ and then angle cock to be closed.
6. The Loco Pilot to observe the BP pressure dropped to '0' and does not commence to rise
again.
7. If the BP pressure does not drop to '0' in the loco, check the formation for closing of any BP
angle cocks in between the vehicles of the train. If found any, open it.
8. After opening of the angle cocks during the course of continuity test, further continuity test
must be carried out.
NOTE:
Sensitivity of the brake system depends on minimum brake pipe pressure reduction,
0.6 kg/cm² in 6 seconds for brakes to apply. If a train is stalled or comes to a halt for
any reason with coach brake pipe fully charged, no brakes will apply even if brake
pipe pressure reduces to '0' due to normal leakage in the system. Loco Pilot must
therefore ensure that brakes are applied by a positive act of placing A9 at full service,
so as to avoid rolling down of the train on its own on gradients.
10.6 BP Continuity test (Pass/Express Trains)

This test to be carried out in co-ordination with guard.
1. The Loco Pilot and Guard must confirm for the test by means of communication.
2. Charge BP and FP pressure of the train and check that 5.0 +/- 0.1% kg/cm²and 6.0 +/- 0.1%
kg/cm2 pressure is registered respectively in BP & FP Gauge in the leading driving
compartment .
3. Confirm from the Guard that minimum 4.8 kg/cm2 & 5.8 kg/cm2 pressure is registered
respectively in BP & FP Gauge in the trailing SLR.
4. Bring A9 handle to application so as to drop BP pressure to 4 kg/cm² and confirm from the
Guard that pressure registered in BP Gauge in the trailing SLR within the range of 3.6 to
4.0 kg/cm².
5. Bring A9 handle to release position and ensure BP pressure recharges to 5.0 +/- 0.1%
kg/cm² and 4.8 kg/cm2 in Loco and trailing SLR respectively.
6. Close L&T (A8) cut out cock. And inform guard to open the guard’s emergency brake
valve without delay until BP pressure drops to 3.6 kg/cm2 and then Guard Emergency brake
valve to be closed.
7. In case the BV is not the trailing most vehicle, open the BP angle cock on the trailing end of
the last vehicle until BP pressure drops to 3.6 kg/cm2 and then valve to be closed.
8. The Guard must confirm from Loco Pilot that the BP pressure dropped to 3.6 to 4.0 kg/cm2
in the Loco.
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9. If the BP pressure does not drop to 3.6 to 4.0 kg/cm2 in the loco, check the formation for
closing of any BP angle cocks in between the vehicles of the train. If found any, open it.
10. After opening of the angle cocks during the course of continuity test, further continuity test
must be carried out.
11. Open L&T (A8) cock and ensure BP pressure recharges to 5.0 +/- 0.1% kg/cm² and 4.8
kg/cm2 in Loco and trailing SLR respectively.
10.7. Testing of auxiliaries working:

1. Place A9 on release SA9 in application position.
2. Switch ON BLCP and BLVMT.
3. Check the suction of air from MVMT-1, MVMT-2 and MVRH and venting out of air from
MVSI-1, MVSI-2, MVSL-1 and MVSL-2.
4. Check the temperature of MCP1, MCP2, MCP3, MVMT-1, MVMT-2 and Arno by placing
the palm.
5. Open DJ, switch OFF BLVMT, close DJ, take one notch and check the working of blowers
MVRH, MVMT-1 and MVMT-2.
Note:
For stopping the blowers, DJ should be opened and then BLVMT should be
opened before reclosing DJ, ensure contactors, C105, C106 and C107 are
opened fully.
10.8 TRACTION TEST:

MP operation
1. Keep A9 in release and apply SA9 and ensure BC pressure 3.5 Kg/cm2.
2. Move MPJ to forward, ensure extinguishing of LSB.
3. Move MPJ from forward to reverse, lamp LSB will glow and extinguish again (This
indicates that J1 and J2 handles are thrown properly).
4. Switch on BLVMT and ensure all blowers are started.
5. Take one notch and check the LSGR is extinguished, both ammeter needles deviate and
notch repeater needle indicates1notch.
6. Bring MP to 0 and ensure LSGR glows again, ammeter, notch repeater needles returns to 0.
7. Repeat the test on other position of MPJ.
EEC operation:
1. Keep A9 in release and apply SA9 and ensure BC pressure 3.5kg/cm2
2. Place MP on N for closing of line contactors
3. Change ZSMS to ‘0’ position.
4. Press BPP and take one notch and check that LSGR extinguishes ammeters and notch
repeater needle deviates.
5. Press BPR and ensure LSGR glows, ammeters and notch repeater needle return to '0'.
6. Repeat the test with the other position of MPJ.

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7. Take one notch, place MP on 0, DJ will trip.

NOTE: In modified ZSMS locos no need to change ZSMS for EEC operation.
Manual operation of GR
1. Place MP on N and apply SA9.
2. Turn ZSMGR handle from 6 O’ clock position to 3 O’ clock position, ensure pacco switch
pressed condition and remove the handle.
3. Insert ZSMGR handle at 6 O’ clock position on GR manual operating shaft.
4. Rotate the handle clock wise from 6 O’ clock to 6 O’ clock position within 0.6 seconds and
observe that LSGR extinguishes ammeters and notch repeater needle deviate.
5. Rotate the handle anti-clock wise in the same manner and ensure that LSGR glows,
ammeters and notch repeater needle returns to '0'.
6. Replace the ZSMGR handle in its appropriate position and ensure PACCO switch is lifted
fully.
NOTE:
1. Watch RGR for any overheating during manual operation of GR.
2. During manual control of GR, if DJ trips on notches, bring GR to 0 to reclose DJ.
3. LP to bring MP to 0 to energize Q50 after closing DJ.
10.9 Miscellaneous test:

1. Move MPJ in F or R and press sander pedal switch (PSA) and ensure sand drops on rails.
2. Switch ON ZPR in cab 2 switch panel and close BLPRF and ensure headlight is glowing
brightly. Close BLPRD and ensure headlight glows dim.
3. Switch off BLPRF and switch ON BLPRR and ensure rear headlight glows brightly and
switch on BLPRD and ensure rear headlight glows dim.
4. Check the working of windscreen wipers.
5. Close BLLF and check the glowing of white marker light.
6. Close BLZLF and BLLF and check the working of red classification light.
7. Check that LT and HT horns on Loco Pilot and ALP side are sounding well.
8. Close BLLM and check the corridor and HT compartment lights.(Ensure HLM in 1 if
provided)
9. Check the working of flasher lights.
Automatic flasher light (AFL)

This is provided for automatic switching ON flasher light during any emergency situation
such as ICC, BP dropping, due to any reason like derailment etc.
It does not take away the responsibility of switching ON flasher light by LP/ALP in
abnormal situation like train parting etc. as given in GR & SR.
Note:
1. Press BPSW switch during initial and recharging of BP pressure.
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2. Press SW switch to stop the Auto flasher light and buzzer sound after ascertaining
the reason for dropping of BP pressure.
Testing procedure for automatic flasher light

Testing through TS
1. Apply SA9 and ensure brakes are applied and BC pressure is 3.5kg/cm2
2. Set MPJ to forward / reverse.
3. Take one or two notches.
4. Press TS switch and observe following indications.
a. Glowing of flasher light,
b. LED indication on flasher unit.
c. Buzzer sounds.
d. Auto regression of GR takes place and LSGR glows.
5. Release the TS switch and ensure the above indications stops.
Note: While testing with TS switch BP pressure will not drop.
Testing through RS /BP angle cock

Ensure Loco brakes are applied and BC pressure is 3.5kg/cm2 and take one traction notch.
Open ALP Emergency brake valve or open BP angle cock with due precautions to drop BP
pressure above 0.6 kg/cm2, and observe the following indications.
1. Glowing of flasher light.
2. LED indication in AFL unit.
3. Buzzer sounds.
4. Auto regression of GR, Air flow indicator (AFI) white needle shoots up.
5. Glowing of LSAF (if available)
Close the RS / BP angle cock and ensure,
1. BP is recharged to 5.0 kg/cm2.
2. AFI white needle comes back.
3. Flasher light stops working.
4. LED extinguishes.
5. Buzzer sound stops.
6. LSAF extinguishes.
Testing through A9
Bring A9 to application positions to drop BP pressure. In all application positions of A9 ensure
that NO AFL indication in the loco.

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AFL system not working

Check CCLSA fuse for good condition.
Throw MPJ to forward/reverse and try.
Ensure A9 is in released condition.
AFL malfunctions on run/ after A9 operation.

If BP and AFI indications are normal, remove CCLSA /Wedge PR1 in energized
condition after taking safety precautions and work without AFL.
Trailing cab testing:
Loco should be energized from rear cab and all the tests mentioned above should be conducted
from rear cab also.
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11. DRIVING THE LOCOMOTIVE

Before starting a train the following pneumatic pressures are to be ensured
S NO Parameter On Locomotive On Brake van
(Kg/sq.cm) (Kg/sq.cm)
1. Main reservoir pressure 8- 9.5 -
Brake pipe pressure :
2 Passenger 5.0 4.8 -5.0
Goods 5.0 4.8 -5.0
Feed pipe pressure
3 Passenger 6.0 5.8 -6.0
Goods 6.0 5.8 -6.0
Maximum BC Pressure
i) Brakes are applied
Passenger 3.5 -
4 Goods 3.5 -
ii)Brakes are released
Passenger 0 -
Goods 0 -
Set the red needle where
5 Air flow indicator the white needle
stabilizes.
Ø Observe the position of movable needle of air flow indication gauge.
Ø If the white needle overshoots during run it indicate excess charging rate of BP pressure.
Ø If white needle overshoot unreasonably LP to take action accordingly (E.g. chain pulling,
Guard applying brake, Train parting, BP pipe disconnected etc).
Ø Audio visual indication system provided in locomotive should be in working order.
1. Check proper coupling of brake pipe and feed pipe of locomotive with trailing stock.
For identification of air pipes, brake pipe angle cock and palm coupling are painted in
green colour and feed pipe angle cock and palm coupling are painted in white colour.
FP & BP are written on palm coupling of feed pipe and brake pipe respectively. Also
both the couplings are in opposite directions.
2. All angle cocks of brake pipe and feed pipe of the locomotive and trailing stock should
be open. While hauling single pipe air braked stock the feed pipe angle cock should be
in closed condition.
3. A9 & SA9 inlet and outlet cocks should be opened in working cab and should be
closed in non- working cab.
4. Ensure that emergency brake valve/alarm chain pulling, airflow measuring device, light
indication and buzzer sound indication are in working order.
5. The PG cut out cock of C3W distributor valve should be in goods or passenger
(G or P) position for hauling goods/passenger trains respectively.
6. Conduct continuity test of brake pipe on the train from leading locomotive to the last
vehicle.
7. Release the brakes and check that the brakes are releasing on all the stock.

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8. Check the operating cylinder percentage. It should be 100% on passenger trains and
90% on freight stock.
9. Check that brake pipe and feed pipe angle cock of the last vehicle are closed and their
respective hose couplings are kept on support carrier.
10. Ensure the conjunction brake of locomotive is in working order.
General:
1. Release SA9 and also release the hand brake and ensure all the brake cylinders are
released.
2. Ensure 5.0kg/cm2 of BP pressure is charged.
3. Place MPJ on position F and observe LSB is extinguished.
4. Switch ON BLVMT and ensure all blower contactors are closed.
5. Ensure all other conditions as per G & SR are fulfilled for starting the train.
Starting:
1. Move MP to N position and then move MP to + position.
2. LSGR will extinguish, ammeter needles will deviate, notch repeater needle will move to 1
and the loco will tend to move.
3. Progress traction notches one by one and observe the maximum current rating limit.
4. If necessary, press BPQWC and operate PSA for sanding.
5. If the train does not move within 5 to 10 seconds after application normal current rating,
bring back MP to 0 and try to find out the cause (brake binding or excess load). Ensure
hand brake is released.
NOTE: BPQWC to be pressed before taking 2nd notch.
Current rating of different loco.
Short time current rating Continuous
Traction (Amp) current
Loco motive Transformer
Motor 2 min 10 min 60 min (Amps)
WAP1 HETT3900 TAO 659 1100** 1000 840* 750*

WAM4(6P) HETT3900 TAO 659 1100** 1000 840 750
WAM4 BOT3460 TAO 659 1100** 1000 750* 667*
WAG5 HETT3900 TAO 659 1100** 1000 840* 750*
WAG5 HETT3900 HS15250 1200* 1000 840* 750*
WAG7 HETT5400 HS15250 1300 1100 960 900
WAP4/WAP6 HETT5400 HS15250 1250 1150 960 900
* Limited by transformer capacity
** Limited by reliability condition.
Note: Normal Traction motor voltage is 750v
Q20 picks up at 790 v and drops at 700v.
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11.1. Brake feel and brake power test

A. Brake Feel Test
1. To be done immediately after start at the station where the crew have taken over
charge.
2. On attaining the speed of about 15kmph, shall drop the BP pressure by 0.5 kg/cm2
through A9 and release.
3. The crew should feel the application of brake & speed should drop to about 10 kmph.
B. Brake Power Test
1. To be done in first Block Section (or on first opportunity). {SR 4.32/1(b)}.
2. Attain speed of the train to 60-70 kmph in case of coaching train & 40 to50 kmph in
case of Goods train.
3. LP shall drop BP pressure by 1 kg/cm2 in coaching train and Loaded Goods train and
0.5 kg/cm2 in case of empty Goods train through A9 and released after a pause.
4. The speed of the train should drop 30 to 35 kmph in coaching train & 20 to 25 kmph
in goods train by the time BP pressure comes back to 5.0 kg/cm2.
5. The LP shall observe the effectiveness of Brakes & Brake Power of the train.
6. Traction can be resumed after AFI white needle coincides with the red needle.
C. Duty of ALP during Brake Feel and Brake Power Test:
1. ALP shall keep a watch and ensure that both the tests are done by LP and will remind
him for the same, if required.
2. He will equally participate (carefully watch) in Brake Feel Test & Brake Power Test
to assess the effectiveness of the Braking system of the train.
3. He will note down the location, pressure dropped, number of masts for which A9 was
applied and speed of the train at the start and end of brake feel test and brake power
test in his diary
Note:
1. Crew shall ensure observation of the signal aspects while performing the brake
feel and brake power test.
2. In case of up gradient in the first block section, suitable guidelines will be
issued by the division as per the site condition to avoid stalling
Reference:
1. Rly. Board .letter No.2016/Elect. (TRS)/113/Safety Misc. dated 22.11.2016
2. No. NCR/EL/Loco/169/Operating Instruction (Part-V) dated: 12.08.2016
11.2. Dynamic braking.

1. Maximum current rating- For vertical DBR 850 Amps.
2. For roof mounted DBR 850 amps up to15 notches.
3. LSDBR glows as soon as HBA is switched ON.
4. LSDBR will extinguish when MP is placed to P if 3 phase MVRF (C108 is provided for
AC MVRF) is provided.
5. LSDBR will extinguish when QVRF picks up.
6. MVRF not provided for roof mounted DBR provided locos.

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7. For WAP4 and WAG7, RB equipment is provided in RSI-2 circuit.
11.3 Quick acceleration:

1. After the train has started, progress the notches gradually without exceeding the current
limits.
2. Use sanders when required.
3. After applying the maximum voltage 750 V, if the acceleration of the train is still required
operate MPS if provided.
11.4. Speed control by field weakening:

1. MPS can be used from 20th notch after applying the maximum voltage to TM. After
applying full voltage if speed and current are not reached the maximum, use field
weakening. If voltage is not reached maximum increase notch and use MPS.
2. Take one field weakening notch and observe ammeters and speedometer. Ammeter needle
will shoot up and gradually comes down and speed will increase.
3. If the speed is to be increased further, progress the shunting notches duly observing the
ammeters for stabilizing and speedometer.
4. While releasing MPS, first regress 2 or 3 traction notches by holding MPS handle and then
release field weakening notches to 0 step by step.
Balancing speed:
After the train has reached the required speed, MP and MPS should be adjusted to maintain the
speed constant.
11.5. Observation on run:

In addition to road and signals, the Loco Pilot should observe the following while on run.
1. Observe MR gauge, and BC gauge, BP gauge, FP gauge, and airflow indicator,
speedometer, and ammeter and voltmeter needles. Acknowledge VCD promptly.
2. Test the brake power of the train/LE at the first available opportunity/ within the block
section where ever the load composition /crew changed.
3. For attacking an up gradient loco pilot shall attain sufficiently high speed at the foot of the
gradient to enable to negotiate the full length of the gradient.
4. Keep a good watch on OHE and lower the pantograph immediately whenever there is any
abnormality noticed in OHE and also observe the adjacent line OHE.
11.6. Coasting:
Whenever there is any lengthy down gradient or before scheduled and unscheduled stops, bring
MP to 0 and allow the train to coast for the maximum distance possible.
Coasting can help to save considerable amount of electrical energy. When speed attains
maximum required level, bring MP to 0 to coast the train for a possible distance. LP should use
his discretion to utilize the down gradient for coasting without affecting the punctuality.
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11.7. Braking:
1. Bring MP to 0 and ensure LSGR is glowing.
2. Press PVEF.
3. Apply A9 to drop BP pressure till the train speed is controlled.
4. Place A9 handle in release position, whenever the speed is controlled and de-accelerating,
5. Repeat this application till such time the train speed is well controlled.
6. Just before stopping, when the train speed is 5 kmph, release PVEF, so that the conjunction
loco brake can be applied simultaneously.
7. Apply brake in such a way that the train is stopped with recharging of BP pressure and
conjunction loco brake is in partially applied condition. This will avoid jerk on the train when
stopping.
NOTE:
A) If LP experiences poor brake power, release PVEF for simultaneous loco brake
application and if necessary apply A9 to emergency position.
B) For applying formation brake, LP operates A9 handle to application position in the
loco to reduce BP pressure in four graduated steps as given below.
1. Minimum reduction position: 0.5kg/cm2 B.P pressure is reduced.
2. In full service application: 1.5 kg/cm² BP pressure is reduced.
3. In over reduction position: BP pressure is reduced to 2.5 kg/cm²
4. During emergency application BP pressure is reduced to zero so that the train will
stop within minimum possible distance.
5. The maximum pressure that can be built up in the brake cylinder is 3.8 kg/cm2 to
obtain maximum braking force in wagons/coaches.
11.8 Stopping of the train:
On level track
1. When the train (passenger/freight) is to be brought to a stop on level track, first apply
brakes with a small reduction of brake pipe pressure in the train pipe by auto brake valve
(A-9). This will allow the trailing portion bunch up and to run smoothly.
2. A heavier reduction of brake pipe pressure may then be made in order to make the final
stop very smooth, the brake application should be gradually reduced by recharging of
brake pipe pressure as the train is about to come to stop.
3. The loco independent brakes should be applied gradually when the speed has come down
to 5 kmph. This would help in bunching of the train and would help in easier start.
On down gradient
1. Destroy brake pipe pressure partially on trains (passenger/freight) by automatic brake
valve except in case of emergency stop.
2. The application of air brakes being increased till the speed comes down.
3. When speed comes down, if proportionate brakes are in operation, the train shall be
brought to stop with train and loco air brakes on.

101
4. Heavy application should never be made, or the trailing portion is liable to run in violently
and damage to rolling stock may occur.
5. Similarly quick release will cause front portion to run out resulting in service jolts.
On up gradient
1. Control the train with minimum application of BP pressure.
2. Apply sand to few meters before stopping the train.
3. When the train (Passenger/Goods) is brought to stop, the brakes should be kept applied by
the A9, till the train actually stops.
4. After stopping of train keep brakes on locomotive and train applied by SA9 and A9 brake
valve. It will prevent rolling back of train on gradients. Do not leave the train with only SA9
in applied condition.
11.9. Action to be taken after stopping a train.

1. The blowers for traction motors and transformer should continue to run for 10 minutes
especially after long runs with heavy trains to cool the motors.
2. The place and duration of stop permitting; the Loco Pilot or Assistant Loco Pilot shall check
the following.
i. Axle box, traction motor and gear box bearing temperature (by feeling). In case the
running staff observes abnormal temperature, he will report the matter to TLC for suitable
action. TLC will arrange its checking through maintenance staff at the appropriate point.
ii. Working of all blowers.
iii. Oil level of main transformer and GR whenever possible.
iv. The air reservoirs shall also be drained off to expel accumulated water/moisture.
Dynamic brake / Rheostatic brake(RB):

Locos provided with electrical braking called dynamic brake can be used to control the speed
of trains on long falling gradients with heavy loads.
Whenever RSI-1 or RSI-2 or any one of the traction motors is isolated, dynamic braking
should not be used.
Instructions for working during dynamic braking:

When MP is brought to P, LSB will glow and extinguish and the following sequence of
operations are ensured. To allow for electrical current delay and to prevent a surge of
dynamic braking, follow these dynamic braking rules.
1. Pause for few seconds before changing from power to dynamic braking.
2. Ensure LSDBR extinguishes on or before 5th notch. If LSDBR not extinguished on 5th
notch do not use dynamic braking.
3. When operating over a railroad crossing at grade (diamond):
a) Reduce the dynamic braking level before the train reaches the crossing.
b) Wait until the entire locomotive passes over the crossing before increasing the
dynamic braking level.
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4. To stop while operating at speeds below 15 kmph, apply the conjunction brakes as
necessary to prevent slack run out.
NOTE:
Ø For WAP4 and WAG7, ATFEX is provided in RSI-2 circuit.
Ø The maximum current for dynamic braking for vertical DBR is 850 Amps.
Ø In case of roof mounted DBR the maximum current is 850Amps up to 15 notches
11.10 Starting of train after stopping: -

1. Move the brake valve handle (A9) to release position.
2. Wait for 3 minutes in case of single pipe and 1½ minute in case twin pipe brake system to
release the brakes. Earlier starting, if train brakes have not been released fully, may result
in excess force on coupling and brake binding.
3. Ensure that air flow indicator white needle coincide with fixed red needle and light and
buzzer is not giving indication.
Starting the train on up gradient

1. While restarting, move A9 handle to release position and wait for 3 minutes in case of single
pipe and 1 ½ minutes in case of twin pipe air braked train for the releasing of brakes.
2. Ensure BP pressure is recharged, press BPQWC, press sander pedal (PSA) and take two to
three traction notches and release SA9.
3. Progress the traction notches without exceeding the starting current rating and apply sand to
avoid wheel slipping.
4. After starting the train, accelerate the train beyond stalling speed.
5. If the train is not moved even after applying full starting current within 10 to 15 seconds,
apply SA9, bring MP to ‘0’, recreate full BP pressure and check for any brake binding. If
everything is normal, try to restart the train in the above said manner.
6. If the train cannot be started, contact TLC and follow GR 6. 03.
11.11. Loco examination on run:

This examination is to be conducted by Assistant Loco pilot every one hour and make entry in
the log book. Assistant Loco pilot shall not carry out this examination when the train is
approaching gate signal or station or any stop signal in Absolute block system and while
approaching manual or semi-automatic stop signals in case of Automatic block system.
1. Check the working of MVMT-1, MVMT-2, MVRH, MVSI-1, MVSI-2, MVSL-1, MVSL-2,
MCP1, MCP2, MCP3 and Arno
2. Check the temperature of Arno, MVMT-1, MVMT-2, MCP-1, MCP2, MCP3,
3. Check the transformer and GR oil levels.
4. Check for any abnormality in Arno, motor chests and HT compartments.
5. Check the working of PHGR, drain out moisture from RDJ.
6. Check the working of CHBA and ammeter charging rate.
7. Give signal to the LP by pressing BPT and note the readings of ammeter, voltmeters, notch
repeater, speedometer, and pressure gauges.

103
8. Look for any abnormality in the rear cab.

9. Check UBA reading.
10. Compare the rear cab readings with leading cab and make necessary remarks in the log book
as per standard instructions.
11. Watch for any wheel skidding sound.
12. In case of any abnormality is noticed and if it requires attention at crew changing points/trip
shed enroute, inform at the first opportunity to the TLC.
11.12. Duties of loco pilot and assistant loco pilot at Neutral section:
Loco pilot:
1. On approaching Neutral section, ensure sufficient MR pressure, if it is less, switch ON
BLCPD and build up to 9.5 Kg/cm2.
2. Accelerate the train speed if necessary without exceeding the speed limit.
3. On reaching 500 meters warning board ensure sufficient MR, BP pressure and speed.
4. On reaching 250 meters warning board bring MP to 0 and be ready to open BLDJ.
5. On reaching DJ open board, open BLDJ and observe LSDJ. If LSDJ does not glow,
immediately lower pantograph by placing ZPT on 0.
6. After opening DJ, open BLCP, and BLVMT.(Not required to open in case of SIV locos)
7. Ensure EMC C105, C106 and C107 are opened fully and ensure no safety relay acted.
8. At DJ close board, close DJ.
9. After closing DJ, close BLVMT after starting of blowers, close BLCP.
10. Ensure BP pressure, progress the traction notches observing ammeters and voltmeters.
Duties of LP and ALP at Neutral section while working with MU loco.
At 500 meters warning board:

On reaching 500 meters warning board ensure sufficient MR, BP pressure and speed.
At 250 meters warning board:

Keep MP on 0.Ensure LSGR is glowing, place BLSN DOWN position and if possible ensure
trailing loco pantograph is lowered. LSDJ, LSB and LSCHBA along LSOL will glow in the
working cab but UA meter needle will not drop to 0.
At DJ open board:
Open BLDJ and ensure UA meter needle drops to 0 and LSOL extinguishes. Now open all
BL switches except BLSN.
At DJ close board:
Close BLDJ and press BLRDJ after UA meter is deviated, release BLRDJ promptly after 4
seconds. LSDJ, LSB and LSCHBA will not extinguish. Keep BLSN in UP position and wait
for 10 seconds. Now press BLRDJ once again and release it when LSDJ, LSB and LSCHBA
are extinguished and resume traction.
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By assistant loco pilot

1. While approaching neutral section, Assistant Loco Pilot should ensure 8kg/cm² air
pressure in RS/PR.
2. At the time of opening DJ, ALP to remain in cab-2 and after DJ is opened, check EM
contactors C105, C106 and C107 are opened fully, and any safety relay acted, battery
voltage and press BPT for Loco Pilot to close DJ.
3. After DJ is closed check the contactors C105, C106 and C107 are closed fully.
4. Check all the items (1 to12) mentioned for loco examination on run.
NOTE:
Assistant loco pilot should not leave the leading cab for the above purpose, when the train
is approaching gate signal or station or any stop signal in Absolute block system and while
approaching manual or semi-automatic stop signals in case of Automatic block system.
11.13. Quick examination during short stoppage at en-route

1. Stop the train and apply SA9 and keep the blowers working.
2. Ensure the coupling between loco and formation is intact and U clamp is intact in case of
Pass/Express trains.
3. Drain out moisture from After cooler, all MR, centrifugal dirt collector, control reservoir,
EP and Graduator control board.
4. Check the temperature of axle boxes.
5. Check the condition of helical springs, equalizers, tie-rods, stay plates, sand pipes, brake
riggings, speedometer gear case fittings.
6. Check for any oil or cardium compound leakage and also check the condition of traction
motor inspection covers.
7. Check the air flow from SL blowers and for any oil leakage from transformer oil tank and
drain plug.
8. Check the condition of air bellows for any leakage.
9. Check the condition of battery boxes and SL covers.
10. Check the cattle guards, rail guards & buffers for any abnormality.
11. Ensure front coupling and air hose pipes are secured.
Checking of CBC coupling in loco shed/trip sheds.

1. Proper closing and opening of CBC
2. Free operation of screw coupling
3. Close CBC and ensure dropping of lock lift indicated by proper insertion of lock pin.
4. Availability of split pins for clevis-pin and knuckle pin.
5. Availability operating handle without bend.
6. After locking of CBC indicated by proper insertion of locking pin inability of operating
handle to open the CBC.

105
11.14 Examination during crew changing by loco pilot:
A. By incoming loco pilot:

1. Incoming loco pilot after stopping the train, apply SA9,
2. Operate sander pedal PSA with MPJ in ‘F’ or ‘R'.
3. Keep the blowers working and build up MR pressure up to 9.5kg/cm²
4. Switch ON head light and flasher light.
5. Mention all the important repairs and abnormality observed on run, in the log book and also
inform the outgoing loco pilot.
6. In case of abnormal detentions in en route, it should be informed to TLC on duty.
7. Ensure BPC is handed over to the outgoing loco pilot.
B. By outgoing loco pilot:

1. Check the coupling between loco and formation is intact.
2. Outgoing loco pilot should ensure the availability of BPC, check the working of head light,
flasher light, air flow indicator and temperature of axle boxes. Switch OFF head light and
flasher light after testing.
3. Check for any abnormality in the helical springs, equalizers, tie-rods, stay plates, brake
riggings, speedometer gear boxes and bogie frame.
4. Check for any oil leakage from suspension bearings, transformer oil tank and drain plug and
cardium compound leakage from gear cases.
5. Check the condition of air bellows, battery boxes and SL covers.
6. Check for any air leakage from traction motor inspection covers and air bellows.
7. Check the air flow from SL blowers.
8. Check the cattle guard, rail guard, buffers for any abnormality.
9. Ensure that front coupling is secured properly and locking bolt is properly fixed.
10. Check the adequate fall of sand on rail under every sand pipe.
11. Go through the loco log book and enquire the particulars regarding any defective apparatus
or unusual occurrence from incoming Loco Pilot.
C. By assistant loco pilot:
1. Check MCP1, MCP2 and MCP3 oil level after opening BLCP (switch ON BLCP after
checking the oil level).
2. Check the Transformer and GR oil level.
3. Check the working and temperatures of auxiliaries.
4. Check Arno, CHBA and DC-DC Converter.
5. Check the air flow from MVSI-1, MVSI-2, MVRH, MVMT-1 and MVMT-2.
6. Check for any abnormality in high tension compartment (arc-chutes, CGR, RGR, and
C118).
7. Drain out the moisture from RDJ and centrifugal dirt accumulator and in RS.
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8. Check the position of cut out cocks in leading cab, rear cab, cab-1 center locker, side locker,
back panel and HT compartment.
9. Check the position of rotating switches, tightness of fuses in sockets, spare fuses condition
and relay seals.
10. Ensure no negative bonding in the circuit.
11. Check the working of flasher light in rear cab.
12. Check all fire extinguishers with seal intact.
13. Check logbook for any missing fittings, repairs and unusual occurrences.
14. Drain out the moisture from main reservoirs, centrifugal dirt collector, pantograph, pipeline,
control reservoir, EP and GR board.
11.15 Change of power at loco interchange point.

1. Apply A9 to emergency. Before detaching the locomotive close BP and FP angle cocks of
locomotive and first vehicle and wait till air is exhausted.
2. Disconnect hose coupling between locomotive and first vehicle.
3. Open screw coupling/CBC and electrical coupler if any and detach the locomotive.
4. Keep locomotive hose coupling on support carrier.
5. Release the brakes of locomotive and move the incoming loco.
6. Move the outgoing locomotive for attaching with the formation.
7. Couple screw coupling/CBC, brake pipe, feed pipe, and electrical coupler (in case of
passenger train) of locomotive with first vehicle.
8. Ensure correct coupling of the locomotive hose pipe with the trailing stock.
9. Open brake pipe and feed pipe angle cocks of first vehicle and attached locomotive.
10. Check the continuity of brake pipe and feed pipe of the train.
11. Ensure that locomotive proportionate brakes are in working order.
12. Ensure that audio visual indication device and indicating light and buzzer are in working
order.
13. Ensure that air flow indicator reading is normal and its needle is coinciding with white
needle.

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11.16 Loco Examination in shed on arrival:

This examination is to be carried out after the loco arrived in shed on examination pit.
1. Conduct loco side, under gearing, cab and corridor and roof examination.
2. Enter the repairs and deficiency in the loco logbook and Performa register.
3. Build up 8kg/cm² air pressure in RS and close RAL cut out cock.
4. Apply SA9 and hand brake
5. Open DJ and lower pantograph. Remove MPJ, ZPT and BL keys.
6. Close all the shutters, corridor and cab doors.
7. Hand over the loco keys, log book to CC or LP shunting on duty.
8. Any important repair or deficiency to be informed to TLC or ELC concerned for immediate
action.
11.17 Stabling of the loco in station yard:

1. Berth the loco at a convenient place or at Electric engine stop board (ensure OHE wire
while moving towards sidings).
2. Apply SA9 and hand brake.
3. Build up air pressure up to 8kg/cm² in RS and close RAL cut out cock.
4. Ensure MP is on 0 and open BLDJ, check the glowing of LSDJ.
5. Lower the pantograph and ensure it is fully lowered.
6. Remove ZPT, MPJ and BL keys from the sockets.
7. Check the battery voltage and make necessary remarks in loco logbook.
8. Close window shutters, cab and corridor doors.
9. Switch OFF all light and fans and open HBA.
10. Drain out moisture and air pressure duly securing the loco with skids and consult TLC for
the disposal of loco. Hand over the keys to SM/YM/CC/Shunter.
11.18 Making the loco dead

1. Build up pressure up to 8kg/cm² in RS and close RAL cut out cock and secure the loco with
wooden wedges and apply hand brakes.
2. Place MP on 0, MPJ neutral, A9 on release position and open DJ and open all BL switches,
switch OFF HBA
3. Lower pantograph, remove ZPT, operate HOM, enter in HT1 and HT3 compartments and
place the reversers J1 and J2 in neutral position and lock them with the help of locking bolt.
4. Lock the HT compartments and normalize HOM and remove ZPT key.
5. Close all shutters, cab and corridor doors.
6. Keep SA9 in release position in both cab and check locomotive brakes are released. Then
close SA9 inlet and outlet cut out cocks in both cab.
7. Release air pressure from brake cylinders of loco with the help of C3Wdistributor valve
releasing handle.
8. Open the drain cocks and release the air pressure.
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9. Switch OFF all the lights and open HBA.

10. Keep the 3 loco keys and log books in safe custody.
11. Before moving the loco as dead ensure its hand brakes are released and wooden wedges are
removed.
11.19. Movement of dead locomotive.

“Fit to run certificate” is required to move loco as dead by competent person.
1. A dead loco may be attached to a Goods/Pass/Mail/Express trains except Rajdhani or
Shatabdi Express.
2. In case the Maximum permissible speed (MPS) of the dead loco is less than the MPS of
the train, LP should work the train at the restricted speed whichever is less.
3. Ensure maximum length and load does not exceed.
4. In dead loco, remove BL, MPJ ZPT keys and ensure both pantographs are lowered and
HBA to be kept in zero.
5. Close inlet and outlet cut out cocks of A9 and SA9 in both cab of dead loco.
6. CloseA-8 (L&T) and IP cut out cock.
7. Change MU2B to trail Position.
8. Close FP valve cut out cock in D24 type feed valve and if C2N/FT-1 feed valve is
provided close both inlet and outlet cut out cocks.
9. Operate J1& J2 reversers to neutral position and lock it.
10. In case of SIV provided loco is moved as dead, whenever marker lights are required in
dead loco slack CCINV fuse and switch ON HBA.
11. Connect BP, FP, MRE and BCE between the locomotives and open respective angle cut
out cocks.
12. Charge BP pressure and check brakes are applying and releasing in both locos.
13. If MRE, BCE pipes are not possible to connect with dead loco, then the dead loco shall
be treated as a piped vehicle. Preferably it can be attached next to the working
locomotive.
14. In case brakes are not working in dead locomotive it shall be hauled as a piped vehicle
duly ensuring the following.
Only one dead locomotive can be attached to the train and if it is a passenger
train, brake power the train excluding the dead loco should be 90%.
15. When the piped dead locomotive is attached as the rear most vehicle of the goods train,
the competent person not less than ALP shall accompany with suitable equipment
including walkie-talkie set, flags, detonators etc.
16. It is the responsibility of the competent person to switch on flasher lights (after switching
on HBA) and apply hand brakes judiciously in case of a runaway occurring.
Attaching dead loco in case of Goods trains
Ref: RB letter no 2001/Elect/ (TRS)/440/5, dated 12.07.2006.

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Type of section No. of working loco No. of Dead loco Remarks

On all sections 1 1 Nil.
On section where 2 1 In case of dead loco
double head is is functional and
permitted double head is
permitted, the dead
loco can be attached
next to working loco.
2 2 Maximum 4 locos (ie
2 working and 2 dead
or 3 working and 1
dead) can be attached
provided overall train
length does not
exceed the loop line
length from starter to
fouling mark.
On section where 3 1 If dead loco brakes

triple head is are functional and
permitted triple head is
permitted the dead
loco can be attached
next to working
loco.
17. In case the brakes of dead loco are functional but it is not attached next to TE or if MRE
and BCE are not connected or when brakes of dead loco are not functional the dead loco
shall be treated as piped vehicle.
18. Only one dead loco is permitted.
19. It may be marshaled anywhere in the good train provided that the minimum distance
between the dead loco and working loco/banking loco (if any) shall be equal to the
largest span of the bridge in the section where the dead loco is to be hauled.
20. At least ten fully braked wagons shall be attached behind the dead locomotive.
11.20. Train parting /hose pipe disconnection

Tractive force exceeding the tensile strength of the coupling material or coupling open on run or
worked out coupling or large buffer height or difference in rail level.
1. Apply the brakes by moving automatic brake valve handle to stop the train. In case of
train parting, ensure that before stopping of front portion of the train, parted rear portion
has stopped first then apply emergency brake.
2. Bring. MP to 0 and ensure GR is on 0.
3. Ensure that guard has protected the rear portion of the train.
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4. Ensure that train brakes are in applied condition to avoid roll back of the train.
5. Check the train to identify defective coach/wagon.
6. Heavy sound of air leakage will indicate the affected hosepipe.
7. Close the angle cocks of adjacent ends of two coaches where hose pipe disconnection
have taken place.
8. Inspect the hosepipe, which has got disconnected.
9. In case the hose pipe is damaged replace them. In case there is no damage, reconnect the
existing ones.
10. In case train parting has taken place, reconnect the parted portion of the train as per
prescribed procedure.
11. Now open the closed angle cut out cocks, no leakage should take place from the
reconnected hosepipe.
12. Ensure the continuity of the brake system and train.
13. In case the BP pipe hose is damaged or cannot be replaced, the pipe of the last wagon of
the front portion should be secured and the angle cock closed. The brakes of the portion in
trailing should be manually released and section to be cleared at cautious speed.
14. Ensure that screw coupling of effected coaches is not loose.
15. Observe the position of movable needle of airflow indication gauge; it should coincide
with the fixed red needle. Audiovisual indication system provided in locomotive should
be stop giving indication.
11.21. Precautions to avoid train parting
1. Start the train without jerk.
2. Progress notch by notch gradually.
3. Maintain uniform speed, while negotiating up and down gradients.
4. Avoid unnecessary progression/regression
5. Before applying brake ensure MP on 0 and glowing of LSGR.
6. After releasing A9, ensure BP pressure and AFI are normal and take notch gradually.
7. Always avoid sudden start, sudden brake application and sudden stopping of train.
8. Before restarting train when stopped at level crossings etc. back the train ½ wagon length
of the formation, to ensure proper locking of CBC, tampered it any.
9. Coordinate with banker Loco Pilot while working if banker is provided.
10. Control your train in case of wheel slip, by reducing the notch.
11. Do not use loco SA9 to stop the train.
12. Ensure engine coupling is properly locked before starting a train.
13. Apply A9 to stop the train.

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11.22. Duties of loco pilot in case of accident:

1. Whenever the Loco pilot met with an accident or suspects some abnormality on train, on
double line section, he should immediately switch ON the flasher light and after stopping,
depute Assistant Loco pilot to protect the adjacent line as per G & SR 6. 03. Give four short
whistle and exhibit red hand signal towards the guard.
2. Operate freeze memory switch in Speedometer after break the glass cover.
3. Note the time and place of accident in the rough journal book.
4. Consult the guard and quickly assess the cause and other particulars of accident.
5. Try to secure the gathered information and convey the nature of assistance required by
quickest means. use emergency telephone, train engine, adjacent line train, PWI trolley,
Gate Phone, Assistant Loco pilot or Guard to convey the information to the section
controller/all concerned.
6. The following information to be conveyed to controller, TPC or Station Master.
a) Train No.
b) Date.
c) Loco No.
d) Load of train.
e) Site of accident.
f) Time of accident.
g) Nature of accident.
h) Cause of accident.
i) No. of persons killed.
j) No. of persons injured.
k) No. of wagons bogies derailed, capsized, telescoped.
l) Damage of track and OHE.
m) Types of assistance required.
n) Loco pilot and guard’s name.
o) Whether the Engine is fitted with headlight and cattle guard.
p) Note down the time when message is conveyed.
6. After conveying message Loco pilot should render first aid to the injured if any.
7. He should try to preserve the clues undisturbed specially, when sabotage is suspected.
8. Give information to the nearby village and take the assistance of the Doctors, Government
officials and police in safe guarding the Railway and public property and rendering Medical
aid.
9. Gather the Railway staff present at the site and distribute some relief work.
10. Inform particulars of accident to the first official visiting the site of accident and assist
them.
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11.23. Use of fire extinguishers

A. General:
1. Loco pilot should ensure that the fire extinguishers (4no, each one 5kgs weight) are
provided on the loco before leaving shed and its locking clip, nozzle and spring valve and
seal are intact.
2. Ensure that the hole on the nozzle is clear.
3. Check that the fire extinguisher is not due for re-filling.
4. DCP or CO2 fire extinguisher should be used to put out electrical fire.
5. Read the instructions for using the fire extinguishers before using.
B. While using:
1. Whenever any smoke or fire is noticed on any equipment on loco, Loco pilot should take
the following actions.
2. Open DJ, lower pantograph, switch OFF HBA and stop the train.
3. Remove the fire extinguishers from the bracket, take it nearer to the equipment on fire and
cover your nose with a wet cloth.
4. Break the seal and remove the locking clip.
5. Stand opposite direction to the smoke, press the spring valve and face the nozzle towards
the base of fire.
6. Strike the knob by hand.
7. Direct the jet towards the base of fire with a sweeping action.
8. If the fire is not able to put out with one fire extinguisher, use the remaining fire
extinguishers in the same way.
9. If the fire is uncontrollable, inform the section controller or station master to arrange fire
engine and observe G & SR 6.03 & 6.10.
10. After extinguishing fire, discharge the remaining pressure from fire extinguishers.
11. Isolate the affected equipment, inform TLC and work onwards if possible.
12. Make a remark in the logbook regarding fire extinguisher and affected equipment.
11.24 Precautions to prevent the fire on AC loco

The following precautions to be taken by engine crew to prevent the fire on AC loco
1. Ensure arc chutes are properly secured for EM contactors, EP (Line and shunting)
contactors and CGR1, 2 &3.
2. Ensure no oil leakage from compressors and pipe lines in HT2 compartment.
3. Loco pilot has to use dynamic or regenerative braking if provided in the loco on graded
section. (Preventing the heavy mechanical braking which may cause the sparks from
brake shoes).
4. Do not leave any cotton waste/paper in HT2 compartment.
5. Do not place HQOP on OFF position without proper troubleshooting.

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6. When HQOP is on OFF position, carefully watch the power circuit equipments and ensure
SLs and Traction motors on stoppages.
7. Do not place HQOA on `0’ position without proper troubleshooting.
8. When HQOA is placed on `0’carefully watch the auxiliaries
11.25 Precautions to avoid loco wheel skidding

1. While taken over charge of loco, check the loco wheels for any skid marks.
2. Ensure all brake blocks are intact.
3. Ensure loco brake power is intact.
4. Before starting the train, release loco brakes.
5. After starting the train if wheel skidding is noticed, try to stop the train before the signal
(starter) and inform to TLC.
6. Check the brake power of the train at first opportunity and make judgment.
7. Advise the assistant loco pilot to check the wheels of rear truck for any wheel skidding
sound. This should be done before reaching next block station. If wheel skidding is
observed, stop at station and inform to TLC.
8. Do not apply SA9 for stopping the formation.
9. Apply SA9 only after complete stopping of the train.
10. While performing shunting, connect BP pipe to the formation and make use of formation
brakes.
11. When dead loco is attached to the train, isolate C3W valve in dead loco.
12. Check the wheels of dead loco also after stopping of the train.
13. After applying of brakes give sufficient time to release.
14. Before notching up ensure brakes are fully released. Ensure airflow indicator needle reads
preset value as in case of air brake stock.
15. If wheel skidding is experienced on run, work with restricted speed up to the next station
and inform to TLC.
16. During RB don't use loco brakes.
17. When the train is stalled on the gradient, do not try to restart repeatedly to safe guard
wheels as well as rails also.
11.26 First aid in case of electrical shock

1. Whenever a person comes in contact with live wire, switch OFF the source of supply if
known.
2. If the source of supply is not known, attempt should be made to remove the person from
contact of live wire by using non-conducting materials i. e. dry wooden stick, dry blanket,
rubber rod or paper whichever is readily available on the spot.
3. Never touch the body with bare hand when the person is in touch with the live wire.
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4. After the removal of affected person from the contact of live wire, send for the doctor at
once and in mean time give him artificial respiration.
5. Before giving artificial respiration ensures that no bones are broken, there are no fractures
near the lungs.
6. Avoid violent operation during artificial respiration since it may cause injury to the internal
organs.
7. Also special care should be taken if there is a burnt injury.
8. Serious burns should be treated with proper oil dressing and avoid exposing the patient to
the cool atmosphere.
11.27 Safety rules concerning 25 KV AC traction

1. Do not approach 25 KV limits directly or indirectly within 2 meters radius.
2. On line, before climbing the roof of the locomotive, first ensure power block is obtained,
place earthing poles both sides of the locomotive, ground the loco and then go on the roof
of the loco.
3. To carry out roof inspection in the shed, always check and confirm that the correct isolating
switch corresponding to the line, where the loco is available, is opened by electric shunter
(ET). Ensure isolation switch is properly opened and blade of the earthing heal is properly
engaged in the clip for earthing the OHE.
4. Ensure loco isolating switch handle is locked with personal pad lock and retain the key in
the personal custody.
5. Do not direct any part of the body above roof level of loco while changing the head light
bulb.
6. Do not walk in between track under OHE.
7. Do not project any jet of water or foam towards OHE.
8. Do not touch any conductor lying close to electrified line.
9. Do not stretch hand or any conductor on the OHE from a over bridge.
10. Do not enter into HT compartment until such time, the loco is brought to a stop and
grounded.
11.28 Emergency telephone

The emergency telephone taps with sockets are provided in the electrified section. The location
of the nearest telephone tap is indicated on the OHE mast by an arrow.
How to use emergency telephone:

1. Open the emergency telephone tap by the key provided for the purpose.
2. Insert the plug of the portable telephone in the emergency telephone tap socket.
3. Press the switch provided on the portable handle and also presses the button on the side of
portable telephone box. Then call out TPC in the following manner a number of times
‘Hello! Emergency’ and after TPC’s response, give your message.

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11.29 Emergency power block

1. In case of damage to pantograph or OHE, lower the pantograph immediately and stop the
train if possible near the emergency telephone tap.
2. Protect the train as per G & SR 6. 03.
3. Contact TPC/TLC for OHE staff to take emergency power block.
4. After emergency power block is taken and OHE contact wire is earthed on either side of the
loco by OHE staff, ground the loco and do the roof work duly fixing the ladder.
5. After completion of roof work, remove all the materials from the roof and remove the
ladder.
6. After earthing poles are removed from contact wire and power block is cancelled by OHE
staff, unground the loco.
7. After power is restored, raise the good pantograph, close DJ and resume traction.
11.30 Loco log book and failure report:

A. How to write the loco log book:
Give the following particulars in the loco log book.
1. Date.
2. Loco No.
3. Train No.
4. Load.
5. From & To.
6. Loco pilot’s Name.
7. Assistant Loco pilot’s name.
8. Energy meter reading of starting and ending of trip.
9. Speedometer KM starting & ending of trip.
10. Do not write ‘refer previous booking’ in the loco logbook.
11. The Loco pilot must write all the repairs or failure particulars in the loco logbook.
12. Any previous repairs unattended for the last 48 hrs to be informed to TLC.
13. While working MU / double head locos, mention the same in the loco logbook. Also
mention as to which loco is leading and which is trailing. In case of single loco, mention
which cab is leading.
B. How to write the defects /failures in the loco logbook:

In case of a failure or defect of the loco on line the Loco pilot should enter the following
particulars in the loco logbook and report the same to TLC on duty.
1. Tripping at KM No.
2. Between stations.
3. Date:
4. Time.
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5. Loco pilot’s cab.

6. Speed.
7. Notch No.
8. UA reading.
9. Voltmeter reading.
10. Ammeter reading.
11. Position of MPS.
12. MPJ position.
13. Mention abnormal sign.
14. Name of the relay which is showing red indication (target dropped).
15. Name of operation in which tripping took place.
16. Apparatus handled or isolated.
17. Time resumed traction.
18. Informed TLC at station.
19. Private No.
20. Total time lost.
Note:
While informing TLC, furnish the loco No, Train No., load on train, LP and
ALP name.
Traction failure:
1. Nature of defect (Total loss or partial loss of tractive effort or slipped pinion or locked axle
or smoke emission or unusual noise from traction motors).
2. Place of occurrence.
3. Km No.
4. Time.
5. Driving cab.
6. Traction motor.
7. Apparatus handled or isolated.
8. Traction resumed observing standard instruction.
9. Observed any smoke emission or unusual sound.
10. Informed TLC from station.
11. Total time loss.
Note:
If relief is asked, give details of relief loco arrival and the time when the block
section is cleared.

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Miscellaneous failures:
1. Nature of defect.
2. Between stations and KM No.
3. Time.
4. Notch No.
5. Cab No.
6. Speed.
7. MPJ position.
8. Apparatus handled.
9. Informed TLC from station.
10. Total time lost.
11. Private No.
Note:
Preferably give the break up on the total time occupied in the block section or at
station as following.
1. Time taken for troubleshooting.
2. Time taken to inform TLC at a station or in block section.
3. Extra time occupied on run if any, due to isolation of equipment on the loco (RSI,
traction motors, MPH etc).
11.31. How to make use of the flasher light

Flasher light should be used in case of emergency to attract the attention of the Loco pilot of a
train coming in the opposite direction. Working condition of the flasher light of both filaments in
both cabs should be ascertained while taking over charge of the loco at crew changing point/shed.
To switch ON flasher light, ZFL switch should be closed in the working cab. Switch OFF
headlight when flasher light is switched ON.
11.32 Instructions to the loco pilot regarding speedo meter:
Important checkpoints:
HASLER Speedo meters
1. Recorder cum indicator RT-9 has Standard 12 hours dial for signifying AM or PM a white
or blue dot appears in a small opening of the dial Wind RT-9 clock in every 24 hours.
2. Always set the time in clock (clock wise direction by rotating key in anti-clock wise
direction RT-9)
3. Check zero error of speed pointer on dials.
4. Check for ‘O’ error setting for speed for the ballpoint carrier on the marking position of
the graph paper.
5. Diagram roll, while loading, should align. The red dot on the roll and paper feed plate.
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6. Ensure all the cable entry holes and cover of the terminal box is water tight.
7. Do not work RT-9 (Recorder) without diagram roll.
8. Be ready to replace the diagram roll when the working lines appear in the Window.
Auto meter alliance ltd. Model SP-90-S
Display board **********************
0 1 2 3
Train No. 4 5 6
LP ID 7 8 9
---
DISPLAY:
Time is displayed in Hour, Minute, Second format. Also four red LED’s indicate
v POWER: This LED continuous to glow when power to the system is “TURNED ON”
v MEMORY FULL: This will glow when the memory card became full.
v ALARM: This LED will glow when Loco speed crosses the over speed limit set by the over
speed thumb wheel switches.
v RUN: This LED blinks to indicate that the system is functioning normally. This does not
have any link whether loco is running or not.
Setting of particulars:
Train number:
1. Press train no. key.
2. Existing train no. will be displayed.
3. Type new train no. by using numeric keys.
4. Press train no. key to save new train no.
LP identification:
1. Press LP ID key .
2. Existing LP ID will be displayed.
3. Type new LP ID by using numeric keys.
4. Press LP ID key to save new LP ID.
How to check date:
Press”1”, current date will be displayed for few seconds.
Display on/off:
1. Press “0” all display will turn off.
2. Press any key to turn on the display.
NOTE:
A memory freeze switch is provided which is covered by a glass window, when the front door is
closed. In case of any accident, the Loco Pilot shall break the glass and turn on this switch. This

119
will freeze the data in the short term memory module and further data will be recorded even if the
loco is moved.
CAUTION: Any data entry should be done through key board only, when the loco is
stationary. Any fiddling in the running will disturb the normal functioning of the system.
MEDHA TYPE MRT 921R
1. Memory freeze indicator.

2. Memory freeze Switch.
3. Key Board.
O 1 2 3 4 CANCEL
5 6 7 8 9
LOAD DISP LP TRAIN NUM. ENTER
NUM.
MEDHA TYPE Speedo meter can display and memory speed, time distance, energy, fault
message and diagnostic messages. It equipped with system memory and memory card. The
memory card can access 4 bytes of information (i.e configuration + error log + short term
memory + long term memory).
OPERATION: The MRT 921 recorder cum indicator unit operation is very simple and
some of the operations like entry of Loco Pilot no. Train no., Load and dial illumination level
adjustment are accessible from outside and can be set by LP.
FAULT LED’S: Two faults LED’s are provided. One for memory fault (Green) and the
other for the system fault (Red).
MEMORY FAULT LED (Green): This lamp will blink at a low frequency once the
memory is 85% full. The lamp will blink continuously with high frequency whenever the
memory card is faulty or if it is not inserted.
SYSTEM FAULT LED (Red): This LED will glow when Speedo meter indication fails
but display will give digital speed. This lamp also glows continuously whenever there is some
system failure (like configuration memory fail).
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Setting of particulars:
To set the load:
1. Press the LOAD key on the key board.
2. Enter the new value with the keys and press the ENTER key.
3. If you want to cancel before new value is accepted, press CANCEL
and enter new data and then press ENTER key.
To set dial illumination:

1. Using the DISP key to view the parameters, select DIAL ILLUMINATION.
2. Enter the value with the keys (0-9) and then press the ENTER key.
3. If you want to cancel before new value is accepted, press CANCEL and enter new data
and then press ENTER key.
To set loco pilot no:

Press the LP Num. key on the key board.
1. Enter the new value with the keys (0-9) and press ENTER key.
2. If you want to cancel before new value is accepted, press CANCEL and enter new data
and then press ENTER key.
To set train no:

1. Press the Train Num. key on the key board.
2. Enter the new value with the keys (0-9) and press ENTER key.
3. If you want to cancel before new value is accepted, press CANCEL
and enter new data and then press ENTER key.
Memory freeze operation:

Memory freeze facility is provided to allow the loco to be moved after an accident, without over
writing of the data on the latest data stored in the short memory.
The memory freeze switch and the indication are provided inside a sealed glass cover on
the recorder cum indicator unit. The glass has to be broken to operate the switch. Once the switch
is operated the LED will be “ON.”
11.33 Microprocessor based electronic speed cum energy monitoring system

Setting by Locomotive Crew:
There shall be provision for entering the following parameters by the locomotive crew without
opening the MASTER unit. Setting of these parameters shall be possible from both MASTER
and SLAVE unit at halt condition as well as in running condition. There shall be provision of
16 digits alphanumeric entry for LP ID and Train No, LP ID, Train Number, Train load, Dial
illumination & Display illumination.
Parameter setting and viewing protocol:

The speed, time distance cum Energy Recorder and indicator is provided with an analog
illuminated dial pointer display to indicate speed in Kmph. In addition 16 character x 2 line

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backlit LCD is provided to view and set the parameters. The default a display on LCD Display
screen on both MASTER and SLAVE.
In case analog display fails default display will automatically change into speed display in
locomotives as given below:
S P E E D
X X X K M P H
The following is the protocol for viewing and setting the various parameters on the Master
and slave units using Keypad. The data can be viewed or set with a 16 key membrane Keypad
having 10 Alphanumeric Keys containing Numeric digits 0 – 9 and Alphabetical letters A to Z.
On pressing of key `2’ first time numeric digit 2 shall be entered. On pressing key `2’ 2nd time
letter À’ shall be entered. On pressing key`2’ 3rd time letter `B’ shall be entered. On pressing
Key `2’ 4th time letter `C’ shall be entered and on pressing key `2’ 5th time numeric digit 2 shall
be entered again & above will repeat.
The same procedure for entering other letters shall be followed with other key as standard.
a) Viewing of the parameters using display key

It shall be possible from both MASTER and SLAVE unit to view parameters using
display key when Locomotive is stand still as well as in running condition.
The parameters as per the enclosed LCD Data display format are displayed in succession with
every press of the `DISPLAY’ key. It shall not be possible to modify any value except the Dial
illumination level.
It shall be possible to return to default display be pressing `CANCEL key any time.
Display shall return to default screen if no key is pressed for 10 seconds.
If anyone wants to see any specific parameter continuously, pressing ÈNTER’ key in display
mode when that parameter is displayed will freeze the display to desired parameter on screen
instead of default.
Pressing ÈNTER’ key again shall return to default screen.
b) Setting of dial illumination

There is a provision of setting the dial illumination level at any time i.e. loco moving or at stand
still by pressing the numeric keys 1 to 9 when key 1 is pressed; the illumination Level shall be
minimum.
When Key 2 is pressed illumination Level shall be greater than by around 10 % when key 1 was
pressed.
When key 3 is pressed illumination Level shall be greater than by around 10% when key 2 was
pressed.
It will keep on increasing like this up to key 9, where dial illumination will be maximum 100 %.
When key 1 is pressed again it will be minimum.
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Parameters to be entered by locomotive crew:

Setting of train load:
By pressing `TRAIN LOAD’ key existing load data (stored in memory) will show on display.
The new data for Train load can be entered using keypad.
Pressing ÈNTER’ key will be acceptance of this entry. After pressing ENTER the display
will return to default display mode after displaying ``New Data recorded for 3 seconds.
Pressing `CANCEL’ key to discard any new data entered and to retain the earlier stored data.
After pressing `CANCEL’ Display will return to earlier stored data after displaying ``Data
Not Recorded’’ message for 3 seconds.
It will display ÌNVALID VALUE’’ message whenever and wrong entry is made.
Setting of LP ID:
It is possible to enter the alphanumeric LP ID by pressing ``LP ID’ key on the key pad. After
pressing `LP ID’ key existing LP ID will be displayed. The new LP ID can be entered using
Keypad.
After pressing ÈNTER ‘key the display will return to default display mode after displaying
`New data recorded’’ for 3 seconds.
It will be possible to discard any new data entered by pressing `CANCEL’ key and to retain the
earlier stored data after pressing the `CANCEL’ key. Display will return to earlier stored data
after displaying ``Data Not Recorded’’ message for 3 seconds.
Setting of train number:

It is possible to enter the Alphanumeric Train number by pressing `TRAIN NUM’ key on the key
pad.
pressing TRAIN NUM’ key existing train no. (Stored in memory) will be shown on display.
The new Train number (Alphanumeric) can be entered using keypad.
After pressing ENTER key the display will return to default display mode after displaying ``New
data recorded’’ for 3 seconds.
It shall be possible to discard any new data entered by pressing CANCEL key and to retain the
earlier stored data. After pressing CANCEL key. Display will return to earlier stored data after
displaying ``Data not Recorded’’ message for 3 seconds
Memory freeze operation:

Memory freeze facility is provided to allow the loco to move after accident without over
writing of the data on the latest data stored in the short memory. There will not be any
further recording of the data in the short memory.
The memory freeze switch is provided inside a sealed glass cover on the recorded cum indictor
unit. The glass window to be break to operate the switch. Once the switch is operated the LED
will be on. There will not be any more recording in the short memory as long as the memory
freezes switches on. There is no effect on the recording in the long.

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Speedo meter not working on run:

Ensure the Pulse Generator is intact and reset the resetting knob provided in the panel and try. If
SPM not working in form to TLC and work train with 10% less than the permissible speed by
estimating the speed with the help of watch, kilometer posts and inter station running time given
in the working time table.
Ready reckoner for speed calculation
Time in sec Speed in kmph Time in sec Speed in km/hr
120 30 58 62
115 31 55 66
110 33 53 68
105 34 50 72
100 36 48 75
95 38 45 80
90 40 42 86
85 42 40 90
80 45 38 95
75 48 36 100
70 51 35 103
65 55 34 106
60 60 33 109
32 112
11.34 Instructions for Securing of vehicles/loads/trains/locomotives at stations and in block
section.
1. Action by Loco Pilot / Assistant Loco Pilot before leaving the loco in case load/train is
stabled with locomotive attached or light engine(s) is/are shut down or stabled:-
a) Application of both SA-9 and A-9 brakes.
b) Application of hand brake and parking brake.
c) Secure the loco with wooden wedges provided on the loco.
2. Loco Pilot while on duty should not leave loco unmanned. In case he is required to leave the
locomotive unmanned, he should do so only after receiving written authority from the Station
Master/Yard Master and ensuring (a), (b) & (c) above.
3. Before leaving the station/yard, the Loco Pilot and Guard should jointly record in a register to
be maintained with Station Master that the load & loco has been secured as prescribed above.
4. Action to be taken by Loco Pilot / Assistant Loco Pilot and Guard when the train is stalled in
block section due to accident, failure, obstruction or any other reasons:-
(a) Loco Pilot/Assistant Loco Piiot and Guard should protect the train as per provisions of
G&SRs.
(b) The train should be secured by applying loco brakes (SA-9, A-9 & hand brake) and hand
brakes of at least six wagons at either end of the train. The hand brake should be operated
by Assistant Loco Pilot from leading end and by the Guard from the rear end. In case the
train is being worked without Guard, the duties of the Guard shall devolve on the
Assistant Loco Pilot. In case of coaching trains, the Guard should apply hand brakes of
the SLR in addition to the application of loco brakes by the Loco Pilot.
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12. STATIC INVERTER LOCO (SIV)
Equipment removed New equipment provided

Arno CCINV
C118 QSVM
R118 QCON
QCVAR & HQCVAR QTD101
CHBA&HCHBA QSIT & LSSIT
QOA & HQOA HRAVT
QLA HSIV
Q100, QSIT RESET BUTTON
QTD 105 & QTD 106 EARTH FAULT BYPASS
BUTTON
EARTH FAULT BYPASS LAMP
INDICATING LAMPS
FAULT LAMPS IN SIV PANEL
12.1 SIV General information
CCINV
Ø It is a 6 Amp fuse provided in fuse panel.
Ø If it is melted SIV will not start.
Ø If CCINV fuses display panel will be blanked off in SIV.
Ø Check CCINV fuse if SIV does not start after closing DJ.
QSVM
Ø It is provided for the soft start of blowers (MVRH,MVMT1and MVMT2).
Ø It is a 2 seconds time delay relay.
Ø To energise this relay, the following condition are to be fulfilled,
1. DJ is in closed condition.
2. BLVMT to be switched ON.
3. CCA in good condition.
QCON
Ø This relay is normally provided in cab 2 relay panel.
Ø It will energise only after SIV ramps up to full voltage .
Ø If energized, LSCHBA will extinguish (SIV started).
Ø Its N/C interlock opens in Q118 branch.

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Ø Its N/O interlock closes in Compressor circuit.

Ø MCP Starts only after QCON and QTD 101 are energized.
QTD 101
Ø This is a time delay relay of 5 seconds.
Ø If BLCP is ON this relay will energises through RGCP interlock.
Ø If energised, after 5 seconds it N/O interlock closes in C101, C102, & C103 branch.
Ø Time delay between compressors are achieved by relay Q119.
QSIT & LSSIT

Ø QSIT relay is provided with or without target in relay panel.
Ø QSIT will energise during internal/external faults.
Ø If QSIT energized, DJ will trip and LSSIT will glow in Driving desk.
Ø DJ can be closed only after resetting QSIT and extinguishing of LSSIT.
HRAVT
Ø This switch is provided in switch panel, normal position 1.
Ø It is having four positions.
Ø It is provided to isolate Cab heater, Cab fan, Notch repeater & walkie talkie charger.
Cab fan Notch Charger for

HRAVT Cab Heater
transformer Repeater Walkie talkie
0 Isolated Isolated Isolated Isolated
1 Service Service Service Service
2 Isolated Service Service Service
3 Isolated Isolated Service Isolated
HSIV
· HSIV- 1 CAPTFWA center point directly connected to Earth in normal working
conditions.
· HSIV- 0- Resistance RSIV 1500Ω/500W connected in series with the CAPTFWA center
point to earth in order to minimize leakage currents during Earth fault. (similar to HQOA
in Arno loco).
· In some locos HSIV is provided as a toggle switch named ZSIV in switch panel.
QSIT reset button

· It is a push button switch provided in SIV panel.
· When this button is pressed QSIT de-energizes and LSSIT and fault lamp extinguishes.
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SIEMENS SIV PANEL
AAL PANEL

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Earth fault bypass button

· It is a red colour push button switch provided in SIV panel.
· This button to be pressed only to bypass external earth fault after placing HSIV in 0.
Lamp/LED in SIV panel

· SIV ’OK’ lamp: This green lamp will glow after switching ON HBA or after SIV started.
· CHBA ok lamp: This green lamp will glow when SIV/CHBA working.
· Internal fault lamp: This lamp will glow when there is internal fault in SIV.
· External fault lamp: This lamp will glow when there is fault in auxiliary motors, cab.
Heaters, cab fan, notch repeater, walkie-talkie charger and cab AC if provided.
· Earth fault bypass lamp: This lamp will glow when earth fault bypass button is pressed.
· Input voltage in range/out of range. This lamp will glow when OHE voltage is below
17.5KV or above 29.5KV.
12.2 SIV General instructions

1. Record the CHBA voltage and current after every five hours (approx.) in the log book.
2. Do not switch off HBA when SIV is working.
3. Avoid switching ON and immediately switching OFF of auxiliary motors.
4. Do not wedge MCP contactors.
5. All the three blower contactors can be wedged at a time (C107, C105, and C106).
6. Do not operate any rotating switches, when SIV is in ON condition.
7. For resetting QSIT, press QSIT reset button or switch off HBA and ON duly closing of IP
cut out cock.
8. In ABB make SIV to reset QSIT, press OK button till red fault lamp go off.
9. In ABB make SIV after switching ON HBA, wait for 2 min (for booting of SIV) to close
DJ.
10. HSIV not provided in ABB make SIV.
11. Take notch only after extinguishing of LSCHBA(SIV started).
12. When SIV is working, if BLVMT is switched ON, SIV will stop and restart.
13. In MU locos, close DJ after switching on BLVMT.
14. When DJ trips, even though LSSIT is not glowing, check for any Internal/External fault
lamp glows in SIV panel before reclosing DJ.
15. While passing neutral section, no need to open BLCP and BLVMT.
16. Slack CCINV when SIV locos moved as dead.
17. While TOC, check the position of cab AC MCB if provided.
18. In MU light engine, slack CCINV and switch ON HBA in rear loco.
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12.3.Energisation of SIV fitted loco

Ø Switch on BLVMT, BLCP and BLDJ.
Ø Press BLRDJ & watch.
Æ LSDJ extinguishes (DJ closes).
Æ UA meter deviates.
Ø Release BLRDJ.
Æ SIV starts with 8 auxiliary motors and LSCHBA extinguishes after 10 to 25
seconds.
Æ It ensures relay QCON is energized then QTD101 will energize.
Æ QTD 101 N/O interlock closes after 5 seconds delay and MCP 1&2 starts.
Æ After 5 seconds delay MCP 3 starts through Q119 interlock if HCP in 1.2.3
position.
12.4.Troubleshooting in SIV Fitted loco

Procedure to be followed if DJ trips
1. Bring MP to 0.
2. Open all BL switches.
3. Wait for LSGR to glow. If it does not glow, wait for 15 seconds, if still not glowing check
pantograph, if pantograph is lowered, troubleshoot for CCPT melting.
4. If pantograph is in raised condition, bring GR to zero manually.
5. Watch LSSIT, if LSSIT glows troubleshoot for it.
6. Even though LSSIT not glowing check for glowing of internal/external fault lamp.
7. Ensure air pressure in PR is above 6.5 Kg/cm².
8. Ensure battery voltage is above 90 volts.
9. Ensure all EM contactors are opened fully.
10. Check QLM first and other safety relays. (Locked indication for QLM).
11. If safety relay target dropped, troubleshoot for DJ tripping through safety relays.
12. If everything is normal, switch off BLVMT reclose DJ and pick up the correct checking
sign and troubleshoot.
12.5. SIV not starting

Checking sign: LSDJ extinguishes, UA meter deviates, and LSCHBA not extinguishes and no
sound from SIV/Auxiliary motors.
1. DJ will not trip even though SIV is not starting.
2. Close DJ and wait for 30 seconds for LSCHBA to extinguish, if SIV not starting.
3. Open and close DJ two times and try.
4. Switch off BLVMT and wait, if SIV does not start.
5. Check CCINV (check glowing of display panel in SIV unit).If CCINV melted, renew the
fuse, if again melts place HOBA in OFF and renew CCINV.

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6. If SIV starts, again switch ON BLVMT and check blower contactors for closing.
7. If blower contactors are closing (CCA intact), wedge QSVM in energized condition and
close DJ with BLVMT ON only.
8. If blower contactors are not closing, check CCA, if melted, follow the procedure for CCA
melting in page no:34(chapter 3.9).
9. If CCINV and QSVM are normal and SIV not started, switch off battery and wait for three
minutes and try. If unsuccessful contact TLC.
10. If unsuccessful, isolate all the loads inclusive of auxiliary motors & non motor loads and
try.
Note: In double QSVM provided locos, SIV will start even if CCA melted, LP will
experience 6th notch tripping.
MCP contactors alone not closing (SIV working)

Action to be taken by crew
1. Close BLCPD and try.
2. If MCP contactors are not closing tap QTD101 and try.
3. If unsuccessful wedge QTD101 and try.
4. If SIV working and QCON not energized (LSCHBA glowing), wedge QCON and Q118
in energized condition.
6. When QTD 101 or QCON is wedged, switch ON BLCP/BLCPD 5 seconds after starting
of SIV.
Note: In some HIRECT make, SIV started, blowers are working but LSCHBA is glowing and
if MCP contactors alone are not closing check CCINV.
While closing DJ, LSDJ remains glowing (ICDJ)

Q118 is not energized.
1. Ensure CCBA, CCPT (pantograph raised) C105, 106, 107 fully opened, Q44, Q46
de-energized, and GR-0.
2. If unsuccessful, wedge Q118 and follow precautions.
3. For Q45, Q44, MTDJ troubleshoot as Arno locos.
No tension on line
Checking sign
While reclosing DJ, LSDJ extinguishes, UA meter not deviates, no sound from
SIV/Auxiliary motors, DJ trips on releasing BLRDJ.
Troubleshoot as Arno locos.
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Operation-B part-II
Checking sign
While reclosing DJ, LSDJ extinguishes, UA meter deviates, DJ trips on releasing BLRDJ.
Troubleshoot as Arno locos.
Operation-B part-I
Checking sign
Switch off BLVMT and close DJ.
After extinguishing of LSCHBA DJ trips after 5.6 seconds.
Troubleshooting
1. Stop the train.
2. Place HPH, HVSL-1 HVSL-2 in 3 position.
3. Close DJ and check the working of MVSL1&2 and transformer oil level.
4. If MVSL1&2 are working watch frequently transformer oil level and work
onwards.
5. At convenient place normalize switch and isolate defective relay.
Operation O
Checking sign
Switch ON BLVMT, SIV will stop and restarts, LSCHBA extinguishes and DJ trips after
5.6 seconds.
Troubleshooting: Troubleshoot as Arno locos.
Operation I: checking sign and Troubleshooting as in Arno locos.
Operation II:
Checking sign
After taking 6th notch DJ trips after 5.6 seconds.
Troubleshooting:
1. Ensure BLVMT ON (C107, C105 and C106 contactors will close only when BLVMT
is switched ON).
2. If any blower contactor is not closing, place the concerned switch in 3 and try.
3. If unsuccessful, wedge the contactor placing concerned switch in 3 and follow the
precautions.
4. If blower and MCP contactors also not closing, troubleshoot for CCA melting.

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12.6. SIV external fault troubleshooting procedures
Generally all the internal/external faults, system will try to reset by itself after making 2 to
5 automatic restart attempts. (Except fuse failure, fan failure, over temperature) and DJ trips
through QSIT with LSSIT indication.
But in Siemens make SIV for all internal/external faults in the SIV, system will try to reset by
itself without restarting attempts and DJ trips through QSIT with LSSIT indication.
DJ trips through QSIT (LSSIT glowing) with Earth fault message

In SIEMENS make, to see the actual fault press SEL button once properly and see the message
input voltage 0 is displayed in the VFD panel. After ensuring the above message, once again
press the same SEL button to see the actual fault.
In other company makes actual fault message appears in VFD panel.
If the message is earth fault, troubleshoot as follows.
Step no: 1
Check the Auxiliary power circuit equipment.
If any abnormality is noticed, try to isolate and work accordingly duly resetting QSIT.
Resetting of QSIT-
Press reset button if provided and ensure extinguishing of External fault lamp in SIV panel and
LSSIT in cab.
Otherwise switch OFF & ON HBA.
Note: 1. while switching off HBA, BP pressure will drop if IP cut out cock is in open condition.
2. If LP tries to close DJ while LSSIT glowing, will experience ICDJ.
Step no: 2
If NO abnormality noticed
1. Place HRAVT in 0 (Notch repeater will not deviate).
2. Isolate cab AC if provided (MCB/BLRA OFF).
3. Reset QSIT, close DJ and resume traction.
Step no: 3
If DJ trips again with LSSIT and external fault lamp glowing in SIV, earth fault message
in VFD panel, “Proceed to Earth fault Bypass mode” as given below:
In Siemens make
1. Place HSIV in 0.
2. Do not reset QSIT (LSSIT& external fault lamp will extinguish when earth fault bypass
button is pressed).
3. Press Earth Fault Bypass Button and ensure the extinguishing of the External fault lamp
and glowing of bypass lamp in SIV panel and LSSIT extinguishes in the cab.
4. Close DJ and note the remaining time displayed in the VFD panel.
5. Work the train up to 45 minutes duly informing TLC and frequently checking auxiliary power
circuit equipment.
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(In SIEMENS make SIV, earth fault bypass is possible only when the fault is existing, that is
when LSSIT and external fault lamps are glowing. Hence do not switch off HBA and reset QSIT
before going for earth fault bypass mode. If unknowingly HBA is switched off before pressing
earth fault bypass button, then Siemens make SIV will not go to Earth fault bypass mode and the
Earth fault bypass lamp will not glow).
Cancellation procedure of earth fault bypass mode
1. After clearing section(s), stop the train and wait till the remaining time to come to 0
in VFD panel.
2. DJ will trip automatically after completion of 45 minutes with LSSIT and external
fault lamp glowing and bypass lamp extinguishes.
3. Normalize HSIV.
4. Switch OFF & ON HBA to reset QSIT and ensure extinguishing of LSSIT and
external fault lamp.
5. Close DJ without switching ON BLCP & BLVMT and troubleshoot.
In AAL make SIV earth fault bypass procedure
1. Place HSIV in 0.
2. Reset QSIT and ensure external fault lamp and LSSIT extinguishes.
3. Press ELD bypass Button and ensure glowing of ELD bypass ON lamp.
4. Close DJ and work up to 45 minutes duly informing TLC and frequently checking
Auxiliary power circuit equipment.
Cancellation procedure of earth fault bypass mode
1. After clearing section(s) stop the train.
2. Trip DJ and place HSIV to 1 position.
3. Switch off HBA and ON and ensure extinguishing of ‘ELD bypass ON’ lamp
In MEDHA and HIRECT MAKE SIV, earth fault bypass procedure
1. Place HSIV in 0.
2. Reset QSIT and ensure External fault lamp and LSSIT extinguishes.
3. Press Earth Fault Bypass Button and ensure glowing earth fault bypass lamp.
auxiliary power circuit equipment
Cancellation procedure of earth fault bypass mode in Medha and Hirect make
1. After clearing section (s) stop the train.
2. Trip DJ and normalize HSIV to 1 position.
3. Switch off HBA and ON and ensure extinguishing of Earth fault bypass lamp.
In ABB MAKE SIV, Earth fault bypass procedure
1. To reset QSIT, press OK button till red fault lamp and LSSIT to extinguish.

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2. Press self-illuminated earth fault bypass button and ensure it is glowing.

auxiliary power circuit equipment.
Note: HSIV switch not provided in ABB make
Cancellation procedure of earth fault bypass mode in ABB make
1. After clearing section(s) stop the train.
2. Trip DJ and press the same self-illuminated earth fault bypass button ensure extinguishing
of that lamp.
In Bombardier make SIV, earth fault bypass procedure
1. Place HSIV in 0.
2. Reset QSIT by pressing RESET button till external fault lamp extinguishes.
3. Press ENT button in display panel till bypass lamp glows and close DJ.
4. Work the train up to 45 minutes duly informing TLC and frequently checking auxiliary
power circuit equipment.
Cancellation procedure of earth fault bypass mode in bombardier make
a. After clearing section (s) stop the train.
b. Trip DJ.
c. Normalize HSIV.
d. Switch OFF HBA and ON to cancel bypass mode.
e. Close DJ without switching ON BLCP & BLVMT and troubleshoot.
Isolation of defective auxiliary motors after clearing section
Step: I
1. Ensure HRAVT in 0 and cab AC MCB is off.
2. Open BLCP and BLVMT, close DJ and wait.
3. If DJ trips with LSSIT with earth fault message, first reset QSIT.
4. Place HPH,HVS-1,HVSI-2,HVSL-1andHVSL-2 in 0 and slack CCSPM (ensure C108
open if provided ).
5. Close DJ and if DJ trips again with LSSIT with earth fault message, contact TLC.
Ø If DJ does not trip, open DJ and normalize the switches one by one and close DJ.
Ø Find out the defective auxiliary, isolate it and work accordingly if possible.
Step: II
Ø After closing DJ without switching on BLCP and BLVMT if DJ does not trip then,
Ø Switch on BLCP (preferably HCP in single MCP position) and if DJ trips with LSSIT and
earth fault message, reset QSIT identify the defective MCP, isolate it and work further.
Ø If DJ does not trip, switch on BLVMT. If DJ trips with LSSIT and earth fault message
Ø First reset QSIT.
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Ø Let HVRH be in 1 position and keep HVMT1 and HVMT2 in 0 and switch ON BLVMT.
Close DJ.
Ø If DJ trips with LSSIT and earth fault message, contact TLC.
Ø If DJ does not trip, open DJ, normalize HVMT one by one and find out the defective
auxiliary and work further if possible.
Fault Indication: DJ trips through QSIT (LSSIT glowing) with over current message
SIV type Siemens AAL type Medha type Hirect type

Indication External fault Single phasing/ Converter out Inverter fault
lamp lamp glows Inverter over current / place LED-red
glows in
Inverter fault, Output
SIV panel
over current
Fault Output short S phase_ F/ Output phase Phase-Load

message circuit, Output imbalance/ current
IN_OC1 & IN_OC2
in VFD single phasing Output short Unbalance AC
panel Inverter fault AC_OC1 & AC_OC2/ circuit/ output O/L-AC Load
master VLD_OVD over current/Input Over Current,
over current Locked- Inverter
Shutdown
Check the Auxiliary power circuit equipment.

If any abnormality is noticed, try to isolate the same and work accordingly duly resetting
QSIT.
If No abnormality
1. Place HRAVT in 0 and switch off cab AC MCB if provided and reset QSIT.
2. Close DJ and work further if normal.
3. If DJ trips again with over current message.
4. Reset QSIT.
5. Open BLCP, BLVMT and close DJ.
6. If DJ trips, reset QSIT.
7. Place HVSI -1, HVSI -2, -HVSL-1 & HVSL-2 in 0 and close DJ.
8. If DJ trips, place HPH in 0, reset QSIT, inform TLC clear section with starting current of
920 amps for 5 minutes and continuous 500 amps duly checking TFR oil level.
9. If DJ does not trip, normalize other switches one by one and find out the defective
auxiliary motor and work accordingly.

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If DJ not tripping with BLCP, BLVMT off

Close BLCP, If DJ trips, with over current message, reset QSIT, find out the defective MCP and
isolate it.
1. If DJ not tripping with BLCP ON.
2. Close BLVMT and ensure SIV stops and restarts and wait. If DJ trips with over current
message, reset QSIT,
3. Find out defective blower motor and isolate the same, reset QSIT, close DJ and work the
train as per the isolation of that auxiliary motor.
12.7. DJ trips through QSIT with internal fault messages
Indication Internal fault lamp Fuse Trip /Output RED AC input OK
lamp glows over voltage/ lamp will glow as
Inverter fault / RED
Rectifier fault
Internal fault
Fault I/P fuse failure, FUSE_F Input fuse F 01 AC input
message fail fuse blown

1. Check SIV & Auxiliary power circuit equipment and inform TLC.
2. If normal, reset QSIT by switching off HBA and ON, and work further.
3. If DJ trips again, reset QSIT by switching off HBA and ON.
4. Note down the message.
DJ trips through QSIT with internal fault message (over temperature).
Indication Internal fault lamp Fan Failure / Converter output --
lamp glows &Temperature LED
Over Temperature
turn RED
Fan LED -RED
Fault Over temperature OTH_FT Over Temperature ---
message Fan fail
Fan failure FAN_ FAULT
1. Inform TLC wait for 10 minutes in DJ open condition with HBA ON to drop the
temperature and then close DJ.
2. Check the airflow from top of converter, if fan not rotating ask Relief Loco.
3. In some HIRECT and AAL make, blower MCB is provided outside. If it is tripped, reset
the MCB and close DJ.
4. For fan failure, contact TLC for advice & act as per his instructions.
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DJ trips through QSIT with DC Link under/over voltage.

Indication Internal fault lamp D.C Link over Converter output --
lamp glows voltage/DC link low LED-- RED
voltage
Fault DC link under DC_OVD/DC_LVD, DC link Voltage Other faults
message voltage, over CH_OC High/ Output messages
voltage, crow bar Under Voltage
active, SIBCOS M /Output Over
lock Voltage

1. Any variations in DC link voltage, SIV will stop and restart automatically. If DJ trips
through QSIT, reset QSIT, wait for 3 minutes and close DJ.
2. If again DJ trips with the same fault, isolate one MCP close DJ and try.
3. If unsuccessful, contact TLC.
SIV working but LSCHBA glows on run
SIV type Siemens AAL type Medha/Hirect ABB make
type
Indication CHBA OK lamp Charger OK LED CHBA OK CHBA OK
lamp Off ( green) Off ( green) LED off lamp Off
green)

137

1. SIV will continue to function even if battery charger not working.
2. Check battery voltage both in DJ in open and closed condition to ensure the working of
the CHBA.
3. If CHBA not working inform TLC work up to battery voltage drops to 90V.
4. Minimize the load by switching off compartment lights and unnecessary loads by
watching BA voltage frequently.
For other internal faults, note down the message and reset QSIT and close DJ. If again trips with
internal fault message, note down and inform TLC and act as per TLC instructions.
SIV shutdown immediately and DJ trips with LSSIT lamp glowing.
SIV restart attempts takes place if all restart attempt fails, then DJ trips with LSSIT lamp
glowing.
Other internal faults
1. Input fuse failure.
2. Input isolator open.
3. Fan fault.
4. over temperature in electronics.
5. Rectifier over temperature.
6. Inverter over temperature.
7 Rectifier over load.
8. Rectifier over current.
9. DC link under or over voltage.
10. Crowbar active.
For the above faults switch OFF and ON HBA and energize the loco. If message repeats, convey
the message to TLC and ask for advice.
MU Operation
1. If LSCHBA glows along with LSOL indicates that the rear loco SIV / CHBA not
started.
2) If SIV loco has to be made as dead while attached with train, rear Loco HBA should be
switched ‘OFF’ in addition to normal procedure.
3) In MU Light engine rear Loco, if HBA is required to be kept ‘ON’ for switching on RED
marker lights then CCINV to be slacked.
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13 Vigilance Control Device (VCD)

13.1 Instructions to loco pilot for acknowledgement and resetting of VCD
1. To acknowledge VCD, LP should do any one of the following operations once in 60
seconds
Ø Progression or regression through MP or EEC.
Ø Brake application through A9 or SA9.
Ø Pressing sander pedal switch PSA.
Ø Pressing of the vigilance foot switch by LP
Ø Operation of MPS.(1st position)
Ø By pressing VCD acknowledge button on driving desk.
NOTE:
If the vigilance foot switch is pressed continuously for more than 60 seconds, then also
the penalty brake application will take place called Dead Man’s Mode.
2. If any one of the above operations is not done within 60 seconds
A warning lamp will flash from 61 to 68 seconds
Buzzer will sound along with the flashing of lamp for another 8 seconds from 69 to 76
seconds.
3. If still LP fails to acknowledge within 76 seconds, the VCD will act and apply train
brakes automatically by dropping of BP pressure through IP valve.
Ø Auto regression will take place.
Ø During brake application, only LED will glow without buzzer.
4. To reset VCD:
Ø Bring MP to ‘0’
Ø Apply A9 to emergency to avoid dropping of MR pressure.
Ø Wait for 32 seconds.
Ø Press the Reset push button in LP’s desk and release A9.
Ø Ensure BP pressure is recharged to 5 kg/cm2.
5. In case of malfunctioning of VCD, isolate VCD only after getting permission from
TLC
(RB letter issued dated 25.08.2014).
Ø Place HVCD switch in 0 position, if provided or
Ø Press VCD by pass switch in OFF position which is available in main unit.
Ø HVCD and QVCD are not provided in SAITRONIK make.
Ø Even after bypassing the VCD, if VCD continues to malfunction, wedge QVCD in de-
energised condition and make remark in the loco log book.
Ø After wedging QVCD, if VCD mal-functions, remove input and output cables of VCD
main unit, Inform TLC.

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6. VCD will remain in SLEEP MODE (inactive) when:

Ø If the train or loco is in standstill condition or if the speed is less than 2 Kmph.
Ø In rear loco of MU.
Ø Application of brakes through A9.
Ø Application of SA9 with BC pressure above 1.8kg/Sq.cm.
Ø During manual control of GR.
NOTE:-
Ø If LP experiences 1st notch auto regression without LSP, then isolate VCD and try.
Ø In case of display failure in FDCS Version 3 locos, keep HVCD in 0 to avoid penalty
brake application.(warning lamp and buzzer will not work).
Ø In FDCS version 3 locos QVCD and VCD main control unit are not provided.
Ø If CCPT melts repeatedly, remove input and output cables of VCD main unit.
Ø Don’t close IP valve cut out cock when VCD is in service.
Ø Don’t wedge Q51 relay.
Ø Apply SA-9 fully if loco is in standstill condition, otherwise VCD will act.
Ø While TOC/HOC of the loco, crew should record the VCD counter no ( if provided) in
the log book.
Ø VCD pressure switches getting supply from CCLSA fuse. For AFL mal functioning
wedge PR-1 in energised condition.
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14. MICROPROCESSOR LOCO FAULT DIAGNOSTIC CONTROL SYSTEM (FDCS)

14.1. General instructions
1. Most of the relays and interlocks of SMGR, MP, reverser, CTF, and EMC are removed.
2. A fault display unit is provided in both cab through which all faults can be seen with
reasons and its troubleshooting.
3. LP shall follow normal checking procedure, when DJ trips and can troubleshoot with the
guidance of the message in the display unit.
4. All faults are recorded with time and date in its memory and can be seen in the fault
history through screen operation whenever necessary.
The following relays are removed from microprocessor locos.
Q20, Q30, Q44, Q45, Q46, Q48, Q49, Q50, Q51, Q52, QV60, QV61, QV62, QV63, QV64,
Q100, QTD105, QTD106, Q118, Q119, QWC, PR1, PR2 , QRS and QCVAR, QSVM, QCON,
QTD101
Safety relays provided in loco
QLM, QOA, QOP-1, QOP-2, QRSI-1, QRSI-2.
Control relays provided
QSIT, QVCD, QFL and QEMS.
Fuses removed in microprocessor locos.
CCDJ, CCA, CCLS and CCLSA.
New fuse provided CCCPU- 16A provided in FDCS version 3 locos only.
Important instructions for Loco Pilots
1. If any fault occurs, based on fault message troubleshoot as per TSD. If unsuccessful first
keep HOBA in OFF position and try.
2. If not successful switch OFF HBA and wait for three minutes and energize the loco.
3. If any Electromagnetic contactor/Electro pneumatic contactor/ Electro valves is not closing
even after troubleshooting, place HOBA in OFF. If EM contactor not closing wedge the
contactor.
4. Do not change the position of any switch while the loco in energized condition.
5. During progression LP can press BPQD up to10th notch to avoid auto regression due to wheel
slip
6. Note down fault message and press the ACK button after troubleshooting.
7. If message not cleared place HOBA in OFF and try.
8. If display unit in both cab not working troubleshoot with the pilot lamps as per TSD and work
up to destination. Inform TLC.
9. To view logged faults, ensure BLDJ open and LSGR glowing (in some locos).
10. If CCSPM melts, energy monitoring system will not work but SPM will work.
11. In case of TLTE without GR progression /AFL mal functioning place HQ51/HPAR in 0.
12. If auto-regression via TM over voltage message when voltmeter showing less than 750V,
Place HQ51/HPAR in 0 to bypass Q20 interlock in VE1 coil circuit.

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FDCS Display panel Medha make Cab Display unit
KEY BOARD OPERATIONS

The keyboard provided on the
Display unit can be used to get
the information and current
working status of the system.
There are 4 keys tactile
feedback Membrane keys.
These are MENU, UP arrow,
DN arrow and “ENTER”.
Important Screen Operations

Press MENU button following screen will appear.
select process Information and press ENTER button the following screen will appear.
Select Input / Output Display and press ENTER, the following screen will appear.
Select Eliminated Relay Status and press ENTER the following screen will appear.
Select Display Analog Parameters and press ENTER, the following screen will appear.
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Select Display Analog Parameters and select TM Currents and press Enter, the following screen
will appear.
14.2 Troubleshooting in FDCS locos

FDCS main unit is not working
After switching ON HBA, unlocking BL, pilot lamps will not glow, main unit will not work and
loco cannot be energized.
Action to be taken
1. If battery voltage is 0 replace additional CCBA (35 amps) with HOBA OFF.
2. If battery voltage 90V.Check CCBA, CCPT and renew if melted.
3. If again melts place HOBA in OFF and renew the fuse.
4. If battery voltage is above 90V place HBA in 0 and wait for 3 minutes and try.
5. If still not energized, contact TLC.
ICDJ
1. Ensure the battery voltage is above 90 V.
2. Ensure air pressure in MR and PR is above 8 Kg/cm2.
3. Check the safety relays, if any target is tripped, troubleshoot for it.
4. Ensure GR in zero and try to close DJ by pressing BP2DJ / additional BLRDJ
5. After taking safety precautions operate C118 manually one or two times and try.
6. Place HQOP 1&2, HOBA in OFF and try. For ARNO Locos, place HQOA also in 0 and
try.
7. If unsuccessful try from rear cab.
8. Switch off HBA, drain out moisture, wait for three minutes and try to close DJ.
No tension
Troubleshoot for NO TENSION as conventional loco.
For tripping failures troubleshoot as per the message displayed.
If the display is not working, pick up the correct checking sign with the help of pilot lamps and
troubleshoot.
Contactors not closing
If MCP contactors are not closing change HCP and try.
If C105/C106/C107 is not closing, after taking safety precautions check coil connections and
flexibility.
Place HVRH, HVMT1 & HVMT 2 in 3 position and try.
If unsuccessful keep HOBA- off and try.
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If Display message reads, troubleshoot as given below

Tripping through Safety relays
MESSAGE IN DISPLAY ACTION TO BE TAKEN
Check other safety relay targets also, reset
1. DJ Tripped Via QOP - 1
QOP-1, follow TSD.
2. DJ Tripped Via QOP - 2
QOP-2, follow TSD.
Check other safety relay targets also, check
3. DJ Tripped Via QOA
Auxiliary power circuit, follow TSD.
4. DJ Tripped Via QRSI-1
QRSI-1, Follow TSD.
5. DJ Tripped Via QRSI - 2
QRSI-2, Follow TSD.
6. DJ Tripped Via QLM HT2 compartment, if no abnormality, reset
QLM and follow TSD.
7. DJ Tripped Via QLA
Auxiliary power circuit, follow TSD.
8. DJ Tripped via QSIT Check SIV panel and follow TSD.
ICDJ
QOP1 unable to reset, follow TSD. Place
1. ICDJ through QOP-1 dropped
HQOP1 in OFF and follow precautions.
QOP2 unable to reset, follow TSD. Place
2. ICDJ through QOP-2 dropped
HQOP-2 OFF and follow precautions.
QOA unable to reset, follow TSD .Place
3. ICDJ through QOA dropped
HQOA in 0 and follow precautions.
4. ICDJ through QLM dropped HT2 compartment, if no abnormality, reset
QLM and follow TSD.
Relay target stuck up/defective Inform to
5. ICDJ through QRSI-1 dropped
TLC.
Relay target stuck up/defective Inform to
6. ICDJ through QRSI-2 dropped
TLC.
7. ICDJ through QLA dropped Follow TSD .Check ARNO. Inform TLC.
8. ICDJ through QSIT dropped Reset QSIT and try again. Follow TSD.
Check PR Pressure for any leakage. Start CPA
9. ICDJ through QPDJ Dropped
to build up PR pressure.
1. DJ tripped via GR struck between

Bring GR to 0 manually resume traction.
notch
2. GR not in zero Bring GR to 0 manually and close DJ.
3. Normalize BPEMS, If BPEMS is normal
ICDJ through BPEMS
wedge QEMS in de-energized condition.
4. Supply given up to EFDJ / DJ coil, but DJ
ICDJ through DJ fail
not closed. Inform to TLC.
5. ICDJ through C105 Feedback Fail Ensure opening of C105, Place HVMT1 in 3
(ARNO Locos) and work the train, inform TLC.
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6. ICDJ through C106 Feedback Fail Ensure opening of C106, Place HVMT2 in 3
7. ICDJ through C107 Feedback Fail Ensure opening of C107, Place HVRH in 3
DJ Tripped Via C118 N/C Contact
8. Ensure C118 is opened, if welded do not
Fail &C118 Stuck Up (ARNO
press BLRDJ, contact TLC.
Locos)
9. Note: ARNO with FDCS fitted locos, for C118 not closing trouble, message will
appear as ICDJ with QPDJ F/B failure.
No Tension
Apply emergency brake and try after OHE
1. OHE low / No tension (on run)
voltage restores. Follow TSD.
2. No OHE voltage (while reclosing) Wait for OHE voltage retry to close DJ.
ARNO/SIV not picking up

Follow TSD. Troubleshoot for Operation ‘A’
1. ARNO not picking up
ending.
2. SI not picking up Troubleshoot for SIV not picking up.
Check SIV panel, switch OFF/ON HBA and
3. DJ tripped via SI voltage fail
try.
Check SIV panel, troubleshoot accordingly.
4. SI Unit shut down ( LSSIT )
Switch OFF HBA for 10 Sec and try.
Tripping through flow Relays

Place HPH on 0 & clear block section with
1. DJ Tripped Via QPH
920/500 Amps current ratings. Follow TSD.
Place HVSL-1 on 3, Check MVSL- 1 if
2. DJ Tripped Via QVSL - 1
normal Resume Traction, Follow TSD.
Place HVSL-2 on 3,Check MVSL - 2 if
3. DJ Tripped Via QVSL - 2 normal
Resume Traction, Follow TSD.
Place HVMT-1 on 3,Check MVMT - 1 if
4. DJ Tripped Via QVMT - 1
Place HVMT-2 on 3,Check MVMT-2 if
5. DJ Tripped Via QVMT - 2
Place HVRH on 3, Check MVRH if normal
6. DJ Tripped Via QVRH
Resume Traction. Follow TSD.
Place HVSI-1 on 3, Check MVSI-1 if
7. DJ Tripped Via QVSI - 1
Place HVSI-2 on 3, Check MVSI-2 if
8. DJ Tripped Via QVSI - 2
EM contactors / Feedback failures

1. C105 Feedback FAIL (while closing DJ) Check the crushing of C105 contactor.
4. DJ Tripped via C107 Feedback Fail ( 6th Clear section with 5 notch ,Inform TLC.

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notch)
DJ Tripped via C106 Feedback Fail (6th Place HVMT-2 on3 clear section Inform
5.
notch) TLC.
DJ Tripped via C105 Feedback Fail (6th Place HVMT-1on3 Clear Section Inform
6.
notch) TLC.
7. 6th notch tripping due to BLVMT-OFF Switch on BLVMT and close DJ.
TLTE without GR
Cab1 lead & LSB glows: MPJ
1. _FOR in place signal reads ‘0’ on No fault message will be displayed in Screen.
MPJ Forward position. Operate MPJ two times & try. Check MP
Cab2 lead & LSB glows: MPJ _Rev conk. Clear section with trailing cab and
2. in place signal reads ‘0’ on MPJ contact TLC.
Forward position.
3. Reversers are neither in "F" nor "R" Set the Reversers manually Resume Traction.
4. CTFs are neither in "T" nor "B" Set the CTFs manually on "T" side only.
5. Reverser not as per MPJ Position Set manually as per MPJ.
6. CTFs not as per MP Position Set CTFs manually to traction only.
Take safety precautions and open C145
7. C145 stuck up
manually.
Ensure BP pressure 5 kg/cm2/ gently tap the
8. GR not progressing due to P2
P2. Place HPAR /HQ51-0.
Ensure AFI normal / gently tap RGAF
9. GR not progressing due to RGAF
Place HPAR /HQ51-0.
RGEB in place not coming to take Ensure BP pressure 5 kg/cm2/ gently tap
10.
notch RGEB. Place HPAR /HQ51-0.
GR not progressing due to GR 0-31 Operate GR manually 1or 2 times and try.
11.
in place fail Try Manual control of GR.
GR not progressing due to Q52 via
12. Bring MP-0 & try. Try Manual control of GR.
MP+
MPQ52
GR not progressing due to via
ASMGR_BN
Q49 in place
Take safety precautions and operate C145 coil
16. Loco not ready via C145FB fail
plunger manually one or two times & try.
17. Change ZSMS position to take notch Change ZSMS and try.
Both MP/EEC fails without message.
GR stuck up on 0.Operate GR manually 1or 2
Check Q50=1, Q51=0 & Q52=0 in
times and try. If all are normal try with EEC.
18. eliminated relay status screen, check
Rotate GR -0 to 1 manually & back to 0 and
the ZSMGR 6 ‘0’ clock and pacco
try. Try Manual control of GR.
switch is lifted condition.
1) GR not in Zero with ZSMGR 6 ‘0’ clock
Notch Repeater will read ‘Er’ on position.
19. these occasions. 2) ZSMGR not in 6 ‘0’ clock position.
3) Manual control of GR.
4) Pacco switch in pressed condition.
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Auto regression
The TM current displayed in the fault screen calculated on the basis of less current when
compared to other motor. Hence it is required to see the current drawn by TMs through TM
currents Screen and decide the faulty motor
1. Auto-regression via QD-1 Press BPQD/resume traction.
2. Auto-regression via QD-2 Press BPQD/resume traction.
Auto regression via QD-1 through Press BPQD/resume traction, if repeats bypass
3.
TM2 Q51 through HQ51/HPAR in 0.
4.
5.
6.
Auto-regression via TM Over Check TM Voltage Do not Exceed Rated
7.
Voltage Voltage.
8. Auto regression via Q51 of other loco ( Bring MP -0 &try ).
9. Auto-regression via RGEB If Brake not applied check for BP Leakage.
Check BP/ AFI over shoots attend the
10. Auto-regression via ACP
leakages/ follow G&SR.
DBR Problems
1. Line Contactors stuck up Do not use RB.
PRDBR In place For Vertical DBR
2. Do not use RB.
failed
PRDBR In place For ROOF Mounted
3. Do not use RB.
DBR failed
Auto regression via C145 feedback
4. Try once , if message repeats, do not use RB.
open
5. DBR type configuration not matching Do not use RB.
6. QVRF not working Do not use RB.
7. C145 Open HMCS 1/2 not in 1 Do not use RB.
If QE acted, reset once. If message repeats ,
8. DBR Overheated or QE Operated
do not use RB.
9. Brake Applied Through IP Do not use RB.
10. Braking Fault SWC Operated Do not use Loco Brake during RB.
Short circuits in EM contactor coils

1. DJCOIL o/p wire or coil shorted with BN Place HOBA OFF and work.
2. C118_BLSI o/p wire or coil short with BN Place HOBA OFF and work.
3. VEPT1 o/p wire or coil short with BN Place HOBA OFF and work.
4. VEPT2 o/p wire or coil short with BN Place HOBA OFF and work.
5. DJCOIL o/p wire or coil short with BN Place HOBA OFF and work.
6. C107 outplace wire or coil shorted with BN Place HOBA OFF and work.
C101_3 outplace wire or coil shorted with
9. Place HOBA OFF and work.
BN

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10. VE_DN o/p wire or coil short with BN Place HOBA OFF and work.
11. J_FOR o/p wire or coil short with BN Place HOBA OFF and work.
12. J_REV o/p wire or coil short with BN Place HOBA OFF and work.
13. CTFRUN O/P short with BN Place HOBA OFF and work.
14. L1_3 outplace wire or coil shorted with BN Place HOBA OFF and work.
15. VE_UP O/P short with BN Place HOBA OFF and work.
16. L4_6 outplace wire or coil shorted with BN Place HOBA OFF and work.
In version 3 FDCS locos any short circuit in the output such as C105/ C106/ C107/ C101/ C102/
C103 etc. causes tripping of MCB 1 / 2 (provided in the main unit) for output cards. Loco Pilot
has to reset it once.
Input channel failed
1. QVSI1 main input failed working with Redundant in place.
2. HPHQPH main input failed working with Redundant in place.
3. QVSL1 main input failed working with Redundant in place.
4. QVSL2 main input failed working with Redundant in place.
5. QOA_QSIT main input failed working with Redundant in place.
6. QOP1 main input failed working with Redundant in place.
7. QOP2 main input failed working with Redundant in place.
8. QRSI1 main input failed working with Redundant in place.
9. QRSI2 main input failed working with Redundant in place.
10. QLM main input failed working with Redundant in place.
11. QLA main input failed working with Redundant in place.
12. C118_QCON main i/p failed working with Redundant in place.
13. BLKEY main input failed working with Redundant in place
14. BLVMT main input failed working with Redundant in place
15. BLCPD main input failed working with Redundant in place.
16. QPDJ FB main input failed working with Redundant in place.
Outplace channel failed (If any main channel failed, close DJ without switching off/on HBA
to enable the redundant channel)
DJ tripped via DJCOIL main O/P cha.
1. Retry with RDT channel by closing DJ.
fail
2. DJ tripped via C118/BLSI l Retry with RDT channel by closing DJ.
DJ tripped via VEPT_1 main O/P cha.
fail
DJ tripped via VEPT_2 main O/P cha.
fail
DJ tripped via DJCOIL main O/P cha.
fail
6. DJ tripped via C107 main O/P cha. fail Retry with RDT channel by closing DJ.
9. DJ tripped via C101_3 main O/P cha. fail Retry with RDT channel by closing DJ.
DJ tripped via VE_DN main O/P cha.
fail
11. DJ tripped via J_FOR main O/P cha. fail Retry with RDT channel by closing DJ.
12. DJ tripped via J_REV main O/P cha. fail Retry with RDT channel by closing DJ.
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DJ tripped via CTFRUN main O/P cha.

fail
14. DJ tripped via L1_3 main O/P cha. fail Retry with RDT channel by closing DJ.
15. DJ tripped via VE_UP main O/P cha. fail Retry with RDT channel by closing DJ.
16. DJ tripped via L4_6 main O/P cha. fail Retry with RDT channel by closing DJ.
17. AUX Main Channel failed Retry with RDT channel by closing DJ.
18. AUX RDT Channel failed Retry with RDT channel by closing DJ.
19. ARNO Channel Failed Retry with RDT channel by closing DJ.
Ensure CHBA working, Enter in the log
20. BTCH Channel Failed
book.
TM Voltage Measurement Channel Observe TM voltage, Enter in the log
21.
Failed book.
FDCS faults
Main Configuration from IF not
1. Switch off/on HBA and try.
received
2. Loco type configuration not matching Switch off/on HBA and try.
Converter type configuration not
3. Switch off/on HBA and try.
matching
Note down in the LOG book and work
4. Working with One CPU
onwards. Inform to TLC.
Note down in the LOG book, use other
5. Other CAB Display fail
cab Display. Inform to TLC.
Note down in the LOG book , use other
6. Communication Link Display1/ 2 Fail
cab Display .Inform to TLC.
Note down in the LOG book, work
Communication Link of ISCU 1 / 2
7. onwards duly ensuring the TM currents.
Fail
Inform to TLC.
Acknowledge and work with one power
Power Supply Card 1 / 2 Failed/Not
8. supply card. Inform TLC.
Present
9. Digital Input Card Failed / Not Present
Digital Outplace Card 1 /2/3/4/5
10. Switch off/on HBA and try. If
Failed/Not Present
unsuccessful contact TLC.
11. IF Card Failed
12. Analog Input Card Failed / Not Present
TLTE without GR progression

If LSB glows,
Ensure J1, J2, CTF-1, CTF2 & CTF3 handles are as per the working cab, C145 in open
condition.
If LSB extinguished,
1. If GR is not progressing through MP, try by EEC.
2. Ensure BP pressure 5kg/cm2 and RGEB cut out cock in open condition.
3. Place HPAR/HQ51- ‘0’ and resume traction.
4. Place HOBA in OFF and try.
5. If unsuccessful, inform TLC and clear section with manual control of GR.

149
6. After clearing section, apply A9 to emergency and back and try.

7. If unsuccessful, trip DJ, lower pantograph, place HBA in OFF, drain out moisture
8. Wait for 3 minutes and try.
14.3.MEDHA FDCS VERSION 3 LOCO
MEDHA FDCS Version 3
Unscrew and open

the door
MCB1 &2 for

Reset button to
reset FDCS Output Card 1&4
Display screen
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1. Remote monitoring feature (provided with SIM card and locos are monitored by shed)
2. In built speed recorder and energy monitoring.
3. TM current sensing through Hall Effect Sensors, BP,BC measurement.
4. From +002 wire CCCPU (16Amps provided) in fuse panel for FDCS.
5. Even though CCBA/CCPT melts FDCS and display will be in service.
6. Any short circuit in the outplace such as C105/C106/C107/C101/C102 etc. causes
tripping of MCB 1 / 2 (provided in the main unit) for outplace cards. Loco Pilot has to
reset it once.
7. A red reset button provided in FDCS unit. If DJ trips due to internal fault in MPCS,
LP to press this reset button for 5 seconds to reset MPCS.
8. QCVAR, QCON, Q118, Q50, can be wedged through screen operation, only in case
any fault occurs in MPCS.
9. If FDCS display not working/ blank/ defect, VCD buzzer and lamp will not work.
Hence it is advised to place HVCD in 0 and work onwards with TLC permission.
10. QVCD and VCD couplers are not provided in FDCS version 3 locos since VCD is in
built.
11. HVCD is provided to isolate VCD in case of malfunctioning or when display unit is
blanked off.
.
Display unit fault messages and indication lamps

1. 1, 2, 3, 4, 5, 6, 7, 8, 9&0 soft keys are provided for screen operation.
2. LSFI, BPFA & LSVW lamps are provided to indicate faults and vigilance warning.
3. BPFA Push Button cum lamp used for fault acknowledgment.
4. Communicates with control Card through RS485.
5. Buzzer interface is provided for alerting for faults and vigilance.
6. Faults are grouped as per sub system. Each fault message is assigned to either priority 1 or
priority 2 level.
7. Priority 1 messages are related to DJ tripping, total loss of tractive effort, vigilance control
and system related.
8. All remaining messages are Priority 2 messages.
9. Whenever fault occurs, BPFA and LSFI lamps will glow.
10. Press BPFA to acknowledge the fault. Both BPFA and LSFI will extinguish.
11. When VCD is not acknowledged within 60 seconds LSVW will glow.

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Main screen / Default screen:
In this default screen, Loco number, Date and Time, Isolation Status / Bypass Status (Isolation
Status & Wedging status) and Notch is displayed. This default screen is common to most of the
screens. TFT displays the working Cab status i.e., CAB1 Active or CAB2 Active status. In Crew
Messages information, Display shows the status of BL key, Pantograph, BLRDJ, BLDJ, MP and
MPJ position. From this screen, user can go to main menu and crew messages by selecting the
number keys.
To view Energy consumption
From Default screen press “Main Menu” , select Process information and press “Enter “,
the following screen with 9 options will be appeared .
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Select Loco Utilization data in the screen and press “Enter” . The following screen will be
appeared and note down readings while TOC and HOC of Loco.

153
FAULT SCREEN
Fault data
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Note : Relays can be wedged ( Q50,QCON,QCVAR & Q118) with the following procedure
The wedged status of the relays Q50, QCON, QCVAR, Q118 are displayed in Red color, if the
corresponding relay is wedged and are displayed in Yellow color, if user can wedge the relay (in
case any fault occurs in MPCS). The key will be disabled, if there is no fault regarding these
relays in MPCS.
Press relay to be bypassed ‘button’
Press Key ‘2’ to conform

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Wedged relay is displayed in Red color
14.4 BPEMS (Push button switch for emergency brake)

In case of any emergency situation Loco pilot has to press BPEMS.
If BPEMS is pressed the following actions will take place.
1. BP pressure drops to 0 through IP valve.
2. DJ trips.
3 Pantograph lowers.
4. GR comes to 0.
5. Auto flasher will work.
Note: In some locos LSEMS lamp is
provided in signaling panel.
Action to be taken
1. Place ZPT in 0 and close IP cut out cock.
2. Rotate BPEMS knob in clock wise
direction to release.
3. Energize the loco and open IP cock after
BP pressure is recharged.
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15. Multiple Unit operation of loco

15.1 General instructions of MU loco:
Whenever more than one loco are coupled together and locos are worked by a single crew, it is
known as MU operation.
1. The front driving loco is known as leading loco and trailing loco is known as Trailing loco.
2. In MU operations 3 electrical jumpers (B, C & D) are connected between locos to operate
control circuits of trailing loco in synchronizing with leading loco.
3. During MU operation control circuits of trailing locos are operated from leading loco except
Q118, Q44 & Q100. For closing DJ, HBA should be in 1 in both the locos.
4. BLSN switch is provided on the BL box, which controls the feed to VEPT and MTDJ of
trailing loco from leading loco. Its normal position is UP, on switching it down the supply to
MTDJ and VEPT gets cut off and thus DJ of trailing loco gets tripped and pantograph also
lowers.
5. Closing of DJ can be done for both the locos together or separately. Similarly opening of DJ
can be done for both the locos together or of the trailing loco only.
6. Trailing loco DJ can be closed from trailing loco by pressing BP2DJ provided BLSN is in
upward position and BLDJ ON in leading loco but cannot be opened by BP1DJ.
7. In case of emergency the DJ of trailing loco can be opened from trailing loco by removing its
CCPT fuse. In CCMUBA provided locos slack CCMUBA also in addition to slacking of
CCPT.
8. Opening of DJ for leading loco alone not possible.
9. To disconnect B C D jumpers, deenergize both locos and switch off HBA in both locos
10. During troubleshooting ensure MPJ in forward.
11. In some locos CCMUBA 10 amps fuse is provided in cab 2 switch panel.
12. In some locos LSGRR/LSGRO glows when rear loco GR is in 0.
13. In both FDCS MU loco if trailing loco CCPT melts trailing loco DJ will trip without any
indication in leading loco.
14. MCP can be used in both locos according to the requirement.
15. Whenever working with less load, de-energize the rear loco and keep HBA in off.
16. In some SIV/Arno MU loco, QTD 45 relay is provided. In these locos while closing DJ,
BLRDJ can be released as SIV loco.
15.2 Additional Lamps / Relays / Switch in MU loco:
LSGRPT:
The red lamp is provided in cab roof of both driving cab.
This lamp glows in defective loco along with LSCHBA or LSB or LSRSI to identify the trouble
in defective loco.
NOTE:
1. When MPJ is brought to 0, LSGRPT will glow.
2. During troubleshooting in MU loco do not bring MPJ to 0.
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LSOL:
This lamp is provided on the driving desk of both cabs, the lamp will glow on healthy loco
indicating the defect is in other loco. LSOL glows along with defective indication (LSDJ,
LSCHBA, LSB and LSRSI)
NOTE:
1. LSOL glows in healthy loco only.
QVLSOL:
When there is any abnormality in leading /trailing locos, this relay will pick up and make the
lamp LSOL to glow in the healthy loco.
Q49:
This relay is a synchronizing relay, which synchronizes the tap changer operation in both leading
and trailing loco during traction and braking in MU operation.
This relay will energize only through BCD jumper cables provided both loco graduator position
is other than 0 and ZSMGR handle should be in 6 O’ clock position.
BLSN - NEUTRAL SECTION SWITCH (DOUBLE POLE):
BLSN switch enables the loco pilot to open DJ and lower pantograph of the trailing loco from
leading loco while passing through neutral section.
1. First operate BLSN downwards to open DJ and to lower pantograph of trailing loco and
observe the glowing of lamps LSDJ, LSCHBA, LSB, LSGR and LSOL.
2. Open BLDJ and observe UA meter needle drops and LSOL extinguishes.
15.3 Working instructions for loco pilot during MU operation.
1. Do not wedge any EM contactor or relay (Except Q100 and QRS) in trailing loco. If
necessary make the trailing loco dead.
2. When control circuit fuse is repeatedly melting in any loco, then place HOBA in off
position in all locos.
3. Do not place HQOP1/HQOP2 in OFF position, HQOA in 0 in trailing locos.
4. Whenever it is necessary to work with EEC then keep ZSMS on 0 for both the locos (In
modified locos, if ZSMS of leading loco is kept on 0 both locos will work on EEC).
5. Whenever HQCVAR is kept on 0 in leading loco then never close DJ separately of any
loco. Close DJ of both the locos together.
NOTE: In modified ZSMS loco’s no need to change ZSMS for EEC operation in MU loco.
15.4 While taking over charge of MU locos ensure

1. Both the locos are coupled properly.
2. All air hose pipe are connected with their respective pipes and their angle cocks are opened.
3. All electrical jumpers (B, C & D) are connected between the locos and secured.
4. SA9 & A9 cut out cocks are open in driving cab only and closed in other cabs.
5. BP charging cut out cock (L&T) open in leading loco only and closed in trailing loco.
6. MU2B valve is in lead position in leading loco and trail position in trailing loco.
7. RGEB cut out cock is open in both the locos.
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8. Ensure HBA is on 1 on both locos.

9. IP cut out cock in open condition in leading loco and closed in trailing locos.
In leading locomotive:
1. Ensure A9 handle in release position and inlet and outlet cut out cocks open in working cab
and closed in non-working cab.
2. Ensure SA9 handle in application position and inlet and outlet cut out cocks open in
working cab and closed in non-working cab.
3. L/T cock in open condition.
4. MU2B should be on lead position.
5. RGEB cut out cock in open condition.
6. IP cut out cock in open condition.
7. Minimum two compressors should be in service in leading loco.
In trailing locomotive:
1. Ensure A9 and SA9 handles in release and inlet and outlet cocks closed in both cab.
2. L/T cock in closed condition.
3. MU2B should be in trail position.
4. RGEB cut out cock to be in open condition.
5. IP cut out cock to be in closed condition.
6. MCP’s can be used according to the requirement.
Conditions for coupling of loco:

In the front end of the leading loco:
Ensure the following angle cocks are closed.
a) MR equalizing pipe.
b) B.C equalizing pipe.
c) Brake pipe (BP).
d) Feed pipe (FP)
In between locomotives:
Ensure both locos are properly coupled and following pipes are coupled properly and their
respective angle cocks are opened.
1. MR equalizing pipe
2. B.C equalizing pipe.
3. Brake pipe (BP).
4. Feed pipe (FP).
5. Ensure electrical B, C & D jumpers are connected properly.

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In the trailing end of rear loco.

1. Close MR equalizing pipe cut out cock.
2. Close B.C equalizing pipe cut out cock
3. Connect the brake pipe (BP) and feed pipe (FP) to the first vehicle of formation and
open their angle cut out cocks.
15.5.Energisation of MU loco
1. Ensure both the loco conditions are fulfilled for MU loco preparation.
2. Switch on HBA in both locos and unlock BL in leading loco and ensure glowing of LSDJ
and other lamps.
3. Switch ON ZCPA in both locos and buildup PR pressure up to 8 kg/cm² pressure.
4. In working cab, place ZPT in 1 and check the effective raising of rear pantograph of both
locos.
5. In ARNO MU locos, close BLDJ and press BLRDJ ensure LSDJ extinguishes, UA meter
deviates and release BLRDJ after extinguishing of LSCHBA.
6. In SIV MU locos, close BLDJ and press BLRDJ ensure LSDJ extinguishes and release
BLRDJ after UA meter deviates.
7. In SIV/ARNO MU locos release BLRDJ, 4 seconds after UA meter deviates.
8. Close BLCP and build up MR pressure.
9. When MR pressure is charged above 8.0 kg/cm2 switch off ZCPA in both locos.
10. When MR pressure builds up to 9.5 kg/cm2, ensure VEUL works in both locos and auto
draining of MR pressure takes place through ADV in both locos.
11. Close BLVMT and check the working of all auxiliaries in both the locos.
15.6.Cab changing procedure in MU locos

Before cab changing of MU loco ensure the loco is secured with hand brakes and wooden
wedges on gradient sections.
In leading loco
1. Build up MR Pressure to 9.5 kg/cm².
2. Place A9 in release position, and SA9 in application position.
3. Ensure BC pressure is 3.5 kg/cm².
4. Operate BLSN downwards and ensure trailing loco DJ trips and pantograph lowers.
5. Open BLDJ to open DJ of leading loco, lower Pantograph and visually ensure both
Pantograph are lowered and open all BL switches and lock BL, bring MPJ to 0 and
remove BL, ZPT, MPJ keys.
6. Do not change any pneumatic cut out cock positions
7. Proceed to other loco with BL, ZPT, MPJ keys.
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In trailing loco (which is to be changed as leading loco)

1. Keep SA9 in application and A9 in release position.
2. Open inlet and outlet cut out cocks of A9 and SA9.
3. Change MU2B to lead position.
4. Open L/T cock.
5. Open IP cut out cock.
6. Unlock BL and keep ZPT in 1 and ensure both pantographs are raised, close DJ, switch
ON BLCP.
Proceed to trailing loco.

1. Close inlet and outlet cut out cocks of A9 and SA9.
2. Change MU2B to trail position.
3. Close L/T and IP cut out cock.
Proceed to the Working loco.
1. Place wooden wedges if not placed.
2. Release SA9 and ensure both loco brakes are releasing, if not releasing, pull QRV of
C3WDV of working loco and physically ensure loco brakes are released.
3. Apply A9 and ensure BP pressure is dropping and conjunction brakes are applying in both
locos, place A9 in release and ensure BP pressure is recharged to 5.0 kg/cm2 and BC
pressure 0 kg/cm2.
4. Apply SA9 ensure BC pressure 3.5 kg/cm2
5. Take two traction notches and ensure LSGR is extinguished in both locos, all ammeters
are deviating in all the four cab and NR shows 2 notch and bring MP to 0.
6. Close the cab doors and windows of all non-working cab.
7. Remove wooden wedges if provided and release hand brakes if applied and conduct loco
brake test.
8. Now loco is ready for movement.
15.7. PASSING NEUTRAL SECTION WITH MU LOCO

1. At 250M board, place BLSN down and ensure DJ trips and pantograph lowers in trailing
loco.
2. At DJ open board open BLDJ watching UA. If UA does not come to 0, lower pantograph.
3. After passing neutral section. At DJ close board- close DJ of leading loco observing UA
meter and release BLRDJ after 4 sec.
4. Place BLSN up and ensure trailing loco pantograph raises, after trailing loco passes DJ
close board.
5. Press BLRDJ once again and ensure LSDJ and LSCHBA extinguishes and then release
BLRDJ.

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15.8. Making trailing loco dead

1. Open DJ and lower pantograph by BLSN downwards and switch off HBA.
2. In dead loco place HLS / ZLS in 0 if provided.
3. In trailing loco, don’t change any cut out cock position.
4. If trailing loco is SIV fitted loco, slack CCINV fuse.
15.9. Working the train from trailing loco when leading loco fails
1. In case of leading loco (other than CCPT) fuse melting, do not change any cut out cock
position and work from leading loco carefully to clear section.
2. Make the leading loco dead and work from trailing loco.
3. Resume traction from leading cab of trailing loco and clear section without exceeding the
speed limit of 30 kmph and contact TLC.
4. If the load and road permits, request TLC for remarshalling of the loco (changing trailing
loco as leading loco) and work onwards with single loco.
5. If the load and road does not permit, contact TLC for further advice.
15.10. TROUBLESHOOTING IN MU LOCOS

Procedure to identify the defective loco
1. In MU loco if DJ trips in leading or trailing loco it is indicated by glowing of LSGRPT on
cab roof or LSOL on the LP desk as follows.
2. In defective loco, LSGRPT glows and LSOL remains extinguished.
3. In healthy loco - LSGRPT remains extinguished and LSOL glows.
4. The concerned pilot lamp indicating the fault will also glow in both the locos along with the
glowing of LSGRPT/LSOL. Until the fault is rectified the pilot lamp will continue to glow
in both the locos.
5. If LSGRPT is glowing in the leading loco then leading loco is defective and if LSOL
glowing in leading loco it means that defect is in trailing loco. LSGRPT/LSOL glows along
with defective indications.
6. LSGRPT / LSOL glows for the following defects in the loco.
a) When DJ trips.
b) CHBA defective.
c) Q50 de-energizes.
d) When telltale fuse melts in RSI block.
NOTE:
If trouble is on trailing loco, stop the train and check for any abnormality. If
leading loco is defective, the LP shall try to clear section and then
troubleshoot. If necessary, remove the electrical jumpers between the locos
and clear section with the healthy loco.
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Tripping indication in MU operation

Indications in leading loco if leading loco DJ trips:
1. LSDJ, LSCHBA, LSB and LSGR will glow.
2. UA meter indicates 0.
3. No sound from Arno and auxiliaries.
4. LSGRPT will glow.
Indications in leading loco if trailing loco DJ trips:

1. LSDJ, LSCHBA and LSB glows.
2. LSOL will glow. LSGRO/LSGRR will glow if provided.
Troubleshooting in case of DJ tripping in mu operation
Whenever DJ trips, bring MP to 0.
Let MPJ remain as it is and check LSGRPT.
1. If LSGRPT is glowing -the leading loco is defective.
2. If LSGRPT is not glowing the rear loco is defective. LSOL will glow in leading loco.
If leading loco is defective:

1. If relay target drops troubleshoot for DJ tripping through safety relays as per TSD of single
loco.
2. If no relay target is dropped, identify the abnormal sign and troubleshoot as per TSD of
single loco.
3. If unsuccessful, follow the procedure to work the train from trailing loco when leading loco
fails.
If trailing loco is defective:

1. Place BLSN down and ensure that pantograph of trailing loco is lowered.
2. Try to clear section, if load is within permissible limit for single loco.
3. If necessary, after clearing the section go to defective loco and check the defects.
4. Ensure LSGR is glowing & GR-0, if not bring GR to 0 manually.
5. If any relay target is found dropped, troubleshoot as per single loco.
6. If no relay target dropped, identify the abnormal sign and troubleshoot as per TSD of
single loco.
7. If unsuccessful, make the trailing loco dead. If load and gradient permits, work the train
with leading loco. Otherwise contact TLC.
8. Trailing loco DJ can be closed from trailing loco by pressing BP2DJ of trailing loco
provided BLSN should be upward position and BLDJ in ON in leading loco.
AUXILIARIES FAILURES
1. If leading loco auxiliaries motors fails, train can be worked as per the procedure given for
single loco.
2. If trailing loco auxiliaries motors fails, follow the troubleshooting given below.

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MPH does not work:

Place HPH on 0.
1. Make trailing loco dead.
MVSI-1,MVSI-2, MVSL-1, MVSL-2 does not work:

Isolate the concerned RSI block and work with normal current ratings, if load permits.
When all EM contactors not closing in leading loco
Troubleshoot as per single loco
When all EM contactors not closing in trailing loco

1. Check CCA, if melted renew it, if again melts keep HOBA in OFF in both the locos and
renew the fuse. If unsuccessful wedge Q100/QTD100 do not energize loco separately.
2. If CCA fuse is in good condition, check Q100/QTD100.
3. If Q100/QTD100 not energized, wedge it and do not energize loco separately.
4. If unsuccessful, make the trailing loco dead.
MCP does not work:

Isolate concerned MCP of trailing loco.
MVRH does not work:

1. Place HVRH on 0.
2. Make trailing loco dead.
MVMT-1/MVMT-2 not working

Isolate the concerned RSI block and work train with normal current rating, if load permits.
15.11. Traction failures

TOTAL LOSS OF TRACTIVE EFFORT
Abnormal sign:
When MP moved from N to +, LSGR does not extinguish, traction ammeters & notch repeater
not deviate in both locos and MU loco does not move.
CAUSES: For both locos troubleshoot as per TSD of single loco
Troubleshooting
1. Try to troubleshoot the leading loco first as per the TSD of single loco.
2. If successful work the train with single loco if the load permits and inform TLC.
3. If unsuccessful try to troubleshoot the trailing loco as per the TSD of single loco.
4. If successful work the train from leading loco by removing ZSMGR handle in 3 0’ clock
position in leading loco to avoid Q49 action.
5. If unsuccessful clear section with manual control of GR from leading loco.
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PARTIAL LOSS OF TRACTIVE EFFORT

Abnormal sign: Poor hauling
CAUSES:
1. Leading loco not responding or trailing loco not responding.
2. L1 or L6 not closed leading loco/trailing loco.
Troubleshooting
Leading loco:
1. If the leading loco is defective, troubleshoot as per TSD of single loco.
2. If even after trouble shooting, GR of leading loco cannot be progressed by MP/EEC but
GR of trailing loco is progressing then remove ZSMGR handle of leading loco and work
train with trailing loco.
3. For cause 2, troubleshoot as per TSD of single loco.
Trailing loco:
1. If the trailing loco is defective, then troubleshoot as per TSD of single loco.
2. If unsuccessful, remove ZSMGR handle and work only with leading loco.
3. For cause 2, troubleshooting should be done as per TSD of single loco.
GR neither progressing nor regressing after taking Notch

CAUSES: Trailing loco GR struck up in full notch beyond 0 / ½ notch.
TROUBLESHOOTING
1. Try to clear section with available notches or manual control of GR.
2. If DJ trips with LSOL in leading loco, try to clear section by manual control of GR.
3. If DJ tripped in trailing loco check whether LSGR is glowing in trailing loco.
4. If LSGR is not glowing in trailing loco, bring GR manually to 0 in trailing loco and try
again after closing DJ.
5. If problem persists again, bring GR to 0 manually in trailing loco, remove BCD jumpers in
between locos, de-energize the trailing loco and work with leading loco.
LSB REMAINS GLOWING WHEN MP IS BROUGHT TO '0' FROM DYNAMIC
BRAKING
1. Check LSGRPT. If it glows on a particular loco, if CTF1, CTF2 and CTF3 handles are on
braking side (downwards) bring to traction side(upwards)
2. Ensure C145 is opened and resume traction.
3. If C145 is in closed condition, open C145 manually and resume traction. If C145 is open,
check Q50. If it is energized, check QV64 & tap it and resume traction.
4. If LSGRPT is in extinguished condition, check LSOL, if it is glowing, indicates trouble is
in trailing loco.
5. Try to clear the block section, stop the train, trip DJ and take safety precautions, ensure all
CTF’s are in traction side.

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6. Ensure C145 is opened and resume traction.

7. If C145 is in closed condition, open C145 manually and resume traction. If C145 is open,
check Q50.
8. If it is energized, check QV64 & tap it and resume traction.
9. If Q50 is in de energized condition, work with leading loco, if load permits. Inform TLC.
Otherwise contact TLC.
1st notch auto regression with LSP:

1. Place BLSN downwards, remove the B, C & D jumpers, take notch and check for 1st
notch auto regression. If auto regression experienced, trouble is in leading loco.
Troubleshoot as per single loco.
2. If auto regression not experienced, trouble is in trailing loco. Clear the section if
possible and troubleshoot the trailing loco as per single loco.
1ST notch auto regression without LSP.
Abnormal sign:
GR progressing to 1st notch and returns to zero without LSP glowing
Causes:
1) BL not locked properly or unlocked on run in non-working cabs.
2) BPR struck up in pressed condition.
3) VCD mal functioning in leading loco.
a) Trip DJ, remove BL key and try to lock and unlock BL two or three times in non-
working cabs and try to lock BL.
b) Energize the loco and try to resume the traction.
c) If successful work onwards.
d) If unsuccessful remove BCD jumpers in between locos after taking safety
precautions work with single loco, if load permits. Inform TLC.
e) Otherwise clear section from trailing loco and contact TLC.
f) If BPR struck up, change ZSMS position and work through MP and try.
g) If VCD malfunctions in leading loco, isolate VCD.
Note: In MU rear loco VCD will be in suppressed condition.
LSB does not extinguish on keeping MPJ to ‘F’ or ‘R':

Check LSGRPT. If it is glowing, leading loco is defective. If LSGRPT is not glowing and LSOL
glowing, trailing loco is defective.
Leading loco is defective:

Troubleshoot as single loco.
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Trailing loco defective:

Troubleshoot as single loco. But wedging of Q50 is not allowed in trailing loco. If
unsuccessful, make the trailing loco dead.
LSCHBA glows on run:

Check LSGRPT, if it is glowing, leading loco is defective. If not glowing and LSOL glowing,
trailing loco is defective.
Leading loco defective:

Check CHBA ammeter, if it is showing on discharging side, keep HCHBA on 0 and work up to
85/90V.Inform TLC.
Trailing loco defective:

Check CHBA ammeter of trailing loco. If it shows on discharging side, then keep HCHBA of
trailing loco on 0 and check the battery voltage. If less than 85 V, make the trailing loco dead.
If battery voltage is more than 85 V work the train, keep checking BA voltage during halts.
If battery voltage drops below 85 V then make the trailing loco dead.
NOTE: When HCHBA is kept in 0 Notch repeater will not deviate.
15.12 MISCELLANEOUS FAILURES
Pantograph not rising:

If pantograph of leading loco does not rise, troubleshoot as per TSD of single loco.
If Pantograph of trailing loco does not rise:

1. Ensure BLSN in UP position in leading loco. Operate it 2 or 3 times.
2. Keep ZPT in 2 position and try.
3. Ensure RS pressure is 8 kg/cm2and RAL cock is in open position in trailing loco.
4. Ensure VEPT cock of trailing loco is open, operate VEPT manually 2-3 times and try.
5. Otherwise make trailing loco dead.
CCBA/ CCPT/ CCA OF LEADING LOCO MELTS:

1. Renew the fuse.
2. If again melts, keep HOBA in OFF in both the locos.
3. If still fuse melts, remove the electrical jumpers (B, C & D) between the locos and
energise the locos separately to locate the defective loco.
4. Make the defective loco DEAD and clear section with healthy loco.
5. Try to troubleshoot the defective loco after clearing section.
6. If successful reconnect the electrical jumpers (B, C & D) between the locos and work
onwards.
7. If unsuccessful, make the defective loco DEAD and contact TLC.

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IF CHARGER AMMETER NOT DEVIATING IN LEADING /TRAILING LOCO:

1. Place HBA in 0 and wait 15 seconds.
2. If DJ does not trip, ignore LSCHBA and resume traction. Place back HBA in normal
position.
3. If DJ trips, place HCHBA in 0 and follow instruction for isolation of CHBA.
15.13.Pneumatic failures
Loco brake binding:
1. If loco brakes are not releasing in both locos, troubleshoot as single loco.
2. Release C3WDV of leading loco, and try.
3. If loco brake binding in trailing loco after changing cab, troubleshoot as single loco.
4. If trailing loco brakes alone not releasing operate MU2B one or two times, release
C3WDV of trailing loco & try.
5. If trouble still persists, isolate C3WD value, release loco brakes and work onwards.
BP pressure not charging /less BP pressure:
Check MU2B valve position, L&T cut out cock, A9 and SA9 cut out cocks are in required
position in leading and trailing and ensure A9 in released condition in both the locos as per
instructions already laid down.
NOTE:
For all pneumatic failures troubleshoot as single loco.
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16 DOUBLE HEAD OPERATION

16.1 General Conditions.
1. Leading loco
1. Ensure A9 handle in release position and keep A9 inlet and outlet cut out cocks open in
working cab and closed in non-working cab.
2. Keep SA9 handle in application position and SA9 cut out cocks inlet and outlet cut out cocks
open in working cab and closed in non-working cab.
3. L/T cut out cock in open condition.
4. MU2B in lead position.
2. Trailing loco
1. A9 handle in release position.
2. Keep A9 inlet cut out cock open to read MR pressure gauge and outlet cut out cocks closed
in working cab and both closed in non-working cab.
3. Keep SA9 handle in release position and SA9 inlet and outlet cocks closed in both cab.
4. L/T cock in closed condition.
5. MU2B in trail position
16.2.Conditions for coupling of locos:

1. Front end of the leading loco:
Ensure the following self-locking angle cocks are closed.
1. MR equalizing pipe.
2. BC equalizing pipe.
3. Brake pipe (BP).
4. Feed pipe (FP).
2 In between locomotives:
Ensure the following pipes are connected properly and their angle cocks are opened.
1. MR equalizing pipe.
2. B.C equalizing pipe.
3. Brake pipe (BP).
4. Feed pipe (FP).
3. At the trailing end of trailing loco.

1. Close MR equalizing pipe and B.C equalizing pipe angle cut out cock.
2. Connect BP and FP pipes to the first vehicle of formation and open their angle cut out cocks.

169
16.3. Instructions to the loco pilots of leading and assisting locos.

1. Except in an emergency, the leading Loco pilot only will apply the brakes.
2. Under no circumstances, may the trailing loco, loco pilot release the brakes on his loco or
the train or apply the brakes independently on his loco.
3. When starting, power may be applied by both locos as required. The leading LP who is in
charge of the train will notch up until the train moves. The trailing LP will assist as and
when required.
4. While running, power may be applied as often as necessary by the trailing loco, loco pilot
irrespective of the position in which the graduator of the leading loco is provided. Power
may however be applied only gradually by the trailing loco, Loco pilot.
5. The trailing loco pilot may switch off the power using his discretion and with due regard
to locality gradient etc. The trailing loco pilot must frequently observe his BP gauge and
be prepared to shut OFF power (if it is being applied at that time) should the needle make
any movement back.
6. It is the duty of the trailing loco pilot to acquaint himself with the contents of all caution
orders and special instruction etc. issued to the leading loco pilot while starting/working
the train.
7. While passing neutral section, the leading loco, loco pilot will follow the instructions
given in TSD for single loco operation and trailing loco, loco pilot will trip DJ and lower
pantograph of the trailing loco at 250m board and raise pantograph and close DJ after
passing neutral section.
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17 BANKER OPERATION
17.1.Instructions for banker operation.
On gradient sections, sometimes banking locos are used in the rear end of the train to assist the
leading loco/locos to negotiate the gradient. The banking locomotive must be coupled to the
train.
1. First couple the banker loco with the formation and ensure it is properly coupled.
2. Apply A9 to emergency to vent out BP pressure and close L/T coc.
3. Release A9 and SA9 and ensure locomotive brakes are released fully by pulling QRV of
C3W DV.
4. Connect BP hose pipe with the BP pipe of the formation and open their respective angle
coc’s.
5. Ensure sufficient BP pressure is available in banker loco.
6. The Loco Pilot of the banking loco shall keep a watch on the BP gauge and take
necessary action to assist the leading Loco Pilot when brakes are applied by leading loco
pilot.
7. All rules in regard to switching OFF power at neutral section, lowering of pantograph in
the event of emergency feeding etc. shall be observed. The Loco Pilot of the trailing
locomotive will be signaled by the Loco Pilot in the leading locomotive to carry out these
operations, as required, by means of code whistles/walkie–talkie.
8. When working the train on up gradient with the assistance of banker loco, the following
procedure should be followed.
a. When the signal is taken off, the leading Loco Pilot will sound the prescribed code
of whistle.
b. The banking Loco Pilot will acknowledge the whistle and notch up so as to obtain
the maximum permissible starting current.
c. The sanders should be used to avoid wheel slipping.
d. The leading Loco Pilot should take 2 to 3 notches, releasing the loco brakes of the
leading and banking Loco Pilot should keep a watch on their respective ammeters
and maintain the current at the continuous rating.
e. While stopping the train in up gradient, leading Loco Pilot should bring MP to 0
and bring the train to a stop by applying A9 to the extent required. This will
increase current in the banking loco. The banking loco LP shall reduce the notch
so as to maintain the current at the continuous rated value till the train stops. After
stopping, both the leading and banking Loco Pilots should apply independent air
brakes to avoid rolling down.
f. At the point where the rising gradient ends, the Banking Loco Pilot should bring
MP to 0 and stop pushing.

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18 Guide lines to running staff for operation of BOX-N and BCN rakes
The Box-N and BCN wagons are equipped with twin pipe (brake pipe and feed pipe) system.
The main advantage of twin pipe system is that the release/recharging time is considerably
reduced as compared to single pipe system. In other words, the brakes on the train can be released
at a very fast rate after an application in the rake provided with twin pipe system.
Instructions for Loco Pilots

Before attaching locomotives to trains, the engine should be thoroughly tested to ensure that it
is free from any leakage and MR/BP pressure is properly maintained to the order of 8.5 to 10
kg/cm² and 5 ± 0.1 kg/cm².
18.1 Testing procedure of locomotives before attaching to load:

1. Open locomotive angle cock at both the ends and blow out water, dirt and
sediment.
2. Use two compressors on leading loco and one each in MU / consist loco for
charging the brake system of the train.
3. Charge BP and checkup pressure in the gauge, which should register 5 ± 0.1
kg/cm².
4. Drop 1 kg/cm² pressure by operating A9 valve handle, wait till hissing sound stops
and the brake pipe pressure gauge needles stops at 4 kg /cm².
5. Close the Lead/Trail cut out cock for BP charging and wait for few seconds to
stable the pressure. Now check the drop of air pressure for 5 minutes, it should not
drop more than 0.7 kg/cm².
6. Charge BP pressure to 5 ± 0.1 kg/cm² which must be attained instantaneously. This
will confirm efficiency of the compressor and satisfactory condition of the system.
7. Above testing should be done with all compressors in working condition.
18.2. MCP efficiency test:

1. Start all MCP and build up MR pressure up to 9.5 Kg/cm².
2. Keep A9 handle in release and ensure BP pressure is 5kg/cm².
3. Connect 7.5 mm diameter leak hole special test coupling fabricated to RDSO design with
brake pipe coupling of locomotive. In case of MU trains test connect with BP pipe of the
rear most locomotive.
4. Secure the BP pipe properly and open BP angle cock at the coupled end and wait for 60
seconds. BP pressure gauge should read between 2.5 to 3.5 kg/cm.²
5. Press BPSW now the BP pressure gauge should read 4.4kg/cm²
6. The drop of BP pressure allowed is 0.6kg/cm² when BPSW in pressed condition.
18.3. Leak test on train:
1. Couple up BP hose of the loco to the BP hose of the load and FP hose of the loco to
FP hose of the load in case of twin pipe working.
2. Charge the train with 5 ±0.1 kg/cm² BP pressure, ensure 5 ± 0.1 kg/cm² on loco and
4.8 kg/cm² in brake van (4.7 kg/cm² on longer trains).
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3. Drop 1 kg pressure by operating A9 valve handle and wait till hissing sound stops
and brake pipe pressure stabilized at 4 kg/cm².
4. Close the Lead/Trail cock for BP charging and wait for 60 seconds
5. A drop of 0.25 kg/cm² per minute (0.3 kg/cm² on the longer trains) is permissible.
6. Excess leak noticed on the BP system of the train should be attended to and
rectified.
7. Recharge the BP pressure to 5 ± 0.1 Kg/cm².
18.4.Brake continuity test

The LP and Guard must carry out this brake continuity test as soon as possible after the
locomotive is attached on train and BP pressure is created to 5 ± 0.1 Kg/cm². This test is to be
done whenever any vehicle is detached or attached to the train or clearing a stabled load from
way side stations.
1. The LP should reduce BP pressure to 4 kg/cm² on the locomotive and close ‘L & T’ cut
out cock.
2. The Guard must then open the Guard's emergency valve until all the air is exhausted. The
valve must then be closed.
3. If brake van is not the trailing vehicle, open the brake pipe angle cock on the trailing most
vehicle until all the air is exhausted. The cut out cock must then be closed.
4. The LP must observe that the BP pressure is dropped to ‘0’ on the locomotive gauge and
does not commence to rise again. If the BP pressure does not fall, this can be due to BP
angle cock closed between vehicles.
5. The LP must move the A9 handle to `release' position, open ‘L & T’ and recreate 5 kg/cm²
of BP pressure.
6. The guard must not give the signal to start the train until he has carried out his duties as
above and finally there is 4.7 or 4.8 kg/cm² pressure in the brake van.
7. The LP must not start the train unless, he has observed the fall of the pressure to '0' and that
it has remained at '0' until he had moved the A9 valve to release position. He must then
observe the subsequent rise of pressure to 5 kg/cm² on the locomotive gauge.
8. In case of change of traction, the train brakes must be manually released to avoid brake
binding and train parting while starting or on run.
18.5. Before starting a train

1. A train should not be started until brakes of the entire train including hand brakes are
fully released
2. At the originating points of train, C&W staff should ensure this. At wayside stations, for
the clearing of stabled loads it should be ensured by both LP, Guard and with station
staff.
3. If the train is started with the brakes released partially, wheel skidding or breakage of
coupling may take place.
4. Empty/load handle should be set in the correct position (i.e.) when the wagon is empty,
the handle should set in èmpty' position and for loaded wagons in `load position'.

173
5. If the empty /load handle is not set in the correct position, a serious accident can take
place as in the loaded condition the train will have inadequate brake power. On the other
hand when it is empty severe application of brake will skid the wheels and cause them
irreparable damage.
6. The train examiner will be responsible for the correct setting of the empty/load handle at
all originated stations and wayside stations where the trains are passed by them. At way
side station where any shunting is done or when a stabled train is picked up, it should be
ensured by the Guard that the above handle is set in correct position in all the wagons.
7. The LP will personally check the position of all angle cock of all air hoses of the leading
and trailing locomotives and of the first Box-N/BCN wagon of the load.
BP pressure Time limit
After minimum reduction or full service application 1 to 2 minutes

After over reduction 3 to 4 minutes.
After an emergency application- 5 to 7 minutes.
8. MR pressure should not be allowed to fall below 8 kg/cm² to achieve optimum advantage
of charging brake pipe. In case MR pressure drops below 7 kg/cm², stop the train and
investigate the cause and rectify the fault.
9. In case a heavy leakage or mal-functioning of the distributor valve or any brake binding
is noticed, the release of the wagon brake should be ensured by pulling the quick release
valve of the distributor valve. In case the brake binding problem is repeated or brakes not
releasing at the first instant, the distributor valve of the concerned wagon should be
isolated by changing the position of isolation cock handle to ÒFF' position, and quick
release valve of distributor valve operated till the brake fully released.
10. In case of disconnection of air hose in enroute, apply A9 to emergency and close the L/T
cock in loco. Then the attention should be given by closing the angle cocks of the
defective wagon and if necessary replacement of damaged hoses may be done by
removing the air hose either at the front of loco or trailing of the brake van. If
unsuccessful, request for TXR assistance.
11. LP should report all problems and unusual events noticed by him on run in respect of
functioning of air brakes and wagon movement etc., immediately to CHC/CTLC. The
procedure to be adopted in such cases shall be reported through a `Memo' jointly signed
by both LP and Guard.
12. Under no circumstance the angle cocks of the wagon should be closed except for the
attention period and after the attention the concerned angle cocks must be opened before
moving the train.
NOTE:
After closing angle cocks of the loco/wagons, an interval of about 0.5 minute should be
given, so as to allow the trapped air in the air hose to leak out through the exhaust and
then only the air hoses should be uncoupled.
13. The LP should see that the brake pipe and feed pipe connection are not mixed up either
between the locomotives or between the locomotive and the first wagon of the load.
14. The LP shall ensure that BP gauge is showing 5 ± 0.1 kg/cm² and FP gauge is showing 6
kg/cm². After ensuring the continuity of the air pressure, through the Guard of the train
and in his absence, through the attending TXR, LP shall sign the brake power certificate
Southern Railway
174
presented by the TXR. The brake van or last vehicle pressure should not be less than 4.8
kg/cm² for a load of 56 BOX-N/BCN and 4.7 kg/cm² for the load of beyond 56 BOX-
N/BCN wagons. At wayside stations while picking up stabled load, it should ensured by
both LP and Guard of the train.
15. Isolating cock on distributor valve and angle cocks of BP and FP of all wagons should be
in open position which should be ensured by C & W staff at the originating point and at
wayside stations while picking up a stabled load, by LP and Guard of the train.
18.6. While on run

1. As far as possible, the train should be controlled by service application of brakes (0.2 to
0.5 Kg/cm²) and in exceptional cases where the train brake power is inadequate, the BP
pressure may be reduced up to 1.5 or 1.6 kg/cm². Over reduction of BP pressure to 2.5
kg/cm² or emergency brakes should be used only in genuine cases. Because heavy braking
force will result in skidding, excessive wear of wheels and train parting.
2. Faulty braking can cause skidding of wagon wheels. To avoid skidding, the braking and
starting has to be smooth. If the train is running heavy, the LP should stop immediately and
investigate the cause. Any delay in investigation may cause skidding of wagon wheels or
other damages like breakage of CBC parts, etc.
3. CBC of loco and BOX-N/BCN can break due to high coupler force, which can arise either
while starting or stopping or accelerating. To avoid breakage of couplers, the instructions
laid down below should be rigidly followed after application of brakes.
18.7. While stopping a train

1. Stopping train should be smooth (without jerk) which is to be done by releasing the
brakes just before final stop. It should be ensured that handle of A9 is placed to release
position, when the speed is about to 3 to 5 kmph prior to stopping.
2. When stopping at a station on the falling gradient, the dynamic brake to be applied and
should release RB after application of A-9.
3. In case of stopping a train on a rising gradient, the GR should be maintained on at least 2
notches and only after application of loco brakes, the GR should be brought to '0'.
4. LP and ALP should release the condensate from main reservoirs by opening the drain
cocks as frequently as possible to prevent moisture entering in the loco pneumatic system
as well as in the air brake system of BOX-N/BCN wagons.
5. Before uncoupling the locomotive from the rake, apply emergency brake and wait till BP
pressure reduced to '0'. Thereafter close the angle cock of the brake pipe on the loco and
1st wagon and after a short pause of about half minute, uncouple the BP air hose.
18.8. Specification of brake power for goods train
1. Not less than 85% of total number of pistons must be operative for goods trains only.
2. On steep gradient sections 90% of the brake cylinders must be operative for goods trains.
3. Piston strokes in the empty and loaded condition shall be as follows.

175
EMPTY LOAD
BOX-N 85 + 10 mm 130 + 10 mm
BCN 85 + 10 mm 130 + 10 mm
4. There should be at least 4 fully air braked vehicles including brake van with operative
cylinder at the trailing end of the train.
5. While checking brake power of the train in en route at a wayside station, it should be first
ensured that the BP pressure on the loco and brake van/last vehicle is 5 kg/cm² and 4.8
Kg/cm² respectively. If the BP pressure in the brake van/last vehicle is inadequate, the
position of angle cocks in the entire train should be checked and ensured that they are
open. If any found closed, open it.
NOTE:
Before uncoupling the locomotive from the rake, apply emergency and wait till BP pressure
reduced to '0' thereafter close the angle cock of the brake pipe on the loco and 1st wagon and
after a short pause of about half minute, uncouple the BP air hose.
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176
19 PROBLEMS AND REMEDIAL ACTIONS OF TRAINS

19.1. BP pressure is not building up.
Close the BP angle cock of the loco between the loco and first vehicle of the train. Ensure BP
pressure is 5.0 kg/cm² and the MR pressure is above 9.0 kg/cm² on the loco. In case if the
pressure is less on the loco, attend the same.
1. Ensure adequate numbers of CPs are kept in service according to the number of boxes of
the train.
2. If the loco is in good condition, check the train for any leakage of the pipe lines and at the
angle cocks and arrest the same if necessary.
3. Check for any BP air hose washers are missing. If missing, replace the same.
4. Ensure in front of the loco BP angle cock is closed and there is no air leakage. Similarly
ensure BP angle cock in trailing of the brake van is closed and there is no air leakage.
5. In case of air leakage is noticed on any distributor valve try to arrest the leakage. If not
possible to arrest the leakage, isolate that particular distributor valve and release the brakes
of that vehicle.
6. If loco air flow indicator pointer is shooting up above the previous level maintained, arrest
the leakage till it drops to the previous level is maintained.
19.2. Brake pipe pressure dropping on run:
1. Ensure A9 and RS are in proper position in both cabs.
2. Check and ensure that all the angle cocks of the train are opened fully and there is no
leakage at the angle cocks and palm ends (missing rubber washers).
3. Ensure BP angle cock in front of the loco and trailing of the brake van or last vehicle is
closed properly.
4. Check and rectify the leakage of BP pipes if any.
5. In case of coaching train, check for any Alarm chain pull is operated. If so, reset the same.
6. Ensure that there is no leakage at Guard's brake valve.
7. In case of any leakage noticed at the distributor valve and if it could not be arrested, close
the isolation cock of the distributor valve and release the brakes of that vehicle.
19.3. FP pressure dropping on run:

1. Ensure that the FP feed valve cut out cock is opened fully on the loco.
2. Ensure that FP angle cock in front of the loco and in the trailing of the brake van or last
vehicle of the train.
3. Check and ensure all the FP angle cocks on the train are opened fully and there is no
leakage at the angle cocks and palm ends.
4. Check and rectify the leakage on the FP pipe line if any.
5. If the leakage on FP pipe line could not be arrested or could not be traced or any FP hose is
damaged, work onwards with single pipe system duly closing FP angle cocks of the loco
and first vehicle of the formation.

177
For isolating C3W distributor valve, move the isolating handle upwards as shown in
the photograph. Then pull the releasing handle till the brakes are released.
19.4. Brakes are binding on a single vehicle:

1. If brake cylinder piston has come out, close the C3W distributor valve isolating cut out cock
and then pull the releasing handle.
2. If brakes are released, normalize the isolation cock and resume traction.
3. If the brakes are getting applied again, close the isolation cock, release the brakes and
resume traction (in twin pipe working, close the auxiliary reservoir cut out cock also).
4. In case of coaching trains, close the brake cylinder cut out cock whichever is getting
applied. If both the brake cylinder piston gets applied, close the C3W distributor valve
isolation cock, release brakes, close auxiliary reservoir cut out cock and work onwards.
19.5. Mechanical jamming of brakes:

1. Check and ensure that the hand brake is released fully.
2. If the brake cylinder piston is inside the cylinder and the brakes are binding or brake
cylinder piston is jammed, operate the slack adjuster. If the brakes are released, resume
traction.
3. If unsuccessful or the slack adjuster could not be operated or brake rigging is jammed,
request for assistance of TXR.
Southern Railway
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19.6. BP iron pipe is broken in vehicle:

1. Since MR pressure gets discharged through BP pipe line, keep A9 handle in ‘emergency’
position.
2. Check the train and close the trailing BP angle cock of the vehicle before the defective
vehicle.
3. Release the brakes of the remaining vehicle up to the brake van or last vehicle including the
defective vehicle.
4. Inform the Guard and exchange signals with the Guard frequently and clear the section with
necessary precautions, if the section is favorable.
5. After clearing the section inform CHC/CTLC and detach the defective vehicle.
6. If the section is not favorable to work with partial brake system, clear the block section in
two portions duly taking the defective vehicle in the first portion as per procedure.
19.7. BP air hose is damaged:

1. Keep A9 in ‘emergency’ position.
2. Close the BP angle cock before the air hose damaged.
3. Renew the air hose, if spare hose is available or with the hose in the trailing of the last
vehicle or with the hose in front of the loco and resume traction duly opening the closed
angle cut out cock.
4. If no spare hose is available or could not be replaced, close the BP angle cock of the vehicle
before the defective air hose and act as per the procedure.
19.8. BP angle cock towards loco end in between the vehicles is closed at a way-side station:
(The BP pressure of the loco will not drop and air flow indicator white needle will go below red
needle).
1. When a LP tries to start a train he will experience hard pulling due to train brakes being
applied in trailing of the vehicle where the angle cock is closed.
2. Check the train and open the angle cut out cock, which is closed and ensure continuity of
BP pressure and last vehicle before starting the train.
19.9. Alarm chain is pulled (ACP) on train:

When alarm chain is pulled, air flow indicator white needle shoots up suddenly, buzzer sounds
and LSAF lamp glows in the cab and Auto flasher light will work. Brakes will be applied. Stop
the train immediately at a convenient place. Apply SA9 and depute the Assistant Loco pilot to
check the train. Simultaneously Guard of the train also should check. If communication facility is
available on the train, LP should inform Guard and the train Superintendent to check the ACP
along with the C& W staff if available on the train for this purpose. After identifying the coach
where the alarm chain is pulled, reason to be ascertained by the Guard or train Superintendent for
pulling of ACP. ACP clappet valve to be reset with the help of ACP resetting key which is
available with C & W staff or Guard of the train.
Once ACP is reset, the air flow indicator white needle drops back to the red needle level
and lamp LSAF extinguishes. The train should be restarted as per the rules.

179
NOTE:
Whenever Clappet valve could not be reset or Clappet valve leaking or any leakage on ACP pipe
line, close the ACP cut out cock duly informing the Guard. Message should be given to arrange C
& W staff to attend at the next TXR point.
Air flow indicator red needle has to be kept over white needle before starting the train. If white needle shoot up
suddenly, it indicates there is a new leakage created in the BP pipe line due to ACP is pulled or train parting etc.
19.10 Precautions to be taken in air brake system:
1. Do not try to couple or uncouple the air pipes unless angle cocks on either side are closed
fully.
2. While the loco is attached, be present and personally ensure that FP and BP air hosepipes
are correctly connected and the angle cocks are opened.
3. Ensure box wagons load or empty handle is in the appropriate position according to the load
conditions.
4. Do not work the train unless the continuity test is done when fresh BPC is issued or loco is
intercepted or loco is attached or loco is reattached after shunting is performed on to the
train.
5. Do not start the train from the yard or crew changing point or when the loco is reattached on
a train at the way side station unless the BP pressure is adequate and at least in 10 vehicles
behind the loco brakes are getting applied through A9 applications.
6. Keep the Air Flow Indicator red needle over white needle before starting the train. After
brake application on run, to release the brakes keep A9 on release, wait till the air flow
indicator white needle to settle at the red needle. Then only notch up the loco.
7. Whenever Air Flow Indicator white needle shoots up suddenly with A9 handle at release,
stop the train and ascertain the reason.
8. Due to any reason if the train is stopped in mid-section, keep A9 handle in minimum
reduction before attending the trouble on the train, so that train will not roll back.
9. Whenever the train is stabled at any station after detaching the loco, open BP angle cock of
the first vehicle of the formation, so that the train brakes get applied fully and this avoids
rolling back of the train.
10. Whenever the loco becomes defective or dead or the train detained for more than 15
minutes due to OHE trouble etc., in mid-section or at station, keep the A9 handle in
application position and BP pressure is dropped sufficiently to keep the train brakes in
applied position.
Note
In modified locos BP angle cock is provided above FP angle cut out cock, but the extension
of the BP pipe is below the FP pipe.
Southern Railway
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19.11.Procedure to Release and isolate Brake Binding of LHB Coach with FIAT trolley at
enroute stations
In case of brake binding, the brake

indicator of the affected bogie will
show red colour.
Brake Indicator for both
Pull the release valve of DV.
Release lever of DV
Rotate the isolation cock of the

affected bogie provided on the
brake panel in anti-clockwise
SAB Wabco DV Panel direction by 90 degree to release
and isolate the brake cylinders of
the affected bogie.
If brakes are released, brake

Knorr DV Panel indicator of the affected bogie
will change colour from red to
green as shown. Check that the
brakes are released by shaking
the brake calipers. If brakes are
released, work the train.
Brake Indicator for both If not released
Loosen the hexagonal nut of the

brake cylinder by 27 no. or 46 no.
spanner. Check that the rakes are
released by shaking the calipers
and work the train.

181
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182
20 CUTOUT COCKS OF DIFFERENT MAKE

20.1.Name and position of cutout cocks
Isolation of BP, FP and IP valve procedure
1. For isolating BP pipe in dead loco or Banker loco close L&T or A8 cock.
2. For isolating feed valve 6 kg/cm2 in dead loco or Banker loco, the following cut out cock
has to be closed.
C2N type relay valve has two

Pneumatic system D24 (3/4"COC
cocks (A21-FP & Addl. FP
arrangement A21-FP
cock).
Conventional close Close both cocks.
Modular close Close both cocks.
Stone-India Panel close Close both cocks.
Sab-webco Panel close Close both cocks.
Faively Panel close Close both cocks.
Knorr Brake Panel B 11 close
3. For isolating IP valve, the following COC has to be closed (E3 COC or A21 (IP) COC
means IP COC.
Pneumatic system IP COC= A21(IP) or E3 or For IP (Magnet valve) or A15

arrangement B41 (3/4"”COC W/O vent ½ " COC w/o vent (IP).
Conventional close
Modular close
Close- Dummy in modified
Stone-India Panel close
IP valve.
Sab-webco Panel close Not available.
Faively Panel close Not available.
Knorr Brake Panel B 41 close B44 close.
4. In Knorr brake panel-B61 is dead engine cock ( normal close and to be open in dead loco
for conjunction brake).

183
Nomenclature of cock and valve in conventional loco
Stone India/ Sab

Knorr Description
Wabco/Faively
B49 A8 L&T cock
B44 A15 IP magnet valve cock
B42 A19 Emergency Application valve E3
B41 A21 Cock for A19 or E3 or IP-M
B03 A24 C3W DV
- A24A DV isolating cock
B12 A25 Feed valve 6 kg/cm
B22 A26 SWC
B05 A29 C2 Relay Valve( Loco)
B04 A31 Addl. C2Relay valve BP
B11 A21 (FP) Cock of feed valve 6 kg/cm
B53 A32 VEAD valve cock
B23 A33 Double check valve
B06 A42 Air flow measuring valve
B18 A51 RGAF
B01 A61 MU2B
B02 A62 F1 selector
B07 A64 R6 relay valve
B48 B15 RGEB
B46 B16 3/8 " RGEB cock
B54 C17 RGCP Cock
Dead Engine cock( normal close and to be open in

B61
dead loco for conjunction brake in Knorr
Southern Railway
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21 CIRCUIT DIAGRAMS

185
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187
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189
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191
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193
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195
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197
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199
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201
Southern Railway
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FAIVELEY PANEL (TRI PLATE)
VEAD
P-2 RGEB RGCP P-1 SWC
All COC
FV
vertical
position is IP A8 RGEB RGCPVEAD
open
LV- 1.8
Kg/cm²
IP MV
C3W DV ISOLATING
DV HANDLE
R6 VEF(E)
MV-4
F-1
AFMV
MU2B
C2 R BP C2R SA9
STONE INDIA LTD

MAIN PANEL
BLOCK DIAGRAM OF STONE INDIA PANEL

203
STONE INDIA PANEL
VEF (E)
RGEB COC
LV
C3W DV
ISOLATING HANDLE IP(M) COC
IP COC C2RV LOCO

L&T COC
C2RV BP MU2B
FV COC
RGCP COC
VEAD COC
SAB WABCO
MAIN PANEL
Southern Railway
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205
Knorr Bremse pneumatic Panel
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Electric Locomotive TSD

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Electric Locomotive TSD

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INSPIRATION

Shri SAMEER DIGHE, Dy.CEE/LOCO/HQ/S.RLY

Shri K.M. SATHIYIA RATHAN, Sr.DEE/ELS/ED

Shri RONGALA NAGA SREENIVASU, Sr.DEE/ELS/AJJ

Shri A.BASILRAJ, Sr. Instructor

1. SALIENT FEATURES OF AC LOCOS

2. TROUBLE SHOOTING OF WAM4 WAG 5 WAG7 WAP4 &WAP1

3.5 OPERATION ‘B’ part-I 27

Operating Manual with Troubleshooting Directory for Electric Locomotives

7. SWITCH POSITION / ISOLATION OF EQUIPMENT

8. WEDGING OF CONTACTORS AND RELAYS

10. OPERATING INSTRUCTIONS

10.3 Procedure for cab changing 88

11. DRIVING THE LOCOMOTIVE

Operating Manual with Troubleshooting Directory for Electric Locomotives

12. STATIC INVERTER (SIV)

13. VIGILANCE CONTROL DEVICE (VCD)

14. MICROPROCESSOR LOCO (FDCS)

15. MULTIPLE UNIT OPERATION OF LOCO (MU)

15.10 Troubleshooting in MU loco 161

16.DOUBLE HEAD OPERATION

17. BANKER OPERATION

18. GUIDE LINES FOR OPERATION OF BOX-N AND BCN RAKES

19. PROBLEMS AND REMEDIAL ACTIONS OF TRAINS

20. CUTOUT COCKS OF DIFFERENT MAKE

21. CIRCUIT DIAGRAMS /PNUEMATIC PANELS 184-205

Operating Manual with Troubleshooting Directory for Electric Locomotives

1.0 SALIENT FEATURES OF AC LOCO

S.NO MAIN DATA WAG5 WAG7 WAM4/ WAP4

1.1 GENERAL INSTRUCTIONS

Operating Manual with Troubleshooting Directory for Electric Locomotives

1.4 LOCO FAILURE ON RUN WHILE WORKING

Operating Manual with Troubleshooting Directory for Electric Locomotives

2. TROUBLESHOOTING OF WAG5, WAG7, WAP4, WAM4 &WAP1

DJ TRIPPING THROUGH SAFETY RELAYS

OIL TRAP CHAMBER

Operating Manual with Troubleshooting Directory for Electric Locomotives

2.3 QLM acted along with QOP-1 /QOP-2 / QRSI-1 / QRSI-2

QOP and QRSI RELAY WITH RED TARGET

2.4. QLM acted along with QLA or QOA in ARNO locos

Operating Manual with Troubleshooting Directory for Electric Locomotives

QRSI-1 AND QRSI-2:

QOP-1 AND QOP-2

2.7. QOP-1 tripped and target can be reset

Operating Manual with Troubleshooting Directory for Electric Locomotives

Precautions to be followed when HQOP 1 kept in OFF.

2.8. QOP-2 tripped and target can be reset

2.9. QOP-1 trips and unable to reset

Operating Manual with Troubleshooting Directory for Electric Locomotives

NEGATIVE SIDE ISOLATION OF TRACTION MOTOR IN REVERSER

BIT PACKING For isolating

CAM TYPE REVERSER

Operating Manual with Troubleshooting Directory for Electric Locomotives

2.10. QOP-2 trips and unable to reset

2.11. Precautions to be followed after keeping HQOP 1/2 in off position

Operating Manual with Troubleshooting Directory for Electric Locomotives

2.13. QOA trips and unable to reset

Operating Manual with Troubleshooting Directory for Electric Locomotives

3.1. Impossible to close DJ (ICDJ)

4. Ensure the relays Q44 and Q46 not in energized condition

Manual energisation of relay Q118 (except for comat make)

Operating Manual with Troubleshooting Directory for Electric Locomotives

4. Avoid quick regression of GR.